Brussels,
30
September
2019
|
17:36
Europe/Brussels

60 years of crash testing at Mercedes-Benz

  • 19C0379_009
    Experimental-Sicherheits-Fahrzeug (ESF) 2019 - Ganzheitliche Sicherheit: Der neue Fahrer-Airbag entfaltet sich nach Auslösung über dem zuvor eingefahrenen Lenkrad. The Experimental Safety Vehicle (ESF) 2019 - Integrated safety - new ideas for a new mobility: After being triggered, the new driver’s airbag expands over the top of the beforehand retracted steering wheel.
  • 18C1051_012
    Mercedes-Benz EQC: Crash-Erprobung im Mercedes-Benz Technologiezentrum Fahrzeugsicherheit (TFS) in Sindelfingen.;Stromverbrauch gewichtet: 20,8 - 19,7 kWh/100 km; CO2-Emissionen gewichtet: 0 g/km* Mercedes-Benz EQC: Crash-testing at the Mercedes-Benz Technology Centre for Vehicle Safety (TFS) in Sindelfingen.;Weighted power consumption: 20.8 - 19.7 kWh/100 km; weighted CO2 emissions: 0 g/km*
  • 18C1051_011
    Mercedes-Benz EQC: Crash-Erprobung im Mercedes-Benz Technologiezentrum Fahrzeugsicherheit (TFS) in Sindelfingen.;Stromverbrauch gewichtet: 20,8 - 19,7 kWh/100 km; CO2-Emissionen gewichtet: 0 g/km* Mercedes-Benz EQC: Crash-testing at the Mercedes-Benz Technology Centre for Vehicle Safety (TFS) in Sindelfingen.;Weighted power consumption: 20.8 - 19.7 kWh/100 km; weighted CO2 emissions: 0 g/km*
  • 19C0379_012
    Experimental-Sicherheits-Fahrzeug (ESF) 2019 – Integraler Seitenairbag: Dieser flügelförmige Airbag (Volumen: ca. 40 Liter) entfaltet sich beidseitig aus den Seitenwangen der Rückenlehnen von Fahrer- und Beifahrersitz. Seine Schutzwirkung ist weitgehend unabhängig von der Sitzposition und Lehneneinstellung. The Experimental Safety Vehicle (ESF) 2019 – Integral sidebag: This wing-shaped airbag (volume: approx. 40 litres) deploys on both sides from the side bolsters of the driver and front passenger seat backrests. Its protective effect is substantially irrespective of the seat's position and backrest angle.
  • 19C0794_001
    10. September 1959: Beginn systematischer Crashtests im Mercedes-Benz Werk Sindelfingen. Mit diesem Frontalaufprall eines Fahrzeugs der Baureihe W 110 beginnen die Crashtests von Mercedes Benz. Zeitgleich mit diesem ersten Crashtest geht 1959 mit der Oberklasse-Baureihe W 111 der erste Personenwagen der Welt mit Sicherheitskarosserie in Serie. 10 September 1959: start of systematic crash tests at the Sindelfingen Mercedes-Benz plant. The crash tests of Mercedes-Benz began with this head-on collision of a W 110 model series vehicle. At the same time as this first crash test in 1959, the first passenger vehicle in the world with a safety body launched in production in the form of the luxury-class W 111 model series
  • 19C0379_011
    Experimental-Sicherheits-Fahrzeug (ESF) 2019 – Innovativer Airbag für den Fond: neuartige Röhrenstruktur und Befüllkonzept; kann Belastung für Kopf und Halswirbelsäule um bis zu 30 Prozent senken. The Experimental Safety Vehicle (ESF) 2019 – Innovative airbag for rear seat passengers: new tubular structure and inflation concept; can reduce head and spine injuries by 30 percent.
  • 19C0794_002
    Mercedes-Benz 220 SE „Heckflosse“ der Baureihe W 111. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Studioaufnahme eines Fahrzeugs aus dem Baujahr Mercedes-Benz 220 SE "Tailfin" of the W 111 model series. The luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear. Studio photograph of an example produced in 1964.
  • 18C1051_010
    Mercedes-Benz EQC: Crash-Erprobung im Mercedes-Benz Technologiezentrum Fahrzeugsicherheit (TFS) in Sindelfingen.;Stromverbrauch gewichtet: 20,8 - 19,7 kWh/100 km; CO2-Emissionen gewichtet: 0 g/km* Mercedes-Benz EQC: Crash-testing at the Mercedes-Benz Technology Centre for Vehicle Safety (TFS) in Sindelfingen.;Weighted power consumption: 20.8 - 19.7 kWh/100 km; weighted CO2 emissions: 0 g/km*
  • 18C1051_008
    Mercedes-Benz EQC: Crash-Erprobung im Mercedes-Benz Technologiezentrum Fahrzeugsicherheit (TFS) in Sindelfingen.;Stromverbrauch gewichtet: 20,8 - 19,7 kWh/100 km; CO2-Emissionen gewichtet: 0 g/km* Mercedes-Benz EQC: Crash-testing at the Mercedes-Benz Technology Centre for Vehicle Safety (TFS) in Sindelfingen.;Weighted power consumption: 20.8 - 19.7 kWh/100 km; weighted CO2 emissions: 0 g/km*
  • 17C297_03
    Mercedes-Benz testet Röntgentechnologie beim Crashtest. Mit der Ultrakurzzeit-Röntgentechnologie lässt sich das Verhalten sicherheitsrelevanter Bauteile damit sogar prinzipiell in ihrem Inneren untersuchen. Mercedes-Benz trials x-ray technology in crash test. In principle, with ultra-fast x-ray technology it is even possible to look inside safety-relevant components in order to assess their behaviour.
  • 16C732_05
    Mercedes-Benz C-Klasse Cabriolet (A205), Crashtest 2016 Mercedes-Benz C-Class cabriolet (A205), crash test 2016
  • 16C732_03
    Mercedes-Benz C-Klasse Cabriolet (A205), Crashtest 2016 Mercedes-Benz C-Class cabriolet (A205), crash test 2016
  • 17C297_01
    Mercedes-Benz testet Röntgentechnologie beim Crashtest. Mit der Ultrakurzzeit-Röntgentechnologie lässt sich das Verhalten sicherheitsrelevanter Bauteile damit sogar prinzipiell in ihrem Inneren untersuchen. Mercedes-Benz trials x-ray technology in crash test. In principle, with ultra-fast x-ray technology it is even possible to look inside safety-relevant components in order to assess their behaviour.
  • 17C297_05
    Mercedes-Benz testet Röntgentechnologie beim Crashtest. Mit der Ultrakurzzeit-Röntgentechnologie lässt sich das Verhalten sicherheitsrelevanter Bauteile damit sogar prinzipiell in ihrem Inneren untersuchen. Mercedes-Benz trials x-ray technology in crash test. In principle, with ultra-fast x-ray technology it is even possible to look inside safety-relevant components in order to assess their behaviour.
  • 16C1060_442
    Dummy-Labor: In der exakt temperierten Werkstatt werden die ca. 120 Testpuppen auf den Test vorbereitet. Jeder der Dummys kostet bis zu 700.000 Euro und besitzt bis zu 220 Messstellen Dummy laboratory: The approx. 120 test dummies are prepared for tests in the precisely temperature-controlled workshop. Each of the dummies costs up to Ä 700,000 and has up to 220 measuring points
  • 17C297_04
    Mercedes-Benz testet Röntgentechnologie beim Crashtest. Mit der Ultrakurzzeit-Röntgentechnologie lässt sich das Verhalten sicherheitsrelevanter Bauteile damit sogar prinzipiell in ihrem Inneren untersuchen. Mercedes-Benz trials x-ray technology in crash test. In principle, with ultra-fast x-ray technology it is even possible to look inside safety-relevant components in order to assess their behaviour.
  • 19C0794_005
    Titel und Zeichnungen der Patentschrift 854 157 „Kraftfahrzeug, insbesondere zur Beförderung von Personen“. Das am 23. Januar 1951 angemeldete Patent dokumentiert die von Mercedes-Benz Ingenieur Béla Barényi erfundene Sicherheitskarosserie, die 1959 mit der Oberklasse-Baureihe W 111 in den Serienautomobilbau einge Title and drawings of patent specification 854 157 "vehicle, especially for the transportation of people". The patent registered on 23 January 1951 documented the safety body invented by Mercedes-Benz engineer Béla Barényi, which was introduced to series automotive production in 1959 with the luxury-class W 111
  • 19C0794_004
    Titel und Zeichnungen der Patentschrift 1 089 664 „Zapfenschloss, insbesondere für Fahrzeugtüren“. Das am 02. Juli 1958 angemeldete Patent schützt das Keilzapfen-Türschloss in seiner überarbeiteten Ausführung mit zwei Sicherheitsrasten Title and drawings of patent specification 1 089 664 "locking device, especially for vehicle doors". The patent registered on 2 July 1958 protects the revised version of the wedge-pin door lock with two safety catches
  • 19C0794_015
    Titel und Zeichnungen der Patentschrift 827 905 „Schließvorrichtung, insbesondere für Kraftfahrzeugtüren“. Das am 23. April 1949 angemeldete Patent schützt das Keilzapfen-Türschloss in seiner ersten Ausführung. Title and drawings of patent specification 827 905 "locking device, especially for vehic le doors". The patent registered on 23 April 1949 protects the first version of the wedge-pin door lock.
  • 19C0794_014
    Sicherheitsentwicklung bei Mercedes-Benz, Crashtest im Jahr 1968 mit zwei Fahrzeugen der Baureihen W 111 und W 108. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Safety development at Mercedes-Benz, crash test in 1968 with two W 111 and W 108 model series vehicles. The luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
  • 19C0794_016
    Das Keilzapfen-Türschloss mit zwei Sicherheitsrasten, serienmäßig erstmals 1959 in den Mercedes-Benz Oberklasse-Limousinen der Baureihe W 111. Die Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. The wedge-pin door lock with two safety catches, as standard for the first time in the Mercedes-Benz luxury-class saloons of the W 111 model series in 1959. The W 111 model series is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
  • 19C0794_017
    Das Keilzapfen-Türschloss mit zwei Sicherheitsrasten, serienmäßig erstmals 1959 in den Mercedes-Benz Oberklasse-Limousinen der Baureihe W 111. Die Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. The wedge-pin door lock with two safety catches, as standard for the first time in the Mercedes-Benz luxury-class saloons of the W 111 model series in 1959. The W 111 model series is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
  • 19C0794_019
    Sicherheitsentwicklung bei Mercedes-Benz mit Hilfe systematischer Crashtests. Aufprallversuch im Jahr 1962 im Werk Sindelfingen. Eine Limousine der Baureihe W 111 prallt mit einer Geschwindigkeit von 86 km/h auf einen Omnibus. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist das weltwei t erste Fahrzeug mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Safety development at Mercedes-Benz with the help of systematic crash tests. Impact test in 1962 at the Sindelfingen plant. A W 111 model series saloon crashes into a bus at a speed of 86 km/h. The luxury-class W 111 model series introduced in 1959 is the first vehicle worldwide with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
  • 19C0794_021
    Die erste, aus den USA beschaffte Versuchspuppe Oskar auf dem Unfallsimulator, hier im Jahr 1965; bei den Schlittenversuchen wurde die energieabsorbierende Wirkung des vorderen Knautschzone mit Hilfe von Gurkendosen aus der Werkskantine simuliert – was dem verantwortlichen Mitarbeiter den Beinamen „Gurken-Maier“ einbrachte. The first dummy acquired from the USA, Oskar, in the accident simulator, here in 1965; in the sled tests the energy-absorbing effect of the front crumple zone was simulated with the help of tins of gherkins from the plant canteen – which gave rise to the responsible employee being known as "Gherkin Maier".
  • 19C0794_018
    Sicherheitsentwicklung bei Mercedes-Benz mit Hilfe systematischer Crashtests. Überschlagversuch auf dem Prüfgelände im Werk Sindelfingen mit einem Typ 220 SE Coupé an der Korkenzieher-Rampe (Anfahrgeschwindigkeit 80 km/h) im Jahr 1962. Auch die 1961 vorgestellten Coupés und Cabriolets der Baureihe W 111 haben die bei den Limousinen eingeführte Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten Safety development at Mercedes-Benz with the help of systematic crash tests. Rollover test on the test site of the Sindelfingen plant with a type 220 SE coupé on the screwdriver ramp (at a speed of 80 km/h) in 1962. The coupés and cabriolets of the W 111 model series presented in 1961 also had the safety body introdu ced with the saloons, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
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    Sicherheitsentwicklung bei Mercedes-Benz, Crashtest im Jahr 1969. Safety development at Mercedes-Benz, crash test in 1969.
  • 19C0794_011
    Béla Barényi (Mitte) mit Mitarbeitern nach einem Crashtest auf dem Werksgelände in Sindelfingen. Béla Barényi (middle) with employees after a crash test at the plant in Sindelfingen.
  • 19C0794_003
    Mercedes-Benz 220 SE „Heckflosse“ der Baureihe W 111. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Studioaufnahme eines Fahrzeugs aus dem Baujahr Mercedes-Benz 220 SE "Tailfin" of the W 111 model series. The luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear. Studio photograph of an example produced in 1964.
  • 19C0794_007
    Mercedes-Benz 220 SE „Heckflosse“ der Baureihe W 111. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Mercedes-Benz 220 SE "Tailfin" of the W 111 model series. The luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
  • 19C0794_006
    Mercedes-Benz 220 SE „Heckflosse“ der Baureihe W 111. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Mercedes-Benz 220 SE "Tailfin" of the W 111 model series. The luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
  • 19C0794_009
    Die 1959 vorgestellte Mercedes-Benz Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit ganzheitlicher Sicherheitskarosserie. Schnittmodell der Karosserie: Gut erkennbar sind die gestaltfeste Fahrgastzelle und die im Front- und Heckbereich verformbar konzipierten Längsträger. The Mercedes-Benz luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with an integrated safety body. Cutaway model of the body: the rigid occupant compartment and deformably designed longitudinal body members in the front and rear are easy to identify.
  • 19C0794_008
    Mercedes-Benz 220 S „Heckflosse“ der Baureihe W 111. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Foto aus dem Jahr 1959. Mercedes-Benz 220 S "Tailfin" of the W 111 model series. The luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear. Photograph from 1959.
  • 19C0794_013
    Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist der erste Personenwagen der Welt mit ganzheitlicher Sicherheitskarosserie. Zeichnung der Funktionsweise: Gestaltfeste Fahrgastzelle mit energieabsorbierenden Knautschzonen an Front und Heck. The luxury-class W 111 model series introduced in 1959 is the first passenger vehicle in the world with an integrated safety body. Drawing describing its functionality: rigid occupant compartment with energy-absorbing crumple zones at the front and rear.
  • 19C0794_010
    Sicherheitsentwicklung bei Mercedes-Benz. Crashtest im Werk Sindelfingen mit zwei Fahrzeugen der Baureihe W 111. Die 1959 vorgestellte Oberklasse-Baureihe ist der erste Personenwagen der Welt mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. Safety development at Mercedes-Benz. Crash test at the Sindelfingen plant with two W 111 model series vehicles. The luxury-class model series introduced in 1959 is the first passenger vehicle in the world with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.
  • 19C0794_020
    Am 10. September 1959 beginnt Mercedes-Benz im Werk Sindelfingen mit systematischen Crashtests. Von 1962 bis 1973 kommt dabei eine Heißwasserrakete für den Antrieb der Versuchswagen zum Einsatz. Hier ein Mercedes-Benz 220 (W 111) mit Heißwasserrakete kurz vor dem Start. Die 1959 vorgestellte Oberklasse-Baureihe W 111 ist das weltweit erste Fahrzeug mit Sicherheitskarosserie, bestehend aus stabiler Fahrgastzelle und energieabsorbierenden Knautschzonen vorn und hinten. On 10 September 1959, Mercedes-Benz began systematic crash tests at the Sindelfingen plant. A steam rocket is used from 1962 to 1973 to drive test vehicles. Here is a Mercedes-Benz 220 (W 111) with a steam rocket just before the start. The luxury-class W 111 model series introduced in 1959 is the first vehicle worldwide with a safety body, made up of a rigid occupant compartment and energy-absorbing crumple zones at the front and rear.

On a collision course on behalf of safety

Zusammenfassung

Stuttgart/Sindelfingen. For 60 years now, Mercedes-Benz has been really crunching them up: the first crash test in the history of the brand took place on 10 September 1959. A test car slammed head-on into a solid obstacle. This marked the beginning of a new era in safety research. From then on, this made it possible to study the behaviour of vehicles and occupants in car accidents more closely using test cars and crash test dummies. At present, the Technology Centre for Vehicle Safety (TFS) in Sindelfingen conducts about 900 crash tests plus around 1700 "sled tests" each year. A test mule (body shell or test assembly) is mounted on the test sled and subjected to the forces arising during a real vehicle crash. Mercedes-Benz consistently set new standards for crash test procedures and testing facilities that have been adopted across the industry and thereby resulted in improved vehicle safety in the interests of all road users on a lasting basis.

Mercedes-Benz has been conducting systematic crash testing since 1959. To date, more than 14,000 cars have been tested. In addition to passenger cars, Mercedes-Benz also conducts thorough crash testing of vans and heavy-duty commercial vehicles.

"As a safety pioneer, Mercedes-Benz has made a decisive contribution to the worldwide establishment of crash tests in the automotive industry", says Markus Schäfer, Member of the Board of Management of Daimler AG, responsible for Group Research & Mercedes-Benz Cars Development. "They remain indispensable even in the age of computer simulations and ensure the high level of protection our vehicles provide for their occupants and other road users".

Mercedes-Benz designs all model series for the real accident scenarios. In crash testing, this means that around 40 different accident constellations are taken into account. The models of the brand also perform accordingly well in independent crash tests: just recently, in early September 2019, the EQC 400 4MATIC (weighted power consumption: 20.8 - 19.7 kWh/100 km; weighted CO2 emissions: 0 g/km)[1] and the new CLA passed crash tests according to the Euro NCAP[2] procedure with flying colours. They received five stars. The new B-Class and the new GLE likewise achieved this best possible rating in July 2019. Furthermore, the A-Class had been honoured by Euro NCAP in 2018 as the best vehicle tested that year and as best-in-class in the segment of "small family vehicles".

Mercedes-Benz conducts more crash tests than required by law or for ratings

Compared with evaluating a car damaged in an actual accident, the major benefit of a crash test lies in the ability to collect data during the collision. To this end, the vehicles are equipped with a number of sensors and high-speed cameras. Various types of dummies fitted with measuring equipment are available to provide reproducible data on the forces to which the human body would be subjected in a real car accident.

The company's crash tests exceed the number and complexity of the legally required tests: state-of-the-art simulation methods support the development process in this context. Up to 15,000 realistic crash simulations and about 150 vehicle crash tests may be required to make an entirely new vehicle ready for customer operations. In addition to the impact configurations mandated for the global type approval of a vehicle, this also includes rating tests and particularly demanding in-house crash tests. One example in this regard is the roof drop test, which the company conducts additionally.

Crash testing tomorrow: even more precise and efficient with X-ray vision and digital methods

Mercedes-Benz is working together with the Fraunhofer Institute for High-Speed Dynamics, the Ernst Mach Institute (EMI), on the dynamic X-ray crash. In future, this imaging process will enable the crash experts to see the deformation process of components also from the inside and analyse it. This will make it possible to determine the causes for a certain component behaviour more quickly. The data from the X-ray crash are merged with computer-based simulation models to create highly dynamic 3D simulations. The high-speed X-ray images would also make it possible to improve the already high simulation quality further.

Work on an innovative sled test is also ongoing: together with the TÜV Süd in Prague (Czech Republic) work is under way on the application for an active side crash sled. This system is to simulate the side impact during an early phase of development when no complete vehicle exists yet. At an early phase, alongside the door itself, the technical equipment, the geometry of the trim parts and the material could also be improved.

At the same time, Mercedes-Benz is stepping up the digitisation in the area of crash testing as well: Augmented reality (AR)[3] and virtual reality (VR)[4] allow making crash preparations even more efficient. Potential applications of digital technologies include the creation of a measuring point catalogue for measuring the vehicles in a virtual space and attaching up to 150 measuring points on the car with the aid of AR data goggles.

Crash testing today: wide-ranging possibilities in the Technology Centre for Vehicle Safety (TFS)

In November 2016, Mercedes-Benz opened the Technology Centre for Vehicle Safety (TFS), one of the world's most modern crash test centres. Its flexible crash track concept not only provides facilities for classic crash tests, but also creates the conditions for entirely new test set-ups: vehicle-to-vehicle (Car2Car) collisions from all angles, the evaluation of PRE-SAFE®, automated driving manoeuvres with a subsequent crash, crash tests with trucks.

The Technology Centre for Vehicle Safety has sufficient space for the requirements of tomorrow. The longest crash track is over 200 metres long. There are a total of five crash blocks that are impacted during crash testing. One of them can be moved freely in space and another can be rotated around the vertical axis. For efficient operation, these two crash blocks are preconfigured with a different barrier on each of the four sides. By virtue of a mobile partitioning system, the complex allows up to four crash tracks to be in operation at the same time.

Crash tests yesterday: safety pioneer Mercedes-Benz has been setting standards for 60 years

There were no less than two great moments of Mercedes-Benz in vehicle safety 60 years ago: on 11 August 1959, the brand presented the new luxury class vehicles of the W 111 model series to the media. They were the first production vehicles in the world to have a safety body shell with a rigid passenger compartment and crumple zones at the front and rear. On 10 September 1959, Mercedes-Benz began systematic crash testing, which became an integral part of vehicle development. This marked the start of a new era in safety research.

The first crash test at the Mercedes-Benz Sindelfingen plant saw a test car slam head-on into a solid obstacle. This was an important milestone, because from then on it was possible to study the behaviour of vehicles and occupants in car accidents in a realistic way based on the test cars and crash test dummies.

The new crash tests proved that the safety body shell devised by Daimler-Benz engineer Béla Barényi worked in practice: it dissipates a significant portion of the kinetic energy released in an accident. In concert with the seat belts, this can protect occupants against serious injuries. The compelling concept became the industry standard. In the decades that followed, Mercedes-Benz consistently set such international standards and in doing so improved vehicle safety in the interests of all road users on a lasting basis. Despite being little used in the early years, from the 1960s onwards crash testing increasingly established itself as a reliable tool for the optimisation and testing of vehicle safety.

[1] Power consumption and range have been determined on the basis of Regulation (EC) No. 692/2008. Power consumption and range depend on the vehicle configuration.

[2] Euro NCAP (European New Car Assessment Programme) is an organisation of European transport ministries, automobile clubs and insurance associations. The organisation carries out crash tests and assesses their safety based on the available safety systems.

[3] Augmented reality (AR) refers to the computer-based augmentation of the perception of reality.

[4] Virtual reality (VR) is the representation and simultaneous perception of reality and its physical characteristics in an interactive virtual environment generated by a computer in real time.