EP2386034A2 - Élément de déformation et procédé de réglage du comportement de déformation d'éléments de déformation dans un véhicule - Google Patents

Élément de déformation et procédé de réglage du comportement de déformation d'éléments de déformation dans un véhicule

Info

Publication number
EP2386034A2
EP2386034A2 EP09751905A EP09751905A EP2386034A2 EP 2386034 A2 EP2386034 A2 EP 2386034A2 EP 09751905 A EP09751905 A EP 09751905A EP 09751905 A EP09751905 A EP 09751905A EP 2386034 A2 EP2386034 A2 EP 2386034A2
Authority
EP
European Patent Office
Prior art keywords
deformation
stiffness
deformation element
container
rigidity
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Withdrawn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
EP09751905A
Other languages
German (de)
English (en)
Inventor
Thomas Lich
Maja Ivanlic
Reiner Marchthaler
Herbert Prickarz
Kaspar Schmoll Genannt Eisenwerth
Josef Kolatschek
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2386034A2 publication Critical patent/EP2386034A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
    • F16F7/127—Vibration-dampers; Shock-absorbers using plastic deformation of members by a blade element cutting or tearing into a quantity of material; Pultrusion of a filling material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/32—Fluid shock absorbers, e.g. with coaxial coil springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R2019/262—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means with means to adjust or regulate the amount of energy to be absorbed

Definitions

  • the present invention relates to a deformation element according to claim 1, a method for energy absorption in a vehicle collision measure according to claim 6, a method for regulating the deformation behavior of
  • the partner protection this is the property of the vehicle to protect the occupants of the opposing vehicle in a vehicle-vehicle collision, so to have the least possible aggressiveness.
  • EP 1 792 786 A2 describes a crash box of the conventional type.
  • the crash box for the integration between a bumper cross member and a vehicle longitudinal member of a motor vehicle is shown.
  • the crash box has a housing-like deformation profile as a folded construction of sheet metal and a longitudinal member side flange plate.
  • the flange plate is formed as part of the folding structure.
  • the low-cost variant for implementing the crash energy has no foam deformation element. It can crash boxes between
  • Cross members and side members of the vehicle are arranged.
  • extendable crash tubes can be arranged between the cross member and body-mounted crash tubes.
  • the core is to make the rigidity of the crash boxes adaptive.
  • the crash boxes are adjusted before the collision, so that a higher energy absorption of the front structure can take place. This means, for example, a soft front structure in the event of a collision with a pedestrian or else a harder front structure in the case of intrusion of a vehicle.
  • Body structures and restraint systems have helped reduce the number of people killed in road traffic.
  • the principle of the crumple zone is used by default. There are certain in the collision area of the vehicle
  • a system may consist of elements arranged in the order bumper, bumper cross member, deformation element, side member and passenger compartment.
  • the bumper is the element with the lowest rigidity and the passenger compartment the element with the highest rigidity.
  • a vehicle front structure consists of two parallel longitudinal members, each of which additionally has a deformation element at the front.
  • the rigidity of these components is designed in such a way that, in the event of a collision with partial overlap, ie one in which the entire vehicle front is not involved in the collision and therefore only one of the longitudinal beam deformation elements is hit, sufficient energy is dissipated , If, on the other hand, the collision takes place in such a way that both elements are hit, that is to say with high overlap, the total rigidity which now results as addition of the individual stiffnesses of the elements is unnecessarily high and leads to non-optimal occupant load values.
  • a disadvantage of the known non-adaptive methods for adjusting the rigidity of components is that the rigidity of a deformable element is determined purely by its structure, i. Contour, material properties, wall thickness and deformation properties is defined.
  • the disadvantage of the known methods using an adaptive structure is that the range in which the stiffness of a deformable element is sensibly changed is limited by the mechanical load capacity of the adjacent components. If, for example, the two elements crash box and longitudinal beam are considered, then the stiffness of the crash box can only be increased until it is slightly smaller than that of the longitudinal beam. If it were further increased beyond this, the side member would now be the element with low rigidity and would correspondingly collapse under load in front of the crash box, with the result of significantly increased damage costs and a lower overall protection effect for the occupant.
  • the present invention proposes a deformation element, a method for energy absorption in a vehicle collision, a method for controlling the deformation behavior of deformation elements in a vehicle, a control device, a computer program product and an occupant protection system according to the independent patent claims.
  • the invention is based on the finding that an adaptable crash box makes sense, which can vary its deformation behavior depending on the severity of an accident and thus on the impact energy to be absorbed.
  • a device is provided which allows a variable stiffness of the crash box.
  • Impact is very much energy left after pushing the crash box together and must be absorbed by other elements, including the passenger compartment.
  • the approach according to the invention makes it possible to produce a stiffness in the damper elements matched to the crash energy to be absorbed.
  • a device according to the invention can realize the stiffness of the crash box so that an adaptivity to the hardness of the crash is ensured.
  • the aim is to maximize self and partner protection.
  • the present invention provides a deformation element for energy absorption in a vehicle collision, comprising: a container having at least one opening, wherein the container for energy absorption can be deformed; a medium arranged in the container, which is designed to be deflected by the at least one container when the container is deformed To escape opening; and a modulation device, which is designed to control an outflow of the medium through the at least one opening in dependence on a setting signal.
  • the deformation element can be a crash box that can be arranged in a crumple zone of a vehicle.
  • the deformation element may be arranged so that the container of the deformation element is compressed in a collision of the vehicle. This allows the container to absorb collision energy.
  • the container has a hollow space in which the medium is arranged.
  • the medium may be a fluid. Apart from the at least one opening, the container may be closed, so that the medium can flow through a deformation of the container exclusively through the at least one opening.
  • the deformation behavior of the container depends on an outflow behavior of the medium. In particular, the deformation behavior depends on the flow velocity of the medium through the at least one opening and the size of the at least one opening.
  • the adjusting signal is formed to adjust the deformation behavior of the deformation element.
  • the adjustment signal may be designed to adjust the stiffness of the deformation element.
  • the deformation element may be coupled to a controller that provides the adjustment signal.
  • the adjustment signal may be an electrical signal.
  • the container may comprise at least two elements which are designed to slide into each other during the deformation of the container.
  • the elements can each be partial elements of a telescope.
  • the elements allow a controlled pushing together of the container.
  • the modulation device may be configured to adjust a viscosity of the medium. By changing the viscosity, the flow rate of the medium through the at least one opening can be changed.
  • the medium may be a magneto-rheological fluid and the modulation means may be configured to provide a magnetic field.
  • a size and direction of the magnetic field can be controlled by the adjustment signal.
  • the viscosity of the magneto-rheological fluid can be adjusted.
  • the deformation element may have a membrane which is designed to close the at least one opening until the container is deformed. Thus, leakage of the medium before the collision can be prevented.
  • the present invention further provides a method of energy absorption in a vehicle collision, comprising the steps of: providing a container having at least one opening, wherein the container may be deformed for energy absorption; Providing a medium arranged in the container, which is designed to flow out through the at least one opening upon a deformation of the container; and providing an adjustment signal that is configured to control an outflow of the medium through the at least one opening.
  • the invention is further based on the finding that a control of the stiffness of deformation elements can be improved in a vehicle by controlling the stiffnesses of cooperating deformation elements together. In this way, the deformation properties of a plurality of deformation elements, which are arranged for example in a crumple zone of the vehicle, are matched to one another.
  • a coordinated electronic control of the rigidity of at least two adaptive deformation elements mounted in series in a vehicle via a command and evaluation unit in a control unit is possible, wherein information about an accident situation from a crash evaluation unit is used.
  • the invention is applicable whenever more than one controllable energy-dissipating element is installed in a vehicle.
  • the individual stiffnesses of the various elements are controlled in such a way that, on the one hand, the course of the overall rigidity follows a predeterminable pattern, and, on the other hand, the achievable stiffness range predetermined by the technical realization is optimally utilized.
  • the regulation of the stiffness should offer the best possible protection for the occupant depending on the type of crash.
  • the scheme should provide good compatibility properties when it comes to the partner contactor (vehicle-vehicle crash and / or vehicle-pedestrian crash).
  • the present invention further provides a method for regulating the deformation behavior of deformation elements in a vehicle, comprising the following steps: receiving crash information via an interface; Determining a first stiffness of a first deformation element and a second stiffness of a second deformation element based on the crash information such that the first stiffness is less than the second stiffness; and providing an adjustment signal to an interface, wherein the adjustment signal is adapted to set the first deformation element to the first stiffness and the second deformation element to the second stiffness.
  • the crash information can have, for example, information about a crash type or a crash configuration.
  • the crash type or the crash configuration as the output variable for the regulation according to the invention can be detected, for example, by a pre-crash sensor.
  • the deformation elements can be arranged in a crumple zone of the vehicle in such a way that the first deformation element arrives in time before the second deformation element
  • the second deformation element may be arranged between the first deformation element and a passenger compartment of the vehicle.
  • the first stiffness is set to be lower or at least equal to the second stiffness.
  • the necessary stiffnesses for the individual deformation elements determined from the control system according to the invention can be determined be implemented by suitable technical systems. For example, it is possible to apply pressure to a hydraulic system or to provide an adjustment voltage or current in an electrical system.
  • the deformation elements can be based on the inventive deformation element, so that the adjustment signal the
  • Stiffness of the deformation elements can control via a magnetic field.
  • the first stiffness can be determined from a stiffness range predetermined for the first deformation element and the second stiffness can be determined from a stiffness range predetermined for the second deformation element.
  • the rigidity ranges of the first and second deformation elements may overlap.
  • the stiffness of a maximum range of values can be selected to allow optimal adaptation of the deformation elements to an accident.
  • determining the second stiffness may be based on the crash information and the first stiffness.
  • the second stiffness can be determined algorithmically from the first stiffness. Such a method can be realized with little effort.
  • the method can include a step of receiving further crash information via the interface, a step of determining a further first rigidity of the first deformation element and a further second rigidity of the second deformation element, based on the further crash information such that the further first stiffness is less than the further second stiffness and comprises a step of providing a further adjustment signal to the interface, the further adjustment signal suitable for setting the first deformation element to the further first stiffness and for setting the second deformation element to the further second stiffness is.
  • the stiffnesses can be adapted continuously, taking into account current crash information.
  • the method may include a step of receiving occupant information via the interface, wherein determining the second stiffness is based on the occupant information.
  • the maximum stiffness speed of the deformation elements can be adjusted taking into account information about an occupant of the vehicle. If the stiffnesses of more than two deformation elements are adjusted, in particular the stiffness of that deformation element can be adjusted based on the occupant information that has the smallest distance to the passenger compartment or to the occupant.
  • the method may further comprise a step of determining a further rigidity of a further deformation element such that the second rigidity is less than the further rigidity, wherein the adjustment signal is suitable for setting the further deformation element to the further rigidity.
  • the present invention further provides a control unit which is designed to carry out the method according to the invention for regulating the deformation behavior of deformation elements in a vehicle. Also by this embodiment of the invention in the form of a control device, the object underlying the invention can be solved quickly and efficiently.
  • a control device can be understood as meaning an electrical device which processes sensor signals and outputs control signals in dependence thereon.
  • the control unit may have an interface, which may be formed in hardware and / or software.
  • the interfaces can be part of a so-called system ASIC, for example, which contains various functions of the control unit.
  • the interfaces are their own integrated circuits or at least partially consist of discrete components.
  • the interfaces may be software modules that are present, for example, on a microcontroller in addition to other software modules.
  • Also of advantage is a computer program product with program code which is stored on a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory and for carrying out of the method according to any of the embodiments described above, when the program is executed on a controller.
  • a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory
  • FIG. 1 shows a deformation element according to a first embodiment of the present invention
  • FIG. 2 shows a further view of the deformation element according to the invention
  • FIG. 5 is a schematic representation of deformation elements according to an embodiment of the invention.
  • FIG. 6 is a schematic representation of a typical course of component stiffnesses in a crumple zone
  • FIG. 7 shows a schematic representation of the stiffness range of a deformation element assigned by a simple adaptive control
  • FIG. 8 shows a schematic illustration of the stiffness range of a deformation element assigned by an adaptive control, according to an exemplary embodiment of the present invention
  • FIG. 9 shows a diagram of a method for regulating the deformation behavior of deformation elements, according to a first exemplary embodiment of the invention.
  • 10 shows a diagram of a method for regulating the deformation behavior of deformation elements, according to a second exemplary embodiment of the invention
  • 1 1 is a diagram of a method for controlling the deformation behavior of deformation elements, according to a third embodiment of the invention.
  • the deformation element has a container 101.
  • the container 101 is formed by a head part 103, a foot part 105 and telescopic walls 107.
  • the telescopic walls 107 are arranged between the head part 103 and the foot part 105. According to this embodiment, the telescope walls 107 on five telescopic elements, which can be pushed into each other.
  • the head part 103 may be formed as a plate.
  • Arrows 1 10 show a force direction of a
  • the foot part is formed as a perforated plate 105 having a plurality of openings 1 14.
  • the openings 14 can be liquid channels or holes.
  • a membrane 106 may be disposed on an outer side of the perforated plate 105 to close the openings 14 of the perforated plate 105.
  • the deformation element can have a discharge channel 16 with an expandable collecting bubble 118.
  • the membrane 106 may be disposed between the perforated plate 105 and the drainage channel.
  • the membrane 106 can be designed to become permeable or to tear when the container 101 is deformed for the medium 1 12. so that the medium 112 from the interior of the container 101 through the openings 114 in the discharge channel 1 16 can flow.
  • FIG. 2 shows a view of an end face of the deformation element shown in FIG. 1. Shown are the telescopic cylinder 107 with the perforated plate 105th Die
  • Perforated plate 105 forms a termination for the telescopic cylinders 107.
  • a plurality of holes 114 are arranged in the perforated plate 105.
  • the perforated plate 105 and the holes 1 14 each have a round cross-section. The medium is not shown.
  • FIG. 3 shows a top view of the perforated plate 105 of the deformation element shown in FIG. 1.
  • Bestrombare coils 320 are arranged.
  • Each of the holes 1 14 may be associated with one of the coils 320, so that a magnetic field generated by the coils 320 may at least act on the medium contained in the Löhern 1 14.
  • each of the holes 1 14 is surrounded by a coil 320.
  • the coils 320 can be contacted by means of electrical lines 322. A current flow through the electrical leads 322 may control the magnetic field of the coils 320.
  • the electrical lines 322 can in turn be controlled by a control unit.
  • the coils 320 are connected in series.
  • FIG. 4 shows a cross section through the perforated plate 105 shown in FIG. 3.
  • the holes of the perforated plate 105 are filled with the medium 1 12 and closed on one side by the membrane 106. Windings of the coils 320 may be disposed inside the perforated plate 105 and extend along the holes.
  • Figures 1 to 4 show an embodiment of the deformation element according to the invention based on a cylindrical realization.
  • a box 101 consisting of several cylinders 107, which can be pushed into each other, is filled with a magneto-rheological fluid 1 12.
  • the liquid 1 12 fills the box 101 and is also in the liquid channels 1 14 of the base plate 105. So that the liquid 1 12 does not "run” in the de-energized state from the crash box, the "destructible" membrane 106 is fixed behind the perforated plate 105 , The perforated plate 105 also allows other than the opening shapes shown.
  • the number and diameter of the holes 1 14 can vary. being shaped.
  • the shape of the box 101 may consist of other not necessarily cylindrical components. For example, a triangular shape is possible.
  • the drainage channel 1 16 can also be driven by a pump, so that a type of suction device collects the medium 112 and provides it in a container.
  • the device according to the invention makes it possible to adjust the rigidity of a crash box.
  • a modulation of the deformation behavior of crash boxes by means of the magneto-rheological fluid 112 is possible.
  • the variability is in accordance with the described embodiment by the rheological
  • Liquid 112 reached.
  • Other media can also be used.
  • the structure of the crash box allows for a telescopic arrangement, so that a single shifting of individual components 107 of this crash box is possible.
  • the fluid 112 By energizing and the structure of the magnetic field, the fluid 112, depending on the energization and the resulting magnetic field, viscous, so that the squeezing of the liquid 112 through the perforated plate channels 1 14 is difficult.
  • the rigidity of the entire crash box can be varied.
  • the inventive approach can be used in all vehicles that have or can include a crash box.
  • the deformation elements can be arranged in the vehicle front of the vehicle and divided into several areas.
  • a first deformation element 1101 may for example comprise a cross member and a first te stiffness K1 have.
  • a second deformation element 1102 may comprise one or two opposing crash boxes and have a second rigidity K2.
  • a third deformation element 1103 may, for example, comprise one or two opposite longitudinal members and have a third rigidity K3.
  • a fourth deformation element 104 may, for example, comprise a bulkhead and have a fourth stiffness K4. Further deformation elements 1105 can be provided.
  • the individual deformation elements have different stiffnesses, whereby the stiffness height increases from the front of the vehicle towards the rear, that is to say in the direction of the passenger compartment.
  • the stiffnesses of the deformation elements 1 101, 1 102, 1 103, 1 104, 1 105 are different stiffnesses, whereby the stiffness height increases from the front of the vehicle towards the rear, that is to say in the direction of the passenger compartment.
  • stiffness ratios or the stepped increase in stiffness in the direction of the rear are an important prerequisite for a mechanically correct deformation process of all deformation elements during the course of the crash.
  • the first element 1 101 has the first rigidity K1, the second element 1 102 the second rigidity K2, the third element 1 103 the third rigidity K3 and the fourth element 1 104 the fourth rigidity K4.
  • the rigidity K3 of the longitudinal member 1 103 would be lower than the rigidity K2 of the crash box 1 102 (K3 ⁇ K2), the crash box 1 102 would not fold during the crash process but instead the longitudinal member 1 103. This would possibly buckle on account of the lower rigidity. As a result, much less energy would be absorbed by the deformation elements. This in turn would lead to greater intrusion in the passenger compartment and thus to more inmate injuries. Likewise, higher vehicle damage and higher repair costs could be expected.
  • Fig. 7 shows a schematic representation of the by a simple adaptive
  • the abscissa shows the direction of the deformation and the ordinate the rigidity of the deformation elements.
  • the rigidity region 1320 is disposed between the rigidity K1 and the rigidity K2 '.
  • the maximum rigidity K2 'of the second element 1 102 must not be greater than the rigidity K3 of the third element 1 103.
  • the rigidity region 1320 of the second element 1 102 is severely limited to the top.
  • FIG. 8 shows a schematic representation of the stiffness ranges assignable by the adaptive control according to the invention, according to an exemplary embodiment of the present invention.
  • the abscissa again shows the direction of the deformation and the ordinate the stiffness of the deformation elements.
  • a stiffness region 1420 for the second element 1 102 and a stiffness region 1422 for the third element 1 103 are shown.
  • the maximum stiffness K2 'of the second element 1 102 now has, since the
  • Stiffness K3 of the third element 1 103 as a function of K2 'to K3' is regulated, a much larger stiffness range available.
  • the control can on the one hand set the suitable rigidity for each individual deformation element 1 101, 1 102, 1 103, 1 104 and, on the other hand, regulate the rigidity ratio between the deformation elements.
  • the stiffness range 1420 which is available for adaptation to the accident situation, is significantly greater.
  • the beginning of a collision can be detected by an airbag deployment electronics.
  • the triggering electronics can determine the type of crash by means of a suitable algorithm (eg by means of a classification method or by means of an AIDA algorithm). This can be, for example, the information as to whether it is a collision with full or a low overlap. Likewise, information about the severity of the collision partner can also be transferred here. It is also possible information about the To transmit collision speed.
  • Information from precrash systems (RADAR, LIDAR) can be fed in as well as information from vehicle vehicle communication. In particular, it makes sense to transmit, for example, the mass of the collision partner.
  • the system according to the invention can be implemented in various forms.
  • FIG. 9 shows a representation of the mode of operation of a system according to the invention, according to a first exemplary embodiment of the invention. This is an embodiment without direct feedback.
  • crash information is provided or determined.
  • the crash information can, for example, information about the
  • Crash type or crash speed include.
  • the crash information is provided to a database 1502.
  • the database may have an association between the crash information and appropriate stiffnesses of the deformation elements.
  • a further method step 1503 based on the crash information and an information from the data bank 1502, a specification of the target stiffnesses KV, K2 ', K3' for the first, the second and the third element, so that KV ⁇ K2 ' ⁇ K3' ⁇ K4 is complied with.
  • the specification of the target stiffnesses can be done by reading values from the database 1502 or by a calculation.
  • the setting of the elements can be done by providing a corresponding adjustment signal.
  • an electronic circuit can determine the stiffnesses KV, K2 ', K3' suitably adapted to the crash information 1501 in step 1503 via the database 1502. If the collision with half overlap on a very massive obstacle such as a truck or a tram is present as a crash type, it may be useful, for example, the first, second and third element to the maximum technically possible stiffnesses KV, K2 ', K3' regulate. The values for KV, K2 'are and K3 'fixed.
  • the rigidity of the elements can also be set to any other fixed predetermined combination KV, K2 'and K3', depending on the load case and the desired associated stiffness curve, as well as the requirement K1 ' ⁇ K2' ⁇ K3' ⁇ K4. Due to the large range of values for the stiffnesses in which the stiffnesses of the first, second and third elements and thus the entire vehicle structure involved in the crash can be adjusted, the advantage of the method according to the invention over the conventional method of controlling only a single component is clearly shown.
  • FIG. 10 shows a representation of the mode of operation of a system according to the invention, according to a second exemplary embodiment of the invention. In this case, an internal calculation of the stiffnesses of the second and third deformation element takes place.
  • the crash information is provided or determined, which may include, for example, information about the crash type or the crash speed.
  • the crash information is provided to a database 1502.
  • a third method step 1603 based on the crash information and information from the database 1502 is a specification of the target stiffness K1 '.
  • Elements to the stiffness KV, a setting 1505 of the second element on the rigidity K2 'and a setting 1506 of the third element on the rigidity K3', further method step for determining the stiffnesses K2 'and K3' are performed according to this embodiment.
  • a comparison is made between the stiffnesses KV and K1. If K V is not greater than K1, then in a step 1612 the stiffness of the first element is left unchanged. On the other hand, if KV> K1, then in step 1504, the first element is set to the value KV.
  • a comparison is made between the stiffnesses KV and K2. If KV is not greater than K2, then in a step 1614 the stiffness of the second element is left unchanged. On the other hand, if KV> K2, then in a step 1615 the stiffness K2 'is calculated such that K2'> KV. Finally, in step 1505, the second element is set to the value K2 '.
  • a comparison is made between the stiffnesses K2 'and K3. If K2 'is not greater than K3, then in a step 1617 the stiffness of the third element is left unchanged. On the other hand, if K2 '> K3, the stiffness K3' is calculated in a step 1618 such that K4> K3 '>K2'. Finally, in step 1506, the third element is set to the value K3 '.
  • the advantage of this method is the low effort in the application. It is not necessary to specify concrete combinations of stiffnesses of the first, second and third elements, but only values for the first element.
  • the stiffnesses of the second and third elements are automatically determined algorithmically therefrom and the second and third elements can be controlled accordingly.
  • FIG. 1 1 shows a representation of the mode of operation of a system according to the invention, according to a third exemplary embodiment of the invention. In this case, an internal dynamic calculation of the stiffnesses of the second and third deformation element takes place.
  • the crash information is provided or determined, which for example may include information about the crash type or the crash speed.
  • the crash information is provided to the database 1502.
  • additional dynamic information 1701 is provided.
  • the dynamic additional information 1701 may include, for example, information about a crash course, an acceleration or a speed reduction.
  • the information from the database 1502 and the additional dynamic information 1701 is a specification of the target stiffness KV.
  • the widths described with reference to FIG. More method step 161 1, 1612, 1613, 1614, 1615, 1616, 1617, 1618 for determining the stiffnesses K2 'and K3' performed.
  • step 1750 The method steps 1603, 1604, 1605, 1606, 161 1, 1612, 1613, 1614, 1615, 1616, 1617, 1618, 1701 summarized in step 1750 are executed in each computing cycle according to this exemplary embodiment.
  • the individual computing cycles may be performed continuously at predetermined time intervals or in response to predetermined events.
  • the exemplary embodiments described with reference to FIGS. 9 to 11 are chosen only by way of example.
  • the number of components involved is not limited to three.
  • the number of involved components must be at least two, but may be larger.
  • the system can be used in an equivalent form in the vehicle side and / or rear of the vehicle.
  • the then involved components are for the side, for example, sills, elements of the A and B pillars and as inventive further implementation, components of the seat.
  • a value for the rigidity K5 of a fifth deformation element can be predetermined by the load capacity of the occupant.
  • the component K4 can be interpreted as belt force.
  • K2 and K3 may refer to the vehicle structure. If, in this case, force levels and stiffnesses are made comparable by suitable calculation methods, the control can take place with the involvement of a controllable belt force limiter such that the maximum load values of the occupant are not exceeded, but the available control range can be optimally utilized , In addition, K5 can still be made dependent on the condition of the occupant. For example, the age, sex, height, mass or bone density of the occupant can be taken into account.
  • the approach according to the invention can be used in all vehicles, together with a crumple zone formed from a plurality of adaptive elements.
  • the described embodiments are chosen only by way of example and can be combined with each other.
  • the inventive method for controlling the deformation behavior of deformation elements in a vehicle with the deformation element according to the invention for energy absorption in a vehicle collision can be combined to form an occupant protection system.
  • the method of control is not limited to structural components of the vehicle, but may also regulate characteristics of the occupants and the restraint system.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

Elément de déformation pour l'absorption d'énergie lorsqu'un véhicule entre en collision, qui comporte un contenant (101) pourvu d'au moins une ouverture (114), ledit contenant pouvant être déformé aux fins d'absorption d'énergie. Ledit élément de déformation comporte en outre un milieu (112) contenu dans le contenant et conçu pour s'échapper par l'ouverture en cas de déformation du contenant et un dispositif de modulation (320) conçu pour commander l'écoulement du milieu par l'ouverture en fonction d'un signal de réglage.
EP09751905A 2009-01-09 2009-11-12 Élément de déformation et procédé de réglage du comportement de déformation d'éléments de déformation dans un véhicule Withdrawn EP2386034A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910000112 DE102009000112A1 (de) 2009-01-09 2009-01-09 Deformationselement und Verfahren zur Regelung des Deformationsverhaltens von Deformationselementen in einem Fahrzeug
PCT/EP2009/065022 WO2010078988A2 (fr) 2009-01-09 2009-11-12 Élément de déformation et procédé de réglage du comportement de déformation d'éléments de déformation dans un véhicule

Publications (1)

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EP2386034A2 true EP2386034A2 (fr) 2011-11-16

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EP09751905A Withdrawn EP2386034A2 (fr) 2009-01-09 2009-11-12 Élément de déformation et procédé de réglage du comportement de déformation d'éléments de déformation dans un véhicule

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EP (1) EP2386034A2 (fr)
JP (2) JP2012514724A (fr)
CN (1) CN102272472A (fr)
DE (1) DE102009000112A1 (fr)
WO (1) WO2010078988A2 (fr)

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DE102009046984B4 (de) 2009-11-23 2020-06-10 Robert Bosch Gmbh Steuergerät zur Einstellung einer Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug, Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug und ein Verfahren zum Einstellen einer Vorrichtung zum adaptiven Abbau von Crashenergie für ein Fahrzeug
DE102011006069A1 (de) * 2010-07-20 2012-01-26 Robert Bosch Gmbh Crashstruktur, Steuergerät zur Einstellung einer Steifigkeit einer Crashstruktur für ein Fahrzeug, Verfahren zur Einstellung einer Steifigkeit einer Chrashstruktur für ein Fahrzeug
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CN103419733A (zh) * 2012-05-24 2013-12-04 黄家军 一种阻尼防撞击装置
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Also Published As

Publication number Publication date
DE102009000112A1 (de) 2010-07-15
JP2012514724A (ja) 2012-06-28
WO2010078988A3 (fr) 2010-09-16
CN102272472A (zh) 2011-12-07
JP2012006592A (ja) 2012-01-12
WO2010078988A2 (fr) 2010-07-15

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