WO2005102825A1 - Structure de support destinee a proteger la cabine de conduite d'un vehicule utilitaire de maniere optimale en cas de collision - Google Patents

Structure de support destinee a proteger la cabine de conduite d'un vehicule utilitaire de maniere optimale en cas de collision Download PDF

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Publication number
WO2005102825A1
WO2005102825A1 PCT/EP2005/003808 EP2005003808W WO2005102825A1 WO 2005102825 A1 WO2005102825 A1 WO 2005102825A1 EP 2005003808 W EP2005003808 W EP 2005003808W WO 2005102825 A1 WO2005102825 A1 WO 2005102825A1
Authority
WO
WIPO (PCT)
Prior art keywords
area
support structure
crash boxes
longitudinal
longitudinal beams
Prior art date
Application number
PCT/EP2005/003808
Other languages
German (de)
English (en)
Inventor
Stephan Kramb
Oswald Saiber
Karl-Heinz Schuller
Original Assignee
Daimlerchrysler Ag
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 Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2005102825A1 publication Critical patent/WO2005102825A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • 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
    • B62D21/155—Sub-frames or underguards

Definitions

  • the invention relates to a support structure or a chassis of a driver's cab for a commercial vehicle according to the features of the preamble of claim 1.
  • Support structures of truck cabs of this type have longitudinal members running parallel to the longitudinal axis of the vehicle for receiving and carrying the passenger cell.
  • the passenger cells of commercial vehicles are relatively poorly protected against deformation in the event of collisions, since an elongated engine area is not located in front of the actual vehicle seat, as is the case with a passenger vehicle.
  • the seating area of the occupants is arranged relatively far forward, with known supporting structures of this type having a base plate, under which, for example, two longitudinal beams running parallel to one another are provided.
  • the longitudinal members of the support structure run higher in the area of the vehicle wheels than in the front area of the driver's cab in order to provide sufficient space for the wheel arches and the drive train below the passenger compartment.
  • the object of the present invention is to provide a support structure for a driver's cab of a commercial vehicle, which is further improved with regard to the stiffening and strength of the support structure in the front seat area of the driver and also withstands severe collisions without substantial damage to this area.
  • the safety of occupants of such passenger cells should also be sufficient in the event of frontal collisions.
  • the support structure according to the invention for a driver's cab of commercial vehicles has longitudinal beams running below the passenger compartment.
  • the side members are designed to absorb impact energy in the event of a vehicle collision and are arranged accordingly. This means that the side members extend essentially over the entire length of the passenger compartment and in particular up to their front end, so that in the event of collisions the side members make a significant contribution to stiffening the entire support structure.
  • the longitudinal beams are provided with deformable crash boxes in the area of the vehicle wheels in such a way that a deformation occurs behind the driver's seating area in the event of a frontal vehicle collision through the crash boxes.
  • the crash boxes or deformation elements are provided on the side members and connected to them in such a way that when the side members are subjected to frontal loading, they deform in a targeted manner in the rear, rear area of the passenger compartment.
  • the resulting crumple zone is thus deliberately moved behind the seat area, so that the driver's footwell, which is critical for injuries, is retained even in the event of a major collision and does not deform.
  • the crash boxes serve to absorb energy from the impact energy, and not specifically in the front front area of the driver's cab, but specifically in the area behind a driver's seat, which is therefore less critical.
  • the support structures can in particular be arranged along a largely horizontal line or can be designed such that the longitudinal members are lower in the front section than the area of the vehicle wheels, that is to say they are lowered. There is usually a risk that the sections of the side members move against each other and buckle in the downwardly bent central area. Because of the downward leading intermediate area there is a weak point with regard to the force absorption and resilience of the carrier. With the provision of crash boxes according to the invention specifically in the rear and upper area of the longitudinal beams, such deformation is effectively prevented.
  • the crash box can be designed to be reversibly or irreversibly deformable as a deformation body.
  • the crash box can also be provided with active energy absorption modules.
  • the longitudinal members in the front area of the passenger compartment are lowered compared to the area behind them in the direction of travel.
  • the side members are cranked in particular between the front and the vehicle wheel area and the crash boxes are located itself in a rear end area of the passenger compartment.
  • the side members are therefore double-folded between the two areas of the passenger compartment in order to be raised in the rear area compared to the front area for the space required for the wheels and the drive train. Since such a shape is weakened here at the bending points of the crank compared to a straight, continuous shape of side members, the supporting structure at the point of the crank would normally bend further in the event of a frontal impact.
  • crash boxes which are arranged in the rear end region of the passenger compartment.
  • the support structure thus has a crumple zone which has been deliberately moved to the rear for major collisions, outside the front seating area which is critical for the occupants.
  • the arrangement on a rear end region of the passenger compartment has the advantage that the crash boxes are easy to assemble and can also be designed to be interchangeable if necessary.
  • the longitudinal members are formed with a stiffened offset between the area of the vehicle wheels and the front area, which is lowered in comparison. This will surely avoid that the side members deform on the crank in the event of an impact.
  • the impact energy is transmitted through the side members to the crash boxes, and only through the latter is the energy reduced by deformation or deformation and active countermeasures. The safety of the occupants in the event of a frontal impact is further increased.
  • the crash boxes are integrated as plastically deformable longitudinal beam sections in the longitudinal beams.
  • the integrated arrangement in the longitudinal beams themselves does not require any additional space for the crash boxes and their assembly equipment.
  • the supporting structure does not have to be changed compared to existing structures in the vicinity of the crash boxes.
  • the plastically deformable side member sections can already be built in when the side members are manufactured.
  • the crash boxes can be mounted as additional components on fastening flanges or similar means at one end of the side members.
  • the deformation elements or crash boxes can have any shape known to the person skilled in the art for this purpose and can consist, for example, of wall sections in the longitudinal beams, which are easier to deform in the longitudinal direction than in the transverse direction.
  • crash boxes can be produced, for example, via meandering shaped wall sections, targeted constrictions of a hollow profile or the like.
  • flexible composite materials such as honeycomb-shaped sheet metal or plastic bodies or the like.
  • the crash boxes are reversibly deformable. It is therefore not necessary to replace the side members and / or the crash boxes in the event of a vehicle collision and deformation in this area.
  • the longitudinal members have a section at the front end of the utility vehicle which is angled upwards and to which a cross member is fastened.
  • the support structure is formed, for example, by a base plate, under which the longitudinal beams run essentially parallel to one another and are extended beyond the front edge and angled upwards.
  • L-shaped longitudinal members the mean an additional 'frontal protection for the occupants of the passenger compartment.
  • a stable and rigid front structure of the driver's cab is provided by the cross member. In the event of a frontal impact, the entire impact energy is passed on via the cross member and the side members to the crash boxes and is largely destroyed by them. The entire front area of the cab remains protected before a strong deformation, so that the safety of the occupants is guaranteed even in the event of major vehicle collisions.
  • additional crash boxes are provided in the angular area, that is to say at the front end, of the side members, which are more easily deformable than the crash boxes behind the seating area.
  • the crash boxes are first deformed in the angular region of the side members, and only in the event of major collisions which would mean serious damage to the seat area are the crash boxes behind the seat area deformed. This means that minor accidents and the resulting impact energies can be absorbed by the support structure, as well as stronger vehicle collisions.
  • the support structure thus has a staggered, targeted impact energy absorption capacity.
  • the crash boxes can be designed in any form known to the person skilled in the art and can be fastened to the side members, for example by means of screwed flanges or by welding.
  • Figure 1 is an oblique view of a passenger compartment of a commercial vehicle with an embodiment of a support structure according to the present invention.
  • FIG. 2 shows an oblique view from below of an exemplary embodiment of a support structure according to the invention two parallel side members below a base plate; 3 shows a schematic side view of a second exemplary embodiment of a support structure according to the invention for a passenger compartment of a truck; and
  • Fig. 4 is a schematic side view of a third embodiment of a support structure according to the invention.
  • the passenger compartment 1 shows an oblique view from the front of a passenger cell 1 of a truck or commercial vehicle of an exemplary embodiment of a support structure 10 according to the invention in the floor area of the passenger cell 1.
  • Such commercial vehicles are provided with a passenger cell 1 in the area of the front wheels 5, in front of the passenger cell 1 in There is essentially no body area extending to the front or no elongated bonnet, as is the case with passenger cars. Therefore, in frontal accidents or collisions there is an increased risk for the occupants and especially the driver of such commercial vehicles.
  • the passenger compartment 1 is essentially rectangular and has a base-side support structure 10 which, in this exemplary embodiment, is raised in the area of the front wheels 5, which is also the seating area 2, compared to the front area 12 or footwell.
  • the wheel housings of the front wheels 5 can be accommodated by the increase which is not necessarily to be provided.
  • the support structure 10 can also not provide an elevation, but rather be formed along one plane (i.e. rectilinear).
  • the drive train (not shown) can generally also be arranged below the rear region of the passenger compartment 1.
  • the support structure 10 of such a passenger compartment 1 can therefore have a general, cranked shape shown in more detail in FIG. 2, that is to say a base plate 13 and Side members 3, 4 are raised in the rear area 2 compared to the front footwell area 12.
  • the longitudinal beams 3, 4 are attached in this embodiment below a base plate 13 and have at the front end at right angles upwards sections 8 which are located behind the front front of the passenger compartment 1 (see FIG. 1) in the installed state. Additional protection of the footwell area 12 is provided by the sections 8 angled upwards, since frontal collisions are absorbed by the angled sections 8.
  • the longitudinal beams 3, 4 are each provided with a crank 11 approximately in the middle, that is to say they are bent twice in order to provide a rear, raised section in the rear region 2 of the passenger compartment 1.
  • the crank 11 can be produced, for example, by bending or shaping, or profile sections can be added and welded again in the appropriate shape.
  • two parallel longitudinal beams 3, 4 are provided, but a different number or only a single central, central longitudinal beam can also be provided.
  • the longitudinal beams 3, 4 are provided at their rear end in the direction of travel with two crash boxes 6, 7, which are identical in cross section to the longitudinal beams 3, 4.
  • the crash boxes 6, 7 are less stiff than the side members 3, 4 and relatively easily deformable in the longitudinal direction of the side members 3, 4. They provide a specific crumple section in the rear end region of the passenger compartment 1, so that in the event of a frontal vehicle collision, the impact energy which is transmitted through the sections 8 to the side members 3, 4 does not lead to a deformation in front of or on the crank 11, but instead Impact can be absorbed by deformation of the crash boxes 6, 7. This prevents the longitudinal members 3 from buckling in the cranked region 11 and from this resulting in a considerable shortening and deformation of the front footwell region 12.
  • the driver's seat is usually also the steering column and pedal mechanisms (not shown), which can be pressed towards the driver's feet in the event of a frontal impact.
  • a deformation is deliberately moved into the rear area of the passenger compartment 1 by the crash boxes 6, 7, this can contribute to a considerable increase in the safety of occupants of the passenger compartment 1.
  • the longitudinal beams 3, 4 are not specially connected to one another, but rather are mounted on the base plate 13.
  • a cross member connecting them can be provided at the front end of the angled sections 8 of the longitudinal members 3.
  • the crash boxes 6, 7 can - as shown in Fig.
  • FIG. 3 shows a further exemplary embodiment of a support structure according to the invention for a passenger compartment in a schematic side view.
  • the longitudinal member 3 below the driver's seat 14 is raised in the rear seat area 2 compared to the front area 12.
  • An offset 11 connects the two sections of the longitudinal beam 3.
  • the supporting structure is provided with sections 8 of the longitudinal beam 3 which are extended towards the front and angled upwards.
  • a cross member 9 is fixedly connected, which additionally protects the front area 12 from deformation.
  • a targeted crumple zone is also provided behind the vehicle seat 14 in that a crash box 6 is installed in this longitudinal member section.
  • the crash box 6 is inserted here in front of the actual end of the side member 3 and extends over a certain length of the side member, so that there is an area in this area will set sufficient and targeted deformation in the event of a frontal impact.
  • the area behind the vehicle seat 14 is usually used in conventional passenger cells for commercial vehicles for a sleeping facility or couchette bed (not shown), which can also be folded away if necessary. This area is therefore not used when driving the commercial vehicle, and deformation of the crash box 6 does not lead to personal injury.
  • the crash box 6 can be reversibly deformable, for example by providing an elastically deformable material section.
  • the crank 11 is stiffened with respect to the other sections of the side member 3.
  • the bending-resistant design of the crank 11 is realized here by means of a sleeve 15 attached from the outside.
  • the cuff 15 can be formed from two shell-shaped halves.
  • a stiffening can also be realized via lateral flange sections or the like.
  • the stiffening compared to a bending deformation of the crank 11 has the advantage that the side members 3 do not "buckle" or be damaged there even in the event of violent collisions of the vehicle.
  • the footwell area 12 is therefore also retained in this case, and the impact energy is completely absorbed by the deforming crash box 6, which is located behind the vehicle seat 14.
  • the longitudinal beams 3, 4 can have a box-shaped hollow profile or a U-profile made of sheet metal that is open on one side.
  • the crash box 6 can also be formed from metal wall sections or from a composite of plastic and metal layers.
  • the crash box 6 can be firmly connected to the side member 3 or in a detachable manner, by screws or the like. In the latter case, the crash box can be exchanged in the event of an accident without the complete support structure 10 having to be replaced.
  • FIG. 4 shows an alternative embodiment of the invention with straight longitudinal beams 3, 4 without cranking fung.
  • the connecting or stiffening sleeve 15 is also straight in shape in order to connect the two sections of the side members to one another.
  • the side members 3, 4 can also be formed in one piece and continuously: in any case, here too, crash boxes 5 are specifically arranged behind the area of the occupants, i.e. the seating area, whereby the zone of deformation in the event of an accident is, according to the invention, behind the critical area for the Driver (or occupant) is misplaced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne une structure de support (10) pour la cabine de conduite d'un véhicule utilitaire, comprenant des armatures longitudinales (3, 4) qui s'étendent en dessous de l'habitacle (1). Selon l'invention, ces armatures longitudinales (3, 4) sont disposées et configurées pour absorber l'énergie engendrée en cas de collision du véhicule. Cette invention est caractérisée en ce que lesdites armatures longitudinales (3, 4) comportent des boîtes d'impact déformables (6, 7) dans la zone des roues (5) du véhicule, ces boîtes étant conçues pour être déformées de manière spécifique derrière une zone du siège (2) du conducteur, en cas de collision frontale du véhicule.
PCT/EP2005/003808 2004-04-21 2005-04-12 Structure de support destinee a proteger la cabine de conduite d'un vehicule utilitaire de maniere optimale en cas de collision WO2005102825A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410019148 DE102004019148A1 (de) 2004-04-21 2004-04-21 Tragstruktur eines kollisionsoptimierten Fahrerhauses für ein Nutzfahrzeug
DE102004019148.4 2004-04-21

Publications (1)

Publication Number Publication Date
WO2005102825A1 true WO2005102825A1 (fr) 2005-11-03

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PCT/EP2005/003808 WO2005102825A1 (fr) 2004-04-21 2005-04-12 Structure de support destinee a proteger la cabine de conduite d'un vehicule utilitaire de maniere optimale en cas de collision

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DE (1) DE102004019148A1 (fr)
WO (1) WO2005102825A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1882626A1 (fr) * 2006-07-27 2008-01-30 Iveco S.p.A. Élément transversal avant de cabine de camion, cabine et procédé de fabrication correspondant
EP1927514A1 (fr) * 2006-11-30 2008-06-04 Rieter Technologies AG Absorbeur d'énergie d'impact à haute vitesse
WO2008151718A2 (fr) 2007-06-12 2008-12-18 Daimler Ag Dispositif de support de siège et construction pour un omnibus
CN109219554A (zh) * 2016-06-03 2019-01-15 安赛乐米塔尔公司 用于重型货车的纵向构件

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008007590A1 (de) * 2008-01-31 2009-08-06 Siemens Aktiengesellschaft Kopfbauteil zum Ausbilden der Stirnseite eines Fahrzeugs
DE102012022628B3 (de) 2012-11-20 2013-11-21 Daimler Ag An einer Vorderachse abgestützte Vorbauanordnung eines Nutzfahrzeuges zur kontrollierten Wandlung von Crashenergie

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH107029A (ja) * 1996-06-25 1998-01-13 Mitsubishi Motors Corp トラック等のキャブ構造
DE10124271A1 (de) * 2001-05-18 2002-12-12 Daimler Chrysler Ag Tragstruktur eines Fahrerhauses für ein Nutzfahrzeug
US6520565B1 (en) * 1998-09-30 2003-02-18 Volvo Lastvagnar Ab Arrangement which makes it possible to displace a cab of a vehicle
EP1384536A2 (fr) * 2002-07-27 2004-01-28 Hydro Aluminium Deutschland GmbH Cashbox pour véhicules automobiles

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09240515A (ja) * 1996-03-08 1997-09-16 Mitsubishi Motors Corp キャブオーバ型車両のキャブ構造

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH107029A (ja) * 1996-06-25 1998-01-13 Mitsubishi Motors Corp トラック等のキャブ構造
US6520565B1 (en) * 1998-09-30 2003-02-18 Volvo Lastvagnar Ab Arrangement which makes it possible to displace a cab of a vehicle
DE10124271A1 (de) * 2001-05-18 2002-12-12 Daimler Chrysler Ag Tragstruktur eines Fahrerhauses für ein Nutzfahrzeug
EP1384536A2 (fr) * 2002-07-27 2004-01-28 Hydro Aluminium Deutschland GmbH Cashbox pour véhicules automobiles

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1998, no. 05 30 April 1998 (1998-04-30) *

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1882626A1 (fr) * 2006-07-27 2008-01-30 Iveco S.p.A. Élément transversal avant de cabine de camion, cabine et procédé de fabrication correspondant
AU2007203424B2 (en) * 2006-07-27 2011-10-06 Iveco S.P.A. Front cross member for the cab of a truck, cab and relative method of production
CN101130372B (zh) * 2006-07-27 2012-11-07 依维柯公司 用于卡车驾驶室的前横梁,驾驶室及相关制造方法
EP1927514A1 (fr) * 2006-11-30 2008-06-04 Rieter Technologies AG Absorbeur d'énergie d'impact à haute vitesse
WO2008064908A1 (fr) * 2006-11-30 2008-06-05 Rieter Technologies Ag Module de protection contre les chocs pour véhicule
WO2008151718A2 (fr) 2007-06-12 2008-12-18 Daimler Ag Dispositif de support de siège et construction pour un omnibus
WO2008151718A3 (fr) * 2007-06-12 2009-04-16 Daimler Ag Dispositif de support de siège et construction pour un omnibus
US8353556B2 (en) 2007-06-12 2013-01-15 Daimler Ag Seat carrier arrangement and construction for a bus
CN109219554A (zh) * 2016-06-03 2019-01-15 安赛乐米塔尔公司 用于重型货车的纵向构件
US10780922B2 (en) * 2016-06-03 2020-09-22 Arcelormittal Longitudinal member for a heavy goods vehicle

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