WO2004071851A1 - Tragstruktur für einen kraftwagen - Google Patents
Tragstruktur für einen kraftwagen Download PDFInfo
- Publication number
- WO2004071851A1 WO2004071851A1 PCT/EP2003/014682 EP0314682W WO2004071851A1 WO 2004071851 A1 WO2004071851 A1 WO 2004071851A1 EP 0314682 W EP0314682 W EP 0314682W WO 2004071851 A1 WO2004071851 A1 WO 2004071851A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- wheel
- impact element
- crumple zone
- crash
- support ramp
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
Definitions
- the invention relates to a support structure for a motor vehicle according to the preamble of claim 1.
- Such a support structure is disclosed, for example, in EP 1044863 AI, where there is a deflecting surface that runs obliquely downward from the direction of travel, in each case for an assigned wheel of a motor vehicle, the corresponding wheel being countered by the crash-induced deformation of the crumple zone of the motor vehicle support structure described there the deflecting surface is moved and, as a result of the further movement when the crumple zone is deformed, is guided along the deflecting surface in the direction of a safety passenger cell of the motor vehicle support structure and is lowered under a floor of this structure.
- German utility model 9312073.7 shows a destructively deformable deformation zone provided between a tire and a passenger cabin in order to provide a relatively stiff passenger cabin with simultaneously improved absorption of impact energy.
- a support structure for a motor vehicle which is provided at a front end of a safety passenger compartment with a front car with a crumple zone and two wheel arches arranged laterally in the region of the crumple zone, in each of which a wheel consisting of an air-filled wheel tire and a relatively rigid wheel rim , is arranged.
- the support structure according to the invention for a motor vehicle has an inclined downward wheel support ramp, by means of which the respective wheel, which is moved against the wheel support ramp as a result of a crash-related deformation of the crumple zone, can be guided downward in the direction of the safety passenger cell.
- an additional wheel impact element is also provided for each wheel, which can be deformed by the respective wheel moved as a result of the deformation of the crumple zone due to the crash, in order to absorb additional energy, in particular the energy required to deform the relatively rigid wheel rim.
- both a wheel support ramp and an additional wheel impact element Due to the provision of both a wheel support ramp and an additional wheel impact element according to the invention, it is thus possible, on the one hand, to provide both a sufficiently stable and safe wheel guide which prevents the front of the vehicle from immersing and thus the risk of the occupants bumping their heads against the inside of the safety passenger compartment certain areas, such as the A pillar of the passenger compartment, prevented.
- This interaction according to the invention thus additionally increases the safety for the vehicle occupants in a special way.
- the force or deceleration which acts on the wheel support ramp due to the movement as a result of the crash-related deformation of the crumple zone of the respective wheel is via a suitable design parameter of the wheel support ramp and / or of the respective wheel impact element with a force or a deceleration tunable, which acts on the respective wheel impact element due to the movement as a result of the crash-induced deformation of the crumple zone of the respective wheel.
- This coordination of the wheel support ramp with the respective wheel impact element makes it particularly easy to control the interaction between the force or deceleration curve and the vehicle kinematics (vehicle inclination, lowering of the vehicle front end) via the corresponding design parameters of the wheel support ramp and / or the respective wheel impact element.
- a sudden increase in the force or deceleration values that act on the occupants, particularly in a later impact phase can be avoided in a particularly reliable manner.
- the deceleration and thus the energy absorption as well as the kinematics of the vehicle can be influenced via the suitable, adjustable construction parameters of the wheel support ramp and / or the respective wheel impact element.
- the vehicle can be steerable in a certain direction during a collision by suitable selection of the respective construction parameters, in particular immersion of the front end while the deformation zone is still available is prevented by the wheel impact element.
- suitable construction parameters are the material properties of the wheel support ramp and / or the respective wheel impact element, the material properties in particular the strength and rigidity of the wheel support ramp and the respective wheel impact element can play a special role.
- the deformation paths of the wheel support ramp and / or the respective wheel impact element can also be used alone or in combination with the other construction parameters as suitable parameters for coordinating the wheel support ramp and / or the respective wheel impact element.
- the geometry of the wheel support ramp and / or of the respective wheel impact element is also preferred as a suitable design parameter, by itself or in combination with the construction parameters already mentioned, with respect to the geometry of the wheel support ramp in particular the angle o and / or the structurally predetermined distance of the wheel from the wheel impact element can be suitable geometry parameters. It is particularly preferred if the wheel impact element lies essentially at the level of the axis of the respective wheel in the event of a crash, in order to ensure the most reliable possible additional energy consumption by appropriate deformation of the respective wheel impact element.
- a configuration of a motor vehicle support structure which is preferred according to the invention is particularly simple to implement, in which the respective wheel impact element is designed as an extension of a respective sill of the safety passenger cell in the direction of the respective wheel.
- the correspondingly constructed respective wheel impact element can be deformed particularly easily and reliably by the respective wheel in the event of a crash.
- the essential structural elements of the support structure according to the invention can preferably consist of suitable light metal materials or correspondingly suitable steel sheets, with a suitable choice of materials depending on because it is possible to constructively adjust the stiffness and deformability values.
- FIGS. La-d show five schematic side views of the front crumple zone and the front region of the safety passenger cell of a support structure of a motor vehicle that follows it, wherein the four representations show chronologically successive stages of a frontal impact of a corresponding motor vehicle on an obstacle are and
- Fig. 2 schematically illustrates force and movement directions of individual structural elements of the support structure according to a preferred embodiment of FIG. 1.
- FIG. 1 shows five schematic side views of the region of the front vehicle of a motor vehicle with a support structure according to a preferred embodiment of the present invention.
- the same design features are denoted by the same reference numerals.
- Fig. La shows a front part of a support structure of a motor vehicle before impact with a solid obstacle 9.
- the support structure according to the invention is formed by a Si Safety passenger compartment 1 with a front end having a crumple zone 2, which deforms in the impact to absorb energy, the support structure according to the invention being provided with two wheel arches arranged laterally in the region of the crumple zone, in each of which a wheel 3, consisting of a wheel tire 4, which is usually by a commercially available tubeless air tire is formed, and a wheel rim 5, usually made of stainless steel or aluminum, is arranged.
- the supporting structure according to the invention has a downward-running wheel support ramp 6 in the front area of the safety passenger compartment 1, through which the respective wheel 3 moved against the wheel support ramp 6 as a result of a crash-related deformation of the crumple zone 2 in the direction of the safety passenger compartment 1 downward the area of the floor of the safety passenger compartment 1 is feasible.
- the support structure according to the invention has an additional wheel impact element 7, which can be deformed by the respective wheel 3, which is moved as a result of a deformation of the crumple zone 2 due to a crash, for the corresponding additional energy absorption, in particular for absorbing further deformation energy due to the wheel rim 5.
- the structural elements of the support structure according to the invention can be formed by suitable steel or aluminum materials, which are well known in automotive engineering and are therefore not described further here.
- Fig. Lb shows the support structure of a motor vehicle according to the invention at the moment the corresponding motor vehicle hits the obstacle 9, the crash-related deformation of the front crumple zone 2 just beginning here.
- the wheel impact element 7 is designed as an extension of a sill 8 of the safety passenger compartment 1 in the direction of the wheel 3.
- the corresponding wheel 3 is guided downward along the inclined surface of the wheel support ramp 6 into the region of the bottom of the support structure according to the invention. This is due to the further crash-related forward movement of the entire support structure of the motor vehicle.
- a deformation of the additional wheel impact element 7 for corresponding additional energy absorption is shown in FIG , according to the invention, the additional wheel impact element 7 is preferably located approximately at the level of the axis of the wheel 3 at this late impact point.
- FIG. 2 schematically shows the directions of movement and force which result in a preferred embodiment of the present invention according to FIG. 1.
- the arrow pointing obliquely upward in FIG. 2 indicates the relative movement of the wheel support ramp 6 with respect to the wheel 3, which can be guided downwards (viewed from the direction of travel) by the wheel support ramp.
- FIG. 2 on the one hand indicates the force level F1 and the corresponding direction of force as well as the deformation path ⁇ sl of the additional wheel impact element 7 provided according to the invention under the influence of the movement of the wheel 3 caused by the crash.
- the arrow from bottom left to top right in FIG. 2 indicates the force level F2, the corresponding force direction and the deformation path ⁇ s2 of the wheel 3 moved as a result of the crash.
- FIG. 2 a large part of the force occurring due to the crash due to the movement of the wheel 3 is absorbed by the corresponding additional wheel impact element 7 (long horizontal arrow in FIG.
- the force profiles F1, F2 and the deformation paths ⁇ sl, ⁇ s2 can be coordinated via corresponding construction parameters of the support structure according to the invention, in particular also via the flexibility the wheel impact element 7 (force level Fl, deformation path ⁇ sl) and its position in relation to the wheel (see FIG. 1d) and the compliance, the position and the angle of inclination ⁇ ; the wheel support ramp 6 in cooperation with the crash-induced movement of the wheel 3 (force level F2, deformation path ⁇ s2).
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004568125A JP2006513900A (ja) | 2003-02-13 | 2003-12-20 | 自動車用の支持構造 |
EP03785905A EP1592602A1 (de) | 2003-02-13 | 2003-12-20 | Tragstruktur für einen kraftwagen |
US10/545,663 US7441829B2 (en) | 2003-02-13 | 2003-12-20 | Supporting structure for a motor vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10305910A DE10305910B4 (de) | 2003-02-13 | 2003-02-13 | Tragstruktur für einen Kraftwagen |
DE10305910.5 | 2003-02-13 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004071851A1 true WO2004071851A1 (de) | 2004-08-26 |
Family
ID=32797371
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2003/014682 WO2004071851A1 (de) | 2003-02-13 | 2003-12-20 | Tragstruktur für einen kraftwagen |
Country Status (5)
Country | Link |
---|---|
US (1) | US7441829B2 (de) |
EP (1) | EP1592602A1 (de) |
JP (1) | JP2006513900A (de) |
DE (1) | DE10305910B4 (de) |
WO (1) | WO2004071851A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9394005B1 (en) | 2015-02-12 | 2016-07-19 | Autoliv Asp, Inc. | Foot well intrusion deflection systems and related methods and apparatus |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005034468B4 (de) * | 2005-07-23 | 2009-06-04 | Daimler Ag | Tragstruktur eines Kraftfahrzeug-Vorderteiles |
KR100836425B1 (ko) * | 2007-02-05 | 2008-06-09 | 삼성에스디아이 주식회사 | 유기 전계 발광표시장치 및 그 구동방법 |
GB2482002A (en) * | 2010-07-14 | 2012-01-18 | Gordon Murray Design Ltd | Chassis with rigid member for wheel contact in crash |
DE102011116448A1 (de) | 2011-10-20 | 2013-04-25 | Gm Global Technology Operations, Llc | Deformationseinrichtung und Kraftfahrzeug |
DE102013101697A1 (de) * | 2013-02-20 | 2014-08-21 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Kraftfahrzeugtragstruktur |
JP6020493B2 (ja) * | 2014-03-12 | 2016-11-02 | 株式会社豊田自動織機 | 車両 |
GB201410154D0 (en) * | 2014-06-09 | 2014-07-23 | Gordon Murray Design Ltd | Vehicle impact structures |
US11812870B2 (en) | 2021-02-10 | 2023-11-14 | Steelcase Inc. | Body support structure |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3881742A (en) * | 1973-10-05 | 1975-05-06 | Gen Motors Corp | Motor vehicle energy-absorbing forward structure |
JPH02212280A (ja) * | 1989-02-14 | 1990-08-23 | Mazda Motor Corp | 自動車の下部車体構造 |
US5348113A (en) * | 1992-08-13 | 1994-09-20 | Jiri Drvota | Process of and device for more effective use of the deformation zone of motor vehicle bodies |
JPH07267148A (ja) * | 1994-03-29 | 1995-10-17 | Toyota Motor Corp | 自動車の下部車体構造 |
JPH10226363A (ja) * | 1997-02-14 | 1998-08-25 | Mitsubishi Motors Corp | 自動車のサイドストラクチャ構造 |
EP0978442A1 (de) * | 1998-08-07 | 2000-02-09 | Bayerische Motoren Werke Aktiengesellschaft | Karosserie für ein Fahrzeug |
US6027159A (en) * | 1996-09-26 | 2000-02-22 | Daimlerchrysler Ag | Motor vehicle having a body support structure |
EP1044863A1 (de) * | 1999-04-16 | 2000-10-18 | DaimlerChrysler AG | Kraftwagen mit einer Tragstruktur |
WO2002068256A1 (en) * | 2001-02-27 | 2002-09-06 | Nissan Motor Co., Ltd. | Front body structure for vehicle |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10102212A1 (de) * | 2001-01-19 | 2002-08-01 | Bayerische Motoren Werke Ag | Radstützteil für ein Fahrzeug |
-
2003
- 2003-02-13 DE DE10305910A patent/DE10305910B4/de not_active Expired - Fee Related
- 2003-12-20 JP JP2004568125A patent/JP2006513900A/ja not_active Withdrawn
- 2003-12-20 EP EP03785905A patent/EP1592602A1/de not_active Withdrawn
- 2003-12-20 WO PCT/EP2003/014682 patent/WO2004071851A1/de active Application Filing
- 2003-12-20 US US10/545,663 patent/US7441829B2/en not_active Expired - Fee Related
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3881742A (en) * | 1973-10-05 | 1975-05-06 | Gen Motors Corp | Motor vehicle energy-absorbing forward structure |
JPH02212280A (ja) * | 1989-02-14 | 1990-08-23 | Mazda Motor Corp | 自動車の下部車体構造 |
US5348113A (en) * | 1992-08-13 | 1994-09-20 | Jiri Drvota | Process of and device for more effective use of the deformation zone of motor vehicle bodies |
JPH07267148A (ja) * | 1994-03-29 | 1995-10-17 | Toyota Motor Corp | 自動車の下部車体構造 |
US6027159A (en) * | 1996-09-26 | 2000-02-22 | Daimlerchrysler Ag | Motor vehicle having a body support structure |
JPH10226363A (ja) * | 1997-02-14 | 1998-08-25 | Mitsubishi Motors Corp | 自動車のサイドストラクチャ構造 |
EP0978442A1 (de) * | 1998-08-07 | 2000-02-09 | Bayerische Motoren Werke Aktiengesellschaft | Karosserie für ein Fahrzeug |
EP1044863A1 (de) * | 1999-04-16 | 2000-10-18 | DaimlerChrysler AG | Kraftwagen mit einer Tragstruktur |
WO2002068256A1 (en) * | 2001-02-27 | 2002-09-06 | Nissan Motor Co., Ltd. | Front body structure for vehicle |
Non-Patent Citations (3)
Title |
---|
PATENT ABSTRACTS OF JAPAN vol. 014, no. 514 (M - 1046) 13 November 1990 (1990-11-13) * |
PATENT ABSTRACTS OF JAPAN vol. 1996, no. 02 29 February 1996 (1996-02-29) * |
PATENT ABSTRACTS OF JAPAN vol. 1998, no. 13 30 November 1998 (1998-11-30) * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9394005B1 (en) | 2015-02-12 | 2016-07-19 | Autoliv Asp, Inc. | Foot well intrusion deflection systems and related methods and apparatus |
Also Published As
Publication number | Publication date |
---|---|
US20060244287A1 (en) | 2006-11-02 |
EP1592602A1 (de) | 2005-11-09 |
DE10305910A1 (de) | 2004-09-02 |
US7441829B2 (en) | 2008-10-28 |
DE10305910B4 (de) | 2006-12-28 |
JP2006513900A (ja) | 2006-04-27 |
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