EP1519870A1 - Element de transmission de force - Google Patents

Element de transmission de force

Info

Publication number
EP1519870A1
EP1519870A1 EP03730106A EP03730106A EP1519870A1 EP 1519870 A1 EP1519870 A1 EP 1519870A1 EP 03730106 A EP03730106 A EP 03730106A EP 03730106 A EP03730106 A EP 03730106A EP 1519870 A1 EP1519870 A1 EP 1519870A1
Authority
EP
European Patent Office
Prior art keywords
transmission element
power transmission
element according
engine
force
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03730106A
Other languages
German (de)
English (en)
Inventor
Jürgen DECKER
Joachim Herre
Hans-Jürgen MAU
Matthias Nohr
Lutz Ristow
Alfred Schnabel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1519870A1 publication Critical patent/EP1519870A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B60K5/1208—Resilient supports
    • B60K5/1216—Resilient supports characterised by the location of the supports relative to the motor or to each other
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body

Definitions

  • the invention relates to a power transmission element for an engine compartment, which is arranged in front of an engine that shifts in the engine compartment in the event of an impact.
  • the vehicle In the event of a vehicle colliding with an obstacle, the vehicle is braked abruptly, with sudden energy dissipation of the moving vehicle. Because the vehicle is not rigid, the vehicle is decelerated and thus the energy dissipated not at one stroke but over a certain period of time. If you plot the vehicle deceleration over time, you get a so-called deceleration or acceleration characteristic (negative acceleration of the vehicle). This deceleration characteristic depends on how the vehicle is constructed and - if you look at the front area of a vehicle - which units are arranged in it and so that each vehicle has a specific deceleration characteristic. It is particularly favorable with regard to loads on vehicle occupants if the deceleration begins as early as possible and then continues at the same level. This avoids delay peaks, i.e. high delays within a very short time, which put a heavy load on vehicle occupants.
  • Deceleration values are lower if there are cavities in the vehicle that do not offer any resistance to the impact. The reason for this is that you cannot dissipate energy through such cavities. If such cavities are arranged, for example, in front of an engine in a front area of a vehicle, most of the deceleration of the driving after a collision only when the cavities in front of the engine are pushed together and a block is formed in the cross member - engine - bodyshell. This means that the majority of the energy is only dissipated in the end over a short distance and in the shortest possible time, which leads to those deceleration peaks and thus to heavy loads on vehicle occupants. As the cavities are pushed together, time therefore lapses that is not used to absorb energy.
  • an impact element is known from DE 100 07 789 AI, which is arranged in a vehicle front area between a cross member and an engine block.
  • the impact element has the task of reducing damage to the engine, thereby reducing repair costs. It is characterized in that it has two stages connected in series and is integrated into the force path introduced into the engine compartment in the event of an impact.
  • a first reversible stage faces the engine block and is made of elastically deformable material. In the event of a slight impact, impact energy is introduced into the impact element and reduced by deformation of the first stage.
  • the second stage is an irreversible stage, which is plastically deformed when a certain force threshold is exceeded and is only activated when there is a stronger impact. In the event of an even stronger impact, however, most of the energy is only dissipated when the known power transmission element has already been deformed and a block is formed between the cross member, the engine and the bodyshell.
  • the present invention has for its object to provide a power transmission element that further increases the safety of vehicle occupants, in particular reduces the loads caused by a vehicle deceleration due to an impact. This object is achieved by a device with the features of claim 1.
  • the invention is characterized by a power transmission element which is arranged in the engine compartment and has different stages, the switchover from one stage to the other taking place as a function of the position of the engine in the engine compartment.
  • the force transmission element is integrated into a force path, which is created by the force introduced into the engine compartment in the event of an impact.
  • the arrangement according to the invention can be used to determine how much force is transmitted via this force path via the force transmission element. This results in the possibility of optimally setting the energy dissipation in an engine compartment in relation to the risk of injury to vehicle occupants.
  • the force transmission element according to the invention serves to distribute or redirect the impact force in the vehicle stem in such a way that deformation takes place at a time which is favorable for the occupants and at a location which is favorable for the occupants.
  • stage means different states that the force transmission element can assume in relation to the force transmitted by it. Depending on which stage is activated, the force transmission element can force directly onto other elements forward or interrupt the force path at least temporarily.
  • the means which initiate the transition from one stage to a next stage can also be activated after a predetermined time. It is conceivable to ascertain this predetermined time with the aid of tests, the time being selected at which the motor assumes a position which provides the most favorable result in relation to the occupant load. In order to determine the most favorable moment for switching, it is also conceivable to take into account the intensity or severity of the accident.
  • the transition from one stage to another stage can be carried out with the aid of pyrotechnic elements which are connected to a control unit which cooperates with sensors and from which they receive a signal at a desired moment.
  • pyrotechnic elements which are connected to a control unit which cooperates with sensors and from which they receive a signal at a desired moment.
  • other customary actuators such as electric motors.
  • the force transmission element according to the invention is arranged in front of the engine, so that the force introduced into the engine compartment by the impact is first introduced into the force transmission element and only then into the engine itself.
  • the force transmission element between the pulley level and the cooler is conceivable. If the force transmission element fills the entire space between these two elements, the impact force is introduced directly into the engine via the force transmission element. In this case, immediate means that not much time passes after the impact and that the stem has not yet been significantly deformed.
  • This arrangement makes it possible to influence the deceleration characteristic of a vehicle in such a way that the deceleration begins at an earlier point in time, where are reduced by the acceleration values as a whole. In other words, it is possible to achieve a long delay at a lower level. In this way, as uniform a acceleration as possible without deviating peaks is achieved on the path available overall for the deformation. This has a positive effect on the loads on the occupants.
  • Fig. 1 a sectional view of a power transmission element according to the invention in three different positions as well
  • the force transmission element 1 shows a power transmission element 1 according to the invention in section.
  • the force transmission element 1 consists of a first baffle plate 2 and a second baffle plate 3 aligned parallel to the first.
  • the two baffle plates 2 and 3 have receptacles 4 which serve to mount rods 5 arranged between the baffle plates 2, 3.
  • the rods 5 are arranged at a certain angle to the baffle plates and serve to transmit force between the two baffle plates 2, 3.
  • there are at least between the baffle plates 2, 3 three bars arranged. If reliable power transmission is also ensured in other ways is, it is conceivable to provide only two rods between the baffle plates 2, 3.
  • the baffle plate 3 is made in several parts - here in two parts. It consists of part 3a and part 3b. The two parts 3a and 3b of the baffle plate 3 are connected to one another by a screw 6.
  • the force transmission element 1 is rigid, which means that it transmits forces up to a certain threshold without being deformed itself.
  • Both the baffle plates 2, 3 and the bars 5 are designed for the load case to transmit forces without being deformed themselves.
  • the one-part baffle plate 2 can lie in front of the two-part baffle plate 3 in the direction of force application. A force introduced into the force transmission element is therefore first introduced into the one-part baffle plate 2 and then via the rods 5 into the multi-part baffle plate 3.
  • the power transmission element 1 can be arranged in front of the drive unit in an engine compartment. It is conceivable to provide this between the belt pulley level and the cooler.
  • the operation of the power transmission element 1 according to the invention is explained below with reference to FIGS. 1b and 1c. If, in the event of a vehicle colliding with an obstacle, the impact force is absorbed by a bumper unit, it is then introduced into the force transmission element 1. At this moment, the force transmission element 1 assumes the rigid state shown in FIG. In this stage, the forces are transmitted through the force transmission element 1 into units arranged behind the force transmission element 1, in particular into an engine block. As a result, the impact is opposed to great resistance at a very early point in time, so that the deceleration of the driving stuff also starts very early.
  • a transition to another stage takes place in the power transmission element 1 according to the invention.
  • This transition is triggered in that the connecting screw 6, which connects the two flapper parts 3a and 3b, is loosened. This can be done pyrotechnically, for example.
  • Such a triggering of the transition has the advantage that it can take place very quickly and the detected signal "engine touches the bulkhead" can be implemented very quickly.
  • the time of the transition can also take place depending on other positions of the engine in the engine compartment.
  • the power transmission element 1 contributes to influencing the deceleration characteristic without shortening the overall deformation path.
  • the energy is first conducted into the rear areas of the engine compartment, in order to then activate the second stage, whereby the dimensions of the power transmission element are suddenly minimized - deformation under a low force level - and thus additional deformation zones in the front area of the engine compartment are unlocked , During this period, hard force paths act via the deformation of the front axle parts and the shell, so that a uniform characteristic curve can be generated.
  • FIGS. 2a to 2c show a further exemplary embodiment of a force transmission element l x according to the invention, which consists of two intersecting rods 5 ". At the intersection of the rods 5 ⁇ , a joint 7 is provided which connects the two rods 5 ⁇ and a pivoting movement of the rods 5 to each other.
  • FIG. 2a shows the starting position of the force introduction element 1 * according to the invention; the force introduction element 1 ⁇ takes in this Representation of the first stage.
  • the force transmission element 1 In order to ensure reliable functioning of the arrangement according to the invention, the force transmission element 1 must be arranged such that the separating rod 6 ⁇ is oriented perpendicular to a direction of force application.
  • the direction of force introduction is indicated by the arrow F in FIG. 2b.
  • 2b shows the transition from the first to the second stage.
  • the separating rod 6 ⁇ was separated in the middle and the rods 5 ⁇ fold over the joint 7 in the direction of the arrows A.
  • the separation rod is separated in accordance with the separation screw 6 described above.
  • the final formation of the force transmission element l ⁇ is shown in FIG. 2c. In this way, the dimensions of the force transmission element l x are minimized.
  • the functioning of this embodiment corresponds to the embodiment described with reference to FIGS. 1a to 1c.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Pour augmenter la sécurité des passagers d'un véhicule et notamment de réduire les charges en cas de décélération du véhicule due à une collision, on utilise un élément de transmission de force (1) pour un compartiment-moteur. Cet élément de transmission de force a deux niveaux différents. Selon l'invention, cet élément de transmission de force est lié à une voie de force initiée par la collision et peut être commuté d'un niveau à l'autre niveau en fonction de la position du moteur dans le compartiment-moteur.
EP03730106A 2002-07-06 2003-05-24 Element de transmission de force Withdrawn EP1519870A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10230442A DE10230442B3 (de) 2002-07-06 2002-07-06 Kraftübertragungselement
DE10230442 2002-07-06
PCT/EP2003/005441 WO2004005115A1 (fr) 2002-07-06 2003-05-24 Element de transmission de force

Publications (1)

Publication Number Publication Date
EP1519870A1 true EP1519870A1 (fr) 2005-04-06

Family

ID=30009823

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03730106A Withdrawn EP1519870A1 (fr) 2002-07-06 2003-05-24 Element de transmission de force

Country Status (5)

Country Link
US (1) US20060091700A1 (fr)
EP (1) EP1519870A1 (fr)
JP (1) JP4150932B2 (fr)
DE (1) DE10230442B3 (fr)
WO (1) WO2004005115A1 (fr)

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DE10357015A1 (de) 2003-12-05 2005-06-30 Daimlerchrysler Ag Kraftübertragungselement in einem Motorraum eines Fahrzeuges
DE102006062334A1 (de) * 2006-12-22 2008-06-26 Audi Ag Kraftfahrzeug mit einer Sicherheitseinrichtung
DE102009017195A1 (de) * 2009-04-09 2010-10-14 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug
US8303030B2 (en) 2010-11-27 2012-11-06 Ford Global Technologies Energy management structure
DE102011101466A1 (de) * 2011-05-13 2012-11-15 Engineering Center Steyr Gmbh & Co. Kg Vorrichtung zur Aufhängung eines Fahrerhauses
DE102013106433B4 (de) * 2013-06-20 2024-05-08 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Tragrahmen für ein Kraftfahrzeug
DE102013223720A1 (de) 2013-11-20 2015-05-21 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug mit einer Karosserie
DE102017125468A1 (de) * 2017-10-30 2019-05-02 Ostfalia Hochschule Für Angewandte Wissenschaften - Hochschule Braunschweig/Wolfenbüttel Crashabsorber für ein Kraftfahrzeug und Kraftfahrzeug

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Also Published As

Publication number Publication date
JP2005532214A (ja) 2005-10-27
WO2004005115A1 (fr) 2004-01-15
DE10230442B3 (de) 2004-02-19
JP4150932B2 (ja) 2008-09-17
US20060091700A1 (en) 2006-05-04

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