GB2503095A - Double crash box between front bumper and vehicle frame - Google Patents

Double crash box between front bumper and vehicle frame Download PDF

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Publication number
GB2503095A
GB2503095A GB201307825A GB201307825A GB2503095A GB 2503095 A GB2503095 A GB 2503095A GB 201307825 A GB201307825 A GB 201307825A GB 201307825 A GB201307825 A GB 201307825A GB 2503095 A GB2503095 A GB 2503095A
Authority
GB
United Kingdom
Prior art keywords
crash box
crash
arrangement
cross member
energy
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Withdrawn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
GB201307825A
Other versions
GB201307825D0 (en
Inventor
Balaji Pillai
Sriram Chandramouli
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
Priority to GB201307825A priority Critical patent/GB2503095A/en
Publication of GB201307825D0 publication Critical patent/GB201307825D0/en
Publication of GB2503095A publication Critical patent/GB2503095A/en
Withdrawn legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24Arrangements for mounting bumpers on vehicles
    • B60R19/26Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type

Abstract

A cross member 12 of a passenger vehicle front bumper is supported on a longitudinal frame member 14 by a structurally deformable crash box and a second crash box 26 at least partly behind first crash box 16. Second crash box 26 is supported on frame member 14 on one side and on cross member 12 via a load transfer element 28 capable of transferring impact energy from the cross member 12 to the second crash box 26. Second crash box 26 is preferably coaxially within first crash box 16 and also preferably within frame member 14, and may be located below a shock tower 24. First crash box 16 may be unitary with and form a front portion of frame member 14. Load transfer element 28 is preferably stiffer than first crash box 16. The arrangement reduces the length required to absorb the energy of a frontal impact.

Description

Arrangement of a Cross Member of a Front Bumper on a Longitudinal Member of a Passenger Vehicle The invention relates to an arrangement of a cross member of a front bumper on at least :.. one longitudinal member of a passenger vehicle according to the preamble of patent * * claim 1.
Such arrangements of cross members of front bumpers on corresponding longitudinal members of passenger vehicles are well-known from the series production of passenger vehicles. In such an arrangement, the cross member is supported on the longitudinal member via at least one crash box. The crash box is an element for absorbing energy :.: * during a frontal impact and capable of being structurally deformed due to an accident, in particular a frontal impact, thereby transforming impact energy into deformation energy. In case of a frontal impact, the crash box is deformed irreversibly. This means that the structural deformation of the crash box occurs in the form of, for example, crushing and/or folding, thus the crash box is destroyed.
Such an arrangement can be found in DE 43 05490 Al, wherein the crash box is configured as a bellow made of a metallic material and being arranged in the longitudinal member.
By transforming impact energy into deformation energy by means of the crash box, accelerations acting upon passengers of the passenger vehicle during the frontal impact can be kept low. The amount of impact energy which can be transformed into deformation energy especially depends on the available crush length. The so-called crush length is also referred to as deformation length which is the length by which the crash box is or can be shortened for transforming impact energy into deformation energy during an accident in the form of a frontal impact.
Passenger vehicles having short frontends or being very short often have quite little crush lengths. Thus, expensive and complex restraining systems and crash structures are required to protect the passengers from injuries.
It is therefore an object of the present invention to provide an arrangement of a cross member on at least one longitudinal member of a passenger vehicle which facilitates the transformation of a particularly high amount of impact energy into deformation energy.
This object is solved by an arrangement having the features of patent claim one.
Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the other patent claims.
In order to provide an arrangement indicated in the preamble of patent claim 1, which facilitates the transformation of a particularly high amount of impact energy into deformation energy, according to the present invention the arrangement comprises at least one second crash box being arranged at least partly behind the first crash box. On the one side, the second crash box is supported on the longitudinal member.
Advantageously, the second crash box is supported on the longitudinal member behind the first crash box in the longitudinal direction of the passenger vehicle. On the other side, the second crash box is supported on the cross member via a load transfer element being :.: . capable of transferring impact energy from the cross member to the second crash box.
** Thus! the first crash box is bypassed by the load transfer element so that impact forces caused by, for example, a frontal impact can be guided from the cross member to the second crash box while the first crash box is deformed due to the accident. In other words, impact forces not being transformed into deformation energy by means of the first crash box can bypass the first crash box via the load transfer element. Hence, the impact forces bypassing the first crash box can be guided to the second crash box via the load transfer element and transformed at least partly into deformation energy by means of the second crash box. By guiding impact forces from the cross member via the load transfer element to the second crash box, the second crash box is deformed, too. Thus, both crash boxes are deformed simultaneously during a crash. Thereby, a very high amount of impact energy can be transformed into deformation energy of the crash boxes in an early phase of a frontal impact.
By means of the second crash box, a second crush length provided by the second crash box can be added to a first crush length provided by the first crash box, thus realizing a very high effective crush length of the arrangement as a whole. As a consequence, the arrangement has a very high energy absorption capability so that accelerations acting upon passengers and caused by the frontal impact can be kept particularly low. Thus, acceleration values and occupant loading criteria (OLC) can be kept to a minimum.
Moreover, the arrangement according to the present invention has quite a simple and cost-efficient construction. Furthermore, cost-efficient restrained systems with a low level of complexity can be used for the passenger vehicle.
Advantageously, the load transfer element can be arranged coaxially in the first crash box and the second crash box can be arranged in the longitudinal member under a shock tower of the passenger vehicle in the vertical direction of the passenger vehicle. Thereby, the length of the passenger vehicle can be kept particularly low. Thus, the arrangement can be particularly advantageously be used for short passenger cars or passenger vehicles having short front ends without increasing the length of the passenger vehicles.
By arranging the second crash box in the longitudinal member under the shock tower, a zone not being crushed or deformed during the accident can be used for absorbing energy since the second crash box is arranged in the non-crushed zone of the longitudinal member.
Further advantages, features and details of the invention derive from the following :. description of preferred embodiments as well as from the drawings. The drawings show in: Fig. 1 a schematic and perspective side view of an arrangement of a cross member of a front bumper on longitudinal members of a passenger vehicle, in which arrangement the cross member is supported on the respective longitudinal members via two crash boxes providing a particularly high crush length; Fig. 2 part of a schematic and perspective front view of the arrangement; Fig. 3 a schematic and perspective view of the second crash box of the arrangement; and Fig. 4 part of a schematic and perspective front view of the arrangement in a deformed state after a frontal impact.
Fig. 1 shows an arrangement 10 of a cross member 12 of a front bumper on lateral longitudinal members 14 of a passenger vehicle. As can be seen from Fig. 1, the cross member 12 extends at least substantially in the transverse direction of the passenger vehicle and serves for distributing impact forces or impact energy due to a frontal impact during an accident to the longitudinal members 14. In Figs. 1, 2 and 4, the left-hand longitudinal member 14 is presented in a transparent manner.
The cross member 12 is supported on the respective longitudinal member 14 via a respective first crash box 16. The first crash box 16 is capable of being structurally deformed due to a frontal impact during an accident thereby transforming impact energy into deformation energy. In other words, the respective crash box 16 is an absorption element serving for absorbing impact energy resulting from a frontal impact. The impact energy is absorbed in such a way that the impact energy is transformed into deformation energy. During the accident, the crash box 16 is structurally deformed by the impact a energy guided to the crash box 16 via the cross member 12. The deformation of the crash a box 16 is irreversible. This means that the crash box 16 is destroyed thereby transforming impact energy into deformation energy. For example, the deformation or destruction of the crash box 16 occurs in the form of crushing and/or folding.
As can be seen from Fig. 1, the crash box 16 and the longitudinal member 14 are formed in one piece. The crash box 16 is configured as a front portion 18 of the longitudinal member 14. The longitudinal member 14 also has a second portion 20 extending from the front portion 18 towards the rear of the passenger vehicle, the portions 18, 20 being formed in one piece. For example, the longitudinal member 14 is made of a metallic material. The second portion 20 has a much higher stiffness than the front portion 18 since the front portion 18 is configured as the crash box 16 which is to be deformed during the accident and serves for transforming impact energy into deformation energy, wherein the second portion 20 is configured to stay undeformed during the accident. In other words, the second portion 20 is designed very rigidly in such a way that it is not deformed due to the frontal impact. Hence, the second portion 20 provides a non-crushed zone for realizing a safety cell for the passenger of the passenger vehicle.
In orderto configure the front portion 18 as the crash box 16, the front portion 18 has, for example, recesses 22 so that the front portion 18 crushes or folds purposefully in the areas of the recesses 22.
The passenger vehicle also has a shock tower 24, wherein the second portion 20 and thus the non-crushed zone of the longitudinal member 14 are arranged beneath the shock tower 24 in the vertical direction of the passenger vehicle. The crash box 16 has a so-called crush length X by which the crash box 16 is or can be shortened due to the frontal impact thereby transforming impact energy into deformation energy.
In order to realize a particularly good capability of transforming impact energy into deformation energy, the arrangement 10 comprises a second crash box 26 which is arranged behind the first crash box 16 in the longitudinal direction of the passenger vehicle. The second crash box 26 is supported on the second portion 20 of the longitudinal member 14 behind the first crash box 16. On the other side, the second crash box 26 is supported on the cross member 12 via a load transfer element in the form of a tube 28 which can be tapered towards the front of the passenger vehicle. The tube 28 is capable of transferring impact energy from the cross member 12 to the second crash box :. 26. Hence, both crash boxes 16, 26 are deformed simultaneously during a frontal impact so that impact energy can be transformed into deformation energy by both of the crash : boxes 16, 26.
For transforming impact energy into deformation energy, the second crash box 26 is capable of being structurally deformed, too. This means that the second crash box 26 is deformed irreversibly and thus destroyed, wherein the deformation or destruction of the second crash box 26 can also occur in the form of crushing and/or folding or the like.
As can be seen from Fig. 1, the second crash box 26 also has a crush length Y by which the second crash box 26 is or can be shortened due to the frontal impact. Thus, the arrangement 10 as a whole has a very high effective crush length comprising the crush length X of the first crash box 16 and the crush length V of the second crash box 26.The crash boxes 161 26 start crushing at the same time which allows for absorbing a very high amount of impact energy in initial stages of the frontal impact.
In order to keep the length of the passenger car particularly low, the tube 28 is arranged coaxially in the first crash box 16. In other words, the first crash box 16 and the tube 28 extend coaxially. Moreover, the second crash box 26 is arranged in the second portion 20 beneath the shock tower 24. Thus, the non-crushed zone of the longitudinal member 14 can be used for absorbing impact energy.
Fig. 2 illustrates the assembly of the arrangement 10. In a first step, the second crash box 26 is inserted into the second portion 20 of the longitudinal member 14. For supporting the second crash box 26 on the longitudinal member 14, fixing means in the form of bolts are used to support and connect the second crash box 26 to the longitudinal member 14 behind the crash box 16.
As the first crash box 16, a crash box being separate from the longitudinal member 14 and the second crash box 26 can be used. In this case, the separate first crash box is arranged a way that the first crash box and the tube 28 are arranged coaxially in relation to each other. In case the first crash box 16 is designed separately from the second crash box 26 and the longitudinal member 14, the separate first crash box is supported on the longitudinal member 14 by means of, for example, four additional bolts 32 from which three bolts 32 can be seen in Fig. 2.
In a third step, the cross member 12 is connected to and supported on the first crash box and the tube 28 by means of, for example, bolts 34. This assembly of the arrangement * 10 allows for realizing a very easy reparability. Moreover, damages due to low speed crashes as well as costs resulting from repairing said damages can be kept to a minimum.
Fig. 3 shows the second crash box 26 and the tube 28 supported on the second crash box 26. Moreover, a supporting plate 36 is provided via which the tube 28 is supported on the cross member 12. The tube 28 and the supporting plate 36 have a much higher stiffness than the second crash box 26 so that the tube 28 stays undeformed during the frontal impact at least substantially. Thereby, impact forces can be transferred from the cross member 12 to the second crash box 26 very efficiently thereby allowing for a crushing of the crash boxes 16 and 26 at the same time. For this purpose, the tube 28 can be made out of, for example, a high strength steel, wherein the second crash box 26 can be made out of a low strength steel or. aluminium. In other words, the tube 28 is intended for realizing the load transfer and not for crushing, wherein the second crash box 26 has an optimized thickness for realizing maximum energy absorption.
As can be seen from Fig. 3, the second crash box 26 can be designed as a multi-chamber profile having three chambers 38..Alternatively, the second crash box 26 can have less or more chambers.
Fig. 4 shows the arrangement lOin a deformed shape after a frontal crash. As can be seen from Fig. 4, both of the crash boxes 16 and 26 are deformed thus facilitating the absorption of a very high amount of impact energy. * * . * *
* *.*** * * * ** * * *
QGQQ * *. * . * S..
S 5. *

Claims (6)

  1. Claims 1. An arrangement of a cross member (12) of a front bumper on at least one longitudinal member (14) of a passenger vehicle, in which arrangement (10) the cross member (12) is supported on the longitudinal member (12) via at least one crash box (16) which is capable of being structurally deformed due to an accident thereby transforming impact energy into deformation energy, characterized in that * *.a.... the arrangement (10) comprises at least one second crash box (26) being arranged at least partly behind the first crash box (16) and supported on the longitudinal * .. member (14) on the one side and the cross member (12) on the other side via a load transfer element (28) being capable of transferring impact energy from the cross member (12) to the second crash box (26).
  2. 2. The arrangement according to claim 1, characterized in that the load transfer element (28) is arranged coaxially in the first crash box (16).
  3. 3. The arrangement according to any one of claims 1 or 2, characterized in that the second crash box (26) is arranged in the longitudinal member (14).
  4. 4. The arrangement according to any one of the preceding claims, characterized in that the load transfer element (28) has a higher stiffness than the first crash box (16).
  5. 5. The arrangement according to any one of the preceding claims, characterized in that the second crash box (26) is arranged under a shock tower (24) of the passenger vehicle in the vertical direction of the passenger vehicle.
  6. 6. The arrangement according to any one of the preceding claims, characterized in that the first crash box (16) and the longitudinal member (14) are formed in one piece, the first crash box (16) being configured as a front portion (18) of the longitudinal member (14). *. .. * * * * a a * a. * *iS * a. * . * *aS * a.. a
GB201307825A 2013-04-30 2013-04-30 Double crash box between front bumper and vehicle frame Withdrawn GB2503095A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB201307825A GB2503095A (en) 2013-04-30 2013-04-30 Double crash box between front bumper and vehicle frame

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB201307825A GB2503095A (en) 2013-04-30 2013-04-30 Double crash box between front bumper and vehicle frame

Publications (2)

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GB201307825D0 GB201307825D0 (en) 2013-06-12
GB2503095A true GB2503095A (en) 2013-12-18

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GB201307825A Withdrawn GB2503095A (en) 2013-04-30 2013-04-30 Double crash box between front bumper and vehicle frame

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015161160A1 (en) * 2014-04-17 2015-10-22 Tesla Motors, Inc. Vehicle crush rail with substantially square cells and initiators
US9457746B1 (en) 2015-11-09 2016-10-04 Ford Global Technologies, Llc Energy absorbing system for vehicular impacts

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07277112A (en) * 1994-04-11 1995-10-24 Showa Alum Corp Shock absorbing stay
EP0794350A1 (en) * 1996-03-04 1997-09-10 Automobiles Peugeot Shock absorbing device especially for motor vehicles
US6270131B1 (en) * 1999-03-05 2001-08-07 Compagnie Plastic Omnium Partitioned impact absorber made of two interfitting blocks, and a bumper beam including such an impact absorber
EP1407939A1 (en) * 2002-10-10 2004-04-14 COMAU S.p.A. An impact absorber device for a motor vehicle
US20080236965A1 (en) * 2007-03-28 2008-10-02 Hideyuki Nakamura Transportation device
KR20110032870A (en) * 2009-09-24 2011-03-30 주식회사 포스코 Crash energy absorber absorbing crash energy by stages

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07277112A (en) * 1994-04-11 1995-10-24 Showa Alum Corp Shock absorbing stay
EP0794350A1 (en) * 1996-03-04 1997-09-10 Automobiles Peugeot Shock absorbing device especially for motor vehicles
US6270131B1 (en) * 1999-03-05 2001-08-07 Compagnie Plastic Omnium Partitioned impact absorber made of two interfitting blocks, and a bumper beam including such an impact absorber
EP1407939A1 (en) * 2002-10-10 2004-04-14 COMAU S.p.A. An impact absorber device for a motor vehicle
US20080236965A1 (en) * 2007-03-28 2008-10-02 Hideyuki Nakamura Transportation device
KR20110032870A (en) * 2009-09-24 2011-03-30 주식회사 포스코 Crash energy absorber absorbing crash energy by stages

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015161160A1 (en) * 2014-04-17 2015-10-22 Tesla Motors, Inc. Vehicle crush rail with substantially square cells and initiators
US9352783B2 (en) 2014-04-17 2016-05-31 Tesla Motors, Inc. Vehicle crush rail with substantially square cells and initiators
US9457746B1 (en) 2015-11-09 2016-10-04 Ford Global Technologies, Llc Energy absorbing system for vehicular impacts

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