WO1995009760A1 - Improvements to motorcycle vehicles for improving the security in head-on collisions - Google Patents

Improvements to motorcycle vehicles for improving the security in head-on collisions Download PDF

Info

Publication number
WO1995009760A1
WO1995009760A1 PCT/ES1994/000093 ES9400093W WO9509760A1 WO 1995009760 A1 WO1995009760 A1 WO 1995009760A1 ES 9400093 W ES9400093 W ES 9400093W WO 9509760 A1 WO9509760 A1 WO 9509760A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
seat
driver
support
frame
Prior art date
Application number
PCT/ES1994/000093
Other languages
Spanish (es)
French (fr)
Inventor
Julio Fernandez Sintes
Original Assignee
Julio Fernandez Sintes
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Julio Fernandez Sintes filed Critical Julio Fernandez Sintes
Publication of WO1995009760A1 publication Critical patent/WO1995009760A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J27/00—Safety equipment
    • B62J27/10—Safety belts specially adapted for motorcycles or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J27/00—Safety equipment
    • B62J27/30—Crash bars; Crash bungs

Definitions

  • 1 5 constitutes a novelty that perfects the technique in the construction of motorcycle vehicles, with the aim of improving safety in accidental situations of frontal collision .
  • the car is a closed container, with a large capacity, in case of impact, absorption and dissipation of kinetic energy by plastic deformation of its chassis and bodywork, within which occupants can be dynamically retained by safety belts that,
  • the motorcycle in its current conventional conception, is a vehicle in which its occupant,
  • One of the objectives of the invention which is registered by the present invention patent, is the attainment of a body support for the driver of the vehicle to which he remains attached by a seat belt that retains the abdomen and torso of his body.
  • Another objective of the present invention is the achievement of a sliding support of the driver's seat on the frame of the vehicle such that said seat can move in the direction of the longitudinal axis of the vehicle in a stable and guided manner, the driver body traveling a path free of obstacles within the structure of the vehicle.
  • Another objective of the present invention is the attainment of an anchoring system of the driver's seat to the structure of the vehicle through a damping mechanism such that, under the action of inertial forces in a frontal crash, said dampener acts absorbing and dissipating the kinetic energy of the seat-driver assembly, allowing said assembly to move on its support with an acceleration lower than the maximum value bearable by the human body, until said kinetic energy is lowered below values that do not carry lethal risk to the driver of the vehicle.
  • Another objective of the present invention is the achievement of a vehicle structure configuration that includes a sturdy bumper located in a position such that, during the dynamic process of deformation and displacement of said structure as a result of a frontal collision, the center of gravity of the vehicle-driver assembly follows a substantially rectilinear trajectory, without the occurrence of significant pitching or overturning rotations on the vehicle as a consequence of impact reactions and inertial forces.
  • Another objective of the present invention is the achievement of a protective structure of the driver's compartment against frontal and lateral impacts.
  • the vehicle has a high-backed seat that incorporates a headrest and a seat belt anchored to the structure of said seat; said structure is in turn mounted on a sliding support capable of moving in the longitudinal axial direction of the vehicle, on the frame structure, so that the seat can slide forward, from its most delayed position, within a space of the frame obstacle free
  • a sliding support capable of moving in the longitudinal axial direction of the vehicle, on the frame structure, so that the seat can slide forward, from its most delayed position, within a space of the frame obstacle free
  • This distance can be of the order of 0.5 to 0.8 meters or even more, depending on the type of handlebar used.
  • the seat support structure Under normal driving conditions, in the absence of frontal impacts, the seat support structure is retained in its most delayed position on the sliding support, by means of anchorage to an accumulator and energy dissipating buffer system, structurally intercalated between the seat support and the rigid structure of the frame and located behind said seat and at the height of the center of gravity of the seat-driver assembly,. so that your acting ee goes through said center of gravity.
  • the energy-absorbing buffer system that serves as an anchor to the sliding seat behaves as substantially rigid for inertial forces, on the seat-driver assembly, below a preset value; when, due to a frontal collision, said inertial force reaches said value, the damping system acts, allowing the movement of the seat support on the frame and absorbing and dissipating the kinetic energy of the seat-driver assembly at controlled acceleration lower than the maximum bearable by the human body.
  • This can be achieved by different procedures: hydraulic dampers, friction dampers, plastic deformation dampers and in general by any of the systems known in the art to absorb and dissipate the kinetic energy of a moving mass.
  • the most effective damping system is the one that provides a constant braking acceleration, since in this way the inertial energy is dissipated in the minimum braking displacement.
  • the inertial braking force has the value:
  • a process by which a substantially constant braking force can be achieved is by plastic deformation of a ductile bar stretched through a nozzle of smaller diameter and greater hardness.
  • the cross section of the deformable bar can be variable along its length in order to compensate for the effects of the variable strain rate and thus achieve that the deformation occurs at substantially constant acceleration.
  • the creep stress of a ductile material, from which it enters plastic deformation increases with the deformation rate, and can be, for impact loads, of the order of 30 percent higher than the corresponding at static load.
  • the reduction of the area can be sized to compensate for the effect of the variation in creep stress as a result of the variable strain rate.
  • a small variation in the reduction of the area results in a considerable change in the stretching force, so it is enough to give the bar a slight taper to obtain a substantially constant stretching force.
  • the modulation of the resistant force offered by the bar to stretching through the nozzle can be achieved, not only by varying the diameter of said bar along its length, but also by varying any of its geometric parameters, for example by including longitudinal grooves of varying width or depth along the surface of the bar.
  • the use of longitudinal grooves allows the circumferential stresses to be relieved, thereby making it possible to accumulate energy by plastic deformation of the ribs between said grooves without Enter the rest of the bar into axial plastic deformation. This allows a more precise modulation of the resistant strength of the bar.
  • the procedure explained is equally applicable to any case of stretch deformation or cold extrusion of a ductile element, for example, plastic radial expansion of a tube by stretching over an inner tool of greater diameter or even cold rolling of a plate between rollers .
  • the shock absorber system can optionally be connected to its anchors through a calibrated elastic system that gradually transmits the initial impact load to the shock absorber, constituting a series spring-damper assembly.
  • the damping system may optionally be constituted by a plurality of individual dampers acting together.
  • the front bumper described provides, in turn, a complementary ability to dissipate impact energy due to its plastic deformability. This capacity can be increased by the incorporation in the bumper of shock absorber systems of any type.
  • the mass of said cargo is considered, for the purposes of the description of the present invention, as an integral part of the mass of the vehicle. Being the variable load, it should be located so that it does not significantly alter the height of the global center of mass.
  • a lateral protective structure which, in its simplest form, may be constituted by a tubular structure. This structure can be in solidarity with the fixed frame of the vehicle, or in solidarity with the movable seat.
  • Figure 1 represents in perspective a light single-seater motorcycle that incorporates the improvements object of this invention.
  • Figure 2 shows an expanded perspective of a possible sliding support system of the vehicle seat on the frame structure.
  • Figure 3 corresponds, in longitudinal section, to a possible shock absorber by plastic deformation of a bar.
  • Figure 4 depicts the cross section of a bar of a plastic deformation shock absorber in which the deformable element is a bar with longitudinal grooves.
  • the frame 10 incorporates a low-rise horizontal structure and long enough to support a rail 12 of a length of the order of 60 centimeters, on which the support 14 of the driver's seat can slide.
  • Said support 14 constituted by a rigid structure, which can be tubular, on which the seat 16, the backrest 18 and the headrest 20 are fixed.
  • the support 14 serves as an anchor at points 22, 24 and 26 to a safety belt 27.
  • a fourth anchor point 25 would be used if an integral belt is used.
  • the support 14 of the driver's seat is held in the most delayed position of the lane 12 by the shock absorber 28 sandwiched between the anchor 30 to said support 14 and the anchor 32 to a rigid structure 34, integral with the frame 10.
  • the shock absorber 28 acts allowing the displacement of the seat support 14 along the rail 12 and accumulating and dissipating, along said path, the kinetic energy of the mass of said driver-seat assembly.
  • the shock absorber 28 is located at the height of the center of gravity of the seat-driver assembly in order to directly absorb the inertial force on said assembly, in case of frontal collision, and minimize the occurrence of moments on the sliding system of the support of seat on rail 12.
  • the sturdy frame 10 of the vehicle is extended on the front wheel 36 by a sturdy structure 38, which can be tubular, to the frontal impact points 40 located at a height relative to the ground substantially level with the height of the overall center of gravity of the vehicle with its maximum load. Also said impact points 40 are located in front of the most advanced point of the front wheel 36 a distance of the order of 20 to 30 cm. in order to ensure that in a crash against the back of a conventional vehicle impact reactions occur precisely at said points 40.
  • the shock-resistant structure 38 can be extended by surrounding the driver's compartment by means of the front bars 42, the roof bars 44 and the rear bars 46 which are in turn anchored to the frame 10, thereby achieving a rigid assembly capable of absorbing part of the impact energy and to protect the driver in case of impacts with high profile obstacles, such as a truck box.
  • the protection structure is completed by a lateral envelope formed by the tubular ring 48 anchored to the frame 10 by the tubes 50 and the bracket 52.
  • the tubular structure 50 is located above the level of the driver's knees in order to avoid obstacles that they may damage it during the damping movement along rail 12.
  • the lower part 54 of the protective tubular ring supports the driver's feet.
  • Figure 2 shows in expanded perspective the different parts that make up a sliding seat system. Multiple different structures and mechanisms can be designed to achieve a sliding seat system.
  • the one shown, as an example, is the one that has been built for the development prototype of the present invention. It is formed by a metal support plate 60 on which the seat 16 and the support 14 are fastened with bolts with nuts.
  • Figure 3 shows in longitudinal section one of the multiple ways in which a deforrable system of accumulator and energy dissipator can be constructed. It is constituted by a bar 70 of a ductile material that deforms plastically by stretching, through a nozzle 72 of a material of greater hardness, when applying a tensile force at the end 74, resisted by the corresponding reaction at the other end 76, to which the nozzle is connected through the tube 78.
  • the bar 70 in its initial form before being subjected to deformation, can be cylindrical or circular conical of varying diameter along its useful length and adopted in the zone of contact with the nozzle 72 a truncated conical shape adapted to said nozzle; at the outer end the bar has a cylindrical section and is threaded to a terminal 80 through which traction is applied.
  • the useful length must be substantially equal to the travel of the seat support 14 on the rail 12 of the vehicle of Figure 1.
  • the generatrix of the cone defining the geometry of the variable section bar can be simply linear or parabolic according to the degree of precision that is desired in the uniform nature of the brake force of the shock absorber, in order to achieve a constant deceleration of braking.
  • said force can be modulated to obtain other braking conditions.
  • a washer 84 of material with low coefficient of friction fixed to the end of the bar is arranged.
  • a plurality of holes 86 are also arranged to allow air to pass during deformation of the bar by stretching.
  • Figure 4 shows the cross section of the bar 70 when longitudinal grooves are used to modulate the tensile force.
  • the grooves 90 which extend along the useful length of the bar, have a depth such that the radius 92 of the bottom of the grooves is smaller than the radius 94 of the throat of the nozzle 72.
  • the width of the grooves It has sufficient amplitude so that when the ribs 96 are crushed radially as they pass through the nozzle 72, there is no lateral contact between the deformed ribs.
  • the depth and width of the grooves can be variable along the bar in order to modulate the tensile force on said bar.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

The improvements comprise the use of a seat (16) with a safety belt (27) mounted on a support (14) movable along a rail (12) mounted longitudinally on the frame. The seat is held in its maximum backwards position by means of a shock-absorber (28) whose axis passes by the gravity center of the seat-rider combination. The vehicle is provided with bumpers (40) at the level of the gravity center of the vehicle-rider combination and a tubular protection structure (42, 44, 48). The shock-absorber dissipates the energy by plastic deformation of a bar having a variable diameter and extending through a sleeve. The variable diameter compensates for the elastic limit variation versus the deformation velocity, thereby obtaining a constant force. In the case of a head-on collision, it is possible to decelerate without turning over of the rider at controlled acceleration.

Description

"PERFECCIONAMIENTOS EN LA CONSTRUCCIÓN DE VEHÍCULOS "IMPROVEMENTS IN VEHICLE CONSTRUCTION
MOTOCICLETAS PARA MEJORAR LA SEGURIDAD EN COLISIONES FRONTALES"MOTORCYCLES TO IMPROVE SAFETY IN FRONT COLLISIONS "
DESCRIPCIÓNDESCRIPTION
El objeto sobre el que recae la patente de invención que por la presente memoria descriptiva se declara, 1 5 constituye una novedad que viene a perfeccionar la técnica en la construción de vehícilos motocicletas, con el objetivo de mejorar la seguridad en situaciones accidentales de colisión frontal.The object on which the invention patent falls which is hereby declared, 1 5 constitutes a novelty that perfects the technique in the construction of motorcycle vehicles, with the aim of improving safety in accidental situations of frontal collision .
Según datos estadísticos publicados, el porcentaje deAccording to published statistical data, the percentage of
10 víctimas mortales entre los usuarios de motocicletas es del orden de tres veces superior al de victimas mortales del total de accidentes de tráfico. Estos datos ponen de manifiesto que las motocicletas siguen siendo, a pesar de su espectacular desarrollo técnico, intrínsecamente mas10 fatalities among motorcycle users are of the order of three times higher than the fatalities of the total traffic accidents. These data show that motorcycles remain, despite their spectacular technical development, intrinsically more
15 peligrosas que los automóviles.15 dangerous than cars.
La industria del automóvil ha realizado un gran esfuerzo de investigación y desarrollo dirigido a aumentar la seguridad y reducir los efectos de choques accidentales sobre la integridad de los ocupantes del vehículo.The automobile industry has made a great research and development effort aimed at increasing safety and reducing the effects of accidental crashes on the integrity of the vehicle's occupants.
20 El automóvil es un contenedor cerrado, con una gran capacidad, en caso de impacto, de absorción y disipación de energía cinética por deformación plástica de su chasis y carroceria, dentro del cual los ocupantes pueden estar retenidos dinámicamente por cinturones de seguridad que,20 The car is a closed container, with a large capacity, in case of impact, absorption and dissipation of kinetic energy by plastic deformation of its chassis and bodywork, within which occupants can be dynamically retained by safety belts that,
25 en determinadas condiciones, pueden mantener las cargas inerciales de desaceleración dentro de límites soportables por el cuerpo humano.25 under certain conditions, they can keep the inertial deceleration loads within limits bearable by the human body.
Por el contrario, la motocicleta, en su concepción actual convencional, es un vehículo en el que su ocupante,On the contrary, the motorcycle, in its current conventional conception, is a vehicle in which its occupant,
30 en caso de impacto, sale despedido sin mas protección que su traje y casco con una energía cinética que, para una velocidad de 80 km/h, equivale a una caída en el vacío ) desde 25 metros (56 metros a 120 km/h). Salvo en los casos de caídas en espacios abiertos sin obstáculos en los que30 in case of impact, he is fired without more protection than his suit and helmet with a kinetic energy that, for a speed of 80 km / h, equals a fall in a vacuum ) from 25 meters (56 meters to 120 km / h ). Except in the case of falls in open spaces without obstacles in which
35 la energía se pueda disipar por rozamiento con el suelo, la supervivencia resulta muy comprometida, como demuestran trágicamente las estadísticas. Una forma de evitar que el conductor de una motocicleta salga despedido, separándose de su vehículo, en caso de choque frontal, sería la utilización de un cinturón de seguridad. Recientemente se han divulgado en la prensa especializada diseños de futuros prototipos que incorporan el uso de cinturones de seguridad en combinación con estructuras de protección del habitáculo del conductor (maqueta del prototipo C-l de BMW presentada en el Salón de la IFMA de Colonia en Octubre de 1992). Sin embargo en estas propuestas se mantienen dos características de las motos convencionales que hacen que la introducción de un cinturón de seguridad pueda agravar las consecuencias del choque o ser ineficaz, por las siguientes razones: a) En una motocicleta convencional el punto de impacto resistente, en un choque frontal, es el punto mas avanzado de la rueda delantera o de su carena. Dicho punto se encuentra, en todos los diseños de motocicletas conocidos hasta el presente, muy por debajo del centro de gravedad del conjunto vehículo-conductor, por lo que, en una situación de choque frontal usando un cinturón de seguridad, el par formado por la reacción de impacto y la resultante de las fuerzas inerciales, aplicada en dicho centro de gravedad, generaría un fuerte momento de vuelco por cabeceo, mayor que el momento estabilizante del peso del vehículo, por lo que saldría despedida en giro hacia arriba la parte trasera del vehículo, siguiendo éste una trayectoria incontrolada. b) En una motocicleta convencional, la estructura resistente del vehículo es inadecuada para disipar por deformación plástica la energía cinética en un choque frontal a velocidad normal. La resistencia variable de la estructura a la deformación plástica durante el choque, a35 the energy can dissipate by friction with the ground, survival is very compromised, as statistics show tragically. One way to prevent the driver of a motorcycle from getting fired, separating from his vehicle, in the event of a frontal crash, would be the use of a seat belt. Recently, specialized prototype designs that incorporate the use of safety belts in combination with driver's cabin protection structures (model of the BMW Cl prototype presented at the IFMA Hall in Cologne in October 1992) have been disclosed in the specialized press. ). However, in these proposals two characteristics of conventional motorcycles are maintained that make the introduction of a seat belt aggravate the consequences of the crash or be ineffective, for the following reasons: a) In a conventional motorcycle the point of resistant impact, In a frontal collision, it is the most advanced point of the front wheel or its fairing. Said point is found, in all motorcycle designs known to date, well below the center of gravity of the vehicle-driver assembly, so that, in a frontal crash situation using a safety belt, the torque formed by the impact reaction and the resultant of the inertial forces, applied in said center of gravity, would generate a strong tipping moment, greater than the stabilizing moment of the vehicle's weight, so that the rear part of the vehicle would turn off vehicle, following this an uncontrolled path. b) In a conventional motorcycle, the sturdy structure of the vehicle is inadequate to dissipate the kinetic energy by plastic deformation in a frontal crash at normal speed. The variable resistance of the structure to plastic deformation during the crash, at
, medida que entran en deformación zonas de mayor o menor rigidez, hace que dicha desaceleración sea muy variable durante el proceso de deformación, alcanzando valores máximos incompatibles con la supervivencia del cuerpo humano. En el estado actual de la técnica, no se conoce ningún procedimiento aplicable a motocicletas que permita retener con seguridad al conductor, en caso de impacto frontal, desacelerándolo a un nivel soportable por el cuerpo humano., as areas of greater or lesser rigidity enter into deformation, it makes said deceleration very variable during the deformation process, reaching maximum values incompatible with the survival of the human body. In the current state of the art, there is no known procedure applicable to motorcycles that allows the driver to be safely retained, in the event of a frontal impact, slowing it down to a level bearable by the human body.
El objeto de esta Patente es describir y reivindicar un conjunto de conceptos innovativos aplicables al diseño de motocicletas y vehículos similares, que mejoran substancialmente la seguridad en caso de impacto frontal o caída.The purpose of this Patent is to describe and claim a set of innovative concepts applicable to the design of motorcycles and similar vehicles, which substantially improve safety in the event of frontal impact or fall.
Uno de los objetivos del invento, que se registra por la presente patente de invención, es la consecución de un soporte corporal para el conductor del vehículo al que éste permanezca sujeto mediante un cinturón de seguridad que retenga el abdomen y torso de su cuerpo.One of the objectives of the invention, which is registered by the present invention patent, is the attainment of a body support for the driver of the vehicle to which he remains attached by a seat belt that retains the abdomen and torso of his body.
Otro objetivo del presente invento es la consecución de un soporte deslizante del asiento del conductor sobre el bastidor del vehículo tal que dicho asiento pueda desplazarse en la dirección del eje longitudinal del vehículo de forma estable y guiada, recorriendo el cuerpo del conductor una trayectoria libre de obstáculos dentro de la estructura del vehículo.Another objective of the present invention is the achievement of a sliding support of the driver's seat on the frame of the vehicle such that said seat can move in the direction of the longitudinal axis of the vehicle in a stable and guided manner, the driver body traveling a path free of obstacles within the structure of the vehicle.
Otro objetivo del presente invento es la consecución de un sistema de anclaje del asiento del conductor a la estructura del vehículo a través de un mecanismo amortiguador tal que, bajo la acción de las fuerzas de inercia en un choque frontal, dicho amortiguador actúe absorbiendo y disipando la energía cinética del conjunto asiento-conductor, permitiendo que dicho conjunto se desplace sobre su soporte con una aceleración inferior al valor máximo soportable por el cuerpo humano, hasta conseguir rebajar dicha energía cinética por debajo de valores que no comporten riesgo letal para el conductor del vehículo. Otro objetivo del presente invento, es la consecución de una configuración de la estructura del vehículo que incluya un parachoques resistente situado en una posición tal que, durante el proceso dinámico de deformación y desplazamiento de dicha estructura como consecuencia de un choque frontal, el centro de gravedad del conjunto vehículo-conductor siga una trayectoria substancialmente rectilínea, sin aparición de rotaciones de cabeceo o vuelco significativos sobre el vehículo como consecuencia de las reacciones de impacto y fuerzas inerciales.Another objective of the present invention is the attainment of an anchoring system of the driver's seat to the structure of the vehicle through a damping mechanism such that, under the action of inertial forces in a frontal crash, said dampener acts absorbing and dissipating the kinetic energy of the seat-driver assembly, allowing said assembly to move on its support with an acceleration lower than the maximum value bearable by the human body, until said kinetic energy is lowered below values that do not carry lethal risk to the driver of the vehicle. Another objective of the present invention is the achievement of a vehicle structure configuration that includes a sturdy bumper located in a position such that, during the dynamic process of deformation and displacement of said structure as a result of a frontal collision, the center of gravity of the vehicle-driver assembly follows a substantially rectilinear trajectory, without the occurrence of significant pitching or overturning rotations on the vehicle as a consequence of impact reactions and inertial forces.
Otro objetivo del presente invento es la consecución de una estructura de protección del habitáculo del conductor frente a impactos frontales y laterales.Another objective of the present invention is the achievement of a protective structure of the driver's compartment against frontal and lateral impacts.
Estos objetivos y otros se consiguen en el presente invento mediante la utilización de las estructuras y mecanismos, en combinación, que se describen a continuación: El vehículo dispone de un asiento con respaldo alto que incorpora un apoyacabeza y un cinturón de seguridad anclado a la estructura de dicho asiento; dicha estructura está a su vez montada sobre un soporte deslizante capaz de desplazarse en la direción axial longitudinal del vehículo, sobre la estructura del bastidor, de forma que el asiento pueda deslizarse hacia delante, desde su posición mas retrasada, dentro de un espacio del bastidor libre de obstáculos. Cuanto mayor sea la distancia de posible desplazamiento, mayor será la posibilidad de disipar la energía del impacto. Por razones ergonómicas esta distancia puede ser del orden de 0,5 a 0,8 metros o incluso mas, según el tipo de manillar que se utilice.These objectives and others are achieved in the present invention by using the structures and mechanisms, in combination, described below: The vehicle has a high-backed seat that incorporates a headrest and a seat belt anchored to the structure of said seat; said structure is in turn mounted on a sliding support capable of moving in the longitudinal axial direction of the vehicle, on the frame structure, so that the seat can slide forward, from its most delayed position, within a space of the frame obstacle free The greater the distance of possible displacement, the greater the possibility of dissipating the energy of the impact. For ergonomic reasons this distance can be of the order of 0.5 to 0.8 meters or even more, depending on the type of handlebar used.
En condiciones normales de conducción, en ausencia de impactos frontales, la estructura soporte del asiento está retenida en su posición más retrasada sobre el soporte deslizante, mediante anclaje a un sistema amortiguador acumulador y disipador de energía, intercalado estructuralmente entre el soporte del asiento y la estructura rígida del bastidor y situado detrás de dicho asiento y a la altura del centro de gravedad del conjunto asiento-conductor, . de forma que su e e de actuación pase por dicho centro de gravedad. El sistema amortiguador acumulador-disipador de energía que sirve de anclaje al asiento deslizable se comporta como sustancialmente rígido para fuerzas inerciales, sobre el conjunto asiento-conductor, inferiores a un valor prefijado; cuando por efecto de una colisión frontal dicha fuerza inercial alcanza dicho valor, el sistema amortiguador actúa, permitiendo el desplazamiento del soporte del asiento sobre el bastidor y absorbiendo y disipando la energía cinética del conjunto asiento- conductor a aceleración controlada inferior a la máxima soportable por el cuerpo humano. Esto se puede conseguir por distintos procedimientos: amortiguadores hidráulicos, amortiguadores por fricción, amortiguadores por deformación plástica y en general por cualquiera de los sistemas conocidos en la técnica para absorber y disipar la energía cinética de una masa en movimiento. El sistema amortiguador mas eficaz es el que proporciona una aceleración de frenado constante, ya que de esta forma se consigue disipar la energía inercial en el mínimo desplazamiento de frenado.Under normal driving conditions, in the absence of frontal impacts, the seat support structure is retained in its most delayed position on the sliding support, by means of anchorage to an accumulator and energy dissipating buffer system, structurally intercalated between the seat support and the rigid structure of the frame and located behind said seat and at the height of the center of gravity of the seat-driver assembly,. so that your acting ee goes through said center of gravity. The energy-absorbing buffer system that serves as an anchor to the sliding seat behaves as substantially rigid for inertial forces, on the seat-driver assembly, below a preset value; when, due to a frontal collision, said inertial force reaches said value, the damping system acts, allowing the movement of the seat support on the frame and absorbing and dissipating the kinetic energy of the seat-driver assembly at controlled acceleration lower than the maximum bearable by the human body. This can be achieved by different procedures: hydraulic dampers, friction dampers, plastic deformation dampers and in general by any of the systems known in the art to absorb and dissipate the kinetic energy of a moving mass. The most effective damping system is the one that provides a constant braking acceleration, since in this way the inertial energy is dissipated in the minimum braking displacement.
Con el fin de facilitar la comprensión de este concepto vamos a considerar las sencillas ecuaciones que rigen la dinámica del fenómeno de desaceleración de una masa, desde una determinada velocidad hasta el reposo, por efecto de la aplicación de una fuerza constante de frenado:In order to facilitate the understanding of this concept we will consider the simple equations that govern the dynamics of the phenomenon of deceleration of a mass, from a certain speed to rest, as a result of the application of a constant braking force:
E = 0,5 M v2- E = F d = M a d d = 0,5 a t2" = v2/2aE = 0.5 M v 2 - E = F d = M add = 0.5 at 2 "= v 2 / 2a
donde E = Energía cinética a disiparwhere E = Kinetic energy to dissipate
M = masa del conjunto asiento-conductor v = velocidad inicial de MM = mass of the seat-driver assembly v = initial speed of M
F =* fuerza inercial de frenado (supuesta constante) d = desplazamiento del conjunto asiento-conductor a = aceleración de frenado de la masa M t = tiempo de frenado Ensayos realizados demuestran que la aceleración máxima que puede resistir el cuerpo humano es del orden de 200 m/seg2 (unas 20 veces la aceleración de la gravedad terrestre) durante un tiempo del orden de 100 milisegundos.F = * inertial braking force (constant assumption) d = displacement of the seat-driver assembly a = acceleration of mass braking M t = braking time Tests carried out show that the maximum acceleration that the human body can withstand is of the order of 200 m / sec2 (about 20 times the acceleration of Earth's gravity) during a time of the order of 100 milliseconds.
Suponiendo a = 200 m/seg2Assuming a = 200 m / sec2
M = 80 kg d = 0,5 m se obtiene una energía a disipar: E = 8.000 Julios que corresponde a una velocidad inicial: v = 14,14 m/seg = 50,9 Km/h en un tiempo: t = 70,7 milisegundosM = 80 kg d = 0.5 m an energy to dissipate is obtained: E = 8,000 Joules corresponding to an initial speed: v = 14,14 m / sec = 50.9 Km / h in a time: t = 70 , 7 milliseconds
En el ejemplo anterior la fuerza inercial de frenado tiene el valor:In the previous example, the inertial braking force has the value:
F = M a = 16.000 N esta sería la fuerza para la que habría que fijar la entrada en actuación del sistema de acumulación y disipación de energía en el caso supuesto en este ejemplo. Para fuerzas inerciales de impacto inferiores a este valor no se requiere amortiguación ya que la aceleración de impacto sería soportable por el conductor del vehículo. Los cálculos anteriores demuestran que para una velocidad de 50 km/h, normal en el trafico urbano, es viable conseguir la desaceleración del conductor en condiciones de supervivencia mediante desplazamientos de frenado del conjunto asiento-conductor del orden de 0.5 metros, compatibles con las dimensiones ergonómicas de un vehículo motocicleta.F = M a = 16,000 N this would be the force for which the entry into operation of the energy accumulation and dissipation system should be set in the case assumed in this example. For inertial impact forces below this value, no damping is required since the acceleration of impact would be bearable by the driver of the vehicle. The previous calculations show that for a speed of 50 km / h, normal in urban traffic, it is feasible to achieve the deceleration of the driver in survival conditions by braking movements of the seat-driver assembly of the order of 0.5 meters, compatible with the dimensions Ergonomic of a motorcycle vehicle.
Un procedimiento mediante el cual se puede conseguir una fuerza de frenado sustancialmente constante es mediante deformación plástica de una barra de material dúctil estirada a través de una boquilla de menor diámetro y mayor dureza. La sección tranversal de la barra deformable puede ser variable a lo largo de su longitud para compensar los efectos de la velocidad de deformación variable y de esta forma conseguir que la deformación se produzca a aceleración sustancialmente constante. En efecto, el esfuerzo de fluencia de un material dúctil, a partir del cual entra en deformación plástica, aumenta con la velocidad de deformación, pudiendo llegar a ser, para cargas de impacto, del orden de un 30 por ciento mas alto que el correspondiente a carga estática.A process by which a substantially constant braking force can be achieved is by plastic deformation of a ductile bar stretched through a nozzle of smaller diameter and greater hardness. The cross section of the deformable bar can be variable along its length in order to compensate for the effects of the variable strain rate and thus achieve that the deformation occurs at substantially constant acceleration. In fact, the creep stress of a ductile material, from which it enters plastic deformation, increases with the deformation rate, and can be, for impact loads, of the order of 30 percent higher than the corresponding at static load.
Por otra parte, en un proceso de frenado a aceleración constante (fuerza de frenado constante) la velocidad disminuye parabólicamente con el recorrido desde la alta velocidad inicial de impacto hasta la velocidad final nula.On the other hand, in a constant acceleration braking process (constant braking force) the speed decreases parabolically with the path from the high initial impact speed to the null final speed.
Esto se puede conseguir compensando el mayor esfuerzo de fluencia inicial con una menor reducción del área inicial ( valor menor de la relación del área de la sección transversal de la barra al área de la boquilla). Durante el proceso de estirado la reducción del área se puede dimensionar para que compense el efecto de la variación del esfuerzo de fluencia como consecuencia de la velocidad variable de deformación. Una variación pequeña de la reducción del área resulta en un cambio considerable de la fuerza de estirado, por lo que basta con dar a la barra una ligera conicidad para obtener una fuerza de estirado substancialmente constante.This can be achieved by compensating the greater initial creep effort with a smaller reduction of the initial area (smaller value of the cross-sectional area of the bar to the nozzle area). During the stretching process, the reduction of the area can be sized to compensate for the effect of the variation in creep stress as a result of the variable strain rate. A small variation in the reduction of the area results in a considerable change in the stretching force, so it is enough to give the bar a slight taper to obtain a substantially constant stretching force.
La modulación de la fuerza resistente que ofrece la barra al estiramiento a través de la boquilla se puede conseguir, no solo variando el diámetro de dicha barra a lo largo de su longitud, sino también mediante la variación de cualquiera de sus parámetros geométricos, por ejemplo mediante la inclusión de ranuras longitudinales de anchura o profundidad variables a lo largo de la superficie de la barra. La utilización de ranuras longitudinales permite aliviar los esfuerzos circunferenciales con lo cual se hace viable la acumulación de energía por deformación plástica de las nervaduras comprendidas entre dichas ranuras sin que entre en deformación plástica axial el resto de la barra. Esto permite una modulación mas precisa de la fuerza resistente de la barra.The modulation of the resistant force offered by the bar to stretching through the nozzle can be achieved, not only by varying the diameter of said bar along its length, but also by varying any of its geometric parameters, for example by including longitudinal grooves of varying width or depth along the surface of the bar. The use of longitudinal grooves allows the circumferential stresses to be relieved, thereby making it possible to accumulate energy by plastic deformation of the ribs between said grooves without Enter the rest of the bar into axial plastic deformation. This allows a more precise modulation of the resistant strength of the bar.
El procedimiento explicado es igualmente aplicable a cualquier caso de deformación por estirado o extrusión en frió de un elemento dúctil, por ejemplo, expansión radial plástica de un tubo mediante estirado sobre un útil interior de mayor diámetro o incluso laminado en frió de una pletina entre rodillos. El sistema amortiguador de choque puede opcionalmente conectarse a sus anclajes a través de un sistema elástico calibrado que transmita al amortiguador la carga inicial de impacto de forma gradual, constituyendo un conjunto amortiguador-muelle en serie. Asimismo, el sistema amortiguador puede opcionalmente estar constituido por una pluralidad de amortiguadores individuales actuando conjuntamente.The procedure explained is equally applicable to any case of stretch deformation or cold extrusion of a ductile element, for example, plastic radial expansion of a tube by stretching over an inner tool of greater diameter or even cold rolling of a plate between rollers . The shock absorber system can optionally be connected to its anchors through a calibrated elastic system that gradually transmits the initial impact load to the shock absorber, constituting a series spring-damper assembly. Likewise, the damping system may optionally be constituted by a plurality of individual dampers acting together.
La eficacia del sistema de disipación de energía de impacto que se propone en esta patente para su aplicación a vehículos motocicletas requiere que, durante el proceso dinámico de deformación del vehículo como consecuencia de un choque frontal, el centro de gravedad del conjunto vehículo-conductor siga una trayectoria substancialmente rectilínea, sin aparición de rotaciones de cabeceo o vuelco significativas sobre el vehículo como consecuencia de las reacciones de impacto y fuerzas inerciales.The effectiveness of the impact energy dissipation system proposed in this patent for application to motorcycle vehicles requires that, during the dynamic process of deformation of the vehicle as a result of a frontal crash, the center of gravity of the vehicle-driver assembly continues a substantially rectilinear trajectory, without the appearance of significant pitching or overturning rotations on the vehicle as a result of impact reactions and inertial forces.
Esto se consigue mediante la fijación solidaria sobre la parte delantera del bastidor de la motocicleta de una estructura resistente que se prolonga sobre la rueda delantera y por delante de dicha rueda constituyendo un parachoques delantero cuyo punto de impacto se sitúa a una altura respecto al suelo substancialmente nivelada con la altura del centro de gravedad del conjunto vehículo- conductor. De esta forma, la reacción de impacto y la resultante de las fuerzas inerciales generan un momento de vuelco por cabeceo nulo o menor que el momento estabilizante del peso del vehículo, por lo que éste absorbe el impacto sin volcar por cabeceo.This is achieved by fixing a sturdy structure on the front part of the motorcycle frame that extends over the front wheel and in front of said wheel, constituting a front bumper whose impact point is located at a height relative to the ground substantially level with the height of the center of gravity of the vehicle-driver assembly. In this way, the impact reaction and the resultant of the inertial forces generate a moment of overturning due to zero pitch or less than the stabilizing moment of the vehicle weight, so that it absorbs impact without tilting by nodding.
El parachoques frontal descrito proporciona, a su vez, una capacidad complementaria de disipación de energía de impacto por efecto de su deformabilidad plástica. Esta capacidad puede aumentarse mediante la incorporación en el parachoques de sistemas amortiguadores de cualquier tipo. En caso de que el vehículo incorpore la posibilidad de transportar carga, la masa de dicha carga se considera, a los efectos de la descripción del presente invento, como parte integrante de la masa del vehículo. Al ser la carga variable, convendrá situarla de forma que no altere significativamente, la altura del centro de masas global.The front bumper described provides, in turn, a complementary ability to dissipate impact energy due to its plastic deformability. This capacity can be increased by the incorporation in the bumper of shock absorber systems of any type. In the event that the vehicle incorporates the possibility of transporting cargo, the mass of said cargo is considered, for the purposes of the description of the present invention, as an integral part of the mass of the vehicle. Being the variable load, it should be located so that it does not significantly alter the height of the global center of mass.
Un porcentaje alto de accidentes de motocicleta por impacto frontal ocurren en el tráfico urbano al colisionar la motocicleta con la parte trasera de un vehículo automóvil; por lo tanto, la altura del parachoques frontal descrito no debe sobrepasar la altura normal del maletero trasero de un automóvil convencional, que es del orden de 0,8 metros, y dicho parachoques debe sobresalir por delante del punto mas avanzado de la rueda delantera lo suficiente para evitar que la colisión se produzca entre dicha rueda y el parachoques del vehículo obstáculo. Un avance del orden de 0,2 a 0,3 metros puede ser suficiente. Una ventaja adicional de la configuración que se obtiene mediante el presente invento y que se deriva de la situación alta del parachoques, es que se evita el impacto directo sobre el conductor que se produce en una motocicleta convencional cuando colisiona con la parte trasera de un vehículo de carga de grandes dimensiones y parachoques alto.A high percentage of motorcycle accidents due to frontal impact occur in urban traffic when the motorcycle collides with the rear of a motor vehicle; therefore, the height of the front bumper described must not exceed the normal height of the rear trunk of a conventional car, which is of the order of 0.8 meters, and said bumper must protrude ahead of the most advanced point of the front wheel. sufficient to prevent the collision from occurring between said wheel and the bumper of the obstacle vehicle. An advance of the order of 0.2 to 0.3 meters may be sufficient. An additional advantage of the configuration obtained by the present invention and that derives from the high situation of the bumper, is that the direct impact on the driver that occurs in a conventional motorcycle when it collides with the rear of a vehicle is avoided large cargo and high bumper.
Otra eventualidad que es necesario considerar, al tratarse de un vehículo en el que el conductor está retenido por un cinturón de seguridad, es la posibilidad de una caída lateral. Para evitar que el cuerpo del conductor, fundamentalmente su cabeza, hombros y piernas, irapacte y roce contra el pavimento, se incluye en el presente invento la provisión de una estructura protectora lateral, que, en su forma más sencilla, puede estar constituida por una estructura tubular. Esta estructura puede ser solidaria con el bastidor fijo del vehículo, o solidaria con el asiento desplazable.Another eventuality that needs to be considered, as it is a vehicle in which the driver is held by a seat belt, is the possibility of a lateral fall. To prevent the driver's body, mainly his head, shoulders and legs, from rubbing and rubbing against the pavement, it is included in the The present invention provides the provision of a lateral protective structure, which, in its simplest form, may be constituted by a tubular structure. This structure can be in solidarity with the fixed frame of the vehicle, or in solidarity with the movable seat.
Los perfeccionamientos e innovaciones del presente invento se han descrito con referencia explícita a un vehículo motocicleta; sin embargo, es evidente que son igualmente aplicables a una gran variedad de vehículos ligeros de tracción rodada, tales como mototriciclos, vehículos ligeros monoplazas o biplazas de cuatro ruedas, etc. a los cuales se hace extensiva la aplicación del presente invento.The improvements and innovations of the present invention have been described with explicit reference to a motorcycle vehicle; However, it is clear that they are equally applicable to a wide variety of light-duty vehicles, such as motorcycles, single-seater or four-wheel two-seater vehicles, etc. to which the application of the present invention is extended.
Con el fin de facilitar la comprensión y apreciación de las innovaciones y sus ventajas correspondientes en la forma más completa posible, se describe a continuación detalladamente el invento, haciendo referencia a los dibujos que se acompañan, los cuales representan, aún cuando solo sea a título de ejemplo, una forma de conseguir los referidos objetivos.In order to facilitate the understanding and appreciation of innovations and their corresponding advantages in the most complete way possible, the invention is described in detail below, with reference to the accompanying drawings, which they represent, even if only by title For example, a way to achieve the aforementioned objectives.
Así, la figura 1 representa en perspectiva una motocicleta ligera monoplaza que incorpora los perfeccionamientos objeto de esta invención.Thus, Figure 1 represents in perspective a light single-seater motorcycle that incorporates the improvements object of this invention.
La figura 2 muestra una perspectiva expandida de un posible sistema de soporte deslizante del asiento del vehículo sobre la estructura del bastidor.Figure 2 shows an expanded perspective of a possible sliding support system of the vehicle seat on the frame structure.
La figura 3 corresponde, en sección longitudinal, a un posible amortiguador de choque por deformación plástica de una barra. La figura 4 representa la sección transversal de una barra de un amortiguador de choque por deformación plástica en el que el elemento deformable es una barra con ranuras longitudinales.Figure 3 corresponds, in longitudinal section, to a possible shock absorber by plastic deformation of a bar. Figure 4 depicts the cross section of a bar of a plastic deformation shock absorber in which the deformable element is a bar with longitudinal grooves.
En estos dibujos el mismo número de identificación se utiliza para cada parte en las distintas figuras. Como se muestra en la figura 1, el bastidor 10 incorpora una estructura horizontal a baja altura y suficientemente larga para servir de soporte a un carril 12 de una longitud del orden de 60 centímetros, sobre el cual puede deslizarse el soporte 14 del asiento del conductor. Dicho soporte 14 constituido por una estructura rígida, que puede ser tubular, sobre la cual se fijan el asiento 16, el respaldo 18 y el apoyacabezas 20. El soporte 14 sirve de anclaje en los puntos 22, 24 y 26 a un cinturón de seguridad 27. Un cuarto punto de anclaje 25 se utilizaría en caso de usar un cinturón integral El soporte 14 del asiento del conductor se mantiene retenido en la posición más retrasada del carril 12 mediante el amortiguador de choque 28 intercalado entre el anclaje 30 a dicho soporte 14 y el anclaje 32 a una estructura rígida 34, solidaria con el bastidor 10. Cuando, debido a un choque frontal, la aceleración sobre el conjunto conductor-asiento supera un valor prefijado, del orden de 200 m/seg2, el amortiguador 28 actúa permitiendo el desplazamiento del soporte de asiento 14 a lo largo del carril 12 y acumulando y disipando, a lo largo de dicho recorrido, la energía cinética de la masa de dicho conjunto conductor-asiento.In these drawings the same identification number is used for each part in the different figures. As shown in Figure 1, the frame 10 incorporates a low-rise horizontal structure and long enough to support a rail 12 of a length of the order of 60 centimeters, on which the support 14 of the driver's seat can slide. Said support 14 constituted by a rigid structure, which can be tubular, on which the seat 16, the backrest 18 and the headrest 20 are fixed. The support 14 serves as an anchor at points 22, 24 and 26 to a safety belt 27. A fourth anchor point 25 would be used if an integral belt is used. The support 14 of the driver's seat is held in the most delayed position of the lane 12 by the shock absorber 28 sandwiched between the anchor 30 to said support 14 and the anchor 32 to a rigid structure 34, integral with the frame 10. When, due to a frontal collision, the acceleration on the driver-seat assembly exceeds a predetermined value, of the order of 200 m / sec2, the shock absorber 28 acts allowing the displacement of the seat support 14 along the rail 12 and accumulating and dissipating, along said path, the kinetic energy of the mass of said driver-seat assembly.
El amortiguador 28 está situado a la altura del centro de gravedad del conjunto asiento-conductor con objeto de absorber directamente la fuerza inercial sobre dicho conjunto, en caso de choque frontal, y reducir al mínimo la aparición de momentos sobre el sistema deslizante del soporte de asiento sobre el carril 12.The shock absorber 28 is located at the height of the center of gravity of the seat-driver assembly in order to directly absorb the inertial force on said assembly, in case of frontal collision, and minimize the occurrence of moments on the sliding system of the support of seat on rail 12.
El bastidor resistente 10 del vehículo se prolonga sobre la rueda delantera 36 mediante una estructura resistente 38, que puede ser tubular, hasta los puntos de impacto frontal 40 situados a una altura respecto al suelo sustancialmente nivelada con la altura del centro de gravedad global del vehículo con su carga máxima. Asimismo dichos puntos de impacto 40 están situados por delante del punto más avanzado de la rueda delantera 36 una distancia del orden de 20 a 30 cm. al objeto de asegurar que en un choque contra la parte trasera de un vehículo convencional las reacciones de impacto se produzcan precisamente en dichos puntos 40.The sturdy frame 10 of the vehicle is extended on the front wheel 36 by a sturdy structure 38, which can be tubular, to the frontal impact points 40 located at a height relative to the ground substantially level with the height of the overall center of gravity of the vehicle with its maximum load. Also said impact points 40 are located in front of the most advanced point of the front wheel 36 a distance of the order of 20 to 30 cm. in order to ensure that in a crash against the back of a conventional vehicle impact reactions occur precisely at said points 40.
La estructura resistente al choque 38 puede prolongarse rodeando el habitáculo del conductor mediante las barras delanteras 42, las barras de techo 44 y las barras traseras 46 que se anclan a su vez al bastidor 10, con lo cual se consigue un conjunto rígido capaz de absorber parte de la energía de impacto y de proteger al conductor en caso de impactos con obstáculos de perfil alto, como por ejemplo la caja de un camión.The shock-resistant structure 38 can be extended by surrounding the driver's compartment by means of the front bars 42, the roof bars 44 and the rear bars 46 which are in turn anchored to the frame 10, thereby achieving a rigid assembly capable of absorbing part of the impact energy and to protect the driver in case of impacts with high profile obstacles, such as a truck box.
La estructura de protección se completa mediante una envolvente lateral formada por el anillo tubular 48 anclado al bastidor 10 mediante los tubos 50 y la ménsula 52. La estructura tubular 50 está situada por encima del nivel de las rodillas del conductor al objeto de evitar obstáculos que puedan dañar a éste durante el desplazamiento de amortiguación a lo largo del carril 12. La parte inferior 54 del anillo tubular de protección sirve de apoyo a los pies del conductor. La figura 2 muestra en perspectiva expandida las diferentes piezas que conforman un sistema de asiento deslizante. Se pueden diseñar múltiples estructuras y mecanismos distintos para conseguir un sistema de asiento deslizante. El que se muestra, como ejemplo, es el que se ha construido para el prototipo de desarrollo del presente invento. Está formado por una placa metálica soporte 60 sobre la cual se fijan mediante tornillos con tuerca el asiento 16 y el soporte 14. Bajo la cara inferior de la placa 60 se fijan por el mismo sistema dos regletas simétricas 62 de bronce que encajan con ajuste deslizante dentro de las ranuras laterales 64 del carril de acero inoxidable 12, que a su vez se fija sobre el bastidor del vehículo como se describió en relación con la figura 1. El sistema deslizante descrito tiene por objeto estabilizar lateralmente el asiento del conductor durante su desplazamiento como consecuencia de la actuación del sistema de amortiguación, sin embargo esta posibilidad, aunque deseable, no es imprescindible al objeto del presente invento. Una variante que prescinde de dicha retención deslizante a lo largo de todo el desplazamiento del asiento consistiría en utilizar guías de apoyo de corta longitud que actuarían solamente en la posición mas retrasada del soporte del asiento, quedando éste libre y retenido sólo por el amortiguador de choque durante el recorrido de frenado bajo la acción de las cargas inerciales de impacto a medida que cediera el sistema de amortiguación.The protection structure is completed by a lateral envelope formed by the tubular ring 48 anchored to the frame 10 by the tubes 50 and the bracket 52. The tubular structure 50 is located above the level of the driver's knees in order to avoid obstacles that they may damage it during the damping movement along rail 12. The lower part 54 of the protective tubular ring supports the driver's feet. Figure 2 shows in expanded perspective the different parts that make up a sliding seat system. Multiple different structures and mechanisms can be designed to achieve a sliding seat system. The one shown, as an example, is the one that has been built for the development prototype of the present invention. It is formed by a metal support plate 60 on which the seat 16 and the support 14 are fastened with bolts with nuts. Under the lower side of the plate 60, two symmetrical bronze strips 62 are fitted by the same system that fit with sliding adjustment within the lateral grooves 64 of the stainless steel rail 12, which in turn is fixed on the frame of the vehicle as described in relation to figure 1. The sliding system described is intended to stabilize the driver's seat laterally during its movement as a consequence of the performance of the damping system, however this possibility, Although desirable, it is not essential to the object of the present invention. A variant that dispenses with said sliding retention along the entire movement of the seat would consist of using short length support guides that would act only in the most delayed position of the seat support, which is free and retained only by the shock absorber during the braking path under the action of inertial impact loads as the damping system ceded.
La figura 3 muestra en sección longitudinal una de las múltiples formas en que puede costruirse un sistema deforraable acumulador y disipador de energía. Está constituido por una barra 70 de un material dúctil que se deforma plásticamente por estirado, a través de una boquilla 72 de un material de mayor dureza, al aplicar una fuerza de tracción en el extremo 74, resistida por la correspondiente reacción en el otro extremo 76, al que está unido la boquilla a través del tubo 78. Mas específicamente, en su forma inicial antes de someterla a deformación, la barra 70 puede ser cilindrica o cónica circular de diámetro variable a lo largo de su longitud útil y adopta en la zona de contacto con la boquilla 72 una forma troncocónica adaptada a dicha boquilla; en el extremo exterior la barra tiene sección cilindrica y está roscada a un terminal 80 a través del cual se aplica la tracción. La longitud útil debe ser substancialmente igual al recorrido del soporte de asiento 14 sobre el carril 12 del vehículo de la figura 1. La generatriz del cono que define la geometría de la barra de sección variable puede ser simplemente lineal o parabólica según el grado de precisión que se desee en el carácter uniforme de la fuerza de frenado del amortiguador de choque, al objeto de conseguir una desaceleración de frenado constante. Adaptando el perfil de dicha generatriz se puede modular dicha fuerza para obtener otras condiciones de frenado. Al objeto de evitar la vibración de la barra 70 dentro de la cámara 82, se dispone una arandela 84 de material con bajo coeficiente de rozamiento fijada al extremo de la barra. Asimismo se dispone una pluralidad de taladros 86 para permitir el paso del aire durante la deformación de la barra por estirado.Figure 3 shows in longitudinal section one of the multiple ways in which a deforrable system of accumulator and energy dissipator can be constructed. It is constituted by a bar 70 of a ductile material that deforms plastically by stretching, through a nozzle 72 of a material of greater hardness, when applying a tensile force at the end 74, resisted by the corresponding reaction at the other end 76, to which the nozzle is connected through the tube 78. More specifically, in its initial form before being subjected to deformation, the bar 70 can be cylindrical or circular conical of varying diameter along its useful length and adopted in the zone of contact with the nozzle 72 a truncated conical shape adapted to said nozzle; at the outer end the bar has a cylindrical section and is threaded to a terminal 80 through which traction is applied. The useful length must be substantially equal to the travel of the seat support 14 on the rail 12 of the vehicle of Figure 1. The generatrix of the cone defining the geometry of the variable section bar can be simply linear or parabolic according to the degree of precision that is desired in the uniform nature of the brake force of the shock absorber, in order to achieve a constant deceleration of braking. By adapting the profile of said generatrix, said force can be modulated to obtain other braking conditions. In order to avoid vibration of the bar 70 inside the chamber 82, a washer 84 of material with low coefficient of friction fixed to the end of the bar is arranged. A plurality of holes 86 are also arranged to allow air to pass during deformation of the bar by stretching.
La figura 4 muestra la sección transversal de la barra 70 cuando se utilizan ranuras longitudinales para modular la fuerza de tracción. Las ranuras 90, que se extienden a lo largo de la longitud útil de la barra, tienen una profundidad tal que el radio 92 del fondo de las ranuras sea menor que el radio 94 de la garganta de la boquilla 72. La anchura de las ranuras tiene la suficiente amplitud para que al aplastarse radialmente las nervaduras 96 a su paso por la boquilla 72 no se produzca contacto lateral entre las nervaduras deformadas. La profundidad y anchura de las ranuras puede ser variable a lo largo de la barra al objeto de modular la fuerza de tracción sobre dicha barra. Descrita suficientemente la naturaleza de esta invención y alguna de sus posibles formas de realización práctica queda solamente por aclarar que, en el conjunto y partes constitutivas del todo, son susceptibles de modificaciones de detalle, forma y materiales, y que éstas en nada pueden considerarse modificativas fundamentales del objeto sobre el que recae el invento amparado en esta patente a los fines de su explotación con carácter exclusivo y en las condiciones que prevee la legislación vigente en materia de propiedad industrial. Figure 4 shows the cross section of the bar 70 when longitudinal grooves are used to modulate the tensile force. The grooves 90, which extend along the useful length of the bar, have a depth such that the radius 92 of the bottom of the grooves is smaller than the radius 94 of the throat of the nozzle 72. The width of the grooves It has sufficient amplitude so that when the ribs 96 are crushed radially as they pass through the nozzle 72, there is no lateral contact between the deformed ribs. The depth and width of the grooves can be variable along the bar in order to modulate the tensile force on said bar. Described sufficiently the nature of this invention and some of its possible forms of practical realization it remains only to clarify that, in the whole and constitutive parts of the whole, they are susceptible to modifications of detail, form and materials, and that these in nothing can be considered as modifications fundamental of the object on which the invention falls under this patent for the purpose of its exploitation exclusively and under the conditions provided by current legislation on industrial property.

Claims

REIVINDICACIONES
Se reivindica como de nueva y propia invención la propiedad y explotación exclusiva deThe exclusive ownership and exploitation of
1) "PERFECCIONAMIENTOS EN LA CONSTRUCCIÓN DE VEHÍCULOS MOTOCICLETAS PARA MEJORAR LA SEGURIDAD EN COLISIONES FRONTALES", caracterizados porque el vehículo incorpora un chasis bastidor provisto en su parte delantera de una estructura resistente que se prolonga por delante del punto más avanzado de la rueda delantera del vehículo, constituyendo un parachoques frontal cuyos puntos mas avanzados se sitúan a una altura respecto al suelo substancialmente nivelada con la altura del centro de gravedad del conjunto másico vehículo-conductor. 2) Perfeccionamientos según la reivindicación 1 caracterizados porque la estructura resistente que sirve de parachoques delantero al vehículo puede opcionalmente incorporar amortiguadores de choque de cualquier tipo. 3) Perfeccionamientos según las reivindicaciones 1 y 2 caracterizados porque el vehículo dispone de un asiento para el conductor, provisto opcionalmente de respaldo y apoyacabeza; dicho asiento provisto de un cinturón de seguridad, para retener al conductor, anclado al soporte de dicho asiento.1) "IMPROVEMENTS IN THE CONSTRUCTION OF MOTORCYCLE VEHICLES TO IMPROVE SAFETY IN FRONT COLLISIONS", characterized in that the vehicle incorporates a chassis frame provided in its front part of a sturdy structure that extends ahead of the most advanced point of the front wheel of the vehicle, constituting a front bumper whose most advanced points are located at a height relative to the ground substantially level with the height of the center of gravity of the mass vehicle-driver assembly. 2) Improvements according to claim 1 characterized in that the sturdy structure that serves as a front bumper to the vehicle can optionally incorporate shock absorbers of any type. 3) Refinements according to claims 1 and 2 characterized in that the vehicle has a driver's seat, optionally provided with a backrest and headrest; said seat provided with a seat belt, to retain the driver, anchored to the support of said seat.
4) Perfeccionamientos según las reivindicaciones 1 a 3 caracterizados porque el soporte del asiento está montado sobre guías, ancladas al chasis bastidor del vehículo, que permiten un desplazamiento significativo, del orden de 0,4 metros a 0,8 metros o más según las proporciones ergonóraicas del vehículo, de dicho soporte de asiento en la dirección del eje longitudinal del vehículo; dicho soporte de asiento retenido, durante la conducción normal, en su posición mas retrasada respecto al bastidor del vehículo mediante anclaje a un amortiguador intercalado entre dicho soporte de asiento y el chasis bastidor del vehículo; dicho amortiguador con un recorrido potencial de trabajo substancialmente igual a la máxima distancia de desplazamiento de dicho asiento sobre el bastidor; dicho amortiguador caracterizado porque, en una colisión frontal del vehículo, actúa bajo la acción de la fuerza inercial del conjunto másico asiento-conductor proporcionando a dicha masa una aceleración de frenado de magnitud compatible con la supervivencia del conductor, que se estima del orden de 200 m/sg2 durante un tiempo del orden de 0,1 sg. 5) Perfeccionamientos según la reivindicación 4 caracterizados porque el amortiguador está situado respecto al asiento de forma que su fuerza de retención esté substancialmente alineada con el eje, paralelo al eje longitudinal del vehículo, que pasa por el centro de gravedad del conjunto másico asiento-conductor.4) Improvements according to claims 1 to 3 characterized in that the seat support is mounted on guides, anchored to the chassis frame of the vehicle, which allow a significant displacement, of the order of 0.4 meters to 0.8 meters or more according to the proportions ergonomic of the vehicle, of said seat support in the direction of the longitudinal axis of the vehicle; said seat support retained, during normal driving, in its most delayed position with respect to the vehicle frame by anchoring to a shock absorber sandwiched between said seat support and the vehicle frame chassis; said shock absorber with a travel working potential substantially equal to the maximum travel distance of said seat on the frame; said shock absorber characterized in that, in a frontal collision of the vehicle, it acts under the action of the inertial force of the mass seat-driver assembly providing said mass with a brake acceleration of magnitude compatible with the driver's survival, estimated at the order of 200 m / sg2 for a time of the order of 0.1 sg. 5) Refinements according to claim 4 characterized in that the shock absorber is located relative to the seat so that its retention force is substantially aligned with the axle, parallel to the longitudinal axis of the vehicle, passing through the center of gravity of the mass seat-driver assembly .
6) Perfeccionamientos según las reivindicaciones 4 y 5, caracterizados porque, opcionalmente, las guías de apoyo del soporte del asiento pueden ser de corta longitud y actuar solamente en la posición mas retrasada de dicho soporte, quedando éste libre de dichas guías y retenido sólo por el amortiguador de choque durante el resto del recorrido de frenado.6) Improvements according to claims 4 and 5, characterized in that, optionally, the support guides of the seat support can be of short length and act only in the most delayed position of said support, this being free of said guides and retained only by the shock absorber during the rest of the braking path.
7) Perfeccionamientos según las reivindicaciones 4 a 6, caracterizados porque el sistema amortiguador de choque que retiene al asiento del conductor puede opcionalmente basarse en el aprovechamiento de la capacidad de absorción de energía por deformación plástica de un elemento en forma de barra, pletina, o tubo de material dúctil, deformado mediante estiramiento o extrusión a través de una boquilla estática o de rodillos en el caso de una barra o pletina, o alrededor de un útil en el caso de un tubo; dicho elemento de material dúctil pudiendo opcionalmente ser de sección variable en su geometría o propiedades plásticas a lo largo de su longitud al objeto de conseguir modular la intensidad de la fuerza de tracción sobre dicho material y de esta forma obtener una aceleración de frenado también modulada, y en particular y preferiblemente de magnitud constante; teniendo el sistema amortiguador descrito aplicación a cualquier otro caso en que se requiera disipar la energía inercial de una masa con una aceleración modulada. 8) Perfeccionamientos según las reivindicaciones 4 a 7 caracterizados porque la modulación de la fuerza de tracción sobre el elemento dúctil puede conseguirse mediante la inclusión de ranuras longitudinales de anchura o profundidad variables a lo largo de la superficie de dicho elemento de material dúctil.7) Improvements according to claims 4 to 6, characterized in that the shock absorbing system that retains the driver's seat can optionally be based on the use of the energy absorption capacity by plastic deformation of a rod-shaped element, plate, or ductile tube, deformed by stretching or extrusion through a static nozzle or roller in the case of a bar or plate, or around a tool in the case of a tube; said ductile material element may optionally be of variable section in its geometry or plastic properties along its length in order to be able to modulate the intensity of the tensile force on said material and thus obtain a also modulated braking acceleration, and in particular and preferably of constant magnitude; having the described damping system applied to any other case in which it is required to dissipate the inertial energy of a mass with a modulated acceleration. 8) Refinements according to claims 4 to 7, characterized in that the modulation of the tensile force on the ductile element can be achieved by including longitudinal grooves of varying width or depth along the surface of said ductile material element.
9) Perfeccionamientos según las reivindicaciones 4 a 8 caracterizados porque el sistema amortiguador puede opcionalmente incorporar anclaje o anclajes elásticos en sus uniones al soporte de asiento o al chasis bastidor al objeto de hacer gradual la entrada en carga del amor iguador.9) Refinements according to claims 4 to 8, characterized in that the damping system can optionally incorporate elastic anchors or anchors in their joints to the seat support or to the chassis frame in order to gradually load the iguador love.
10) Perfeccionamientos según las reivindicaciones 4 a 9 caracterizados porque el sistema amortiguador puede opcionalmente estar constituido por una pluralidad de amortiguadores individuales actuando conjuntamente.10) Improvements according to claims 4 to 9 characterized in that the damping system may optionally be constituted by a plurality of individual dampers acting together.
11) Perfeccionamientos según las reivindicaciones 1 a 10 caracterizados porque el volumen espacial ocupado por el conductor dentro del bastidor del vehículo, puede opcionalmente estar protegido frente a choques y caídas por una estructura envolvente tubular anclada al bastidor o al soporte de asiento.11) Refinements according to claims 1 to 10, characterized in that the spatial volume occupied by the driver within the frame of the vehicle can optionally be protected against shocks and falls by a tubular shell structure anchored to the frame or to the seat support.
12) "PERFECCIONAMIENTOS EN LA CONSTRUCCIÓN DE VEHÍCULOS MOTOCICLETAS PARA MEJORAR LA SEGURIDAD EN COLISIONES FRONTALES", tal y como se describe en el cuerpo de esta memoria y reivindicaciones que consta de 18 páginas escritas por una sola cara y cuatro dibujos. 12) "IMPROVEMENTS IN THE CONSTRUCTION OF MOTORCYCLE VEHICLES TO IMPROVE SAFETY IN FRONT COLLISIONS", as described in the body of this report and claims consisting of 18 pages written on one side and four drawings.
PCT/ES1994/000093 1993-10-01 1994-09-26 Improvements to motorcycle vehicles for improving the security in head-on collisions WO1995009760A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ESP9302075 1993-10-01
ES9302075 1993-10-01

Publications (1)

Publication Number Publication Date
WO1995009760A1 true WO1995009760A1 (en) 1995-04-13

Family

ID=8283212

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/ES1994/000093 WO1995009760A1 (en) 1993-10-01 1994-09-26 Improvements to motorcycle vehicles for improving the security in head-on collisions

Country Status (1)

Country Link
WO (1) WO1995009760A1 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19629879A1 (en) * 1996-07-24 1998-01-29 Bayerische Motoren Werke Ag Vehicle frame with access, especially for a two-wheeler
FR2782693A1 (en) * 1998-08-26 2000-03-03 Gilbert Fauvel Two-wheeled light motor vehicle incorporates exterior lightweight tubular cage to give all-round protection for driver
WO2007038848A1 (en) * 2005-10-03 2007-04-12 De Castro Sonia Regina Motorcycle safety vest support frame
CN111907629A (en) * 2020-08-14 2020-11-10 芜湖富仕德体育用品股份有限公司 Large beach kart suitable for complicated topography has protect function of turning on one's side

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3721320A (en) * 1972-08-26 1973-03-20 J Hirsch Energy absorption apparatus
US3724833A (en) * 1971-03-12 1973-04-03 D Sergay Reversible energy absorbing bumper system
US4447069A (en) * 1980-04-24 1984-05-08 Henry F. Winiecki Steering assembly crash resistant motorcycle
GB2130150A (en) * 1982-11-11 1984-05-31 Transport The Minister Of Vehicle safety system
US4673190A (en) * 1984-09-27 1987-06-16 Ahlberg Russell W Protective bar assembly for motorcycle
US4813706A (en) * 1987-09-09 1989-03-21 Dan Kincheloe Roll cage for personal motorized vehicles
WO1991006786A1 (en) * 1989-11-07 1991-05-16 Nachum Rosenzweig Device and method for absorbing impact energy

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3724833A (en) * 1971-03-12 1973-04-03 D Sergay Reversible energy absorbing bumper system
US3721320A (en) * 1972-08-26 1973-03-20 J Hirsch Energy absorption apparatus
US4447069A (en) * 1980-04-24 1984-05-08 Henry F. Winiecki Steering assembly crash resistant motorcycle
GB2130150A (en) * 1982-11-11 1984-05-31 Transport The Minister Of Vehicle safety system
US4673190A (en) * 1984-09-27 1987-06-16 Ahlberg Russell W Protective bar assembly for motorcycle
US4813706A (en) * 1987-09-09 1989-03-21 Dan Kincheloe Roll cage for personal motorized vehicles
WO1991006786A1 (en) * 1989-11-07 1991-05-16 Nachum Rosenzweig Device and method for absorbing impact energy

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19629879A1 (en) * 1996-07-24 1998-01-29 Bayerische Motoren Werke Ag Vehicle frame with access, especially for a two-wheeler
EP0820924A3 (en) * 1996-07-24 1999-12-15 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Vehicle frame with step through section,especially for a two wheeler
US6142253A (en) * 1996-07-24 2000-11-07 Bayerische Motoren Werke Aktiengesellschaft Vehicle frame having a step-through opening particularly for a two-wheeler
FR2782693A1 (en) * 1998-08-26 2000-03-03 Gilbert Fauvel Two-wheeled light motor vehicle incorporates exterior lightweight tubular cage to give all-round protection for driver
WO2007038848A1 (en) * 2005-10-03 2007-04-12 De Castro Sonia Regina Motorcycle safety vest support frame
CN111907629A (en) * 2020-08-14 2020-11-10 芜湖富仕德体育用品股份有限公司 Large beach kart suitable for complicated topography has protect function of turning on one's side

Similar Documents

Publication Publication Date Title
ES2547155T3 (en) Improvements in the capacity of resistance to crashes of vehicles
US4176858A (en) Energy absorbing bumper system
WO2005082676A1 (en) External protection system for a vehicle
US5738378A (en) Safety vehicle
US10106212B2 (en) Safety automobile with releasable counter-impact passenger compartment
US12018727B2 (en) Collision impact reducer
US3794342A (en) Automobile vehicle
KR100921993B1 (en) Vehicle
CN205044684U (en) A buffer stop for car body
JP2022534601A (en) Sylbeam, etc. reduction unit
WO1995009760A1 (en) Improvements to motorcycle vehicles for improving the security in head-on collisions
EP0580610B1 (en) Vehicle and body
US20010026079A1 (en) Vehicle embodying a system for protection in case of impact
US7128339B2 (en) Automotive knee bolster installation and method of construction
US6189946B1 (en) Vehicle safety system
ES2900541T3 (en) Deformation system with mounting protection for railway vehicles
KR200182186Y1 (en) Vehicle bumper
KR100422401B1 (en) Shock absober using gas baloon and elastic material
WO2012087101A2 (en) Support for a truck bumper, which absorbs energy and provides motor vehicle underrun protection
JPH10507717A (en) Steering handle support
RU209347U1 (en) Shock-absorbing device for motor vehicles with composite sections in the form of a catenoid
CN205871973U (en) Anticollision car structure
JPS5914375B2 (en) energy absorption bumper
WO2006001775A1 (en) A method, an arrangement and a vehicle for managing the forces that arises during a collision
Sharpe et al. Improved design for frontal protection

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FR GB GR IE IT LU MC NL PT SE

121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase