DE102018219559A1 - Vehicle with a pressure tank - Google Patents

Abstract

The invention relates to a vehicle with a pressure vessel installed therein, which has a cylindrical container jacket and is mounted on axially opposite pressure vessel end faces (23, 25) in each case on a body - side first and an axially spaced bearing element (19, 21) In the event of a crash, the two bearing elements (19, 21) together with the intermediate pressure vessel (27) are integrated in a load path (L), via which crash energy is transmitted to the side of the vehicle facing away from the crash. According to the invention, a movement transmission unit (29) is assigned to the pressure container (27), by means of which, in the event of a crash, a translational crash movement of adjacent vehicle parts (1) is partially converted into a rotary movement which acts on the pressure container (27), so that in the movement transmission unit (29 ) the load path (L) is divided into a linear load path (L) in which a linear force component (F) formed in the movement transmission unit (29) acts on the pressure container (27) in the crash direction (x), and in A torsion load path (L) takes place, in which a torsional force component (F) formed in the movement transmission unit (29) acts in the circumferential direction on the pressure container (27) and stresses it with a torsional moment (M).

Description

The invention relates to a vehicle according to the preamble of patent claim 1.

In a fuel cell vehicle, electrical energy is generated from hydrogen in a fuel cell system, which is either passed directly to an electric machine or temporarily stored in a traction battery. The invention is based in particular on one of the DE 10 2008 051 786 A1 Known vehicle concept in which both the fuel cell system, the hydrogen pressure accumulator and the traction battery are installed in the vehicle body. The hydrogen pressure accumulator can be located under the floor in the middle of the vehicle in the area of the center tunnel, while the fuel cell components are arranged as a unit on one side of the vehicle underbody and the traction battery is arranged on the other side of the vehicle on the underbody. In such a vehicle concept, the hydrogen pressure container is comparatively large and installed in the longitudinal direction in the center tunnel. The pressure vessel can be a type IV high-pressure vessel, that is to say it has a plastic liner as the inner layer, which is wrapped, for example, in a wet winding process with a reinforcing fiber winding as the middle layer. In operation, such a type IV high-pressure container has an internal pressure in the range of, for example, 700 bar. Between the filled and unfilled state there is a change in length in the range of up to 2% in the high pressure container

In the out of the DE 10 2008 051 786 A1 known generic body structure, a pressure vessel is installed, which has a cylindrical container shell, which is closed on axially opposite sides in each case with outwardly curved container bottoms. The pressure container is connected to the body structure of the vehicle at at least one body-side bearing point.

In current fuel cell vehicles, the pressure vessels are usually connected to the body structure in such a way that as little force as possible is introduced into the pressure vessel. In addition, in most fuel cell vehicles, a massive protective structure is kept around the pressure vessel, so that no forces are introduced into the pressure vessel even in the event of a crash.

The object of the invention is to provide a body structure for a vehicle in which a pressure vessel can be easily integrated into the body structure as a load-bearing stiffening element.

The object is solved by the features of claim 1. Preferred developments of the invention are disclosed in the subclaims.

The invention is based on the fact that a high-pressure container in particular has a highly rigid composite material and therefore provides a correspondingly high component stability or rigidity. Against this background, according to the invention, the high-pressure container is installed in the body structure in such a way that it is integrated in a load path in a load case (for example in the event of a vehicle crash or in normal driving operation) in order to absorb and transmit operating forces and / or crash forces without damage. According to the characterizing part of claim 1, in the event of a crash (for example a front or side crash), a translational crash movement of adjacent, crash-facing vehicle parts is partially converted into a rotational movement which acts on the pressure vessel. As a result, the crash load path is divided into a linear load path and a torsion load path in the motion transmission unit. In the linear load path, a linear force component formed in the motion transmission unit acts on the pressure vessel in the crash direction. In the torsion load path, on the other hand, a torsional force component formed in the movement transmission unit acts on the pressure vessel, as a result of which the torsion is subjected to a torsional moment that acts about the axis of the pressure vessel.

In a specific embodiment variant, the resulting force from a frontal crash is introduced into the construction via a shock element. A torsion element with steep thread divides a crash force into an axial force F _ax as well as into a circumferential force F _ux , which results in a torsional moment in the torsion element with steep thread. To prevent twisting of the push element, so-called guides are attached to both the driver and the passenger. The counter torque, which was introduced above the torsion element with a steep thread, is further directed towards the pressure vessel via a torsion ring, which in turn is glued to the pressure vessel. A fixing ring ensures that both the torsion ring and the torsion element with steep thread are not moved in the axial direction (x direction). The torsion element with steep thread and the fixing ring are screwed together.

The pressure vessel can have a winding on its peripheral side. This results in the introduction of the torsional moment in the circumferential direction (F _{U, 3} & F _{U, 4} ) and thus an optimal transfer of the torsional force into a tensile force in the pressure container fibers made of CFRP. On the back of the tank, this is firmly clamped to the vehicle, which means that resulting moment at the end of the pressure vessel is transferred into the rear vehicle body. The tank storage is a so-called fixed-lot storage.

The fixed-loose bearing of the invention ensures the linear expansion of the pressure accumulator between full and empty and is approximately 1-2% of the pressure accumulator length. Type 4 hydrogen accumulators consist of a carbon fiber braid. Carbon fiber as such is ideally subjected to tension. The torsion element attached to the tank ensures that the translational shock load in the event of a frontal impact is converted into a torsional load on the pressure accumulator and the carbon fibers are subjected to tension.

In the event of a frontal crash, the impact element is impacted by surrounding components. This moves the torsion sleeve, which can be moved in the x direction, which converts the translatory movement into a rotary movement (comparable to a screw connection) and which acts on the torsion element via a thread, which is positively connected to the pressure accumulator. The pressure accumulator is twisted by the torsion element and the carbon fiber braid is subjected to tension. The fixed storage of the pressure accumulator prevents the tank from rotating freely.

If the torsional moment introduced by the crash load exceeds a critical value, which can, for example, cause the tank to burst, a predetermined breaking point engages in the torsion element and the tank is no longer subjected to torsion.

The basic idea of the invention is to use the large, stiff high-pressure container (for example hydrogen pressure accumulator) at least in the event of a crash, but possibly also for operating loads and / or to increase the body rigidity as a load path, that is to say to integrate it structurally into the body. This results in the potential for high weight savings and package advantages. In particular, a pressure vessel of type IV under 700 bar internal pressure can carry very high loads, however, the forces must not be introduced locally into the pressure vessel structure.

In a technical implementation, the torsional moment formed in the movement transmission unit in the event of a crash can be introduced into the pressure container via the first bearing element. For a correct introduction of the torsional moment into the pressure vessel, it is preferred if the two bearing elements are connected to the pressure vessel in a torsional force-transmitting (ie non-rotatable) connection. In addition, it is preferred if the second bearing element is connected to the vehicle body in a torsionally rigid manner, while the first bearing element is connected to the motion transmission unit in a torque-transmitting manner, decoupled from the vehicle body.

In a structurally simple embodiment variant, the motion transmission unit is designed as a screw drive, specifically with an input element facing crash and an output element facing away from crash. The input and output elements are in threaded engagement with one another. The output element of the motion transmission unit can also be connected to the first bearing element in a torque-transmitting (ie largely torsionally rigid) manner.

With regard to the proper functioning of the motion transmission unit in the event of a crash, it is important to ensure that the collision forces are properly introduced into the motion transmission unit. Against this background, the input element can be designed with an impact element, for example a large impact plate, in the vehicle longitudinal direction in front of the vehicle. It is also conceivable to use a component subframe as a force-introducing impact element. A torsion bushing can connect to the impact element in the vehicle longitudinal direction towards the rear of the vehicle. The torsion bush can be hollow cylindrical with an internally threaded section. The internal thread section of the torsion bushing can be in threaded engagement with a corresponding external thread section of the output element.

So that in the event of a crash the movement transmission unit can generate the rotational torsional movement, it is preferred if the input element of the movement transmission unit is longitudinally adjustable in the vehicle longitudinal direction on a body-side linear guide, but is guided in a rotationally fixed manner about the torsion axis. This prevents the input element from rotating about the torsion axis in the event of a crash. In a specific embodiment variant, the input element, viewed in the transverse direction of the vehicle, can have guide rails on both sides, which are displaceably guided in a longitudinal groove in the body. The at least one guide rail can be connected to the input element via a predetermined breaking point. The predetermined breaking point can break when an excessively large torsional moment is built up, as a result of which a rotary movement of the input element is released. In this way, damage to the pressure vessel due to excessive torsional moment is prevented.

Each of the two bearing elements can be designed as a shell-shaped or dome-shaped bearing shell. The respective bearing shell can enclose a container bottom of the pressure container which is curved outwards on the end face.

The non-rotatable connection between the bearing shell and the pressure vessel can preferably be implemented as a positive connection. In this case, the bearing shell can be extended with a hollow cylindrical torsion element that engages around the outer circumference of the pressure vessel. At least one form-locking element can protrude from the pressure vessel outer periphery, which interacts with a contour-matched depression on the inner periphery of the bearing shell torsion element.

In the case of the above component geometry, it is advantageous if the depression on the inner circumference of the bearing shell torsion element is designed to be axially open on a free, peripheral edge of the bearing shell. In this case, during assembly, the bearing shell can be pushed smoothly over the pressure vessel form-locking element in the axial direction of the pressure vessel, with the formation of the above form-fitting connection.

In the pressure vessel storage described above, the first bearing element, the output element and the input element of the motion transmission unit form a component assembly. This can be adjusted to the front of the vehicle in the longitudinal direction of the vehicle using the linear guide already mentioned. In order to limit or prevent an excessively large longitudinal movement of the component assembly, it is preferred if the first bearing shell is assigned a bolt with which a longitudinal movement of the component assembly is limited or prevented. In a specific embodiment variant, the bolt can be a fixing ring which is rotatably mounted on the peripheral, free edge of the bearing shell between an unlocking position and a locking position. In the unlocked position, the first bearing shell can be slid onto the pressure vessel smoothly, i.e. without interference contour (assembly step). In the assembled position, the fixing ring can be turned into its locking position. In this, the fixing ring engages behind the pressure vessel positive locking element, so that the first bearing shell on the pressure vessel is secured in position.

If the body is loaded in the longitudinal direction, for example in the event of a front or rear crash, the bearing shells can come to rest as far as possible on the ends of the pressure vessel and the loads are passed in the longitudinal direction over the pressure vessel. In addition, the half-shells prevent the pressure vessel from falling out in the event of a crash.

There are two basic concepts regarding the attachment of the pressure vessel to the body structure: a bearing that allows the length expansion of the pressure vessel, or a rigid connection to the body that prevents expansion. The storage with linear expansion can preferably be implemented in a classic fixed-lot mounting, in which the valve side of the pressure vessel is firmly connected to the body (for example neck-mounted) and the other end of the pressure vessel is guided over a mandrel in the calotte . Another possibility of connecting the body is the so-called "belly-mounting". The pressure vessel is attached to the body using tensioning straps (usually metal). The common method is to first span the pressure vessel in several places (usually 2-3 places) and then screw it under the body as a unit. The concept according to the invention, on the other hand, provides for the cylindrical pressure vessel in the central tunnel to be braced directly against the body at probably three locations. The inner layer of the straps as well as the inner layer of the abutments consist of an elastic material, for example silicone, to allow the pressure container to “breathe” in the circumferential direction and also to allow the pressure container to expand in length. The clamping force can be adjusted by means of a spring element.

In both storage variants (i.e. both fixed-lot storage and belly-mounting), the pressure vessel has free access to at least one half-shell / calotte in normal operation. In the event of a longitudinal crash, the body deforms, so that the free space is used up and the half-shells come into contact with one another on at least one, rather on both sides as positively as possible, thus ensuring that the force is largely applied. The load path in the longitudinal crash over the longitudinal members at the front (rear), via the longitudinal member nodes at the front (rear), from there divided into the sill and over the pressure vessel calottes into the pressure vessel across to the other half of the vehicle is thus established.

With this type of connection, no loads are routed into or over the pressure vessel in normal operation and the body rigidity is not increased or is increased only slightly by the pressure vessel. This means that the body properties in normal operation are largely independent of the pressure vessel. The pressure vessel is only structurally integrated in the event of a crash.

With the rigid pressure vessel connection, the pressure vessel is firmly connected at both ends to the pressure vessel calottes, i.e. the body structure. An expansion of the pressure vessel in the longitudinal direction is therefore not permitted. The expansion of the pressure vessel must either be reduced by means of a corresponding pressure vessel layer structure or by the expansion Forces occurring must be absorbed by the body (the pressure vessel calottes) or a combination of both occurs.

In the case of the rigid pressure vessel connection, the load paths in the longitudinal crash are analogous to those described for fixed-lot storage, but without additional free crash lengths. For this, there is the option of also absorbing operating loads via the pressure vessel or of using the pressure vessel to increase the structural rigidity.

The length of the high-pressure container can change depending on the degree of filling. In order to compensate for such changes in length of the pressure vessel largely without tension, it is preferred if the clamping bracket used for securing the position, the tensioning band and / or the underside of the central tunnel have an elastic material layer on their side facing the container jacket in order to permit such compensatory movements of the pressure vessel.

An exemplary embodiment of the invention is described below with reference to the attached figures.

• 1 in einer Seitenansicht ein Brennstoffzellen-Fahrzeug mit teilweisem Aufriss;
• 2 in einer perspektivischen Teilansicht von unten den Fahrzeugboden des Fahrzeugs;
• 3 in einer perspektivischen Teilansicht die fahrzeugvordere Anbindung des Druckbehälters an der Fahrzeugkarosserie;
• 4 bis 6 jeweils Einzelteile der Bewegungsübertragungseinheit;
• 7 und 8 den Fixierring in seiner Einbaulage bzw. in Alleinstellung;
• 9 eine Skizze, anhand der die Lastverteilung in der Fahrzeugkarosserie bei einem Frontcrashfall veranschaulicht ist; und
• 10 bis 47 in Prinzipdarstellung weitere Konzepte einer Druckbehälter-Lagerung.

Show it:

• 1 a side view of a fuel cell vehicle with partial elevation;
• 2nd in a partial perspective view from below the vehicle floor of the vehicle;
• 3rd in a partial perspective view, the front connection of the pressure vessel to the vehicle body;
• 4th to 6 individual parts of the motion transmission unit;
• 7 and 8th the fixing ring in its installed position or in isolation;
• 9 a sketch based on which the load distribution in the vehicle body is illustrated in a front crash; and
• 10th to 47 in principle, further concepts of a pressure vessel storage.

In the 1 A fuel cell vehicle is shown with a partial elevation, in which the body structure is indicated in a roughly simplified manner insofar as it is necessary for an understanding of the invention. Accordingly, there is a drive unit indicated in dashed lines in the front end 1 on the side body side members 2nd tied up to a front cross member assembly 5 are guided in the area of the A-pillar 7. The cross member assembly 5 has, among other things, a transverse end wall 9 as well as bulkhead cross members 10th on. In the further longitudinal direction towards the rear of the vehicle, the front transverse assembly connects 5 a floor panel part 11 in which a central tunnel 13 ( 2nd ) is formed. The floor panel part 11 extends to a rear cross assembly 15 . The rear assembly 15 has a rear cross member 17th on which a rear spherical bearing shell described later 19th is connected.

The rear cup 19th forms together with a front spherical bearing shell 21st a pressure vessel storage system, which conveys the container bottoms to the outside 23 , 25th a cylindrical pressure vessel 27th mounting.

As from the 1 further emerges is the pressure vessel 27th in the vehicle longitudinal direction x forward a motion transmission unit 29 upstream, the functioning of which is described later in the event of a front crash. The motion transmission unit 29 is realized as a screw drive, with an input element in front of the vehicle 31 and an output element behind the vehicle 33 . The front entrance element 31 is with a front cleat 35 trained in the 1 via a free space f from the drive unit 1 is spaced. On the cleat 35 is a hollow cylindrical torsion bushing in the vehicle's longitudinal direction x towards the rear of the vehicle 37 tied which is an internal thread 39 ( 6 ) having. The internal thread 39 the torsion bush 37 is in threaded engagement with an external thread 41 (High-helix thread) of the output element 33 . In the 3rd goes the output element 33 over a larger ring collar 43 of the same material and in one piece in the front bearing shell 21st about. The front bearing shell 21st , the ring collar 43 as well as the output element 33 are realized as a material-uniform and one-piece plastic molded part.

In the further course to the rear of the vehicle is the front bearing shell 21st with a hollow cylindrical torsion element 45 that extends the outer circumference of the pressure vessel 27th encloses. The bearing shell torsion element 45 and the pressure vessel outer circumference are in a positive connection FS that in the 1 and 3rd is indicated by crosses. The construction of the positive connection FS goes out of the 4th and 5 forth. As a result, form-locking elements protrude from the pressure vessel outer circumference 47 radially outwards. These each work with contour-adjusted depressions 49 on the inner circumference of the bearing shell torsion element 45 together.

As from the 4a emerges are the positive locking recesses 49 on the inner circumference of the bearing shell torsion element 45 on a free peripheral edge of the bearing shell 51 designed axially open. When assembling, the front bearing shell can 21st smooth (that is interference-free) in the pressure vessel axial direction via the pressure vessel form-locking elements 47 are pushed, creating the positive connection FS is formed.

In the exemplary embodiment shown, the form-locking elements are 47 not formed directly on the outer circumference of the pressure vessel, but rather on a torsion ring 53 ( 5 ). This is in the assembled state via an adhesive layer (in 5 indicated by cross hatching) glued to the pressure vessel outer circumference.

As from the 3rd further emerges is the input element 31 the motion transmission unit 29 on a body-side linear guide 55 longitudinally adjustable in the vehicle's longitudinal direction x, but around the pressure vessel axis A ( 2nd ) rotatably guided. The linear guide 55 points in the 3rd Longitudinal rails 57 on in the vehicle transverse direction y on both sides of the torsion bush 37 are molded. The longitudinal rails 57 work with U-shaped guide rails 59 together, the body-fixed on the bulkhead cross member 10th are installed. In the 2nd are the longitudinal rails 57 forming a predetermined breaking point described later 61 molded onto the outer circumference of the torsion ring.

As can be seen from the preliminary description, the front bearing shell forms 21st together with the motion transmission unit 29 a component group B ( 2nd ) in the vehicle longitudinal direction x via the linear guide 55 is freely adjustable towards the front of the vehicle. To provide a longitudinal adjustment path of the component assembly in normal driving operation 63 to limit or avoid is on the edge 51 the front bearing shell 21st a fixing ring 65 ( 7 or 8th ) rotatably mounted. The fixing ring 65 can be rotated between an unlocked position and a locked position. When assembling the front bearing shell 21st with the pressure vessel 27th is the fixing ring 65 in its unlocked position. The clamping point is in the unlocked position 54 and the positive locking elements 47 of the torsion ring 65 in axial alignment with recesses 64 , 66 ( 8th ) of the torsion ring 65 . Therefore, the axially open positive locking recesses are in the unlocked position 49 exposed. The front bearing shell 21st can therefore on the pressure vessel without interference contour 27th be postponed. The fixing ring is in the installed position 65 rotated into its locking position, in which the fixing ring the pressure vessel positive locking elements 47 reaches behind, so that the front bearing shell 21st on the pressure vessel 27th is secured.

For additional securing of the position of the pressure vessel 27th is in the 2nd or 3rd a clamp 44 provided the outer periphery of the bearing shell torsion element 45 spanned and the pressure vessel 27th in the middle tunnel 13 holds.

Based on the outline of the 9 is the mode of operation of the motion transmission device 29 described in the case of a front crash: Accordingly, this is in the crash load path L integrated drive unit 1 using up the clearance Δx in a crash movement against the cleat 35 the motion transmission unit 29 pressed. In the screw drive 29 becomes the translational crash movement of the drive unit 1 partially converted into a rotational movement on the pressure vessel 27th works. This takes place in the screw drive 29 a division of the crash load path L into a torsion load path L _U , one in the screw drive 29 Torsional force component Fu formed in the pressure vessel circumferential direction on the pressure vessel 27th acts so that the pressure vessel 27th with a torsional moment M _TE is subjected to torsion. It also becomes a linear load path L _ax formed, one in the screw drive 29 formed linear force component F _ax (that is, axial force component) in the crash direction x on the pressure vessel 27th acts. The two partial load paths L _ax and Lu are on a between the rear cup 19th and the rear cross member 17th formed node again merged and forwarded to the rear of the vehicle.

In the following 10th to 47 In principle, further concepts of a pressure vessel storage are indicated, in which the pressure vessel 27th can be integrated into a load path in the event of a crash or during normal driving, i.e. is structurally integrated into the body: 10th the front bearing shell 21st realized as a resilient cap, which in the vehicle longitudinal direction x via a clearance from the front bulkhead cross member 10th is spaced and by means of spring elements 71 against the front bulkhead cross member 10th is supported. The rear cup 19th is made in two parts and over foam material 73 on the rear cross member 17th supported (fixed bearing).

In the 11a and 11b is the pressure vessel 27th also via front and rear bearing shells 19th , 21st on the front and rear cross members 10th , 17th supported. The rear cup 19th is a two-part calotte with an associated additional torsion ring 75 in the same way also the front bearing shell 21st a torsion ring 75 assigned. The two torsion rings 75 cause a torsionally rigid positive connection FS between the pressure vessel and the front and rear cross members 10th , 17th , causing between the cross beams 10th , 17th and the pressure vessel 27th Torsion is transferable.

In the 12 is the pressure vessel 27th via a "neck-mounted" bearing in the vehicle body, from the front bearing shell 21st a wave element 77 protrudes through a spring element 79 on the front cross member 10th is supported. The pressure vessel is over the rear bearing shell 19th in the manner of a fixed bearing on the rear cross member 17th supported.

That in the 13 The embodiment shown essentially corresponds to that 10th . In the 13 points the pressure vessel 27th additionally a centrally positioned glued ring 81 on, in which tensile or compressive forces can be introduced, namely from the front cross member 10th and / or from the rear cross member 17th . In the 14 is that on the outer circumference of the pressure vessel 27th glued ring 81 only with one of its side flanks in a force-transmitting connection to the rear cross member 17th . In the 15 is in the clearance between the front bearing shell 21st and the front cross member 10th an airbag 83 positioned. On the outer circumference of the pressure vessel 27th are strain gauges 85 arranged. The airbag 83 can be integrated in a pressure control, by means of which an internal pressure of the airbag 83 is regulated depending on the refueling condition. This can be done using the strain gauges 85 and / or can be detected via the pressure vessel valve and the pressure vessel internal pressure.

In the 16 is the rear cup 19th forming a fixed bearing over foam material 73 on the rear cross member 17th tied up. The front bearing shell 21st is with the interposition of a hydraulic unit 87 with a hydraulic tappet on the front cross member 10th supported. By means of the hydraulic unit 87 automatic game compensation can take place. In the 17th is the front bearing shell 21st also via spring elements 79 on the front cross member 10th supported. In addition, the front bearing shell 21st with a wave 89 extended to the front, rotatable in the front cross member 10th is stored. The rear cup 19th is over a key 91 in the rear cross member 17th positioned. In the 18th is the space between the front bearing shell 21st and the front cross member 10th through foam material 73 replenished, as is also between the rear bearing shell 19th and the rear cross member 17th the case is. In the 19th go both the front cross member 10th as well as the rear cross member 17th in longitudinal tunnel beams 93 about. These are each with flanks 95 in system that rise on both sides towards the middle of the pressure vessel. In this way, large-scale force transmission and good utilization of the pressure vessel result in the event of a load 27th . In the 20th has the front bearing shell 21st a leaf spring or a membrane 97 on, over the bearing shell 19th on the front cross member 10th is stored. In the 21st is the front bearing shell 21st over a drive spindle 99 in driving connection with an electric motor 101 . The bearing shell 21st is about an elastic material 103 on the front cross member 10th supported. In the 22 is the pressure vessel 27th together with its cups 19th , 21st in a fluid-tight tank 107 arranged. The front bearing shell 21st is via a floating bearing (spring element 79 ) supported on the front, while the rear bearing shell 19th via a floating bearing (spring element) on the rear cross member 17th is supported. The pressure vessel 21st is inside the tank 107 in a fluid 109 immersed. With quick loading, the fluid shows 109 stiff storage properties, while at slow load the fluid 109 has elastic storage properties. In the 23 is the pressure vessel 27th with a pneumatic muscle 113 educated. This shortens when pressure is applied and creates a firm hold in the event of a crash. In addition, the pressure vessel outer circumference is an apron 111 (made of fiber composite plastic). The pneumatic muscle 113 is a pressure reservoir 112 assigned.

In the 24th is the front bearing shell 21st via a flow-controlled valve 115 like forming a floating bearing on the front cross member 10th tied up. The valve 115 closes when the flow rate is too high. With a low flow rate, on the other hand, there is an expansion of the pressure vessel 27th possible. In the 25th is the front bearing shell 21st over a magnetic field 119 on the front cross member 10th tied up. A sensor system 117 detects a crash. In the event of a crash situation, an electromagnet is energized to create a magnetic field 119 to generate and so the flow of power to the pressure vessel 27th to manufacture. In the 26 is the front bearing shell 21st via an insert component 119 on the front cross member 10th supported. The rear bearing shell is the same 19th with the interposition of an insert component 119 and with the interposition of foam material 73 on the rear cross member 17th supported. In the 27th is the pressure vessel 27th with the interposition of torsion-conducting webs 121 on the front cross member 10th supported. The torsion bars 121 are in positive connection with corresponding grooves 123 in the front cross member 10th . In this way, a pressure load can be converted into a torsion load in the event of a crash. The fibers in the pressure vessel jacket can be subjected to tension. There is also perfect guidance between the groove 123 and footbridge 121 enables a torsional moment to be produced.

In the 28a is the pressure vessel 27th via a front bearing shell 21st and with the interposition of foam material 73 on the front cross member 10th supported. In addition, the front bearing shell 21st over the torsion ring 75 on the pressure vessel 27th attached. The rear cross member is in the same way 17th over the torsion ring 75 torsionally rigid on the pressure vessel 27th tied up. In the 28b is the body structure of the 28a shown in front view. As a result, the front cross member 10th made in two parts, consisting of two crossbeam segments 125 , 127 , whose mutually facing ends are offset in the vehicle vertical direction z. The z-offset cross member creates a side impact 10th a torsional moment in the front bearing shell 21st .

In the 29 there is an additional power transmission between the tunnel side members 93 and outer circumferential knobs 129 of the pressure vessel 27th . The pimples 129 are in oblong holes 131 adjustable in the axial direction, each in the longitudinal beams 93 are trained. In the 30th is the front cross member 10th connected to the outer circumference of the pressure vessel via an additional positive connection. The positive connection has a snap ring glued to the outer circumference of the pressure vessel 133 on that over movable notches 135 on the front cross member 10th is connected. In the 31 is the front cross member 10th in clamp connection with the pressure vessel outer circumference, namely according to the “ratchet principle”, for the pins / clamps / washers 137 of the cross member 10th in engagement with a snap ring 133 are on the pressure vessel 27th is glued on. The pins / clamps / washers 137 can be run in during refueling.

In the 32 is the pressure vessel 27th using a seat belt 139 tense on the vehicle body. The safety belt 139 is about mechanical belt tensioners 141 guided on the body side. In the event of a crash, a belt pull-out is blocked by centrifugal force. In the 33 the pressure vessel is also stored using seat belts 139 . In this case, the pressure forces are specifically introduced and via the seat belt 139 intercepted. In the 34 is in the cross member 10th a positive / non-positive element 143 formed by a spring element 145 is biased. The positive / non-positive element 143 interacts with a corresponding positive locking contour on the pressure vessel outer circumference. In this case, the pressure vessel storage can be controlled via an airbag control unit. The pressure vessel storage works by means of stored spring energy and is at least partially inside the cross member 10th arranged. In the 35 is the front bearing shell 21st via a claw coupling 147 on the front cross member 10th tied up. The claw coupling is in thread engagement 149 with the front cross member 10th , which causes a torsion element in the pressure vessel in the event of a crash 27th can be initiated. In the event of a crash, the screw drive is operated using a carrier 151 driven. In the 36 is the front bearing shell 21st via a linear guide element 153 on the longitudinal beams 93 supported. In the pressure vessel outer circumference and the tunnel side members 93 there is foam material 73 .

In the 37 is the front bearing shell 21st via an air bellows 155 on the front cross member 10th supported. This results in an air spring mounting, as is also used in commercial vehicles. In the 38 is the pressure vessel 27th an air hose 157 assigned to the the pressure vessel 27th encloses and has a large air reservoir at its front ends. The air hose 157 is forming a predetermined breaking point over elastomer elements 159 on the front and rear cross members 10th , 17th supported. In the 39 is the pressure vessel 27th stored in a crash-proof manner with regard to a side crash. For this purpose, the pressure vessel storage has a hydraulic unit, the hydraulic fluid of which 161 about pistons 163 is limited, which are positioned displaceably in the vehicle transverse direction y or in the vehicle longitudinal direction x. In the event of a side crash, the hydraulic unit can hydraulically redirect impact forces and introduce them into the tank as tensile forces. For this purpose, a specially designed force transmission is on the outer circumference of the pressure vessel 165 provided.

In the 40 is the vehicle body in the area of the rear cross member 17th designed to be elastic enough to accommodate pressure vessel expansion. In the 40 is the expansion 167 shown in dashed lines. The front side member is in the same way 10th realized. In the 41 the pressure vessel is stored according to the "belly-mounted" principle. The body structure is designed so that it can be attached to the pressure vessel in the event of a crash 27th supports. For this, the pressure vessel 27th of straps 169 embraced. The front bearing shell 21st is in the 41 flush in one shot 171 of the front cross member 10th stored. In the 42 the pressure vessel is stored using a glued-on cylinder 173 using a so-called flexible tube 175 on the front cross member 10th is supported. The rear bearing shell is over a torsion ring 75 on the pressure vessel 27th tied up. Between the rear cup 19th and the rear cross member 10th is an elongated hole 177 educated. In the same way is also between the front bearing shell 19th and the front cross member 10th an elongated hole 177 trained, in combination with a guide bar 179 . In the 43 is on the front bearing shell 21st a structural element 181 tied to force transmission. The structural element 181 works in the event of a crash with a front-end unit 1 together. Between the front bearing shell 21st and the front cross member 10th there is an elongated hole 177 in which the front bearing shell 21st is longitudinal, so that an expansion is possible. In the 44 is this Structural element 181 via an elastic compensating element 183 on a subframe construction 185 supported. The front bearing shell 21st is over an elongated hole 177 in the front cross member 10th performed in the longitudinal direction x. In the 45 is the front bearing shell 21st over a piezoceramic 187 on the on the subframe construction 185 supported the piezoceramic 187 causes a coupling of the strains in the recording. Via strain gauges 85 becomes a piezo actuator of piezoceramic 187 controlled depending on the refueling status to compensate for the game. Between the piezoceramic and the front cross member 10th there is a predetermined breaking point 189 .

In the 46 is the pressure vessel 27th over a glued torsion element 191 as well as with the introduction of a torsion initiation 193 on the subframe construction 185 supported. In the event of a crash, tensile stress results 195 the fibers of the pressure vessel. In the 47 are the front bearing shell 21st Form / friction locking elements 197 assigned in a snap connection with a crash initiating structure 199 are. The crash initiating structure 199 is with a spring element 201 biased.

Reference symbol list

1

Drive unit

2nd

Body side member

5

Cross assembly

7

A pillar

9

Front wall

10th

Bulkhead cross member

11

Floor panel part

13

Center tunnel

15

rear cross assembly

17th

rear cross member

19th

rear cup

21st

front cup

23, 25

Container bottoms

27th

pressure vessel

29

Motion transmission unit

31

Input element

33

Output element

35

Cleat

37

Torsion bush

39

Female thread section

41

Male thread section

43

Ring collar

44

Clamp

45

Torsion element

46

window-like recesses

47

Positive locking elements

48

Fixing elements

49

Form-fit recesses

50

Torsional stiffening

51

Bearing shell edge

53

Torsion ring

54

Tension point

55

Linear guide

57

Longitudinal rail

59

U-shaped longitudinal guides

61

Predetermined breaking point

63

Component group

64

Cut-out for the clamping point 54 of the torsion ring 53

65

Fixing ring

66

Cutouts for the positive locking elements 47 of the torsion ring 53

67

Clamp

69

Winding

L

Crash load path

L _U

Torsion load path

L _ax

Linear load path

F _U

Torsional component

Fa _x

Linear force component

A

Pressure vessel axis

M _TE

Torsional moment

FS

Positive connection

Δx

free space

71

Spring element

73

Foam material

75

Torsion ring

77

waves

79

Spring element

81

ring

83

Airbag

85

Strain gauges

87

Hydraulic unit

89

wave

91

Adjusting spring

93

Tunnel side members

95

Flanks

97

membrane

99

Drive spindle

101

Electric motor

103

elastic material

105

Gas pressure spring

107

tank

109

Fluid

111

apron

112

Pressure reservoir

113

pneumatic muscle

115

Valve

117

sensor

119

Insert part

121

Walkways

123

Grooves

125, 127

Cross member segments

129

Pimples

131

Elongated holes

133

Snap ring

135

movable catches

137

Clamping pins

139

Seat belt

141

Belt tensioner

143

Positive / non-positive element

145

Spring element

147

Claw clutch

149

Thread engagement

151

carrier

153

Linear guide

155

Air bag

157

Air hose

159

elastic element

161

Hydraulic fluid

163

piston

165

Force application

167

expansion

169

Clamp

171

admission

173

cylinder

175

Flexible pipe

177

Long hole

179

Boardwalk

181

Structural element

183

Compensation element

185

Subframe construction

187

Piezoceramic

189

Predetermined breaking point

191

Torsion element

193

Torsion initiation

195

Tensile stress

197

Positive / non-positive element

199

structure leading to the crash

201

Spring element

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102008051786 A1 [0002, 0003]

Claims (9)

Vehicle with a pressure vessel (27) installed therein, which has a cylindrical container jacket and is mounted on axially opposite pressure vessel end faces (23, 25) on a body-side first and an axially spaced bearing element (19, 21), in the event of a crash the two bearing elements (19, 21) together with the intermediate pressure container (27) are integrated in a load path (L) via which crash energy is transmitted to the side of the vehicle facing away from the crash, characterized in that the pressure container (27) is assigned a motion transmission unit (29) by means of in the event of a crash, a translational crash movement of adjacent vehicle parts (1) is partially converted into a rotary movement which acts on the pressure vessel (27), so that in the motion transmission unit (29) the load path (L) is divided into a linear load path (L _ax ) takes place in which an L formed in the motion transmission unit (29) inertial force component (F _ax ) acts in the crash direction (x) on the pressure vessel (27), and takes place in a torsion load path (L _U ) in which a torsional force component (F _U ) formed in the motion transmission unit (29) acts in the circumferential direction on the pressure vessel (27) and stresses it with a torsional moment (M _TE ) for torsion. Vehicle after Claim 1 , characterized in that the torsional moment (M _TE ) formed in the movement transmission unit (29) in the event of a crash can be introduced into the pressure container (27) via a first bearing element (21), and in that the torsional moment (M _TE ) is introduced into the pressure container (27 ) the two bearing elements (19, 21) are in torsional force-transmitting, that is to say torsionally rigid, torsionally rigid connection (FS) to the pressure vessel (27), and that the second bearing element (19) is connected to the vehicle body (17) in a torsionally rigid manner, and that first bearing element (19), decoupled from the vehicle body in terms of force, is connected to the motion transmission unit (29) in a torque-transmitting manner. Vehicle after Claim 1 or 2nd , characterized in that the motion transmission unit (29) is a screw drive, with a crash-facing input element (31), which is in threaded engagement with a crash-facing output element (33), which is connected to the first bearing element (21) in a torque-transmitting, ie torsionally rigid manner . Vehicle after Claim 3 , characterized in that the input element (31) has a front bumper element (35) in the vehicle longitudinal direction (x), to which a torsion bushing (37) is connected in the vehicle longitudinal direction (x) to the rear of the vehicle, and in that the torsion bushing (37) unites Has internal thread section (39), and that the internal thread section (39) of the torsion bushing (37) is in threaded engagement with an external thread section (41), in particular steep thread, of the output element (33). Vehicle according to one of the Claims 3 or 4th , characterized in that the input element (31) of the motion transmission unit (29) is longitudinally adjustable in the vehicle longitudinal direction (x) via a body-side linear guide (55), but is non-rotatably guided about the torsion axis (A), so that in the event of a crash the input element (31 ) around the torsion axis (A) is prevented, and that the linear guide (55) has a predetermined breaking point (61), which breaks when an excessively large torsional moment (M _TE ) is built up, with the release of a rotary movement of the input element (31). Vehicle according to one of the preceding claims, characterized in that each of the two bearing elements (19, 21) is designed as a half-shell or dome-shaped bearing shell and enclose a container base (23, 25) of the pressure container (27) which bulges outwards at the end, and in particular the dome-shaped bearing shell (19, 21) is extended with a hollow cylindrical torsion element (45) which surrounds the outer circumference of the pressure container (27), and / or that the torsional force-transmitting connection (FS) between the bearing shell (19, 21) and the pressure container ( 27) is a positive connection, in which at least one positive locking element (47) protrudes from the pressure vessel outer circumference and cooperates with a contour-matched depression (49) on the inner circumference of the bearing shell torsion element (45). Vehicle after Claim 6 , characterized in that the interlocking recess (49) on the inner circumference of the bearing shell torsion element (47) is axially open at a free peripheral edge (51), so that during assembly the bearing shell (19, 21) runs smoothly in the axial direction of the pressure vessel can be pushed over the pressure vessel interlocking element (47), to form the interlocking connection (FS). Vehicle after Claim 7 , characterized in that the first bearing element (21) and the output element (33) form a component assembly (63) which can be adjusted forwards in front of the vehicle in the vehicle longitudinal direction (x) via the linear guide (55), and that the first bearing element (21) a locking element (65) is assigned, by means of which a linear movement of the component assembly (63) with respect to the pressure vessel (27) is limited or prevented. Vehicle after Claim 8 , characterized in that the locking element (65) is a fixing ring which is rotatably mounted on the circumferential free edge (51) of the first bearing element (21) and can be rotated between an unlocking position and a locking position, and in that in the unlocking position the first bearing element (21 ) can be easily pushed onto the pressure vessel (27), and in the locking position of the fixing ring (65) engages behind the pressure vessel form-locking element (47), thus securing the first bearing element (19) in position on the pressure vessel.

Images