DE102006036902A1 - Engine mount for e.g. body of motor vehicle, has outer structural part and chamber unit that form respective loading paths, where mount is arranged and adjusted such that it switches between paths on reaching threshold of control parameter - Google Patents

Engine mount for e.g. body of motor vehicle, has outer structural part and chamber unit that form respective loading paths, where mount is arranged and adjusted such that it switches between paths on reaching threshold of control parameter

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Publication number
DE102006036902A1
DE102006036902A1 DE200610036902 DE102006036902A DE102006036902A1 DE 102006036902 A1 DE102006036902 A1 DE 102006036902A1 DE 200610036902 DE200610036902 DE 200610036902 DE 102006036902 A DE102006036902 A DE 102006036902A DE 102006036902 A1 DE102006036902 A1 DE 102006036902A1
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DE
Germany
Prior art keywords
load
structural element
deformation
element
according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
DE200610036902
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German (de)
Inventor
Wolf Dr. Bartelheimer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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Filing date
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Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Priority to DE200610036902 priority Critical patent/DE102006036902A1/en
Publication of DE102006036902A1 publication Critical patent/DE102006036902A1/en
Withdrawn legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00Vibration-dampers; Shock-absorbers
    • F16F7/12Vibration-dampers; Shock-absorbers using plastic deformation of members
    • F16F7/127Vibration-dampers; Shock-absorbers using plastic deformation of members by a blade element cutting or tearing into a quantity of material; Pultrusion of a filling material
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D21/00Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15Understructures, 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
    • B62D21/152Front or rear frames
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00Vibration-dampers; Shock-absorbers
    • F16F7/12Vibration-dampers; Shock-absorbers using plastic deformation of members

Abstract

The invention relates to a structural element (1), in particular for a motor vehicle body, wherein the structural element is adapted and adapted to switch between two different load levels in response to the achievement of at least one threshold value of a control parameter.

Description

  • The The present invention relates to structural elements with variable deformation property and structures based on it.
  • Out DE 197 41 766 A1 is a foamed structure known for a vehicle. By introducing a gaseous, liquid or powdery medium into the foamed structure, its physical properties can be changed. As a result, it is possible, for example, to change the rigidity of a foam structure acting as an energy absorption element in a vehicle in accordance with the collision conditions. The thermal or acoustic properties of foamed surface elements can also be influenced. The force-displacement characteristic of the foamed structure can be changed according to the collision conditions (collision velocity, impact direction, collision object, etc.), so that ideally the stiffness and the energy absorption capacity can be adapted to the respective collision conditions. If, for example, the vehicle according to the invention is a vehicle with a high dead weight, a force-displacement characteristic with a correspondingly flat profile can be set by the invention in the event of a collision with a lighter vehicle (compatibility). Even in collisions with pedestrians or cyclists, a significant reduction in the stiffness of the energy absorbing element can reduce the impact on the weaker casualty. If, on the other hand, the vehicle hits against a stationary obstacle, the rigidity is correspondingly increased in the sense of maximum self-protection. Thus, an adjustable crush zone characteristic can be generated. The charging or discharging of the foamed structure is initiated by a so-called "pre-crash sensor" before or in the initial phase of a collision.
  • The foamed structure out DE 197 41 766 A1 has the disadvantage that it is relatively expensive to produce. In addition, it needs for adaptation external pumps to enter the medium in the foamed structure or let out. These pumps or similar must be powerful and therefore expensive to suitably adjust the foamed structure within the short time available between crash pre-detection and impact. The right attitude based on the pre-crash data also requires a considerable amount of computation during adjustments. In addition, this structure in their properties, eg. As the force-displacement curve, only preset, which leads to an adaptive behavior, but the force-displacement curve is similar to a 'bulk material' characteristic without qualitative change in behavior during deformation.
  • It is therefore the object of the present invention, a possibility to provide for the design of vehicle structures, which flexible, very easy and inexpensive to vehicle designs can be adjusted and which increased security regarding self protection of Driver as well as partner protection, as well as pedestrians can provide.
  • These The object is achieved by a structural element according to claim 1, a longitudinal structure according to claim 21, a vehicle according to claim 22 and a set of Vehicles according to claim 23 solved. advantageous Embodiments are in particular the dependent claims individually or in combination removable.
  • The The structure element is set up and adapted for response upon reaching at least one threshold value of a control parameter between two different deformation load levels of the structural element switch. In other words, in response to the achievement at least one threshold value of a control parameter between two switched different stiffnesses of the structural element for a deformation become.
  • The Switching happens - in Frame of inertia and reaction forces of the structural element - in particular suddenly, d. h., that an associated or Force Deformationsweg line a substantially stepped waste shows. In other words changes the load level of the structural element or its stiffness value essentially stepped. So if an inner and / or outer load path or rigidities change, by depending on the constructive solution the change the stiffness is fast or the system no inertia has a correspondingly rapid decrease or increase in the Total load levels. In practice, typically a few milliseconds until reaching a new load level. In a crash Depending on the load, typically between 60 and 150 ms are required until the car is standing.
  • Thereby this change the deformation property leaves the structural element flexible to different deformation scenarios to adjust. Particularly attractive is the also resulting adaptability to vehicles of different product lines and municipal vehicle structures, although the structural element then may need to be adjusted, but does not need to be redesigned.
  • The control parameter can be the deformation path of the structure element, the associated threshold value can then be, for example, a predetermined length on the deformation path of the structure turelements, so that depending on the deformation path, the load level is changed. In this case, the structural element can thus switch automatically.
  • One Another control parameter can be a pressure threshold value of a liquid be in a chamber of the structural element.
  • The Control parameters can but also be external parameters by a vehicle sensor be delivered, such as an impact velocity, an obstacle size or an obstacle type, an impact type, an impact angle, a time after impact and so on. This is particularly advantageous when using data of a so-called 'pre-crash' environment sensor, z. By radar, because then the sensor data already before or at the beginning of an impact can be used to to adapt the deformation structure to the type of impact, thereby a particularly flexible and effective impact protection is possible.
  • It can also different thresholds, possibly to different control parameters belong, switch different load levels, especially one after the other.
  • The Load levels and / or the threshold or thresholds may be structural adjustable, but then be firm and / or individually during an impact be adjustable.
  • It is particularly advantageous when the structural element is set up and adapted to, at the beginning of a deformation, a first load level show and with progressive deformation after reaching a threshold value associated with the deformation state (eg deformation length, pressure etc.) to switch to a second load level.
  • It but can also be advantageous if the structural element set up and adapted to it, before the beginning of a deformation on the basis an external control parameter (eg impact velocity, Obstacle size, impact type, impact angle, Time after impact beginning, etc.) from a first load level to switch a second load level. This makes it special possible, the Impact reaction of a vehicle (in particular imaged by its rigidity) between a pedestrian impact and a vehicle crash, and there again between a low velocity impact and to differentiate a high-speed impact.
  • For a pedestrian safety a very low rigidity is desired, but for self-protection a higher one Stiffness during of the entire impact. An ideal impact pulse also has one Stiffness drop on impact for self-protection and a reduced occupant burdens.
  • By the height the load levels are associated adjustable according to different stiffness levels.
  • advantageously, the structural element has an outer structural part and an inner chamber disposed therein with at least one therein contained chamber element, wherein the outer structural part has an outer load path forms and the chamber element initially forms an inner load path, and wherein the outer load path and the inner load path define the first load level, and the second, following Load level due to a weakening the inner load path is defined. After reaching the predetermined Threshold of the structural element thus causes the inner structural part a drop in rigidity of the structural element. In other In words, an inner load path 'collapses' at least down to a certain level, so that on the structural element acting force is now substantially absorbed by the outer structural part must be ('outer load path'), which makes this under higher Deformation and thus energy absorption deformed.
  • It is advantageous if the inner chamber element is a liquid is whereby switching between two load levels thereby that the liquid can not leave the inner chamber at the first load level (z. B. because an opening through a diaphragm and / or a valve is blocked), whereby by the liquid or the pressure in the liquid speed the inner load path is built, and that after reaching the Threshold the liquid leave the inner chamber (eg by rupture of the membrane or open the valve), which defines the second, lower load level, the inner load path is reduced by the pressure drop or completely will be annulled.
  • It can be particularly cheap be when the inner chamber has an opening by means of a closure element, in particular a membrane, sealed which is after reaching a pressure threshold of the liquid the opening releases.
  • It is particularly favorable if the height of the second load level is determined by a flow cross-section of a valve which determines the size of the opening of the inner chamber. As a result, for example, even before the impact, the second, possibly very early onset, load level for pedestrian safety can be set to a low value or occupant safety to a higher level. The switching can, as be already discussed above are determined by external sensor readings.
  • It can be cost effective Production but also be advantageous if the valve is a mechanical driven valve is after reaching a predetermined Deformationswegs is switched.
  • It is in particular for adjusting the structural element in front of a Impact beneficial when the valve is an electrically controllable Valve is by means of an external control signal between at least two flow cross sections switches.
  • It can also be cheap be when the height of the second load levels through a flow cross section of a puncture a boundary diaphragm of the inner chamber is determined according to Achieving a predetermined deformation path by means of a generated in the chamber piercing element is generated. This results in a particularly cost-effective and robust implementation.
  • It but may also be advantageous if the liquid is a rheological liquid is, its viscosity by means of an associated Field generating device is adjustable, so that at least one of Load levels can be adjusted by adjusting the viscosity. Then can z. B. often to dispense with a valve for adjusting the pressure drop. It is then particularly favorable, if the viscosity of the rheological fluid by means of an associated Field generating device is adjustable, so that the switching between load levels through a change the viscosity is adjustable.
  • It but also desired be that the chamber element at least one attached to the outer structural part Structural element is that by deformation the second load path of the first load level, the switching to the second load level by loosening at least one connection with the outer structural part happens. Very cheap the release happens of the chamber element by ignition a pyrotechnic connecting element. Advantage here is the simple constructive solution with already existing components. This arrangement is also while an impact by opening the lock switchable, resulting in improved self-protection and improved occupant protection results. This version is also suitable for impact speed controlled Solutions, whereby a preconditioned system can be created.
  • The Structural element can also be at least two areas different Having stiffness, each defining one of the load levels. The different stiffness can be Z. B. by different wall thickness the äuße ren structural part to reach. The control parameter can then z. B. the Deformationsweg and the threshold corresponds to the position on the deformation path of the transition between the two areas.
  • It may also be advantageous if the structural element an outer structural part and an inner chamber disposed therein with at least one therein comprising deflecting element, wherein the outer structural part has a load path on initial forms the first load level by means of a fold-fold deformation, and wherein after reaching a predetermined deformation path, the deflecting element deformation forces so in the outer structural part deflects that outer structural part a load path on the second, lower load level through transition forms a bending deformation.
  • All in all For example, the invention may be arranged between more than two Switch load levels and / or be set up between two load levels based on several independent thresholds switch.
  • It is also cheap if the structural element at least a part of a motor carrier, a chassis carrier or a Defoelements is. Defo elements typically represent the Connection between bumper cross member and Engine carrier.
  • in the The following is the invention with reference to embodiments schematically described in more detail.
  • 1 shows an oblique view of typical, known components of a vehicle structure.
  • 2 schematically shows a sectional side view of a motor carrier according to the invention;
  • 3 shows one to the engine mount 2 corresponding basic application of the engine mount 2 absorbed force or load in any units against the deformation in any units;
  • 4 schematically shows a sectional side view of another embodiment of a motor support according to the invention;
  • 5 schematically shows a sectional side view of another embodiment of a motor support according to the invention;
  • 6 shows one to the engine mount 5 corresponding basic application of the engine mount 5 absorbed force or load in any units against the deformation in any units;
  • 7 schematically shows a sectional side view of yet another embodiment of a motor support according to the invention;
  • 8th schematically shows a sectional side view of another embodiment of a motor support according to the invention;
  • 9 shows one to the engine mount 8th corresponding basic application of the engine mount 8th absorbed force or load in any units against the deformation in any units;
  • 10 schematically shows a sectional side view of yet another embodiment of a motor support according to the invention;
  • 11 shows one to the engine mount 10 corresponding basic application of the engine mount 10 recorded force or load in any units against the Deformationsweg in any units;
  • 12 schematically shows a sectional side view of another embodiment of a motor support according to the invention;
  • 13 schematically shows a sectional side view of yet another embodiment of a motor support according to the invention;
  • 14 shows one to the engine mount 13 corresponding basic application of the engine mount 13 absorbed force or load in any units against the deformation in any units;
  • 1 shows in an oblique view typical components of a partially drawn vehicle structure and typical load entries in a frontal impact.
  • at A front impact is typically a load entry on one engine support occur as indicated by A and the associated arrow. Further can a load entry on a support beam, B, and a wheel, C, occur. Other components include, for example a support bracket of a wheel housing D, an A-pillar E, a sill reinforcement K, a support G of a Front wall, a tunnel strike plate H, a heel plate I and a rear engine mount J.
  • In conventional Construction is a voting compromise of stiffness and load levels for those too fulfilling Requirements in the load cases or impact cases necessary. This is depending on the impact situation a previous structure at low impact speed too hard and for optimal absorption the energy at high speed too soft. Occupant protection systems (Beltsystem, airbag, etc.) are for minimizing the occupant loads to tune these non-optimal structural properties so that Even the overall system so far can not show optimal performance.
  • 2 shows a motor carrier 1 , which directly - at position x 2 to a passenger compartment 2 is articulated. The engine mount 1 is through a panel 3 at position x 1 in a front chamber 4 and a rear chamber 5 divided. The aperture 3 has an opening 6 for connection between front chamber 4 and a back chamber 5 , To seal the opening 6 is this with a membrane 7 Mistake. Additionally located in the opening 6 a controllable valve 8th , The front chamber 4 is with a fluid, here: a liquid 9 filled.
  • In a front impact shown here causes one on the front end 10 of the engine mount 1 force exerted at x 0 is a fold-buckling deformation of the engine mount 1 More precisely, a deformation of the liquid-filled front chamber 4 , The internal pressure generated by the deformation in the anterior chamber 5 opens the membrane after exceeding a presettable pressure threshold 7 (eg, these are tearing), and the fluid 9 flows through the valve 8th in the rear chamber 7 , and from there, if necessary, through another opening 11 outward. In this embodiment, the valve 8th be switched between two different flow cross sections. For better clarity, associated signal and power lines, as well as a control device used for control are not shown.
  • 3 shows one to the structure of 2 appropriate representation of a deformation behavior.
  • The total load level Fv, that of the front part of the engine mount 1 out 2 is taken from the load level Fvm of the front chamber 5 comprehensive part of the engine mount with the load level Ff1 through the fluid 7 with closed front chamber 4 together. In other words, the entire load path of the front part of the engine mount from x0 to x1 is from an outer load path through the structure of the engine mount 1 itself and an internal load path through the fluid-filled volume and is Fv = Fvm + Ff1.
  • In a collision with a sufficiently high force F on the front face 10 becomes next to the front part of the engine mount 1 as long as the load level Fv = Fvm + Ff1 deformed until the pressure of the fluid 9 through the compression of the anterior chamber 5 rises to a threshold at which the membrane 7 opens. This allows the fluid 9 from the front chamber 5 under pressure drop in the rear chamber 6 stream. The flow velocity and thus the pressure drop is due to the flow cross-section of the valve 8th adjustable in a first position. Due to the usually high deformation rate, the liquid remains 9 pressure and thus can continue to serve as a load path, but at a lower level Ff0, so that the engine mount now has a total load level Fv = Fvm + Ff0 <Fv = Fvm + Ff1.
  • Will be the valve in the following 8th so controlled that the flow cross-section further increases in a second position, the pressure of the liquid decreases 9 so far off that the fluid 9 is no longer suitable for receiving loads, so that the front part only a maximum load level of the actual engine mount 1 or the engine mount shell in this area of Fvm. In other words, the inner load path is eliminated. This means that the stiffness of the front part suddenly drops further and makes it easier to deform.
  • This deformation continues until the deformation covers the rear part of the engine mount from x1 to x2. Since the rear part is stiffer, the load level increases again to a maximum of Fhm. Will the engine mount 1 even further to the passenger cabin 2 (or another part of the vehicle structure) compressed, the deformation is mainly determined by their, usually much higher, rigidity.
  • The height Ff1, Ff2 of the internal fluid load paths in the front chamber 4 can be adjusted, for example, by changing the cross-sectional area and the volume of the front chamber 5 , by the type of fluid 7 (For example, more viscous or less viscous), through the flow cross-sections of the valve 8th , by the switching characteristic of the valve 8th , by the pressure threshold for opening the membrane 7 set etc.
  • By in the 2 and 3 As described, a structure which is particularly adaptable to various types of impact and impact levels is produced.
  • With a comparatively small force F, corresponding typically to a collision at low speed, at which the opening threshold value of the membrane 7 is not exceeded, the engine mount remains 1 comparatively stiff, so that a vehicle equipped with it is not significantly distorted.
  • With a comparatively large force F, corresponding typically to a collision at high speed, the motor support initially remains relatively stiff, but then leaves after opening the opening 6 easier to deform under absorption and dissipation of a considerable amount of impact energy. It thus forms an effective crumple zone. This happens until the deformation of the passenger compartment 2 approaching, which should deform little to occupant protection. Before the deformation of the passenger compartment 2 achieved, the deformation ability (increases the rigidity) decreases at the rear of the engine mount 1 again, to the passenger compartment 2 to protect itself from deformation.
  • In the illustrated arrangement gives the possibility of a stiffness of the engine mount 1 Almost immediately change significantly, a previously unknown flexibility in the crash design of vehicle structural parts.
  • Furthermore, results from the use of the electrically controlled valve 8th the hitherto unknown possibility, the opening of the valve 4 in response to any sensors mounted on the vehicle, such as pressure sensors in the front chamber 4 or strain and / or velocity sensors outside the engine mount 1 , which further increases the flexibility of this crash structure.
  • Furthermore, there is now the possibility of being able to use a structural element according to the invention, if necessary with only minor structural adjustments, for different production lines by adapting the opening property of the valve 4 .. This is particularly advantageous for vehicles of different variants within a vehicle class or production lines. In these, the basic structure is the same, but previously had to be comparatively complicated adjustments to take into account a higher weight, a higher speed, etc. are performed so that, for example, a mandatory occupant safety was guaranteed. With the above invention now only needs the valve 4 to be adapted, if necessary electronically.
  • In another method for operating the engine mount 1 (or eg a Defo box) becomes an electrically controlled valve 8th used. The valve 8th is set between different flow cross sections before an impact. The decision as to which flow cross-section is active is made in particular on the basis of the type of impact (eg with a pedestrian or a heavy obstacle), the impact speed (eg less than 20 km / h or greater than 20 km / h) and /or other parameters.
  • For example, if an (upcoming) impact with a pedestrian is detected by an external control system, the valve becomes 8th switched to a large passage to reduce stiffness and make the impact 'softer'. The membrane may in this embodiment (and, as the case may be, in other embodiments as well) merely hold the liquid 9 be used in the undeformed state, so that it breaks already at a very low internal pressure and the inner load path of the closed chamber 4 contributes little to the deformation property.
  • However, if the on-board sensors detect a collision with a heavier obstacle (vehicle, wall, etc.), the valve becomes 8th switched to a small passage, so as not to reduce the rigidity that the passenger compartment 2 can be damaged. The impact is' made harder.
  • In yet another embodiment, for example, a valve 8th be dispensed, whereby after opening the membrane 7 the load level Fv immediately drops from Fv = Fvm + Ff1 to Fv = Fvm. Flexibility is lost, but this embodiment is easier and less expensive.
  • Also the invention is not limited to the use of only one valve or on only two open positions of the valve. So z. B. also a valve with gradually variable Flow area be used, giving an even finer control provides.
  • In a further embodiment (not shown) is absent compared to that of 2 also the valve, however, the liquid is a rheological fluid, and the front chamber accommodating it is provided with appropriate means for establishing an electric and / or magnetic field through the rheological fluid. By setting the appropriate field strengths, the viscosity of the rheological fluid can be adjusted within a wide range. As a result, in particular after exceeding the threshold pressure necessary for opening the membrane, the flow velocity of the rheological fluid from the front chamber can be adjusted, and thus also the height of the remaining inner load path. This corresponds in effect to the presence of a valve, in particular a continuously variable valve. The valve can be switched for example by means of hydraulic cylinders (not shown). Depending on the design and materials used, it is also possible to dispense with the membrane.
  • Also are embodiments possible, where like, like that already discussed above, the viscosity of the rheological fluid already before a collision z. B. on the nature and strength of Impact is adjusted.
  • A Adjusting the system before impact is appropriate to all Embodiments with external circuit applicable ..
  • 4 shows a further embodiment of a motor carrier 12 , in the fundamental deformation or load behavior of the in the 2 and 3 similar embodiment shown.
  • In this embodiment, an increase in the flow cross-section is now achieved not by a circuit of a valve, but in that the diaphragm by means of a piercing element 11 at the front end wall 10 the front chamber 4 is attached, is broken, as indicated schematically by the curved arrows. If the engine carrier 12 that is pushed together by a certain deformation path, pushes the puncture element 13 on the (typically already through the destroyed membrane 7 open) aperture 3 and presses it so that the flow cross-section becomes larger. Due to the resulting enlarged Publ tion the liquid occurs 7 faster, especially after the head of the piercing element 13 the aperture 3 has passed through and only the narrow shaft in the opening 6 remains.
  • The shape of the piercing element 13 is not limited to the form shown, but may have all the skilled person known forms, for. B. with a chamber wall 10 directed tip.
  • This basically results in the already in 3 behaviors shown.
  • 5 shows a further embodiment of a motor carrier according to the invention 14 that compared to here 1 without further internal division with its entire interior a chamber 15 for receiving the liquid 9 forms. The chamber 10 has a valve 16 for selectively switching the flow cross section through the valve 16 on the opening leading to the outside 11 on. The opening 11 is through a membrane 7 sealed. This is the mode of action of the opening ( 11 )-/Valve( 16 ) - / membrane system similar to the analog system 2 ,
  • The advantage of the continuous chamber 15 opposite the compartmentalized chamber 2 is that the carrier 14 is simpler and thus cheaper to produce.
  • In a further embodiment (not shown) similar to 5 is missing in this regard, the valve, but here too, the liquid may be a rheological fluid, and the chamber 15 is equipped with appropriate means for establishing an electrical and / or magnetic field through the rheological fluid. By adjusting the corresponding electric or magnetic field strengths, the viscosity of the rheological fluid can be adjusted within a wide range. As a result, in particular after exceeding the threshold pressure necessary for opening the membrane, the flow velocity of the rheological fluid from the front chamber can be adjusted, and thus also the height of the remaining inner load path. This corresponds in effect to the presence of a valve, in particular a continuously variable valve. Depending on the design and materials used, the membrane can also be dispensed with here.
  • The deformation or load-bearing behavior of the crash structure 5 (and their described modifications) is in 6 shown in more detail, to which reference is now made. The engine mount 15 out 5 deforms similarly to the one in 3 behavior except that now the increase of the load level on fhm off 3 does not occur, the engine mount 15 or its shell has an equal rigidity over the deformation range x0 to x2. In the embodiment according to 5 thus increases only after reaching the passenger compartment 2 the stiffness again considerably. Thus, also for in the 5 and 6 illustrated engine mount 9 Achieves the desired "high-low-high" deformation or stiffness profile, with a (sufficiently strong) force application
    • - First, a comparatively high rigidity is present, in which, in another view, an inner and an outer load path to absorb the applied load, corresponding to a load level of, Fv (= Fvm + Ff1);
    • - after opening the membrane 7 and small cross-sectional opening of the valve 16 a pressure drop in the chamber 15 the stiffness there drops to a lower load level Ff0, so that the load level of the entire engine mount 14 falls to a load level Fv = Fvm + Ff0 <Fvm + Ff1;
    • - after switching the valve 16 on the larger flow area, the pressure drop in the chamber 15 the stiffness abruptly, corresponding to the elimination of the internal load deposit by the fluid 7 , the load level drops to Fvm; and
    • - When reaching the passenger compartment 2 the stiffness increases again or the load level increases to F (passenger compartment).
  • As with the ones to 2 and 3 In this case too, the valve structure can be dispensed with, which results in a drop in the load level from Fv = Fvm + Ff1 to Fv = Fvm. Also, the deformation behavior is similar for the rheological fluids.
  • Compared to the embodiments of the 2 and 3 Although a level in the load level is missing here, which makes the crash behavior less flexible, but makes the crash structure easier and cheaper.
  • The reason for the missing level, however, is not the fact that in the 2 and 3 the interior of the crash structure is subdivided while in 4 a single chamber is used, but that in the 2 and 3 the engine mount in the rear part or its shell (ie the outer load path) structurally has a higher load level than the shell in the front part (also corresponding to the outer load path). This can be z. B. by a higher wall thickness, etc. in the rear part (from X1 to x2) can be achieved. In further variations of the embodiment, the rear part of the engine mount may be formed, for example, without higher rigidity.
  • Analog can be characterized by structural stiffening of sections of the actual engine mount 5 one, possibly multiple gradation can be achieved.
  • 7 shows a further embodiment of a complete with a liquid 9 filled engine mount 17 in which, in contrast to the embodiment of 5 the valve is not controlled electronically, but a mechanical valve in the form of a sliding aperture 18 with two adjacent openings 19 . 20 with different diameter. The force F causes a fold-buckling deformation of the engine mount 17 , The internal pressure opens the membrane (without reference numeral) from a certain internal pressure, and the fluid 9 then flows through the opening 18 and through the smaller aperture 19 outward. If the deformation is the connection of the aperture 18 has reached, this is pushed in the direction of deformation and gives the larger opening 20 free, which further reduces the internal forces in the fluid load path. The deformation behavior can in turn by 6 basically described.
  • 8th shows a further embodiment of the structural element according to the invention in the form of a motor carrier 21 , with a deformation similar to that of 3 is very similar. However, in contrast to, in particular, too 2 the inner load path is not formed by a liquid, but by a mechanical structure consisting of two at the front 10 of the engine mount 21 hinged longitudinal struts 22 which exists on their ande ren side with inner side walls of the engine mount 21 by means of a pyrotechnically switchable element 23 about supports 24 are connected. The supports 24 lie at the transition between the front engine mount part 25 and rear engine mount part 26 at x1. Here is good to realize that the front engine mount part 25 and the rear engine mount part 26 in the outer load path are different in that they have a different deformation property.
  • The force F causes a collision-buckling deformation of the motor carrier in an impact 21 itself and the internal deformation structure 22 . 23 . 24 , Thus, at the beginning of Deforma tion an inner and an outer load path on the front engine support member 25 with Fv = Fvm + Ff present.
  • By ignition of the pyrotechnic element 23 opens the connection between engine mount 21 and the inner longitudinal struts 22 , whereby the load level Fv on the front of the engine mount part 25 , Ff, drops. When the connection is open, the longitudinal struts become 22 shifted in the direction of the deformation path without additional load. Will then the rear engine mount part 26 deformed, so the stiffness or the load level increases again on Fhm, since the rear engine mount part 26 as described, has a stiffer structure, e.g. B. due to a larger wall thickness. Alternatively, the same wall can be used, resulting in no increase in stiffness, but the load level Fv at nominal Fhm = Fvm remains.
  • To cover different vehicle weights in a product line, for example, adapted stiffness in the inner deformation element 22 . 23 . 24 be used.
  • 10 shows a further embodiment of a crash structure for achieving a step-like deformation behavior. Here is inside the engine mount 27 a mechanical structure 28 . 29 attached firmly to the inner sidewall of the wearer 27 is attached to the first caused by the impact fold-buckling deformation laterally in a bending deformation of the wall of the engine mount 27 to deflect, whereby their stiffness or load level decreases. In this embodiment, the mechanical internal structure is made of a bulkhead plate arranged transversely to the initial deformation direction 28 and one or more diagonally mounted bulkhead plates 29 constructed, with the diagonally arranged partition plates 29 in the deformation direction behind the diagonal, first partition plate 28 are arranged and with this and the side wall of the engine mount 27 are connected.
  • A force F thus initially causes a fold-buckling deformation of the engine mount 27 , If the deformation is the transversely arranged first partition plate 28 reached at x1, a force is applied transversely to the direction of deformation on the diagonally arranged partition plates 29 , With sufficient lateral force of the carrier kinks 27 lateral and changes its deformation behavior, whereby the load level decreases. This is schematically in 11 shown, wherein the fold-buckling deformation has a load level of Fv = Fa, and that of the kinked engine mount a load level of only Fv = Fb.
  • To obtain a fundamentally similar deformation behavior as in 11 a crash structure can also be shown in one embodiment 12 use. As with the in 10 embodiment shown here is the engine mount 30 by an internal mechanical element, here: by a one-sided stiffening 31 , changed in its qualitative deformation behavior, namely from a fold-buckling deformation to a bending deformation.
  • The force F first causes a fold-buckling deformation of the engine mount 30 , If the deformation at x1 is the one-sided stiffening 31 has reached, creates a transverse force, which leads to a bending of the carrier 30 leads. Here is the front end 10 of the engine mount 30 with a reinforcing element 32 provided so that not the front side 10 Excited before the bending deformation started. 3 , With sufficient lateral force, the carrier buckles and changes its deformation behavior, whereby the load level drops, as already schematically in 11 shown.
  • to support of the transition from a fold-bump into a bending deformation can in one other, not shown, embodiment For example, diagonal beads are used
  • 13 shows a further embodiment of a crash structure with step-shaped deformation behavior.
  • The engine mount 33 now has at its front end an at least partially conical opening 34 on, in which an insert element 35 is inserted, which may be itself functional part of the engine mount. The insert element 35 is longitudinally displaceable along the direction of deformation indicated here by the force F. The insert element 35 has a front, stiffer part 36 and a rear, less stiff part 37 on, in the undeformed state, the front part closes 36 an inner chamber 38 and stands here in this. Side of the opening 34 is the outer side wall of the engine mount 33 with reinforcements, z. B. circumferential reinforcing bands 39 , for lateral reinforcement of the engine mount 33 in this area equipped.
  • In an impact, the force F causes displacement of the insert element 35 in the outer fixed engine mount 33 , Upon contact of the conical surfaces of the insert element 35 with the reinforced wall of the engine mount 33 creates a high load level until the tapered portion of the insert element 35 through the opening 34 has been pushed, according to the in 14 shown load level Fv = Fk. In the further deformation path the load level drops to F1 ( 14 ), since now the insert element 35 is moved almost without drag and the load bearing only through the outer wall of the engine mount 33 happens. However, if the insert element 35 with the front, deformable part 36 the end wall 2 reached, comes through this part 36 added inner load path, so that the load level increases to Fm.
  • The load level Fk can, for example, by additional reinforcements, the outside of the engine mount 33 are attached, and by the rigidity of the front, deformable part 36 of the insert element 35 be varied, as in 14 indicated by the two arrows of Fk.
  • The The above exemplary schematic embodiments are not intended to limit the invention to the features shown. Much more are all embodiments of the invention, which fall within the scope of the appended claims.
  • For example can the load levels through design interpretations in a wide range changed can, too load conditions different sections are reversed. For example, load levels can between a front part and a rear part as needed a deformation fall, remain the same or rise. So can For example, a valve for controlling a discharge behavior a liquid also its flow cross section zoom in instead of zooming in as shown.
  • Also It is clear to the person skilled in the art that the embodiments encompassed by the invention not for use with a one-sided or even from scratch exerted Deformation limited are. The expert is in the design of the structural elements or Crash structure with knowledge of the basic teaching of the invention also more complex, z. B. multi-sided, force applications can take into account, for. B. by using conventional arithmetic aids, such. B. of finite element methods.
  • Of course it is the invention is not limited to the example selected for illustration engine mount, but includes all structural elements, which may be subject to deformation, in particular so-called Crash structures, which are used for the interpretation of a deformation behavior become. Other crash elements include z. B. rear carrier to Collision protection, parallel to the engine mount arranged support carrier and / or specially designed deformation elements, so-called "defo boxes". Especially, the invention suitable to be used with a deformation element, the one connection of a bumper cross member with the motor carrier produces.
  • Also is an equipment and installation of controls, sensors, electrical circuits (eg microprocessors, microcontrollers, etc.) and wiring, Power supply etc. known to the person skilled in the art and need not be carried out, although such elements are naturally present when needed.
  • With the switchable crash structures or impact structures is thus generally a cost effective Adjustment of the load levels to the vehicle weight for optimization the acceleration course and reduction of the occupant loads possible.
  • Also can with the use of switchable crash structures generally simplified and standardized restraint systems be used with the possibility reinforced Common parts and synergy parts for e.g. To use belt system and airbag in a product line for fulfillment the requirements for passive safety in laws and consumer protection tests.
  • Also is generally a compact front-end package with optimum use the available standing free impact path lengths possible.
  • With the introduction suitable front structures for the optimization of the acceleration curves to reduce the occupant load enable the switchable crash structures or impact structures at the beginning of the impact one possible high initial acceleration, in the middle time range or deformation course one as possible low vehicle acceleration and higher accelerations until the vehicle is stationary as in the middle range.
  • 1
    engine support 1
    2
    cabin
    3
    cover
    4
    front chamber
    5
    rear chamber
    6
    Opening the cover
    7
    membrane
    8th
    controllable Valve
    9
    liquid
    10
    front The End
    11
    further opening
    12
    engine support
    13
    Piercing element
    14
    engine support
    15
    inner chamber
    16
    Valve
    17
    engine support
    18
    displaceable cover
    19
    aperture
    20
    aperture
    21
    motor carrier
    22
    longitudinal strut
    23
    pyrotechnic element
    24
    supports
    25
    front Motor bracket portion
    26
    rear Motor bracket portion
    27
    engine support
    28
    first Schott sheet
    29
    second partition plates
    30
    engine support
    31
    one-sided stiffening
    32
    reinforcing element
    33
    engine support
    34
    Opening in engine support
    35
    insert element
    36
    front Part of the insert element
    37
    rear Part of the insert element
    38
    inner chamber
    39
    reinforcing straps
    A
    front engine support
    B
    support income
    C
    wheel
    D
    wheel housing
    e
    A column
    F
    force
    fa
    load level
    Fb
    load level
    Ff1
    load level through the fluid
    K0
    load level through the fluid
    Fhm
    load level the rear engine mount
    Fv
    Total load level the front engine mount
    fvm
    Outer load level the front engine mount
    G
    support beam
    H
    Tunnel striking plate
    I
    heel plate
    J
    rear engine support
    K
    Sill reinforcement.
    x2
    position at the passenger compartment
    x1
    position the aperture
    x0
    position the front end

Claims (23)

  1. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ), in particular for a motor vehicle body, characterized in that the structural element is adapted and adapted to respond to at least one threshold value of a control parameter between two different load levels (Fv, Ff1, Ff0, Fvm, Fhm; Fa, Fb; , F1, Fm) to switch.
  2. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to claim 1, characterized in that it is set up and adapted to have a first load level at the beginning of a deformation and to switch to a second load level with progressive deformation after reaching a threshold value associated with the deformation state.
  3. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to claim 1 or 2, characterized in that it is adapted and adapted to switch from a first load level to a second load level before the beginning of a deformation on the basis of an external control parameter.
  4. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 33 ) according to one of claims 2 or 3, characterized in that it comprises an outer structural part and an inner chamber ( 4 ; 15 ; 38 ) having at least one chamber member therein, wherein - the outer structural member forms an outer load path and the chamber member initially forms an inner load path, and wherein - the outer load path and inner load path define the first load level, and wherein the second, subsequent load level is defined by a weakening of the inner load path.
  5. Structural element ( 1 ; 12 ; 14 ; 17 ) according to claim 4, characterized in that the inner chamber element is a liquid ( 9 ), switching between two load levels, in that - the liquid ( 9 ) at the first load level the inner chamber ( 4 ; 15 ), whereby the liquid ( 9 ) the inner load path is established, and that after reaching the threshold value, the liquid ( 9 ) the inner chamber ( 4 ; 15 ), which defines the second, lower load level.
  6. Structural element ( 1 ; 12 ; 14 ; 17 ) according to claim 5, characterized in that the inner chamber ( 4 ; 15 ) an opening ( 6 ; 11 ), which by means of a closure element ( 7 ), which after reaching a pressure threshold value of the liquid ( 9 ) the opening ( 6 ; 11 ) releases.
  7. Structural element ( 1 ; 14 ; 17 ) according to one of claims 4 to 6, characterized in that the height of the second load level by a Strö cross section of a size of the opening of the inner chamber ( 4 ; 15 ) determining valve ( 8th ; 16 ; 18 ) is determined.
  8. Structural element ( 1 ; 14 ; 17 ) according to claim 7, characterized in that the valve ( 8th ; 16 ; 18 ) is a mechanically driven valve, which is switched after reaching a predetermined deformation path.
  9. Structural element ( 1 ; 14 ; 17 ) according to claim 7, characterized in that the valve ( 8th ; 16 ; 18 ) is an electrically controllable valve, which switches by means of an external control signal between at least two flow cross sections.
  10. Structural element ( 12 ) according to any one of claims 4 to 6, characterized in that the height of the second load level through a flow cross-section of a puncture by a limiting diaphragm ( 3 ) of the inner chamber ( 4 ), which after reaching a predetermined deformation path by means of a in the chamber ( 4 ) puncture element ( 13 ) is produced.
  11. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of claims 4 to 6, characterized in that the liquid ( 9 ) is a rheological fluid whose viscosity is adjustable by means of an associated field generating device, so that at least one of the load levels is adjustable by adjusting the viscosity.
  12. Structural element ( 1 ; 14 ) according to claim 11, characterized in that the liquid ( 9 ) is a rheological fluid whose viscosity is adjustable by means of an associated field generating device, so that switching between load levels is adjustable by a change in viscosity.
  13. Structural element ( 21 ; 33 ) according to claim 4, wherein the chamber element has at least one structural element attached to the outer structural part ( 22 . 23 . 24 ; 35 . 36 . 37 ), which by deformation forms the second load path of the first load level, wherein the switching to the second load level is done by releasing at least one connection with the outer structural part.
  14. Structural element ( 21 ) according to claim 13, wherein the release of the chamber element ( 22 . 23 . 24 ) by igniting a pyrotechnic connecting element ( 23 ) happens.
  15. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of the preceding claims, characterized in that it comprises at least two regions of different stiffness, each defining one of the load levels.
  16. Structural element ( 27 ; 30 ) according to one of claims 1 to 3, characterized in that an outer structural part and an inner chamber arranged therein with at least one deflecting element contained therein ( 28 . 29 ; 30 ), wherein - the outer structural part forms a load path initially to the first load level by means of a fold-fold deformation, and wherein - after reaching a predetermined deformation path, the deflection element ( 28 . 29 ; 30 ) Deflects deformation forces into the outer structural part so that the outer structural part forms a load path at the second, lower load level by transition to a bending deformation.
  17. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of the preceding claims, characterized in that it is adapted to switch between more than two load levels.
  18. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of the preceding claims, characterized in that it is arranged to switch between two load levels on the basis of a plurality of independent threshold values.
  19. Structural element ( 33 ) according to one of the preceding claims, characterized in that - there is an at least partially conical opening ( 34 ) into which an insert element ( 35 ) is inserted, which is displaceable in the deformation direction, and that - the insert element ( 35 ) a front, stiffer part ( 36 ) and a rear, less stiff part ( 37 ), and that - in the undeformed state of the front part ( 36 ) an inner chamber ( 38 ) and protrudes into it.
  20. Structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of the preceding claims, characterized in that it is at least a part of a motor carrier or a Defobox.
  21. Longitudinal structure of a motor vehicle, characterized in that this at least one structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of the preceding claims.
  22. Vehicle with at least one structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of claims 1 to 20.
  23. Set of vehicles from different product lines, each with at least one structural element ( 1 ; 12 ; 14 ; 17 ; 21 ; 27 ; 30 ; 33 ) according to one of claims 1 to 19.
DE200610036902 2006-08-04 2006-08-04 Engine mount for e.g. body of motor vehicle, has outer structural part and chamber unit that form respective loading paths, where mount is arranged and adjusted such that it switches between paths on reaching threshold of control parameter Withdrawn DE102006036902A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE200610036902 DE102006036902A1 (en) 2006-08-04 2006-08-04 Engine mount for e.g. body of motor vehicle, has outer structural part and chamber unit that form respective loading paths, where mount is arranged and adjusted such that it switches between paths on reaching threshold of control parameter

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610036902 DE102006036902A1 (en) 2006-08-04 2006-08-04 Engine mount for e.g. body of motor vehicle, has outer structural part and chamber unit that form respective loading paths, where mount is arranged and adjusted such that it switches between paths on reaching threshold of control parameter

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DE200610036902 Withdrawn DE102006036902A1 (en) 2006-08-04 2006-08-04 Engine mount for e.g. body of motor vehicle, has outer structural part and chamber unit that form respective loading paths, where mount is arranged and adjusted such that it switches between paths on reaching threshold of control parameter

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WO2010078988A2 (en) 2009-01-09 2010-07-15 Robert Bosch Gmbh Deformation element and method for controlling the deformation behavior of deformation elements in a vehicle
DE102010018689A1 (en) * 2010-04-29 2011-11-03 Volkswagen Ag Method for improving occupant protection in motor car during front crash, involves lowering force level of beam portion such that vehicle is delayed in lower range, so that occupants are coupled at restraint system
DE102010018691A1 (en) * 2010-04-29 2011-11-03 Volkswagen Ag Device for enhancement of protection of occupants in motor car during front crash, has longitudinal beam structure portions with different deformation resistance, where maximum forward displacement of occupants is delayed
DE102011102630A1 (en) 2011-05-27 2012-01-05 Daimler Ag Structural element for motor vehicle structure, has inner load path element pushed away from supporting element such that load path of inner load path element is separated from load path of outer load path element
DE102010050824A1 (en) * 2010-11-09 2012-05-10 Volkswagen Aktiengesellschaft Cross member arrangement, in particular Bodenquerträger- and / or Fußraumquerträgeranordnung, on a vehicle body, in particular on a motor vehicle body
DE102011116114A1 (en) 2011-10-15 2013-04-18 Volkswagen Aktiengesellschaft Deformation structure for motor car, has deformation elements arranged such that total load level on elements is dispersed, where elements are temporarily decoupled from each other with respect to introduction of force acting upon crash
DE102011084334A1 (en) 2011-10-12 2013-04-18 Robert Bosch Gmbh Structure component i.e. transverse structure, for adjusting rigidity of longitudinal beam of motor car, has fastening region introducing portion of crash energy from component into deformation zone to reduce rigidity of beam
DE102011056236A1 (en) * 2011-12-09 2013-06-13 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vehicle e.g. passenger car, has compensation device whose compensation element is arrangeable for compensating structural weakening part in compensation position and releasing weakening part in releasing position
DE102013020837B3 (en) * 2013-12-12 2015-05-28 Audi Ag Crash structure for a vehicle
DE102014208682A1 (en) 2014-05-08 2015-11-12 Bayerische Motoren Werke Aktiengesellschaft Body of a motor vehicle with a longitudinal member
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JP2012514724A (en) * 2009-01-09 2012-06-28 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh Deformation element and method for controlling deformation characteristics of deformation element in vehicle
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DE102010018691A1 (en) * 2010-04-29 2011-11-03 Volkswagen Ag Device for enhancement of protection of occupants in motor car during front crash, has longitudinal beam structure portions with different deformation resistance, where maximum forward displacement of occupants is delayed
DE102010018689A1 (en) * 2010-04-29 2011-11-03 Volkswagen Ag Method for improving occupant protection in motor car during front crash, involves lowering force level of beam portion such that vehicle is delayed in lower range, so that occupants are coupled at restraint system
DE102010050824A1 (en) * 2010-11-09 2012-05-10 Volkswagen Aktiengesellschaft Cross member arrangement, in particular Bodenquerträger- and / or Fußraumquerträgeranordnung, on a vehicle body, in particular on a motor vehicle body
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DE102011084334A1 (en) 2011-10-12 2013-04-18 Robert Bosch Gmbh Structure component i.e. transverse structure, for adjusting rigidity of longitudinal beam of motor car, has fastening region introducing portion of crash energy from component into deformation zone to reduce rigidity of beam
DE102011116114A1 (en) 2011-10-15 2013-04-18 Volkswagen Aktiengesellschaft Deformation structure for motor car, has deformation elements arranged such that total load level on elements is dispersed, where elements are temporarily decoupled from each other with respect to introduction of force acting upon crash
DE102011056236A1 (en) * 2011-12-09 2013-06-13 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vehicle e.g. passenger car, has compensation device whose compensation element is arrangeable for compensating structural weakening part in compensation position and releasing weakening part in releasing position
DE102011056236B4 (en) * 2011-12-09 2016-09-15 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vehicle
DE102013020837B3 (en) * 2013-12-12 2015-05-28 Audi Ag Crash structure for a vehicle
DE102014208682A1 (en) 2014-05-08 2015-11-12 Bayerische Motoren Werke Aktiengesellschaft Body of a motor vehicle with a longitudinal member

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Effective date: 20130806