State of the art
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
Disclosure of the invention
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.
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.
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.
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
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.
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.
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
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.
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.
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
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.
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.
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.
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
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).
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.
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
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.
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
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
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
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
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.
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.
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.
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
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.
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.
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
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
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.
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.
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
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 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 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
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
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
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
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.
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
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.
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.
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.
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.
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
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.
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 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.
It may be advantageous, the evaluation and control device
for the deformation elements in the same control unit
as the restraint system driver.
inventive approach can be used in all vehicles
together with a crumple zone formed from a plurality of adaptive elements
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
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
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" 
- - Vetter et al., Investigation of Adaptive Vehicle Body Structure Concepts with Respect to Crash Worthiness Requirements ", 6t International Symposium Airbag 2002, Karlsruhe 2002