MXPA99007708A - Passenger car - Google Patents

Abstract

The invention relates to a passenger car with a supporting structure which has at least two longitudinal members (1). Said longitudinal members are connected in the central area by a torsion-resistant cross member (2) which is configured as a bulk tubular profile and accommodates at least parts of the transmission. Said longitudinal members (1) bend upwards at the sides from a floor panel (5) and in order to increase the degree of stiffness under flexure of said longitudinal members (1) around the cross member, said longitudinal members (1) extend so far vertically that the top edge (1) is at least at the height of the seat area of the driver's seat (7).

Description

the torsional rigidity of the longitudinal beam and of a -, * 'i ^ opening! as small as possible so as not to undermine the latter. Normal access and exit is difficult, and the The crossbar is open downwards and consequently - it is not torsion-proof. This structure obtains its torsional rigidity by incorporating the roof of the vehicle into the structure. In view of the fact that the vehicle ends up behind and behind the doors, in the case of this principle the application of a zone of impact absorption is problematic. The invention seeks with a minimum of material utilization to improve the protection of the occupants and a greater rigidity compared to conventional passenger cars. * In the case of a passenger car of the type under consideration, this task is solved by joining the longitudinal beams in the central region -through a torsion-proof transverse spar which is designed as a tubular profile of great volume and accommodates when less portions of the drive, the longitudinal beams being configured with side bends up a floor plate and, in order to increase the bending stiffness of the longitudinal beams around the transverse axis, the vertical extension of the longitudinal beams is of such size that the upper edge is at least at the height of the seating surface of the driver's seat. By means of the design according to the invention, the load-bearing structure transmits in a straight line the forces introduced in the event of an impact. In those places where forces appear, the load-bearing structure can be particularly strong, and its torsional rigidity can not be seen limited by the size of the access openings. The advantages that can be obtained by means of the invention consist in particular that a meeting of the functions of the structural elements of the drive, of the chassis, of the seats and of the safety belts can be achieved to a great extent, both during the operation of driving as well as in the case of an impact from different directions. Access and exit is not complicated. A release of the occupants is guaranteed after an accident, in particular in the case of an overturned vehicle.

A passenger motor vehicle according to the invention offers a large measure of rigidity during the driving operation, and firmness of the cell in the case of frontal and lateral impacts, with a minimum of material utilization. Because the roof is not a supporting element of the structure, the access can be extended upwards and the vehicle can also be used as a convertible without an increase in weight. Preferred refinements of the invention are indicated in the dependent claims. An exemplary embodiment of the invention is explained below on the basis of the drawing. They show: Figure 1 the supporting elements of a passenger car vehicle in a perspective representation; 2 shows the supporting elements in an exploded view; Figure 3 in side elevation a passenger motor vehicle with open front and rear doors; Figure 4 in side elevation a convertible; and Figures 5 and 6 a removable attachment point of the body parts. Figures 1 and 2 show the supporting structure of a passenger car vehicle. Three longitudinal stringers 1, a floor plate 5 with a third longitudinal stringer 1 integrated in the center and two zones 6 for absorbing impacts at the front and rear ends of the longitudinal stringers 1 are made as a longitudinal profile 11 (sheet metal) in the form of a flipped hat, which extends along almost the entire length of the vehicle. The third longitudinal longitudinal beam 1 is formed by a depression comparable to that of a gimbal tunnel in the center of the longitudinal profile in the form of a hat. The vertical side walls of the longitudinal profile 11 serve as longitudinal longitudinal beams 1, and at the upper edges are angled outwards and downwards, which is why they have strips 8 on the upper part. The strips 8 can also be configured as a square tube. Both longitudinal stringers 1 are connected approximately in the middle or a little behind by a transverse crossbar 2 torsion-proof. At the front and rear ends, theoretical points of inflection are made in one piece for the impact absorption zone by means of fine transverse ribs. Two cross stringers 3, 4 crosswise forward and backward are made as vertical plates bent upwards to stiffen them, which thereby also limit the space of the occupants back and forth. A transverse torsion-resistant crossbar 2 is simply a plate (plate) bent downwards so as to form an acute angle, which is firmly attached to the floor plate 5 and the side walls 1, and which only joins it with the plate 5 of floor becomes a closed profile with triangular tubular cross section. The other two surfaces support the backrests of the front seats and the rear seats which are placed against the driving direction, and are joined with the longitudinal beams 1 and the upper strips 8 of the longitudinal beams 1. The longitudinal stringers 1 and possibly the floor plate are extended forward in the form of the energy absorbing impact absorption zone 6 in front of the front transverse beam 3, and at the front end they are joined to one another by a bumper fender 20, which prevents a penetration of obstacles in the center and a lateral inflection of a zone 6 of absorption of impacts. A corresponding impact absorption zone behind the rear transverse beam 4 (not shown in FIG. 1) is convenient. The space inside the crossbar 2 accommodates the engine with gearbox and differential gear as well as the articulated axes of the axial arms of the rear wheels, and the tank. A combined suspension of wheels and arms, with the same arrangement, is also conceivable. The drive is carried out by driving shafts on the articulated shaft of the axial arms through pinions at the ends of the drive shafts and chains or toothed bands 21 on pinions firmly attached to the rear wheels. In this way the space between the rear wheels is free for the occupants of the rear. In the upper strips 8 of the longitudinal stringers 1 are placed telescopic shock absorbers with springs for a McPherson-type axle suspension of the front wheels, the associated articulated transverse arms (are positioned) on the edge between the floor plate 5 and the stringer 1 longitudinal. Four seats 7 are designed as anatomical seats with widely wraparound side parts and therefore also assume the protective function in the event of side impacts. To ensure the function of lateral protection of the seats 7 it is convenient to use four-point safety belts. The belts are anchored in the transverse beam 2 rigid to the torsion. The lateral parts of the seats 7 are fixed and supported on the outside to the longitudinal beams 1. In this case, an unoccupied space should eventually be used between the seats 7 and the longitudinal beams 1 for a support that in the case of a lateral impact absorbs the energy. The side parts that are adjacent to each other on the inside side of two seats 7 that are located next to each other are directly connected to one another. All four seats 7 rest with the backrest against the central crossbar 2. The fastening elements between the backrest and the torsion-proof transverse beam 2 should be made in such a way as to dampen the vibrations, in order not to transmit the vibrations of the engine from the crossbar 2 to the seats 7. The rear seats are oriented against the driving direction, so that the head rests of the front and rear seats can be in contact above the crossbar 2. Thus it is possible to configure all four seats as a continuous monocoque (synthetic material) shell. Due to the multiple support of the seats 7 of one against the other and in the structure, these can be constructed substantially lighter than the conventional independent seats, which can only divert the forces towards the floor of the vehicle. The joining points are also less stressed. If the space between the seats and the transverse beam 2 is filled with an insulating material, an effective acoustic insulation of the central motor is made, which in principle is acoustically inconvenient. In combination with the insulating material the realization of all the seats as monocoque shell has a noise insulating effect. Inasmuch as the driver's seat can not be displaced due to the fastening, the pedals are movably positioned in the longitudinal direction on a slide. It also makes sense to adjust the steering wheel in the longitudinal direction to adapt it to the size of the driver's / driver's body. Between the front and rear seats, a longitudinal anti-tip bar is attached to the longitudinal stringers 1 and the transverse stringer 2, which is not integrated into the roof 11 of the vehicle. The task of the anti-tip bar can also be assumed by the seat shell 7 if it is carried out in a sufficiently stable manner and its head supports extend to the roof of the vehicle. By virtue of the high lower access edge (upper strip 8 of the longitudinal longitudinal beam 1) it is necessary to extend the access doors upwards. Due to this, two doors 12, 13 (FIG. 3) are provided which extend all the way to the longitudinal stringer 1 and include the front windshield and the rear window, in each case for the front occupants and the rear occupants. The doors 12, 13 open upwards around a horizontal joint normal to the driving direction. By means of the doors 12, 13 opening upwards, the upper edge of the longitudinal longitudinal stringers 1 can be arranged substantially higher than the door brackets of the conventional passenger cars. The upper edge of the longitudinal stringers 1 is located above the center of gravity of the vehicle. The front door 12 is attached to the body 14 through the hinge. In this it is imaginable that the steering column oscillates accompanying it forward when opening it, as in the BMW Isetta, to facilitate the access and the exit. However, in this case it will be necessary to provide insurance that only allows starting with the column of the address surely withheld. The roof 16 of the vehicle with the side windows forms with the rear door 13 hingedly connected a unit that is attached to the body 14 by means of a removable joint 15. On the one hand the vehicle can be used as a convertible if this unit is removed (see figure 4), and on the other hand an emergency exit can be created from the outside after releasing the joint 15 in the event that the vehicle reaches Be on your head after a rollover. The detachable connection can be realized by a beading of the body 14 and the roof in the area of the common joint, a hose 17 filled with interposed liquid, and a C-shaped profile 15 sliding thereon. The C-shaped profile 15 holds the body 14 and the roof 16 together in the rim thereof, and in the event of an emergency simply pulls or slides forward or backward to remove the roof 16 in a normal manner. Another possibility is to fill the hose 17 flexible with a liquid under pressure, being that to release the union 15 open valves that discharge the flexible hose 17. A further variant for detaching the roof 16 is illustrated in FIG. 6. A round tube 18 with a retaining hook on the upper side is fastened to the body 14, mounted on the lower part, and on the upper side holds the roof 16 with the help of the retention hook. Two hand levers fixedly attached to the tube 18 on the inside of the vehicle, within reach in each case of the front and rear occupants (not shown in the figure), and another lever on the outside of the vehicle are arranged so that a movement away from the levers of the vehicle wall, the hooks release the roof 16.

Claims (1)

1. CLAIMS Passenger motor vehicle with a supporting structure comprising at least two longitudinal beams, characterized in that the longitudinal beams are joined in the central region by means of a transverse torsion-resistant crossbeam which is designed as a high-volume tubular profile and which houses at least parts of the drive, the longitudinal beams being configured as lateral bends above a floor plate and, to increase the bending stiffness of the longitudinal beams around the transverse axis, the vertical extension of the longitudinal beams is such size that the top edge at least is at the height of the seating surface of the driver's seat. Passenger car vehicle according to claim 1, in which the longitudinal beams on their upper edge bend once or twice outwards and downwards, so that a long longitudinal strip is produced on the upper edge of the longitudinal beam. Passenger car vehicle according to claim 1 or 2, wherein the front seats are fixed laterally to the longitudinal beam and / or with the back to the torsion-proof transverse beam and / or with the seating surface to the floor. Passenger car vehicle according to one of the preceding claims, in which the rear seats are incorporated into the structure in the same manner as the front seats, but against the driving direction. Passenger motor vehicle according to one of the preceding claims, in which the vertical extension of the longitudinal beams is of such size, that the line between the center of gravity of the vehicle and the impact surface in a frontal impact or rear impact substantially does not extend above the longitudinal beam. Passenger motor vehicle according to one of the preceding claims, in which the longitudinal beams are joined to each other at the front and rear ends by additional transverse beams. Passenger motor vehicle according to claim 6, in which the longitudinal beams extend almost across the entire length of the vehicle and are configured as an energy absorbing impact absorption zone in front of the front transverse beam and behind the transverse beam rear. Passenger car vehicle according to claim 7, wherein the third longitudinal stringer integrated to the floor plate is formed in the center of the vehicle as a high groove of the floor plate pointing upwards, and in which the Floor plate with longitudinal stringers is slightly transverally ribbed at the front and rear ends to perform impact absorption zones. Passenger car vehicle according to one of the preceding claims, in which the access and the exit are unlocked over the entire width of the vehicle by means of doors that swing upwards and forwards and backwards, the doors including the windshield glass and the back glass. Passenger motor vehicle according to one of the preceding claims, in which the roof of the vehicle with side windows as part of the body above the longitudinal beams and between the access openings is made as a removable elastic part. of the vehicle, so that the vehicle can be used on the one hand as a convertible and on the other hand an emergency exit can be created if the vehicle becomes head-first after a rollover. Passenger motor vehicle according to one of the preceding claims, wherein at least the suspensions of the front wheels are incorporated in the longitudinal beams. Passenger motor vehicle according to one of the preceding claims, wherein at least the rear wheel suspensions are embodied as axial arms or combined arms, and are incorporated into the transverse crossbeam torsionally.