As a father, there is nothing more important in a vehicle than its safety.  As a man, there is nothing more important in a vehicle than its power.  Thankfully Mercedes-Benz vehicles fit into both categories and the 2012 ML63 AMG is no exception.  The AMG SUV keeps in line with the Mercedes-Benz brand philosophy, and represents the embodiment of the Mercedes-Benz holistic safety concept of real life safety, which is derived primarily from what happens in a real accident situation. The extremely tough occupant compartment of the M-Class, together with the front and rear deformation zones, forms an effective basis for the occupant protection system. Both active safety and driver-fitness safety are further improved by Assistance Systems that can also be seen in the S-Class and E-Class.

As with all passenger car models from Mercedes-Benz, the philosophy behind the safety concept of the M-Class is broken down into four phases:

• Safe driving: avoiding danger, warning and assisting the driver in good time
• In the event of danger: anticipating and enabling preventive protective measures
• In an accident: providing protection as needed
• After an accident: avoiding even worse consequences and making rapid assistance possible

The high level of safety already achieved in the previous model has been increased even further. The many “invisible” Mercedes-Benz solutions in particular bring measurable benefits in real accident situations. To support new technologies or the evolution of existing systems, the engineers carried out numerous crash tests which went way beyond the tests normally specified, such as the roof-drop test for example, as well as various rollover tests. When it detects the need to do so, a rollover sensor system can activate side and window airbags, as well as belt tensioners. In total, as part of the M-Class development Mercedes-Benz tested 36 totally different loads under real test conditions. Then there were the extensive simulations on the digital prototype. Following this intensive programme of development, the M-Class has the potential to achieve top results in all the international rating tests.

The M-Class is also able to demonstrate the highest possible protection potential when it comes to more vulnerable road users such as pedestrians or cyclists. In addition to yielding areas in the front section, folding exterior mirrors and smooth contours, the risk of injury caused by the vehicle has been reduced by adapting the bonnet and increasing the distance to the components in the engine compartment.

“Electronic crumple zone”

As ever, the best accident is one which does not happen at all. The safety engineers at the Mercedes Technology Center are working intensively on this rather simple sounding statement, which in practice is actually a lot more difficult to implement. Both active safety and driver-fitness safety in the ML 63 AMG are further improved by the numerous active and passive assistance systems:

• ADAPTIVE BRAKE with Hill-Start Assist, priming, brake drying and hold functions (standard)
• Adaptive brake lights warn vehicles behind in an emergency braking situation with flashing brake lights (standard)
• ATTENTION ASSIST warns the driver of drowsiness (standard)
• Brake Assist (BAS) to support the driver in critical braking manoeuvres (standard)
• Tyre pressure monitoring system (standard)
• Speed Limit Assist displays road signs in the instrument cluster (optional)
• Intelligent Light System with specific lighting functions to match the relevant road and weather conditions (optional)
• Night View Assist PLUS with automatic person detection (optional)
• DISTRONIC PLUS with BAS PLUS (optional)
• Lane Keeping Assist warns the driver as soon as it detects that the driver has unintentionally left a recognised marked lane. In addition, Active Lane Keeping Assist can react with lane-correcting brake application (optional)
• Blind Spot Assist warns the driver when vehicles are detected in the area of poor visibility, the so-called “blind spot”. Additionally, the system can counteract a possible collision by specific application of the brakes on one side of the vehicle, if the driver does not react to the warning (optional)
• Active Parking Assist with PARKTRONIC can detect parking spaces and display the steering manoeuvres required to park on the instrument cluster (optional)
• Reversing camera, e.g. with “back-in” mode with dynamic guide lines for reversing into narrow parking bays or to aid with the coupling of trailers (optional)

Standard equipment forming part of the safety concept of the new M-Class includes the anticipatory safety system PRE-SAFE®, which combines active and passive safety synergies to reduce the loads exerted on the vehicle occupants in the event of an accident by up to 40 percent. Depending on the potential accident situation detected, the following reversible measures can be initiated for preventive occupant protection:

• Driver and front passenger seat belts are tensioned
• Windows are closed
• Sliding sunroof is closed
• Front passenger seat is adjusted (if optional Memory package is included)

Body: high energy absorption in the event of a front impact

The extremely robust occupant cell of the ML 63 AMG, together with the front and rear deformation zones, forms an effective basis for the occupant protection system. The focus of the work here has been the tangible reduction of the loads exerted on the occupants. In the case of front impacts, the engineers were able to achieve more uniform deceleration, and therefore a lower peak load on the occupants.

This was made possible by means of:

• Design of the front axle carrier as a crash element, which is able to deform in a specific manner and in the case of an offset crash, for example, can divert the energy to the side of the vehicle opposite the side of impact
• Guide ramp on the brake booster, thus preventing unwanted block formation between the brake booster and the damper dome. The brake booster is also rotated to minimise possible brake pedal intrusion
• A crash joint ensures that the mudguard is pushed away at the driver’s door, and prevents the door from jamming after the impact. For the most part the doors can be opened without much effort
• Ultra-high-strength steels in the A-pillar enhance the stability of the passenger compartment in both front impacts as well as in different rollover scenarios, primarily enabling doors to be opened easily after an offset crash
• Projected sills create a direct load path to the front wheel. As a result, any possible forcing or intrusion of the wheels into the footwell can be avoided
• Optimum energy conversion in the event of a front crash despite relatively short front-end length, thanks to enabling the load paths from the crashbox to the longitudinal body member, from the wheel to the sill, and due to the deformable subframe, which guides the forces into the centre tunnel via the engine/transmission joint
• The energy-absorbing steering column deforms up to 100 millimetres when subjected to external forces, thus freeing up additional deformation space for energy conversion. As a result, the loads on the driver can be reduced in the area of the head, neck and thorax

Side-impact protection thanks to intelligent bodyshell

• Similar to the design of the front area of the M-Class, the vehicle’s intelligent bodyshell design also performs impressively in side-impact accident scenarios. The specific distribution of high rigidity and high deformability helps to ensure that the occupants benefit from favourable kinematics in the event of a side impact:
• The lower part of the B-pillar, an important component in side impacts, is highly compressible, whereas its upper part is extremely rigid. As a result, intrusions and the speed of intrusions in the lower area are reduced, while in the upper area high-strength steels on the exterior sides of the pillar prevent it from buckling unfavourably in a side impact. In addition, this design solution increases the stability of the passenger compartment in the event of a rollover
• The stiffening of the floor structure by means of a supporting element made of an ultra-high-strength material running across the entire width of the vehicle, and ultra-high-strength reinforcements in the driver’s seat crossmember, help to reduce deformations, primarily in the event of a pole impact. As a result, the occupant survival space benefits from even better protection, and the thorax load on the occupants is reduced
• The geometry and body connections of the pillars and the roof frame made of ultra-high-strength material have been optimised to provide the best possible crash safety

A safe ending: the rear section

The rear area of the M-Class also protects the sturdy passenger compartment in crash situations thanks to specific deformation work, therefore minimising the loads on the occupants. A special impact test conducted to check tank leakage gives an indication of the exceptional load capabilities of the rear part of the M-Class body. The test involved running a crash carriage into the rear of the M-Class at 80 km/h. The tank system survived this fatal impact without suffering any leaks.

To enhance rigidity, increase the energy absorption capability and improve deformation behaviour, the multi-piece rear longitudinal members feature a continuous closed cross-section with stepped plate thicknesses (tailored blanks). The spare wheel well forms an integrated part of the steel floor, and a steel flexible bumper bracket carries the rear bumper covering and is connected to the rear structure via two steel crashboxes.

Comprehensive restraint systems for occupant protection

The passive occupant protection systems, together with the “electronic crumple zone” and intelligent body design which have already been described, provide optimum protection potential, placing the M-Class at the top of its market segment. As part of this, a number of new deployment strategies are used. For example, the system can detect an impending rollover in the event of crash and if necessary deploy the window airbags and the seat belt tensioners. Thanks to the new generously-sized side airbags and the window airbags with extended area of coverage, in the event of a side impact the occupants can be more uniformly supported from the shoulder area down to the pelvic area.

Additional protection potential is also provided for rear seat passengers with seat belt tensioners and force limiters on the outer seat positions. The integration of optional thorax bags in the tilt-adjustable folding seat backrests enables optimum airbag positioning for each backrest position. The components of the passive occupant protection systems include:

• Two-stage adaptive airbags for the driver and front passenger
• Kneebag for the driver
• Sidebags for the driver and front passenger (combined thorax/pelvis bags)
• Sidebags in the rear row of seats as an option
• Windowbags across both rows of seats from the A- to the C-pillar
• 3-point seat belts on all five seats
• Pyrotechnic reel tensioners and permanent belt force limiters as well as electrically reversible belt tensioners in the front, reel tensioners and single-stage force limiters for the outer seats in the rear
• ISOFIX child seat attachment points
• Belt height adjustment for the driver and front passenger
• Belt status display for the rear-seat passengers in the instrument cluster
• Automatic child seat recognition (optional) with deactivation of the front passenger airbag if a special Mercedes-Benz child seat is used
• In a rear-end collision, a passive head restraint system developed specifically for this purpose can reduce the forces exerted on occupants

Occupants also protected after a crash

Even after an accident, the new M-Class can help prevent secondary accidents and protect the occupants. After a more serious crash, the hazard warning lights are automatically activated to warn surrounding traffic. At the same time, the doors are automatically unlocked so that the emergency services (if required) have the best possible unrestricted access to the passengers. And thanks to partial opening of the side windows, the interior is better ventilated after airbag deployment.

On detecting a collision, the central control unit switches off the fuel system to reduce the risk of a possible fire. After determining the cylinder positions, the engine management system opens the injection valves of those cylinders which are not under compression and discharges the high-pressure fuel area by direct evacuation of the remaining fuel in the combustion chamber. This further reduces the risk of fuel escaping. To avoid fuel losses, all M-Class models are also fitted with cut-resistant fuel lines in all relevant locations. This also helps to reduce the risk of a possible fire breaking out.

There is no question that life for young families is full of surprises, believe me, I know.  So the new Mercedes-Benz B-Class is the ideal companion – “For what’s coming up”. This is the campaign message with which Mercedes-Benz is launching its new premium sports tourer, which will be at dealerships beginning November 19th, under. The campaign will run until Christmas in print, online and on TV with focuses on the many safety systems that make the compact premium sports tourer the safest car in its class – with a particular emphasis on COLLISION PREVENTION ASSIST. The new B-Class is the only vehicle in the compact car segment to feature this radar-based system, which helps to prevent rear-end collisions in all road and traffic conditions.

“The B-Class sets a new benchmark in its class for safety, spaciousness, comfort and efficiency, making it the ideal car for young families”, commented Anders Sundt Jensen, Head of Brand Communications for Mercedes-Benz Cars. “And this is what led us to develop a campaign that is specifically tailored to the everyday lives and experiences of this target group.”

“The most common accident in the B-Class: making a mess”

The commercial, 45-second and 30-second versions of which can be seen on TV between 7 November and 31 December, takes a tongue-in-cheek look at the significance of the COLLISION PREVENTION ASSIST system in terms of road safety

The driver of a B‑Class is distracted by a boy with a blindfold over his eyes, who is running about on the pavement while eating an ice cream. Because of this, the driver fails to see another child crossing the road in front of him. Fortunately, nothing escapes the eagle eye of the safety system. It signals the alert in plenty of time and intervenes to provide extra braking assistance. All ends well – except that the boy with the ice cream runs into a pillar.

A similarly humorous treatment is used to communicate COLLISION PREVENTION ASSIST in printed advertisements – also with the message: “The most common accident in the B-Class: making a mess”. Altogether, between 26 October and 23 December, six different advertisements will appear, using a series of four motifs. As well as further safety features, these have as their themes the flexible space and frugal fuel consumption of the new B-Class. The vehicle itself is shown in polar silver metallic paintwork against a backdrop representative of an urban street scene. In addition, the campaign includes an interactive web special, which has already been online since 25 August wherein users become acquainted with the highlights of the new B‑Class. The online activities are accompanied by three pre-roll ads on numerous platforms.

The “Deutscher Zukunftspreis”, or German Future Prize, is the Federal President’s prize for technology and innovation and is acknowledged as the country’s most prestigious award for technical and scientific innovations. In the anniversary year of the automobile, a team from Daimler is again among the three teams of researchers nominated for the prize by Federal President Christian Wulff. With their 6D-vision technology, which can make a vital contribution to the avoidance of accidents, the researchers won through against other potential candidates and are now nominated for the final selection.

“Road safety for all road users has always been a major area of focus and a core competence at Mercedes-Benz.” Prof Dr Thomas Weber, Member of the Board of Management Daimler AG, responsible for Group Research and Mercedes-Benz Cars Development, continues: “The 6D-Vision project represents a milestone along the road to accident-free driving and will form the basis of our future safety systems. I am absolutely delighted that this unique technology has been honoured in this special way by being nominated for the “Deutscher Zukunftspreis” in our 125th anniversary year.”

Specifically named in the nomination were Dr Uwe Franke, Dr Stefan Gehrig and Dr Clemens Rabe, who are responsible for this pioneering project as part of their work in Daimler AG’s Research and Advance Development department for Assistance Systems and Chassis Systems.

6D-Vision – faster than the human eye to recognise danger

The Daimler research team’s 6D-Vision project opens up whole new possibilities for future assistance systems that will make our roads safer for all road users. Key to bringing about reductions in accidents is a timely and full understanding of the often very complex issues going on around a vehicle and of the traffic situation. Other road users have to be recognised within split seconds and possible collision hazards reliably identified. For the first time in a car, 6D-Vision is able to convey the three-dimensional perception of a person and the identification of potential risks on a small, powerful piece of hardware that is absolutely viable for series production.

6D-Vision uses a stereo camera, acting in much the same way as the two eyes of its human exemplar, to compute the three-dimensional geometry of the situation in front of the vehicle in real time from the images it sees, using special algorithms developed by Daimler to do so. An analysis of consecutive pairs of images allows instant and reliable identification of any movement. Dr Uwe Franke: “The capability of 6D-Vision is such that we are able to support the driver in precisely the sort of situation where the complexity of traffic conditions increases the potential for an accident, for example at junctions or in roadworks.”

Split seconds are crucial

By linking the perception of both space and time, it is possible to differentiate between stationary and animated objects, even from a moving vehicle. Animated objects, for example children running unexpectedly into the road, are perceived within 200 milliseconds across a broad range of vision. Even the most alert person takes twice as long to do so; and should he or she be distracted, a further 500 milliseconds may be added to this time. An additional moment of shock adds further delay while the situation is assessed and until a reaction kicks in.

In purely mathematical terms, one second at a speed of 50 km/h equates to a vehicle covering a distance of around 15 metres. The computer works twice as fast as the driver and initiates safety measures after just seven metres. In an emergency braking situation, the vehicle therefore comes to a standstill more than a whole vehicle length sooner.

Since 6D-Vision technology is seen as being able to contribute significantly to reductions in road traffic accidents, it is Daimler’s aim to make this technology available in the future to other manufacturers as well. Prof Dr Thomas Weber: “6D-Vision will take its place in the long line of safety innovations that have celebrated their premiere in our company over the last 125 years. Ultimately, however, it will benefit all motorists.”

The “Deutscher Zukunftspreis” of the country’s Federal President has been awarded annually since 1997. As well as recognising scientific achievement, the award takes account of the marketability of a particular development. The award is given for projects that improve people’s lives, create new employment opportunities and sustain the country’s prosperity. Those organisations entitled to make nominations submit possible projects to an eminent jury made up of independent experts from both academia and industry. The jury then selects the three teams of researchers who, in their view, have the most innovative and marketable projects.

Daimler has been nominated for the award four times previously in the following areas:

• 1997 |”An environmentally compatible and resource-efficient fuel cell-based vehicle drive system”

• 2002 | “Protector – anticipatory emergency braking system for commercial vehicles”

• 2003 | “Anticipatory occupant protection system for passenger cars” 2006 | “Night View Assist – infrared technology for safer driving after dark”

The presentation of the award by German Federal President Christian Wulff will take place on 14 December 2011 in Berlin.

In line with the Mercedes-Benz brand philosophy, the new Mercedes M-Class represents the embodiment of the Mercedes-Benz holistic safety concept of REAL LIFE SAFETY, which is derived primarily from what happens in a real accident situation. The extremely robust occupant compartment of the M-Class, together with the front and rear deformation zones, forms an effective basis for the occupant protection system. Both active safety and driver-fitness safety in the new M-Class are further improved by Assistance Systems, already primarily familiar from the S and E-Class.

As with all passenger car models from Mercedes-Benz, the philosophy behind the safety concept of the M-Class is broken down into four phases:

• Safe driving: avoiding danger, warning and assisting the driver in good time
• In the event of danger: anticipating and enabling preventive protective measures
• In an accident: providing protection as needed

After an accident: avoiding even worse consequences and making rapid assistance possible

The very high level of safety already achieved in the previous model has been increased even further thanks to meticulous attention to detail during the development stage. The many “invisible” Mercedes-Benz solutions in particular bring measurable benefits in real accident situations. To support new technologies or the evolution of existing systems, the engineers carried out numerous crash tests which went way beyond the tests normally specified, such as the roof-drop test for example, as well as various rollover tests. When it detects the need to do so, a rollover sensor system can activate side and window airbags, as well as belt tensioners. In total, as part of the

M-Class development Mercedes-Benz tested 36 totally different loads under real test conditions. This included comprehensive simulations for the digital prototype. Following this intensive development programme, the M-Class now has the potential to pass all international ratings with the best possible results.

The M-Class is also able to demonstrate the highest possible protection potential when it comes to more vulnerable road users such as pedestrians or cyclists. In addition to yielding areas in the front section, folding exterior mirrors and smooth contours, the risk of injury caused by the vehicle has been reduced by adjusting the bonnet and increasing the distance to the components in the engine compartment. In addition, for the first time in the SUV segment, an active bonnet is fitted as standard equipment. It is able to reduce the acceleration forces of an impacting pedestrian or cyclist by intercepting them earlier.

“Electronic crumple zone”: even more safety in the M-Class

As ever, the best accident is one which does not happen at all. The safety engineers at the Mercedes Technology Center are working intensively on this rather simple sounding statement, which in practice is actually a lot more difficult to implement. Both active safety and driver-fitness safety in the new M-Class are further improved by the numerous active and passive assistance systems:

• ATTENTION ASSIST, warns the driver of drowsiness
• Speed Limit Assist, displays road signs in the instrument cluster
• Tyre pressure loss warning system
• Intelligent Light System with specific lighting functions to match the relevant road and weather conditions
• Night View Assist Plus with automatic person recognition
• ADAPTIVE BRAKE with the functions Hill-Start Assist, priming, brake drying and hold function
• Brake Assist BAS to support the driver in critical braking manoeuvres
• DISTRONIC PLUS with BAS PLUS
• Lane Keeping Assist warns the driver as soon as it detects that the driver has unintentionally left a recognised marked lane. In addition, Active Lane Keeping Assist can react with lane-correcting brake application
• Blind Spot Assist warns the driver when vehicles are detected in the area of poor visibility, the so-called “blind spot”. Additionally, Active Blind Spot Assist can counteract a possible collision by specific application of the brakes on one side of the vehicle, if the driver does not react to the warning.
• Park Assist with PARKTRONIC, a system which can detect parking spaces and carry out the steering manoeuvres required for the parking process, simply leaving the driver to operate the brake and accelerator
• Reversing camera, e.g. with “back-in” mode with dynamic guide lines for reversing into narrow parking bays or to aid with the coupling of trailers
• Adaptive brake light warns vehicles behind in an emergency braking situation with flashing brake lights

Standard equipment forming part of the safety concept of the new M-Class includes the anticipatory safety system PRE-SAFE®, which combines active and passive safety synergies to reduce the loads exerted on the vehicle occupants in the event of an accident by up to 40 percent. Depending on the potential accident situation detected, the following reversible measures can be initiated for preventive occupant protection:

• Driver and front passenger seat belts are tensioned
• Windows are closed
• Sliding sunroof is closed
• Front passenger seat is adjusted (when fitted with Memory package)

Body: high energy absorption in the event of a front impact

The extremely robust occupant compartment of the M-Class, together with the front and rear deformation zones, forms an effective basis for the occupant protection system. The focus of the work here has been the tangible reduction of the loads exerted on the occupants. In the case of front impacts, the engineers were able to achieve more uniform deceleration, and therefore a lower peak load on the occupants. This was made possible by means of:

• Design of the front axle carrier as a crash element, which is able todeform in a specific manner and in the case of an offset crash, for example, can divert the energy to the side of the vehicle opposite the side of impact

• A novel aluminium gearbox crossmember mount with offset function: isolated against noise and vibration during normal operation, in the event of a crash this component is activated via hooks so that the centre tunnel can absorb additional energy in this area (diesel versions only)

• Guide ramp on the brake booster, thus preventing unwanted block formation between the brake booster and the damper dome. The brake booster is also rotated to minimise possible brake pedal intrusion

• A crash joint ensures that the mudguard is pushed away at the driver’s door, and prevents the door from jamming after the impact. For the most part the doors can be opened without much effort

• Ultra-high-strength steels in the A-pillar enhance the stability of the passenger compartment in both front impacts as well as in different rollover scenarios, primarily enabling doors to be opened easily after an offset crash

• Projected sills create a direct load path to the front wheel. As a result, any possible forcing or intrusion of the wheels into the footwell can be avoided

• Optimum energy conversion in the event of a front crash despite relatively short front-end length, thanks to enabling the load paths from the crashbox to the longitudinal body member, from the wheel to the sill, and due to the deformable subframe, which guides forces into the centre tunnel via the engine/transmission joint

• The energy-absorbing steering column deforms up to 100 millimetres when subjected to external forces, thus freeing up additional deformation space for energy conversion. As a result, the loads on the driver can be reduced in the area of the head, neck and thorax

Side-impact protection thanks to intelligent bodyshell

Similar to the design of the front area of the new M-Class, the vehicle’s intelligent bodyshell design also performs impressively in side-impact accident scenarios. The specific distribution of high rigidity and high deformability helps to ensure that the occupants benefit from favourable kinematics in the event of a side impact:

• The lower part of the B-pillar, an important component in side impacts, is highly compressible, whereas its upper part is extremely rigid. As a result, intrusions and the speed of intrusions in the lower area are reduced, while in the upper area high-strength steels on the exterior sides of the pillar prevent it from buckling unfavourably in a side impact. In addition, this design solution increases the stability of the passenger compartment in the event of a rollover

• The stiffening of the floor structure by means of a supporting element made of an ultra-high-strength material running across the entire width of the vehicle, and ultra-high-strength reinforcements in the driver’s seat crossmember, help to reduce deformations, primarily in the event of a pole impact. As a result, the occupant survival space benefits from even better protection, and the thorax load on the occupants is reduced

• The geometry and body connections of the pillars and the roof frame made of ultra-high-strength material have been optimised to provide the best possible crash safety

Brilliant finish: the rear assembly of the M-Class

The rear area too of the M-Class also protects the sturdy passenger compartment in crash situations thanks to specific deformation work, therefore minimising the loads on the occupants. A special impact test conducted to check tank leakage gives an indication of the exceptional load capabilities of the rear part of the M-Class body. The test involved running a crash carriage into the rear of the M-Class at 80 km/h. The tank system survived this fatal impact without suffering any leaks.

To enhance rigidity, increase the energy absorbtion capability and improve deformation behaviour, the multi-piece rear longitudinal members feature a continuous closed cross-section with stepped plate thicknesses (tailored blanks). The spare wheel well forms an integrated part of the steel floor, and a steel flexible bumper bracket carries the rear bumper covering and is connected to the rear structure via two steel crashboxes.

Comprehensive restraint systems for even better occupant protection

The passive occupant protection systems, together with the “electronic crumple zone” and intelligent body design which have already been described, provide optimum protection potential, placing the M-Class at the top of its market segment. As part of this, a number of new deployment strategies are used. For example, the system can detect an impending rollover in the event of crash and if necessary deploy the head, side and window airbags, as well as the seat belt tensioners. Thanks to the new generously-sized side airbags and the window airbags with extended area of coverage, in the event of a crash the occupants can be more uniformly supported from the shoulder area down to the pelvic area, and thereby better protected. In side impacts too, the danger of injury is reduced thanks to extended coverage.

Additional protection potential is also provided for rear seat passengers with seat belt tensioners and force limiters on the outer seat positions. The integration of optional thorax bags in the tilt-adjustable folding seat backrests enables optimum airbag positioning for each backrest position. The components of the passive occupant protection systems include:

• Two-stage adaptive airbags for the driver and front passenger
• Kneebag for the driver
• Sidebags for driver and front passenger (combined thorax/pelvis bags)
• Sidebags in the rear row of seats as an option
• Windowbags across both rows of seats from the A to the C-pillar
• 3-point seat belts on all five seats
• Pyrotechnic reel tensioners and permanent belt force limiters as well as electrically reversible belt tensioners in the front, reel tensioners and single-stage force limiters for the outer seats in the rear
• ISOFIX child seat anchorage
• Belt height adjustment for the driver and front passenger
• Belt status display for rear-seat passengers in the instrument cluster Automatic child seat recognition (optional) with deactivation of the front passenger airbag if a special Mercedes-Benz child seat is used in a rear-end collision, a passive head restraint system developed specifically for this purpose can reduce the forces exerted on occupants

The M-Class also protects its occupants after a crash

As part of the POST-SAFE® functions, the new M-Class can activate a variety of systems which can contribute towards avoiding post-accident risks. After a more serious crash, the hazard warning lights are automatically activated to warn surrounding traffic. At the same time, the doors are automatically unlocked so that the emergency services have the best possible unrestricted access to the passengers. And thanks to partial opening of the side windows, the interior is better ventilated after deployment of the restraint systems.

On detecting a collision, the central control unit switches off the fuel system to reduce the risk of a possible fire. After determining the cylinder positions, the engine management system opens the injection valves of those cylinders which are not under compression and discharges the high-pressure fuel area by direct evacuation of the remaining fuel in the combustion chamber. This reduces the risk of fuel escaping. To avoid fuel losses, all M-Class models are also fitted with cut-resistant fuel lines in all relevant locations. This also helps to reduce the risk of a possible fire breaking out.

As the parent of a two year old and as of this month, a newborn, there’s absolutely nothing that’s more important to me than my kids’ safety.  When driving, this translates directly to my vehicle and the car seats my kids are in.  With my first son, I spent hours researching brands and their corresponding safety and features for his car seat, and the brand that consistently rose to the forefront was Britax.

With my new daughter arriving, it was time for another round of car seat shopping, so I thought now was the perfect time to share my recommendations for those of you contemplating your own car seat purchase.  For my daughter, the choice was easy, as Britax currently offers a single infant car seat: the Britax Chaperone Infant Car Seat.  As for my son, I opted for the Britax Advocate 70 CS Convertible Car Seat, and I can say with complete sincerity that I’m completely confident both my kids are as safe as possible when they’re traveling.  If you’re in the market for either an infant or a convertible car seat, I’ll save you the trouble of conducting your own hours of research and get straight to the point:  if you want the best, buy one of the Britax.  It’s impossible to put a price on your kid’s safety, and you can’t get better than the Britax.

Britax Chaperone Infant Car Seat

There’s a host of reasons to opt for the Britax Chaperone Infant Car Seat, starting with the unsurpassed amount of safety built into it.  The Chaperone (and the Advocate 70 CS) both feature what Britax calls True Side Impact Protection – a safety technology exclusive to Britax.  Side impact crashes are especially dangerous for children, with 1 in 4 crashes occurring from the side, and 30 percent of fatalities the result of side impacts.  The major dangers of a side impact collision are the lack of crumple zone between the child and vehicle door, contact with intruding objects (glass, metal shards, etc.) during the collision, and the acceleration of the body followed by a sudden halt.

To address the inherent dangers of a side impact crash, the Britax True Side Impact Protection system features two key structural elements:  a rigid seat shell featuring deep sidewalls lined with energy-absorbing foam, and secondly, an adjustable head restraint that’s also lined with energy-absorbing foam.  With True Side Impact Protection, crash forces are distributed away from your child; your child is shielded from vehicle intrusion; your child’s head and body are contained in the seat; and your child’s head, neck and spine are all kept in alignment, limiting movement in the event of an impact.

In addition to their side impact technology, another feature exclusive to Britax is the addition of anti-rebound technology on all their rear facing car seats.  If you’ve ever seen a car seat crash test, following a front impact collision, car seats rebound back, with the top, unfixed portion of the car seat (around your child’s head) flipping up, and your child’s head potentially hitting the rear seat.  Similarly, in a rear end collision, the first tendency of the car seat is to flip up, with your child’s head again potentially striking the rear seat.  To combat this movement, Britax has incorporated an anti-rebound bar on the base of the Chaperone, which creates a solid, L-shape structure to combat this movement, minimizing rotational forces on the seat and keeping your child significantly more protected than in conventional car seats.

These are just two of the Chaperone’s great features – from here, the list is extensive.  I love the Chaperone’s quick adjust five-point harness, which allows you to adjust the shoulder height without disassembling the harness straps.  It also has a weight limit of 30-pounds, which lets you keep your child in the seat longer than most other brands.  From a comfort standpoint, I can’t speak for a newborn, but I will tell you that it looks incredibly comfortable, and my daughter sleeps exceptionally well in it.  There’s a layer of high density comfort foam to provide extra padding, the cover is built from a perfectly plush, high quality fabric, and there’s a foam insert that provides an extra secure fit for children weighing between 4 and 11 pounds.  And from an adjustment standpoint, getting your child perfectly secured (and unsecured) is exceptionally easy, thanks to built-in lock-offs which ensure a snug lap and shoulder belt installation as well as a front harness adjuster offering easy adjustment when loosening the harness system.  Other features include:

• Energy-Absorbing Foam Liner (EPS) absorbs and distributes crash forces
• Large multiple position canopy
• Ergonomic Carry-Handle designed to contour to forearm to allow for more comfortable carrying of child in carrier
• Premium Lower LATCH Connectors for a quick and simple installation featuring a push button for easy release
• Easy-to-Read Level Indicators (on base) provide quick reference for proper angle of recline
• Easy-to-Install Seat-to-Base Design self-guides carrier into proper locked position
• Easy-to-Install Base with LATCH Connector Storage (Included)
• Height Adjustment Knob (on base) for proper seat angle and positioning
• Certified for Aircraft Travel
• Stroller Compatible Design works with BRITAX B-READY, B-NIMBLE, B-SCENE strollers, using the integrated CLICK & GO adapter system, and CHAPERONE stroller to create a convenient travel system. Also compatible with other major stroller brands when used with BRITAX adapter strap (included).
• MSRP (USD) $229.99

For more info detailing the Britax Chaperone, you can the complete details at the official Britax website.  You can also purchase the Britax Chaperone infant car seat at Amazon.com for $183.95, or if you’re thinking of purchasing a stroller as well, you can pick up the Britax B-Ready Stroller for $407.93 and get the Chaperone car seat for free.

Britax Advocate 70 CS Convertible Car Seat

While your choice for Britax infant car seats is limited to the Chaperone, your options for a Britax convertible car seat are a little more diverse, with Britax offering a range of 5 convertible seats.  As I noted at the beginning of the article, it’s impossible for me to put a price on my kids’ safety, so I made it easy and opted for the top of the line Britax Advocate 70 CS.  Reiterating the statistics in the Chaperone infant review, side impacts pose a substantial threat to children, with 1 in 4 accidents being of the side impact variety and 30 percent of fatalities coming from side impacts.

The Britax Advocate 70 CS offers an unparalleled level of protection against side impacts, thanks to its unique side impact cushion technology.  Simply put, energy-absorbing cushions on the exterior of the child seat divert crash forces away from your child, reducing side impact crash energy by 45%.  It’s the only technology that diverts crash forces before they reach your child, and it’s the only technology that extends the full length of the seat, protecting your child’s head, neck and torso.  In addition, the cushions also offer additional protection to other passengers, an especially important feature if you have more than one child in your vehicle.  The Advocate 70 CS is the only convertible car seat to offer side impact cushion technology.

In addition to its tremendous protection against side impacts, the Advocate 70 CS (along with the full range of Britax convertible car seats) feature industry-leading protection against head injuries, thanks to what Britax calls SafeCell technology.  With conventional car seats, children still have the potential to be propelled forward, to the point their head comes into contact with the seat in front of them.  With SafeCell, the car seat’s center of gravity is significantly lower than with other seats, and in the event of the crash, the base is designed to compress, limiting the seat’s movement.  In addition, Britax has incorporated integrated steel bars to their convertible car seat construction, strengthening the seat’s connection to the vehicle and reducing forward movement.

Mated to their SafeCell technology, another feature unique to Britax is what they call Versa-Tether, a system designed to further improve energy absorption.  During a crash, the tether that secures the car seat to your vehicle is released in stages, slowing forward momentum in steps and minimizing the seat’s forward rotation.  Together, these two technologies offer a significantly higher level of head protection than any other car seats, keeping your child secure and their head securely away from the front seats.  If this all sounds overly complex, Britax has a fantastic video that you can find on this page, highlighting all the aforementioned technologies and showcasing precisely how they work together.

If you still haven’t grown tired of reading about the the Advocate 70 CS list of features, I could quite literally go on all day describing them.  As with the Chaperone infant car seat, the Advocate 70 CS features the Britax True Side Impact Protection system, utilizing an energy-absorbing layer of EPP foam.  Your child’s head, neck and spine are kept in alignment, deep sidewalls protect from vehicle intrusion, and your child’s head, and body stay contained within the car seat, reducing the chance of injury.  When securing your child with the tangle-free five point harness system, the Click & Safe snug harness indicator gives an audible aid that provides added assurance your child is within the correct range of snugness.  And in terms of comfort, high density foam provides an extra layer of padding, while a plush, easily removable cover with comfort pads and an infant body pillow ensure your child is at least as comfortable as you are.  Speaking from experience, my son has spent tremendous lengths of time in his Advocate, including three 24-hour road trips, and he’s handled them all superbly, so there’s no question the Advocate 70 CS is a remarkably comfortable seat.  Other great features of the Britax Advocate 70 CS include:

• Harness Ultra Guard System (HUGS™) provides resistance to forward movement in the event of a crash
• 70-pound Weight Capacity for safety and comfort as your child grows
• Rear and Forward Facing Recline for child comfort and positioning
• High Density Comfort Foam provides an extra layer of padding to gently cushion your child
• Plush, Easy-Remove Cover with matching comfort pads and infant body pillow to provide extra comfort and easy cleaning without disassembling or uninstalling the child seat
• Two Buckle Positions for your growing child
• Infant Positioning Insert may be necessary for small infants to achieve a snug fit of the harness around your child (sold separately)
• Quick-Adjust, No-Rethread Harness repositions the harness shoulder height without disassembling the harness straps
• Premium Lower LATCH Connectors for a quick and simple installation featuring a push button for easy release
• Built-in Lock-Offs ensure a snug lap and shoulder belt installation with minimal effort
• Anti-Slip, Contoured Base grips and protects the vehicle seat while offering optimum vehicle fit
• Convenient Harness Holders keep harness straps out of the way when placing your child in the car seat
• Certified for Aircraft Travel
• Made in the USA with global components

For more info detailing the Britax Advocate 70 CS, you can find the complete details at the official Britax website.  You can also purchase the Britax Advocate 70 CS from Amazon.com for a limited time for $269.95 ($289.95 minus a promotional $20 off discount).

Conclusion

Ultimately, it’s as simple as this:  if you’re driving a Mercedes-Benz, you already know the importance of safety and engineering in a vehicle.  If you have kids, it’s only logical to extend this safety and engineering to your kids, and there’s no better way to do so than with Britax range of car seats.  They’re the world leader in car seat technology, and they’ve done an incredible job at identifying the risks to your child in the event of an accident and creating solutions to minimize these risks.  If you, like me, are seeking the absolute highest level of safety for your child, buy the Britax, and don’t look back.  I did, and I can say with one-hundred percent certainty that my kids’ are as safe, comfortable and protected as I can possibly make them.

The new SLK Roadster from Mercedes-Benz sets new standards in safety. The safety experts at Mercedes-Benz have long adopted the motto, the best or nothing, coined by Gottlieb Daimler. Mercedes is not content with just hitting safety ratings, they work to attain safety levels that not only meet but far exceed standars set by the world’s legislators. The most important measure of their work is not the laboratory or crash test facility, but actual, real-life accidents. They call the results of their work Real Life Safety, a concept which is based on research into thousands of accidents. Using this irrefutable evidence, the Mercedes-Benz engineers have developed or initiated most of the assistance systems which today effectively support drivers and have been adopted by many of the company’s competitors.

ATTENTION ASSIST and ADAPTIVE BRAKE as standard

The new SLK also features a unique combination of driver assistance systems which help to avoid accidents. These include the drowsiness detection system ATTENTION ASSIST, for example. Thanks to this system, the roadster develops a precise feeling for the level of attentiveness of the driver and can provide an early warning of overtiredness.

Also making up part of the standard equipment specification is the ADAPTIVE BRAKE. It comprises ABS, the acceleration skid control system ASR and also active yaw control (GMR). In addition, it features the following functions:

• it supports the driver when moving off uphill, by preventing the vehicle from unintentionally rolling back;

• it also keeps the vehicle stationary without having to keep the brakes applied continuously – for example when waiting at traffic lights

• as soon as the driver abruptly steps off the accelerator, it brings the brake pads into light contact with the brake discs as a precautionary measure, so that the necessary braking pressure can be attained quicker in the possible event of emergency braking;

• in wet conditions it applies light brake contact, without the driver even noticing, to dry the brake discs.

The ADAPTIVE BRAKE works in conjunction with the equally adaptive brake light. In emergency braking situations, it warns vehicles behind with flashing brake lights.

Emergency braking on detecting an acute risk of a front-end collision

Available as optional extras are the DISTRONIC PLUS proximity control as well as the PRE-SAFE® Brake, already tried and tested in other Mercedes-Benz models. Both systems work in conjunction and can initiate emergency braking automatically on detecting an acute risk of an accident.

In normal driving conditions, the radar-based DISTRONIC PLUS proximity control adjusts the distance to the vehicle in front automatically. If necessary, it can apply the brakes, even bringing the SLK Roadster to a stop, and accelerate it again. This takes some of the strain off the driver, particularly in bumper-to-bumper driving conditions. If the distance starts to narrow too quickly, the system gives the driver visual and audible warnings, thereby prompting the driver to take action, at which point he is also supported by Brake Assist PLUS (BAS PLUS).

If the systems detect the acute danger of a rear-end collision and the driver fails to respond to visual and acoustic warnings, the electronics activate the PRE-SAFE® Brake in preparation for autonomous braking. This happens in two stages:

• Around 1.6 seconds before the calculated impact point the system decelerates the car with around 40 percent (approx. four m/s²) of the maximum braking power, gives the driver an additional, haptic warning of the impending impact and as a precaution activates the reversible PRE-SAFE® occupant protection system.
• If the driver still fails to react, the PRE-SAFE® Brake activates the maximum braking power around 0.6 seconds before the now unavoidable collision – this emergency braking can greatly reduce the severity of the impact. The system therefore acts like an “electronic crumple zone”, offering the car occupants even greater protection.

The PRE-SAFE® Brake is active at speeds of between 30 and 200 km/h when moving vehicles are detected in front of the car. The system also reacts if the car approaches a stationary queue of traffic, providing its speed is below 70 km/h.

Safety and comfort

Those wishing to do so can extend the range of assistance systems in the new SLK even further with the addition of features enhancing both safety and comfort:

• The Intelligent Light System provides five lighting functions (cornering light function, country mode, motorway mode, active light function and enhanced fog lamps), which are activated depending on the driving conditions

• Speed Limit Assist is able to detect speed limit signs using a camera on the inside of the windscreen, and indicate the detected speed limit in the instrument cluster or central display.

• The optional PARKTRONIC incl. Parking Guidance supports the driver when parking. Its ultrasonic sensors measure the length of parking spaces as the car drives past; the cockpit display then provides a schematic representation of the recommended parking manoeuvre.

Only available from Mercedes-Benz – the anticipatory occupant protection system PRE-SAFE®

An additional safety highlight available in the new SLK is the anticipatory occupant protection system PRE-SAFE®, a system developed by Mercedes-Benz which is unique throughout the world. If the system detects an acute risk of an accident, it reflexively activates precautionary protective measures for the vehicle occupants, so that the seat belts and airbags are able to fulfil their protective function to the full during an impact. Mercedes-Benz developed PRE-SAFE® on the basis of research into actual accidents, and is the only manufacturer in the world to offer such a system. This highly effective system, however, has so far not been taken into account when producing ratings.

In the new SLK, additional post-crash measures supplement the PRE-SAFE® system to enable prompt assistance after an accident has occurred: depending on the damage, the interior lighting can be switched on automatically, the side windows can be opened by 50 mm to provide better ventilation in the interior, and in vehicles with the Memory package the steering wheel can be moved upwards.

Taking into account all of the requirements of the rating institutes

In developing the new SLK, the requirements of Euro NCAP as well as all of the global consumer ratings have been taken into account. This has contributed to the development of the bodyshell structure of the vehicle, which follows established concepts and has been optimised in a number of detailed areas. These include, among other things, reinforced members, a new side impact structure and new fibre-reinforced roll-over bar.

In the event of an accident, up-front sensors and lateral satellite and roll-over sensors help the central control unit to predict the nature and severity of the accident. New, additional pressure sensors in the doors as well as acceleration sensors in the front bumper help in detecting an impact with a pedestrian.

New headbag and crash-responsive head restraints

The restraint systems with two-stage driver and front passenger airbags have also been enhanced. A new feature is the headbag, which provides generous lateral protection for the head impact area. An additional thorax airbag in the seat backrest protects the upper body in the event of a side impact. The seat belts, with belt buckle tensioners and speed-sensitive belt force limiters, serve to highlight the high safety standards of Mercedes-Benz.

Another new feature finding its way into the standard equipment of the forthcoming SLK comes in the form of the NECK-PRO crash-responsive head restraints, developed by Mercedes-Benz. They support the driver’s and front passenger’s head in the event of a rear impact and reduce the risk of whiplash. Also fitted as standard is automatic child seat recognition.

Protection for pedestrians

The new SLK Roadster uses the latest technology in the area of pedestrian protection too. A sensor system is able to register an impact with a pedestrian and can ensure that the bonnet is immediately raised by 85 mm. This creates additional space between the bonnet and the components in the engine compartment. This in turn results in comparatively lower acceleration values for the head of the pedestrian during the impact, thus reducing the overall risk of injury.

As a result, the new SLK provides its occupants not only with a superior level of safety in all areas – something which is unique in this segment – but also enhanced safety for other road users too.

Mercedes-Benz HighPerformanceEngines, whose principal activities are the design and manufacture of Mercedes-Benz Formula 1 racing engines and hybrid power systems for the MERCEDES GP PETRONAS team, are pleased to announce they have successfully achieved the OHSAS 18001 Occupational Health & Safety Standard.

For those unfamiliar with the OHSAS 18001 standard, it is an internationally recognised Occupational Health & Safety Management System specification. It was created via a concerted effort from several of the world’s leading national standard bodies, certification bodies and specialist consultancies. There are substantial benefits to companies holding the standard. Benefits include: minimising risk to employees and visitors; improvements to existing Occupational Health & Safety management systems; demonstration of diligence and assurances.

The introduction of the safety management standard at the site in Brixworth, Northamptonshire shows the commitment within the Mercedes-Benz HighPerformanceEngines Group to be the best & highlights the importance in which safety remains the top priority.

M-B HPE is currently one of the leading Formula 1 engine designers & manufacturers introducing innovative technology into its design, manufacturing & testing facilities. This includes leading the way in creating a positive safety culture which is fully supported by all staff. A recent staff survey at the company highlighted that employee’s feel they have a safe working environment & everyone within the company has a role to play in continuously improving working practises to achieve this. Creating a safe working environment is fully supported by the management team who constantly strive to develop its safety culture. Achieving the standard gives us the momentum to set specific targets for safety improvement, which is cascaded to every level of the business.

Managing Director, Thomas Fuhr said: “We are delighted to be the first team within Formula 1 to achieve the OHSAS 18001 Health & Safety Standard. We are now working towards achieving the RoSPA Gold Award, which is the next step in demonstrating our commitment to providing a safe work place and remaining as a responsible employer. Achieving the standard does not mean we will be able to rest on our laurels now that we have achieved it, it has actually given us the tools & motivation to drive pro-active safety measures to the next level.”

Working in conjunction with external audit bodies, MB-HPE will continue to introduce relevant standards which fully support its commitment to Quality, Safety & Environmental requirements for the future.

In 1981 Mercedes-Benz was the world’s first automobile manufacturer to present the airbag and belt tensioner as restraint systems to the public in a series-production car. These two milestones in passive safety were premiered in a W 126-series S-Class Saloon at the 1981 Geneva Motor Show. At Mercedes-Benz, this began the introduction of the modern airbag as a passive safety feature into the entire passenger car range, with the airbag and belt tensioner already becoming available as optional extras for all Mercedes-Benz cars in 1982. By 1992 a driver airbag was standard equipment in all Mercedes-Benz models, followed by a front passenger airbag as a standard safety feature in 1994, and afterwards Mercedes-Benz realised numerous other applications for its airbag technology.

Mercedes-Benz research on the airbag began in 1966, with practical trials starting in 1967. This was one of the company’s responses to the large increase in accident figures in the 1960s. In previous years Mercedes-Benz had already set standards in passive safety with innovations such as the safety bodyshell with a rigid passenger cell and crumple-zones at the front and rear. The airbag also became a decisive component in the brand’s continuous commitment to improved vehicle safety.

Research on the new restraint system was given even more impetus by plans in the United States of America to prescribe an automatic occupant protection system for all cars from 1969. Airbags were seen as a very promising technology with which the new legal requirements could be met. The principle of the airbag as protection for the driver and front passenger during an accident was already patented in the 1950s. The principal pioneers were the German Walter Linderer (Patent DE 896312 of 6 October 1951) and the American John W. Hedrik (Patent US 2649311 of 18 August 1953).

For more than ten years the “inflatable container in a folded state, which automatically inflates in the event of danger” (Linderer’s description of his invention in the patent application) now became an object of research with the aim of bringing it to series production maturity. The work of Mercedes-Benz engineers and their colleagues working for other automobile manufacturers and suppliers during the 1960s was initially basic research. Equipment with which the idea from the 1950s might be realised did not exist at the time.

Particularly the necessary sensor systems and gas generation continued to present major challenges to the developers. When American manufacturers began to deliver their first test fleets with compressed-air operated airbags, these restraint systems – which were conceived as an alternative to seat belts – sometimes led to serious injuries and in a few cases even fatalities. For this reason the general introduction of airbags in all passenger cars in North America, which had initially been urgently demanded, was repeatedly postponed.

Meanwhile Mercedes-Benz in Stuttgart was working on an airbag technology that was different in many respects. The safety specialists at Mercedes-Benz opted for a gas generation system based on chemical propellants rather than pressurised gas. Neither was the airbag developed as a stand-alone restraint system, but instead as a feature working together with the seat belt. This was expressed in the internationally used abbreviation SRS, which stands for “Supplemental Restraint System”. As early as 1970, Mercedes-Benz commented on its accident research findings in a letter to a German motoring magazine: “The effectiveness of the airbag system in combination with a lap-belt and head restraint during a frontal or rear-end collision can be described as good.”

From 1967 onward, practical testing of gas generation systems continued with chemicals similar to the solid fuels used for rockets. In contrast to gas-filled cartridges, this form of propellant proved to be a reliable and rapid gas generator. The resulting gas mixture mainly consisted of nitrogen, inflating the airbag made from special woven material within fractions of a second so that it could gently cushion passengers as they were thrown forward by the impact in an accident.

The central findings from these early trials were formulated in patent no. DE 2152902 C 2, which the then Daimler-Benz AG filed on 23 October, 1971. This patent application was the key document for all subsequent airbag development at Mercedes-Benz. It already contained the operating principle of the new technology as it was to be implemented in series production ten years later: sensors register the particularly severe deceleration common to collisions and activate the airbag mechanism. This ignites a propellant charge (at the time consisting of sodium azide = hydrazoic acid salt, potassium nitrate = nitric acid salt and sand), which explodes to form mainly gaseous nitrogen and a little water and oxygen.

As the tests showed, the airbag really only achieved its full effectiveness in combination with the seat belt. And it was the seat belt that played a decisive role in the second innovation presented by Mercedes-Benz in Geneva in 1981 – the belt tensioner. Initially this was developed and made available for the front seat passenger, but by 1984 the belt tensioner already became standard equipment for the front seats of all Mercedes-Benz passenger cars. Like the airbag, the belt tensioner is activated by pyrotechnics: during an accident, the control unit fires a propellant charge which tightens the seat’s three-point inertia-reel seat belt within milliseconds. This eliminates the slack between the occupants torso and the seat belt, the occupant is held firmly in the seat by the belt and the forces generated by the kinetic energy of the collision are immediately transferred to the belt. From 1995 onward, belt tensioners were combined with belt force limiters in all models to adapt the action of the restraint system to individual requirements. In 2002 an electronic belt tensioner was added to the pyrotechnical belt tensioner with the introduction of the preventive occupant protection system PRE-SAFE®.

The evolution undergone by the airbag was even more extensive: the driver airbag became standard equipment in all Mercedes-Benz passenger cars in 1992, and in 1994 it was followed by the front passenger airbag. As airbag modules became smaller and smaller thanks to the work of the engineers, it was possible to incorporate them in other areas of a vehicle to achieve comprehensive protection in the event of a side impact as well. In 1993 Mercedes-Benz presented a sidebag as a study, and in 1995 the sidebag became available as an optional extra, initially in the E-Class. The windowbag became standard equipment from 1998, at first in the S-Class. In 2001 the head/thorax sidebag was introduced for the roadsters in the Mercedes-Benz SL-Class. Adaptive airbags form part of the safety philosophy PRO-SAFE™ in the W 221-series S-Class. And in 2010 the experimental safety vehicle ESF 2009 from Mercedes-Benz showed a totally new form of airbag: the Braking Bag is accommodated in the vehicle’s underbody, and is activated just before a collision. It has a friction coating to support the vehicle against the road surface, providing additional deceleration prior to the impact.

Production of the first S-Class models with an airbag and belt tensioner began at the Sindelfingen plant in 1980; after its presentation in Geneva, the 126 series went on sale with the new feature in July 1981. The combination of a driver airbag and front passenger belt tensioner was initially restricted to the S-Class, and was priced at DM 1525.50 as an optional extra for the Saloon and Coupé. By way of comparison, the flagship model in the S-Class at the time, the model 500 SEL, cost DM 61,505.90 in July 1981. In the second half of 1981 the Coupé with the same engine, the C 126-series model 500 SEC, was to be had for DM 73,902.

In the first year after introduction of the airbag and belt tensioner, 2636 S-Class customers already decided in favour of the new safety feature. The airbag was on its way to resounding success. More than twelve million Mercedes-Benz vehicles were equipped with the new airbag technology in the first 25 years after its presentation, with other car brands immediately following suit. The optional extra of 1981 became a standard restraint system that acts together with other passive safety features and has since saved thousands of lives in accidents.

The 29th January is a very special day for Mercedes-Benz. It was on this day in 1886 that Carl Benz filed a patent application (number 37435) at the Reich patent office for his “vehicle operated by gas engine”. And now, 125 years to the day, 29th January 2011 sees the launch of the latest development from Mercedes-Benz – the new CLS. This new generation of the four-door coupé embodies to perfection the remarkable capacity for innovation in the fields of design and technology which has characterised the brand with the three-pointed star for over a century. This combination of sensuality and sense is picked up by the 360° campaign for the market launch of the new CLS.

“There has never been a new vehicle concept which has enjoyed the same degree of success as the CLS. With the launch of this model in October 2004 Mercedes-Benz established a bold, new vehicle concept and the new version builds on this with its exciting design and refined sportiness”, says Anders Sundt Jensen, Head of Brand Communications Mercedes-Benz Cars. “On top of this, the coupé offers even greater efficiency, agility and safety than before. Every driver of the new CLS will be able to feel this perfect combination of sensuality and sense which makes this such an unique vehicle. And that is what we focus on in the campaign.”

Campaign built around print advertising, a TV advertisement, pre-roll ads and a web special

The integrated advertising campaign comprises all the communications channels – from print advertising to TV and radio advertisements, pre-roll ads, an interactive web special and an iPad app all the way up to retail and interactive marketing activities. The campaign presents the CLS in a distinctive, purple-coloured cosmopolitan setting and underlines its claim to the leadership of the four-door coupé segment assuredly and authentically.

In the twelve different print advertisements, for example, the visual charisma of the vehicle is associated with succinct messages such as “Sensuality and sense”, or “Proud to present two high-lights”. Through this approach Mercedes-Benz underlines the status of the new coupé as a perfect combination of exciting beauty, innovative safety technology and sustainable mobility. These qualities derive from features – such as Active Blind Spot Assist, Active Lane Keeping Assist, new high-performance LED headlamps and efficient engines which consume up to 25 percent less fuel – offering the highest standards of safety, driving dynamics and economy.

The TV advertisement concentrates on the irresistible attraction of the CLS by playing on the idea of the desire for absolute freedom to make one’s own choices. It shows a middle-aged man who has swapped his successful career for a simple life in the mountains. Suddenly, he sees the CLS on a mountain road and is completely captivated by the exciting beauty of this coupé – it is a moment which changes his life once again.

Parallel to the TV advertisement there are three different films which run on the web and in cinemas. As well as presenting the excitement of the CLS they offer an amusing take on the energy-saving and environment-friendly BlueEFFICIENCY model as well as the unique LED technology. The innovative light system of the CLS is also explained in detail in a dedicated report on www.mercedes-benz.tv.

In addition to these measures, the CLS plays a starring role along with top model Karolina Kurkova in the visual for the international Mercedes-Benz Fashion engagement. The spectacular image, which captivates the viewer with its beauty, dynamism and flamboyance, will appear for the first time on posters, print advertisements and internet at the upcoming Mercedes-Benz Fashion Week Berlin from 19th – 22nd January 2011.

Web special with a short story by best-selling author Joey Goebel already online

An interactive web special at www.mercedes-benz.com/cls has been giving visitors an impression of the new CLS ever since the world premiere of the vehicle. A short story by best-selling American author Joey Goebel allows users not only to experience the unique four-door coupé but also to assume the role of the main character and play an active role in the story “Sensuality and sense”. The highlights of the CLS are presented in additional short stories by Joey Goebel in the form of videos. A version of the interactive web special optimised for the iPad will be available in the App Store in February.

The ability to detect pedestrians on the road and highlight them on the display in the instrument cluster to warn the driver has been a feature of the Active Night View Assist Plus since 2009. Now Mercedes-Benz is presenting the latest development stage of the system as a world premiere in the form of a spotlight function. The new assistance system goes a significant step further: it highlights the possible source of danger in the driver’s immediate field of vision by specifically directing light on people on the road. A positive side effect of this is that the pedestrian is also alerted to the presence of the approaching vehicle. The new spotlight function will be included as a standard feature of the Active Night View Assist Plus in a luxury class Mercedes model from the summer of 2011.

Imagine the scenario: you are driving at night on a dark country road and suddenly a pedestrian appears as if from nowhere – almost every driver must have encountered such a daunting moment at some point. Striking a passer-by is one of the worst things that could happen to a driver. According to research by the German Federal Highway Research Institute (BASt), five times as many pedestrians are killed on country roads at night than during the day. Another statistic from the BASt is as equally shocking: only 20 percent of car journeys take place at night – however this is the time when some 40 percent of fatal accidents occur.

With the the new spotlight function for the Active Night View Assist Plus, Mercedes-Benz is for the first time presenting an active light system which provides a completely new level of safety at night. If the night vision camera detects people on or near the road, they are automatically flashed with the spotlight function to alert the driver to the potential danger. As a positive side effect, pedestrians are also alerted to the approaching vehicle. Studies have confirmed that pedestrians do actually become aware of the spotlight function. Other road users are not dazzled as illumination does not occur if other road users who happen to be travelling in front or approaching in the opposite direction are located near the pedestrian.

The new spotlight function will be included as a standard feature of Active Night View Assist Plus in a luxury class Mercedes model from the summer of 2011. “Just like many other safety innovations from Mercedes-Benz, the new spotlight function forming part of the Active Night View Assist Plus is geared towards how accidents actually occur”, according to Dr. Thomas Weber,Member of the Board of Management responsible for Group Research and Head of Development, Mercedes-Benz Cars. “The aim of this development was to prevent the particularly serious consequences of collisions with pedestrians at night. With this concept, a Mercedes-Benz fitted with the spotlight function not only protects its occupants, but also makes a significant contribution towards enhancing safety for other road users”, explains Dr. Weber. The popularity of enhanced night-time driving safety among customers is reflected in the success story enjoyed by Active Night Assist, which was introduced in 2005: currently more than half of global orders for the Mercedes-Benz S-Class include the system.

The new spotlight function was developed by the camera and light experts at Mercedes-Benz in Sindelfingen.

In detail: how the spotlight function actually worksCaution, pedestrian on the road!

The Night View Assist Plus with new spotlight function is a complex combination of a variety of technical functions. Infrared headlamps, night vision camera, multipurpose camera, spotlight headlamps, instrument cluster display and headlamp switch are all coordinated by several control units using complex software.

This is how the innovative safety feature works in detail: the spotlight function is enabled when the driver switches on Adaptive Highbeam Assist as normal (by turning the rotary light switch to the “Auto” position and pushing the steering-column stalk forward into the main beam position) and activates Active Night View Assist Plus by pressing the adjacent button. The spotlight function is then enabled at speeds above 45 km/h. A corresponding icon in the night vision image notifies the driver that the spotlight function is switched on/active. At speeds below 40 km/h, the spotlight function is automatically disabled. The driver can also disable the function at will, by moving the steering-column stalk from the main beam position into the centre, neutral position (the usual procedure for dimming the lights).

The spotlight function uses infrared technology to detect pedestrians at a range of up to 80 metres: two separate light sources in the headlamps illuminate the road with invisible, non-dazzling infrared light. A windscreen-mounted camera designed to pick up precisely this type of light records what happens in front of the car. The captured image is sent to a display in the instrument cluster. The clear, needle-sharp image that appears here shows the scene in front of the vehicle, allowing the driver to see pedestrians, cyclists or obstacles on the road at an early stage. As soon as the system detects any pedestrians in front of the car, they are highlighted in the display by the Active Night View Assist Plus.

A second camera, also used as a so-called multipurpose camera by the Speed Limit Assist and Lane Keeping Assist, detects whether the vehicle is being driven at night. It also records the position of other road users travelling in front or approaching from the opposite direction. All of this information is used by the electronic control unit to decide whether a detected pedestrian is to be flashed with the spotlight function as a warning.

For variable light distribution, a groove cut into the profile of the headlamps helps to create a controllable light source, the spotlight. Outside of built-up areas, pedestrians are flashed with the spotlight function up to four times at night, provided they are located within the light cone. If the Adaptive Highbeam Assist has been switched to dipped beam, the pedestrian is flashed with the spotlight function beyond the area of the dipped beam. If on the other hand main beam is activated, this remains on in the left-hand headlamp, while the pedestrian is flashed with the right-hand headlamp. The flashing headlamp then remains dipped for five seconds in order to avoid dazzling the pedestrian during this time.

It is not possible for other road users to be dazzled, since illumination does not occur when other vehicles which are travelling in front or approaching from the opposite direction are located in the same direction as the pedestrian. In addition, the driver can also disable the spotlight function at any time should he so wish using the steering column stalk.

If the pedestrian should disappear from the camera image, for example because the vehicle has already passed him by or he has moved away from the edge of

the road, the headlamp returns to full beam again before the five-second period expires, provided that the conditions imposed by the Adaptive Highbeam Assist have been met. This helps to ensure that the driver once again has access to the full main beam function, and therefore the best road illumination, as quickly as possible.

Milestones in lighting technology

Avoiding accidents and mitigating their consequences: this is what Mercedes-Benz’s comprehensive safety philosophy is all about. Achieving optimum visibility as well as being seen in time play a very significant role in this area. A lot of the improvements made to active safety by Mercedes-Benz have come about as a result of the company combining innovative light technology with the latest assistance systems. And other road users often benefit from such measures too. For example, Adaptive Highbeam Assist, which was presented in the E-Class in 2009, helps to prevent the drivers of oncoming vehicles and also vehicles travelling in front from being dazzled.

Mercedes-Benz has always stood for innovations aimed at improving customer benefits. Many of the innovations find their way into volume-produced model series after starting life in research vehicles, such as the ESF 2009, and also via innovation carriers such as the CL and S-Class. Xenon light, for example, has in the meantime become available for all Mercedes-Benz model series and on average has a specification rate of over 55 percent. A similar success story has been enjoyed with the Active Night View Assist: currently more than half of S-Class models are ordered with this feature worldwide. And when it comes to the unique LED High Performance headlamps on the new CLS, the market researchers at Mercedes are predicting a specification rate of more than 80 percent.

Here is a brief chronology of the most important milestones in Mercedes-Benz light technology over the past 20 years:

• 1991: premiere of xenon headlamps with gas discharge lamps in the Mercedes F 100 research vehicle
• 1995: xenon headlamps with dynamic headlamp range control in the Mercedes-Benz E-Class
• 1999: premiere of bi-xenon technology in the Mercedes-Benz CL-Class
• 2003: world premiere of the active light function in the Mercedes-Benz E-Class
• 2004: world premiere of bi-xenon headlamps with the active light function and cornering lights in the Mercedes-Benz CLS
• 2005: premiere of the Active Night View Assist in the Mercedes-Benz S-Class
• 2006: world premiere of the Intelligent Light System in the E-Class
• 2009: world premiere of the Intelligent Light System with Adaptive Highbeam Assist in the E-Class
• 2009: premiere of the Active Night View Assist Plus in the Mercedes-Benz
• S and E-Class
• 2010: world premiere of the LED High Performance headlamps with all of the light functions of the Intelligent Light System in the Mercedes CLS
• 2010: new xenon burners with a 20 percent higher colour temperature, and therefore closer to daylight, in the S and E-Class
• 2010: world premiere of the spotlight function (in series production from 2011)

Early next year, Mercedes-Benz will launch the all-new 2012 SLK-Class. The agile sports car will feature a bold, new design, exceptionally high levels of comfort, as well as plenty of open-air driving pleasure. At the same time, it will also set new safety standards for convertible sports cars. The third generation of this trend setting roadster will make use of a whole host of the latest assistance systems to support the driver, including the drowsiness detection system ATTENTION ASSIST, developed by Mercedes-Benz and fitted as standard equipment; available occupant protection system PRE-SAFE®, which is unique in the world; and the PRE-SAFE® Brake, which can apply the brakes autonomously in the event of an impending front-end collision. With the 2012 SLK-Class, Mercedes-Benz continues to set new standards of automotive safety.

The best or nothing – the safety experts at Mercedes-Benz have long adopted this motto, coined by Gottlieb Daimler, as their guiding principle. Far from chasing ratings targets, they work intensively on attaining a level of safety which far exceeds the standards stipulated by the world’s legislators. The most important component of their work is not in the laboratory or crash test facility, but real-world accident research. The result of this study is Real Life Safety, a concept which is based on research into thousands of accidents. Using this evidence, Mercedes-Benz engineers have created or refined most of today’s assistance systems which effectively support drivers and have been adopted by many of the company’s competitors.

ATTENTION ASSIST and ADAPTIVE BRAKE as standard

The 2012 SLK-Class will feature a unique combination of driver assistance systems to help avoid accidents. These include the drowsiness detection system ATTENTION ASSIST, which helps monitor the level of attentiveness of the driver and can provide an early warning of overtiredness.

Also making up part of the standard equipment is the ADAPTIVE BRAKE. It comprises ABS, the acceleration skid control system ASR and also active yaw control. In addition, it features the following functions:

• supports the driver when moving-off on an incline, by preventing the vehicle from unintentionally rolling backward;keeps the vehicle stationary without having to keep the brakes applied
• continuously – for example when waiting at traffic lights;
• if the driver abruptly releases the accelerator, ADAPTIVE BRAKE brings the brake pads into light contact with the brake discs as a precautionary measure, so that the necessary braking pressure can be attained quicker in the possible event of emergency braking;
• automatically applies light brake contact in wet conditions to help dry the brake discs.

Emergency braking – detecting an acute risk of a front-end collision

Available as optional extras are the DISTRONIC PLUS proximity control as well as PRE-SAFE® Brake, already proven in other Mercedes-Benz models. Both systems work together and can initiate emergency braking automatically if there’s an acute risk of an accident. In normal driving conditions, the radar-based DISTRONIC PLUS proximity control adjusts the distance to the vehicle in front automatically. If necessary, it can apply the brakes, even bringing the SLK Roadster to a stop, and accelerate it again. This takes some of the strain off the driver, particularly in bumper-to-bumper driving conditions. If the distance starts to narrow too quickly, the system gives the driver visual and audible warnings, thereby prompting the driver to take action, at which point he is also supported by the Brake Assist System PLUS (BAS PLUS).

If the systems detect an acute risk of a front-end collision and the driver does not react, the electronic system activates the PRE-SAFE® Brake after visual and audible warnings. In the initial stage, partial autonomous braking is initiated. If the driver does not react to this, the second stage of PRE-SAFE® Brake provides full, autonomous emergency braking.

Safety and comfort

The following optional features will be available to enhance both safety and comfort:

• the optional Bi-Xenon lighting system provides lighting functions (Cornering light function and Active Curve Illumination), which are activated depending on the driving conditions.
• the optional PARKTRONIC incl. Parking Guidance uses ultrasonic sensors to measure the length of parking spaces as the car drives past; the cockpit display then provides a schematic representation of the recommended parking maneuvers.

Only available from Mercedes-Benz – the anticipatory occupant protection system PRE-SAFE®

An additional safety highlight which will be available in the new SLK (as part of the optional DISTRONIC PLUS system) is the anticipatory occupant protection system PRE-SAFE®. If the system detects an impending risk of an accident, it reflexively activates precautionary protective measures for the vehicle occupants, so that the seat belts and airbags can provide maximum protection during an impact. Mercedes-Benz developed PRE-SAFE® on the basis of research into actual accidents, and is the only manufacturer in the world to offer such a system.

In the 2012 SLK, additional post-crash measures will also supplement the PRESAFE® system to enable prompt assistance after an accident has occurred. Depending on the damage, the interior lighting can be switched on automatically, the side windows can be opened by two inches, to provide better ventilation in the interior, and in vehicles with memory seats the steering wheel can be moved upwards.

Taking into account all of the requirements of the rating institutes

In developing the new SLK, the requirements of Euro NCAP as well as all of the global consumer ratings have been taken into account. This has contributed to the development of the bodyshell structure of the vehicle, which follows established concepts and has been optimized in a number of detailed areas. These include, among other things, reinforced members, a new side impact structure and new fiber-reinforced roll-over bar.

In the event of an accident, front-mounted sensors and lateral satellite and rollover sensors help the central control unit to predict the nature and severity of the accident.

New headbag and crash-responsive head restraints

The restraint systems with two-stage driver and front passenger airbags have also been enhanced. A new feature is the headbag, which provides generous lateral protection for the head during an impact. An additional thorax airbag in the seat backrest protects the upper body in the event of a side impact. The seat belts, with belt buckle tensioners and speed sensitive belt force limiters are also hallmarks of the high Mercedes-Benz safety standards.

Achieving light color which is as close as possible to daylight is one of the biggest safety benefits in the field of headlamp technology. Mercedes-Benz is now one of the first automotive manufacturers to offer xenon headlamps boasting a significantly brighter light output.

From December, production of the E-Class and S-Class will make use of new xenon burners from the company Osram, featuring a color temperature which has been increased by some 20 percent. Achieving a figure of 5000 Kelvin, the new xenon light is even closer to daylight and is therefore even brighter – a clear innovation, in the true sense of the phrase.

This light color is in keeping with normal human perception patterns, and as such conveys an impression of greater brightness to the eyes, thus reducing the strain on the driver. Studies have shown that the closer the color of artificial light comes to daylight, the less the strain on the eyes. This is a crucial safety benefit, especially if we take into account that only 20 percent of journeys take place at night – yet it is when 40 percent of fatal accidents occur.

After the E-Class and the S-Class, further Mercedes-Benz model series will be gradually fitted with the new xenon burners in 2011. All previous Mercedes-Benz vehicles equipped with xenon headlamps can also be fitted with this additional safety feature, as the new xenon burners will be available from branches and dealers as Mercedes-Benz original parts.

Throughout the world the Mercedes-Benz S-Class is synonymous with the ultimate in active and passive safety systems. A significant part of such systems is also made up of the unique combination of trend-setting camera and radar-based driver assistance systems. The latest innovations are called Active Lane Keeping Assist and Active Blind Spot Assist, both of which are available as optional extras.

The combination of state-of-the-art assistance and protection systems turn the AMG S-Class into an “intelligent” partner which is able to “see”, “feel”, to respond “instinctively” to detected dangers and to act “on its own initiative” in order to avoid accidents or to reduce the severity of accidents. The vehicle makes use of cameras radar sensors which look far ahead, observe the conditions around the vehicle, and are able to interpret typical critical situations.

When the S 63 AMG unintentionally drives over a solid line to the right or left of a lane or on the outside of a bend, the new Active Lane Keeping Assist intervenes and prevents the vehicle from unintentionally leaving the lane. In such cases it applies the brakes to the wheels on the opposite side of the vehicle, using the sensor system of the Electronic Stability Program ESP®.

Similarly, when the new Active Blind Spot Assist system detects that changing lanes would be dangerous, it the driver by displaying a red warning in the glass of the relevant exterior mirror. If the driver ignores the warning signal and a vehicle in an adjacent lane comes too close, the ESP® takes corrective action by applying the brakes to the wheels on the opposite side of the vehicle.

Night View Assist PLUS and Speed Limit Assist

The Night View Assist Plus with infrared camera (optional extra) is equipped with a special pedestrian detection function: as soon as the system detects pedestrians on the road ahead, they are highlighted on the display to make them more readily noticeable.

The images supplied by the windscreen camera are also used by the Speed Limit Assist, which is available as an optional extra. It recognises speed limit signs in passing and shows the relevant speed limit in the central display.

Drowsiness detection on the basis of more than 70 parameters

Thanks to an innovative technology the S-Class has a very sensitive antenna for the attention level of its driver, and can warn him in time when he becomes drowsy. The ATTENTION ASSIST drowsiness detection system continuously monitors more than 70 different parameters. Once the evaluation electronics recognise the steering behaviour pattern that typically indicates the onset of drowsiness on the basis of information from the highly sensitive steering angle sensor, a warning signal is sounded and “ATTENTION ASSIST. Break!” appears in the instrument cluster. ATTENTION ASSIST is fitted as standard.

“Electronic crumple zone” for maximum occupant protection

In addition, Mercedes-Benz has enhanced the wide and intermediate range radars for the optional extras Brake Assist PLUS (BAS PLUS) and DISTRONIC PLUS proximity control. Mercedes-Benz also offers another radar based system for the S-Class in the form of the PRE-SAFE® brake. If the driver is distracted and fails to recognise the immediate danger of a rear-end collision, or the warning signal of an assistance system, this system can intervene and brake the vehicle independently. The S-‑Class makes use of the latest development stage of this safety system: if the driver fails to react even after automatic, partial braking action, the PRE-SAFE® Brake activates the maximum braking pressure around 0.6 seconds before what is now recognised as an unavoidable accident – an emergency braking action that can significantly mitigate the severity of the impact. The PRE-SAFE® Brake therefore acts as something like an “electronic crumple zone”.

The restyled CL-Class boasts two new safety features based on state-of-the-art radar, camera and sensor technology. Renowned as the flagship coupe from Mercedes-Benz, the 2011 CL-Class debuts Active Lane Keeping Assist and Active Blind Spot Assist, both designed to help the driver avoid danger through corrective braking. Building on the innovative technologies introduced last year on the E- and S-Class, the CL-Class now showcases the height of safety technology form Mercedes-Benz including features such as ATTENTION ASSIST, PRE-SAFE Brake with automatic emergency braking, and Night View Assist PLUS with Pedestrian Detection. The 2011MY CL-Class will make its U.S. debut in Fall 2010.

Active Lane Keeping Assist

Using a multi-purpose camera mounted in the windshield and a computer that analyzes the images, Active Lane Keeping Assist recognizes lane markings and alerts the driver by simulating rumble strip vibrations in the steering wheel (via an electric motor) if the car drifts from its lane unintentionally. Should the driver fail to react to this warning, the car intervenes by gently braking the wheels on the opposite side of the car. The unequal distribution of braking forces causes a yaw movement which helps the driver to stay in their lane. Active Lane Keeping Assist makes use of the existing ESP® (Electronic Stability Program) system to apply the brakes and maintain vehicle control.

Active Blind Spot Assist

The second innovation on the 2011 CL-Class, Active Blind Spot Assist, monitors both blind spots alongside the vehicle using close-range radar sensors. When a vehicle is detected, a yellow warning triangle is illuminated in the corresponding side-view mirror. Should the driver disregard this warning and activate the turn indicator, the warning triangle changes to red and an audible warning also sounds. If the driver continues to ignore these warnings and moves dangerously close to a neighboring vehicle, the system activates corrective braking intervention to the wheels of the opposite side of the vehicle. Like Active Lane Keeping Assist, the yaw movement helps correct the car’s path or minimize the consequences of a collision.

Summer sunshine and sandy beaches by the sea – in a few days’ time the great annual holiday period gets under way in a number of German federal states, starting with Bremen, Niedersachsen, Sachsen-Anhalt and Thüringen. For many people, heading off on holiday is the longest car journey which they make during the whole year. “The more the car is able to take the pressure off the driver, the more stress-free driving on long journeys can become”, explained Dr. Jörg Breuer, Head of Active Safety of the Mercedes-Benz passenger car division, speaking on the fringes of a traffic safety conference in Berlin. Avoiding stress-induced accidents and improving physiological safety are among the main focal points of the safety research undertaken by Stuttgart-based automotive manufacturer Mercedes-Benz.

By way of example, Breuer referred to a warning system to detect drowsiness at the wheel, called ATTENTION ASSIST, which Mercedes-Benz is fitting as standard to all E and S-Class vehicles (with the exception of the S 400 HYBRID). “In the near future we plan to equip other model series with the system too”, announced Breuer. Based on 70 parameters, the system detects unusual steering wheel movements, such as when drivers are in danger of momentarily nodding off. The system then issues visual and audible warnings requesting the driver to take a break.

In Germany, drowsiness is currently the cause of 25 percent of all fatal road traffic accidents. According to scientific studies, material damage amounting to some five billion euros is caused each year in Germany by drivers who are overtired. If other manufacturers were to follow the example being set by Mercedes it is expected that a further significant reduction in the number of casualties on the roads could be achieved. “Our research shows that following the introduction of new safety systems, the frequency and severity of accidents involving vehicles fitted with the systems drop significantly”, explained Breuer.

In addition to an improved traffic infrastructure, the efforts of the automotive industry to increase road safety have had a positive effect. According to figures from the German Federal Office of Statistics (Destatis), the number of road traffic victims has fallen continually since 1970. In 2009 there were 4154 deaths on German roads, the lowest since 1950. The figures peaked in 1970 with 21,332 road fatalities. Since then, the number of deaths on the roads has fallen by around 80 percent.

Adding to its already high appeal, the Mercedes-Benz E-Class has achieved top safety status.  The Mercedes E-Class has been given a top safety award for the first time from the Insurance Institute for Highway Safety (IIHS). A score of “good” must be earned in each of the following: front, side, rollover and rear crash protection tests in order for the Top Safety Picks accolade to be gained.  The Mercedes-Benz E-Class, with its many safety features, set the standard in each category.

The IIHS particularly praised the decision of Mercedes-Benz to implement greater padding to the front and rear doors to improve protection in side-impact crashes. Because the safety of drivers, passengers and other drivers are the biggest concern of Mercedes-Benz, the E-Class Saloon has been fitted with a host of features to help make driving safer.

These include innovations that take appropriate action in the event of danger occurring, help to limit damage if an accident happens and ensure that things are made easier in aiding people after an incident has taken place. Among the features utilised are Attention Assist to warn motorists if they are at risk of falling asleep behind the wheel flashing adaptive brake lights to warn fellow motorists travelling behind that there may be a danger ahead.

“The E class was redesigned for the 2010 model year. This is the first time the E class has earned the Institute’s top safety designation. Earlier this year design changes were made to the padding in the front and rear doors to improve protection in side impact crashes. The TOP SAFETY PICK award applies to E class models built after March 2010.” http://www.iihs.org

For years, Mercedes-Benz has been setting benchmarks in the development of new technologies for the continuous improvement of active and passive safety in automobiles. Innovations in passive safety such as the rigid-form passenger cell, crumple zone, airbag and three-point safety belt, plus active safety like ABS, ESP® and brake assist all trace back to Mercedes-Benz. They have made a substantial contribution to improving traffic safety and to reducing significantly the number of injuries and deaths among road users.

The current status of active safety technology is defined by intelligent assistance systems that turn the vehicle into a “thinking partner” – one that can see and feel, and that can react in the event of danger. Systems like the blind spot assistant, ATTENTION ASSIST and the night view assistant are focused specifically on accident problem areas such as lane changes, fatigue or poor visibility at night.

“With future driver assistance systems, we will be able to address even more complex traffic situations and therefore to ease the dangers of further accident hot spots – like intersections,” says Prof. Bharat Balasubramanian, Head of Product Innovations & Process Technologies at Corporate Research and Advanced Engineering Daimler AG. “Our new automated driving test methods help us to fulfil the extremely high quality and operational safety demands placed on our safety systems more efficiently.”

Autopilots ensure greater precision and relieve development engineers

In addition to established methods, Mercedes-Benz will fulfil requirements for reliable functionality and operational safety in future assistance systems through the “automated driving” of test manoeuvres on dedicated proving grounds. Prototypes used for this purpose are usually series production vehicles equipped with “robots” for steering, acceleration and braking. An on-board computer controls the autopilot so that a pre-programmed course is followed exactly – even if several vehicles are involved in one manoeuvre.

Test engineers in the control centre monitor all events and can stop the vehicles at any time. In parallel, the vehicles perform self checks and brake automatically if they register deviations. Thus, the test configuration is safe, yet flexible. All Mercedes-Benz models can be equipped with the technical equipment for “automated driving”. Moreover, a large variety of different safety systems and equipment can be tested.

Using “automated driving”, engineers analyse safety innovations under real-life conditions in the vehicle, addressing two critical challenges:

• Reproducibility. In order to calibrate the systems under test exactly, extensive variations and repetitions of tests are needed. In so doing, all parameters such as vehicle distances, speeds and steering angles have to meet specifications and always need to be maintained precisely in order to guarantee comparability.

• Safety. Because the systems are intended to kick in only in critical situations, such scenarios must be induced during testing. The manoeuvres demand precision timing and should not create a real danger for anybody.

Both requirements are usually beyond human abilities – humans cannot react quickly enough and cannot repeat manoeuvres with the desired accuracy. However, for complex in-vehicle electronic systems and for assistance systems in particular, such driving tests are indispensible as their functional validation must be carried out in a manner that is comprehensive and as close to reality as possible.

The repeat accuracy of the test methodology enables test vehicles to maintain a pre-determined speed and course exactly and to brake very precisely. For example, if a vehicle drives a pre-planned course several times, the tracks of all the runs vary from one another by less than two centimetres. Should the vehicle be brought to a complete halt at a particular location, the end points of all braking manoeuvres are within a radius of three centimetres.

Alongside the proving of assistance systems, “automated driving” will also be used for so-called “extreme tests” in future. These put the vehicle under loads that are well in excess of those reached under normal use in traffic. The intention is to ensure, for instance, that airbags are not activated unintentionally should the car be driven heavily over a ramp or against a kerb. Test drives that involve a high degree of physical stress for the driver can thus be avoided.

State-of-the-art test methods for the highest safety demands

In their development work, Mercedes-Benz engineers use the results from the company’s in-house accident research, which delivers important findings. Several combined validation methods guarantee that all systems function reliably at any critical moment. Company philosophy insists on validation to go considerably farther than required by regulatory standards. When it comes to passive safety, Mercedes-Benz internal crash test requirements go well beyond meeting public crash test standards.

The combination of computer simulations and real-life crash tests ensures passive safety to Mercedes-Benz standards. Mercedes-Benz also makes use of state-of-the-art, networked test methods when it comes to active safety. Drive simulator tests combined with simulation procedures deliver a faster and more reliable development process and complement test drives under real-life conditions. “In Sindelfingen, we are currently building a new driving simulator. The state-of-the-art technology of this equipment will make the future development of new safety systems even faster and more precise,” confirms Balasubramanian.

Automated driving as the basis of future innovations

Mercedes-Benz is the only vehicle maker in the world to use “automated driving” as an additional element in the testing process. It will be used on dedicated proving grounds in tests that would be virtually impossible to reproduce manually, like merging at different speeds and vehicle distances; high-risk tests where, for example, a vehicle brakes heavily in front of another that swerves at the last minute; and safety-critical tests where, at an intersection, one vehicle crosses just in front of or behind the path of a second vehicle.

With “automated driving”, Mercedes-Benz has developed a new, unique testing method for safety systems. It is yet further proof of the innovative power of Mercedes-Benz. The new test method guarantees the fast and efficient development of assistance systems to the highest levels of quality and reliability and also offers maximum safety at work for employees.

Bharat Balasubramanian sums up: “In order to continue to set trends in the field of safety in future, our test procedures must be able to keep pace with the wealth of ideas generated by our engineers. With automated driving, we feel we are well equipped for the development of the next generation of assistance systems.

In the design of new vehicles, a lot can be simulated satisfactorily on the computer these days – with the exception of human behavior. This was the main reason for Daimler Benz AG to build the driving simulator. It was inaugurated on May 10, 1985 at the Research Center in Berlin-Marienfelde. The company had invested DM 25 million to be able to research the behavior of driver and vehicle in road traffic even more intensively.

The engineers had been convinced of the driving simulator’s significance and its wide range of uses even before it was built, but obtaining approval of the investment required something of a plot. This was because the then chairman of the board of management, Gerhard Prinz, was not entirely convinced of the idea and its expensive consequences. So, before setting out on a flight, he was persuaded by two people from Daimler-Benz Research to pay a visit to Lufthansa’s flight simulator at Frankfurt/Main airport, get into the cockpit of a jet and experience the “feeling” of such a facility. After the experience, Prince was thoroughly convinced, and the board of management approved the investment.

Simulators did already exist at the time for airplanes but not for motor vehicles. So Daimler-Benz Research had to develop the simulator from scratch all by itself. In the process the developers were faced with new challenges time and again, arising from the highly complex system and its elaborate interaction of mechanics, hydraulics and electronics. And they had to observe a tight timeframe. They were still putting on the finishing touches during the night from May 9 to 10, 1985. Rumor has it that the last members of staff collapsed into their beds at two in the morning. But their commitment paid off: in the morning of May 10, 1985, the simulator functioned in exactly the way it was meant to do in demonstrations to invited guests. A new era in vehicle and traffic research had begun.

The driving simulator’s functioning can be described as follows. The test chamber is mounted on extendable and controllable hydraulic legs. Inside the chamber, a 180-degree projection wall shows simulated road scenes, realistically complemented by houses, traffic signs, pedestrians and oncoming traffic. A vehicle is placed in front of the projection wall, and its controls are connected to the simulator’s complex computer control system by means of data lines. And off we go: whatever the person at the wheel is doing in the way of steering, accelerating and braking is sensitively registered – and responded to – by the computer control system. The depicted scene changes constantly, and the chamber on its extendable hydraulic legs simulates the position of the car relative to the ground, for instance by simulating a nose dive under heavy braking or side tilt.

This sounds simple but in fact requires an extremely complex computing process. The driving simulator’s hydraulic system performs all assumed movements of the car in real time: when the car is steered into a left corner, the platform must tilt outwards to the right at the same moment and to the extent that corresponds to the car’s lateral dynamics. The illusion becomes perfect when the driver feels the corresponding return forces at the steering wheel and hears the squealing of the tires. All this and much more is produced by the driving simulator.

As a result the artificial trip is highly realistic – and has one big advantage over real-world driving: the reactions of the persons at the wheel can be watched closely, and specific tasks can be set to them as well, of course.

Let’s take the example of an evasive maneuver in a critical situation. How do the majority of drivers react? In the driving simulator, the Mercedes-Benz engineers established that the majority of test drivers stepped on the brake pedal quickly but not hard enough, thereby sacrificing valuable meters of stopping distance. This finding led to the development of Brake Assist (BAS) which identifies the situation and automatically increases brake pressure.

Such developments are time and again triggered by research work in the driving simulator which is subsequently also used for testing the relevant new technologies. In a series of tests made with Brake Assist, 55 test persons drove through a town at 50 km/h when suddenly a child ran out onto the street, requiring emergency braking in order to prevent an accident. BAS reduced the accident rate by 26 percent. It was first installed in a Mercedes-Benz production car in 1996 and today forms part of the standard specifications of all Mercedes-Benz passenger cars.

The driving simulator can also be used for testing cars which are still at the design stage and merely consist in the form of a collection of data. Engine, gearshift, suspension and brakes can be tested even before the first test cars are set up – under all weather and road conditions, in city traffic, on the motorway, in the mountains, in fog and facing a low sun. The tests are made in real time, with all the movements a car would make in normal operation, i.e. when negotiating bends at high speed, accelerating and braking.

And that’s still not all. The researchers also look into issues such as the most reasonable routing of a planned road, the “inviting” design of the entrance to a tunnel, or the stresses to which drivers are subjected in different traffic conditions. The scope of research using the driving simulator is very wide indeed.

If you’ve been watching any of the NCAA tournament lately you’ve no doubt seen an abundance of Mercedes commercials, one of which highlights the C-Class’ safety during a round of rollover testing.  Since the commercials started airing we’ve received a couple emails requesting more info about the C-Class’ various safety aspects, so I thought I’d take a moment to re-publish a press release and photos covering the topic along with a short C-Class safety video.   A few of the main areas covered include accident avoidance, passenger protection from a variety of impact standpoints and the C-Class’ various safety systems both during and after a crash.  To those of you with questions about the C-Class safety, the information should help you gain a clear understanding of what exactly you can expect from the model and how you’re protected should you find yourself in a less-than-desirable situation.  For more information, keep reading for all of the aforementioned content.

It’s no secret that Americans do not get enough sleep. This isn’t just a health issue; it’s also a public safety issue. Recent studies show that drowsy driving leads to 100,000 accidents in the U.S. each year, more than drunk driving. During a panel discussion at the National Sleep Foundation’s Sleep Health and Safety 2010 Conference recently held in Washington, D.C., a Mercedes-Benz executive explained that in order to prevent these accidents and advance safety technology into the future, you must look to the past.

Sascha Simon, head of advanced product planning for Mercedes-Benz USA (MBUSA), said, “Moving forward means going backward in time. When people think about safety, they think about passive safety features like airbags that are designed to mitigate the impact of collisions. The other aspect is active safety – technology like traction control and handling dynamics that help enable vehicles to avoid collisions. The next dimension is helping drivers avoid the situations that can lead up to collisions. The Mercedes-Benz ATTENTION ASSIST™ system monitors drivers so they don’t get into dangerous situations in the first place. This is accident prevention at its best because it can help stop accidents before they happen.”

Simon explained that the Mercedes-Benz ATTENTION ASSIST™ uses an algorithm to produce an individual driver profile that recognizes typical patterns of behavior and then compares that profile with current data from sensors to detect the driver’s transition from a state of alertness to a state of tiredness – – with 70 parameters measured in total. Over the course of several years of drowsy driving research, company scientists observed several consistent behaviors during early stages of drowsiness behind the wheel, including trouble steering a precise course in their lane and making minor steering corrections both quickly and abruptly.

The in-vehicle sensors used in ATTENTION ASSIST™ can detect unintentional lane departures, delayed reaction times coupled with over-corrective steering as well as driver inactivity. That data is then combined with information detailing the time of day and the length of time the driver has been behind the wheel. When drowsy driving is detected, ATTENTION ASSIST will sound an alarm and offer a visual warning in the form of a coffee cup, displayed in the vehicle’s instrument cluster.

“Mercedes-Benz has a long history of pioneering safety features and is a leader in safety patents. ATTENTION ASSIST™ was built on existing sensor data used in our array of safety systems, including Lane Keeping Assist and Brake Assist. As we shifted our focus from the vehicle to the driver, we conducted more than10,000 tests with 670 drivers over more than 600,000 miles to develop this innovative, next-generation technology.”

ATTENTION ASSIST™ is standard on all 2010 E-Class coupes, sedans and 2011 cabrio models as well as the V8 and V12 S-Class sedans.