Front-end structure: crumple zone on four levels
Compared to the previous model series, the Mercedes engineers have further enlarged the deformation zones substantially in the front and rear sections of the new CLS, as well as improving the energy flows. The front crumple zone has four independently acting impact levels, meaning that the forces can be distributed over a wide area while bypassing the passenger cell.
Sectional panelsabove the wheel arches form the upper side-member level. From
here, the impact forces are channelled into the A-pillars and, subsequently,
into the roof frame.
An aluminium crossmember connects the forward-extended side members and ensures
that the forces are transferred to the side facing away from the impact. The
crossmember and the forward-extended side members form the central impact zone.
The subframe to which the engine, steering and front axle are attached also
serves as an impact level in the event of a frontal collision. It is made of
high-strength steel and, depending on the engine variant, can be connected to
the newly developed floor side members by means of special supporting tubes. As
a consequence, the subframe can deform in a predetermined manner and absorb
energy in the event of a crash on the one hand and channel high impact forces
straight into the vehicle floor on the other.
The side skirts have been extended forwards to support the wheel and prevent it
from entering the footwell in the event of an offset frontal collision. In order
to provide specifically targeted front-wheel support and location, Mercedes-Benz
has also developed special struts and additional energy-absorbing elements for
the wheel arches. The struts are arranged diagonally and prevent the passenger
cell from sinking in the event of an impact.
The firewall is a four-part construction. This design enables Mercedes engineers to vary the material thickness according to the level of vulnerability in an accident. As the load acting on the firewall during a frontal crash is greatest in the lower section, the sheet steel used here is almost 50 percent thicker.
As well as being a major reason behind the high level of impact resistance, this intelligently designed bodyshell not only enhances ride comfort, it also reduces noise and vibration. The Sindelfingen engineers paid particular attention to the connecting points between the suspension and the bodyshell, which are required to withstand very high forces. These were specifically reinforced to ensure that road-induced vibrations are not transferred to the body at the expense of driving enjoyment. An indicator of the excellent overall result is the static flexural strength of the bodyshell, which shows a 28 percent improvement over its predecessor. Torsional strength increased by six percent.
See also:
Avoiding a section of the route blocked
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This function blocks a section of the route
ahead of you. You can set the length of the
blocked route section. If possible, COMAND
calculates a detour around the blocked
section of the route.
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DISTRONIC PLUS displays in the
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When you switch on DISTRONIC PLUS,
triangle 2 shows the stored speed.
For design reasons, the speed displayed
in the speedometer may differ slightly from
the speed set for DISTRONIC PLUS.
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Side impact air bags
WARNING
The pressure sensors for side impact air bag
control are located in the doors. Do not modify any components of the doors or
door
trim panels including, for example, the
addit ...