CA2236816C - Separation of drive assembly brought about by front impact in passenger and heavy goods vehicles - Google Patents
Separation of drive assembly brought about by front impact in passenger and heavy goods vehicles Download PDFInfo
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- CA2236816C CA2236816C CA002236816A CA2236816A CA2236816C CA 2236816 C CA2236816 C CA 2236816C CA 002236816 A CA002236816 A CA 002236816A CA 2236816 A CA2236816 A CA 2236816A CA 2236816 C CA2236816 C CA 2236816C
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- Prior art keywords
- longitudinal
- drive assembly
- bearing
- separation
- impact
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- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
- B60K5/1275—Plastically deformable supports
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vibration Dampers (AREA)
- Body Structure For Vehicles (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
As yet intrusion of a conventional drive assembly into the passenger compartment of motor-vehicle in front collisions causes fracture of the feet, legs and/or lower part of the body and collapse thereof, due to which the deployed airbags throw backwards and/or decapitate the front sitting passengers.
At least one pair of independently operating piston devices in the front section of vehicle body releases in the event of any front collision any drive assembly, designed in any direction and for any wheel drive such as front-wheel drive of a transversely built engine or rear-wheel drive of a longitudinally-built engine or front-wheel drive of a longitudinally-built engine without power-transmission shaft for rear wheels or front-wheel drive of Mercedes Benz A.
In the second feature of invention, in order to optimize the crush behaviour of longitudinal runners and the property of energy absorption thereof all juxtaposed elements of longitudinal runner, loosely guided by a piston rod, having inequal stiffness in longitudinal direction, are totally deformed by an impact pan while reamed and folded by a cone-shaped hub thereof in the front collision.
In the third feature, the longitudinal runner is defined by low-cost extrusion components, which are form- and force-locking connected to each other and provided with retaining profiles to receive parts of motor-vehicle.
In the fourth feature, a pair of extrusion components is easily replaced when absorbing impact energy of the motor-vehicle crashing into a wall during parking.
At least one pair of independently operating piston devices in the front section of vehicle body releases in the event of any front collision any drive assembly, designed in any direction and for any wheel drive such as front-wheel drive of a transversely built engine or rear-wheel drive of a longitudinally-built engine or front-wheel drive of a longitudinally-built engine without power-transmission shaft for rear wheels or front-wheel drive of Mercedes Benz A.
In the second feature of invention, in order to optimize the crush behaviour of longitudinal runners and the property of energy absorption thereof all juxtaposed elements of longitudinal runner, loosely guided by a piston rod, having inequal stiffness in longitudinal direction, are totally deformed by an impact pan while reamed and folded by a cone-shaped hub thereof in the front collision.
In the third feature, the longitudinal runner is defined by low-cost extrusion components, which are form- and force-locking connected to each other and provided with retaining profiles to receive parts of motor-vehicle.
In the fourth feature, a pair of extrusion components is easily replaced when absorbing impact energy of the motor-vehicle crashing into a wall during parking.
Description
SEPARATION OF DRIVE ASSEMBLY BROUGHT ABOUT BY FRONT IMPACT IN
PASSENGER AND HEAVY GOODS VEHICLES
CROSS REFERENCE TO RELATED APPLICATIONS
S
This is related to an international application number PCTlDE 97/01939 (W098/09863, German Patent Doc. DE 19636167 C1) filed Aug. 30, 97.
BACKGROUND OF THE INVENTION
1. Field of the Invention:
It is an object ofthe present invention to arrange at least one pair ofindependently operating piston devices in the front or rear section ofvehicle body (engine compartment) in order to increase survival chance by means of - releasing any drive assembly, thus preventing an intrusion thereof into the passenger compartment, and increasing energy absorption when deforming the whole length of that front section in the event of any front collision; or - increasing energy absorption when deforming the whole length of that rear section in the event of any rear collision.
PASSENGER AND HEAVY GOODS VEHICLES
CROSS REFERENCE TO RELATED APPLICATIONS
S
This is related to an international application number PCTlDE 97/01939 (W098/09863, German Patent Doc. DE 19636167 C1) filed Aug. 30, 97.
BACKGROUND OF THE INVENTION
1. Field of the Invention:
It is an object ofthe present invention to arrange at least one pair ofindependently operating piston devices in the front or rear section ofvehicle body (engine compartment) in order to increase survival chance by means of - releasing any drive assembly, thus preventing an intrusion thereof into the passenger compartment, and increasing energy absorption when deforming the whole length of that front section in the event of any front collision; or - increasing energy absorption when deforming the whole length of that rear section in the event of any rear collision.
2. Description of the Related Art:
It is known in the prior art to displace the drive assembly of a motor vehicle from the engine compartment to uude~neath the passenger compartment in the event of a mid-front collision in order to prevent an intrusion thereof into the passenger compartment.
Unfortunately, the prior art fails in offset-front collisions, as hereinafter noted. Moreover, US Pat. No. 5,492,193 is unsuitable for conventional drive assemblies.
In order to formulate in single terminology a generalized definition for the proper term is presented:
Definition: Proper Term:
"drive assembly 10" drive unit or driving engine consists of an engine 10.1 and a transmission unit 10.2, shown in Figs. 5, 8 "deformable element" to energy-absorbing element to convert impact energy into absorb energy deformation work "material exploiting rate" ratio of energy absorption of a deformable element to its own weight ' force transmission" transmission of impact force "F" or front impact energy "constraint displacement" According to the definition of Technical Mechanics a part (connecting member) is constrained-deformed by the displacement of another part (piston rod).
"frame girder" of a veliicle longitudinal runner 30, 30a to 30c, cross girder 31, side rail frame (sill portion) 34 or tunnel 58 "retaining profrle" retaining profile, having profile, hole, recess, strut and/or rib, is designed for plug-in connection.
_ 7_ "site of predetermined aperture, hole, oblong hole, cut-off, corrugation or fissure fracture " on an element which is broken when exceeding the predetermined magnitude thereof "detachable bearing" a bearing is detached from the corresponding element of longitudinal runner by the removal of the bearing shaft from the bearing and/or the fracture of the bearing part or auxiliary frame or that element As exemplified in DE 404079 C2, in the event of a mid-front collision energy is transmitted by two stiff lever, 51, pivotally mounted to A-post sections (pillars) 52, from a front bumper 50 into both defor7nable front portions of longitudinal runners 30 and deformable connecting girders 30.~~, shown in Fig. 5, thus displacing the drive assembly 10 from the engine compartmem to underneath the passenger compartment. However, passengers are subjected to vibrations transmitted from the drive assembly to the passenger compartment.
A collapse of the A-post sections and vehicle roof 17 in an accident puts the feature out of function.
As exemplified in DE 2246077 C2, shown in Fig. 6, the rear portion of drive assembly 10 is welded to both levers 53 ofbearing 54, pivotally attached to tunnel 58, at the welding spots, serving as sites of predetermined fracture. These spots are broken upon the intrusion of drive assembly in the event of a mid-front collision. The rear portion of drive assembly is now pivotally attached to tunnel 58 by both levers 53. Upon the increase of impact force the drive assembly, sliding along the stiff sliding surface 55, is displaced fi~om the engine compartment to underneath the passenger compartment.
DE 3301708 C2 and DE 4405904 C 1, improving over DE 2246077 C2, teach a displacement of drive-assembly, during which energy is absorbed by a deformable element mounted to the tunnel and behind the drive assembly.
As exemplified in DE 44()59t~4 C 1. a downward displacement of drive assembly is guided by a catch device in the event of a mid-front collision.
However, in offset front collisions or real-world accidents all these inventions won't work.
Ref. to US Pat. No. 5,492, I 93, shown in Fig. 7, a drive assembly with an inclined angle of 30°, transversely built in the c;ngine compartment, is elastically supported by two auxiliary frames 65 via four engine mounts 61, 62. These frames are rigidly connected to the corresponding front portions of longitudinal runners 30 by front bearings 63 and by rear bearings 64, acting as sites oi~predeterrnined fracture. Due to the fracture of rear bearings at the longitudinal element "Zh" and/or front engine mount 61 in excess of the predetermined magnitude in the event of a mid-front collision, the drive assembly 10, sliding down along the stiff sliding surface (scuttle) 55" is displaced from the engine compartment to underneath the passenger compartment. Fig. 17 illustrates the subdivision of a longitudinal runner into "u+1" longitudinal elements ur crumpling zones with regard to W097/39937 (DE
19615985 C1). Fig. 7 illustrates the front longitudinal element "Z"" ofbearing 63 and the rear longitudinal element "Z,," of bearing 64.
It is difficult to determine the time of fracture and fracture-sites of both rear longitudinal elements "Zh" because the longitudinal elements, positioned in the regions up to the longitudinal elements "Z,,", c,m be ~rlready broken as well as deformed while the longitudinal elements "Z,," are not yet broken. Obviously, it is much easier to predetermine the fracture of both front longitudinal elements "Z~,".
It is known in the prior art to displace the drive assembly of a motor vehicle from the engine compartment to uude~neath the passenger compartment in the event of a mid-front collision in order to prevent an intrusion thereof into the passenger compartment.
Unfortunately, the prior art fails in offset-front collisions, as hereinafter noted. Moreover, US Pat. No. 5,492,193 is unsuitable for conventional drive assemblies.
In order to formulate in single terminology a generalized definition for the proper term is presented:
Definition: Proper Term:
"drive assembly 10" drive unit or driving engine consists of an engine 10.1 and a transmission unit 10.2, shown in Figs. 5, 8 "deformable element" to energy-absorbing element to convert impact energy into absorb energy deformation work "material exploiting rate" ratio of energy absorption of a deformable element to its own weight ' force transmission" transmission of impact force "F" or front impact energy "constraint displacement" According to the definition of Technical Mechanics a part (connecting member) is constrained-deformed by the displacement of another part (piston rod).
"frame girder" of a veliicle longitudinal runner 30, 30a to 30c, cross girder 31, side rail frame (sill portion) 34 or tunnel 58 "retaining profrle" retaining profile, having profile, hole, recess, strut and/or rib, is designed for plug-in connection.
_ 7_ "site of predetermined aperture, hole, oblong hole, cut-off, corrugation or fissure fracture " on an element which is broken when exceeding the predetermined magnitude thereof "detachable bearing" a bearing is detached from the corresponding element of longitudinal runner by the removal of the bearing shaft from the bearing and/or the fracture of the bearing part or auxiliary frame or that element As exemplified in DE 404079 C2, in the event of a mid-front collision energy is transmitted by two stiff lever, 51, pivotally mounted to A-post sections (pillars) 52, from a front bumper 50 into both defor7nable front portions of longitudinal runners 30 and deformable connecting girders 30.~~, shown in Fig. 5, thus displacing the drive assembly 10 from the engine compartmem to underneath the passenger compartment. However, passengers are subjected to vibrations transmitted from the drive assembly to the passenger compartment.
A collapse of the A-post sections and vehicle roof 17 in an accident puts the feature out of function.
As exemplified in DE 2246077 C2, shown in Fig. 6, the rear portion of drive assembly 10 is welded to both levers 53 ofbearing 54, pivotally attached to tunnel 58, at the welding spots, serving as sites of predetermined fracture. These spots are broken upon the intrusion of drive assembly in the event of a mid-front collision. The rear portion of drive assembly is now pivotally attached to tunnel 58 by both levers 53. Upon the increase of impact force the drive assembly, sliding along the stiff sliding surface 55, is displaced fi~om the engine compartment to underneath the passenger compartment.
DE 3301708 C2 and DE 4405904 C 1, improving over DE 2246077 C2, teach a displacement of drive-assembly, during which energy is absorbed by a deformable element mounted to the tunnel and behind the drive assembly.
As exemplified in DE 44()59t~4 C 1. a downward displacement of drive assembly is guided by a catch device in the event of a mid-front collision.
However, in offset front collisions or real-world accidents all these inventions won't work.
Ref. to US Pat. No. 5,492, I 93, shown in Fig. 7, a drive assembly with an inclined angle of 30°, transversely built in the c;ngine compartment, is elastically supported by two auxiliary frames 65 via four engine mounts 61, 62. These frames are rigidly connected to the corresponding front portions of longitudinal runners 30 by front bearings 63 and by rear bearings 64, acting as sites oi~predeterrnined fracture. Due to the fracture of rear bearings at the longitudinal element "Zh" and/or front engine mount 61 in excess of the predetermined magnitude in the event of a mid-front collision, the drive assembly 10, sliding down along the stiff sliding surface (scuttle) 55" is displaced from the engine compartment to underneath the passenger compartment. Fig. 17 illustrates the subdivision of a longitudinal runner into "u+1" longitudinal elements ur crumpling zones with regard to W097/39937 (DE
19615985 C1). Fig. 7 illustrates the front longitudinal element "Z"" ofbearing 63 and the rear longitudinal element "Z,," of bearing 64.
It is difficult to determine the time of fracture and fracture-sites of both rear longitudinal elements "Zh" because the longitudinal elements, positioned in the regions up to the longitudinal elements "Z,,", c,m be ~rlready broken as well as deformed while the longitudinal elements "Z,," are not yet broken. Obviously, it is much easier to predetermine the fracture of both front longitudinal elements "Z~,".
Furthermore, the irrventic»~ ref. to US Pat. No. 5,492,193 has the following shortcomings:
- A stiff, heavy scuttle 55 is needed.
- Conventional engine can neither be built in nor lie displaced due to the obstruction of sliding scuttle.
- According to the Genrran Magazine "Stern" 23/97, billion DM expenditures were spent out for the R&D (Research and Development) work of the new engines and transmission amts.
Ref. to DE 4426340 A I a pair of connecting members of an auxiliary frame, force-locking connected to both longitudinal runners, is provided with sites of predetermined fracture to 1G~ substitute the rear bearings 6~, above-mentioned. However, the improved drive-assembly displacement, unsuitable for standard vehicles from MB (Mercedes Benz) C- to S-Class, is only suitable for MB A-C'las~, characterized with a very high road level.
Hence, MB A, having a very high centre of gravity, rolled over in the elk test, carried out Robert Collie of the Swedish Magazine "'1'ehnikens Varld".
1f DE 3811427 C2 discloses a plug-in, glueing and riveting connection of retaining parts with each other to define a vehicle member. W097/39937 discloses - a plug-in and riveting comiection of retaining parts, made of extrusion components ref.
to DE 4335043 A1, with each other to define a side rail or cross girder and - the front portion of longitudinal rlruuer ref. to DE 4224489 A 1, which is an extrusion 2G~ component, having a longitudinally constant stiffness, and the deformable element, accommodated underneath the passenger compartment.
Lack of sites of predetermined fracture, guidance and features to optimize the stress of end portion the longitudinal mnner, made of extrusion component ref. to DE
4224489 A1, the deformation behaviour is uncontrollable. See countermeasure in W097/39937.
25' Furthermore, the I)E 4224489 Al does not disclose ofhow to attach auxiliary frames and suspension arms to longit udioal runners. See attachment-methods, shown in Figs. 17 and 18.
As exemplified in DE 4313 785 C'2, in the event of a left-offset front crash test a drive assembly is released from a deforrmble, front portion ofthe left longitudinal runner by an 30 anti-clockwise rotation ofthe engine about its vertical axis, thus enabling to absorb impact energy by deforming that longitudinal runner and a deformable element, mounted to the engine, and rotating the engine about its vertical axis. Life and weight can be saved.
Having passed the front crash test passengers are injured because the engine cannot be clockwise rotated about its vertical axis in the event of 3S' - a right-offset front collision, for example, against a stiffbridge column or - a mid-front collision.
Ref. to GB 1489360 A an "energy absorber" consists of a tube, fastened to the runner, and a piston rod, fastened to the engine, which extrudes the tube in a mid-front collision or compresses a mass in the tuba iu order to absorb "energy". This feature is similar to shock 4~~ absorber. Its inapplicability bacomes evident if shock absorbers, serving as suspension systems without springs, would be put into operation to absorb tire load ofvehicle. The inventor has mistaken damping of oscillation or work of friction by shock absorber for work of deflection by spring or energy absorber.
A downward displacement of drive assembly ref. to JPO 01186429 without energy absorber in the event of a rniU-front collision has already been disclosed in and DE 3301708 C;2, which .ire provided with energy absorbers, shown in Fig.
6. There are drawbacks in a mid-front collision or, definitely, in offset front collision that the horizontal force "H" and vertical force "V" in the upward vertical direction, shown in Fig. 5, force the drive assembly to intrude slightly upwards into the passenger compartment.
Ref. to DE 4134'67 A I an H-shaped cross girder (not shown), sustaining radiator and similar to the front auxiliary icame 21a, shovv~t in Fig. 9, consists of a mid-strut and a pair of side struts, which, movable along both longitudinal runners, are detacliable therefrom in a mid-front collision so that mare energy is absorbed by folding both longitudinal runners.
Lack of guidance during the ~lefortnation both longitudinal runners are buckled. Moreover, the side struts remain undam;~ged i:n offset front collisions.
S UMMARY OF THE INVENTION
Accordingly, the principle object of the present invention is to overcome the shortcomings and deficiencies of the prior art by providing a pair of independently operating piston devices in order - to release any drive assembly, in whatever direction it is installed, from at least one longitudinal runner in the went of any front collision and - to optimize the crush behaviour of longitudinal runners and the property of energy absorption thereof.
This principle and other obje~;ts of the present invention are accomplished by the following features (proposals):
- independently operating piston devices in the front section ofvehicle body in order * to independently release (detach) the bearings from one or both longitudinal runners and * to independently deform the deformable elements 1, la, 1b and deformable longitudinal rtmners, particularly, in the event of any front collision, - space-saving design for a lair of piston devices, - longitudinal runners 311a to 311c made of extrusion components with attachments for bearings and suspension anus, - a well-defined controllable deforrnatiou behaviour of the deformable longitudinal runner to gradually absorb inspac~ energy and effectively exploit the material by folding and buckling and - catch baud to loosely retain the drive assembly 10 after its release and displacement.
Summary of the advantages of the present invention and improvements over the drive-assembly release and displacement of the prior art:
I. Independent ofthe wheel-drive and direction ofinstallation ofnew or conventional engine the drive assembly is released from at least one longitudinal runner in any front collision as well as in the :'.nd step of EU front crash test valid from the beginning of Oct.
98, wherein the vehicle is crashed at 55 ktn/h against a deformable 40% offset-barner.
Obviously in an offset front collision, the prior art cannot ensure the survival chance, with the exception of 11S I'at. No. 5,492,193 which has the above-mentioned shortcomings.
II. In contrary to conventi<m.~l longitudinal runners, to which the displaced drive assembly is still attached, the longitudinal runners 30, 30a to 30c can absorb more impact energy after the release of drive a ssembly, shown vi Figs. 2, 3, 9, thus saving weight by down-sizing the runners. Further more, weight is saved. by plug-in connection of the extrusion -S-components, preferably from light (light-weight) material, with each other to define a runner.
IILIn case "v1 < v2", shown v~ Figs. 2, 8 to 12, the displacement ofthe piston rod by "v2"
and the release of the front and rear bearing from the corresponding longitudinal runner in the event of an offset front collision result in partially releasing the drive assembly 10, which rotates about tha common axis y2- or y2 ofboth bearings ofthe other longitudinal runner according to Claim 1.
In a mid-front collision thu displacement of both piston rods results in an entire (total) release of all bearings from both longitudinal rwmers.
IG~ N.In case "v1 = v2", shown in Figs. 8 to 12, 19 to 23, the displacement ofthe piston rod by "v2" results in a simultaneous, entire release of * both bearings from the corresponding longitudinal runner in the event of an offset front collision accordin g to (',laim 2 or xx * all bearings fiom both longitudinal runners upon the use of at least one movable 15' transverse girder 24, 25, sllowo in Fig. 19, in the event of any front collision according to Claima 6 ;end 7.
When crashing into a wall during parking or a barner to determine insurance premium, low front impact energy is solely absorbed by at least one low-energy-absorbing deformable element 1 a, l l ~ up to "v~,", shown in Figs. 4, 13 and 18, under the condition 2G~ that the bearing shafts remain unreleased, the longitudinal runners and main deformable elements remain non-deformed and the one low-energy-absorbing deformable element is easily replaced in order to keep damages and repair costs as low as possible.
Each piston rod. 5 can freely displace up to "v~" along the oblong holes, opposite to each other on the piston 1.4, cc~m~ecting members 8, 9, 9b to 9d and/or piston rod 5, 25' exemplified in Figs. 211, 2:'. and 23.
The repair costs are low, lower than DE 3301708 C2 and DE 4405904 C1, because the connecting member 9b an~_t piston 1.4 of deforniable element 1 are made of one piece 9d and the impact pan is easily assembled and disassembled.
VLThanks to at least one deformable element 1, la, 1b, shown in Figs. 13 and 18, and to 3C~ the release of drive assembly 10 energy absorption by longitudinal runner is substantially larger than that of DE 3301708 ('.2 and DE 4405904 C l, thus minimizing injury seventies.
VILWeight-saving, low-Iricc~d extension components, preferably from lightweight materials, used for longitudinal nznner 30a to 30c are designed with a controllable 35' deformation behaviour to optimize the material-exploitation according to W097/39937.
VIILAfter being released aril dropping onto the road the drive assembly under its own kinetic energy moves rearward and underneath the passenger compartment, if the road clearance between the vehicle floor aril road surfvace is selected large enough for drive assembly, which is loosely retai~~ed by at least one catch band for safety purposes. Catch 40 bands of drive assembly cnn he fastened to the stiff connecting members as well as stiff connecting girder.
As customary, the use of' sealing pans (not shown) against dirt and water as well as soundproofing materials against vibrations is highly recommended for the purposes of ensuring the function and comfort. They are not objects of the invention, hence, not shown 45' for the sake of perspicuity.
- A stiff, heavy scuttle 55 is needed.
- Conventional engine can neither be built in nor lie displaced due to the obstruction of sliding scuttle.
- According to the Genrran Magazine "Stern" 23/97, billion DM expenditures were spent out for the R&D (Research and Development) work of the new engines and transmission amts.
Ref. to DE 4426340 A I a pair of connecting members of an auxiliary frame, force-locking connected to both longitudinal runners, is provided with sites of predetermined fracture to 1G~ substitute the rear bearings 6~, above-mentioned. However, the improved drive-assembly displacement, unsuitable for standard vehicles from MB (Mercedes Benz) C- to S-Class, is only suitable for MB A-C'las~, characterized with a very high road level.
Hence, MB A, having a very high centre of gravity, rolled over in the elk test, carried out Robert Collie of the Swedish Magazine "'1'ehnikens Varld".
1f DE 3811427 C2 discloses a plug-in, glueing and riveting connection of retaining parts with each other to define a vehicle member. W097/39937 discloses - a plug-in and riveting comiection of retaining parts, made of extrusion components ref.
to DE 4335043 A1, with each other to define a side rail or cross girder and - the front portion of longitudinal rlruuer ref. to DE 4224489 A 1, which is an extrusion 2G~ component, having a longitudinally constant stiffness, and the deformable element, accommodated underneath the passenger compartment.
Lack of sites of predetermined fracture, guidance and features to optimize the stress of end portion the longitudinal mnner, made of extrusion component ref. to DE
4224489 A1, the deformation behaviour is uncontrollable. See countermeasure in W097/39937.
25' Furthermore, the I)E 4224489 Al does not disclose ofhow to attach auxiliary frames and suspension arms to longit udioal runners. See attachment-methods, shown in Figs. 17 and 18.
As exemplified in DE 4313 785 C'2, in the event of a left-offset front crash test a drive assembly is released from a deforrmble, front portion ofthe left longitudinal runner by an 30 anti-clockwise rotation ofthe engine about its vertical axis, thus enabling to absorb impact energy by deforming that longitudinal runner and a deformable element, mounted to the engine, and rotating the engine about its vertical axis. Life and weight can be saved.
Having passed the front crash test passengers are injured because the engine cannot be clockwise rotated about its vertical axis in the event of 3S' - a right-offset front collision, for example, against a stiffbridge column or - a mid-front collision.
Ref. to GB 1489360 A an "energy absorber" consists of a tube, fastened to the runner, and a piston rod, fastened to the engine, which extrudes the tube in a mid-front collision or compresses a mass in the tuba iu order to absorb "energy". This feature is similar to shock 4~~ absorber. Its inapplicability bacomes evident if shock absorbers, serving as suspension systems without springs, would be put into operation to absorb tire load ofvehicle. The inventor has mistaken damping of oscillation or work of friction by shock absorber for work of deflection by spring or energy absorber.
A downward displacement of drive assembly ref. to JPO 01186429 without energy absorber in the event of a rniU-front collision has already been disclosed in and DE 3301708 C;2, which .ire provided with energy absorbers, shown in Fig.
6. There are drawbacks in a mid-front collision or, definitely, in offset front collision that the horizontal force "H" and vertical force "V" in the upward vertical direction, shown in Fig. 5, force the drive assembly to intrude slightly upwards into the passenger compartment.
Ref. to DE 4134'67 A I an H-shaped cross girder (not shown), sustaining radiator and similar to the front auxiliary icame 21a, shovv~t in Fig. 9, consists of a mid-strut and a pair of side struts, which, movable along both longitudinal runners, are detacliable therefrom in a mid-front collision so that mare energy is absorbed by folding both longitudinal runners.
Lack of guidance during the ~lefortnation both longitudinal runners are buckled. Moreover, the side struts remain undam;~ged i:n offset front collisions.
S UMMARY OF THE INVENTION
Accordingly, the principle object of the present invention is to overcome the shortcomings and deficiencies of the prior art by providing a pair of independently operating piston devices in order - to release any drive assembly, in whatever direction it is installed, from at least one longitudinal runner in the went of any front collision and - to optimize the crush behaviour of longitudinal runners and the property of energy absorption thereof.
This principle and other obje~;ts of the present invention are accomplished by the following features (proposals):
- independently operating piston devices in the front section ofvehicle body in order * to independently release (detach) the bearings from one or both longitudinal runners and * to independently deform the deformable elements 1, la, 1b and deformable longitudinal rtmners, particularly, in the event of any front collision, - space-saving design for a lair of piston devices, - longitudinal runners 311a to 311c made of extrusion components with attachments for bearings and suspension anus, - a well-defined controllable deforrnatiou behaviour of the deformable longitudinal runner to gradually absorb inspac~ energy and effectively exploit the material by folding and buckling and - catch baud to loosely retain the drive assembly 10 after its release and displacement.
Summary of the advantages of the present invention and improvements over the drive-assembly release and displacement of the prior art:
I. Independent ofthe wheel-drive and direction ofinstallation ofnew or conventional engine the drive assembly is released from at least one longitudinal runner in any front collision as well as in the :'.nd step of EU front crash test valid from the beginning of Oct.
98, wherein the vehicle is crashed at 55 ktn/h against a deformable 40% offset-barner.
Obviously in an offset front collision, the prior art cannot ensure the survival chance, with the exception of 11S I'at. No. 5,492,193 which has the above-mentioned shortcomings.
II. In contrary to conventi<m.~l longitudinal runners, to which the displaced drive assembly is still attached, the longitudinal runners 30, 30a to 30c can absorb more impact energy after the release of drive a ssembly, shown vi Figs. 2, 3, 9, thus saving weight by down-sizing the runners. Further more, weight is saved. by plug-in connection of the extrusion -S-components, preferably from light (light-weight) material, with each other to define a runner.
IILIn case "v1 < v2", shown v~ Figs. 2, 8 to 12, the displacement ofthe piston rod by "v2"
and the release of the front and rear bearing from the corresponding longitudinal runner in the event of an offset front collision result in partially releasing the drive assembly 10, which rotates about tha common axis y2- or y2 ofboth bearings ofthe other longitudinal runner according to Claim 1.
In a mid-front collision thu displacement of both piston rods results in an entire (total) release of all bearings from both longitudinal rwmers.
IG~ N.In case "v1 = v2", shown in Figs. 8 to 12, 19 to 23, the displacement ofthe piston rod by "v2" results in a simultaneous, entire release of * both bearings from the corresponding longitudinal runner in the event of an offset front collision accordin g to (',laim 2 or xx * all bearings fiom both longitudinal runners upon the use of at least one movable 15' transverse girder 24, 25, sllowo in Fig. 19, in the event of any front collision according to Claima 6 ;end 7.
When crashing into a wall during parking or a barner to determine insurance premium, low front impact energy is solely absorbed by at least one low-energy-absorbing deformable element 1 a, l l ~ up to "v~,", shown in Figs. 4, 13 and 18, under the condition 2G~ that the bearing shafts remain unreleased, the longitudinal runners and main deformable elements remain non-deformed and the one low-energy-absorbing deformable element is easily replaced in order to keep damages and repair costs as low as possible.
Each piston rod. 5 can freely displace up to "v~" along the oblong holes, opposite to each other on the piston 1.4, cc~m~ecting members 8, 9, 9b to 9d and/or piston rod 5, 25' exemplified in Figs. 211, 2:'. and 23.
The repair costs are low, lower than DE 3301708 C2 and DE 4405904 C1, because the connecting member 9b an~_t piston 1.4 of deforniable element 1 are made of one piece 9d and the impact pan is easily assembled and disassembled.
VLThanks to at least one deformable element 1, la, 1b, shown in Figs. 13 and 18, and to 3C~ the release of drive assembly 10 energy absorption by longitudinal runner is substantially larger than that of DE 3301708 ('.2 and DE 4405904 C l, thus minimizing injury seventies.
VILWeight-saving, low-Iricc~d extension components, preferably from lightweight materials, used for longitudinal nznner 30a to 30c are designed with a controllable 35' deformation behaviour to optimize the material-exploitation according to W097/39937.
VIILAfter being released aril dropping onto the road the drive assembly under its own kinetic energy moves rearward and underneath the passenger compartment, if the road clearance between the vehicle floor aril road surfvace is selected large enough for drive assembly, which is loosely retai~~ed by at least one catch band for safety purposes. Catch 40 bands of drive assembly cnn he fastened to the stiff connecting members as well as stiff connecting girder.
As customary, the use of' sealing pans (not shown) against dirt and water as well as soundproofing materials against vibrations is highly recommended for the purposes of ensuring the function and comfort. They are not objects of the invention, hence, not shown 45' for the sake of perspicuity.
BRIEF DESCRIPTION OF THE DRAWINGS
A number of embodinientr;, other advantages and features of the present invention will be described in the accompanying drawings with reference to the xyz global coordinate system:
Fig. 1 is a schematic front view of the 1 st embodiment of release of drive-assembly, having two piston devices iii y,- and y,-axis and a transversely built drive assembly, designed for front-wheel drive and elastically supported by engine mounts and two auxiliary frames pivotally attached to loth longitudinal iwmers iii y2- and y2-axis.
Fig. 2 is a schematic front view of the 1 st embodiment after the partial (one-side) release of the bearings resoting in a rotation of the drive assembly about the y2-axis in an offset front collision.
Fig. 3 is a schematic front view of the 1 st embodiment after the total (both-side) release of all bearings resulting is drnppin~; the drive assembly onto the road in a front collision.
Fig. 4 is a cross-sectional view ofthe 1st embodiment having an easily replaceable IS deformable element and the auxiliary fraLnes with sites ofpredetermined fracture "b" along the line I-I of Fig. 1.
Fig. 5 is a longitudinal cross section of a longitudinally-built, front-wheel driven drive assembly being displaced ref. to DE 4040979 C2 in a front collision.
Fig. 6 is a longitudinal cross section of a longitudinally-built, front-wheel driven drive assembly being displaced ref. to DE 2246077 C2.
Fig. 7 is a longitudinal crass section of a transversally-built drive assembly being displaced ref. to US Pat. No. 5,492 ,193.
Fig. 8 is a schematic persl~ectivE: view of the 2nd embodiment of a half of vehicle having a longitudinally-built, rear-wheel drive assembly equipped with a piston device in y,-axis and both bearings in the common y2-axis.
Fig. 9 is a schematic perslsectivc~ view of the 2nd embodiment, shown in Fig.
8 without drive assembly.
Fig. 10 is a cross-sectiona l view of the 2nd embodiment having different catch bands, a connecting member and rear hearing shaft with site of predetermined fracture "b" along the lice II-II of Fig. 9.
Fig. 11 is a cross-sectional view ofthe 3rd embodiment having a fi-ont bearing shaft with site of predetermined fractures "b" connected to the rear bearing shaft by a connecting member.
Fig. 12 is a cross-sections l view of the 4th embodiment with a single auxiliary frame and a stiff connecting member in F'oi-in- and force-locking connection with the piston rod and rear bearing shaft.
Fig. 13 is a cross-sections I view of the 5th embodiment as a result of an extended 4th embodiment in operation with deforniable element 1.
Fig. 14 is a front view of t he 6th embodiment of drive-assembly release provided with extrusion components for longitudinal runner, parts of bearings and of suspension arms in plug-in connection with each other to define a deformable element with attachments in yi-, y2- and y3-axis.
Erg. 15 is a front view of t he 7th embodiment of drive-assembly release provided with extrusion components for longitudinal runner, rear bearing and rear suspension-arm bearing in plug-iii connection with each other to define a deformable element with attachments in yl-y2- and y4-axis.
Fig. 16 is a front view of t he 8th embodiment of drive-assembly release provided with extrusion components for longitudinal runner and common rear bearing in plug-in connection with eacli other tm define a deforinable element with attachments in y~-, y5-, y6-, y~- and yg-axis.
Fig. 17 is a schematic perspective view of the piston device, subdivision of the longitudinal runner into "n-+-1 " longitudinal elements, releasing assembly of the longitudinal runner to the cross girder and the plug-in co~mection of extrusion components with each other in the 6th embodiment, shown in Fig. 14.
Fig. 18 is a schematic per,;pective view of the 8th embodiment having an easily replaceable deformable element in plug-in connection with an extrusion component to define a longitudinal rumrer.
Fig. 19 is a schematic perspective view of the 9th embodiment having the connecting members opposite to each other and two transverse girders for the purpose of simultaneous 7G' release of all bearings from both longitudinal runners.
Fig. 20 is a cross-sectional vie~~ ofthe 10th embodiment liaving two connecting members, the front: of which ~s equipped with an adjusting device for the purpose of simultaneous release of both bearings from the respective longitudinal runner.
Fig. 21 is a front view of ~ to 11 th embodiment with a rear coimecting member equipped 15' with an adjusting device.
Fig. 22 is a cross-sectional view ofthe front comiectuig member with the adjusting device along the line III-lII of Fig. 20.
Fig. 23 is a side view of Fig. 22, according to arrow IV.
2a DESCRI PTION C>F THE PREFERRED EMBODIMENTS
The present invention releases any drive assembly, designed in any direction and for any wheel drive such as front-wheel drive of a transversely built engine as well as drive assembly, shown in Figs. I t~~ 4, rear-wheel drive of a longitudinally-built engine, sliown in Fig. 8, or front-wheel drive ~f a longitudinally-built engine, shown in Fig.
5, similar to that, 2_'~ shown in Fig. 8, without power-transmission shaft 59 for rear wheels.
Generally, the axes of both longitudinal runners are parallel to the y-axis.
Therefore, the y1-, yz-, y3-, ya- and y,-, y?-, y s-, va-axis are parallel to the y-axis and to each other.
A cylindrical hub 5.3 or cone hub 5.3a, shown in Figs. 12 and 17, is integrated into an impact pan 5.1, 5.1a, 5.11 of piston device having a stiffplate with arbitrary shape such as 30 round, shown in Figs. 1 to 4. 8 to 10, 19 to 20, or rectangular, shovm in Fig. 17. Via a bumper 50 this impact pan, in form-locking connection with piston rod 5 and secured by retaining pin 5.2, transmits the front impact energy directly or indirectly to the longitudinal rwmer, shown in Fig. 19.
Ref. to W097/39937 and ICE 3826958 Al all juxtaposed elements of longitudinal runner, 3:i loosely guided by piston rod S, in longitudinal direction have inequal stiffness, which is determined by the sites of predetermined fracture, sliown in Fig. 17 and/or supplement elements 11, lla to 11b, 12, 12a to 12c, 13, 15, 15b, 16, 16b, 18, 18.1, 18.2, 19, 20, 27, 30.7c, shown in Figs. 4, I 0 to 17. The longitudinal element "Z~+~" with length of "B", shown in Figs. 8, 10, 17, denotes the rear section of longitudinal runner facing the 40 passenger compartments and having the greatest stiffness. Therefore, to this rear section, the coimecting member 8, 9, 9b, 9c, connecting girder, or frame girder, which is less or hardly deformed, one end of ,1 catch band 7, 7a to 7e or a delimiter (limner) 14, 14a, shown in Figs. 12, 19, is fastened a~~d the: other end to the drive assembly. The delimiter (limner) 14, 14a is provided with cite of predetermined fracture.
4.5 Tlie cross girder 31 has a n~ulti-purpose of receiving bearing housing 30.7, 30.7a to 30.7c, guide bush 18, 18.2, catch ba nd as well as delimiter, connecting of both longitudinal runners to each other and reinforcing the passenger compartment.
_ $_ Longitudinal runner 30a to 3()c with length of "L" is subdivided into "n+1"
longitudinal elements, shown in Figs. 8, 10 and 17, where the juxtaposed elements have inequal stiffness, which depends furtlcer on recesses and/or supplement elements llb, 12b, 12c, 13, 15, 15b, 16, 16b, 19, 20, 27. In order to prevent buckling of conventional longitudinal .5 runners the end portion of th~~ longitudinal numer guides the movable piston rod and has the greatest stiffness, which depends further on supplement elements 18, 18.1, 18.2, 12c, 13, 30.7c. Moreover, the longitudinal runner is provided with at least one hole to guide the piston rod and retaining profiles for plug-in or form-locking connection with the supplement elements, bearings llb, 12b, 12c, 13, suspension-arm bearings 15, 15b, 16, 16b, guiding bearings 18, 12c, :13, drive assembly, parts of motor-vehicle such as wheel housing, pump, drive assembly etc.
Recesses on the longitudinal mnne;rs 3(1a, 30c are machined to serve as sites of predetermined fracture, shown in Fig. l7, and attachments of bearing 11 c, shown in Fig.
18. The stiffness of the extra>;ion component depends on the profile, length, thickness of 1;i wall and/or number of ribs (struts) for example four at 30a, 30c shown in Figs. 17 and 18.
The rear suspension-arm hearing 16b as well as front suspension-arm bearing 15b (not shown) are made of stiff plata;s, stamped or forged. The holes of suspension-arm bearing 15b, 16b in the x-:a plane serve to accommodate (receive) the tennuu of suspension-arms.
The four holes of bearing; 13 in y5-, y; , y,- and y~-axis are designed to accommodate the front or rear bearvig, the front or rear suspension-arm bearing and form-locking connect with at least two guide bushes 18, 18.2 or guide additional piston rods in association with additional low-energy-absorbing deformable elements la. Such bearing 13 with a lot of holes can easily be extruded.
When the length of guide bush 18 is extended from "BI" to "B" the projection thereofhelps 2~~ afign and secure the rear suspension ann between the guide bearing 18.1 and rear suspension-arm bearing 16 (not shown).
Preferably, the guide sleeves 19, 20, pressed veto the bores of end portion 30c1 of longitudinal runner 30c, serving as base element, are inserted into the replaceable deformable element lb, suited for low energy absorption. The guide sleeve 19 has an external diameter of "D" and internal diameter of "d", greater than the diameter of piston rod of "D;". Figs. 14 to I 8 illustrate a cost- and time-saving method to assemble the longitudinal runner 30a to 30c and to optimize its gush behaviour by plug-in connection of the above-mentioned parts to each other, where the parts are secured by welding (spot welding), glueing, bolting, riveting and/or retaining parts 20.1 projected, where the 3f longitudinal runner 30a is reamed (bulged) and folded by cone hub 5.3a and totally deformed by impact pan 5.16 while prevented from buckling by piston rod 5, guided by bearing housing 30.7c, shown in Fig. 17.
It is recommended that the rear longitudinal runners in the rear section of vehicle body have the same features as the ii~cnn longitudiilal runners in the front section.
The rear bearing is arrangeU to a longitudvial element "Z,", preferably "Zn+i"
with length of "B", shovm in Fig. 17, and tire front bearing to the longitudinal element "Z"" with less stiffness, where "v < 1 <_ (n-+-1 )". Alternately, the bearing casings ofboth rear bearings can be rigidly attached to the stitFtmmel .58. W order to resolve the principle problem of US Pat.
.5 No. 5,492,193 and ensure this release of the rear bearings the drive assembly, partly released by the fracture of the front bc~arin~;s, rotating about the x-axis of its centre of gravity, exerts a bending moment: on the rear bearings, where the distance of "c" between the bearing housing 22.1 and cross girder 31 is of particular relevance to fracture both housings 22.1.
An increase of impact load results in the entire release thereof from both longitudinal l0 runners in response to the fracture of sites of predetermined fracture "b"
ofthe rear auxiliary frame 22, shown in Fig. ~l, the rear bearing housings 22.1 of auxiliary frame 22a, shown in Fig. 10, the rear en ~ii~e mounts 62 and/or the rear bearing shafts.
When displaced by "v~ -: v2'' the f font bearing is released due to fracture of the longitudinal element "Z"", to which the front bearing is rigidly attached, fracture of front 15 auxiliary frame 21 with sites of predetermined fracture "b", shovm in Fig.
4, fracture of bearing l la and bearing sUafi 4, drawn with dotted lines, shown in Fig. 10, withdrawal of bearing shaft 4b, welded so tl~e front bearing casing from the bearing of auxiliary frame 21b in response to the constrauie~l deformation of longitudinal runner, shown in Fig. 12, withdrawal of bearing shaft 4a with site of predetermined fracture "b" from auxiliary frame 20 21a in response to the constrained deformation of intermediate band 8a, one end of which is fastened to pin 6.3 ofrear bearing shaft 6b, shown in Fig. 1 l, and/or withdrawal ofbearing shaft 4d from the bearing of ;mxiliary frame 21 b in response to the constrained deformation of connecting member 8, shown in Fig. 20.
When displaced by "v2" the rear bearing is released due to fracture of front auxiliary frame 25 22, 22a with sites of predete~ mused fracture "b", shown in Figs. 4, 10, fracture of bearing shaft 6a with sites ofpredete~mined fracture "b" in response to the constrained deformation of connecting member 9a, shown in Fig. 10, withdrawal of bearing shaft 6b, in response to the constrained deformation of band 9a after the fracture, and withdrawal of bearing shaft 4a from auxiliary frame 21 a, shown in Fig. I 1 md,~or withdrawal of bearing shaft 6, 6c, 6d 3G~ from the bearing of auxiliary frame 21 b, 22, in response to the constrained deformation of connecting member 9, 9b to 9d, shown in Figs. 4, 12, 13, 19 to 21.
Figs. 20 to 23 illustrate the simultaneous, total (entire) release of all the bearings when all bearing shafts 4d, 6b, 6c are displaced by "v~", where the displacement of front bearing shaft 4d and rear bearing sha tl 6b, 6c must be kept equal to each other by adding or 35 removing several spacers 6.1 from the rear bearing shaft 6c, retaining plate of which is fastened to the flange of cotmecting member 9c by bolts 6.2, or by the use of adjusting device, which is part of the c~ ~nuecting members 8.
The difference between both side lengths of each spacer 8.4 ofthe adjusting device is "~l =
1"+, - In". To meet the toleran~;es or the tolerance zone, say "Os", a number of spacers must be made available. The number is reduced by using both side lengths. After the adjustment of both displacements to the same magnitude of "v2" by putting two spacers with the proper .> side length into both oblong boles of coimecting member 8 opposite to each other, a remaining distance of "Or" is left. ltf it is within the tolerance zone, the bolt 8.2, projected through both spacers and piss on rod. is fastened to nut 8.3. Owing to the internal diameter the of connecting member eq ual to the external diameter of the round piston rod both spacers self align to the piston rod. This adjusting device can be installed on the front and/or rear bearing shafts.
When a free displacement of the piston device up to "v~," is required, the remaining distance of "Os" is set equal to "v.,".
A releasing assembly, sUov~ n in Fig. 19, is built by integrating at least one transverse girder 24, 25 into both connecting members 9, opposite to each other. After the fracture of 1:. a single delimiter 14a, displau.ed by "v2" in the event of any front collision, all bearings are simultaneously, entirely relea sed from both longitudinal runners. However, the use of other delimiters is possible.
The tolerances of releasing a~aembly of "o" between the movable upper transverse girder 24 and transmission unit 10.2 as well as of "u" between the movable lower transverse girder 25 and transmission unit must bu taken into account in the design of positioning the transmission unit of a longitudinally-built drive assembly for rear-wheel drive, shown in Fig.
8, or front-wheel drive without power-transmission shaft 59. However, there is no space-restriction for one or both transverse girders, when designed for a transversely built drive assembly of front-wheel drive, shoN~~ in Figs. 1 to 4.
25' Although the present invention has been described and illustrated in detail, it is clearly understood that the terminology used is intended to describe rather than limit. Many more objects, embodiments, featur~a and variations of the present invention are possible in light ofthe above-mentioned teachings. Therefore, within the spirit and scope ofthe appended 3G~ claims, the present invention may be practised otherwise than as specifically described and illustrated.
A number of embodinientr;, other advantages and features of the present invention will be described in the accompanying drawings with reference to the xyz global coordinate system:
Fig. 1 is a schematic front view of the 1 st embodiment of release of drive-assembly, having two piston devices iii y,- and y,-axis and a transversely built drive assembly, designed for front-wheel drive and elastically supported by engine mounts and two auxiliary frames pivotally attached to loth longitudinal iwmers iii y2- and y2-axis.
Fig. 2 is a schematic front view of the 1 st embodiment after the partial (one-side) release of the bearings resoting in a rotation of the drive assembly about the y2-axis in an offset front collision.
Fig. 3 is a schematic front view of the 1 st embodiment after the total (both-side) release of all bearings resulting is drnppin~; the drive assembly onto the road in a front collision.
Fig. 4 is a cross-sectional view ofthe 1st embodiment having an easily replaceable IS deformable element and the auxiliary fraLnes with sites ofpredetermined fracture "b" along the line I-I of Fig. 1.
Fig. 5 is a longitudinal cross section of a longitudinally-built, front-wheel driven drive assembly being displaced ref. to DE 4040979 C2 in a front collision.
Fig. 6 is a longitudinal cross section of a longitudinally-built, front-wheel driven drive assembly being displaced ref. to DE 2246077 C2.
Fig. 7 is a longitudinal crass section of a transversally-built drive assembly being displaced ref. to US Pat. No. 5,492 ,193.
Fig. 8 is a schematic persl~ectivE: view of the 2nd embodiment of a half of vehicle having a longitudinally-built, rear-wheel drive assembly equipped with a piston device in y,-axis and both bearings in the common y2-axis.
Fig. 9 is a schematic perslsectivc~ view of the 2nd embodiment, shown in Fig.
8 without drive assembly.
Fig. 10 is a cross-sectiona l view of the 2nd embodiment having different catch bands, a connecting member and rear hearing shaft with site of predetermined fracture "b" along the lice II-II of Fig. 9.
Fig. 11 is a cross-sectional view ofthe 3rd embodiment having a fi-ont bearing shaft with site of predetermined fractures "b" connected to the rear bearing shaft by a connecting member.
Fig. 12 is a cross-sections l view of the 4th embodiment with a single auxiliary frame and a stiff connecting member in F'oi-in- and force-locking connection with the piston rod and rear bearing shaft.
Fig. 13 is a cross-sections I view of the 5th embodiment as a result of an extended 4th embodiment in operation with deforniable element 1.
Fig. 14 is a front view of t he 6th embodiment of drive-assembly release provided with extrusion components for longitudinal runner, parts of bearings and of suspension arms in plug-in connection with each other to define a deformable element with attachments in yi-, y2- and y3-axis.
Erg. 15 is a front view of t he 7th embodiment of drive-assembly release provided with extrusion components for longitudinal runner, rear bearing and rear suspension-arm bearing in plug-iii connection with each other to define a deformable element with attachments in yl-y2- and y4-axis.
Fig. 16 is a front view of t he 8th embodiment of drive-assembly release provided with extrusion components for longitudinal runner and common rear bearing in plug-in connection with eacli other tm define a deforinable element with attachments in y~-, y5-, y6-, y~- and yg-axis.
Fig. 17 is a schematic perspective view of the piston device, subdivision of the longitudinal runner into "n-+-1 " longitudinal elements, releasing assembly of the longitudinal runner to the cross girder and the plug-in co~mection of extrusion components with each other in the 6th embodiment, shown in Fig. 14.
Fig. 18 is a schematic per,;pective view of the 8th embodiment having an easily replaceable deformable element in plug-in connection with an extrusion component to define a longitudinal rumrer.
Fig. 19 is a schematic perspective view of the 9th embodiment having the connecting members opposite to each other and two transverse girders for the purpose of simultaneous 7G' release of all bearings from both longitudinal runners.
Fig. 20 is a cross-sectional vie~~ ofthe 10th embodiment liaving two connecting members, the front: of which ~s equipped with an adjusting device for the purpose of simultaneous release of both bearings from the respective longitudinal runner.
Fig. 21 is a front view of ~ to 11 th embodiment with a rear coimecting member equipped 15' with an adjusting device.
Fig. 22 is a cross-sectional view ofthe front comiectuig member with the adjusting device along the line III-lII of Fig. 20.
Fig. 23 is a side view of Fig. 22, according to arrow IV.
2a DESCRI PTION C>F THE PREFERRED EMBODIMENTS
The present invention releases any drive assembly, designed in any direction and for any wheel drive such as front-wheel drive of a transversely built engine as well as drive assembly, shown in Figs. I t~~ 4, rear-wheel drive of a longitudinally-built engine, sliown in Fig. 8, or front-wheel drive ~f a longitudinally-built engine, shown in Fig.
5, similar to that, 2_'~ shown in Fig. 8, without power-transmission shaft 59 for rear wheels.
Generally, the axes of both longitudinal runners are parallel to the y-axis.
Therefore, the y1-, yz-, y3-, ya- and y,-, y?-, y s-, va-axis are parallel to the y-axis and to each other.
A cylindrical hub 5.3 or cone hub 5.3a, shown in Figs. 12 and 17, is integrated into an impact pan 5.1, 5.1a, 5.11 of piston device having a stiffplate with arbitrary shape such as 30 round, shown in Figs. 1 to 4. 8 to 10, 19 to 20, or rectangular, shovm in Fig. 17. Via a bumper 50 this impact pan, in form-locking connection with piston rod 5 and secured by retaining pin 5.2, transmits the front impact energy directly or indirectly to the longitudinal rwmer, shown in Fig. 19.
Ref. to W097/39937 and ICE 3826958 Al all juxtaposed elements of longitudinal runner, 3:i loosely guided by piston rod S, in longitudinal direction have inequal stiffness, which is determined by the sites of predetermined fracture, sliown in Fig. 17 and/or supplement elements 11, lla to 11b, 12, 12a to 12c, 13, 15, 15b, 16, 16b, 18, 18.1, 18.2, 19, 20, 27, 30.7c, shown in Figs. 4, I 0 to 17. The longitudinal element "Z~+~" with length of "B", shown in Figs. 8, 10, 17, denotes the rear section of longitudinal runner facing the 40 passenger compartments and having the greatest stiffness. Therefore, to this rear section, the coimecting member 8, 9, 9b, 9c, connecting girder, or frame girder, which is less or hardly deformed, one end of ,1 catch band 7, 7a to 7e or a delimiter (limner) 14, 14a, shown in Figs. 12, 19, is fastened a~~d the: other end to the drive assembly. The delimiter (limner) 14, 14a is provided with cite of predetermined fracture.
4.5 Tlie cross girder 31 has a n~ulti-purpose of receiving bearing housing 30.7, 30.7a to 30.7c, guide bush 18, 18.2, catch ba nd as well as delimiter, connecting of both longitudinal runners to each other and reinforcing the passenger compartment.
_ $_ Longitudinal runner 30a to 3()c with length of "L" is subdivided into "n+1"
longitudinal elements, shown in Figs. 8, 10 and 17, where the juxtaposed elements have inequal stiffness, which depends furtlcer on recesses and/or supplement elements llb, 12b, 12c, 13, 15, 15b, 16, 16b, 19, 20, 27. In order to prevent buckling of conventional longitudinal .5 runners the end portion of th~~ longitudinal numer guides the movable piston rod and has the greatest stiffness, which depends further on supplement elements 18, 18.1, 18.2, 12c, 13, 30.7c. Moreover, the longitudinal runner is provided with at least one hole to guide the piston rod and retaining profiles for plug-in or form-locking connection with the supplement elements, bearings llb, 12b, 12c, 13, suspension-arm bearings 15, 15b, 16, 16b, guiding bearings 18, 12c, :13, drive assembly, parts of motor-vehicle such as wheel housing, pump, drive assembly etc.
Recesses on the longitudinal mnne;rs 3(1a, 30c are machined to serve as sites of predetermined fracture, shown in Fig. l7, and attachments of bearing 11 c, shown in Fig.
18. The stiffness of the extra>;ion component depends on the profile, length, thickness of 1;i wall and/or number of ribs (struts) for example four at 30a, 30c shown in Figs. 17 and 18.
The rear suspension-arm hearing 16b as well as front suspension-arm bearing 15b (not shown) are made of stiff plata;s, stamped or forged. The holes of suspension-arm bearing 15b, 16b in the x-:a plane serve to accommodate (receive) the tennuu of suspension-arms.
The four holes of bearing; 13 in y5-, y; , y,- and y~-axis are designed to accommodate the front or rear bearvig, the front or rear suspension-arm bearing and form-locking connect with at least two guide bushes 18, 18.2 or guide additional piston rods in association with additional low-energy-absorbing deformable elements la. Such bearing 13 with a lot of holes can easily be extruded.
When the length of guide bush 18 is extended from "BI" to "B" the projection thereofhelps 2~~ afign and secure the rear suspension ann between the guide bearing 18.1 and rear suspension-arm bearing 16 (not shown).
Preferably, the guide sleeves 19, 20, pressed veto the bores of end portion 30c1 of longitudinal runner 30c, serving as base element, are inserted into the replaceable deformable element lb, suited for low energy absorption. The guide sleeve 19 has an external diameter of "D" and internal diameter of "d", greater than the diameter of piston rod of "D;". Figs. 14 to I 8 illustrate a cost- and time-saving method to assemble the longitudinal runner 30a to 30c and to optimize its gush behaviour by plug-in connection of the above-mentioned parts to each other, where the parts are secured by welding (spot welding), glueing, bolting, riveting and/or retaining parts 20.1 projected, where the 3f longitudinal runner 30a is reamed (bulged) and folded by cone hub 5.3a and totally deformed by impact pan 5.16 while prevented from buckling by piston rod 5, guided by bearing housing 30.7c, shown in Fig. 17.
It is recommended that the rear longitudinal runners in the rear section of vehicle body have the same features as the ii~cnn longitudiilal runners in the front section.
The rear bearing is arrangeU to a longitudvial element "Z,", preferably "Zn+i"
with length of "B", shovm in Fig. 17, and tire front bearing to the longitudinal element "Z"" with less stiffness, where "v < 1 <_ (n-+-1 )". Alternately, the bearing casings ofboth rear bearings can be rigidly attached to the stitFtmmel .58. W order to resolve the principle problem of US Pat.
.5 No. 5,492,193 and ensure this release of the rear bearings the drive assembly, partly released by the fracture of the front bc~arin~;s, rotating about the x-axis of its centre of gravity, exerts a bending moment: on the rear bearings, where the distance of "c" between the bearing housing 22.1 and cross girder 31 is of particular relevance to fracture both housings 22.1.
An increase of impact load results in the entire release thereof from both longitudinal l0 runners in response to the fracture of sites of predetermined fracture "b"
ofthe rear auxiliary frame 22, shown in Fig. ~l, the rear bearing housings 22.1 of auxiliary frame 22a, shown in Fig. 10, the rear en ~ii~e mounts 62 and/or the rear bearing shafts.
When displaced by "v~ -: v2'' the f font bearing is released due to fracture of the longitudinal element "Z"", to which the front bearing is rigidly attached, fracture of front 15 auxiliary frame 21 with sites of predetermined fracture "b", shovm in Fig.
4, fracture of bearing l la and bearing sUafi 4, drawn with dotted lines, shown in Fig. 10, withdrawal of bearing shaft 4b, welded so tl~e front bearing casing from the bearing of auxiliary frame 21b in response to the constrauie~l deformation of longitudinal runner, shown in Fig. 12, withdrawal of bearing shaft 4a with site of predetermined fracture "b" from auxiliary frame 20 21a in response to the constrained deformation of intermediate band 8a, one end of which is fastened to pin 6.3 ofrear bearing shaft 6b, shown in Fig. 1 l, and/or withdrawal ofbearing shaft 4d from the bearing of ;mxiliary frame 21 b in response to the constrained deformation of connecting member 8, shown in Fig. 20.
When displaced by "v2" the rear bearing is released due to fracture of front auxiliary frame 25 22, 22a with sites of predete~ mused fracture "b", shown in Figs. 4, 10, fracture of bearing shaft 6a with sites ofpredete~mined fracture "b" in response to the constrained deformation of connecting member 9a, shown in Fig. 10, withdrawal of bearing shaft 6b, in response to the constrained deformation of band 9a after the fracture, and withdrawal of bearing shaft 4a from auxiliary frame 21 a, shown in Fig. I 1 md,~or withdrawal of bearing shaft 6, 6c, 6d 3G~ from the bearing of auxiliary frame 21 b, 22, in response to the constrained deformation of connecting member 9, 9b to 9d, shown in Figs. 4, 12, 13, 19 to 21.
Figs. 20 to 23 illustrate the simultaneous, total (entire) release of all the bearings when all bearing shafts 4d, 6b, 6c are displaced by "v~", where the displacement of front bearing shaft 4d and rear bearing sha tl 6b, 6c must be kept equal to each other by adding or 35 removing several spacers 6.1 from the rear bearing shaft 6c, retaining plate of which is fastened to the flange of cotmecting member 9c by bolts 6.2, or by the use of adjusting device, which is part of the c~ ~nuecting members 8.
The difference between both side lengths of each spacer 8.4 ofthe adjusting device is "~l =
1"+, - In". To meet the toleran~;es or the tolerance zone, say "Os", a number of spacers must be made available. The number is reduced by using both side lengths. After the adjustment of both displacements to the same magnitude of "v2" by putting two spacers with the proper .> side length into both oblong boles of coimecting member 8 opposite to each other, a remaining distance of "Or" is left. ltf it is within the tolerance zone, the bolt 8.2, projected through both spacers and piss on rod. is fastened to nut 8.3. Owing to the internal diameter the of connecting member eq ual to the external diameter of the round piston rod both spacers self align to the piston rod. This adjusting device can be installed on the front and/or rear bearing shafts.
When a free displacement of the piston device up to "v~," is required, the remaining distance of "Os" is set equal to "v.,".
A releasing assembly, sUov~ n in Fig. 19, is built by integrating at least one transverse girder 24, 25 into both connecting members 9, opposite to each other. After the fracture of 1:. a single delimiter 14a, displau.ed by "v2" in the event of any front collision, all bearings are simultaneously, entirely relea sed from both longitudinal runners. However, the use of other delimiters is possible.
The tolerances of releasing a~aembly of "o" between the movable upper transverse girder 24 and transmission unit 10.2 as well as of "u" between the movable lower transverse girder 25 and transmission unit must bu taken into account in the design of positioning the transmission unit of a longitudinally-built drive assembly for rear-wheel drive, shown in Fig.
8, or front-wheel drive without power-transmission shaft 59. However, there is no space-restriction for one or both transverse girders, when designed for a transversely built drive assembly of front-wheel drive, shoN~~ in Figs. 1 to 4.
25' Although the present invention has been described and illustrated in detail, it is clearly understood that the terminology used is intended to describe rather than limit. Many more objects, embodiments, featur~a and variations of the present invention are possible in light ofthe above-mentioned teachings. Therefore, within the spirit and scope ofthe appended 3G~ claims, the present invention may be practised otherwise than as specifically described and illustrated.
Claims (35)
1. A separation of drive assembly brought about by front impact in passenger and heavy goods vehicles, each of which, equipped with at least two deformable, front longitudinal runners to enhance the survival chance in the event of any front collision, comprises at least one auxiliary frame, elastically supporting a drive assembly via engine mounts, pivotally attached to front and rear bearings of the longitudinal runners by bearing shafts in a common y2- and y2-axis, where the front and rear bearings are detachable from the longitudinal runners in the front collision;
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member of the front bearing to receive the bearing shaft the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms one of the longitudinal runners and, later on, displaces the impact pan, where at the displacement by (v1) the front bearing is detached from the longitudinal runner and at the displacement by (v2) the rear bearing is detached therefrom, thus resulting in a rotation of the drive assembly about the common axis of the undamaged front and rear bearing and an absorption of the remaining impact energy by means of the longitudinal runner of the detached bearings.
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member of the front bearing to receive the bearing shaft the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms one of the longitudinal runners and, later on, displaces the impact pan, where at the displacement by (v1) the front bearing is detached from the longitudinal runner and at the displacement by (v2) the rear bearing is detached therefrom, thus resulting in a rotation of the drive assembly about the common axis of the undamaged front and rear bearing and an absorption of the remaining impact energy by means of the longitudinal runner of the detached bearings.
2. A separation of drive assembly according to claim 1, further comprising a pair of intermediate bands, each of which connects the bearing shaft of the rear bearing to the bearing shaft of the front bearing;
where the impact energy deforms one of the longitudinal runners and, later on, displaces the impact pan, where at the displacement by (v2) the rear bearing is detached from the longitudinal runner while the intermediate band pulls the bearing shaft out of the front bearing, thus resulting in the detachment of the front bearing therefrom, a rotation of the drive assembly about the common axis of the undamaged front and rear bearing and an absorption of the remaining impact energy by means of the longitudinal runner of the detached bearings.
where the impact energy deforms one of the longitudinal runners and, later on, displaces the impact pan, where at the displacement by (v2) the rear bearing is detached from the longitudinal runner while the intermediate band pulls the bearing shaft out of the front bearing, thus resulting in the detachment of the front bearing therefrom, a rotation of the drive assembly about the common axis of the undamaged front and rear bearing and an absorption of the remaining impact energy by means of the longitudinal runner of the detached bearings.
3. A separation of drive assembly brought about by front impact in passenger and heavy goods vehicles, each of which, equipped with at least two deformable, front longitudinal runners to enhance the survival chance in the event of any front collision, comprises at least one auxiliary frame, elastically supporting a drive assembly via engine mounts, pivotally attached to front and rear bearings of the longitudinal runners by bearing shafts in a common y2- and y2-axis, where the front and rear bearings are detachable from the longitudinal runners in the front collision;
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member ofter front bearing to receive the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms both longitudinal runners and, later on, displaces both impact pans, where at the displacement by (v1) both front bearings are detached from both longitudinal runners and at the displacement by (v2) both rear bearings are detached therefrom, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of both longitudinal runners.
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member ofter front bearing to receive the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms both longitudinal runners and, later on, displaces both impact pans, where at the displacement by (v1) both front bearings are detached from both longitudinal runners and at the displacement by (v2) both rear bearings are detached therefrom, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of both longitudinal runners.
4. A separation of drive assembly according to claim 3, further comprising a releasing assembly, which is defined by at least one transverse girder and both rear connecting members, opposite to each other;
where the impact energy deforms at least one longitudinal runner and, later on, displaces the impact pan, where at the displacement by (v1) both front bearings are detached from both longitudinal runners and at the displacement by (v2) both rear bearings are detached therefrom, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of at least one longitudinal runner.
where the impact energy deforms at least one longitudinal runner and, later on, displaces the impact pan, where at the displacement by (v1) both front bearings are detached from both longitudinal runners and at the displacement by (v2) both rear bearings are detached therefrom, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of at least one longitudinal runner.
5. A separation of drive assembly according to claim 4, further comprising each piston rod is provided with a front connecting member, fastened to the extended bearing shaft of the front bearing; and spacers, which with a retaining plate of the rear bearing shaft are fastened to a flange of the rear connecting member by bolts, to preserve the same magnitude of displacement of the front and rear bearing;
where the impact energy deforms at least one longitudinal runner and, later on, displaces the impact pan, where at the displacement by (v2) both front and rear bearings are detached from both longitudinal runners, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of at least one longitudinal runner.
where the impact energy deforms at least one longitudinal runner and, later on, displaces the impact pan, where at the displacement by (v2) both front and rear bearings are detached from both longitudinal runners, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of at least one longitudinal runner.
6. A separation of drive assembly according to claim 4, further comprising each piston rod is provided with a front connecting member, connected to the extended bearing shaft of the front bearing; and an adjusting device, a pair of spacers of which is inserted into a pair of oblong holes of the front connecting member, opposite to each other, to preserve the same magnitude of displacement of the front and rear bearing;
where the impact energy deforms at least one longitudinal runner and, later on, displaces the impact pan, where at the displacement by (v2) both front and rear bearings are detached from both longitudinal runners, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of at least one longitudinal runner.
where the impact energy deforms at least one longitudinal runner and, later on, displaces the impact pan, where at the displacement by (v2) both front and rear bearings are detached from both longitudinal runners, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of at least one longitudinal runner.
7. A separation of drive assembly according to claim 3, wherein the auxiliary frame is provided with sites of predetermined fracture.
8. A separation of drive assembly according to claim 4, wherein the releasing assembly is provided with a delimiter with sites of predetermined fracture.
9. A separation of drive assembly according to claim 8, wherein the longitudinal runner is defined by at least one extension component.
10. A separation of drive assembly according to claim 9, wherein the extrusion component has at least one hole, external profiles, ribs and retaining profiles, serving as plug-in connection with at least one extrusion component and with parts of the motor-vehicle.
11. A separation of drive assembly according to claim 10, wherein the supplement element has at least one retaining profile and at least one hole to receive the part of the motor-vehicle.
12. A separation of drive assembly according to claim 10, wherein guide sleeves, projected into the female extrusion component, are plug-in connected to the respective retaining profiles of the male extension component.
13. A separation of drive assembly according to claim 10, wherein the extrusion components are in force-locking connection with each other and with the supplement elements.
14. A separation of drive assembly according to claim 13, wherein the stiffness of the longitudinal runner in longitudinal direction depends on the wall thickness, profile, number of ribs, recesses and supplement elements.
15. A separation of drive assembly according to claim 14, wherein the longitudinal elements, resulting from a subdivision of the longitudinal runner, in juxtaposition have inequal stiffness.
16. A separation of drive assembly according to claim 15, wherein the longitudinal runner is provided with at least one replaceable deformable element, which is loosely guided by the piston rod.
17. A separation of drive assembly according to claim 12, wherein the male extrusion component serves as a replaceable deformable element.
18. A separation of drive assembly according to claim 6, wherein a deformable element is attached to the end of the piston rod.
19. A separation of drive assembly according to claim 15, wherein the longitudinal runner is provided with at least one replaceable deformable element and the deformable element, attached to the end of the piston rod.
20. A separation of drive assembly according to claim 15, wherein a cross girder is form-locking connected to the end portion of the longitudinal runner by two guide bushes.
21. A separation of drive assembly according to claim 20, wherein a distance of (c) is between the rear bearing housing of the rear bearing and the cross girder.
22. A separation of drive assembly according to claim 15, wherein a retaining through hole of the extrusion component of the longitudinal runner is recessed, between which the bearing housing of the auxiliary frame, having a hole, is arranged, where the guide bush is configured long enough to project through all the holes and retain the bearing housing.
23. A separation of drive assembly according to claim 15, wherein a retaining through hole of the extrusion component of the longitudinal runner is recessed, between which the bearing housing of the auxiliary frame, having a hole, and a suspension arm of the wheel are arranged, where the guide bush is configured long enough to project through all the holes and retain the bearing housing and the suspension arm of the wheel.
24. A separation of drive assembly according to claim 6, wherein the pair of spacers has internal diameter equal to the diameter of the piston rod, where each spacer has two side lengths with a difference of (.DELTA.l) and a width equal to that of each oblong hole of the front connecting member.
25. A separation of drive assembly according to claim 24, wherein a free displacement of the piston rod of (v0) is set equal to the remaining distance of (.DELTA.s) between each oblong hole and each spacer.
26. A separation of drive assembly according to claim 6, wherein one end of a catch band is fastened to a stiff part of the motor-vehicle, which is less or hardly deformed in the accident, and the other to the drive assembly, which, when released in the front collision, is retained by the catch band while dropping downwards.
27. A separation of drive assembly according to claim 6, wherein the hub of the impact pan is cone-shaped, where the impact pan deforms the longitudinal runner while the hub reams it in the front collision.
28. A separation of drive assembly according to claim 6, wherein the hub of the impact pan is cone-shaped, where the impact pan deforms the deformable element and longitudinal runner while the hub reams them in the front collision.
29. A separation of drive assembly according to claim 6, wherein the pair of impact pans, attachable to the bumper. is detachable in the front collision.
30. A separation of drive assembly according to claim 6, wherein the pair of impact pans serves as bumper.
31. A separation of drive assembly according to claim 6, wherein a cross plate, housing a radiator, is form-locking connected to both longitudinal runners by the front bearing shafts and detachable therefrom in the front collision.
32. A separation of drive assembly according to claim 31, wherein a front cross member is defined by the cross plate and front auxiliary frame.
33. A separation of drive assembly brought about by front impact in passenger and heavy goods vehicles, each of which, equipped with at least two deformable, front longitudinal runners to enhance the survival chance in the event of any front collision, comprises a drive assembly without auxiliary frame, elastically, pivotally attached to front and rear bearings of the longitudinal runners by bearing shafts in a common y2- and y2-axis, where the front and rear bearings are detachable from the longitudinal runners in the front collision;
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member of the front bearing to receive the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms one of the longitudinal runners and, later on, displaces the impact pan, where at the displacement by (v1) the front bearing is detached from the longitudinal runner and at the displacement by (v2) the rear bearing is detached therefrom, thus resulting in a rotation of the drive assembly about the common axis of the undamaged front and rear bearing and an absorption of the remaining impact energy by means of the longitudinal runner of the detached bearings.
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member of the front bearing to receive the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms one of the longitudinal runners and, later on, displaces the impact pan, where at the displacement by (v1) the front bearing is detached from the longitudinal runner and at the displacement by (v2) the rear bearing is detached therefrom, thus resulting in a rotation of the drive assembly about the common axis of the undamaged front and rear bearing and an absorption of the remaining impact energy by means of the longitudinal runner of the detached bearings.
34. A separation of drive assembly brought about by front impact in passenger and heavy goods vehicles, each of which, equipped with at least two deformable, front longitudinal runners to enhance the survival chance in the event of any front collision, comprises a drive assembly without auxiliary frame, elastically, pivotally attached to front and rear bearings of the longitudinal runners by bearing shafts in a common y2- and y2-axis, where the front and rear beatings are detachable from the longitudinal runners in the front collision;
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member of the front bearing to receive the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms both longitudinal runners and, later on, displaces both impact pans, where at the displacement by (v1) both front bearings are detached from both longitudinal runners and at the displacement by (v2) both rear bearings are detached therefrom, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of both longitudinal runners.
a deformable longitudinal element (Z v) of each longitudinal runner, whereto at least one member of the front bearing to receive the bearing shaft is rigidly attached, which has less stiffness than a longitudinal element, which is less or hardly deformed by an impact energy and to which at least one member of the rear bearing to receive the bearing shaft is rigidly attached;
the end portion of each longitudinal runner, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing, by which a piston rod is guided; and at least one pair of independently operating piston devices, each of which, longitudinally arranged in the front section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a front bumper, a rear connecting member, connected to the bearing shaft of the rear bearing, and the piston rod, movable in y1- or y1-direction, to which the impact pan and the rear connecting member are fastened;
where the impact energy deforms both longitudinal runners and, later on, displaces both impact pans, where at the displacement by (v1) both front bearings are detached from both longitudinal runners and at the displacement by (v2) both rear bearings are detached therefrom, thus resulting in a release of the drive assembly, which drops downwards, and an absorption of the remaining impact energy by means of both longitudinal runners.
35. An absorption of rear impact energy in passenger and heavy goods vehicles, each of which, equipped with at least two deformable, rear longitudinal runners to enhance the survival chance in the event of any rear collision, which are provided with at least one pair of independently operating piston devices, each of which, longitudinally arranged in the rear section of a vehicle body, consists of an impact pan with a hub, located in the vicinity of a rear bumper, and a piston rod, movable in y1- or y1-direction, to which the impact pan is fastened;
where each deformable, rear longitudinal runner, subdivided into a plurality of deformable longitudinal elements (Z v), which in juxtaposition have different stiffness, has an end portion, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing to guide the piston rod.
where each deformable, rear longitudinal runner, subdivided into a plurality of deformable longitudinal elements (Z v), which in juxtaposition have different stiffness, has an end portion, facing a passenger compartment and having the greatest stiffness, which is provided with at least one bearing housing to guide the piston rod.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19636167.2 | 1996-09-06 | ||
| DE1996136167 DE19636167C1 (en) | 1996-09-06 | 1996-09-06 | Front crash-related aggregate separation in cars and trucks |
| PCT/DE1997/001939 WO1998009863A1 (en) | 1996-09-06 | 1997-09-04 | Separation of drive assembly brought about by front impact in passenger and heavy goods vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2236816A1 CA2236816A1 (en) | 1998-03-12 |
| CA2236816C true CA2236816C (en) | 2002-08-13 |
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ID=7804784
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002236816A Expired - Fee Related CA2236816C (en) | 1996-09-06 | 1997-09-04 | Separation of drive assembly brought about by front impact in passenger and heavy goods vehicles |
Country Status (3)
| Country | Link |
|---|---|
| CA (1) | CA2236816C (en) |
| DE (1) | DE19636167C1 (en) |
| WO (1) | WO1998009863A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9409601B2 (en) | 2012-12-14 | 2016-08-09 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle having an axle support |
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| LV12428B (en) * | 1998-08-03 | 2000-07-20 | Vitālijs ANDRIJENKO | The motor vehicle |
| DE19911663A1 (en) | 1999-03-16 | 2000-09-21 | Volkswagen Ag | Fastening device for a component in the engine compartment of a motor vehicle |
| AT5550U1 (en) * | 2001-02-19 | 2002-08-26 | Steyr Daimler Puch Ag | AGGREGATE SUPPORT FOR MOTOR VEHICLES WITH COLLISION SEPARATION |
| DE10230442B3 (en) * | 2002-07-06 | 2004-02-19 | Daimlerchrysler Ag | Power transmission element |
| DE10235879B3 (en) * | 2002-08-06 | 2004-02-19 | Daimlerchrysler Ag | Automobile engine mounting has incorporated lowering device for dropping engine into lowered safety position relative to chassis in critical situation |
| DE10354639A1 (en) * | 2003-11-22 | 2005-08-04 | Bayerische Motoren Werke Ag | Aggregate fastening mechanism for motor vehicle, has drive unit lowered opposite to body and carriage under front hood, and control device connected parallel to vertical axis of vehicle, where buffer zone is provided for hood deformation |
| DE102005019963A1 (en) * | 2005-04-29 | 2006-11-09 | Audi Ag | Passenger car, has pulling and/or pushing device engaged in front or rear area of drive unit, and moving and holding drive unit in front lowered protection position by elasticity of engine mountings |
| FR2895322B1 (en) * | 2005-12-22 | 2008-04-04 | Renault Sas | MOTOR VEHICLE COMPRISING A REVERSE POWER UNIT THAT CAN TILT DURING AN IMPACT |
| DE602006012172D1 (en) * | 2006-06-19 | 2010-03-25 | Ford Global Tech Llc | Suspension of a motor vehicle drive system |
| DE102006047297B4 (en) * | 2006-10-06 | 2012-05-16 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle with a floor assembly |
| DE102007060482A1 (en) * | 2007-12-14 | 2009-06-18 | Volkswagen Ag | Motor vehicle has technical mass arranged on subsurface between lateral longitudinal support structures of under body structure and supported forward by centre of middle longitudinal support opposite to front bumper |
| DE102008015182A1 (en) * | 2008-03-20 | 2009-09-24 | Volkswagen Ag | Arrangement of auxiliary frame in front end to support e.g. wheel suspension, in motor vehicle, has bar to support frame at vehicle component such that moment is applied on frame due to crash event and deviated on path defined by bar |
| DE102009024829A1 (en) * | 2009-06-13 | 2010-12-16 | Volkswagen Ag | Crash-optimized bumper bracket for body structure of vehicle, particularly motor vehicle, is made of small ductile material, and is formed by closed or open hollow section |
| DE102012025334B4 (en) * | 2012-12-21 | 2017-04-27 | Audi Ag | A structural component for a vehicle for receiving kinetic energy introduced in an energy introduction direction |
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| JPH01186429A (en) * | 1988-01-18 | 1989-07-25 | Mazda Motor Corp | Supporting structure for automobile power plant |
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| DE4426340B4 (en) * | 1994-07-25 | 2005-03-24 | Daimlerchrysler Ag | Motor vehicle with a passenger compartment and two adjoining the passenger compartment Vorbaaulängträgern |
-
1996
- 1996-09-06 DE DE1996136167 patent/DE19636167C1/en not_active Expired - Fee Related
-
1997
- 1997-09-04 WO PCT/DE1997/001939 patent/WO1998009863A1/en active Application Filing
- 1997-09-04 CA CA002236816A patent/CA2236816C/en not_active Expired - Fee Related
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9409601B2 (en) | 2012-12-14 | 2016-08-09 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle having an axle support |
Also Published As
| Publication number | Publication date |
|---|---|
| WO1998009863A1 (en) | 1998-03-12 |
| CA2236816A1 (en) | 1998-03-12 |
| DE19636167C1 (en) | 1998-01-29 |
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