DE102009000112A1 - Deformation element and method for regulating the deformation behavior of deformation elements in a vehicle - Google Patents

Deformation element and method for regulating the deformation behavior of deformation elements in a vehicle

Info

Publication number
DE102009000112A1
DE102009000112A1 DE200910000112 DE102009000112A DE102009000112A1 DE 102009000112 A1 DE102009000112 A1 DE 102009000112A1 DE 200910000112 DE200910000112 DE 200910000112 DE 102009000112 A DE102009000112 A DE 102009000112A DE 102009000112 A1 DE102009000112 A1 DE 102009000112A1
Authority
DE
Germany
Prior art keywords
deformation
stiffness
deformation element
container
rigidity
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.)
Withdrawn
Application number
DE200910000112
Other languages
German (de)
Inventor
Maja Ivanlic
Josef Kolatschek
Thomas Lich
Reiner Marchthaler
Herbert Prickarz
genannt Eisenwerth Kaspar Schmoll
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE200910000112 priority Critical patent/DE102009000112A1/en
Publication of DE102009000112A1 publication Critical patent/DE102009000112A1/en
Withdrawn legal-status Critical Current

Links

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
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24Arrangements for mounting bumpers on vehicles
    • B60R19/26Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/32Fluid shock absorbers, e.g. with coaxial coil springs
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24Arrangements for mounting bumpers on vehicles
    • B60R19/26Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R2019/262Arrangements for mounting bumpers on vehicles comprising yieldable mounting means with means to adjust or regulate the amount of energy to be absorbed

Abstract

A deformation element for energy absorption in a vehicle collision is proposed, which has a container (101) with at least one opening (114), wherein the container can be deformed for energy absorption. Furthermore, the deformation element has a medium (112) arranged in the container, which is designed to flow out through the at least one opening upon deformation of the container and a modulation device (320) which is designed to emit an outflow of the container as a function of a setting signal Medium through the at least one opening to control.

Description

  • State of the art
  • The The present invention relates to a deformation element according to claim 1, a method for energy absorption in a vehicle collision according to claim 6, a method for controlling the Deformation behavior of deformation elements in a vehicle according to claim 7, a control device according to claim 13, a computer program product according to claim 14 and an occupant protection system according to claim 15th
  • Disclosure of the invention
  • since The introduction of the passenger compartment has increased vehicle safety significantly further developed. In recent years have been important Advances in the active and passive safety of motor vehicles reached. Numerous measures such as improving the Body structures and restraint systems have contributed to this to reduce the number of people killed in road traffic.
  • there Much of the injury can be due to vehicle-vehicle front-end collisions be attributed to severe injury or death. Through the introduction of consumer protection tests and legal requirements with regard to frontal collisions with 100% or 40% overlap were able to make significant improvements in terms of reducing the consequences of accidents be achieved. As a result, however, other collision types move and topics in the foreground. One of these topics is partner protection or the crash compatibility.
  • in the The development of passive safety is self-protection in the foreground. This is the property of the vehicle, its own Occupants in vehicle-vehicle collisions as well as in collisions to protect with other objects.
  • In contrast, is the partner protection, this is the property of the vehicle, the occupants of the opposing vehicle in a vehicle-to-vehicle collision to protect, so the least possible aggressiveness to have.
  • Both Properties are united in crash compatibility. This combination denotes a high degree of self-protection at low aggressiveness to others Road users in such a way that the overall risk in the vehicle fleet is minimized. There is general agreement that an improvement Compatibility not at the expense of self-protection of individual Vehicles are allowed to go.
  • It can be shown on the basis of accident data that today's crash tests contributed to improvements in self-protection, However, this was accompanied by a slight decrease in partner protection. As a result of this development, it may become new in the future Consumer protection tests for the front load case come to to give more weight to compatibility.
  • Around in practice a higher compatibility of the vehicle In the future, the vehicle front structure will be preserved intervened. Some approaches in which the vehicle installed crash boxes are adapted to the situation, to ensure improved energy absorption, are already known and are hereafter referred to as prior art shown.
  • The EP 1 792 786 A2 describes a crash box of the conventional type. The crash box for integration between a bumper cross member and a vehicle longitudinal member of a motor vehicle is shown. The crash box has a housing-like deformation profile as a folded construction of sheet metal and a longitudinal member side flange plate. The flange plate is formed as part of the folding structure.
  • In the publication of M. Deimel, J. Franke and S. Löffler with the title "Development of a Frontend Module of a Low-Energy Consumption Vehicle" of October 2004 in the 15th Symposium "Design for X" An adaptive front structure has been proposed in which both extendable crash tubes are coupled by a wide cross member and additionally provided with a foam element. The functionality of the variant was checked by FEM calculations.
  • The Low-cost variant for implementing the crash energy has no foam deformation element on. In this case, corresponding crash boxes between cross members and longitudinal members of the vehicle are arranged.
  • at the high-end solution for the implementation of crash energy without the foam deformation element can between the cross member and body-mounted crash tubes arranged extendable crash tubes become.
  • in the Area of adaptive front structures already exist from the company Autoliv releases. Core is the stiffness to make the crash boxes adaptive. The crash boxes will be there adjusted before the collision, allowing a higher energy intake the front structure can take place. This means for example a soft front structure in collision with a pedestrian or a harder front structure during intrusion of a vehicle.
  • by virtue of the fact that the subject of compatibility entered the EuroNCAP consumer protection, the likelihood increases for the use of adaptive front structures / crash boxes in the Practice considering foresighted sensors.
  • in the Another is attempted in the course of self-protection, in a frontal crash a vehicle as much energy of the impact through to absorb the vehicle part located in front of the driver's cab. The absorption takes place by deformation of certain elements. This can better protect the occupants. In a crash, it is the goal that is available Crumple zone, that is specially for the destruction of the Kinetic energy provided space to use optimally. It is common in vehicle construction, so-called "crash boxes" too obstruct that perform exactly this task by targeted deformation behavior.
  • conventional Components that absorb the kinetic energy in the event of a crash, have defined material properties in terms of stiffness and Elasticity. Therefore, their deformation behavior and thus their absorption capacity is not variable.
  • In Recent years have seen important advances in the passive Safety of motor vehicles achieved. Numerous measures like the improvement of body structures and restraint systems have contributed to the number of people killed in road traffic to reduce.
  • To the Inmate protection is the principle by default the crumple zone used. They are in the collision area the vehicle certain components whose job it is through their Deformation energy dissipation. Usually, here Various elements with progressively increasing stiffness installed. For example, a system can consist of elements in the front structure, in the order of bumpers, bumper crossmember, Deformation element, longitudinal member and passenger compartment are arranged. The bumper is the element with minimal stiffness and the passenger compartment the element with the highest rigidity. The reason for this Type of construction are on the one hand the concerns of pedestrian protection (no High rigidity parts = hard parts on the vehicle front), the repair costs (at a 15 km / h crash is not the entire Front structure are deformed, but only a certain part with relatively low stiffness, which is easy to replace is), as well as the requirements of occupant protection (on the one hand sufficient Energy degradation, on the other hand, must definitely be a deformation of the passenger compartment are avoided).
  • in the Course of developments of passive safety is in addition to self-protection partner protection (compatibility) has come to the fore. The Compatibility has the goal in addition to a high degree Self-protection (protection of own occupants in case of collisions) protection the occupants of the opposing vehicle in vehicle-vehicle collisions. In both cases, the occupant load should be as low as to be possible.
  • Especially in a collision of a heavy vehicle with a lighter one Achieving this goal presents a challenge that should not be underestimated dar. The lighter vehicle is more limited in space as the heavier one. Accordingly, there is less space for a "crumple zone" for energy absorption available. For physical reasons, it is in such a collision just so that the lighter vehicle needs to absorb more energy as the heavier one. A commonly used method is because of such a collision, the heavier vehicle has a relatively less rigid crumple zone, and the lighter one a little stiffer. This ensures that In the lighter vehicle, the deformation does not reach the occupant area extends into it. However, it exists in other crash cases for the heavier vehicle a disadvantage. For example in a collision of this vehicle against a rigid obstacle Corresponds to occupant protection due to the softer crumple zone not the optimally achievable occupant protection. There is a higher one Risk of intrusion into the passenger compartment. Likewise exists for the lighter vehicle a disadvantage in such a collision. By the high rigidity of the crumple zone increases the deceleration values the structure and with them the load values for the Occupants.
  • One Another problem with vehicle collisions is the possible different degree of coverage. Usually If a vehicle front structure consists of two parallel longitudinal members, at the front each additionally a deformation element have. The rigidity of these components is designed so that in the event of a collision with partial coverage, ie such when not the whole vehicle front at the collision is involved and therefore only one of the longitudinal beam deformation elements is taken, enough energy is dissipated. finds however, the collision takes place so that both elements are hit, so with high coverage, which is now considered addition of the Individual stiffness of the elements resulting total rigidity unnecessarily high and leads to non-optimal occupant load values.
  • A method that tries to compensate for the above-mentioned disadvantages was z. B. presented by the company Autoliv. Depending on the load case, the stiffness of a deformation element of the situ adapted. Thus, it is possible within limits, for example, in a heavy vehicle in a collision with egg nem lighter vehicle to keep the rigidity of the deformation element low. On the other hand, in case of collision with a rigid obstacle by under-compression of the element, the rigidity can be increased. As a result, a better adaptation to the crash situation and thus improved occupant protection are possible.
  • Other companies also presented methods for adapting the rigidity of components to the crash situation. For example, there are ideas to achieve a change in rigidity by installing hydraulic elements. (see also: Vetter et al., Investigation of Adaptive Vehicle Body Structure Concepts with Respect to Crash Worthiness Requirements ", 6th International Symposium Airbag 2002, Karlsruhe 2002 ). The focus of all this publication, however, is mainly set in the field of technical realization of different stiffnesses.
  • One Disadvantage of the known non-adaptive method for the adaptation of Stiffness of components is the rigidity of a deformable Elements purely by their design d. H. Contour, material properties, Wall thickness and deformation properties is defined. The mechanical properties defined by the construction Elements or their stiffness ratios (difference between the stiffness of element 1 to element 2) such. B. between Crashbox and side members can afterwards no longer be modified. This results in a non-optimal protection the occupants, a higher weight and often higher Repair costs.
  • Of the Disadvantage of the known methods which use an adaptive structure is that the area in which the stiffness of a deformable Elements is meaningfully changed by the mechanical Resilience of the adjacent components is limited. Become z. B. the two elements crash box and side members considered, the stiffness of the crash box can only be increased so far until it is slightly lower than that of the side member. Would they will be further increased beyond would the side member now the element with low rigidity and would be under load accordingly Collapse before the crash box, with the result of significantly increased Damage costs and lower overall protection for the Occupants.
  • In front In this background, with the present invention, a deformation element, a method for energy absorption in a vehicle collision, a method for regulating the deformation behavior of deformation elements in a vehicle, a controller, a computer program product and an occupant protection system according to the independent ones Claims presented. Advantageous embodiments emerge from the respective subclaims and the following description.
  • The On the one hand, the invention is based on the recognition that an adaptable Crashbox makes sense, depending on their deformation behavior on the severity of an accident and thus dependent on the accident absorbing impact energy can vary. According to the invention a device providing a variable stiffness of the Crashbox allows.
  • A such variability of rigidity makes sense, since a very strong impact very much energy after pushing together the crashbox is left over and other elements, too the passenger compartment, must be absorbed.
  • at a slight impact is the available Way the crashbox, so the way along the crashbox together could be pushed, not fully exploited. In order to in turn will give the driver a hard acceleration or deceleration reasonable, which can lead to injuries.
  • advantageously, allows the approach according to the invention a stiffness matched to the crash energy to be absorbed to produce in the damper elements. An inventive device can realize the rigidity of the crashbox so that an adaptivity is guaranteed to the hardness of the crash. there The goal is to maximize self and partner protection.
  • outgoing Of these, the present invention provides a deformation element for energy absorption in a vehicle collision, with the following Characteristics: a container with at least one opening, wherein the container for energy absorption can be deformed; a medium disposed in the container that is formed is to order at a deformation of the container by the at least to escape an opening; and a modulation device, which is designed to be dependent on a setting signal an outflow of the medium through the at least one opening to control.
  • The deformation element can be a crash box that can be arranged in a crumple zone of a vehicle. The deformation element may be arranged so that the container of the deformation element is compressed in a collision of the vehicle. This allows the container to absorb collision energy. The container has a cavity in which the medium is arranged. In the medium it can be a fluid. Apart from the at least one opening, the container may be closed, so that the medium can flow through a deformation of the container exclusively through the at least one opening. The deformation behavior of the container depends on an outflow behavior of the medium. In particular, the deformation behavior depends on the flow velocity of the medium through the at least one opening and the size of the at least one opening. The faster the medium or a certain volume fraction of the medium can escape from the container, the lower the rigidity of the container and thus of the deformation element. The speed with which the medium can escape during a deformation of the container can be adjusted by means of the setting signal. Thus, the adjusting signal is formed to adjust the deformation behavior of the deformation element. In particular, the adjustment signal may be designed to adjust the stiffness of the deformation element. The deformation element may be coupled to a controller that provides the adjustment signal. The adjustment signal may be an electrical signal.
  • According to one Embodiment, the container at least two elements formed to be deformed at the deformation of Slide container into each other. It can be with the elements each act to sub-elements of a telescope. The Elements allow a controlled pushing together of the container.
  • The Modulation means may be configured to have a viscosity to adjust the medium. By changing the viscosity the flow velocity of the medium through the at least an opening will be changed.
  • The Medium can be a magneto-rheological fluid and the modulation device can be configured to provide a magnetic field. One size and direction of the magnetic field can be controlled by the adjustment signal become. By means of the magnetic field, the viscosity of the magneto-rheological fluid can be adjusted.
  • According to one Embodiment, the deformation element may comprise a membrane, which is designed to hold the at least one opening up to close the deformation of the container. Thus, escape of the medium before the collision can be prevented become.
  • The The present invention further provides a method of energy absorption in a vehicle collision, comprising the steps of: providing a Container having at least one opening, wherein the Container for energy absorption can be deformed; Providing a medium arranged in the container, which is adapted to a deformation of the container to escape through the at least one opening; and providing an adjustment signal that is configured to an outflow of the medium through the at least one opening to control.
  • The The invention is further based on the finding that a regulation of Stiffness of deformation elements improves a vehicle can be, by the stiffness of cooperating deformation elements be regulated together. In this way, the deformation properties a plurality of deformation elements, for example, in a crumple zone of the vehicle are arranged, are coordinated.
  • According to the invention a coordinated electronic control of the stiffnesses of at least two adaptive mounted in series in a vehicle Deformation elements via a command and evaluation unit in a control unit possible, with information about an accident situation from a crash evaluation unit is used.
  • The Invention is always applicable if more than one controllable Element for energy reduction is installed in a vehicle. According to the invention the regulation of the individual stiffnesses of the different elements in the way that on the one hand the course of the overall rigidity one specifiable pattern follows, on the other hand by the technical realization optimally utilized given achievable stiffness range becomes. It should control the stiffness depending on the type of crash provide the best possible protection for the occupant. Furthermore, the scheme should have good compatibility properties offer when it comes to partner protection (vehicle-vehicle crash and / or vehicle-pedestrian crash). Thus, can the overall protective effect for the occupant increases and the damage costs are kept low.
  • Based on this, the present invention further provides a method for controlling the deformation behavior of deformation elements in a vehicle, comprising the following steps: receiving crash information via an interface; Determining a first stiffness of a first deformation element and a second stiffness of a second deformation element based on the crash information such that the first stiffness is less than the second stiffness; and providing an adjustment signal to an interface, wherein the adjustment signal is adapted to apply the first deformation element to the first stiffness and the second deformation element to the second Adjust stiffness.
  • The Crash information can, for example, information about have a crash type or a crash configuration. The crash type or the crash configuration as output variable for the regulation according to the invention can be detected for example by a pre-crash sensor. The Deformation can thus in a crumple zone of the Vehicle be arranged such that the first deformation element in time begins before the second deformation element with the absorption of the crash energy. For example, the second deformation element between the first deformation element and a passenger compartment of the vehicle be arranged. To ensure the predetermined absorption order the first stiffness is less or at least equal to the second Stiffness adjusted. From the invention Control system determined necessary rigidity for the individual deformation elements can by suitable technical Systems are implemented. For example, a possible Pressurization with a hydraulic system or the Providing an adjustment voltage or current setting in an electrical system. For example, the Deformation on the invention Deformation element based, so that the adjustment signal the rigidity can control the deformation elements via a magnetic field.
  • According to the invention the first stiffness of a predetermined for the first deformation element Stiffness range and the second stiffness of a for the second deformation element predetermined stiffness range be determined. The stiffness ranges of the first and the second Deformation elements may overlap. Consequently The stiffnesses can come from the largest possible Range of values can be selected for optimal adaptation allow the deformation elements to an accident.
  • According to one Embodiment may be based on determining the second stiffness done on the crash information and the first stiffness. Consequently The second stiffness can be calculated algorithmically from the first stiffness be determined. Such a procedure can be done with little effort will be realized.
  • According to one In another embodiment, the method may include a step of receiving another crash information about the interface, a step of determining a further first stiffness of the first deformation element and a further second rigidity the second deformation element, based on the further crash information, so that the more first stiffness is less than the other second Stiffness is and a step of providing another Adjustment signal to the interface include, with the other Adjustment signal for adjusting the first deformation element to the further first stiffness and to the setting of the second Deformationselements suitable for the further second stiffness is. In this way, the stiffnesses can be continuously, adapted taking into account current crash information become.
  • The The method may include a step of receiving occupant information include the interface, wherein determining the second stiffness based on the occupant information. Thus, the maximum Rigidity of the deformation elements, including information about an occupant of the vehicle can be adjusted. Be the stiffnesses adapted in particular by more than two deformation elements the rigidity of that deformation element based on the Occupant information is set to be the smallest distance to the passenger compartment or to the occupant has.
  • The The method may further include a step of determining another one Include stiffness of a further deformation element, so that the second stiffness is less than the further stiffness, wherein the adjustment signal for adjusting the further deformation element suitable for further rigidity. Thus, the inventive Method for controlling one of three or more deformation elements existing absorption system can be used.
  • The The present invention further provides a controller that is formed to the inventive method for regulating the deformation behavior of deformation elements in a vehicle. Also by this embodiment the invention in the form of a control device can that of the invention underlying task solved quickly and efficiently become.
  • Under a control device can in the present case an electrical device be understood, the sensor signals processed and in dependence of which outputs control signals. The control unit can have a Have interface that formed hardware and / or software can be. For a hardware training For example, the interfaces can be part of a so-called System ASICs, the various functions of the controller includes. However, it is also possible that the interfaces own integrated circuits are or at least partially off consist of discrete components. In a software-based Training, the interfaces may be software modules, for example, on a microcontroller in addition to other software modules available.
  • From Advantage is also a computer program product with program code, the on a machine-readable medium such as a semiconductor memory, stored in a hard disk memory or an optical memory is and to carry out the method according to one of used in the above-described embodiments, if the program is running on a controller becomes.
  • The The invention will be described below with reference to the accompanying drawings exemplified in more detail. Show it:
  • 1 a deformation element according to a first embodiment of the present invention;
  • 2 a further view of the deformation element according to the invention;
  • 3 a perforated plate of the deformation element according to the invention;
  • 4 a cross section through the perforated plate of the deformation element according to the invention;
  • 5 a schematic representation of deformation elements according to an embodiment of the invention;
  • 6 a schematic representation of a typical curve of component stiffness at a crumple zone;
  • 7 a schematic representation of the assigned by a simple adaptive control stiffness range of a deformation element;
  • 8th a schematic representation of the assigned by an adaptive control stiffness range of a deformation element, according to an embodiment of the present invention;
  • 9 a diagram of a method for regulating the deformation behavior of deformation elements, according to a first embodiment of the invention;
  • 10 a diagram of a method for regulating the deformation behavior of deformation elements, according to a second embodiment of the invention;
  • 11 a diagram of a method for regulating the deformation behavior of deformation elements, according to a third embodiment of the invention; and
  • Same or similar elements can be found in the following Figures provided by the same or similar reference numerals be. Further included in the figures of the drawings, their description and the claims numerous features in combination. a It is clear to a person skilled in the art that these features are also considered individually or they become further combinations not explicitly described here can be summarized.
  • 1 shows a sectional model of a side view of a deformation element in the form of a crash box, according to an embodiment of the present invention. The deformation element has a container 101 on. The container 101 is through a headboard 103 , a foot part 105 and telescope walls 107 educated. The telescope walls 107 are between the headboard 103 and the foot part 105 arranged. According to this embodiment, the telescopic walls 107 five telescopic elements that can be pushed into each other. The headboard 103 can be designed as a plate. arrows 110 indicate a force direction of a force that can act on the deformation element in a collision of the vehicle. By the force of the container 101 in the direction of the foot part 105 pushed together. Inside the container 101 can be a medium 112 be arranged. If the container is pushed together, the medium can 112 through at least one opening of the container. The at least one opening may be in the foot part 105 be arranged of the container. According to this embodiment, the foot part is a perforated plate 105 formed having a plurality of openings 114 having. At the openings 114 These can be fluid channels or holes. A membrane 106 can on an outside of the perforated plate 105 be arranged around the openings 114 the perforated plate 105 to close. Furthermore, the deformation element can have a discharge channel 116 with a stretchable collection bubble 118 exhibit. The membrane 106 can between the perforated plate 105 and the outflow channel. The membrane 106 may be configured to be at a deformation of the container 101 for the medium 112 to become permeable or tear, so that the medium 112 from the interior of the container 101 through the openings 114 in the spillway 116 can flow.
  • 2 shows a view of an end face of the in 1 shown deformation element. Shown are the telescopic cylinders 107 with the perforated plate 105 , The perforated plate 105 forms a conclusion for the telescope cylinder 107 , A plurality of holes 114 is in the perforated plate 105 arranged. The perforated plate 105 and the holes 114 each have a round cross-section. The medium is not shown.
  • 3 shows a plan view of the perforated plate 105 of in 1 Deformationsele shown management. In the perforated plate 105 are energetic coils 320 arranged. Each of the holes 114 can one of the coils 320 be assigned so that one of the coils 320 generated magnetic field at least on that in the holes 114 may act medium. According to this embodiment, each of the holes 114 from a coil 320 surrounded. The spools 320 can by means of electrical cables 322 be contacted. A current flow through the electrical lines 322 can the magnetic field of the coils 320 Taxes. The electrical wires 322 can in turn be controlled by a control unit. According to this embodiment, the coils 320 connected in series.
  • 4 shows a cross section through the in 3 shown perforated plate 105 , The holes of the perforated plate 105 are with the medium 112 filled in and unilaterally through the membrane 106 locked. Windings of the coils 320 can inside the perforated plate 105 be arranged and run along the holes.
  • The 1 to 4 show an embodiment of the deformation element according to the invention based on a cylindrical realization. A box 101 , consisting of several cylinders 107 that can be pushed into each other is using a magneto-rheological fluid 112 filled. The liquid 112 fills the box 101 out and is also in the fluid channels 114 the foot plate 105 , So that the liquid 112 even in the de-energized state does not "run" out of the crash box is the "destructible" membrane 106 behind the perforated plate 105 fixed. The perforated plate 105 also allows other than the opening shapes shown. Similarly, the number as well as the diameter of the holes 114 be shaped differently. Likewise, the shape of the box 101 consist of other not necessarily cylindrical components. For example, a triangular shape is possible. In addition, the drainage channel 116 also be driven by a pump, so that a kind of suction device the medium 112 collects and provides in a container.
  • The device according to the invention makes it possible to adjust the rigidity of a crash box. In particular, a modulation of the deformation behavior of crash boxes by means of the magneto-rheological fluid 112 possible. The variability becomes according to the described embodiment by the rheological fluid 112 reached. Other media can also be used. The structure of the crash box allows for a telescopic arrangement, so that a single component moving into each other 107 this crash box is possible.
  • The operation of the device according to the invention is that the crash box in a crash in the direction of force 110 is pushed together. This becomes the magneto-rheological fluid 112 through the channels 114 the perforated plate 105 pressed. The in the perforated plate 105 built-in coils 320 can be supplied with current and, depending on the current intensity, lead to a scalable magnetic field.
  • By energizing and the structure of the magnetic field, the fluid 112 , depending on the current supply and the magnetic field caused thereby, more viscous, so that the squeezing of the liquid 112 through the perforated plate channels 114 is difficult. Thus, the rigidity of the entire crash box can be varied.
  • Of the inventive approach can be used on all vehicles can be used, which have or can include a crash box.
  • 5 shows a schematic representation of deformation elements that may be involved in a collision energy reduction. The deformation elements can be arranged in the vehicle front of the vehicle and divided into several areas.
  • Shown is a plan view of the vehicle, wherein the braces each comprise the region of a deformation element. A first deformation element 1101 may for example comprise a cross member and have a first stiffness K1. A second deformation element 1102 For example, it may include one or two opposed crash boxes and have a second stiffness K2. A third deformation element 1103 For example, it may comprise one or two opposite side rails and have a third stiffness K3. A fourth deformation element 1104 may for example comprise a bulkhead and have a fourth stiffness K4. Further deformation elements 1105 can be provided.
  • The individual deformation elements have different stiffnesses, whereby the stiffness height increases from the front of the vehicle towards the rear, that is to say in the direction of the passenger compartment. Thus applies to the stiffness of the deformation elements 1101 . 1102 . 1103 . 1104 . 1105 :
    K1 <K2 <K3 <K4 <K Next
  • These Stiffness ratios or graded increase in stiffness Towards the stern are an important requirement for one mechanically correct deformation process of all deformation elements during the crash course.
  • 6 shows a schematic representation of a typical course of component stiffness in a crumple zone. On the abscissa is the rich Deformation and plotted on the ordinate the stiffness of the dereformation. The first element 1101 has the first stiffness K1, the second element 1102 the second stiffness K2, the third element 1103 the third stiffness K3 and the fourth element 1104 the fourth stiffness K4.
  • This means that in a frontal collision, first the cross member 1101 is deformed, then by folding the crash box 1102 Part of the energy is absorbed and, finally, by the folding process of the side member 1103 the rest of the energy dissipated.
  • If, for example, the stiffness K3 of the longitudinal member 1103 less than the stiffness K2 of the crashbox 1102 (K3 <K2) so would the crash box during the crash 1102 do not fold but instead the side member 1103 , Maybe this would buckle due to the lower stiffness. As a result, much less energy would be absorbed by the deformation elements.
  • This in turn would lead to stronger intrusions in the Lead passenger compartment and thus to greater occupant injuries. Likewise, with higher vehicle damage and higher repair costs.
  • 7 shows a schematic representation of the assigned by a simple adaptive control stiffness range 1320 for the second element 1102 , The abscissa again shows the direction of the deformation and the ordinate the stiffness of the deformation elements. The stiffness range 1320 is disposed between the rigidity K1 and the rigidity K2 '. The maximum stiffness K2 'of the second element 1102 must not be greater than the rigidity K3 of the third element 1103 become. Thus, the stiffness range 1320 of the second element 1102 strongly restricted to the top.
  • 8th shows a schematic representation of assignable by the inventive adaptive control stiffness ranges, according to an embodiment of the present invention. The abscissa again shows the direction of the deformation and the ordinate the stiffness of the deformation elements. In particular, a stiffness range 1420 for the second element 1102 and a stiffness range 1422 for the third element 1103 shown. The maximum stiffness K2 'of the second element 1102 now, since the stiffness K3 of the third element 1103 depending on K2 'to K3', a much wider range of stiffness is available.
  • According to the invention, the control on the one hand, the appropriate stiffness for each deformation element 1101 . 1102 . 1103 . 1104 adjust and on the other hand regulate the stiffness ratio between the deformation elements. This is the stiffness range 1420 , which is available for adaptation to the accident situation is significantly larger.
  • Of the The beginning of a collision can be via an airbag deployment electronics be recognized. From the data available there, the Tripping electronics by means of a suitable algorithm (eg by means of a classification method or by means of a AIDA algorithm) determine the crash type. This can be z. B. the information whether it is a collision with full or one with less coverage is. Likewise, here also information about the Hardness of the collision partner. It is also possible information about the collision speed to convey. Information from precrash systems (RADAR, LIDAR) can be fed in here as well as information from a vehicle vehicle communication. In particular, it makes sense for example, to transmit the mass of the collision partner.
  • In the other parts, in particular in the determination of the stiffness the individual deformation elements, the inventive System can be implemented in various forms.
  • 9 shows a representation of the operation of a system according to the invention, according to a first embodiment of the invention. This is an embodiment without direct feedback.
  • In a first process step 1501 Crash information is provided or determined. The crash information may include, for example, information about the crash type or the crash speed. The crash information is sent to a database 1502 provided. The database may have an association between the crash information and appropriate stiffnesses of the deformation elements. In a further process step 1503 is based on the crash information and information from the database 1502 a specification of the target stiffnesses K1 ', K2', K3 'for the first, the second and the third element, so that K1'<K2'<K3<K4 is maintained. The specification of the target stiffnesses can be done by reading values from the database 1502 or by calculation. In further process steps, a setting takes place 1504 of the first element to the rigidity K1 ', a set 1505 of the second element to the stiffness K2 'and a set 1506 of the third element to the rigidity K3 '. The setting of the elements can be done by providing a corresponding adjustment signal.
  • In the hand of 9 Implementation shown, an electronic circuit in the step 1503 via the database 1502 the to the crash information 1501 determine suitably adapted stiffnesses K1 ', K2', K3 '. As a crash type, the collision with half overlap on a very massive obstacle such. B. a truck or a tram is present, it may be useful, for example, the first, second and third element to the maximum technically possible stiffness K1 ', K2', K3 'to regulate. The values for K1 ', K2' and K3 'are fixed. However, the rigidity of the elements can also be set to any other fixed predetermined combination K1 ', K2' and K3 ', depending on the load case and the desired associated stiffness curve, as well as the requirement K1'<K2'<K3'<K4. Due to the large range of values for the stiffnesses in which the stiffnesses of the first, second and third elements and thus the entire vehicle structure involved in the crash can be set, the advantage of the method according to the invention over the conventional method of controlling only a single component is clearly shown.
  • 10 shows a representation of the operation of a system according to the invention, according to a second embodiment of the invention. In this case, an internal calculation of the stiffnesses of the second and third deformation element takes place.
  • In a first process step 1501 In turn, the crash information is provided or determined, which may include, for example, information about the crash type or the crash speed. The crash information is sent to a database 1502 provided. In a third process step 1603 Based on the crash information and information from the database 1502 a specification of the target stiffness K1 '. Before a bet 1504 of the first element to the stiffness K1 ', a set 1505 of the second element to the stiffness K2 'and a set 1506 of the third element to the rigidity K3 'according to this embodiment, further method step for determining the stiffnesses K2' and K3 'performed.
  • In one step 1611 a comparison is made between the stiffnesses K1 'and K1. If K1 'is not greater than K1, it will be in one step 1612 the stiffness of the first element left unchanged. On the other hand, if K1 '> K1, then in the step 1504 , the first element is set to the value K1 '.
  • In one step 1613 a comparison is made between the stiffnesses K1 'and K2. If K1 'is not larger than K2, it will be in one step 1614 the stiffness of the second element left unchanged. If, on the other hand, K1 '> K2 holds, then it will be in one step 1615 the stiffness K2 'is calculated so that K2'> K1 '. In the step 1505 Finally, the second element is set to the value K2 '.
  • In one step 1616 a comparison is made between the stiffnesses K2 'and K3. If K2 'is not larger than K3, it will be in one step 1617 the stiffness of the third element left unchanged. On the other hand, if K2 '> K3 is true, then it will be in one step 1618 the stiffness K3 'is calculated so that K4>K3'> K2 '. In the step 1506 Finally, the third element is set to the value K3 '.
  • In the hand of 16 As shown, only the value K1 'for the rigidity of the first element can be specified via the database. The stiffnesses K2 ', K3' of the other elements can result from K1 'according to the calculation rule shown.
  • Of the Advantage of this method is the low cost in the Application. It does not have to be concrete combinations of Stiffnesses of the first, second and third elements are given, but only values for the first element. The stiffnesses of the second and third elements automatically become algorithmic determined from this and the second and third elements can accordingly be controlled.
  • 11 shows a representation of the operation of a system according to the invention, according to a third embodiment of the invention. In this case, an internal dynamic calculation of the stiffnesses of the second and third deformation element takes place.
  • According to the on hand of 10 described embodiment is in the first process step 1501 provides or determines the crash information, which may include information about the crash type or the crash speed, for example. The crash information is sent to the database 1502 provided. Furthermore, a dynamic additional information 1701 provided. The dynamic additional information 1701 For example, it may include information about crash history, acceleration or deceleration. In the third process step 1603 is based on the crash information, the information from the database 1502 as well as the dynamic additional information 1701 a specification of the target stiffness K1 '. Before putting 1604 of the first element to the stiffness K1 ', the setting 1605 of the second element on the stiffness K2 'and the setting 1606 of the third element to the rigidity K3 'are the on hand of 16 described wei teren process step 1611 . 1612 . 1613 . 1614 . 1615 . 1616 . 1617 . 1618 for determining the stiffnesses K2 'and K3' performed.
  • The in step 1750 summarized process steps 1603 . 1604 . 1605 . 1606 . 1611 . 1612 . 1613 . 1614 . 1615 . 1616 . 1617 . 1618 . 1701 are traversed in each computing cycle according to this embodiment. The individual computing cycles may be performed continuously at predetermined time intervals or in response to predetermined events.
  • The on hand of 11 described implementation is similar to that of the hand of 10 described. However, two modifications are done. First, there will be additional information 1701 used. This can z. For example, instantaneous values of acceleration, deceleration up to the present time, or other dynamic and temporally variable quantities. On the other hand, the calculation for specifying the rigidity K1 'of the first element and the stiffnesses K2', K3 'of the other elements calculated therefrom are then carried out in each computing cycle. Ie. the rigidity of the system can be performed dynamically to the load case in this way. This is advantageous, for example, in cases in which the complete crash information is not available at the beginning of the collision. Here then the stiffnesses K1 ', K2', K3 'can be dynamically adapted to the collision course.
  • The on hand of the 9 to 11 described embodiments are chosen only by way of example. In particular, the number of components involved is not limited to three. The number of involved components must be at least two, but may be larger.
  • Further The system can also be in equivalent form in the vehicle side and / or used at the rear of the vehicle. The components involved are for the side, for example, sills, elements of A and B pillars and as inventive further implementation, components of the seat.
  • It It is also conceivable that in the case of a frontal collision, the stiffness the pairs (left and right) components available asymmetrically be set. For example, in a one-sided Collision only the elements of the collision side are controlled. For example, in a frontal collision, one side may be dependent be deliberately weakened by the seat occupancy. Thereby can be achieved that may occur intrusion on the side of the interior takes place where there is no occupant. This allows an additional energy reduction, which can benefit the occupant on the other side of the vehicle.
  • According to one Another embodiment may, for. For example, a value for the rigidity K5 of a fifth deformation element the load capacity of the occupant be given. The component K4 can be interpreted as belt force. K1, K2 and K3 can refer to the vehicle structure. If in this case force levels and stiffnesses made comparable by suitable calculation methods may be, the scheme may include an adjustable Gurtkraftbegrenzers done so that the maximum load values of the occupant, on the one hand, are not exceeded, on the other hand the available control range but optimally utilized can be. In addition, K5 can still from the state be made dependent on the occupant. So, for example the age, the sex, the size, the mass or the bone density of the occupant.
  • Also It may be advantageous, the evaluation and control device for the deformation elements in the same control unit as the restraint system driver.
  • Of the inventive approach can be used in all vehicles together with a crumple zone formed from a plurality of adaptive elements be used.
  • The described embodiments are only exemplary chosen and can be combined with each other. In particular, the inventive method for regulating the deformation behavior of deformation elements in a vehicle with the deformation element according to the invention combined for energy absorption in a vehicle collision to an occupant protection system become. Similarly, the method of control is not based on structural components of the vehicle is limited, but can also properties of Inmates and the restraint system.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.
  • Cited patent literature
    • EP 1792786 A2 [0009]
  • Cited non-patent literature
    • - M. Deimel, J. Franke and S. Löffler entitled "Development of a Front End Module of a Low-Energy Consumption Vehicle" of October 2004 in the 15th Symposium "Design for X" [0010]
    • - Vetter et al., Investigation of Adaptive Vehicle Body Structure Concepts with Respect to Crash Worthiness Requirements ", 6t International Symposium Airbag 2002, Karlsruhe 2002 [0023]

Claims (15)

  1. Deformation element for energy absorption in a vehicle collision, comprising: a container ( 101 ) with at least one opening ( 114 ), wherein the container for energy absorption can be deformed; a medium arranged in the container ( 112 ) configured to flow out through the at least one opening upon deformation of the container; and a modulation device ( 320 ), which is designed to control an outflow of the medium through the at least one opening depending on a setting signal.
  2. Deformation element according to claim 1, in which the container ( 101 ) at least two elements ( 107 ), which are adapted to slide in the deformation of the container into each other.
  3. Deformation element according to one of the preceding claims, in which the modulation device ( 320 ) is adapted to a viscosity of the medium ( 112 ).
  4. Deformation element according to one of the preceding claims, in which the medium ( 112 ) is a magneto-rheological fluid and wherein the modulation means ( 320 ) is configured to provide a magnetic field.
  5. Deformation element according to one of the preceding claims, with a membrane ( 106 ), which is formed around the at least one opening ( 114 ) until the deformation of the container ( 101 ) to close.
  6. A method of energy absorption in a vehicle collision, comprising the steps of: providing a container ( 101 ) with at least one opening ( 114 ), wherein the container for energy absorption can be deformed; Providing a medium arranged in the container ( 112 ) configured to flow out through the at least one opening upon deformation of the container; and providing an adjustment signal that is configured to control an outflow of the medium through the at least one opening.
  7. Method for regulating the deformation behavior of deformation elements in a vehicle, comprising the following steps: receiving crash information ( 1501 ) via an interface; Determining a first rigidity (K1 ') of a first deformation element ( 1101 ) and at least one second rigidity (K2 ') of at least one second deformation element ( 1102 ) based on the crash information such that the first stiffness is less than the at least one second stiffness; and providing a setting signal ( 1504 . 1505 ) to an interface, wherein the adjustment signal is adapted to adjust the first deformation element to the first rigidity and the at least one second deformation element to the at least one second rigidity.
  8. A method according to claim 7, wherein the first stiffness (K1 ') from one for the first Deformation element predetermined stiffness range and the at least a second rigidity (K2 ') of one for the at least a second deformation element predetermined stiffness range is determined.
  9. Method according to one of claims 7 or 8, wherein determining the at least one second rigidity (K2 ') based on the crash information ( 1501 ) and the first rigidity (K1 ').
  10. Method according to one of claims 7 to 8, comprising a step of receiving further crash information ( 1701 ) via the interface, a step of determining ( 1603 ) a further first stiffness (K1 ') of the first deformation element and at least one further second stiffness (K2') of the at least one second deformation element, based on the further crash information, so that the further first stiffness is less than the at least one further second stiffness, and a step of providing another adjustment signal ( 1504 . 1505 ) to the interface, wherein the further adjustment signal is suitable for setting the first deformation element to the further first stiffness and for adjusting the at least one second deformation element to the at least one further second stiffness.
  11. Method according to one of the claims 7-9, with a step of receiving occupant information about the interface and wherein determining the at least one second Stiffness (K2 ') is based on the occupant information.
  12. Method according to one of claims 7 to 10, comprising a step of determining at least one further rigidity (K3 ') of at least one further deformation element, such that the at least one second rigidity (K2') is less than the at least one further stiffness, wherein the adjustment signal ( 1506 ) is suitable for setting the at least one further deformation element to the at least one further rigidity.
  13. Control unit at all steps of a procedure according to any one of claims 7 to 12 perform.
  14. Computer program product with program code based on a machine-readable carrier is stored for execution The method of any one of claims 7 to 11 when the program is executed on a control unit becomes.
  15. Occupant protection system, with the following features: one first deformation element according to one of the claims 1 to 5; a second deformation element according to one of Claims 1 to 5; and a control unit according to claim 13.
DE200910000112 2009-01-09 2009-01-09 Deformation element and method for regulating the deformation behavior of deformation elements in a vehicle Withdrawn DE102009000112A1 (en)

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DE200910000112 DE102009000112A1 (en) 2009-01-09 2009-01-09 Deformation element and method for regulating the deformation behavior of deformation elements in a vehicle

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DE200910000112 DE102009000112A1 (en) 2009-01-09 2009-01-09 Deformation element and method for regulating the deformation behavior of deformation elements in a vehicle
PCT/EP2009/065022 WO2010078988A2 (en) 2009-01-09 2009-11-12 Deformation element and method for controlling the deformation behavior of deformation elements in a vehicle
CN2009801542688A CN102272472A (en) 2009-01-09 2009-11-12 Deformation element and method for controlling the deformation behavior of deformation elements in a vehicle
EP20090751905 EP2386034A2 (en) 2009-01-09 2009-11-12 Deformation element and method for controlling the deformation behavior of deformation elements in a vehicle
JP2011544816A JP2012514724A (en) 2009-01-09 2009-11-12 Deformation element and method for controlling deformation characteristics of deformation element in vehicle
JP2011184537A JP2012006592A (en) 2009-01-09 2011-08-26 Method for controlling occupant protecting system, controller of occupant protecting system, and program for computer used for controller of occupant protecting system

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CN102272472A (en) 2011-12-07
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EP2386034A2 (en) 2011-11-16
JP2012514724A (en) 2012-06-28

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