This site uses cookies.
Some of these cookies are essential to the operation of the site,
while others help to improve your experience by providing insights into how the site is being used.
For more information, please see the ProZ.com privacy policy.
This person has a SecurePRO™ card. Because this person is not a ProZ.com Plus subscriber, to view his or her SecurePRO™ card you must be a ProZ.com Business member or Plus subscriber.
Affiliations
This person is not affiliated with any business or Blue Board record at ProZ.com.
French to English: La Sécurité Passive - Passive Safety General field: Tech/Engineering Detailed field: Automotive / Cars & Trucks
Source text - French La sécurité passive
La protection de l’habitacle Renault possède une gamme au meilleur niveau de sécurité passive du marché. Elle est le fruit d’une démarche basée autour du principe de « Sécurité pour tous » : assurer à tous les passagers, avant et arrière, le même niveau de sécurité, dans les petites comme dans les grosses voitures.
Pour protéger les occupants d’une voiture en cas d’accident, Renault mise sur une double approche : déformation du véhicule et retenue des passagers dans l’habitacle. Tôles « intelligemment » pliées, habitacle rigide, systèmes ceinture/airbag combinés toujours plus performants : ces éléments constituent la sécurité passive.
Un habitacle doublement protégé :
- Par la déformation programmée : tout le monde a déjà vu une voiture défigurée au bord de la route, le capot et l’arrière en accordéon. Spectaculaire, oui, mais pas forcément meurtrier. A priori, cela peut sembler curieux, mais une voiture sûre doit se déformer sous le choc.
Renault travaille depuis longtemps à la déformation programmée de la carrosserie, à l’avant et à l’arrière. La raison : c’est elle qui doit absorber la violence du choc et pas les occupants du véhicule.
Crash-test
- Par l’architecture absorbante : l’habitacle, qui joue le rôle de cellule de survie, ne doit pas être souple. Pour résumer : une voiture sûre doit pouvoir se plier à l’avant et à l’arrière tout en restant rigide au milieu. Exemple : lors d’un choc à 50 km/h contre un mur, une « voiture-tank » se déformera de 10cm seulement et son conducteur subira un tel choc (une force équivalente à 100 fois le poids de son corps) qu’il n’y survivra pas.
Dans une voiture à architecture absorbante pouvant supporter jusqu’à 80 cm de déformation, le choc subi sera 5 fois moins violent.
Des occupant protégés dans l’habitacle
Deuxième volet de l’approche sécurité que Renault perfectionne toujours plus : le dispositif de protection dans l’habitacle en cas de collision. Il s’agit de retenir les passagers dans leur siège en atténuant au maximum les effets du choc. Le risque d’être tué est en effet six fois plus élevé pour le passager qui est éjecté que pour celui qui aura « fait corps » avec son siège. Illustration avec les trois catégories de chocs (frontal, latéral, arrière) pour comprendre dans quelles situations se déploie le système sécurité Renault :
Le SRP : Système Renault de protection
En 1993, Renault a été l’un des premiers constructeurs à introduire le prétensionneur, qui retend la ceinture en cas de ralentissement brutal. Affiné par la suite, ce dispositif de retenue est devenu en 1997 un système unique en 3 parties, le SRP (Système Renault de Protection) :
- Le prétensionneur : relié à la boucle de la ceinture, il limite le déplacement du corps vers l’avant en plaquant la sangle su le thorax ;
- Le limiteur d’effort réduit la pression exercée par la ceinture sur le thorax car elle peut provoquer de graves blessures lors de chocs violents ;
- L’airbag, logé dans le volant pour le conducteur et dans la planche de bord pour le passager, amortit le choc.
Translation - English Conor Jarrett
Passive Safety
When it comes to high standards in passive safety, Renault’s wide range of passenger
cabin features offers some of the best that money can buy. This initiative comes
as the result of work done on the principle of “Safety for everybody”. It means
guaranteeing as much safety for passengers in the back as for those in the front, in both
big and small cars.
In order to protect passengers in a car accident, Renault has opted for a two-pronged
approach. This involves the crumpling of car frames while keeping passengers in the
cabin. Through the combination of smartly folded sheet metal, a solid passenger
cabin and even more advanced seatbelts and airbags, passive safety is assured.
Passenger cabins are doubly protected with crumple zones. Everyone has
surely seen a car wreck by the roadside, with its bonnet and rear end totaled. Although
it looks bad, it is certainly not fatal. In theory, this might seem strange, but a safe car’s
frame must crumple in a collision.
Renault has been working for a long time on crumple zones for vehicle bodies, in both
the front and the back. This is because the body absorbs the impact of the collision, and
not the passengers.
Crash testing
Crumple zones are designed to fit around passenger cabins, which act as
survival cells. They should not be flexible. To sum up, a safe car must be able to fold in
on itself, from the front and the behind, while remaining solid in the middle. For
example, when a “tank-car” travelling at 50km an hour hits a wall, its body will only
bend by ten centimetres and the driver will feel an impact of up to one hundred times
their own body weight. This impact will be so strong that the they will not survive the
collision.
However, a car with a crumple zone can bend by up to eighty centimetres, and the force
of the impact will be five times weaker.
Protecting passengers in the cabin
The second aspect of Renault’s approach is improving all the time. It concerns the
protection device in the cabin that is used during a collision. Passengers are held in their
seats while the impact is reduced as much as possible. The risk of being killed is actually
six times greater for a passenger who is ejected from their seat, than for a passenger
who is literally “fastened” to their seat. The Renault Safety System can be used in the
case of front, side or rear impact. For more information on this, an explanation has been
provided on the next page.
Renault Protection System
In 1993, Renault became one of the first manufacturers to introduce the pretensioner, a
device which holds seatbelts in place when a car has to break suddenly. It was honed over
time, and by 1997 the Renault Protection System was unrivalled on account of its three
combined features, explained below.
- The pretensioner is connected to the seatbelt buckle, and prevents the body from
being thrown forward. This is done by fastening a strap across the chest.
- The belt force limiter reduces pressure put on the chest, and this pressure can
cause serious injuries in a collision.
- Airbags, located in the steering wheel and dashboard can cushion the impact.
More
Less
Translation education
Master's degree - Dublin City University
Experience
Years of experience: 9. Registered at ProZ.com: Apr 2015.
I am extremely passionate about languages, linguistics and culture, which I pursued at university; firstly with a BA International in French and English, and then I specialised with an MA in Translation Studies, that I obtained from Dublin City University.
My knowledge of French language and culture has also been furthered by spending four years in France, in three different regions; Midi-Pyrénées; Britanny and Auvergne. I also speak Italian, which was helped by spending a year living, working and travelling around the South of Italy.
My first professional translation experience after the MA came when I was subcontracted work from Pronto Publishing Services, where I transcribed and translated from French to English a number of interviews and articles on the subject of the oil industry in Western Africa.
In addition, I successfully completed a six month internship at Ubiqus Ireland Ltd. I had a number of responsibilities, including the checking and formatting of translations, dealing with customer queries and project management. Since April 2015 I have been working in a freelance capacity and am always looking to further expand my client base. At present, I am involved with a number of translation agencies and NGOs. As well as undertaking translations of a general nature, I specialise in:
Portfolio 