DE102017125468A1 - Crash absorber for a motor vehicle and motor vehicle - Google Patents

Abstract

The invention relates to a crash absorber (1). This has a console (18) on which a link chain (19) in the region of joints (42, 44) is supported. The link chain (19) has pendulum struts (20, 21, 22) which are pivotally connected to each other via joints (23, 24). It is possible that the joint (24) via a further pendulum strut (25) in a joint (44) on the bracket (18) is supported. Here, the support of joints (42, 44) on the bracket (18), ensuring displacement degrees of freedom (38, 39). It is possible that by blocking or releasing the displacement degrees of freedom (38, 39) by means of a passive or active circuit switching of the crash absorber (1) for different impact cases, in particular for a vehicle protection or pedestrian protection, can be done.

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a crash absorber for a motor vehicle, which is interposed for example on the front and / or rear side between a support structure of the motor vehicle such as a side member and a bumper of the motor vehicle and the recording of impact energy in a crash of the motor vehicle on a crash object (such as a stationary obstacle, another stationary or moving motor vehicle, a pedestrian, a cyclist or another road user). It is possible that in each case a crash absorber is interposed between the bumper and the support structure at least in the region of the two front and / or rear corners of the motor vehicle. Furthermore, the invention relates to a motor vehicle equipped with such a crash absorber.

STATE OF THE ART

DE 10 2011 002 636 A1 discloses a non-switchable front module in which in a crash initially deformed between a bumper and the two side members interposed deformation elements. After a structurally predetermined deformation of the deformation elements of the bumper comes to rest on a parallel to a front side of the side members in a vertical plane extending radiator frame. Since the radiator frame is mounted in the manner of a four-bar chain on the longitudinal members via two pivot levers, the further deformation of the deformation elements and the displacement of the radiator frame caused thereby is accompanied by a pivoting movement of the pivot levers, which is a lifting of the radiator frame and depending on the design of the length of the pivot lever also has a pivoting of the radiator frame result. Thus, during the crash, a movement path of the radiator frame can be predetermined via the four-bar linkage, whereby the radiator frame and a cooling pack carried by it can be moved in the event of a crash to a predetermined position in which sufficient space is available in the engine compartment. The four-bar chain with the pivoting levers thus serves not to absorb the impact energy, but the transfer of the radiator frame with the cooling package in a favorable position for the crash situation.

DE 10 2013 005 099 A1 discloses a crash absorber, which has two articulated via a knee joint toggle lever. An end region of a knee lever facing away from the knee joint is articulated on a bumper, while an end region of the other knee lever facing away from the knee joint is articulated on a longitudinal carrier. The knee angle of the two toggle levers can be changed by magnetic, electromagnetic, pyrotechnic or mechanical means, which should be according to a predicted or sensed force of the impact. The change in the knee angle takes place here for the purpose of at least partially deflecting the deformation direction during the impact in a direction oriented transversely to the direction of the impact.

US 2015/0192183 A1 discloses a crash absorber, in which four pendulum struts (which may also be designed as pendulum strut plates) are arranged diamond-shaped and are connected to each other in the region of the corners of the rhombus via a hinge. In the area of a corner, the initiation of an impact force takes place, while the crash absorber is supported on the supporting structure of the motor vehicle with the corner arranged on the opposite side. The free, vertically stacked and oriented transversely to the direction of impact corners of the crash absorber are connected to each other via a further pendulum strut, which is acted upon during the crash with a tensile force.

According to WO 2004/083526 A1 are in a crash absorber several parallelogram-like four-bar linkages connected in series in a horizontal plane in a series circuit, wherein adjacent four-bar linkages are each coupled to each other via the base or deck legs of the parallelograms. Several such rows with parallelogram-like four-bar linkages can additionally be arranged in parallel with one another. Opposite corners of the parallelogrammatic four-bar linkages may be interconnected via a fluidic actuator whose resistance to deformation may be controlled in response to a sensor sensing the magnitude of the impact.

DE 100 31 374 A1 proposes to couple a deformation of a crash absorber with a spoiler element arranged below the bumper such that in the event of a crash the spoiler element is pivoted forwards. With this pivotal movement flush end faces of the bumper and the spoiler element are to be brought about, which are then to ensure a large-area contact with the lower leg portion of a colliding with the motor vehicle pedestrian with relatively low contact forces.

EP 1 415 866 B1 discloses a switchable crash absorber in which the impact energy is absorbed by a plastic deformation of a tube in the form of a reduction in the diameter of the tube by a deformation body having a deformation cone. Here are the Deformation body and the deformation cone formed in two parts, which can be deactivated by a switching device, a deformation body part and a deformation cone part. Depending on the switching position of the switching element and thus depending on whether both deformation cone parts or only one deformation cone part come into effect, a different amount of deformation energy can be absorbed via the same deformation path.

DE 10 2006 026 447 B4 discloses a crash absorber having a foam of a polymer. Pores of the foam are here filled with a fluid medium whose viscosity, compressibility or pressure can be controlled to change the stiffness of the crash absorber.

DE 10 2004 034 577 B4 discloses a crash absorber, in which a limited degree of freedom in the direction of the impact between a force introduction element and a deformation element can be released or blocked via a servo motor and a motor shaft driven by the servomotor with eccentrics.

DE 197 00 022 A1 discloses a crash absorber in which two deformation members are connected in series in mechanical series connection. In the event of a crash, only the rear deformation element is to be elastically deformed at a speed of at most 6 km / h, whereas in the case of a crash at a greater speed the front deformation element is to be plastically deformed. The plastically deformable front deformation member is formed here as a sheet metal pot with bead-like fold lines, while the elastically deformable rear deformation member has a coil spring which is embedded in an elastomeric material. The elastic deformation path of the elastic rear deformation member may be limited by a locking unit, wherein the locking device is activated in dependence on the impact speed.

DE 10 2013 007 594 B4 discloses a crash absorber formed with two telescoping tubes, in which via a switchable coupling the telescopic degree of freedom of the two tubes can be blocked, so that for non-activated coupling device in a pedestrian crash the telescopic degree of freedom can be used, whereby the crash absorber has a reduced rigidity. On the other hand, in another crash case, the telescoping degree of freedom is blocked, with which the crash absorber has a higher rigidity for absorbing a larger impact energy.

Also EP 2 735 756 A2 discloses a crash absorber with two absorber elements arranged one behind the other in mechanical series connection, which are intended to absorb different impact energies. Depending on the crash situation, a relative movement of the two absorber elements relative to one another can be released or shut off via an actuator. This can be destroyed with a release of the relative movement of the two absorber elements to each other a locking unit, which can then be designed as a shear pin or component with a predetermined breaking point. An actuation of the actuator for releasing or blocking the relative movement by means of an activation by means of eddy current or a pyrotechnic propellant charge done.

According to DE 10 2007 057 051 A1 a known first crash box carries a second crash box, in which a tubular deformation element is guided telescopically in a housing. Again, the telescoping degree of freedom can be blocked via a locking device, so that in the locked state, a plastic deformation of the deformation element for receiving an impact energy, while in the unlocked state, the deformation element can perform a telescopic relative movement with respect to the housing in an impact, in which an end position of the first crash absorber comes into effect. Here, the locking device is formed with a spreader actuated by an electromagnetic actuator, which pass through for locking by radial recesses of the tubular deformation element and engage positively in the housing of the second crash absorber.

DE 10 2004 051 571 B4 discloses a crash absorber in which a U-shaped impact element oriented in a plan view is supported on a base element carried by the vehicle frame via a locking device via support plates oriented vertically and parallel to the direction of impact. With activated locking device a crash leads to a plastic deformation of the support plates, while for disabled locking device, the support plates can pass through correspondingly shaped slots of the base member, whereby the crash absorber has a lower rigidity.

DE 199 28 099 C2 discloses a crash absorber, which is arranged in the interior of a longitudinal member and can be extended in the event of a crash via a cylinder which can be acted upon with fluid. When extended, the cylinder is locked. An absorption of impact energy occurs through a tube. The side member has in the outer end region, in which the crash absorber is attached to this, via a folding tube, wherein the Stülprohr of the crash absorber and the folding tube of Longitudinal member are arranged in mechanical series connection.

DE 699 35 052 T2 discloses a crash absorber in which a bumper made of a foam is attached to a bumper beam and has an outer fairing. A stiffening element is acted upon by a spring in an upper position in which this acts parallel to the elastic bumper between the panel and the bumper beam. In this position, the stiffening element kinks in a crash. Via an actuator, the stiffening element can be transferred to a lower position, in which this does not interact with the panel, but rather is arranged below it and is oriented approximately horizontally. If, in this lower position, the motor vehicle moves in the region of a curb or a steep incline, the stiffening element can move upwards when placed on the ground so that it is not significantly damaged. If in the lower position of the stiffening element a collision of the motor vehicle with a pedestrian occurs, the stiffening element forms a protection against a movement of the lower leg of the pedestrian under the motor vehicle.

According to DE 196 33 110 B4 the support of a bumper on a baffle plate of a longitudinal member of the motor vehicle below a threshold value of a speed of 25 km / h, for example, exclusively via a first deformation element which can be plastically deformed even at low impact forces. A second, more rigid deformation element is in a parking position in which this is not effective between the bumper and the baffle plate. By exceeding the aforementioned threshold value of the speed of the motor vehicle, the second deformation element is moved from the parking position to its active position via a spindle drive, in which the second deformation element enters the first deformation element and is interposed here in mechanical parallel connection between the bumper and the baffle plate.

According to DE 92 14 896 U1 a bumper is designed as a cast aluminum or aluminum alloy in the form of a rigid truss profile. The bumper is here hinged to two baffles.

DE 10 2010 020 533 B4 discloses a shock-absorbing structural bearing for motor vehicles, which serves to support a stretcher or a seat. The structure storage allows for a blasting example, by a landmine or other explosive charge reliable holding the stretcher or seat. For this purpose, rod-shaped pendulum support-like crash elements are used, which have a predetermined breaking point, which is mechanically bridged by two straps. Here, the predetermined breaking point is formed by a provided in a flat profile hole. It is also possible that a rod-shaped crash element has two telescoping hollow sections, in which case the two hollow sections are connected to one another via a shear pin in order to provide the predetermined breaking point. The rod-shaped crash elements can form a framework in two or three dimensions.

US 6,626,474 B1 discloses a crash absorber that can be extended in advance of a crash. A front support, a center support and a rear support, which are elongate and oriented transversely to the direction of impact, are interconnected via telescopic pendulum struts, the pendulum struts between the front and the middle support roughly corresponding to an inverted "W" (FIG. but with changed angular proportions), while the pendulum struts are arranged between the middle beam and the rear beam corresponding to a "W" (but also with changed angles). Thus, the four pendulum struts between the front support and the middle support are hinged in pairs in the region of two joints on the front support, while the central pendulum struts are articulated in a joint and the outer two pendulum struts in a separate joint on the central support. Correspondingly, the four pendulum struts between the middle support and the rear support are hinged in pairs to the rear support in two hinges, while the central pendulum struts are hinged in a common hinge to the middle support and the outer pendulum struts are each articulated to the middle support via a separate hinge are articulated. A recording of the impact energy is carried out by the crash absorber in the extended state by a plastic deformation of the pendulum struts in the longitudinal direction, which can be done by unfolding the same.

OBJECT OF THE INVENTION

• - der Steifigkeit beim Aufprall,
• - der Dämpfung beim Aufprall,
• - der Aufnahme der Aufprallenergie,
• - des Schutzes anderer Verkehrsteilnehmer,
• - einer kompakten Bauweise,
• - den unterschiedlichen Anforderungen bei einem Aufprall auf unterschiedliche Crashobjekte und/oder
• - des Schutzes der Insassen des mit dem Crashabsorber ausgestatteten Kraftfahrzeugs und/oder des Crashobjektes

verbessert ist.The object of the present invention is to propose a crash absorber and a motor vehicle equipped with such a crash absorber, which or which in particular with regard to

• the rigidity of the impact,
• the damping on impact,
• the absorption of the impact energy,
• - the protection of other road users,
• - a compact design,
• - the different requirements in the event of an impact on different crash objects and / or
• - The protection of the occupants of equipped with the crash absorber motor vehicle and / or the crash object

is improved.

SOLUTION

The object of the invention is achieved with the features of the independent claims. Further preferred embodiments according to the invention can be found in the dependent claims.

DESCRIPTION OF THE INVENTION

According to the invention, a new structural design of a crash absorber for a motor vehicle is proposed. The crash absorber according to the invention initially has a bracket, which is preferably arranged on the side facing the support structure of the motor vehicle and at this (directly or indirectly) is attached via a mounting portion of the console or even part of the support structure of the motor vehicle. Furthermore, the crash absorber according to the invention has a link chain, which is arranged in front of the console in the direction of the crash object (and thus extends in a direction away from the support structure). The articulated chain has a first pendulum strut, a second pendulum strut and a third pendulum strut. In particular, a hinge connects an end region of the first pendulum strut to the second pendulum strut. Accordingly, another joint connects the second pendulum strut with, in particular, an end region of the third pendulum strut. Here, the joint chain is angled in the joints, the joints ensure that between the connected via the joints pendulum struts no transfer of moments about a hinge axis or only a transmission of a small joint torque and / or a change in the angle between the pendulum struts (for example for the circuit of the crash absorber and / or during a deformation of the crash absorber during the absorption of an impact energy) can take place. According to the invention, the free end portions of the first pendulum strut and the third pendulum strut are supported on the console, while the second pendulum strut is not supported directly on the console, but rather partially or exclusively supported by the first and third pendulum strut on the console.

According to the invention forms the joint chain with the three pendulum struts a kind of series of pendulum struts, which are arranged in a rough approximation half or part ring-like console, the half or part ring is not a rigid body, but rather provided via the joints between the pendulum struts pivot degrees of freedom are. In this articulated chain, the different pendulum struts can fulfill different functions. Thus, for example, it is possible that the second pendulum strut is oriented approximately in the transverse direction to the vehicle longitudinal axis and thus a conventional impact axis. Thus, the second pendulum strut represents a contact strut and / or force application strut against which the crash object (directly or indirectly) comes into contact with the collision (possibly over a large area) with a large-area absorption of the impact force. During the absorption of the impact energy, the second pendulum strut u. U. be deformed only to a small extent. On the other hand, the first pendulum strut and the third pendulum strut serve to support the second pendulum strut (and thus the impact force) on the console and thus on the supporting structure of the motor vehicle. Here, for some embodiments, the joints between the first pendulum strut and the second pendulum strut or the second pendulum strut and the third pendulum strut ensure that the first pendulum strut and the third pendulum strut are not acted upon by a significant moment, so that they are primarily applied with a longitudinal force or in curved configuration of the pendulum strut with a bending moment resulting from the longitudinal force and the curvature. It is also possible that a stress of the first pendulum strut and / or the third pendulum strut is done on buckling.

In the context of the invention, a "joint" means any known coupling device by which a change in the orientation and the angle between two connected via the joint pendulum struts can be ensured while transmitting forces transverse to a hinge axis. Here, the joint preferably has only one degree of freedom for a pivoting of the pendulum struts about the hinge axis, but it is also possible that the joint is specifically equipped with a Lose at least in a direction transverse to the hinge axis. To name just a few non-limiting examples, the hinge may be formed as a pivot bearing (eg, with a bearing pin extending through bearing eyes of the pendulum struts connected via the hinge) or as a hinge. However, it is also possible, for example, for the joint to be designed as a solid-body joint or film joint in which the two pendulum struts and the joint are formed by an integral body in which the partial regions forming the pendulum struts have a significantly higher rigidity than the partial region forming the joint and in which under elastic and / or plastic deformation of the the joint-forming portion which connected via the joint, the pendulum struts forming portions can be pivoted relative to each other.

In the context of the invention, a "pendulum strut" is understood to mean a strut with an arbitrary geometry, which in the plane transverse to the joint axes has an elongated straight-line or also any angled or arbitrarily curved geometry. The cross section of a pendulum strut may in this case have a constant or varying cross-sectional area over the longitudinal extent, a constant or varying geometry and / or a constant or varying area moment of inertia. Such a pendulum strut is preferably acted upon in the region of the joint only with forces which are oriented transversely to a joint axis of the joint and / or whose resultant are oriented in the region of the joint in the direction of the connecting axis of the end portions of the pendulum strut. It is also possible that a pendulum strut is designed as a kind of Stülprohr or folding tube. The pendulum struts can be made of a metallic material, a plastic or even a composite material, in particular fiber-reinforced plastic. Finally, it is also possible to produce the pendulum struts or parts thereof in an additive manufacturing process.

In the area of a support of a pendulum strut on the console only forces can act on the pendulum strut, which are arranged transversely to a hinge axis of any arranged here joint for an embodiment of the invention. But it is also possible that any forces and / or moments are introduced into the pendulum strut in the area of the support of the pendulum strut on the console.

The design of the crash absorber according to the invention by means of a joint chain supported on the bracket extends the possibilities for the design and dimensioning of the crash absorber: On the one hand, depending on the choice of the angle between the pendulum struts and the length of the same constructive influence on the crash behavior of the crash absorber. In addition, on the nature of the selected support of the first pendulum strut and / or the third pendulum strut on the console a further influence on the crash behavior of the crash absorber can be taken.

In principle, it is possible that only the three aforementioned pendulum struts are used in the crash absorber according to the invention. But it is also possible that in a crash absorber according to the invention a multi-link chain is supported with further pendulum struts on the console. For a particular proposal of the invention, the second pendulum strut, the third pendulum strut and a fourth pendulum strut are connected together in a joint of the joint chain. For an alternative proposal, another joint is arranged adjacent to the joint, via which the second pendulum strut is articulated to the third pendulum strut. In this further joint then a fourth pendulum strut is connected to the second pendulum strut or the third pendulum strut. In these cases, the fourth pendulum strut is also supported on the console. Here, the support of the fourth pendulum strut takes place at a different Abstützort on the console than is the case for the second and third pendulum strut. Preferably, the support location of the fourth pendulum strut between the Abstützorten the second pendulum strut and the third pendulum strut is arranged on the console.

With the use of the fourth pendulum strut, a further stiffening of the crash absorber can be done, which in this case, depending on the choice of the angle between the pendulum struts and the lengths thereof and the choice of the type of support of the pendulum struts on the console (and the chosen location of the arrangement other joints on the second pendulum strut or the third pendulum strut) further influence options for the design specification of the crash behavior of the crash absorber are given.

For the geometry of the arrangement of the individual pendulum struts, there are many possibilities within the scope of the invention. For example, it is possible that the third pendulum strut and the fourth pendulum strut form an acute angle. In this case, the third pendulum strut and the fourth pendulum strut are each supported on the console in their end region facing away from the connecting joint. The acute angle between the third pendulum strut and the fourth pendulum strut opens in the direction of the console.

Alternatively or cumulatively, it is possible that (also) the first pendulum strut and the third pendulum strut form an acute angle, which in this case opens (likewise) in the direction of the console.

Alternatively or additionally, it is possible for the fourth pendulum strut and the second pendulum strut to form an acute angle, while it is also possible for the third pendulum strut and the second pendulum strut to form an obtuse angle.

Finally, the invention also includes embodiments in which the first pendulum strut and the second pendulum strut form an obtuse angle.

Preferably, all previously explained geometric specifications for the arrangement of the pendulum struts in the crash absorber are met.

As previously mentioned, the invention includes any types of support of the first pendulum strut, the third pendulum strut and possibly the fourth pendulum strut on the console. For a particular proposal of the invention, this support is carried out using a joint, which in the area of this support, the transmission of moments can be excluded and then defined load cases for the pendulum struts and the console arise.

For the type of design of the joints for the articulation of the pendulum struts together and / or for the articulation of a pendulum strut on the console, there are many possibilities. For a particularly simple embodiment of the invention, the pendulum struts form a bearing eye in the region of a joint. Through this bearing eye then extends a bearing pin, which may be held by the console or another pendulum strut or can also find inclusion in a corresponding bearing eye here. Such a joint can be made in a particularly simple manner and at low cost, defined by means of such a joint and u. U. large forces can be transmitted and the functionality of the joint can be largely ensured regardless of the transmitted forces. It is also possible that specifically elastic and / or plastic deformations of the joint or even a joint failure are used to bring about a non-linear deformation behavior.

For the dimensioning of the pendulum struts, there are many possibilities within the scope of the invention. Thus, the pendulum struts as rods, composite struts, with a hollow cross-section, with straight longitudinal extent or curvature may be formed at least in one plane, the pendulum strut may also have a greater extent in a direction transverse to the longitudinal extent, whereby the pendulum strut as a plate-shaped or strand-like Body can be trained. Over the longitudinal extent, the pendulum strut may have a constant or varying cross-sectional area.

While the length of the pendulum struts is basically arbitrary, for a proposal of the invention, the length of at least one pendulum strut, in particular all pendulum struts, greater than 100 mm and / or smaller than 150 mm.

Preferably, the crash absorber has an extension transverse to the impact direction, which is smaller than 500 mm, for example less than 400 mm or 350 mm, wherein such a crash absorber is preferably used in the region of a corner of the motor vehicle and / or immediately before a side member of the motor vehicle.

The invention includes embodiments in which the crash absorber is not switchable. In the context of the invention, however, it is also proposed that the crash absorber is switchable so that it has different stiffnesses, dampings and / or impact energy absorption capacities in different (two or more) switching states. Switching the crash absorber can be done via active or passive measures. For an active switching of the crash absorber to another switching state, a known crash evaluation device and / or crash prediction device can be used, preferably with a control of a responsible for the switching of the crash absorber actuator via a control unit.

In the context of the invention, a special measure is taken for an embodiment of the invention for the switching of the crash absorber: The switching of the crash absorber takes place (exclusively or also) by a change of a boundary condition for the support of the first pendulum strut, the third pendulum strut and / or the fourth Pendulum strut on the console. There are many possibilities for changing the boundary condition of the support. Thus, the change of the boundary condition may consist of a change in the Abstützortes the pendulum strut on the console. Alternatively or cumulatively, it is also possible that the changed boundary condition is an influence or a change of a degree of freedom for the support of the pendulum strut on the console. Alternatively or cumulatively, it is possible that the changed boundary condition is a modified damping, a changed friction and / or an altered stiffness of the support of the pendulum strut on the console. Finally, it is also possible that via the change of the boundary condition, a change of at least one angle of a pendulum strut and / or a change in the configuration of the articulated chain takes place. About the aforementioned measures, which lead to the change of the boundary condition for the support of at least one pendulum strut, can then bring about the desired switching states, in particular the achievement of the desired stiffness, damping and / or the impact energy absorption capacity depending on the anticipated or present crash case. It is possible here that only one boundary condition for a support of a pendulum strut relative to the console is changed. Preferably, however, a simultaneous change of the boundary conditions for the supports of two pendulum struts (for example, the third and fourth pendulum strut), whereby u. U. a greater change in the stiffness, damping and / or the impact energy absorption capacity can be done by the switching.

A particular possibility for the circuit of the crash absorber by means of a change in the boundary conditions for the support of a pendulum strut is that a support of at least one pendulum strut with a degree of displacement on the console takes place. In order to bring about the circuit of the crash absorber, an activation of the shift degree of freedom can take place. For example, can be done without such activation of the support of the pendulum strut on the console only via a joint, whereby the basic orientation of this pendulum strut is fixed. If then the degree of displacement can be activated to switch over the crash absorber, the pendulum strut can move in the region of the support on the console along the displacement degree of freedom, which without significant, absorbed by the pendulum strut force dodging this pendulum strut is possible. This evasive movement thus has a deformation of the crash absorber result, the u. U. is associated with smaller impact forces, which may be advantageous for the impact of the motor vehicle on a pedestrian. It is possible here that the shift degree of freedom (for example, by a stop) is limited. On the other hand, via the use of the shift degree of freedom, a change in the geometry of the pendulum struts in the crash absorber done, whereby even when reaching the end of the shift degree of freedom a change in the action of the pendulum struts with changed components and effective directions of the impact force and thus a modified deformation behavior can be ensured can. Accordingly, the circuit of the crash absorber can be done by an activation, change and / or deactivation of the shift degree of freedom.

It is also possible that for the switching purposeful movement takes place along the shift degree of freedom. In the context of the invention, a movement along the degree of freedom of displacement by an actuator or by the acting impact force or by their acting on the pendulum strut component can be brought about.

Advantageous developments of the invention will become apparent from the claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the description are merely exemplary and can take effect alternatively or cumulatively, without the advantages having to be achieved by embodiments according to the invention. Without thereby altering the subject matter of the appended claims, as regards the disclosure of the original application documents and the patent, further features can be found in the drawings, in particular the illustrated geometries and the relative dimensions of several components and their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different claims is also possible deviating from the chosen relationships of the claims and is hereby stimulated. This also applies to those features which are shown in separate drawings or are mentioned in their description. These features can also be combined with features of different claims. Likewise, in the claims listed features for further embodiments of the invention can be omitted.

The features mentioned in the patent claims and the description are to be understood in terms of their number that exactly this number or a greater number than the said number is present, without requiring an explicit use of the adverb "at least". For example, when talking about an element, it should be understood that there is exactly one element, two elements or more elements. These features may be supplemented by other features or be the only characteristics that make up the product in question.

The reference numerals contained in the claims do not limit the scope of the objects protected by the claims. They are for the sole purpose of making the claims easier to understand.

list of figures

• 1 zeigt stark schematisiert ein Vorderteil eines Kraftfahrzeugs mit einem Crashabsorber in einem vertikalen Längsschnitt.
• 2 zeigt den Aufprall eines Kraftfahrzeugs mit der linken Fahrzeughälfte oder Kraftfahrzeugecke auf ein Crashobjekt, was auch als „Kaskofall“ bezeichnet wird.
• 3 zeigt die aufgenommene Verformungskraft F eines Crashabsorbers über dem Verformungsweg des Crashabsorbers, wobei mit durchgezogener Linie der Kraftverlauf für einen ersten, nicht versteiften Betriebszustand des Crashabsorbers dargestellt ist und der mit dünner Linie dargestellte Kraftverlauf den Kraftverlauf in dem Crashabsorber in einem zweiten, versteiften und vorzugsweise umgeschalteten Betriebszustand zeigt.
• 4 zeigt schematisiert einen Crashabsorber mit dessen Anbringung im Verbindungsbereich zwischen einem Längsträger und einem Querträger in einer Draufsicht.
• 5 bis 9 zeigen in unterschiedlichen Ansichten eine weiter konstruktiv ausgestaltete Ausführungsform eines Crashabsorbers.
• 10 bis 52 zeigen Prinzipskizzen schaltbarer Crashabsorber mit zugeordneten Kraftverläufen.
• 53 zeigt schematisiert die Integration eines Crashabsorbers in ein Vorderteil eines Kraftfahrzeugs.
• 54 zeigt in einer schematischen räumlichen Ansicht einen Crashabsorber mit plattenförmigen Pendelstreben und Anlenkung einer vierten Pendelstrebe über ein weiteres Gelenk.

In the following the invention will be further explained and described with reference to preferred embodiments shown in the figures.

• 1 shows highly schematically a front part of a motor vehicle with a crash absorber in a vertical longitudinal section.
• 2 shows the impact of a motor vehicle with the left half of the vehicle or motor vehicle corner on a crash object, which is also referred to as "Kaskofall".
• 3 shows the recorded deformation force F a crash absorber over the deformation path of the crash absorber, wherein the force curve for a first, non-stiffened operating state of the crash absorber is shown with a solid line and with shown thin line force curve shows the force curve in the crash absorber in a second, stiffened and preferably switched operating state.
• 4 schematically shows a crash absorber with its attachment in the connecting region between a side rail and a cross member in a plan view.
• 5 to 9 show in different views a further constructive embodiment of a crash absorber.
• 10 to 52 show schematic diagrams switchable crash absorber with associated force gradients.
• 53 schematically shows the integration of a crash absorber in a front part of a motor vehicle.
• 54 shows a schematic perspective view of a crash absorber with plate-shaped pendulum struts and articulation of a fourth pendulum strut over another joint.

DESCRIPTION OF THE FIGURES

In the context of the invention, a crash absorber 1 in any way alone or together with other crash absorbers that contribute to the crash absorber 1 can be arranged in mechanical series connection or parallel connection, in the power flow between a bumper 2 and a support structure 3 , in particular a longitudinal member 4 and / or a cross member 5 , the motor vehicle 6 be arranged. Here, a combination with all measures described for the above-mentioned prior art is possible within the scope of the invention.

For the in 1 illustrated embodiment are in an upper load level 7 of the motor vehicle 6 a disguise 8th , the crash absorber 1 , the crossbeam 5 , another crash absorber in the form of a crash box 9 , a flapper 10 and the side member 4 connected in series in mechanical series connection. Here is the crash absorber 1 for the illustrated embodiment integral part of the bumper 2 , In 1 indicates x the vehicle longitudinal axis and thus the vehicle movement when driving forward, while with 12 the deformation is characterized.

1. a) Einerseits soll die Steifigkeit des Crashabsorbers 1 möglichst klein sein, um die auf das Kraftfahrzeug 6, die Insassen des Kraftfahrzeugs 6 und ein Crashobjekt 14 wirkenden Aufprallkräfte möglichst klein zu halten. Dies ist bspw. dann von Bedeutung, wenn es sich bei dem Aufprallgegenstand um einen weitestgehend ungeschützten Fußgänger handelt und/oder die auf die Insassen des Kraftfahrzeugs wirkenden Beschleunigungen möglichst klein gehalten werden sollen.
2. b) Andererseits soll der Crashabsorber 1 möglichst steif sein, um auch für hohe Aufprallgeschwindigkeiten und Aufprallenergien eine Absorption zu ermöglichen und/oder die Verformungen infolge des Aufpralls klein zu halten und die Beschädigungen von Bauelementen des Kraftfahrzeugs klein zu halten. Handelt es sich bei dem Kraftfahrzeug 6 um ein solches mit einem Vorderradantrieb, ist der freie Bauraum vor der Vorderachse zur Bereitstellung einer Knautschzone begrenzt. Grund hierfür ist, dass ein Überstand des Kraftfahrzeugs nach vorne über die Vorderachse hinaus nicht zu groß werden darf, da ansonsten die Gefahr besteht, dass (beispielsweise bei Bodenwellen oder starken Veränderungen der Neigung der Fahrbahn) das Kraftfahrzeug mit dem Überstand auf der Fahrbahn aufsetzt.

For the design of the crash absorber 1 (and any other crash absorber like the crashbox 9 ), a conflict of objectives results as follows:

1. a) On the one hand, the rigidity of the crash absorber 1 be as small as possible on the motor vehicle 6 , the occupants of the motor vehicle 6 and a crash object 14 to keep acting impact forces as small as possible. This is important, for example, if the impact object is a largely unprotected pedestrian and / or the accelerations acting on the occupants of the motor vehicle are to be kept as small as possible.
2. b) On the other hand, the crash absorber 1 be as stiff as possible to allow absorption even for high impact speeds and impact energies and / or to keep the deformations due to the impact small and to keep the damage of components of the motor vehicle small. Is it the motor vehicle 6 such as with a front wheel drive, the free space in front of the front axle is limited to provide a crumple zone. The reason for this is that a protrusion of the motor vehicle may not be too large forward beyond the front axle, otherwise there is the danger that (for example, in bumps or strong changes in the slope of the road), the motor vehicle with the supernatant touches on the road.

2 shows a plan view of the impact of the motor vehicle 6 in the area of the left motor vehicle corner 13 on a crash object 14 , where this is a crash with half-sided coverage according to a load case of the so-called "RCAR Structural Test", which is also relevant for the hull-classification of insurance.

3 shows force courses 15a . 15b for an impact according to 2 , This shows the force curve 15a the course of the force for a crash object 14 , which is a pedestrian. To generate only small forces acting on the pedestrian, the force curve has 15a over a first subarea 16 , in which the crash absorber 1 is as soft as possible, so that here is absorbed by the crash absorber impact force (and thus also acting on the pedestrian impact force) is small. The first section 16 thus ensures the protection of the pedestrian. At the end of the first section 16 the force increases in the course of force 15a steep, indicating a significantly higher stiffness of the crash absorber 1 in the subsequent second section 17 the course of force 15a is due. In the second subarea 17 Vehicle protection takes place in which the absorption of a large impact energy must take place. Is it the crash object 14 not a pedestrian, takes place in the first subarea 16 a deformation of the crash absorber 1 without receiving a large impact energy, ultimately resulting in a given impact energy to increase the total required deformation path 12 leads. If, however, a change of the crash absorber 1 such that the first subarea 16 deleted and thus the crash absorber 1 already at the beginning of the impact, the increased rigidity of the second section 17 may have a shortening of the entire deformation path 12 respectively. Such a force course 15b for a changeover of the crash absorber 1 is in 3 shown with a thin line. This force course 15b is sought according to the invention when the motor vehicle 6 does not have a crash with a pedestrian but, for example, a dormant obstacle or other motor vehicle. In 3 corresponds to the area under the force curves 15a . 15b the means of the crash absorber 1 recorded impact energy. As a result of switching the crash absorber 1 can the in 3 hatched impact energy are additionally absorbed, resulting in a shortening 11 the deformation path 12 results.

4 shows schematically in a plan view of a support structure 3 with side member 4 , Baffle plate 10 and upstream cross member 5 , which here integrally a console 18 formed. A joint chain 19 has a first pendulum strut 20 , a second pendulum strut 21 and a third pendulum strut 22 that in a row in this order about joints 23 . 24 are pivotally connected to each other. The free end of the pendulum strut 20 and the free end of the pendulum strut 22 are at the console 18 supported. The articulated chain 19 extends in front of the console 18 and the cross member 5 in the direction of travel forward and in the direction of a possible crash object 14 , Optional is in the joint 24 a fourth pendulum strut 25 hinged, whose the joint 24 remote end also on the console 18 and the cross member 5 is supported. For this embodiment, the crash absorber 1 with the console 18 , the pendulum struts 20 . 21 . 22 . 25 and the joints 23 . 24 educated.

5 shows a crash absorber 1 in a spatial representation, in which case the console 18 separately from a cross member 5 is formed and on the bottom of a mounting area 26 has, in the area of the crash absorber 1 on the cross member 5 , For example, by screwing or welding, can be attached. In 5 it can be seen that the pendulum struts 20 . 21 . 22 . 25 here in a direction transverse to the longitudinal extension thereof and parallel to the pivot axes of the joints 23 . 24 have an enlarged extent, so that the pendulum struts 20 . 21 . 22 . 25 are formed plate-like. In addition, on the plate-like pendulum struts 20 . 21 . 22 . 25 stiffening ribs and / or depressions may be arranged to increase the area moment of inertia or they may have recesses for reducing the weight and the rigidity.

It can also be seen that the joints 23 . 24 each with a bearing pin 27 . 28 are formed, the recording takes place in at least one end bearing eye 29 a pendulum strut 20 or. 21 and at least one offset from the bearing eye 29 arranged bearing eye 30 the other pendulum strut 21 or. 22 , In the area of the joint 24 extends the bearing pin 28 additionally by at least one, offset to the bearing eyes 29 . 30 arranged bearing eye 31 the pendulum strut 25 , The bearing eyes 29 . 30 and possibly 31 are arranged directly adjacent to each other offset from one another, wherein the number and symmetrical distribution over the pivot axis is selected so that a symmetrical power transmission takes place.

A support of the pendulum struts 20 . 22 . 25 at the console 18 via bearing pin 32 . 33 . 34 , The bearing bolt 33 on which the pendulum strut 22 is supported on the console 18 attached, bringing the support of the pendulum strut 22 at the console 18 is fixed. Since the pendulum strut 22 with bearing eyes 35a . 35b on the bearing pin 33 is supported, but is basically the pendulum strut 22 swiveling on the console 18 supported.

The pendulum strut is also corresponding 20 over bearing eyes 36 on the bearing pin 32 and the pendulum strut 25 over bearing eyes 37 on the bearing pin 34 supported pivotally. However, here are the bearing pins 33 . 34 not at a fixed support location on the console 18 held. Rather, the bearing pins 33 . 34 over (equal length here, parallel to each other and rectilinear) shift degrees of freedom 38 . 39 limited sliding against the console 18 guided. For the illustrated embodiment, this guide and ensuring the shift degree of freedom 38 . 39 each via a bearing pin 33 . 34 leading slot or a guide 40 . 41 , which here as the bearing pin 33 . 34 leading guide slot is formed. A limitation of the shifting degrees of freedom 38 . 39 This is done by the fact that the bearing pin 33 . 34 to the plant comes to the respective end of the guide 40 . 41 , For the illustrated embodiment, the console 18 formed with a U-profile, wherein the bearing pin 32 . 33 . 34 held opposite side walls of the U-profile or in the guides 40 . 41 are guided.

6 shows the crash absorber 1 according to 5 in a view from the front of the vehicle 6 when attaching the crash absorber 1 at a motor vehicle corner 13 , while 7 the crash absorber 1 in a plan view accordingly 4 shows, 8th the crash absorber 1 in a view in the vehicle transverse direction to the outside and shows 9 the crash absorber 1 in a view in the vehicle transverse direction points inwards.

The bearing bolt 32 forms with the bearing eyes 36 a joint 42 while the bearing pin 34 with the bearing eyes 37 a joint 44 forms and the bearing pin 33 with the bearing eyes 35a . 35b a joint 43 forms.

In 7 are exemplary angular relationships for the pendulum struts 20 . 21 . 22 . 25 shown. The third pendulum strut 22 and the fourth pendulum strut 25 make an acute angle here 45 which is in the range of 50 ° to 80 °, preferably 60 ° to 70 °.

The first pendulum strut 20 and the third pendulum strut 22 make a sharp angle 46 which is in the range of 30 ° to 70 ° or 40 ° to 60 °, for example.

The fourth pendulum strut 25 and the second pendulum strut 21 make a sharp angle 47 which is in the range of 40 ° to 80 ° or 50 ° to 70 °, for example.

The second pendulum strut 21 and the third pendulum strut 22 form an obtuse angle 48 which is, for example, 110 ° to 150 ° or 120 ° to 140 °.

The first pendulum strut 20 and the second pendulum strut 21 form an obtuse angle 49 which is, for example, 90 ° to 50 ° or 80 ° to 60 °.

The length of the guides 40 . 41 For example, is 40 mm, while the length of the first pendulum strut 20 120 mm, the length of the second pendulum strut 21 115 mm, the length of the third pendulum strut 22 110 mm and the length of the fourth pendulum strut 25 also 110 mm. The pivot axis of the joint 44 is in the view according to 7 from the pivot axis of the joint 42 in the horizontal direction 95 mm away, while the pivot axis of the joint 44 25 mm higher than the pivot axis of the joint 42 , The pivot axis of the joint 43 has in 7 in the horizontal direction from the pivot axis of the joint 42 a distance of 200 mm, while the pivot axis of the joint 43 30 mm higher than the pivot axis of the joint 42 , But there are also any other angles and dimensions of the components of the crash absorber 1 possible, wherein preferably the aforementioned lengths by ± 5%, ± 10%, ± 15% or ± 20% may differ from the previously stated lengths.

The invention includes embodiments with any support of the pendulum struts 20 . 22 . 25 at the console 18 , So can single or all pendulum struts 20 . 22 . 25 without sliding degree of freedom and / or pivoting degree of freedom on the console 18 be held. It is possible that any displacement degree of freedom is rectilinear or curved. Preferably, a pendulum strut is only with a degree of pivoting freedom in the region of the associated joint on the console 18 stored while the other two at the console 18 supported pendulum struts in the region of the associated joints with both a degree of freedom of rotation and with a degree of freedom of displacement on the console 18 can be supported.

For that in the 5 to 9 illustrated embodiment is the pendulum strut 22 only with a degree of pivoting freedom in the region of the joint 43 at the console 18 stored while the pendulum struts 20 . 25 in the area of the joints 42 . 44 both with a pan-degree of freedom and with the shift degrees of freedom 38 . 39 at the console 18 are supported.

For other embodiments described below, however, the pendulum struts 22 . 25 with the joints 43 . 44 with a pan-degree of freedom and a degree of freedom of movement on the console 18 supported while the pendulum strut 20 in the area of the joint 42 only with a pan-degree of freedom on the console 18 is supported.

Without this being illustrated here, only the pendulum strut can be used 25 in the area of the joint 44 only with a swivel-degree of freedom on the console 18 be supported while then the two pendulum struts 20 . 22 with the joints 42 . 43 with a pan-degree of freedom and a degree of freedom of movement on the console 18 can be supported.

Subject of a dependent claim and thus an embodiment of the invention is that the crash absorber 1 a switchable crash absorber, which has different switching states, which may be two or more switching states. In the different switching states, the crash absorber 1 different stiffeners, damping and / or impact energy-absorbing capacities. For this embodiment, switching of the crash absorber takes place in that a boundary condition for the support of the first pendulum strut 20 , the third pendulum strut 22 and / or the fourth pendulum strut 25 about the joint 24 the articulated chain 19 at the console 18 is supported on the console 18 is changeable. In this case, the type of change of the boundary condition can be arbitrary. To name just a few non-limiting examples, the with the switching of the crash absorber 1 changed boundary condition a changed elasticity of the support, a changed damping the support, a changed friction of the support and / or a change of a degree of freedom (for example, the switch from a pure swinging degree of freedom to a degree of freedom of movement with additional pivoting degree of freedom or vice versa).

According to a development of this embodiment, at least one pendulum strut 20 . 22 . 25 with a shift-degree of freedom (and possibly also with an additional swing-degree of freedom) on the console 18 supported. In this case, a circuit of the crash absorber 1 by activating, changing and / or deactivating the shift degree of freedom and / or a movement along the shift degree of freedom. Thus, for example, before switching the crash absorber 1 the shift degree of freedom is not effective and only one swing degree of freedom is effective, while after the switching of the crash absorber in addition to the swing degree of freedom, the shift degree of freedom becomes effective. This can be any degree of freedom with the switching of the crash absorber 1 only be released, without then immediately a movement of the associated pendulum strut 20 . 22 . 25 along the shift degree of freedom. Rather, this movement can then take place along the displacement degree of freedom with the impact as a result of the acting impact force. However, the invention also encompasses embodiments in which the degree of freedom of displacement is released with the switchover, which then also causes a movement of the associated pendulum strut 20 . 22 . 25 along the shift degree of freedom, which can be done by a spring or by means of a suitable actuator.

For a protected with a dependent claim first embodiment is in the crash absorber 1 an actuator is present, which moves to activate the shift degree of freedom a bearing pin, on which a pendulum strut is supported on the console, from an associated bearing eye.

A first embodiment of this first embodiment is shown in the schematic diagrams according to 10 and 11 illustrated: For this embodiment, the pendulum strut 22 bearing eyes 50a . 50b on, and also the console 18 carries bearing eyes 51a . 51b , In a switching state of the crash absorber 1 in which the pivoting degree of freedom of the joint 43 the pendulum strut 22 is effective, but the shift degree of freedom 39 is blocked, the bearing eyes 50 . 51 aligned with each other, and bearing pins 52a . 52b extend through an associated pair of bearing eyes 50a . 51a or. 50b . 51b , For switching the crash absorber 1 in another switching state are via an actuator 53 the bearing bolts 52a . 52b at least from the bearing eyes at the same time 50a . 50b pulled out, bringing the bearing eyes 50a . 50b relative to the bearing eyes 51a . 51b can move. However, with this release of the degree of freedom of movement, the bearing eyes 50a . 50b in the associated guide 41 along the shift degree of freedom 39 guided. Accordingly, a release of the shift degree of freedom 40 for the support of the pendulum strut 25 respectively. For the in 10 and 11 illustrated embodiment, the simultaneous release of the shift degrees of freedom 39 . 40 by having an electric motor 54 one to both joints 43 . 44 extending wave 55 is driven. The wave 55 contributes to the area of the joints 44 . 43 one in each case between the bearing eyes 51a . 51b arranged disc 56 , At the circumference of the disc 56 is for blocked shift degrees of freedom 38 . 39 in a 12 o'clock position and a 6 o'clock position, a connecting rod-like bar 57a . 57b hinged with one end portion, while the other end portion of the rods 57a . 57b each on a bearing pin 52a . 52b is articulated. A switchover of the crash absorber 1 done by twisting the disc 56 by means of the electric motor 54 by 90 ° in the in 11 illustrated angular position of the disc 56 , This twist of the disc 56 goes hand in hand with pulling out the bearing bolts 52a . 52b from the bearing eyes 50a . 50b ,

12 and 13 schematically show a second embodiment of this first embodiment: For this embodiment, finds a U-shaped bearing body 58 Insert, whose parallel legs bearing pin 59 . 60 form. In the position that locks the degree of freedom of movement, one of the bearing bolts extends in each case 59 . 60 through a bearing eye 50a the pendulum strut 22 and a bearing eye 61 the pendulum strut 25 , In addition, the bearing pin extends 59 also by a on the console 18 held bearing eye 51 for the formation of the joint 43 while according to the bearing pin 60 through an in 13 not shown, on the console 18 held bearing eye to form the joint 44 extends. However, this requires that the bearing bolts 59 . 60 are relatively long, resulting in the unlocking of the crash absorber 1 and for activating the shift degrees of freedom 39 . 40 a relatively long stroke of the bearing body 58 presupposes. It is also possible that the bearing bolts 59 . 60 only with a small extension in the locked state in the bearing eye 50a . 61 extend. In this case, in the mentioned bearing eyes 50a . 61 resiliently another bearing pin are held, which with entry of the bearing pin 59 . 60 in the bearing eyes 50a . 61 is pushed out of these, which then these other bearing pin in the bearing eye 51 the pendulum strut 22 and a corresponding bearing eye of the pendulum strut 25 enter. This way a can double-sided locking even for a small stroke of the bearing body 58 be guaranteed. This is the stroke of the bearing body 58 by means of a suitable actuator 53 , in particular a linear electric actuator, brought about.

For a second embodiment, which is also the subject of a dependent claim, an actuator is provided, which moves a stop or a holding element of a guide from an active position to an inactive position to activate the sliding degree of freedom.

A first embodiment of this second embodiment is in 14 pictured: This is the console 18 pivotable pawls 62a . 62b on whose angled end or locking lug an attack 63a . 63b forms. In the locked position, the pawls grip 62a . 62b in the guides 40 . 41 one, bringing the end portions of the pendulum struts 22 . 25 or bearing bolts held thereon 33 . 34 are trapped between the attacks 63a . 63b and end areas 64a . 64b the guides 40 . 41 , Will, however, the pawls 62a . 62b in a coordinated manner by means of a suitable actuator so pivoted that the attacks 63a . 63b the pawls 62a . 62b from the guides 40 . 41 move, the shift degrees of freedom become 40 . 41 Approved. It is possible, for example, that a pivoting of the pawls 62a . 62b by means of electromagnets, preferably against the action of a spring, or by means of mechanical rocker arms with spring tension.

A second embodiment of this second embodiment is shown in FIGS 15 and 16 shown: Here is done to lock the shift degrees of freedom 39 . 40 a twist of cams 65 . 66 or flattened rollers such that from the cams 65 . 66 formed stops 63a . 63b in the guides 40 . 41 extend.

A third embodiment of this second embodiment is in 17 shown. This is done via an actuator 53 , preferably also by means of a shaft driven by an electric motor 55 with disc arranged thereon 56 as well as hinged rods 57a . 57b , a pivoting hook-shaped or half-shell-shaped attacks 63a . 63b in the guides 40 . 41 for locking the shift degrees of freedom 38 . 39 and from the guides 40 . 41 out to unlock the shift degree of freedom 38 . 39 (See the switching state according to 17 ).

A fourth embodiment of this second embodiment is shown in FIG 18 shown. Here are the guides 40 . 41 via recesses 67 . 68 in which the end portions of the pendulum struts 22 . 25 or associated with this bearing pin 33 . 34 by holding elements 69 . 70 secured against leakage. A movement along the shift degrees of freedom 38 . 39 is in this case for the holding elements 69 . 70 in the 18 effective switching state prevented by the fact that the bearing pin 33 . 34 come to rest on the boundaries of the recesses 67 . 68 and / or the retaining elements 69 . 70 , Via a suitable actuator and via a coupling element 71 can the retaining elements 69 . 70 together in a release direction 72 be moved, which allows the bearing bolts 33 . 34 from the recesses 67 . 68 Escape and get along the guides 40 . 41 in the direction of the shift degrees of freedom 38 . 39 can move.

A fifth embodiment of this second embodiment is shown in FIG 19 to 21 shown. Here are the retaining elements 69 . 70 in the form of longitudinal guides 73 . 74 trained, here on discs 75 . 76 are provided and which are rotatable together. In the in 19 effective switching state are the longitudinal guides 73 . 74 in alignment with the shift degrees of freedom 38 . 39 and the guides 40 . 41 arranged, whereby the sliding degree of freedom is released and a bearing pin 33 . 34 from the longitudinal guides 73 . 74 can escape and become along the shift degrees of freedom 38 . 39 along the guides 40 . 41 can move. If, however, the longitudinal guides 73 . 74 in the in 20 twisted shown switching state, the longitudinal guides 73 . 74 no longer in alignment with the guides 40 . 41 arranged, bringing the bearing bolts 33 . 34 on the one hand in the longitudinal guides 73 . 74 and then in the guides 40 . 41 are trapped, bringing the displacement degrees of freedom 38 . 39 are blocked. In 19 to 21 it can be seen that the pendulum struts 22 . 25 each on both sides via longitudinal guides 73 or. 74 are guided, with the discs 75a . 75b or. 76a . 76b via a coupling element, here a coupling rod, are coupled together. Again, there is a drive for rotating the discs 75 . 76 by a plurality or preferably a common actuator. Preferably, the longitudinal guides 73 . 74 as slots or guide grooves of the discs 75 . 76 educated. It is also possible that the rotational movement of the discs 75 . 76 is brought about by means of an actuated by an actuator cable.

As an optional feature for the embodiment according to 19 to 21 but for other embodiments shown here, at least one longitudinal guide 73 . 74 or a guide 40 . 41 be equipped with a friction contact, spring elements, damping elements or plastically deformed areas or elements, so that due to the friction acting, elasticity, damping or plastic deformation in the movement along the shift degrees of freedom 38 . 39 already impact energy can be dissipated. For example, in this case, the longitudinal guides 73 . 74 and / or the guides 39 . 40 with dissipation elements 77 . 78 equipped, which can be based on a plastic deformation, friction, elasticity and / or damping. To mention only an example not limiting the invention, the longitudinal guides 73 . 74 dissipation elements 77 . 78 in the form of cams, teeth or protrusions of the longitudinal guide 73 . 74 having the shift degree of freedom 38 . 39 block until they are successively elastically or plastically deformed or sheared off and thus a partial path of the degree of displacement 38 . 39 release. In addition to increasing the absorption of impact energy during movement along the shift degrees of freedom 38 . 39 In this way, a disturbing rattling or an unwanted movement along the shift degrees of freedom 38 . 39 be prevented and / or it can be a gradual switching of the crash absorber 1 be brought about, in which successively with the achievement of different threshold values of the impact force Dissipationselemente 77 . 78 elastically or plastically deformed or sheared and thus a partial path of the degree of displacement 38 . 39 release,

22 shows an example of the change in the force curve of the crash absorber 1 for the use of a Dissipationselements 77 . 78 : For a force course 79a initially without dissipation elements 77 . 78 or for dissipation elements 77 . 78 with a smaller dissipation effect a relatively flat course until the end of the movement along the shift degrees of freedom 38 . 39 occurred, which then by means of elastic and / or plastic deformation of the crash absorber, a relatively high level of force is achieved with a large dissipation of energy. On the other hand, find for the force course 79b dissipation elements 77 . 78 Use, which only at a higher force level, a movement along the shift degrees of freedom 38 . 39 enable. From the force gradients 79a . 79b according to 22 It can be seen that, depending on the dimensioning of the dissipation elements 77 . 78 On the force curves and thus the dissipated energy and the impact force can be constructively influenced.

A sixth embodiment of the second embodiment is shown in FIG 23 . 24 shown. Here are the retaining elements 69 . 70 as forks 80 . 81 formed in the unlocked switching state according to 23 not in the guides 40 . 41 engage while for the locked switching state according to 23 the forks 80 . 81 in the guides 40 . 41 intervention. The forks 80 . 81 Make stops on both sides, between which the bearing pin 33 . 34 is trapped in the locked position, so the displacement degrees of freedom 38 . 39 are blocked. The actuation of the holding elements 69 . 70 also takes place here via at least one suitable actuator. For the illustrated embodiment, the forks 80 . 81 over toggle drives 82 . 83 at the console 18 supported. In this case, there is an electric motor 54 a rod or rope attached to a knee joint of the knee drive 82 . 83 hinged, operated, bringing a change in the knee angle of the toggle lever drives 82 . 83 can be brought, which with the extension and retraction of the forks 80 . 81 accompanied. For example, it is possible that in the switching state in which the shift degrees of freedom 38 . 39 by means of the forks 80 . 81 are blocked, the toggle lever drives 82 . 83 take their stretched position or have a knee angle which is in the range of 170 ° to 190 °, whereby the holding forces for the maintenance of this switching state, which of the electric drive 54 are to be applied, can be kept very small.

A seventh embodiment of the second embodiment is shown in FIGS 25 . 26 shown. On the one hand find here in the guides 40 . 41 dissipation elements 77 . 78 Use, which may be, for example, Kunststoffverrastungen. 25 shows the switching state of the crash absorber 1 in which the shift degrees of freedom 38 . 39 are not blocked. Blocking the shift degrees of freedom can here by a common pivoted pawl 84 take place, which in this case both forks 80 . 81 carries in which the guide bolts 33 . 34 in the guides 40 . 41 are caught when the pawl 84 so pivoted is that the fork 80 . 81 in the guides 40 . 41 extend. For the illustrated embodiment, the pawl 84 by means of a spring 85 acted upon in the unlocked position, while the pawl via a suitable actuator or electric drive 84 by means of a cable 86 can be pivoted in the locking position.

27 . 28 show an eighth embodiment, the second embodiment. Here are basically the pendulum struts 22 . 25 associated bearing pin 33 . 34 opposite the console 18 in the guides 40 . 41 in the direction of the shift degrees of freedom 38 . 39 guided. However, here cams can 65 . 66 or forks 80 . 81 about a pivot axis, which in the 27 . 28 vertical to the plane and vertical to the longitudinal extent of the bearing pin 33 . 34 is oriented, can be pivoted, what this the displacement degrees of freedom 38 . 39 , which is also vertical to the plane according to 27 . 28 are oriented, block.

According to a third embodiment, which is also the subject of a dependent claim, an actuator is present, which solves a sliding degree of freedom fixing latching or locking unit for activating the shift degree of freedom and / or to deactivate the shift degree of freedom one or the displacement Freedom locking locking or locking unit locked or locked.

A first embodiment of this third embodiment is shown in FIG 29 shown. In this case, the pendulum struts have 22 . 25 or the bearing bolts 33 . 34 over tabs 87a . 87b , the holes 88a . 88b respectively. For the formation of locking or locking units 89a . 89b can latching or locking latches via at least one actuator 90a . 90b which pivot on the console 18 are stored, in engagement with the holes 88a . 88b the tabs 87a . 87b (and possibly also with aligned holes in the console 18 ), whereby a (game-afflicted or backlash-free) fixation of the tabs 87a . 87b along the shift degrees of freedom 38 . 39 can be done. As long as the tabs 87a . 87b over bearing pin 33 . 34 for still opposite the pendulum struts 22 . 25 are pivotable, is still a hinged support of the pendulum struts 22 . 25 at the console 18 guaranteed. But it is also possible that the tabs 87a . 87b directly from the pendulum struts 22 . 25 are formed or attached thereto, which with the locking of the locking or locking units 89a . 89b also a determination of a pan-degree of freedom occurs.

30 shows as a second embodiment of the third embodiment, a variant of the embodiment according to 29 , Here are in the locking or locking units 89a . 89b the latching or locking pawls 90a . 90b pivotable on the associated pendulum strut 22 . 25 stored in such a way that the locking pawls 90a . 90b can engage in drilling 88a . 88b in this case in the console 18 are provided. In this case, the actuator can 53 be formed in the form of an electromagnet, which is the pawl 90a . 90b against an action by a spring, not shown here in the bore 88a . 88b pulls, so that the switching state can be brought about, in the shift degree of freedom 38 . 39 is locked.

A third embodiment of the third embodiment is shown in FIGS 31 . 32 shown. Here are the guides 40 . 41 on the joint 24 opposite side with recesses 67 . 68 fitted. Will on the link chain 19 exerted an impact force, this has the consequence that the bearing pin 33 . 34 stronger in the recess 67 . 68 be pressed, which is not along the shift degrees of freedom 38 . 39 can move. About a Entrastungskörper 91 , which is moved by an actuator, but can the bearing pin 33 . 34 from the recesses 67 . 68 moved out or "lifted out". Be in such a way from the recesses 67 . 68 moved out state Impact forces on the link chain 19 exercised, the bearing bolts can 33 . 34 along the shift degrees of freedom 38 . 39 move. In this case, with the Entrastungskörper 91 and the recesses 67 . 68 Rest units 92a . 92b educated.

In 33 . 34 a fourth embodiment of the third embodiment is shown, in which the locking units 92a . 92b with individual unlatching bodies 91a . 91b are formed, which here for unlocking along longitudinal guides 93a . 93b be moved, which also with a simultaneous pivoting of the Entrastungskörper 91a . 91b can go along.

A fifth embodiment of the third embodiment is disclosed in FIGS 35 . 36 shown. The locking or locking units shown here 89a . 89b have stamp 94a . 94b on which over cam 65 . 66 that has a flexible shaft here 55 to be twisted, in pockets 95a . 95b the console 18 in an unlocked switching state according to 35 can be moved, in which a top of the stamp flush with a guide surface of the guides 40 . 41 is arranged, and in a switching state according to 36 can be moved, in which the tops of the stamp 94a . 94b inside the bags 95a . 95b are arranged, bringing these tops of the stamp 94a . 94b with the bags 95a . 95b Transverse grooves or recesses 67 . 68 form, in which the bearing bolts 33 . 34 against a shift along the shift degrees of freedom 38 . 39 are secured. It is optional that the pendulum struts 22 . 25 or the bearing bolts 33 . 34 about fasteners 96a . 96b , especially clips, on the stamps 94a . 94b are secured, these fasteners 96a . 96b be solved in the event of an impact, plastically deformed or broken. In 36 is further to recognize that the stamp 94a . 94b over (in 35 not shown) springs 97a . 97b in the direction of the cams 65 . 66 and inside the bags 95a . 95b are charged.

According to a fourth embodiment, which is also the subject of a dependent claim, a traction cable is articulated to the pendulum strut, which is moved with the movement of the pendulum strut along the displacement degree of freedom. Here, the traction cable is unwound with this movement of a roller, wherein a locking or locking unit of the roller is released to activate the sliding degree of freedom.

A first embodiment of this fourth embodiment is shown in FIG 37 shown. Here are two ropes 98a . 98b of circumferentially opposite sides of a roll 99 , The role 99 opposite ends of the ropes 98a . 98b are at one end of the pendulum struts 22 . 25 or the bearing bolts 33 . 34 hinged. Here are the ropes 98a . 98b exactly or approximately in the direction of the shift degrees of freedom 38 . 39 oriented, so that of the role 99 unwound length of the ropes 98a . 98b dictates how far the pendulum struts 22 . 25 along the shift degrees of freedom 38 . 39 can move. In the in 37 shown switching state are the ropes 98a . 98b maximum on the role 99 wound, bringing the displacement degrees of freedom 38 . 39 are blocked. This position of the role 99 is by means of an actuator 53 , the one here the role 99 locking pawl 100 operated, secured. With the solution of the pawl 100 through the actuator 53 , In particular an electromagnet, which can work against a locking position securing spring, a rotational movement of the roller 99 be enabled, bringing the effective length of the ropes 98a . 98b can magnify and the shift degrees of freedom 38 . 39 be released.

A second embodiment of this fourth embodiment provides a modification of the embodiment according to 37 that is in 38 is shown. Here, too, has the crash absorber 1 corresponding 37 about a role 99 , Ropes 98a . 98b and one the role 99 locking pawl 100 , However, here is a passive change of the switching state and thus actuation and / or release of the pawl 100 , Here has the crash absorber 1 , the bumper 2 , the supporting structure 3 or the disguise 8th via a master cylinder, a hydraulic pressure or a hydraulic volume in a hydraulic line 101 and a hydraulic chamber connected thereto 102 a here hydraulic actuator 53 pretends. Here, the hydraulic pressure and / or the volume of the hydraulic fluid in the hydraulic chamber depends 102 from the impact speed, the impact energy, the impact force. For small impact forces, as present for example in the impact on a pedestrian, the pressure in the hydraulic chamber is sufficient 102 do not go to a release direction of the pawl 100 acting spring 103 overcome, so that the spring 103 the pawl 100 can solve. On the other hand, the fluid presses in the hydraulic chamber 102 for another accident scenario, the pawl 100 in the direction of the roll 99 for locking the same. It is also possible that in the crash absorber 1 no master cylinder is used, but rather the influence of the fluidic conditions in the hydraulic chamber 102 only by a change in the routing of the hydraulic line 101 due to the deformations occurring during the crash.

For a fifth embodiment, which is also the subject of a dependent claim, there is a support of at least one pendulum strut on the console via a latching or friction device. This latching, frictional or Dissipationseinrichtung generates a latching, frictional or dissipating force, which generates a resistance to movement of the pendulum strut along the shift degree of freedom, in particular the locking, frictional or dissipating force of the locking or friction of the on the crash absorber acting impact force is dependent.

A first embodiment of this fifth embodiment provide the example, the dissipation elements described above 77 . 78 which are based in particular on a plastic deformation, friction, elasticity and / or damping or as in the guides 40 . 41 or guided tours 73 . 74 extending dissipation elements 77 . 78 are formed in the form of cams, teeth or projections, the degree of freedom of displacement 38 . 39 block until these dissipation elements 77 . 78 successively elastically or plastically deformed or sheared and thus a partial path of the shift degree of freedom 38 . 39 release.

A second embodiment of this fifth embodiment is shown in FIGS 39 . 40 . 41 shown. Here are the guides 40 . 41 the end areas of the pendulum struts 22 . 25 or the bearing bolts 33 . 34 via locking or friction devices 104a . 104b guided. These locking or friction devices are shown schematically in the 40 . 41 in a viewing direction in the direction of the shift degrees of freedom 38 . 39 shown. Both the pendulum struts 22 . 25 or bearing pin 33 . 34 as well as the guides 40 . 41 have locking or friction bodies 105 . 106 , Optionally, this is possible via a spring 107 are acted upon one another away from acting impact force, which they preferably do not interact with each other. Does it come to an impact with an impact force that is greater than one by the spring 107 predetermined threshold value of the impact force, the locking or friction body 105 . 106 pressed against each other, wherein the contact pressure of the locking or friction body 105 . 106 depends on the acting impact force or in the pendulum strut 22 . 25 resulting impact force component. Thus, depending on the impact force component, the acting frictional or locking force which has to be overcome increases by a movement in the direction of the displacement degrees of freedom 38 . 39 bring about. This also increases the amount of movement during the movement along the shift degrees of freedom 38 . 39 Dissipated impact energy depending on the effect Impact force component in the pendulum struts 22 . 25 , Acts between the locking or friction bodies 105 . 106 a lock requires movement along the shift degrees of freedom 38 . 39 a solution of locking and u. U. overcoming several rest stages, which then can take place a recording of impact energy. It is also possible that the locking or friction device 104a . 104b is formed with deformation elements which are plastically deformed or sheared to effect the movement along the degree of freedom of displacement 38 . 39 , It is also possible that with a small impact force in a crash with a pedestrian locking elements or teeth of the locking or friction body 105 . 106 slip past each other, while with a higher impact force for a crash scenario, the locking elements or teeth of the locking or friction body 105 . 106 positively pressed each other, whereby the movement along the shift degrees of freedom 38 . 39 is completely blocked.

42 shows exemplary force courses 79a . 79b for the embodiment according to 39 to 41 , This shows the force curve 79a a crash with a pedestrian, in which the detent or friction body 105 . 106 be pressed against each other only with a small force or even as a result of the action of the spring 103 not interact with each other at all. It can be seen that here the movement along the shift degrees of freedom 38 . 39 takes place with a small force level, which is dissipated in this range of motion until reaching the end position little impact energy. By contrast, the force curve shows 79b the acting force at a higher impact force, by means of which then the locking or friction body 105 . 106 be compressed more strongly, whereby a greater force is required to move along the degrees of freedom of displacement 38 . 39 bring about. There is thus more impact energy for the movement along the shift degrees of freedom 38 . 39 dissipated.

A third embodiment of this fifth embodiment is shown in FIGS 43 . 44 shown. Here are the guides 40 . 41 via recesses 67 . 68 , However, the entry of the end portions of the pendulum struts 22 . 25 impeded by spring-supported, flush with the guides 40 . 41 arranged guide elements 108a . 108b , For the illustrated embodiment, the guide elements 108a . 108b formed as pivotable against a spring guide rail, which due to the application of the spring flush with the guides 40 . 41 is arranged. In an alternative embodiment, however, also the guide element 108a . 108b as translational in the direction of the recesses 67 . 68 be formed against a spring displaceable guide rail. Reaches an impact force component in the pendulum struts 22 . 25 do not look to the the guide elements 108a . 108b To overcome acting spring, a movement along the shift degrees of freedom 38 . 39 respectively. It is also possible that the spring is the guide elements 108a . 108b with a bias in the flush position according to 43 is applied, wherein the bias then specifies the threshold value of the force which the impact force component in the pendulum struts 22 . 25 must reach to a movement of the guide elements 108a . 108b to release the recesses 67 . 68 to induce. When a threshold value of the impact force components is exceeded, the movement of the guide elements then takes place 108a . 108b in the in 44 shown position in which the guide elements 108a . 108b no longer flush with the guides 40 . 41 are arranged, but rather the recesses 67 . 68 are released. In this case, the shift degrees of freedom 38 . 39 blocked, which is preferably the case for higher impact forces in a collision with a massive obstacle or another motor vehicle.

For a sixth embodiment of the invention, which is also the subject of a dependent patent claim, an activation of the degree of freedom of movement takes place by severing a predetermined breaking point.

A first embodiment of this sixth embodiment provides the transection of the fasteners 96a . 96b of the embodiment according to 35 . 36 represents.

A second embodiment of this sixth embodiment provides a severing or shearing of a dissipation element 77 . 78 as for the embodiments according to 19 . 20 has been described.

• - an einer Sollbruchstelle ein Abscheren des Lagerbolzens 52a, 52b für das Ausführungsbeispiel gemäß 10, 11 oder des Lagerbolzen 59, 60 gemäß 12, 13,
• - ein Abbrechen der Anschläge 63a, 63b von Sollbruchstellen der Sperrklinken 62a, 62b für das Ausführungsbeispiel gemäß 14 oder ein Abbrechen der Anschläge 63a, 63b über Sollbruchstellen für das Ausführungsbeispiel gemäß 17,
• - eine Durchtrennung einer Sollbruchstelle eines Halteelements 69, 70, insbesondere einer Gabel 80, 81, gemäß 23, 24, gemäß 25, 26 oder gemäß 27, 28,
• - ein Durchbrechen einer Sollbruchstelle der Sperrklinken 90a, 90b gemäß dem Ausführungsbeispiel gemäß 29 oder der Sperrklinke 90a, 90b gemäß dem Ausführungsbeispiel gemäß 30 oder
• - ein Reißen der Seile 98a, 98b für die Ausführungsbeispiele gemäß 37, 38

erfolgt, um lediglich einige nicht beschränkende Beispiele zu nennen. In diesen Fällen können die in den genannten Figuren dargestellten aktiven Maßnahmen kumulativ vorhanden sein oder entfallen.It is also possible for further embodiments for all embodiments (and in particular for the sixth embodiment) that

• - At a predetermined breaking point a shearing of the bearing pin 52a . 52b for the embodiment according to 10 . 11 or the bearing pin 59 . 60 according to 12 . 13 .
• - Canceling the attacks 63a . 63b of predetermined breaking points of the pawls 62a . 62b for the embodiment according to 14 or canceling the stops 63a . 63b via predetermined breaking points for the embodiment according to 17 .
• - A separation of a predetermined breaking point of a holding element 69 . 70 , in particular a fork 80 . 81 , according to 23 . 24 , according to 25 . 26 or according to 27 . 28 .
• - a breach of a predetermined breaking point of the pawls 90a . 90b according to the embodiment according to 29 or the pawl 90a . 90b according to the embodiment according to 30 or
• - a ripping of the ropes 98a . 98b for the embodiments according to 37 . 38

to give just a few non-limiting examples. In these cases, the active measures shown in the aforementioned figures may be cumulative or omitted.

For a seventh embodiment, a movement along the shift degree of freedom is brought about by the impact force or an impact force component acting in the pendulum struts.

For an eighth embodiment, on the other hand, a movement along the shift degree of freedom by an actuator is brought about. By means of this shift, on the one hand, a change in the switching state of the switchable crash absorber 1 respectively. On the other hand, by means of a movement brought about by the actuator along the displacement degree of freedom u. U. also an "extension" of the crash absorber 1 done, bringing a greater deformation of the crash absorber 1 can be brought about. After such an extension, either the crash absorber can then have a lower rigidity, so that over the larger displacement path then an impact force can be absorbed gradually, which is particularly advantageous for the impact of the motor vehicle on a pedestrian. It is also possible that with the extension of the crash absorber 1 also a switching state of the crash absorber 1 is brought about, in which the crash absorber 1 has a greater rigidity, so that the means of the crash absorber 1 absorbable impact energy on the one hand due to the greater effective stiffness and on the other hand further increased by the larger deformation path.

A first embodiment of this eighth embodiment is shown in FIGS 45 . 46 shown. Here shows 45 the "retracted" state of the crash absorber 1 , while 46 shows the "extended" state. For this embodiment is merely a guide 41 with a shift degree of freedom 39 in the area of the joint 43 present while the joints 42 . 44 do not have a shift degree of freedom. In this case is on a pendulum strut 20 . 21 . 22 . 25 and / or a joint 23 . 24 a rope 98 or a coupling element 109 hinged, which via an actuator 53 can be moved. With this movement is a pivoting of the pendulum struts 20 . 25 around the joints 42 . 44 along with a movement of the pendulum strut 22 or the bearing bolt 33 along the shift degree of freedom 39 , Has the pendulum strut 22 the end portion of the shift degree of freedom 39 according to 46 reached, has the pendulum strut 22 or the bearing pin 33 a latching or locking unit 110 overcome, which is dimensioned so that the pendulum strut 22 or the bearing pin 33 can not move back even with large-acting impact forces.

A second embodiment of this eighth embodiment is shown in FIG 47 represented, in which with dark gray lines the extended state is shown and with light gray lines the retracted state is shown. Here is the movement of the pendulum struts 20 . 21 . 22 . 25 and the lock via a latching or locking unit 110 basically according to the embodiment according to 46 , However, here is the lead 40 in the area of the joint 44 available with a latching or locking unit arranged there 110a , Furthermore, the extension of the pendulum struts takes place here 20 . 21 . 22 . 25 via an actuator 53 , which may be formed for example as a passive actuator or as a fluidic actuator. The actuator 53 is in this case via a coupling element 109 , in particular a coupling rod, on the joint 24 hinged.

A third embodiment of this eighth embodiment is shown in FIG 48 shown. Here are the end portions of the pendulum struts 20 . 25 or the associated bearing pin 32 . 34 via a toggle mechanism 111 coupled together. A change in a knee angle of the toggle mechanism 111 has a change in the distance of the end portions of the pendulum struts 20 . 25 or the bearing pin 32 . 44 as a result, causing a movement of the end of the pendulum strut 25 or the bearing bolt 34 along the shift degree of freedom 38 (and thus a movement of the end of the pendulum strut 22 or the bearing bolt 33 along the shift degree of freedom 39 ). In this case, an actuator acts on the toggle mechanism 111 what, for example, in the area of the knee joint 112 can be done. For an alternative embodiment can also in a switching state of the crash absorber 1 the knee joint 112 be locked, bringing a configuration of the crash absorber 1 is predetermined. Will then be the lock of the knee joint 112 eliminated, which can be done by means of a release of a latching or locking device in response to an acting impact force, by means of an actuator or by severing a predetermined breaking point of a locking element is a change in the knee angle of the toggle mechanism 111 allowing, whereby the movement along the shift degrees of freedom 38 . 39 can be done.

For a ninth embodiment, which is also the subject of a dependent claim, is carried out for activation of the degree of freedom of movement movement along the shift degree of freedom by acting on a spring and / or damper element, a friction element or a Dissipationselements. For example, such spring and / or damper elements, a friction element or a Dissipationselement be integrated into an embodiment according to the embodiments already described by these in the guides 40 . 41 to get integrated.

For a further embodiment of this ninth embodiment, which is the subject of a dependent claim, the stiffness and / or the damping of the spring and / or damper element, the friction of the friction element and / or the dissipation of the dissipation element as a function of the impact energy, the impact type , The impact velocity or the impact force variable, this being in particular a change in the characteristic such as the spring constant or the damping coefficient of the spring and / or damper element, a change in a friction coefficient and / or a change in a dissipation characteristic of the Dissipationselements. For example, show 49 . 50 in the guides 40 . 41 integrated or cooperating with these spring and damper elements 113a . 113b , The spring and damper elements 113a . 113b have a hydraulic chamber 102 . 102b , which with a hydraulic line 101 connected is. The pressure in the hydraulic line 101 and the volume of the fluid in the hydraulic chamber 102 Depends on the impact, as already in different options for the embodiment according to 38 has been described. In a collision with little impact energy or small impact force, as is the case for example, for a collision with a pedestrian, only a slight deformation of the hydraulic line takes place 101 or a slight actuation of any donor cylinder, whereby only a small displacement of the hydraulic fluid in the hydraulic line 101 takes place and thus only a small change in volume and / or pressurization of the hydraulic chambers 102 . 102b he follows. Thus, no or only a slight extension of the spring and damper elements 113a . 113b , On the other hand, have the spring and damper elements 113a . 113b for such a crash only over a small attenuation. A movement of the joints 43 . 44 is not limited or only to a limited extent for this crash case. An occurring acceleration can in such a crash on the dimensioning of the stiffness of the springs of the spring and damper elements 113a . 113b be given constructive. On the other hand, in the event of a crash with a higher impact energy or a higher impact force, a greater deformation of the hydraulic line occurs 101 or a stronger actuation of a possible master cylinder, so that a larger volume of hydraulic fluid to the hydraulic chambers 102 . 102b is supplied. The pistons of the spring and damper elements 113a . 113b are thus extended and exert a stronger force on the pendulum struts 22 . 25 or the bearing bolts 33 . 34 out. The direction of movement thereof along the shift degrees of freedom 38 . 39 is thus due to the hydraulic loading of the hydraulic chambers 102 . 102b caused, which also extends the crash absorber 1 can be brought about. On the other hand u. U. also the damping of the movement of the pendulum struts 22 . 25 increased in an opposite direction due to the acting impact force.

51 shows a tenth embodiment in which the crash absorber 1 over the link chain 19 with the pendulum struts 20 . 21 . 22 features while the pendulum strut 25 not available here. Thus, the link chain 19 here only in the range of two joints 42 . 43 at the console 18 supported. In this case, it's just a guide 41 present, which is a single shift degree of freedom 39 guaranteed. Here can to ensure a switchability of the shift degree of freedom 39 and / or a record of impact energy during movement along the shift degree of freedom 39 a use of individual or all of the measures described above take place.

On the other hand shows 52 an eleventh embodiment in which the pendulum strut 25 is available. In this case, however, is the pendulum strut 25 not a shift degree of freedom 38 opposite the console 18 supported. Rather, only the shift degree of freedom is 39 in the area of the joint 43 present, with all the measures described above for ensuring the switchability of the sliding degree of freedom 39 and / or for dissipation of the impact energy during the movement along the shift degree of freedom 39 can be integrated in this embodiment.

53 shows the structural integration of a crash absorber 1 in a motor vehicle 6 , Here is the console 18 integral part of the supporting structure 3 , here the crossbeam 5 , It can also be seen that the crash absorber 1 covered is what's going forward through the fairing 8th he follows. Furthermore, the pendulum struts 20 . 21 . 22 . 25 also in an elastomeric material 115 embedded, which is deformed when the pendulum struts 20 . 21 . 22 . 25 move relative to each other. It is alternatively or cumulatively possible that further spring elements between the pendulum struts 20 . 21 . 22 . 25 and / or the console 18 act (not shown here).

54 shows a modified embodiment, on the one hand, the plate-shaped pendulum struts here 20 . 21 . 22 . 25 , On the other hand, it can be seen here that an articulation of the pendulum strut 25 not necessarily in the joint 24 must be done, over which the pendulum struts 21 . 22 pivotally connected to each other. Rather, here is the articulation of the pendulum strut 25 in an additional joint 114 which is between the joints 23 . 24 , preferably immediately adjacent to the joint 24 , from the pendulum strut 21 worn.

It is possible that for the release of each shift degree of freedom 38 . 39 a crash absorber 1 an actuator is responsible or a common actuator for locking or enabling the two shift degrees of freedom 38 . 39 of the crash absorber 1 responsible is. It is even possible that a circuit of a arranged on the right side of the vehicle (in the so-called "hull") crash absorber and arranged on the left side of the motor vehicle other crash absorbers are connected via a common actuator, including this actuator in the region of the two crash absorbers or in the lateral direction of the motor vehicle between these can be arranged and the actuator can be coupled via ropes, shafts or other arbitrary coupling elements with the two crash absorbers.

The pendulum struts can be made of any material, for example a composite material, plastic or a metal. It is possible, for example, that the pendulum struts can be made of a so-called complex phase steel (in particular HD680C R _M = 890 N / mm ² ).

In a massive crash, a recording of the impact energy by the crash absorber 1 by two alternative or cumulative types of deformation. It is possible that a simultaneous bending or buckling of the two pendulum struts 20 . 25 occurs (first deformation scenario) or a bending or buckling of the pendulum strut 22 (second deformation scenario) takes place.

To name only one possible dimensioning of the wall thicknesses of the pendulum struts, the pendulum strut can 20 have a wall thickness of 2.0 mm, the pendulum strut 21 have a wall thickness of 2.3 mm, the pendulum strut 22 have a wall thickness of 2.5 mm and the pendulum strut 25 have a wall thickness of 2.4 mm, these wall thicknesses may also differ by ± 20%, ± 10% or ± 5% of the specified values, but preferably the aforementioned ratios of the wall thicknesses are maintained or at best by ± 10% or ± 5% of the above conditions.

Is between the pendulum struts 20 . 21 . 22 . 25 an elastomeric material 115 arranged in the form of an elastomeric foam material, on the one hand in the space between the pendulum struts 20 . 21 . 25 and on the other hand in the space between the pendulum struts 25 . 22 a foam material with different densities are used. It is also possible that in such an interior, layers of foams are available with different densities, which are then arranged in this interior different elasticities in mechanical series connection.

Preferably, the pendulum struts 20 . 21 . 22 . 25 of the crash absorber 1 together or the entire crash absorber 1 a mass of less than 1.5 kg, for example less than 1.4 kg or 1.3 kg or 1.2 kg. on.

A control of the actuator for switching the crash absorber 1 takes place on the basis of a forward-looking sensor system of the motor vehicle for detecting an imminent crash or prediction of a possibly occurring crash, which can also be detected by means of this sensor and a suitable signal processing, which type of crash it should be. In this case, all known such prediction devices, control algorithms and sensor devices as well as evaluation methods can be used, as they are described in detail in particular in the prior art mentioned above.

Preferably, a circuit of the crash absorber 1 such that for the illustrated embodiments in the detection of an impact on a pedestrian release of the shift degree of freedom takes place, while in another collision and in particular a heavy impact on a stationary massive obstacle or another motor vehicle blocking the degree of freedom of movement. But also possible is a circuit of the crash absorber 1 such that for the illustrated embodiments in the detection of an impact on a pedestrian a blocking of the degree of freedom of movement takes place, while in another impact and in particular a heavy impact on a stationary massive obstacle or another motor vehicle, a release of the degree of freedom of movement.

It is possible that the crash absorber 1 without targeted control or switching by an impact assumes a switching state, which is suitable for an impact of a pedestrian, while only the switching of the crash absorber 1 to a suitable for a vehicle protection switching state leads. But it is also possible that the crash absorber 1 is designed in its basic state for vehicle protection and is adapted only by switching so that it is suitable for pedestrian protection.

For the options mentioned in the preceding two paragraphs, the switching state for a pedestrian impact corresponds to a soft switching state, while the switching state for the vehicle protection or the impact on a stationary massive obstacle or another motor vehicle is a harder switching state. Here, "soft" and "harder" describes at least the stiffness behavior at the beginning of the deformation of the crash absorber 1 while with progressive deformation of the crash absorber 1 same or different conditions may apply to the rigidity of the same or at the end of the deformation of the crash absorber 1 this can have the same stiffness behavior for both switching states.

For the aforementioned possibilities may be a change in the configuration of the crash absorber 1 (In particular, a change in the angle between the pendulum struts 20 . 21 . 22 . 25 due to movement along the shift degree of freedom) by actuation of an actuator or fracture of a predetermined breaking point only while the actual change in the configuration of the crash absorber 1 then as a result of the impact and on the crash absorber 1 acting impact forces occurs. But it is also possible that by means of the actuator active the crash absorber 1 is switched from the one switching state in the other switching state, so that the actuator itself the configuration of the crash absorber 1 changed, for example, by changing the angle between the pendulum struts 20 . 21 . 22 . 25 due to a movement along the shift degree of freedom. This can be done with or even before the impact.

A design of the crash absorber 1 is preferably such that it meets the requirements for both pedestrian protection and for a low-speed crash performance (RCAR bumper test AZT). In this case, the deformation behavior of the crash absorber preferably takes place in such a way that no appreciable plastic deformation takes place on the longitudinal member in the load case "vehicle protection" at an interface to a flange of the longitudinal member.

In the context of the invention, further spring elements, further pendulum struts, damping elements, dissipation elements, actuators can be used in combination with the described components of the crash absorber. But is also possible any other configuration of the pendulum struts. To mention only a non-limiting variant of this embodiment, the pendulum struts can also be designed as turn-up or folding tubes.

In the present description and / or the claims, the same reference number is used for several identical or structurally and / or functionally identical components or features (partially also for different embodiments), in which case the supplementary letter a is used for a differentiation becomes. Herein, reference will then be made to this component or feature in part with and without the use of the supplemental letter, which may then describe or claim one of these components or features or all such components or features.

In the description of the figures, the individual embodiments illustrated in the figures have been assigned to individual embodiments, which are also partially the subject of the dependent claims. In fact, the features illustrated in the figures may also find use for different embodiments and in connection with other embodiments as described herein.

LIST OF REFERENCE NUMBERS

1

crash absorber

2

bumper

3

supporting structure

4

longitudinal beams

5

crossbeam

6

motor vehicle

7

upper load level

8th

paneling

9

crash box

10

flapper

11

shortening

12

deformation

13

Motor vehicle corner

14

crash object

15

force curve

16

first subarea

17

second subarea

18

console

19

articulated chain

20

first pendulum strut

21

second pendulum strut

22

third pendulum strut

23

joint

24

joint

25

fourth pendulum strut

26

fastening area

27

bearing bolt

28

bearing bolt

29

bearing eye

30

bearing eye

31

bearing eye

32

bearing bolt

33

bearing bolt

34

bearing bolt

35

bearing eye

36

bearing eye

37

bearing eye

38

Sliding degree of freedom

39

Sliding degree of freedom

40

Guide, in particular guide slot

41

Guide, in particular guide slot

42

joint

43

joint

44

joint

45

acute angle

46

acute angle

47

acute angle

48

dull angle

49

dull angle

50

bearing eye

51

bearing eye

52

bearing bolt

53

actuator

54

electric motor

55

wave

56

disc

57

Rod

58

bearing body

59

bearing bolt

60

bearing bolt

61

bearing eye

62

lock blade

63

attack

64

end

65

cam

66

cam

67

recess

68

recess

69

retaining element

70

retaining element

71

coupling element

72

release direction

73

longitudinal guide

74

longitudinal guide

75

disc

76

disc

77

dissipation

78

dissipation

79

force curve

80

fork

81

fork

82

Knee lever drive

83

Knee lever drive

84

lock blade

85

feather

86

cable

87

flap

88

drilling

89

Latching or locking unit

90

Verrieglungsklinke

91

Entrastungskörper

92

catch unit

93

longitudinal guide

94

stamp

95

bag

96

fastener

97

feather

98

rope

99

role

100

pawl

101

hydraulic line

102

hydraulic chamber

103

feather

104

Latching or friction device

105

Locking or friction body

106

Locking or friction body

107

feather

108

guide element

109

coupling element

110

Latching or locking unit

111

Toggle mechanism

112

knee

113

Spring and damper elements

114

joint

115

elastomeric material

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

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• DE 102013005099 A1 [0003]
• US 2015/0192183 A1 [0004]
• WO 2004/083526 A1 [0005]
• DE 10031374 A1 [0006]
• EP 1415866 B1 [0007]
• DE 102006026447 B4 [0008]
• DE 102004034577 B4 [0009]
• DE 19700022A1 [0010]
• DE 102013007594 B4 [0011]
• EP 2735756 A2 [0012]
• DE 102007057051 A1 [0013]
• DE 102004051571 B4 [0014]
• DE 19928099 C2 [0015]
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• DE 19633110 B4 [0017]
• DE 9214896 U1 [0018]
• DE 102010020533 B4 [0019]
• US 6626474 B1 [0020]

Claims (15)

Crash absorber (1) for a motor vehicle (6) with a) a console (18), b) a link chain (19) having a first pendulum strut (20), a second pendulum strut (21), a third pendulum strut (22), a hinge (23) via which the first pendulum strut (20) to the second pendulum strut (21 ), and a hinge (24) via which the second pendulum strut (21) is connected to the third pendulum strut (22), c) wherein the articulated chain (19) in the region of the joints (23, 24) is angled and d) the first pendulum strut (20) and the third pendulum strut (22) on the bracket (18) are supported, while the second pendulum strut (21) is not directly supported on the bracket (19). Crash absorber (1) after Claim 1 , characterized in that a) in a joint (24) of the articulated chain the second pendulum strut (21), the third pendulum strut (22) and a fourth pendulum strut (25) are interconnected or b) via a joint (114) which adjacent the joint (24), via which the second pendulum strut (21) is connected to the third pendulum strut (22), a fourth pendulum strut (25) is connected to the second pendulum strut (21) or the third pendulum strut (22), wherein the fourth pendulum strut (25) is supported on the bracket (18). Crash absorber (1) after Claim 2 , characterized in that a) the third pendulum strut (22) and the fourth pendulum strut (25) form an acute angle (45) and in which the hinge (24) facing away from each end on the bracket (18) are supported, wherein the b) the first pendulum strut (20) and the third pendulum strut (22) form an acute angle (46) which opens in the direction of the console (18), c) the fourth pendulum strut (25) and the second pendulum strut (22) form an acute angle (47), d) the third pendulum strut (22) and the second pendulum strut (21) form an obtuse angle (48) and / or e) the first one Pendulum strut (20) and the second pendulum strut (21) form an obtuse angle (49). Crash absorber (1) according to one of the preceding claims, characterized in that the support of the first pendulum strut (20), the third pendulum strut (22) and / or the fourth pendulum strut (25) on the bracket (18) via a joint (42, 43, 44). Crash absorber (1) according to one of the preceding claims, characterized in that at least one pendulum strut (20, 21, 22, 25) in the region of a joint (23, 24, 42, 43, 44) has a bearing eye (29, 30, 31, 35, 36, 37) through which a bearing pin (27, 28, 32, 33, 34) extends. Crash absorber (1) according to one of the preceding claims, characterized in that a) the length of at least one pendulum strut (20, 21, 22, 25) is greater than 100 mm and / or less than 150 mm and / or b) the crash absorber (1) has an extension transverse to the impact direction which is less than 500 mm. Crash absorber (1) according to any one of the preceding claims, characterized in that a) the crash absorber (1) is a switchable crash absorber, which has different stiffnesses, damping and / or impact energy absorption capacities in different switching states, and b) for switching the crash absorber a boundary condition for ba) the support of the first pendulum strut (20), bb) the support of the third pendulum strut (22) and / or bc) a support of one or the fourth pendulum strut (25) on the bracket (18) is variable. Crash absorber (1) after Claim 7 , characterized in that at least one pendulum strut (20, 22, 25) with a shift degree of freedom (28, 39) on the bracket (18) is supported, wherein a circuit of the crash absorber (1) a) by an activation, change and / or deactivation of the shift degree of freedom (38, 39) and / or b) by a movement of the pendulum strut (20, 22, 25) along the shift degree of freedom (38, 39). Crash absorber (1) after Claim 8 characterized in that a) an actuator (53) is provided, which for activating the displacement degree of freedom (38, 39) a bearing pin (52; 59, 60) via which a pendulum strut (22, 25) on the console ( 18) is supported, from a bearing eye (50; 51, 61) moves, b) an actuator (53) is present, which for activating the shift degree of freedom (38, 39) a stop (63) or a holding element (69, 70) moves from an active position to an inactive position, and / or c) an activation of the degree of freedom of movement (38, 39) is carried out by severing a predetermined breaking point. Crash absorber (1) after Claim 8 , characterized in that an actuator (53) is provided, which for the activation of the shift degree of freedom (38, 39) has a degree of freedom of movement (38, 39) arresting locking or locking unit (89) dissolves and / or for deactivating the shift degree of freedom (38, 39) one or the locking degree of freedom (38, 39) fixing latching or locking unit (89) locked or locked. Crash absorber (1) after Claim 10 , characterized in that a cable (98) is articulated to a pendulum strut (22, 25), which is moved with the movement of the pendulum strut (22, 25) along the displacement degree of freedom (38, 39), wherein the cable (98 ) is unwound with this movement of a roller (99), wherein for activating the shift degree of freedom (38, 39) a latching or locking unit (89) of the roller (99) is released. Crash absorber (1) after Claim 8 , characterized in that a support of at least one pendulum strut (20, 22, 25) on the bracket (18) via a latching, friction or Dissipationseinrichtung (104) takes place, which generates a latching, frictional or dissipating force, which Resistance against movement of the pendulum strut (20, 22, 25) along the shift degree of freedom generated (38, 39), wherein preferably the latching, friction or dissipation effect of the latching, friction or dissipation device (104) of the on Crash Absorber (1) acting impact force is dependent. Crash absorber (1) after one of Claims 8 to 12 , characterized in that upon activation of the shift degree of freedom (38, 39) movement along the shift degree of freedom (38, 39) under application of a spring and / or damper element (113), a friction element and / or a Dissipationselements ( 77, 78) takes place. Crash absorber (1) after Claim 13 , characterized in that the stiffness and / or the damping of the spring and / or damper element (113), the friction of the friction element and / or the dissipation of the Dissipationselements (77, 78) as a function of the impact energy, the impact force, the impact type and / or the impact velocity is variable. Motor vehicle (6) with a) arranged between a support structure (3) of the motor vehicle (6) and a bumper (2) or b) a in a bumper (2) integrated crash absorber (1) according to one of the preceding claims.

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