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Vehicle Deceleration Vs Crush Curve of Ford Taurus (My 2013 and 2001)

The document compares the deceleration vs crush curves of the 2001 and 2013 Ford Taurus models in a crash test. The 2013 model shows earlier deceleration spikes due to crumpling of crash components, ensuring occupant safety but with higher deceleration amplitudes, meaning more jerks during a crash. While the 2001 model has a more efficient restraint system and lower deceleration peaks, reducing injury risk. Overall, the 2013 Taurus offers better crashworthiness with lower structural deformation and efficient energy absorption.

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Aditya Sawant
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58 views2 pages

Vehicle Deceleration Vs Crush Curve of Ford Taurus (My 2013 and 2001)

The document compares the deceleration vs crush curves of the 2001 and 2013 Ford Taurus models in a crash test. The 2013 model shows earlier deceleration spikes due to crumpling of crash components, ensuring occupant safety but with higher deceleration amplitudes, meaning more jerks during a crash. While the 2001 model has a more efficient restraint system and lower deceleration peaks, reducing injury risk. Overall, the 2013 Taurus offers better crashworthiness with lower structural deformation and efficient energy absorption.

Uploaded by

Aditya Sawant
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOCX, PDF, TXT or read online on Scribd
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VEHICLE DECELERATION VS CRUSH CURVE OF FORD TAURUS (MY 2013 AND

2001)

Deceleration VS Crush
2001 Taurus

2013 Taurus

45.00
40.00
35.00
30.00
25.00
Deceleration (G)

20.00
15.00
10.00
5.00
0.00
0.00
-5.00

200.00

400.00

600.00

800.00

1000.00

Crush (mm)

The deceleration vs crush curves for Ford Taurus 2001 (Test 4150) and 2013 (Test
7872) are as shown in the figure above. The observations inferred from the graph
are as follows:
For the 2013 Taurus model the deceleration occurs at a much earlier stage of crash.
It is indicated by the deceleration spikes occurring at a much earlier stage
compared to the 2001 model, this is due to the crumpling of Bumper beam, Mid
Rails, Upper rails, Engine and Tires. This also ensures more safety for the occupant
since the occupant is still in contact.
The curve of the 2001 model is more of square shaped which means efficient
restraint system, additionally since there are lower peaks decelerations it ensures
lesser head and neck injuries.
It is found that Pulse Wave form energy is higher for the 2013 model. The pulse
wave form energy is directly proportional to Kinetic energy and inversely
proportional to the crush length, this also indicates the efficient design of space.
From the graphs shown, it can also be noticed that the maximum dynamic structural
deformation for the 2001 model is approximately 900mm and for the 2013 model it
is approximately 680mm. Therefore there are lesser chances of the occupant being
injured by component intrusion.
The difference between residual crush and crush at separation indicates that the
structure of the vehicle continues to restore after separation from the barrier. The
deflection at the moment of separation from the barrier occurs at 630mm for the
2013 model and 860mm for the 2001.

VEHICLE DECELERATION VS CRUSH CURVE OF FORD TAURUS (MY 2013 AND


2001)
Conclusion: Lower maximum dynamic structural deformation, early peak curves,
better pulse waveform efficiency indicates that the Ford Taurus 2013 model offers
good safety against intrusions and good crashworthiness while compared to the
2001 Taurus. However, since the deceleration spikes for the 2013 Taurus are high in
amplitude the occupant is likely to experience more jerks during the crash.

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