EP1907263A1 - Structure avant de véhicule utilitaire - Google Patents

Structure avant de véhicule utilitaire

Info

Publication number
EP1907263A1
EP1907263A1 EP06762546A EP06762546A EP1907263A1 EP 1907263 A1 EP1907263 A1 EP 1907263A1 EP 06762546 A EP06762546 A EP 06762546A EP 06762546 A EP06762546 A EP 06762546A EP 1907263 A1 EP1907263 A1 EP 1907263A1
Authority
EP
European Patent Office
Prior art keywords
crash
area
vehicle
crash area
intermediate structure
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Withdrawn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
EP06762546A
Other languages
German (de)
English (en)
Inventor
Mario List
Wolfgang Pedrotti
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.)
Mercedes Benz Group AG
Original Assignee
Daimler 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 Daimler AG filed Critical Daimler AG
Publication of EP1907263A1 publication Critical patent/EP1907263A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B24—GRINDING; POLISHING
    • B24B—MACHINES, DEVICES, OR PROCESSES FOR GRINDING OR POLISHING; DRESSING OR CONDITIONING OF ABRADING SURFACES; FEEDING OF GRINDING, POLISHING, OR LAPPING AGENTS
    • B24B37/00—Lapping machines or devices; Accessories
    • B24B37/27—Work carriers
    • B24B37/30—Work carriers for single side lapping of plane surfaces
    • B24B37/32—Retaining rings
    • 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
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions

Definitions

  • the invention relates to a front-end structure for a commercial vehicle, with a front crash region in the vehicle longitudinal direction and with a rear crash region.
  • the front crash area includes a bumper and two crash box parts.
  • the rear crash area comprises two longitudinal members which are part of the frame structure of a commercial vehicle.
  • the connection between the crash areas is made by a plurality of substantially in the vehicle longitudinal direction extending connection carrier, wherein in each case a connection carrier is provided for connection between a crash box part and a longitudinal member.
  • the front crash area has a bumper and two cantilevers.
  • the cantilever beams are connected via corner plates to the vehicle frame.
  • the vehicle frame has side members and is stiffened transversely.
  • the rear crash area is designed as a support structure with two hollow profile beams.
  • the front crash area is formed by a crash element, which extends between the two hollow profile beams and this is partially upstream.
  • a frame for motor vehicles is known in which the front crash area is formed by a cross member.
  • the rear crash area is formed by two longitudinal members of the vehicle frame. Each of these longitudinal members is connected via V-shaped forwardly guided support members with the cross member of the front crash area.
  • the present invention has the object to provide a front end structure for a commercial vehicle, which allows the front and the rear crash area largely independent, d. H. to construct according to your own criteria.
  • front and rear crash areas are connected to one another via an intermediate structure that extends substantially transversely to the vehicle longitudinal direction so that a force introduced into the front crash area can be transmitted via the intermediate structure into the rear crash area.
  • a crash area is understood to be a spatial structure formed from at least one component which is at least partially deformable in the vehicle longitudinal direction in order to be able to dissipate energy through the deformation. Due to the intermediate structure arranged between the crash areas, the front crash area can be constructed largely independently of the rear crash area. currency In the structures known from the prior art, the crash structures of the front and rear crash areas each adjoin one another directly, according to the invention, the front and rear crash areas are decoupled from one another by an intermediate structure extending essentially transversely to the vehicle longitudinal direction.
  • the front structure according to the invention makes it possible to construct the front crash area according to other conditions than the rear crash area.
  • the front crash area can be comparatively easily deformable in order to give this accident opponent a higher protection in the event of an accident with a weaker accident opponent, for example with a passenger car or with a pedestrian, than with a stiffer front crash area.
  • the rear crash area can be deformed, which can be designed much stiffer than the front crash area.
  • the longitudinally deformable elements of the front crash region and the rear crash region are each connected to the intermediate structure.
  • a force introduced into the front crash area is not transmitted directly into the rear crash area, but with the interposition of the intermediate structure.
  • the crash elements of the front and of the rear crash region can be offset from one another in the vehicle transverse direction. It is thus no longer necessary that the crash elements in the vehicle longitudinal direction, as known from the prior art, aligned.
  • the intermediate structure is integrally formed.
  • a buffer may, for example, be formed by a cross member.
  • the cross member serves to decouple the front and the rear crash area from each other. Furthermore, can a stiffening of the vehicle structure can be achieved with the cross member.
  • the front crash area has crash elements designed as crash boxes.
  • crash boxes are usually relatively easily deformable compared to the vehicle frame structure in order to reduce energy by deformation can.
  • a too rigid design of the crash boxes would lead to higher acceleration values of both accident opponents in an accident.
  • the front crash area can be used to arrange easily deformable units, in particular a cooler.
  • an energy reduction can be done not only by specially trained crash elements, but also by other aggregates, which are located in the front of a commercial vehicle.
  • the utility vehicle can be repaired by removing the front crash area from the intermediate structure and replacing it with a new front crash area.
  • the rear crash area has crash structures that are formed by chassis elements of the commercial vehicle, forces introduced into the front crash area can be introduced via the intermediate structure into a crash area that is more easily deformable compared to the frame of a commercial vehicle. In this way, occurring in an accident peak accelerations can be minimized.
  • the crash elements of the front crash region and / or the crash structures of the rear crash region can be arranged parallel to one another in the vehicle longitudinal direction. As a result, the impact forces resulting from a frontal impact can be optimally reduced. It is further proposed that the deformation resistance of the front crash region is lower than the deformation resistance of the rear crash region. In this way the partner protection for the accident opponent can be improved.
  • the deformation resistance of the intermediate structure is higher than the deformation resistance of the front crash region, it is ensured that the deformation of the rear crash region only starts when the front crash region is completely deformed. In this way, a repair-friendly front end structure can be formed.
  • the front crash area can be arranged in relation to the vehicle height in a lower region, which corresponds to the impact height of an accident opponent designed as a passenger car.
  • the partner protection of comparatively weaker accident opponents can be improved.
  • the front crash area relative to the vehicle height can also be arranged in an upper area which corresponds to the impact height of an accident opponent designed as a utility vehicle. As a result, impact energy can be gradually reduced even in the event of a collision with another commercial vehicle or with a bus.
  • the single figure shows the substructure of a front end structure for a commercial vehicle in a plan view.
  • the front end structure designated overall by the reference numeral 2 is formed substantially symmetrically to the vehicle longitudinal direction 4.
  • the front end structure 2 has a front crash area 6 in the vehicle longitudinal direction 4 and a rear crash area 8. Between the crash areas 6 and 8, an intermediate structure 10 is arranged, which is designed as a cross member and extends substantially transversely to the vehicle longitudinal direction 4.
  • the front crash area 6 has a bumper 12, which is arranged essentially transversely to the vehicle longitudinal direction 4 and at its rear side a crash box 14 is connected in the direction of travel on the left hand and right hand.
  • Each crash box 14 is connected to the intermediate structure 10 via a connecting element 16.
  • an easily deformable cooler 17 is also arranged.
  • the rear crash area 8 is formed by chassis elements 18, which has two arms 20 oriented in the vehicle longitudinal direction 4 in the direction of the front crash area 6. These arms 20 are each connected via connecting elements 22 with the intermediate structure 10.
  • the chassis elements 18 also serve to support the front wheels 24 of the commercial vehicle, not shown.
  • the chassis elements 18 are connected at their rear end to longitudinal members 26 of a vehicle frame. Between the longitudinal members 26 of the engine 28 of the utility vehicle is added.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne une structure avant (2) de véhicule utilitaire, cette structure comprenant, dans le sens longitudinal (4) du véhicule, une zone d'impact avant (6) et une zone d'impact arrière (8). La zone d'impact avant (6) et la zone d'impact arrière (8) sont mutuellement reliées par une structure intermédiaire (10) intercalée dans l'espace et s'étendant sensiblement transversalement au sens longitudinal (4) du véhicule, de sorte qu'une force pénétrant dans la zone d'impact avant (6) est transmise à la zone d'impact arrière (8) par la structure intermédiaire (10).
EP06762546A 2005-07-23 2006-07-12 Structure avant de véhicule utilitaire Withdrawn EP1907263A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005034469A DE102005034469A1 (de) 2005-07-23 2005-07-23 Vorderwagenstruktur für ein Nutzfahrzeug
PCT/EP2006/006799 WO2007012401A1 (fr) 2005-07-23 2006-07-12 Structure avant de véhicule utilitaire

Publications (1)

Publication Number Publication Date
EP1907263A1 true EP1907263A1 (fr) 2008-04-09

Family

ID=36940637

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06762546A Withdrawn EP1907263A1 (fr) 2005-07-23 2006-07-12 Structure avant de véhicule utilitaire

Country Status (9)

Country Link
US (1) US20090102236A1 (fr)
EP (1) EP1907263A1 (fr)
JP (1) JP2009502601A (fr)
KR (1) KR20080017426A (fr)
CN (1) CN101228060A (fr)
BR (1) BRPI0613992A2 (fr)
CA (1) CA2616050A1 (fr)
DE (1) DE102005034469A1 (fr)
WO (1) WO2007012401A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5029328B2 (ja) * 2007-12-05 2012-09-19 マツダ株式会社 自動車の前部車体構造
JP5953887B2 (ja) * 2012-04-02 2016-07-20 マツダ株式会社 車両の車体前部構造
DE102013101085A1 (de) * 2013-02-04 2014-08-07 Benteler Automobiltechnik Gmbh Vorderwagenstruktur eines Kraftfahrzeuges
DE102017005524A1 (de) 2017-06-10 2018-01-25 Daimler Ag Vorbau für ein Nutzfahrzeug
JP7052628B2 (ja) * 2018-08-07 2022-04-12 トヨタ自動車株式会社 車両前部構造
FR3093981B1 (fr) * 2019-03-20 2022-12-09 Psa Automobiles Sa Berceau modulaire avec pieces d’adaptation
DE102019124338B3 (de) * 2019-09-11 2020-10-29 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug, insbesondere Personenkraftwagen
CN111002208B (zh) * 2020-01-09 2021-06-08 宁波宏诺汽车零部件科技有限公司 一种汽车保险杠用抛光设备
USD1042226S1 (en) 2022-05-16 2024-09-17 Alpha Motor Corporation Electric vehicle
US11970229B1 (en) * 2021-04-30 2024-04-30 Alpha Motor Corporation Vehicle chassis

Family Cites Families (15)

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Publication number Priority date Publication date Assignee Title
JPS5233849B2 (fr) * 1972-06-22 1977-08-31
US3848886A (en) * 1972-10-05 1974-11-19 Ford Motor Co Body support and impact absorbing frame system for a motor vehicle
JPS5911944A (ja) * 1982-07-12 1984-01-21 Nissan Motor Co Ltd 自動車のバンパ構造
DE3827923A1 (de) 1988-08-17 1989-10-05 Daimler Benz Ag Rahmen fuer kraftfahrzeuge
JP2898339B2 (ja) * 1990-03-30 1999-05-31 マツダ株式会社 自動車の前部車体構造及び車体組立方法
DE4206022C2 (de) * 1992-02-27 1997-07-03 Man Nutzfahrzeuge Ag Aufprallvorrichtung für Nutzfahrzeuge
JPH11278299A (ja) * 1998-03-27 1999-10-12 Suzuki Motor Corp 自動車の前部車体構造
JP2002155980A (ja) * 2000-11-21 2002-05-31 Aisin Seiki Co Ltd 衝撃吸収部材及びバンパ
DE10130637A1 (de) 2001-06-26 2003-01-02 Man Nutzfahrzeuge Ag Unterfahrschutz für Lastkraftwagen und Omnibusse
DE10254693A1 (de) * 2002-11-23 2004-06-17 Daimlerchrysler Ag Vorderwagenstruktur
DE10321573B4 (de) * 2003-05-14 2008-09-25 Daimler Ag Crashstruktur für eine Kraftwagen-Rohbaustruktur
ITMI20031616A1 (it) * 2003-08-06 2005-02-07 Adlev Srl Complesso di paraurti per veicolo e relativo veicolo
DE10336200A1 (de) 2003-08-07 2005-03-03 Daimlerchrysler Ag Fahrerhaus für ein Nutzfahrzeug
GB0319493D0 (en) * 2003-08-20 2003-09-17 Ford Global Tech Llc Motor vehicles
JP4449404B2 (ja) * 2003-10-17 2010-04-14 トヨタ自動車株式会社 車両の前部車体構造

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2007012401A1 *

Also Published As

Publication number Publication date
JP2009502601A (ja) 2009-01-29
DE102005034469A1 (de) 2007-02-01
KR20080017426A (ko) 2008-02-26
CA2616050A1 (fr) 2007-02-01
WO2007012401A1 (fr) 2007-02-01
US20090102236A1 (en) 2009-04-23
BRPI0613992A2 (pt) 2011-03-01
CN101228060A (zh) 2008-07-23

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