EP4370383A1 - Absorbeur de chocs ayant un amplificateur de détection - Google Patents

Absorbeur de chocs ayant un amplificateur de détection

Info

Publication number
EP4370383A1
EP4370383A1 EP22738425.2A EP22738425A EP4370383A1 EP 4370383 A1 EP4370383 A1 EP 4370383A1 EP 22738425 A EP22738425 A EP 22738425A EP 4370383 A1 EP4370383 A1 EP 4370383A1
Authority
EP
European Patent Office
Prior art keywords
force transmission
section
shock absorber
transmission section
absorption
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.)
Pending
Application number
EP22738425.2A
Other languages
German (de)
English (en)
Inventor
Manuel Schroeder
Markus STOLP
Dominik Holzer
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP4370383A1 publication Critical patent/EP4370383A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R19/22—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact containing mainly cellular material, e.g. solid foam
    • 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
    • B60R19/48—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds
    • B60R19/483—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds with obstacle sensors of electric or electronic type
    • 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
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/186—Additional energy absorbing means supported on bumber beams, e.g. cellular structures or material
    • B60R2019/1873—Cellular materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle

Definitions

  • the present invention relates to a shock absorber for a bumper arrangement of a motor vehicle, a bumper arrangement for a motor vehicle and a motor vehicle with a bumper arrangement.
  • bumper assemblies with shock absorbers are known from the prior art.
  • bumper assemblies serve to absorb energy in the event of an impact and thereby prevent damage to motor vehicles.
  • bumpers should be designed to minimize the impact on pedestrians or cyclists in the event of a collision and to make an overall contribution to passive safety.
  • DE 102016213931 A1 discloses a bumper arrangement which is able to enable an impact to be sensed by means of a pressure hose.
  • the bumper arrangement is set up in such a way that it has locally different deformability.
  • the object of the present invention is to specify a device which is suitable for overcoming at least the above-mentioned disadvantages of the prior art.
  • the object is achieved by a shock absorber for a bumper arrangement of a motor vehicle.
  • the shock absorber can be fastened to a cross member of the motor vehicle and is set up to at least partially absorb the energy input acting on the shock absorber in the event of a collision and to make it available on a force transmission section that can be operatively connected to a pressure sensor device such that the collision can be detected by the pressure sensor device .
  • the shock absorber has an absorption section and a force transmission section.
  • the force transmission section is set up to at least partially transmit the energy input acting on the shock absorber during the collision to the force transmission section, bypassing the absorption section in some areas.
  • the force transmission section is designed in such a way that the force transmission section collapses when the energy input is so high that the collision can be detected by the pressure sensor device without bypassing the absorption section in some areas.
  • the absorption section serves to absorb impact energy, in particular through deformation.
  • the force transmission section can be formed by a section of the shock absorber that can act on a component of the pressure sensor device. Such a component can be a pressure hose, for example.
  • the force transmission section can be formed by an area or section of the shock absorber which can come into contact with the pressure hose in order to act on the pressure hose or to transmit the impact force or impact energy conducted into the force transmission section to the pressure hose.
  • a force or energy which acts on the shock absorber in the event of an impact can be conducted at least partially as directly as possible into an area which can be actively connected to a pressure hose or in which a pressure hose can be accommodated. It is thus possible to transfer the energy of a triggering impactor as directly as possible to the pressure hose system of a pedestrian protection sensor system.
  • the force transmission section can therefore also be referred to as a sensor amplifier or sensor amplifier.
  • the force transmission section is designed in such a way that energy or a force resulting from a relatively weak impact is reliably transmitted to the pressure hose.
  • the force transmission component can at least partially direct the force past the absorption section, as a result of which this is bridged.
  • the force transmission component and part of the absorption section can thus be designed in the manner of a parallel connection, in which part of the force flow takes place via the part of the absorption section and part of the force flow takes place via the force transmission component.
  • the force transmission section is designed in the present case in such a way that an energy or a force resulting from a relatively strong impact leads to a, in particular controlled, collapse of the force transmission section.
  • the invention is based on the idea that, controlled by the energy input, on the one hand a sensor signal for the pressure hose system is amplified by the force transmission section acting as a sensor amplifier when there is a low energy input, and on the other hand a necessary deformation path, particularly in the event of a leg impact, due to the collapse of the force transmission section at a high energy input is released.
  • the force transmission section forming a first load path is designed to transmit an energy input that deforms the front of the vehicle, for example through a sensor test body, in particular directly into the pressure hose sensor for triggering an active front flap.
  • the force transmission section is designed in such a way that it collapses when the energy input is higher than that required for sensing, thereby releasing a predefined deformation path, with the absorption section then forming a second load path and the energy input being so high that the transmission via the second load path for the sensing is sufficient.
  • collapsing can be understood to mean that the force transmission section deforms in the longitudinal direction of the motor vehicle in such a way that the force transmission section exerts essentially no force during the collision that acts against a force acting on the front of the vehicle as a result of the collision. This can be done, for example, by breaking and/or elastically and/or plastically deforming the force transmission section during the collision. It is conceivable that the force transmission section has a honeycomb structure that deforms in the longitudinal direction of the motor vehicle during the collision, in particular reversibly in the sense of a shape memory alloy. It is also conceivable that the force transmission section has a predetermined breaking point.
  • the force transmission section collapses when the energy input exceeds a threshold value, the threshold value being 633 J, in particular 465 J, 405 J or 323 J.
  • the power transmission section can at least partially in the
  • the force transmission section can in particular be completely integrated or accommodated in the absorption section.
  • the force transmission section can be cast in a material of the absorption section.
  • the power transmission section partially from the
  • the force transmission section can be stiffer than the absorption section.
  • the force transmission portion may be injection molded from a non-foaming plastic material and the absorbing portion may be made from a plastic foam material.
  • the force transmission section can, for example, be produced in a first step and overmoulded with a material to form the absorption section.
  • a multi-component injection molding process can be used for this purpose, for example.
  • the absorbing section and the force-transmitting section can be designed in one piece.
  • the absorption section and the power transmission section can be made of the same material.
  • the absorption section and/or the force transmission section can be made of a foamed plastic material.
  • the force transmission section can be made of a plastic material.
  • the force transmission section may be made of the same or a different plastics material, for example a non-foamed plastics material.
  • Classic archetype methods for plastics processing for example injection moulding, foaming and casting, can be used as production methods for the absorption section, the force transmission section and/or the force transmission section. Additionally or alternatively, 3D printing methods can be used.
  • the force transmission section as a plastic injection-molded element to the front in the longitudinal direction of the motor vehicle is introduced protruding into the absorption section formed from foam (other materials and/or manufacturing processes also being conceivable).
  • the absorbing portion and the power transmission portion may form a U-shape in cross section in the traveling direction of the vehicle, the open end of which is oriented in the traveling direction.
  • the force transmission section can be accommodated in the U-shape.
  • Two opposite legs of the U-shape can be formed by the absorption section.
  • a connecting portion connecting the opposite legs may be formed by the power transmission portion.
  • the force transmission portion may be partially received within the U-shape such that a forward portion of the force transmission portion protrudes from the open end of the U-shape.
  • the force transmission section can have a recess, for example a groove, for receiving a pressure hose of the pressure sensor device.
  • the force transmission section can be formed by a plurality of force transmission segments arranged next to one another in the direction of longitudinal extension of the shock absorber.
  • the individual force transmission segments can be adapted to the respective position in the shock absorber. In this way, a balance between the effect of the sensing/detection or the force transmission to the pressure hose and an effect on a leg test body can be positively influenced and adjusted to the required threshold values. In this way, a section-by-section force adjustment is possible.
  • the force transmission segments can have different shapes in order to take current design idioms into account.
  • the force transmission segments can be at least partially identical.
  • the force transmission segments can be offset from one another in the longitudinal direction of the vehicle.
  • the force transmission segments can be designed as individual segments. Between neighboring Force transmission segments can absorb segments of the
  • At least one force transmission segment can have a force absorption surface for absorbing the force acting on the impact and a dem
  • the force absorption surface and the force transmission surface can be operatively connected via a force transmission area, for example via a web or via another suitable force transmission structure, which can have one or more elements for force transmission.
  • the force transmission area can have a honeycomb structure, for example.
  • At least one force transmission segment can be double-T-shaped.
  • the force transmission segment can have two flanges.
  • the flanges can be connected via a web that forms the force transmission area.
  • One or more force transmission segments can have a front flange and a rear flange.
  • the rear flange may be provided at a rear end portion of the web and may face the power transmission portion.
  • the rear flange may have a power transmission surface facing the power transmission portion.
  • the force transmission surface can form the force transmission section.
  • the force transmission surface can be flat or curved.
  • a force transmission from the force transmission surface to a pressure hose can take place indirectly via an additional force transmission section or can take place directly, in which case a section of the force transmission section, for example the rear flange, forms the force transmission section and can come into direct contact with the pressure hose.
  • the front flange may be provided at a front end portion of the web.
  • the front flange can be in the area of the open end of the U-shape of the Be arranged absorption section.
  • the front flange may have a force receiving surface.
  • the force absorption surface can be oriented in the direction of travel.
  • the force absorption surface can be inclined to the direction of travel or longitudinal direction of the vehicle.
  • the force absorption surface can be curved, for example arched forward.
  • the force transmission segments can extend transversely to the main extension direction of the force transmission section or in the longitudinal direction or direction of travel of the vehicle when it is attached to the vehicle.
  • the web connecting the flanges can extend transversely to the main extension direction of the force transmission section or in the longitudinal direction or direction of travel of the vehicle when the force transmission section is mounted on a vehicle.
  • the web can be at least partially straight, completely straight, or at least partially curved or bent, or continuously curved or bent.
  • the web can extend inclined to the main extension direction and inclined to the longitudinal direction or direction of travel of the vehicle.
  • One or more webs of individual force transmission segments can extend parallel to one another. Two force transmission segments can be arranged in such a way that their webs intersect.
  • the flanges can also be connected via a plurality of webs, in particular with the formation of a shape that deviates from the above-mentioned double-T-shaped configuration.
  • the flanges can also be connected by a honeycomb structure, in which case the webs connecting the flanges can at least partially form a honeycomb structure or each web can be designed as a honeycomb structure.
  • the flanges can be separate elements or can be an integral part of the web.
  • a force transmission segment can also be honeycomb-shaped, for example hexagonal, instead of double-T-shaped. A flat side of such a honeycomb structure can form a flange or support such a flange.
  • At least two adjacent force transmission segments can be coupled to one another via at least one connecting web.
  • the connecting web can be arranged in such a way that it connects adjacent webs of the force-transmitting segments.
  • the webs of the power transmission segments and the connecting web can be made in one piece, for example in one piece.
  • the spaces formed by the webs, the connecting web and inner walls of flanges can at least partially accommodate part of the absorption section. In other words, such gaps may be filled with an absorbent material to partially form the absorbent portion.
  • a bumper arrangement with a cross member and a shock absorber arranged on the cross member is disclosed.
  • the shock absorber can be constructed as described above.
  • a vehicle with such a bumper arrangement is disclosed, it being possible for the vehicle to have an active front flap which is operatively connected to the pressure sensor device. The pressure sensor device can thus be used to trigger the active front flap.
  • the vehicle can be a motor vehicle, in particular an automobile.
  • the activation of the active front lid can cause the front lid to be raised in the vehicle height direction. As a result, a distance between the front flap and components arranged below the front flap, such as an engine block, can be increased.
  • FIGS. 1 shows a perspective view of a shock absorber
  • FIG. 2 shows a cross-sectional view of the shock absorber from FIG. 1;
  • FIG. 3 shows a schematic side view of a front section of a vehicle with the shock absorber from FIGS. 1 and 2.
  • FIG. 3 shows a schematic side view of a front area of a motor vehicle 16 in partial section.
  • the motor vehicle 16 comprises a bumper arrangement 22 having a bumper covering 15, a cross member 14 and a shock absorber 1 provided on the cross member 14.
  • FIG. 1 shows a perspective view of the shock absorber 1, with FIG. 2 showing a cross-sectional view of the shock absorber 1.
  • the shock absorber 1 can form a bumper arrangement 22 together with the cross member 14 shown in FIG. On its rear side, the shock absorber 1 also has fastening devices 19 for fastening it to the cross member 14 .
  • the shock absorber 1 is set up to at least partially absorb the energy input acting on the shock absorber 1 in the event of a collision, which essentially acts counter to the direction of travel F.
  • the shock absorber 1 has the absorption section 3 and the force transmission section 2 .
  • the shock absorber 1 is also set up to provide the energy input acting on the shock absorber 1 in the event of a collision at the force transmission section 13 operatively connected to a pressure hose 7 such that the collision can be detected by a pressure sensor device having the pressure hose 7 .
  • shock absorber 1 The more precise structure of the shock absorber 1 and in particular of the absorption section 3 is shown in FIG.
  • the absorption portion 3 and a power transmission portion 13 form a U-shape.
  • the open end of the U-shape is oriented in the direction of travel F, which here runs parallel to the longitudinal direction of the vehicle.
  • Two opposite legs 4, 5 of the U-shape are formed by the absorption section 3.
  • a connecting section 6, which connects the opposing legs 4, 5, is formed by the power transmission section 13.
  • FIG. The force transmission section 2 is partially accommodated in the U-shape, with a front section 20 of the force transmission section 2 protruding from the open end of the U-shape.
  • the force transmission surface 18 is thereby pressed onto the force transmission section 13 .
  • the power transmission portion 13 transmits from the
  • Force transmission surface 18 absorbed force on the pressure hose 7.
  • the pressure change generated in the pressure hose 7 can be detected by sensors, not shown, so that the impact is reliably detected. More specifically, the power transmission section 13 limits on the one hand a receiving space defined between the legs 4, 5 for the
  • the Force transmission section 2 and thus forms a connecting section 6 between the upper leg 4 and the lower leg 5.
  • the Force transmission section 13 has a recess in the form of an elongated groove 8 on a side facing away from the receiving space or on a side facing cross member 14 .
  • a pressure sensor device in the form of a pressure hose 7 is arranged in the groove 8 .
  • the force transmission section 13 is thus arranged between the force transmission section 2 and the pressure hose 7 so that a force transmission can take place from the force transmission section 2 via the force transmission section 13 to the pressure hose 7 .
  • the force transmission section 13 is designed to be deformable in order to enable force transmission to the pressure hose 7
  • a flow of force to the pressure hose 7 is thus possible in this embodiment, partially bypassing the absorption section 3, as a result of which a reliable effect on the pressure hose 7 and more reliable sensing or detection of an impact is possible.
  • the force transmission section 2 is also designed or set up in the present case in such a way that the force transmission section 2 collapses when the energy input is so high that the collision can be detected by means of the pressure sensor device having the pressure hose 7 without bypassing the absorption section 3 in some areas.
  • this is achieved in that the force transmission section 2 collapses, here breaking, if the energy input acting on the force transmission section 2 counter to the direction of travel F exceeds a threshold value or limit value of 633 J, in particular 465 J, 405 J or 323 J.
  • the force transmission section 2 By collapsing or here breaking the force transmission section 2 with such a high energy input exceeding the threshold value, the force transmission section 2 releases a deformation path in the longitudinal direction of the vehicle. However, the collision can still be sensed via power transmission via the power transmission section 13 by means of the pressure hose 7 .
  • the force transmission section 2 is designed like a grid and extends along and partially within the absorption section 3 .
  • the absorption section 3 and the force transmission section 2 are elongated members, each of which is formed in one piece. Alternatively, the absorption section 3 and/or the force transmission section 2 can be designed in multiple parts.
  • the absorption section 3 is made of a plastic foam material which has good absorption properties. In particular, the plastic foam material is deformable to absorb impact energy. However, it is conceivable to use other materials for the absorption section 3.
  • the force transmission section 2 is made of a plastic material which has a higher rigidity than the plastic foam material of the absorption section 3 and is produced by injection molding in the embodiment shown.
  • the force transmission section 2 has a plurality of force transmission segments 11 .
  • the force transmission segments 11 extend transversely to the main extension direction of the force transmission section 2 or, when attached to the vehicle 16, in the longitudinal direction or direction of travel F of the vehicle 16.
  • the force transmission segments 11 are double T-shaped. According to the embodiment, the force transmission segments 11 have two flanges 9 , 17 .
  • the flanges 9, 17 are connected by a web 10.
  • the web 10 extends transversely to the main extension direction of the force transmission section 2 or in the longitudinal direction or direction of travel F of the vehicle when the force transmission section 2 is mounted on the vehicle 16 .
  • the web 10 can also be designed in a different way, as long as a sufficient transmission of force between the flanges 9, 17 is possible.
  • the web 10 can be curved or bent.
  • Main extension direction and inclined to the longitudinal direction or direction of travel F of the vehicle 16 extend.
  • One or more webs 10 of individual force transmission segments 11 can extend parallel to one another.
  • Two force transmission segments 11 can be arranged in such a way that their webs 10 intersect.
  • the flanges 9, 17 can also be connected via a plurality of webs, in particular with the formation of a shape deviating from the above-mentioned double-T-shaped configuration.
  • the flanges 9, 17 can also be connected by a honeycomb structure, the webs connecting the flanges 9, 17 at least partially forming the honeycomb structure.
  • the flanges 9, 17 can be separate elements or can be an integral part of the web.
  • a force transmission segment can also be honeycomb-shaped, for example hexagonal, instead of double-T-shaped.
  • a flat side of such a honeycomb structure can form or support a flange 9, 17.
  • the honeycomb structure can deform plastically or elastically, ie collapse, if the threshold value described above is exceeded.
  • a deformation path can be opened up by deforming the honeycomb structure.
  • the flanges 9 , 17 are arranged in such a way that they extend transversely to the direction of travel F when the shock absorber 1 is fastened to the vehicle 16 .
  • the flanges can extend or follow the desired outer contour of a bumper.
  • one flange forms a front flange 17 and one flange forms a rear flange 9.
  • the rear flange 9 is provided at a rear end portion of the web 10 and faces the power transmission portion 13.
  • the rear flange 9 has a Power transmission surface 18 which faces the power transmission section 13 .
  • the rear flange 9 itself can form the power transmission section.
  • the force transmission section 13 can be omitted in the area of the flange 9 so that the force transmission surface 18 can come into direct contact with the pressure hose 7 .
  • the front flange 17 may be provided at a front end portion of the web 10 .
  • the front flange 17 is arranged in the vicinity of the open end of the U-shape of the absorbing section 3 .
  • the front flange 17 has a force absorbing surface 21 .
  • the force absorption surface 21 is oriented in the direction F of travel.
  • Adjacent force transmission segments 11 are connected to one another by means of a connecting web 12 .
  • the webs 10 and the connecting webs 12 are formed in one piece.
  • the connecting webs 12 hold the force transmission segments 11 at a predetermined distance from one another.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Abstract

L'invention se rapporte à un absorbeur de chocs pour un système de pare-chocs d'un véhicule à moteur. L'absorbeur de chocs peut être fixé à une traverse du véhicule à moteur et est conçu pour absorber au moins partiellement l'entrée d'énergie agissant sur l'absorbeur de chocs en cas de collision et pour fournir ladite entrée d'énergie à une partie de transfert de force, qui peut être reliée de manière fonctionnelle à un dispositif de capteur de pression, de telle sorte que la collision puisse être détectée par le dispositif de capteur de pression. L'absorbeur de chocs présente une partie d'absorption et une partie de transmission de force. La partie de transmission de force est conçue pour transférer au moins partiellement l'énergie d'entrée, agissant en cas de collision, à la partie de transfert de force, contournant la partie d'absorption dans certaines régions. La partie de transmission de force est conçue de telle sorte qu'elle se replie en cas d'énergie d'entrée qui est suffisamment élevée pour que la collision puisse être détectée au moyen du dispositif de capteur de pression sans contourner la partie d'absorption dans certaines régions.
EP22738425.2A 2021-07-13 2022-06-27 Absorbeur de chocs ayant un amplificateur de détection Pending EP4370383A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021118025.2A DE102021118025B4 (de) 2021-07-13 2021-07-13 Stossabsorber mit sensierverstärker
PCT/EP2022/067503 WO2023285118A1 (fr) 2021-07-13 2022-06-27 Absorbeur de chocs ayant un amplificateur de détection

Publications (1)

Publication Number Publication Date
EP4370383A1 true EP4370383A1 (fr) 2024-05-22

Family

ID=82446578

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22738425.2A Pending EP4370383A1 (fr) 2021-07-13 2022-06-27 Absorbeur de chocs ayant un amplificateur de détection

Country Status (5)

Country Link
US (1) US20240270189A1 (fr)
EP (1) EP4370383A1 (fr)
CN (1) CN117222550A (fr)
DE (1) DE102021118025B4 (fr)
WO (1) WO2023285118A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4325600B2 (ja) * 2005-09-06 2009-09-02 トヨタ自動車株式会社 車両用フロントバンパ構造
DE102014214595B4 (de) * 2014-07-24 2023-07-06 Continental Automotive Technologies GmbH Kraftfahrzeugteil mit einem Aufprallsensor
JP6090258B2 (ja) 2014-08-07 2017-03-08 トヨタ自動車株式会社 歩行者衝突検知センサを備えた車両用バンパ構造
DE102016213931A1 (de) 2016-07-28 2018-02-01 Bayerische Motoren Werke Aktiengesellschaft Stoßfängeranordnung und Personenkraftwagen
US10259412B1 (en) 2017-12-08 2019-04-16 GM Global Technology Operations LLC Bumper collision sensor for an automotive vehicle

Also Published As

Publication number Publication date
US20240270189A1 (en) 2024-08-15
CN117222550A (zh) 2023-12-12
DE102021118025A1 (de) 2023-01-19
WO2023285118A1 (fr) 2023-01-19
DE102021118025B4 (de) 2024-09-12

Similar Documents

Publication Publication Date Title
DE102011053158B4 (de) Stoßfängersystem für ein Kraftfahrzeug
DE102008023484B4 (de) Fahrzeug-Kollision-Detektorgerät
DE102010000224B4 (de) Kollisionserfassungsvorrichtung für ein Fahrzeug
DE102008031669B4 (de) Kollision detektierender Sensor für ein Fahrzeug
DE102008032787B4 (de) Kollisionserfassungsvorrichtung
EP3429894B1 (fr) Structure à déformation et dispositif pour la protection des piétons avec une structure à déformation
DE102010022686A1 (de) Fahrzeug mit einem Biegeträger und einer Stoßfängereinheit
WO2021122486A1 (fr) Dispositif de protection de piéton pour un véhicule automobile
DE102008031069B4 (de) Fahrzeug-Kollisionserfassungsvorrichtung
EP3233582B1 (fr) Dispositif de protection de piéton pour véhicule automobile
DE112009003176T5 (de) Kollisionsdetektionseinrichtung
DE102015223573A1 (de) Kollisionserfassungsvorrichtung für ein Kraftfahrzeug zur Erfassung einer Kollision mit einem Fußgänger
DE102012019380B4 (de) Stoßfängeranordnung
DE102008009964B4 (de) Kollision-Detektorvorrichtung und Schutzsystem
DE102016122288A1 (de) Fahrzeugfrontstruktur
DE102009010673B4 (de) Stoßfängeranordnung
DE102013009312B4 (de) Fahrzeug, Begrenzungselement und Anprallelement
DE102017201356A1 (de) Sitzträger für einen Fahrzeugsitz
WO2016083291A1 (fr) Agencement de composants d'absorption de choc pour véhicule automobile
EP3386808B1 (fr) Dispositif de protection de piéton pour véhicule automobile
DE102021118025B4 (de) Stossabsorber mit sensierverstärker
DE112016000665T5 (de) Fahrzeugaufprall-erfassungsvorrichtung
DE69505601T2 (de) Perfektionierter Energiedämpfer für Kraftfahrzeug
EP3386806B1 (fr) Dispositif de protection de piétons destiné à un véhicule automobile
DE102020109418A1 (de) Stoßabsorber mit Sensierverstärker

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20231219

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)