憶秋年9096 wrote:
一陣子沒上本田版....(恕刪)
大哥 你可能不知道你讚聲的人 現實是怎麼弄我的詳細過程我懶得講 我也是5代車主 你若也說我是鐵衛 我也只能說 無言
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MrRone wrote:
It is not...(恕刪)
Bumper Q&A's
1) What is a bumper?
A bumper is a shield made of steel, aluminum, rubber, or plastic that is mounted on the front and rear of a passenger car. When a low speed collision occurs, the bumper system absorbs the shock to prevent or reduce damage to the car. Some bumpers use energy absorbers or brackets and others are made with a foam cushioning material.
2) What is the purpose of bumpers?
The car bumper is designed to prevent or reduce physical damage to the front and rear ends of passenger motor vehicles in low-speed collisions. Automobile bumpers are not typically designed to be structural components that would significantly contribute to vehicle crashworthiness or occupant protection during front or rear collisions. It is not a safety feature intended to prevent or mitigate injury severity to occupants in the passenger cars. Bumpers are designed to protect the hood, trunk, grille, fuel, exhaust and cooling system as well as safety related equipment such as parking lights, headlamps and taillights in low speed collisions.
3) What are the Federal regulations for bumpers?
49 CFR Part 581, "The bumper standard," prescribes performance requirements for passenger cars in low-speed front and rear collisions. It applies to front and rear bumpers on passenger cars to prevent the damage to the car body and safety related equipment at barrier impact speeds of 2 mph across the full width and 1 mph on the corners.
This is equivalent to a 5 mph crash into a parked vehicle of the same weight. The standard requires protection in the region 16 to 20 inches above the road surface, and the manufacturer can provide the protection by any means it wants. For example, some vehicles do not have a solid bumper across the vehicle, but meet the standard by strategically placed bumper guards and corner guards.
4) Are all vehicle classes required to meet the Federal bumper standard?
No. The Federal bumper standard does not apply to vehicles other than passenger cars (i.e., sport utility vehicles (SUVs), minivans, or pickups trucks). The agency has chosen not to regulate bumper performance or elevation for these vehicle classes because of the potential compromise to the vehicle utility in operating on loading ramps and off road situations.
5) When did the bumper standard first come into effect and how has it changed over the years?
On April 9, 1971, the agency issued its first passenger car bumper standard -- Federal Motor Vehicle Safety Standard (FMVSS) 215, "Exterior Protection," which became effective on September 1, 1972. This standard called for passenger cars, beginning with model year (MY) 1973, to withstand 5 mph front and 2 mph rear impacts against a perpendicular barrier without damage to certain safety-related components such as headlamps and fuel systems.
In October 1972, Congress enacted the Motor Vehicle Information and Cost Saving Act (MVICS Act) which mandated that the agency issue a bumper standard that yields the maximum feasible reduction of costs to the public, taking into account the cost and benefits of implementation, the standard's effect on insurance costs and legal fees, savings in consumer time and inconvenience, and health and safety considerations.
The new requirements under the MVICS Act were then consolidated with existing requirements in FMVSS 215 and promulgated in March 1976 as a new bumper standard, which was added to NHTSA's regulations at 49 CFR Part 581. The new standard which applied to passenger cars beginning with MY 1979, was referred to as the Phase I Standard. At the same time, a "no damage" requirement (Phase II) was placed on bumper systems for model year 1980 and subsequent years. (See question 6 for more information on Phase I and II requirements.)
The most recent revisions to the bumper standard took place in May 14, 1982, effective for MY 1983 and subsequent model year passenger cars. This amendment reduced test impact speeds from 5 mph to 2.5 mph for longitudinal front and rear barrier and pendulum impacts and from 3 mph to 1.5 mph for corner pendulum impacts. In addition, Phase I damage resistance criteria were substituted for Phase II criteria and a bumper height requirements of 16 to 20 inches was established for passenger cars.
6) What do Phase I and Phase II mean? How do they differ and how much damage does the standard allow?
Phase I and II refer to a two-phased rulemaking action on bumper requirements. Phase I of the standard became effective on September 1, 1978 for passenger cars beginning with MY 1979. It incorporated the FMVSS 215 safety criteria, and added new performance criteria which prohibited damage to all exterior vehicle surfaces. For MY 1979, the standard required that there be no damage to safety-related parts and exterior surfaces not involving the bumper system(e.g., sheet metal; lamps; and fuel, exhaust and cooling systems) with damage to the facebar and its fasteners at impact test speed of 5 mph front and rear impacts with barrier and pendulum; 3 mph corner impact with pendulum.
More stringent damage resistance criteria known as Phase II became effective one year later, on September 1 1979, for MYs 1980 to 1982, and consisted of 5 mph longitudinal front and rear impacts with barrier and pendulum; 3 mph corner impact pendulum, all with no damage to the bumper itself beyond a 3/8 inch dent and 3/4 inch set or displacement from original position.
7) Has NHTSA conducted evaluations of the bumper standard? If so, what were the results?
Yes. NHTSA conducted an evaluation of the bumper standard in 1981. The evaluation determined the net benefits (the change in costs) to the consumer attributable to each successive standard (applicable through MY 1980) in relation to unregulated bumper systems in MY 1972 and prior years. The evaluation findings were that bumper systems complying with the standard requirements for model years 1979 and 1980 (most, if not all, bumpers were built to the 1980 "no damage" standard in 1979) tended to show net consumer losses - based on a 10-year car life - when compared to unregulated bumper systems. The costs of the 1979/1980 systems were between $150 and $200 higher than the unregulated bumpers (1972 and earlier model years).
In 1987, the agency conducted another evaluation of the bumper standard. The evaluation concluded that: (1) the costs to consumers did not change as a result of the modification of the bumper standard from 5 to 2.5 mph; (2) the net effect, over a car's 10 year life, is a small increase in repair costs, which is offset by a reduction in the cost of the bumpers; and (3) the change in the bumper standard did not compromise the protection of safety-related parts.
8) Why did NHTSA lower the bumper standard requirements from 5 mph to 2 mph?
The agency concluded that reducing the impact speed from 5 mph to 2 front and rear impact speed best satisfied the statutory criteria that the bumper standard "seek to obtain maximum feasible reduction in costs to the public and to the consumer." The agency also concluded that reducing the impact speed to 2 mph and eliminating the Phase II damage criteria would not have an adverse effect on safety as measured by the number of crashes, deaths or injuries that occur annually.
The agency set the protection standard at 2 mph after studying the comparable repair costs of a 5 mph bumper that has higher energy absorption capacity along with additional cost and weight.
After public hearings involving all parties, including consumers and manufacturers, NHTSA concluded that the public is assured of the largest net benefits under a standard that requires 2 mph protection for both the front and rear bumpers.
9) How does the U.S. the bumper standard compare to the Canadian and European standards?
Under the Canadian bumper standard, the vehicle is impacted into a fixed-collision barrier that is perpendicular to its line of travel while the vehicle is traveling longitudinally forward at 8 km/h (5 mph) and longitudinally backward at 8 km/h (5 mph), with its engine operating at idle speed. Every vehicle is impacted twice on the front and rear surfaces and once on each front and rear corner with the impact line at any height between 500mm (20 inches) and 400mm (16 inches). While the impact speed in the Canadian standard is higher than that in the U.S. standard, the Canadian standard has less stringent protective criteria. Specifically, the protective criteria for the Canadian standard requires that the vehicle does not touch the test device, except on the impact ridge with a force that exceeds 2000 lbs. on the combined surface of the test device.
The United Nations Economic Commission for Europe (ECE) regulation No. 42 requires that a car's safety systems continue to operate normally after the car has been impacted by a pendulum or moving barrier on the front or rear longitudinally at 4 kilometers per hour (about 2.5 mph) and on the front and rear corner at 2.5 kilometers per hour (about 1.5 mph) at 455 mm (about 18 inches) above the ground under loaded and unloaded conditions.
10) How do I know if my vehicle meets or exceeds the Federal bumper standard?
Manufacturers self-certify their products in order to meet the bumper standard, as well as all applicable Federal motor vehicle safety standards. Since this is a minimum performance standard, the manufacturer may be providing a greater level of protection. The agency does not require manufacturers to report the actual performance capabilities of their bumper systems.
Although many manufacturers voluntarily include bumper performance information on the window stickers of new passenger cars sold in United States, only California and Hawaii have bumper performance disclosure laws that require manufacturers to be specific about its performance capabilities.
11) Is there a way to determine how fast a car was going during a rear end crash based on the damaged bumper(s)?
No. We do not collect any data that would be useful in determining the impact speed. Many parameters such as vehicle masses, the pre-impact velocity of both vehicles, impact angles, crush resistance, metallurgical fatigue, etc., affect how the bumpers behave during an impact. Each crash must be analyzed with respect to all of the parameters before an estimate can be made.
12) Does NHTSA conduct any low-speed crash tests of bumpers and rate their relative performance?
NHTSA does not conduct low-speed impact crash tests of bumpers to rate their comparative performance due to the costs associated with this type of program. However, the Insurance Institute for Highway Safety (IIHS) conducts yearly tests on a number of models for bumper ratings (in terms of strength and repair cost). Information can be obtained through their web site at: http://www.hwysafety.org or at (703) 247-1500.
The agency's New Car Assessment Program (NCAP) conducts yearly crash tests to provide consumers with information about levels of protection when the vehicles are tested in a frontal barrier crash and when struck in the side by a moving barrier device. The 'star' ratings that reflect performance on these tests would better assist a consumer seeking to select a safe vehicle. These ratings can be obtained through our web site at: http://www.nhtsa.dot.gov
13) Why are bumpers on light trucks or SUVs higher than the those on passenger cars?
Bumpers are typically higher on light trucks, pick-ups or SUVs than on passenger cars to provide better clearance for approach and departure of steep grades or when driving over large rocks and other objects during off road operations.
14) Does the Federal government specify uniform bumper heights for vehicles to prevent damage in low-speed collisions?
No, NHTSA regulates the height and impact capabilities of bumpers only of passenger cars, but not for light trucks, minivans or SUVs. However, some states and localities have requirements that limit bumper height for other vehicle types. We suggest individuals contact their local or state agency responsible for motor vehicle regulations.
15) What is NHTSA doing to address bumper mismatch issue between passenger cars and SUVs?
The agency is aware that there is a mismatch between the bumpers of passenger cars and those of some light trucks and vans (LTVs). However, bumper elevation is not solely responsible for mismatched contact in vehicle collisions. The effect of braking and interaction of suspension dynamics and vehicle weight can also be attributed to the mismatch. This issue is being addressed as a part of the agency's consideration of the broader issue of vehicle compatibility. Compatibility involves differences in vehicle characteristics between passenger cars and LTVs such as weight, height off the ground, geometry and stiffness. To address this issue, the agency is developing advanced simulation models of vehicles that could be used as tools to understand crash behavior and interactions between incompatible vehicles and to assess safety implications of these vehicles fleet wide. This research could lead to the development of suitable countermeasures for occupant protection in crashes of incompatible vehicles by transferring loads through structural members which interact better in crashes and through energy management while maintaining occupant compartment integrity. Based on the results of the agency's research, rulemaking actions related to the bumper and/or other Federal standards may be undertaken to address the vehicle compatibility issue.
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保險槓問答
1）什麼是保險槓？
保險槓是由鋼，鋁，橡膠或塑料製成的護罩，安裝在乘用車的前部和後部。當發生低速碰撞時，保險槓系統吸收衝擊以防止或減少對汽車的損壞。一些保險槓使用能量吸收器或支架，而其他保險槓則使用泡沫緩衝材料製成。
2）保險槓的目的是什麼？
汽車保險槓設計用於在低速碰撞中防止或減少乘用車輛的前端和後端的物理損壞。汽車保險槓通常不是設計成結構部件，其在前部或後部碰撞期間顯著地有助於車輛耐撞性或乘員保護。它不是旨在防止或減輕乘客車內乘客受傷嚴重程度的安全功能。保險槓設計用於保護髮動機罩，行李箱，格柵，燃油，排氣和冷卻系統以及安全相關設備，例如低速碰撞中的停車燈，前照燈和尾燈。
3）保險槓的聯邦法規是什麼？
49 CFR Part 581，“保險槓標準”規定了低速前後碰撞中乘用車的性能要求。它適用於乘用車的前後保險槓，以防止在整個寬度為2英里/小時的障礙物衝擊速度和角落的1英里/小時的障礙物衝擊速度下對車身和安全相關設備的損壞。
這相當於5英里/小時撞到相同重量的停放車輛。該標準要求在路面上方16至20英寸的區域內進行保護，製造商可以通過任何方式提供保護。例如，一些車輛在整個車輛上沒有堅固的保險槓，但是通過策略性地放置保險槓護板和護角來滿足標準。
4）是否所有車輛類別都符合聯邦保險槓標準？
不可以。聯邦保險槓標準不適用於乘用車以外的車輛（即運動型多功能車（SUV），小型貨車或皮卡車）。該機構已經選擇不對這些車輛類別的保險槓性能或高度進行調節，因為在裝載坡道和越野情況下可能會損害車輛公用設施。
5）保險槓標準何時首次生效，多年來有何變化？
1971年4月9日，該機構發布了第一輛乘用車保險槓標準 - 聯邦機動車安全標準（FMVSS）215，“外部保護”，於1972年9月1日生效。該標準要求乘用車，從型號年（MY）1973年，可承受5英里/小時的前部和2英里/小時的後部撞擊垂直屏障，而不會損壞某些安全相關組件，如前照燈和燃油系統。
1972年10月，國會頒布了“機動車信息和成本節約法案”（MVICS法案），該法案要求該機構頒布一項保險槓標準，盡可能降低公眾的成本，同時考慮到實施的成本和效益，標準對保險費用和法律費用的影響，消費者時間和不便的節省以及健康和安全方面的考慮。
根據MVICS法案的新要求隨後與FMVSS 215中的現有要求合併，並於1976年3月作為新的保險槓標準頒布，並在49 CFR第581部分中添加到NHTSA的規定中。適用於以MY開頭的乘用車的新標準1979年，被稱為第一階段標準。與此同時，1980年及以後年份的保險槓系統都採用了“無損傷”要求（第二階段）。 （有關第一階段和第二階段要求的更多信息，請參見問題6）。
保險槓標準的最新修訂發生在1982年5月14日，對1983年及之後的模型乘用車有效。這項修正案將測試衝擊速度從5英里/小時降低到2.5英里/小時，縱向前後障礙和擺錘衝擊，以及3英里/小時到1.5英里/小時的角落擺錘衝擊。此外，第一階段抗損傷標準代替了第二階段標準，並且為乘用車建立了16至20英寸的保險槓高度要求。
6）第一階段和階段II是什麼意思？它們如何區別以及標准允許的損壞程度如何？
第一階段和第二階段是指關於保險槓要求的兩階段規則制定行動。該標準的第一階段於1978年9月1日開始生效，用於1979年以後的乘用車。它結合了FMVSS 215安全標準，並增加了新的性能標準，禁止對所有外部車輛表面造成損壞。對於1979年，該標準要求不涉及保險槓系統的安全相關部件和外表面（例如，金屬板;燈;以及燃料，排氣和冷卻系統）不會損壞面板及其緊固件。衝擊試驗速度為5英里/小時前後衝擊與障礙和pendulu 用鐘擺3英里/小時的角撞擊。
更為嚴格的抗損傷標準稱為第二階段，一年後於1979年9月1日生效，1980年至1982年，包括5英里/小時的縱向前後衝擊，障礙和擺錘; 3英里/小時角落衝擊擺，均不會損壞保險槓本身超過3/8英寸凹痕和3/4英寸套件或從原始位置移位。
7）NHTSA是否對保險槓標准進行了評估？如果是這樣，結果如何？
是。美國國家公路交通安全管理局（NHTSA）於1981年對保險槓標准進行了評估。評估確定了1972年及以前年份與未經監管的保險槓系統相關的每個連續標準（適用於1980年以後）對消費者的淨收益（成本變化）。評估結果表明，保險槓系統符合1979年和1980年車型標準要求（大多數，如果不是全部，保險槓是建於1980年的“無損壞”標準，1979年）傾向於顯示淨消費者損失 - 基於10 - 年汽車壽命 - 與未經調節的保險槓系統相比。 1979/1980系統的成本比不受監管的保險槓（1972年和早期車型年）高出150至200美元。
1987年，該機構對保險槓標准進行了另一次評估。評估的結論是：（1）由於保險槓標準從5英里/小時改為2.5英里/小時，消費者的成本沒有變化; （2）在汽車的10年壽命期間，淨效應是維修成本的小幅增加，這可以通過減少保險槓的成本來抵消; （3）保險槓標準的變化並未損害安全相關部件的保護。
8）為什麼NHTSA將保險槓標準要求從5英里/小時降低到2英里/小時？
該機構的結論是，將衝擊速度從5英里/小時降低到2英寸前後衝擊速度最能滿足法定標準，即保險槓標準“力求最大限度地降低公眾和消費者的成本。”該機構還得出結論，將撞擊速度降低到2英里/小時並消除第二階段損壞標準不會對安全產生不利影響，這可以通過每年發生的撞車次數，死亡或傷害來衡量。
在研究了具有更高能量吸收能力以及額外成本和重量的5英里/小時保險槓的可比修理成本後，該機構將保護標准設定為2英里/小時。
在公眾聽證會涉及包括消費者和製造商在內的所有各方之後，NHTSA得出結論認為，公眾可以確保在前保險槓和後保險槓需要2英里/小時保護的標準下獲得最大的淨效益。
9）美國保險槓標準與加拿大和歐洲標準相比如何？
根據加拿大保險槓標準，當車輛以8公里/小時（5英里/小時）的速度縱向向前行駛並且以8公里/小時的速度縱向向後行駛時，車輛受到固定碰撞障礙物的影響，該障礙物垂直於其行駛線。 mph），其發動機以怠速運轉。每輛車在前後表面上受到兩次沖擊，每個前後角都有一次沖擊，衝擊線在500毫米（20英寸）和400毫米（16英寸）之間的任何高度。雖然加拿大標準中的衝擊速度高於美國標準，但加拿大標準的保護標準不那麼嚴格。具體而言，加拿大標準的保護標準要求車輛不接觸測試裝置，除了衝擊脊上的力超過2000磅。在測試設備的組合表面上。
聯合國歐洲經濟委員會（歐洲經委會）第42號條例要求汽車的安全系統繼續正常運行，因為汽車受到前後縱向撞擊或移動障礙物的影響，每小時4公里（約2.5）在加載和卸載條件下，在地面上方455毫米（約18英寸）處以2.5千米/小時（約1.5英里/小時）的速度行駛在前後角。
10）我如何知道我的車輛是否達到或超過聯邦保險槓標準？
製造商對其產品進行自我認證，以滿足保險槓標準以及所有適用的聯邦機動車輛安全標準。由於這是最低性能標準，因此製造商可能會提供更高級別的保護。該機構不要求製造商報告其保險槓系統的實際性能。
儘管許多製造商自願在美國銷售的新乘用車的車窗貼紙上包含保險槓性能信息，但只有加利福尼亞州和夏威夷制定了更嚴格的性能披露法律，要求製造商對其性能能力進行具體說明。
11）有沒有辦法根據損壞的保險槓確定汽車在後端碰撞過程中的速度有多快？
不。我們不會收集任何有助於確定影響速度的數據。許多參數，例如車輛質量，兩種車輛的預衝擊速度，衝擊角度，抗壓性，冶金疲勞等，都會影響保險槓在撞擊過程中的表現。在進行估算之前，必須針對所有參數分析每次碰撞。
12）NHTSA是否對保險槓進行任何低速碰撞試驗並對其相對性能進行評級？
由於與此類計劃相關的成本，NHTSA不對保險槓進行低速沖擊碰撞試驗以評估其比較性能。然而，高速公路安全保險協會（IIHS）每年對多種型號的保險槓額定值進行測試（在強度和維修成本方面）。可通過其網站獲取信息：http：//www.hwysafety.org或(703)247-1500。
該機構的新車評估計劃（NCAP）每年進行一次碰撞測試，為消費者提供有關車輛在正面障礙物碰撞中進行測試以及通過移動屏障裝置撞擊側面時的保護等級的信息。反映這些測試表現的“明星”評級將更好地幫助尋求選擇安全車輛的消費者。這些評級可以通過我們的網站獲得：http：//www.nhtsa.dot.gov
13）為什麼輕型卡車或SUV上的保險槓高於乘用車上的保險槓？
輕型卡車，皮卡或SUV上的保險槓通常比乘用車更高，以便為陡坡的接近和離開提供更好的間隙，或者在越野行駛期間在大型岩石和其他物體上行駛時提供更好的間隙。
14）聯邦政府是否為車輛指定了均勻的保險槓高度，以防止低速碰撞中的損壞？
不，NHTSA規定僅乘用車的保險槓的高度和衝擊能力，但不適用於輕型卡車，小型貨車或SUV。但是，一些州和地方有要求限制其他車型的保險槓高度。我們建議個人聯繫負責機動車法規的當地或州機構。
15）NHTSA在解決乘用車和SUV之間的保險槓不匹配問題方面做了什麼？
該機構意識到乘用車的保險槓與一些輕型卡車和廂式貨車（LTV）之間存在不匹配。然而，保險槓升高不僅僅是車輛碰撞中不匹配接觸的唯一原因。制動的影響以及懸架動力學和車輛重量的相互作用也可歸因於不匹配。作為該機構考慮更廣泛的車輛兼容性問題的一部分，該問題正在得到解決。兼容性涉及乘用車和LTV之間車輛特性的差異，例如重量，離地高度，幾何形狀和剛度。為解決這一問題，該機構正在開發先進的車輛仿真模型，可用作了解不兼容車輛之間碰撞行為和相互作用的工具，並評估這些車輛的安全影響。這項研究可以通過結構構件傳遞載荷，在碰撞和通過能量管理中更好地相互作用，同時保持乘員艙的完整性，從而為不相容車輛的碰撞中的乘員保護開發合適的對策。根據該機構的研究結果，可以採取與保險槓和/或其他聯邦標準相關的規則制定行動來解決車輛兼容性問題。
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文章編號：69575953
