DE3739011A1 - A passenger vehicle designed as a safety vehicle with safety nets and the steering wheel and front-passenger's box in each case mounted in a flexible manner - Google Patents

Abstract

The invention relates to a passenger vehicle 13 designed as a safety vehicle with a vehicle front part 260 which is mounted on a vehicle interior 261 in a manner such that it can pivot aside about a horizontal transverse pivot 263 and is held in its normal position by a shock-absorber spring unit and by pneumatic springs which can be adjusted in their compressive force. In the event of full braking or at the beginning of an impact safety nets 345, which are in each case attached to a safety clip mounted in a seat back in a manner such that it can be pivoted aside, is at the same time swung in front of the chest and the head of a driver 3 and a passenger. A steering wheel 350, which lessens in its resisting force in an impact, is provided for the driver, and a front-passenger box, which lessens in its resisting force in an impact, is provided for the front passenger, the flexibility of the steering wheel and front-passenger box, which are each mounted flexibly, being in each case increasingly facilitated by a counter-spring as the pivoting angle of the vehicle front part downwards increases. <IMAGE>

Description

The invention relates to a safety vehicle (Si Kfz) trained passenger cars (PKW) with a swivel bar around a horizontal transverse axis on the vehicle interior th vehicle front part, the vehicle front part by a Shock absorber spring unit, as well as separately arranged air springs is kept in normal position.

The horizontal transverse axis is used when braking or at an impact generated thrust between the front of the vehicle part and the vehicle rear part in a swiveling up of the front dereses around the front wheels, as well as in a swiveling of the Vehicle interior implemented around the rear wheels.

As a result, the contact pressure of the tires against the road is selected rend a braking operation according to the lifting power, with which the center of gravity is raised, very essential Lich increased, which improves the stability of the SiKfz's and blocking of the wheels by the brakes largely ver is prevented.

Due to the increased contact pressure of the tires against the road when braking, tire wear is also reduced, since yes a sliding of the tires on the road is essential is sword.

An anti-lock device is therefore no longer required and should, in terms of braking distance, be effective a SiKfz can be far surpassed without additional effort. Through the caster of the rear wheels against the front wheels at Raising the transverse axis or braking the SiKfz is also the vehicle rear part largely breaking out to the side excluded, so that a SiKfz from the beginning much higher security is offered than with a conventional vehicle after the numerous improvements with regard to the road safety of a motor vehicle (hugh).

Compared to a conventional motor vehicle, the vehicle occupants not so abruptly from their seats or hurled into the designated seat belts, but about the front part of the vehicle, which is like a ret tender slope, which you drive up, first appears in Fahrrich  tion swung up, where it then emerges from immediate danger area.

During the swiveling of the vehicle interior around the rear The front seats are slightly raised and the driving witness inmates firmly pressed into their seats (which one accordingly can cushion) so that the occupants maintain their own speed compared to the interior, which is gradually decelerated while driving can still delay yourself by holding hands and Support feet against the interior (instinctively).

Because with a conventional seat belt even with one such a dampened impact there is still a risk that the Vehicle occupant's head is bent forward because yes only the upper body is held back by the belt a SiKfz at least for the driver and the front passenger Retractable safety net attached to a protective bracket see to avoid an impact against the windshield other.

A safety net has compared to a conventional security strap the advantage of having an upright head with head and chest being restrained at the same time and that you can't get your legs attracts, as should be the case, if one uses force the head is pushed forward, where then the forces in should ease the poor.

An airbag can prevent the head from kinking if it is inflated at just the right moment, but it should be there a bull-nosed catcher a different trigger moment like a delicate mannequin, a spiritual psychiatrist or an elderly person.

With the same setting, however, either the catcher is temporarily blocked from view or the mannequin first has his head bent forwards before the airbag may then throw his head back again, which can result in two broken necks (a front and a rear). Therefore, a SiKfz is specially developed for delicate creatures (see Fig. 1 and 4-9) and of course also for their mothers, fathers, grandpa, grandma, friends, etc.; because what is suitable for less robust people is particularly suitable for strong people with a SiKfz and is not associated with any disadvantage for them. In contrast to a conventional seat belt, the safety net is only swiveled automatically in front of the chest and head of the driver or front passenger and possibly also the rear vehicle occupants at the moment of impending danger.

So either with full braking or right at the beginning of one Impact if the driver is no longer able to slow down beforehand.

Because a safety net only slightly affects the driver's view the triggering moment for folding down the Guardrail be set so that the safety net already is swung down before a corpulent person at egg Braking hard has to keep up.

You are rarely forced to brake hard and folding up the protective bar is no problem and can also be accomplished while continuing by with one hand the folded down safety bar again swings up, where it then snaps into place.

The driver can fold the guard down early moreover, the sure feeling that he can rely on that in an emergency timely triggering of the protection device can leave what with an airbag, for example, is not possible because the the same would block the view and only before should be reloaded.

Of course, you can also swing the protective bars back up automate, but what in the present patent application has not been received because that is not a problem at all.

With a SiKfz, getting out after an accident is also not a problem Problem because the door frames are not touched by the impact and also the protective bar with the safety net attached to it Don't hinder getting out and never get up again have to be pivoted.

You just have to jump a little bit down because you are is above the actual accident or you are waiting quite simply until a helpful police stewart arrives has at least enough strength to be able to follow you heave down.

With a conventional seat belt, getting out is by egg After an accident or a shock, a problem about that most people were already thinking, so here has not gone into this in more detail

Anti-lock device, seat belt, belt tensioner and Air bag are all developments that are of safety and kei  unnecessary luxury served and should not be belittled learns, but are recognized accordingly; because without this Developments with their many disadvantages (as well as costs) there are no suggestions for better solutions.

In minor collisions, as everyone knows, the driver is has an advantage over the co-driver because he is driving can hold on to the wheel.

In severe accidents, the driver can use the steering wheel Doom, what a man from Audi (see ADAC motorwelt 9/87, page 71).

However, the steering wheel is only pulled away from the driver when the Mon is pushed backwards by an impact, then can that may be too late for the driver if he does it beforehand has not done bodybuilding regularly and really Muscles blossomed.

In this patent application not only the driver, but also thought of the passenger.

To be on the passenger box (utensils or gloves box) is the same with conventional ones Cars far too far in front and co-drivers, everyone Braking anxiously bend forward to cope with the hands leaning against it is too close to her nose the windshield in the event of an impact should.

In the case of a SiKfz, therefore, the passenger compartment is at the rear pulled so that he face the steering wheel in about the same Level lies.

The interception of an impact with stretched arms can be called lead to joint damage, which is why children, for example, when they jump off a chair, the impact doesn't intercept with straight legs, but her legs et bend something.

The steering wheel and front passenger box are now springy on a SiKfz stored. However, since a spring has the disadvantage that its Force increases when the arm strength of the driver or front passenger subsides due to overwork and also the unwanted one here Property has that it endeavors to the stored To release energy again in the opposite direction is at a SiKfz each provided a counterspring, which increases downward swiveling angle of the front part of the vehicle  generates increasing drag, which strives to the steering wheel or the front passenger box away from the driver or front passenger pull.

The counterforce generated by the respective counter spring is reduced thus with increasing swivel angle of the front part of the vehicle down the contact pressure with which the steering wheel or the Bei driver box by a spring against a rear, the Ge position determining the position of the appliance is pressed until it closes Lich the effect of the counter spring is the same or greater than the force with which this spring strives, the Steering wheel or the passenger box back in the position of use press so that the steering wheel and the passenger box after one certain swivel angle of the vehicle front part down even pulled away from the driver or front passenger or in no longer resist their compliance.

This causes the steering wheel or the passenger to snap back after a severe impact or after an egg lighter impact reduced, giving the flexibility of the steering wheel and the passenger box in the event of an impact the pivoting of the front part of the vehicle more and more easier tert or adapted to requirements.

Thus, sprains, bruises or even bone chips Eliminations in the wrists and arm joints avoided, being the same a possibility is given in time, its own speed to reduce through active use without excessive danger run that the steering wheel or the glove box Chest pushes in or internal organs injured.

For the rear vehicle occupants of a SiKfz it should be ge are sufficient to polish the backrests of the front seats appropriately star. The backrests are in their respective swivel positions stable and either unyielding or little compliance big (possibly against spring pressure) stored on the seats.

Of course, a SiKfz has mirror facilities on both sides according to the Europ. Patent application 01 90 677 with further verbs Comments attached. The mirror devices are in vorlie but not shown embodiment so that itself additional inventors or explorers are now fully at hand Patent registration can focus and on other thoughts are brought.

The double-walled canopy over the conical wind  The protective screen of the SiKfz has an as on the front Air flow deflector designed, closed tub for opening catch rainwater with separate drainage slots, so that the overflowing from the tub to the windshield Rainwater no longer through the circular arc Slot for the passage of the mop through to un dripping into the driving wind, but a little further ahead through the drain slots in the canopy.

After the big steps (invention of the wheels and a motor) more small steps have now been taken that are less of a problem speed, but more conducive to security what with the current traffic density not be inappropriate should.

In the diagrams, Fig. 1 to 9 having formed a SiKfz as ter security passenger cars (SiPKW) is shown with a 13 from pivotable about a horizontal transverse axis 263 on a vehicle interior 261 mounted vehicle front portion 260. In this case, in the event of full braking or at the start of an impact safety net 345 , each of which is attached to a protective bracket 351, 344 which can be pivoted away in a seat back 372 (see FIG. 2), in front of the chest and head of a driver 3 and a passenger 108 pivoted (see Fig. 4).

For the driver, a steering wheel 350 (see FIGS . 1 and 5) which is reduced in the event of an impact in the event of an impact and for the front passenger 375 (see FIGS . 6 and 7) is provided for the passenger in the case of a collision in which the resistance is reduced in the event of an impact , with the resilience of the respective spring-loaded steering wheel or passenger box with increasing pivoting angle of the front part of the vehicle downwards is made increasingly easier by a counter spring 358 and 378, respectively.

Fig. 1 shows a SiPKW 13 with a swiveling about a horizontal transverse axis 263 on a vehicle interior 261 GE front mounted 260th

For a driver 3 , a steering wheel 350 is provided, the sen resistance to an impact by the pivoting from the front part of the vehicle is gradually reduced. A in the seat back 372 pivotally mounted protective bracket 351, 344, 345 (see Fig. 2) is held here by a trigger 348 ' in a ready pivot position.

1 Fig. 2 shows the sectional line 2-2 of FIG. A swiveled forwardly mounted in a seat back 372, consisting of a hori zontal transverse axis 351 and two arms 344 guard 351, 344, at its forward angled pivot end a safety net 345 between its Poor is spanned.

Fig. 3 shows a plan view of the front part of a SiPKW's 13 with a pivotable about axle bolt 263 on the vehicle interior 261 mounted front part 260 , the axle bolts, of which only the right bolt is shown here, are aligned with each other on the outside of the SiPKW's .

Fig. 4 shows the behavior of a SiPK's 13 in a sharp braking operation.

By lifting the transverse axis 263 when braking, the contact pressure of the tires against the road increases, while the rear wheels run up a caster s' ge conditions the front wheels.

Fig. 5 shows a SiPKW 13 with a driver 3 in a heavy impact.

The steering wheel 350 , which is axially displaceable against the action of a compression spring 360 via its steering column, was pushed or pulled forward on impact by the driver with the help of a counter spring 358 , the force of the counter spring increasing on the steering wheel when the front part 260 is pivoted away be now held in its front stop position.

After having optimal time to slow down her own speed with arms and legs, the driver is restrained by the safety net 345 on the head and chest at the same time.

Thus, an impact against the network is largely weakened and a head snapping prevented.  

Fig. 6 shows a SiPKW 13 with a front passenger 108 swiveled forward about a horizontal transverse axis 376 on a dashboard mounted passenger box 375 , the resistance to which is gradually reduced in the event of an impact by swiveling the front part of the vehicle. The passenger box has a curved top side around its transverse axis.

Fig. 7 shows a SiPKW 13 with a co-driver 108 during a heavy collision.

The passenger box 375 , which can be swung forward against the action of a compression spring 377 on the dashboard, was swung forward upon impact by the front passenger with the action of a counter spring 378 , where the force acting on the counter spring on the passenger box due to the increasing force of the counter spring when the front part of the vehicle was swiveled out is now the same its front end pivot position is held.

The passenger is held back here after she optimally decelerated her own speed, as is the driver, thanks to a safety net 345 on the head and chest, which prevents an impact against the windshield.

Fig. 8 shows a between the vehicle front part 260 and the vehicle interior 261 effectively mounted shock absorber spring unit 265, 266 , which presses the front part via its pressure spring 265 against a stop 264 of the interior or holds in the normal position.

On both sides of the unit, two air springs 298 are also effectively placed between the front part and the interior.

Fig. 9 shows the shock absorber spring unit 265, 266 shown in Fig. 8 with the air springs 298 arranged on both sides in their respective pivot position with the vehicle front part 260 completely swung out.

Between the air springs can also if necessary a conventional compression spring can be housed effectively, to support their impact.  

Fig. 1 shows a SiKfz designed as SiKKW 13 with a pivotable about a horizontal transverse axis 263 on a vehicle interior 261 mounted vehicle front part 260 , the transverse axis being formed by two axially aligned axles on the outside of the SiPKW (see FIG. 3).

Via a shock absorber spring unit 265, 266 , and separately on ordered air springs 298 (see FIG. 8), the front part of the vehicle is pressed against a stop 264 attached to the vehicle interior or held in the normal position.

In the seat back 372 between a shoulder 3 and head height of a driver 3 and a passenger 108 (see FIG. 6) there is a protective bracket 351, 344 mounted pivotably about a horizontal transverse axis 351 , consisting of this transverse axis and two arms 344 , with between a catch net 345 is stretched over the pivoting ends of the arms (see FIGS . 2, 5 and 7).

The arms 344 are attached to each other in the width of the seat on the transverse axis 351 of the protective bracket (see FIG. 2) and are in the illustrated ready-to-pivot position of the bracket in the direction of extension of the seat back vertically upward from the transverse axis, with their pivot ends just below the attic 280 of the SiPKW angled forward and slightly bent in accordance with the spatial requirements in the pivoted-down state of the protective bar (see FIG. 4).

During a sharp braking operation or immediately at the start of a crash, the protective bar, which is held by a trigger 348 ' in its ready pivot position, after a certain pivoting angle of the front part of the vehicle downwards via a Bowden cable 362 articulated on the bearing eye 279 of the front part, in its pivotability released (see Fig. 4) so that the protective bracket can be pivoted into a use pivot position by means of a spiral spiral spring 368 (see Fig. 2) (see Fig. 4).

For the pivoting limitation of the protective bracket down a stop lug 367 on the outside is BEFE Stigt on the seat back, the stop lug in cooperation with a suitably designed grid disc 365 , which is firmly attached to the outer end of the transverse axis 351 , forms a stop.

The raster disc 365 has on its circumference an axial longitudinal groove into which the trigger 348 ' protrudes radially with its upper, appropriately designed end in the ready-pivot position of the protective bracket, so that the protective bracket in the normal position of the front part of the vehicle swivels is down in the swivel position.

About the Bowden cable 362 , which is articulated with its one end on the bearing eye 279 of the front part of the vehicle and with its other end at the lower end of the trigger 348 ', the trigger is now radial after a certain pivoting angle of the front part down from the longitudinal groove of the grid disc pulled out, so that the protective bracket is released in its pivotability or by the wound about its transverse axis 351 , acting on it, spiral spiral spring 368 (see Fig. 2) down in its Ge use pivot position.

The rod-shaped trigger 348 ' is axially displaceable bar between two, each on the outside of a seat back be fixed guide bearings 366 and is supported by a compression spring 364 , which is effectively attached here between the lower guide bearing and a trigger attached collar, upwards pressed against the grid disc 365 , so that the protective bracket can be snapped back into place by hand as soon as the front part of the vehicle is pushed back into the normal position.

In order to be able to adjust the immersion depth of the trigger 348 ' in the axial groove of the rear disk 365 , a conventional axial screw connection 363 is provided for the flexible guide tube of the Bowden cable 362 at the end of the Bowden cable facing the trigger. In accordance with the set immersion depth, the triggering moment for the folding down of the protective bar is then determined in dependence on a very specific swivel angle of the front part of the vehicle.

When properly adjusted, is in any case for the two Drive run 3, 108 in the event of an impact in time (see Fig. 4) is a protection for chest and head given simultaneously (they he Fig. 5 and 7), wherein the protection also exists in time is when the driver was unable to brake before the impact.

In contrast to an airbag, the driver's view is here after swiveling the safety net only slightly limits, so that the time for folding the Guard bar can be set much earlier without  that the driver's view is blocked, as is the case with one early deployment of an airbag would be the case.

The dreaded head snap is also due to the safety net avoided that with conventional seat belts according to the doctor Confirmation in the event of a severe collision with a broken neck and can also lead to paraplegia.

In addition, a collision with a SiPKW will swing away bar-mounted front part of the vehicle designed as a luggage compartment and significantly weakened its optimal compliance, before you put your chest and head in the net at the same time what would be the case with a seat belt, before you really get to it, your own speed against above the gradually delayed vehicle interior with the Be actively reduce poor and poor.

Also, the two drivers of a SiPKW are lifted out of the immediate danger area by lifting the transverse axis in the event of an impact, so that a conventional car 5 (see FIG. 5) even with a 12-cylinder front engine as a "protective device" at most can still bend or tear off her beloved front part of the vehicle under the vehicle interior.

In a head-on collision, as shown in FIGS. 5 and 7, the two drivers of a SiPKW have an advantage over a driver of a conventional passenger car 5 despite their compliant front part or front part of the vehicle and thus dampen its impact, so that the driver of the car 5 must also thank them if it is (as here for example) the culprit and still able to do so.

Because in a rear-end collision, with a few exceptions, always the one is to blame, who drives behind the front, - the school but has always had an advantage with a front engine, a front engine in a car is a violation from the outset against common decency.

Not only because of this, the drive compartment 262 is arranged at the rear of a SiPKW, so that a SiPKW is also a car of good sit th, because it causes the vehicle in front in a rear-end collision to cause considerably less damage than a vehicle with its compliant front part Front engine.

An axially displaceably mounted steering wheel 350 of the SiPKW via its steering column 359 is held in the normal position of the vehicle front part shown by a compression spring 360 in a rear stop position, with a compression spring formed as a compression spring 358 via a pivotally mounted on the vehicle interior angle lever 355 here only one generates low counterforce, which tends to pull the steering wheel away from the driver.

In the event of a severe impact (see FIG. 5), the pressure force of the counter spring increases correspondingly to the front part of the vehicle which is swung all the way down so that the force with which the counter spring pulls the steering wheel forwards via the angle lever is at least as large or larger is how the force with which the compression spring 360 strives to push the steering wheel back into the normal position or into the rear stop position.

By the counter spring is, due to the pivoting of the front part of the vehicle in the event of an impact and the resulting increase in their compressive force, the flexibility of the steering wheel more and more facilitated or its resistance is increasingly reduced. In addition, the counter spring prevents the steering wheel from springing back after a serious impact. If necessary, a shock absorber can also be attached, which, even in the event of a slight impact, delays the steering wheel being pushed back somewhat by the compression spring 360 .

The compression spring 360 and the counter spring 358 are expediently designed for a medium-weight and not too strong person, because a strong person has a slight advantage from the outset in the interception of an impact and, with greater weight, is forced a little earlier to support the steering wheel with full force like a lighter person.

Due to the reduced resistance of the Steering wheel is a time adjustment in its claim as a support element both in the event of an impact heavy person, as well as when a light person hits given.

The compression spring 360 (see FIG. 5) is effectively housed between the front of its delimitation of the vehicle interior and a collar turned on the steering column 359 , which is only shown schematically here in order to express the operation of the compression spring.

The counter spring 358 is effective between the front part of the vehicle and a lower lever arm of the pivotally mounted on the front end side of the vehicle interior angle lever 355 , an upper lever arm of the double-acting win lever lever is articulated on the steering column, which is also only indicated schematically here.

The counter spring is prevented from buckling by means of a pivoted in the verti cal longitudinal planes at the rear of the front part of the vehicle ge guide rod 357 and is supported with its lower spring end against a pivotable in the vertical longitudinal planes on the lower lever arm of the angle lever 355 rod guide 356 , in the pivoting end of the guide rod is slidably mounted.

Between the front end of the steering column 359 and a conventional steering mechanism mounted on the front part of the vehicle, a cardan shaft 361 which is extendable in length for the transmission of the steering wheel movement to the front wheels is gimballed.

A double-walled canopy consisting of a canopy 83 and a cover 39 is attached above a windshield 26 of the SiPKW that is curved conically about the pivot axis of a wiper bracket 33 .

A trained as an air flow deflector pan 240 for collecting rainwater is here compared to a circular arc in the front attic brought 117 for the implementation of the wiper bracket 33 as far forward that expediently separate drain slots 371 for the rainwater overflowing from the pan to the windshield in the porch are attached.

This ensures that the overflowing rainwater drips a little further forward into the downward-deflecting driving wind and, consequently, is applied from the driving wind somewhat further down to the windshield, as if the rainwater would drip through slot 117 .

This is advantageous only in the case of light rain, when the rainwater running out of the drip pan 159 on the windshield is no longer sufficient for moistening the windshield.

The lid 39 of the double-walled canopy, like a rear lid 39 a, is hinged to a roll bar 373 .

1 Fig. 2 shows section 2-2 according to Fig. A longitudinal section through the bearing of a safety bar 351, 344, 345 in the seat back 372nd

The horizontally arranged transverse axis 351 of the protective bracket is accommodated here in a tube 369 penetrating the backrest and is supported between two bearings 370 attached to struts 388 , which is only indicated schematically here.

The struts 388 are mutually rigid in the pivoting direction of the seat back connected to each other, they have a solid, stable connection to the adjusting device for the pivoting position of the backrest, but this is not shown in detail here.

Thus, in the event of a load, the protective bar is supported by the struts 388 attached to the two sides of the backrest and the adjustment device of the backrest against the seat, which is held stable on the floor of the vehicle interior.

The spiral spring 368 wound around the transverse axis 351 is supported in the circumferential direction on the one hand against the tube 369 or a strut 388 and on the other hand against the transverse axis or the protective bracket, whereby it acts on the protective bracket in such a way that the same after the release of its pivotability by the trigger 348 'is pivoted forward into its use pivot position.

FIG. 3 shows a top view of the front, right part of a Si car with a strongly curved windshield 26 .

Due to the strong curvature, despite the canopy over the windshield, a relatively good wind slip is achieved and, in addition, this increases the distance between the driver and the window, so that there is no danger even with extreme flexibility of the safety net 345 (see FIG. 5) that a driver hits her head against the windshield in the event of a very severe impact.

For the storage of the front part of the vehicle 260 on the vehicle interior 261 , axially aligned axle bolts 263 are provided on the outside of the SiPKW's.

The two axle bolts are each firmly mounted between two bearing webs 278 projecting from the stable frame of the interior.

For the swivel mounting of the front part around these axle bolts are on the front part on both sides via swivel arms 387 protruding from the stable frame of the front part to the rear, protruding under the dashboard of the interior bearing eyes 279 .

The axial fixation of the front part is provided by fitting one of the two bearing eyes between its bearing webs 278 .

Two cross bars 264 (see FIG. 1) bridging the bearing webs each above the swivel arms 387 of the front part form the stop 264 for the front part on the vehicle interior on the sides of the SiPKW.

Fig. 4 shows the behavior of a SiPKW's with a sharp braking process.

Due to the thrust generated during braking between the front part 260 and the rear part 261, 262 of the SiPKW's, the transverse axis 263 was raised somewhat, so that the rear wheels could run up to the front wheels by a distance s' .

This causes the rear part of the vehicle to break away largely prevented, which is particularly advantageous when there is a risk of black ice can be sticky.

Correspond by increasing the tire pressure against the road according to the lifting power achieved when braking Stability of the SiPKW improved and a blocking of the Wheels made considerably more difficult by the action of the brakes. This also reduces tire wear, because yes The tires slide considerably on the road when braking is restricted.

Without additional effort, an anti-lock device is created here, which should far outperform conventional anti-lock devices, especially since raising the center of gravity when braking by reducing the pressure of the air springs 298 (see FIG. 8) also favors or adjusts the road surface can be.

The flexibility of the steering wheel 350 was somewhat facilitated by the swiveling of the front part and the resulting increase in the pressure force of the counter spring 358 .

In addition, the pivoting of the protective bracket 351, 344, 345 (see Fig. 2) was made possible by the pivoting of the front part via the Bowden cable 362 and the trigger 348 ' , so that the same by means of the spiral spiral spring 368 in time for the event of a possible Impact is pivoted in front of the driver's chest and head 3 , her view through the safety net 345 being only slightly restricted and not being a traffic hazard.

If the journey is now continued after a sharp braking maneuver, the bracket can be swiveled up again with one hand after the front part of the vehicle is pushed back into the normal position, where it then engages or by means of the trigger 348 ' pushed back by means of the compression spring 364 ' is again held in its standby swivel position (see he Fig. 1). Of course, the swiveling back of the protective bars can also be automated.

A switch can also be provided, via which after a certain swivel angle of the front part down example the hazard warning lights or special brake lights on the Back of the SiPKW's are energized, so that one out the driver is warned in good time.

FIG. 5 shows a SiPKW 13 in the event of a severe impact or in a head-on collision with a car 5 .

Due to the thrust force generated during the impact between the front and rear of the SiPKW, the driver 3 was swiveled upward in the direction of travel via the transverse axis 263 , the front part of the vehicle 260 having the effect of a slope that was heaped up in front of the vehicle interior at the time of the greatest need. It was also pressed firmly into the seat and was not immediately thrown forward like a conventional car.

The total caster distance of the rear wheels (without the deformation of the front part) is composed here of a caster path s' caused by a previous full braking (see Fig. 4) and egg nem caster path s'' caused by the impact.

A deceleration distance s of the vehicle interior in the event of a direct impact (without prior full braking) can be added to the overall compliance of the front part of the vehicle in the event of a severe impact, which is much greater in a SiPKW than in a conventional passenger car with a front engine, because the front part than Luggage compartment is designed, which benefits not only the driver of the SiPKW, but also the driver of the passenger car 5 .

The flexibility of the front part of a SiPKW is here for driver 3 , in contrast to a conventional car with a rear-side drive compartment, a very big advantage, because it is raised above the "line of fire" of the oncoming car and because of the flexibility Except that the delay path of the vehicle interior is extended so that it has optimal time to retard its own speed as much as possible with hands and feet even before it is held back by the safety net compared to the vehicle interior decelerated to a standstill.

Appropriately, the safety net 345 extends over the entire area of the forwardly angled part of the protective bracket.

The flexibility of the net should be something in the head area be larger than in the chest area.

The cross section of the arms 344 of the protective bracket is designed such that bending of the arms with respect to one another is restricted as much as possible, while a certain flexibility of the arms in the direction of travel could even be advantageous.

A cover 374 is to be provided on the outside of the seat back for the trigger mechanism of the protective bracket, in order to prevent the intervention of unauthorized persons and to protect the mechanism from dirt.

Due to the increasing pressure when swiveling the front part of the force of the counter spring 358 , the resistance of the steering wheel 350 was increasingly reduced, so that the steering wheel was partially pushed away by the driver and partly pulled away from the counter spring. The force of the counter spring, which is striving to pull the steering wheel away from the driver, is now the same or greater than the force with which the compression spring 360 tries to push the steering wheel back into its rear stop position, so that the springing back Steering wheel is completely avoided in a severe impact. In the event of a moderate impact, the steering wheel is pressed back a little by the compression spring 360 , but against the force of the counter spring, so that a quick return to the rear stop position is also prevented, since a state of equilibrium is established beforehand.

Fig. 6 shows a swiveling forward about a horizontal transverse axis 376 mounted on the dashboard passenger box 375 , which is held in the normal position of the front part of the vehicle shown by a pressure spring 377 articulated between the passenger box and the vehicle interior in a rear stop pivot position.

A designed as a compression spring, on the passenger-side swivel arm 387 of the front part of the vehicle counter spring 378 he testifies here about a pivotally mounted on the vehicle interior lever 379 and a forward-extended swivel end of this lever articulated pull rod 381 , the upper end of an arm 383 projecting forward Passenger box is articulated, only a small counter torque, which tends to pull the passenger box away from the passenger 108 .

For the purpose of accommodating the compression spring 377 , an indentation 385 is provided on the front end of the vehicle interior below the dashboard tes, within which a tab 386 is fastened, against which the compression spring is supported with its lower spring end.

There is a swivel on the passenger box for the compression spring stored guide rod provided with its lower Swiveling end with some lateral play can be moved in the la is led.

A guide rod is also provided for the counter spring 378 designed as a compression spring, which is pivotably mounted here on the swivel arm 387 of the front part of the vehicle and is guided with its downward-pointing pivot end through a rod guide 380 which is pivotably mounted on the lever 379 .

The counter spring is supported with its lower spring end via the rod guide against the lever 379 , which is pivotally mounted here in the recess 385 of the vehicle interior.

At the forward extended lever 379 is now the tie rod 381 articulated at its end, via which an extension ent speaking pivoting movement of the lever when pivoting the front part of the vehicle (see Fig. 7) on the passenger box over, so that its pivoting angle to the requirements corresponds.

The lever 379 , the pull rod 381 , and the two compression springs 377 and 378 are each pivotally mounted in the vertical longitudinal planes at their articulation points.

The vehicle front part has a rear-side panel 382 in order to cover the space between the two vehicle parts as far as possible.

A corresponding precaution is also on the vehicle interior by pulling the side ver clothes hit.

Fig. 7 shows the passenger box 375 in its front end pivot position with the front part of the vehicle fully pivoted. The force with which the counter-spring 378 tries to pull the passenger box away from the passenger 108 is here equal to or greater than the force with which the compression spring 377 tries to push the passenger box back into its rear stop pivot position.

Due to the gradually decreasing resistance of the Beifah rerkastens due to the pressure force to be taken when swiveling the front part of the counterspring 378 , the arm force of the passenger when intercepting her own speed is not over demanding and adapted to the actual requirements.

A snap back of the passenger box is also here the counter spring prevents.

In this way, injuries in the wrists and arms and also injuries to the internal organs in the event of a collision are largely avoided, especially since the front passenger has the best time to swivel the front part of the vehicle and its flexibility, so that it can be absorbed by the active use of her arms and legs and the flexibility the passenger box slightly lengthened the delay path compared to the vehicle interior. When intercepting her own speed, the passenger is supported by the safety net 345 , which restrains the chest and head at the same time, if necessary.

Compared to a tight-fitting seat belt that is characterized by its immediate interception with simultaneous kinking of the head forward an interception of the own speed by active Use of the arms and legs during the delay phase of the The interior of the vehicle is virtually prevented from falling into place network by delaying its interception Violence of an impact in the network is already significantly reduced  weakens.

The airspeed is at the moment of an impact largest and can then only lose weight.

Fig. 8 shows a between the vehicle front part 260 and the vehicle interior 261 of a SiPKW's effectively mounted shock absorber spring unit 265, 266 , which presses the front part via its compression spring 265 about the transverse axis 263 against a stop 264 of the vehicle interior or holds it in the normal position.

On both sides of the shock absorber spring unit, for the support of their compression spring 265, two air springs 298 that are not too far apart are effectively housed between the front part and the interior, the force of the air springs being variable according to their respective pressurization or the respective road surface and also the respective can be adapted to load weight.

Expediently should be used for pressurizing the air springs a small compressor and for their pressure regulation possibly a pressure control can be provided, which so far automa It is tized that only the road surface (smooth ice, aquaplaning, wet, dry) and the approximate loading weight needs to be entered and where the correct one is automatically located Pressure in the air springs.

But you can also find out when braking if the pressure drops must be regulated or not and the pressure setting indi viduell until the braking behavior of the SiPKW's the ge desired effect shows what is then purely a matter of feeling, like it is also a matter of feeling whether you are in 3rd gear or 4th gear inserted in the gearbox.

The condition of the road does not change continuously and with a moderate driving style, even a summer and a win setting should be sufficient.

The lower the pressure in the air springs is selected, the higher the transverse axis 263 is raised when braking and the greater the increase in the contact pressure of the tires against the road surface during a braking operation, whereby, however, the overtravel or deceleration distance s '' (see Fig. 5) of the vehicle interior against the front part of the vehicle in the event of an impact something is limited.

The disadvantage of the limitation of the delay path  only in the event of a violent impact after braking is given, but is due to a higher braking effect before Impact due to the higher pressure caused when braking made up for by the tires against the road.

If necessary, a conventional compression spring can also be attached between the air springs 298 in order to support the mode of operation of the air springs.

The shock absorber spring unit and the two air springs are each pivotable in the vertical longitudinal planes on the one hand on the vehicle front part and on the other hand on the vehicle interior, whereby the pivot axes of the air springs are attached so that the leverage of the air springs, to the transverse axis 263, tends to be when pivoting of the front part is reduced to a certain minimum or that the leverage is completely eliminated in the pivoted-down state of the front part, as shown in FIG. 9.

As a result, the flexibility of the front part remains somewhat more constant in the event of an impact, because the compressive force of the compression spring 265 of the shock absorber spring unit 265, 266 increases with the pivoting angle of the front part downward.

The shock absorber spring unit is expediently placed in a tunnel 291 between the driver and the passenger seat.

In order to stiffen its mounting on the vehicle interior, a cross strut 384 is attached to the underside thereof.

The storage of the shock absorber spring unit on the interior must be open all cases should be more stable than their storage on the driver front part, so that the unit, which here at the same time as End stop for the front part in its lower end swivel lung serves, in the event of a violent impact, never in the interior space, but penetrates into the front part and thus the rear Does not put vehicle occupants in unnecessary danger.

Fig. 9 shows the shock absorber spring unit 265, 266 , as well as the air springs 298 arranged on both sides in their respective pivot position with the vehicle front part 260 swung down completely.

While the compression spring 265 of the unit is brought to the maximum clamping force, here the air springs 298 , viewed in relation to the transverse axis 263 , no longer have any leverage.

Claims (14)

1. A SiKfz designed as a SiPKW with safety nets and each resiliently mounted steering wheel and front passenger compartment, characterized in that a pivotable about a horizontally arranged transverse axis ( 351 ) in a seat back ( 372 ) of a SiPKW's ( 13 ) mounted, from this transverse axis and two arms protruding from the axis ( 344 ) existing protective bar ( 351, 344 ) with a safety net spanned between the pivoting ends of his arms ( 345 ) in a ready-to-pivot position of the bracket with a support mounted on the seat back ( 348 ' ) is brought, the trigger is connected via a Bowden cable ( 362 ) with a pivotable about a horizontal transverse axis ( 263 ) on a vehicle interior ( 261 ) of the SiPKW's vehicle front part ( 260 ) so that the engagement between the protective bracket and the Trigger against the force of a pressure spring acting on the trigger ( 364 ) by swiveling the vehicle Front part is detachable via the Bowden cable, so that the protective bar can then be swung forward into a use pivot position ( FIGS. 1, 2 and 4). 2. SiPKW according to claim 1, characterized in that the protective bracket ( 351, 344 ) is mounted approximately between the shoulder and head height of a medium-sized person in the seat back ( 372 ) and that the arms ( 344 ) of the protective bracket are spaced apart approximately in seat width its transverse axis ( 351 ) are fixed and in the standby swivel position of the bracket project upwards in the extension direction of the seat back from the transverse axis, the pivoting ends of the arms being angled forward just below the attic ( 280 ) of the SiPKW ( 13 ) and in accordance with the requirements in the Ge use-swivel position of the bracket are slightly bent downwards and that the safety net ( 345 ) stretched between the swivel ends of the arms extends over the entire area of the forwardly angled part of the protective bracket ( Fig. 1, 2 and 5) . 3. SiPKW according to claim 1, characterized in that the trigger ( 348 ' ) is rod-shaped and axially displaceable in the longitudinal direction of the seat back ( 372 ) between two fixed to the outside of the back guide bearings ( 366 ) and that at the outer end of the transverse axis ( 351 ) of the protective bracket ( 351, 344 ), a raster disk ( 365 ) is firmly attached, the ratchet disk at its circumference having an axial groove running in its length, in which the trigger in the ready-pivot position of the protective bracket with its upper, is formed from the rod end by means of the compression spring ( 364 ) acting on it, so that the protective bar in the normal position of the front part of the vehicle ( 260 ) is prevented from swiveling into its use pivot position ( Fig. 2). 4. SiPKW according to claim 1 and 3, characterized in that between the trigger ( 348 ' ) and the front part of the vehicle ( 260 ) effectively attached Bowden cable ( 362 ) is articulated at one end to a bearing eye ( 279 ) of the front part of the vehicle and on other, the end facing the trigger has a conventional, attached to the outside of the seat back adjustment ( 363 ) for its flexible guide tube, so that the immersion depth of the trigger in the longitudinal groove of the grid disc ( 365 ) is adjustable or an adjustable stop for the by means of Compression spring ( 364 ) against the grid disk pressed trigger ( Fig. 1). 5. SiPKW according to claim 1, characterized in that the transverse axis ( 351 ) of the pivotable in the seat back ge bracket ( 351, 344 ) is housed in a backrest by an urgent tube ( 369 ) and that for their storage two struts ( 388 ) attached bearing ( 370 ) are seen before, the struts, arranged laterally of the backrest and torsionally rigid with each other, have a fe st connection to the swivel angle adjustment device of the backrest ( Fig. 2). 6. SiPKW according to claim 1, characterized in that for the pivoting of the protective bracket ( 351, 344 ) in its use pivot position an effective between the seat back ( 372 ) and the protective bracket attached to the transverse axis ( 351 ) of the bracket wound Spiral spring ( 368 ) is provided, the spiral spiral spring acting in the circumferential direction on the transverse axis or the protective bracket being attached in such a way that it swivels the bracket forward into its use pivot position after release of its pivotability by the trigger ( 348 ′ ) or in the pivoted state against a fixed to the outside of the seat back on ( 367 ) presses ( Fig. 2 and 1). 7. SiPKW according to claim 1, characterized in that between the front end of the vehicle interior mes ( 261 ) of a SiPKW's ( 13 ) and an axially displaceably mounted in a dashboard steering column ( 359 ) of a steering wheel ( 350 ) a the steering wheel in a rear stop position urging compression spring ( 360 ) is effectively attached, while at the same time acting in the opposite direction on the steering column, designed as a compression spring Ge gene spring ( 358 ) with increasing pivoting angle of the vehicle front part ( 260 ) down an increasing, pushing the steering wheel into a front stop position Counterforce be acts by the counter spring is effectively articulated between the front part of the vehicle and a lower lever arm of an angle lever ( 355 ) pivotally mounted on the front end of the vehicle interior, while the upper lever arm of the two-arm angle lever is articulated at the front end of the steering column ( Fig . 1). 8. SiPKW according to claim 8, characterized in that for the counter spring designed as a compression spring ( 358 ) a pivotable in the vertical longitudinal planes on the rear side of the vehicle front part ( 260 ) mounted guide rod ( 357 ) is provided, the downwardly projecting pivoting end is displaceable is guided in a rod guide ( 356 ) pivotably mounted on the lower lever arm of the angle lever ( 355 ) ( FIG. 1). 9. SiPKW according to claim 7, characterized in that between the front end of the axially displaceable gela steering column ( 359 ) of the steering wheel ( 350 ) and a übli chen steering mechanism for transmitting the steering wheel movement to the front wheels of the SiPKW's ( 13 ) one in it Length extendable cardan shaft ( 361 ) is gimbaled ( Fig. 1). 10. SiPKW according to claim 1, characterized in that between the front end of the vehicle interior mes ( 261 ) of a SiPKW's ( 13 ) and a pivotable about a horizontal transverse axis ( 376 ) mounted on a dashboard th passenger compartment ( 375 ) one the passenger box in one rear stop pivot position urging compression spring ( 377 ) is articulated, while at the same time a counter spring ( 378 ) acting as a compression spring acting in the opposite pivoting direction on the passenger box, with increasing pivoting angle of the front part of the vehicle ( 260 ) downward, an increasing, the passenger box into a front stop - Swinging position pushing counterforce causes by the Ge gene spring effectively between a swivel arm ( 387 ) of the vehicle front part and a pivotally mounted on the front end side of the vehicle interior lever ( 379 ) is steered, the lever being extended forward and with its front Swiveling end over a pull sta nge ( 381 ) is operatively connected to the front passenger box, in that the pull rod is articulated on the one hand at the swiveling end of the lever and on the other hand on an arm ( 383 ) protruding from the front passenger box ( FIG. 6). 11. SiPKW according to claim 10, characterized in that the passenger box ( 375 ) in a rear stop pivoting urging compression spring ( 377 ) in a on the front end of the vehicle interior ( 261 ) vorgese hen indentation ( 385 ) and that a La cal ( 386 ) is fastened in the indentation, against which the compression spring is supported with its lower spring end, whereby for the compression spring, a guide rod mounted pivotably in the vertical longitudinal plane is provided on the passenger box, the downwardly extending pivot end of which extends from the side Game is slidably guided in the tab ( Fig. 6). 12. SiPKW according to claim 10 and 11, characterized in that for the, the front passenger box ( 375 ) in a front on-swing position urging counter spring ( 378 ) a pivotally mounted in the vertical longitudinal planes on the support arm ( 387 ) of the vehicle front part ( 260 ) guide rod is seen, is guided whose ver slidably geneva guidance according to protruding below the pivot end in a swivel-mounted on the lever (379) Stan (380), the lever pivotable in the longitudinal vertical planes in the front side provided on the vehicle interior (261) recess (385 ) is mounted and that the pull rod ( 381 ) is pivotally mounted with its ends in the vertical longitudinal planes on the one hand on the forward-extended pivoting end of the lever and on the other hand on the forward-projecting arm ( 383 ) of the passenger box ( Fig. 6). 13. SiPKW according to claim 10, characterized in that the front passenger box ( 375 ) is arranged at the end with its hinged bar mounted lid approximately in the same planes as the steering wheel ( 350 ) on the driver's side and that the top of the front passenger box about its transverse axis ( 376 ) ge is arched ( Fig. 1 and 6). 14. SiPKW according to claim 7 and 10, characterized in that effective between the steering wheel ( 350 ) and the vehicle interior space ( 261 ) and / or between the passenger box ( 375 ) and the interior, if necessary, an additional shock absorber is attached to push back To delay the steering wheel and / or the passenger box.