WO2000006441A1 - Motor vehicle sub-assembly - Google Patents

Motor vehicle sub-assembly Download PDF

Info

Publication number
WO2000006441A1
WO2000006441A1 PCT/GB1999/002343 GB9902343W WO0006441A1 WO 2000006441 A1 WO2000006441 A1 WO 2000006441A1 GB 9902343 W GB9902343 W GB 9902343W WO 0006441 A1 WO0006441 A1 WO 0006441A1
Authority
WO
WIPO (PCT)
Prior art keywords
bulkhead
cell
subassembly
passenger cell
motor vehicle
Prior art date
Application number
PCT/GB1999/002343
Other languages
French (fr)
Inventor
Craig Paul Harris
Richard Peter Brown
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
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 Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Priority to EP99934898A priority Critical patent/EP1100712B1/en
Priority to AT99934898T priority patent/ATE215039T1/en
Priority to DE69901122T priority patent/DE69901122T2/en
Publication of WO2000006441A1 publication Critical patent/WO2000006441A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/082—Engine compartments

Definitions

  • the present invention relates to a sub-assembly for a motor vehicle.
  • the invention has particular, but not exclusive, utility in the front region of a motor vehicle.
  • the passenger cell includes a front bulkhead and a floor.
  • each structural member runs beneath and is connected to the floor of the passenger cell.
  • a shorter portion of the structural member is connected to the bulkhead at the front of the passenger cell.
  • a longitudinal member is connected to an upper end of the shorter position of the structural member.
  • the longitudinal member is designed to collapse to absorb kinetic energy on impact.
  • the longitudinal member may not absorb all of the energy of impact and may shear off from the structural member and punch through the bulkhead into the passenger cell. Alternatively, the undissipated energy may cause bending of the L-shaped structural member causing the bulkhead to collapse into the passenger cell.
  • Forming the structural member and the longitudinal member into a single member will prevent the longitudinal from punching into the cell, but does not address the problems of bending moments generated in the structure.
  • such a structure deals primarily with dissipating the energy of a full frontal impact. This structure does not deal well with the side component of any impact energy.
  • a subassembly for a motor vehicle having a passenger cell incorporating a bulkhead, first pillars on each side of the cell and a support structure beneath the cell, the subassembly comprising two longitudinal members and a cross member, characterised in that the subassembly further comprises two connecting members, each connecting member connecting the support structure to one of the side pillars and in that the cross member extends between the connecting members.
  • the connecting members are of generally arcuate shape. Conveniently, the connecting members are joined to the bulkhead.
  • the cross member is joined to the bulkhead.
  • Figure 1 shows a side view of a know energy management sub-assembly for a motor vehicle
  • Figure 2 shows a plan view of the sub-assembly of Figure 1;
  • Figure 3 shows a front view of the sub-assembly of Figure 1;
  • Figure 4 shows a first perspective view of an energy management sub-assembly according to the present invention.
  • a passenger cell 2 includes a front bulkhead 3, a floor 4 and side walls 5, 6 in which the vehicle doors may be fitted.
  • the front bulkhead 3 typically forms the footwell of the passenger cell.
  • On each side of the passenger cell there is provided a generally L-shaped structural member 10, 11.
  • a longer portion 12, 13 of the structural member runs beneath and is connected to the floor 4 of the passenger cell.
  • a shorter portion 14, 15 of the structural member is connected to the front bulkhead 33.
  • a longitudinal member 16, 17 is connected by a joint 18, 19 to a free end of the shorter portion of the structural member.
  • a cross-member 20 is connected to the front bulkhead 3 and to each of the longitudinal members 16, 17.
  • the longitudinal members are designed to collapse to absorb kinetic energy in the event of impact. If the longitudinal member does not absorb all of the energy, it is intended that the energy be dispersed along the L-shaped structural members. However, there is a danger that the joints 18, 19 may fracture, driving the longitudinal members into the cross-member and the front bulkhead, causing the bulkhead to intrude into the passenger cell. Even if the joints do not fracture, there is a problem that the shorter portion of the structural member may bend about a lower end, again with the result that the front bulkhead is driven to intrude into the passenger cell.
  • Figure 4 shows one half of a bulkhead 50 with an associated subassembly according to the invention.
  • the other half of the bulkhead and associated subassembly is a mirror image of this one.
  • a support structure 60 is shown in ghost only in Figure 4 for reasons of clarity.
  • a passenger cell of which the bulkhead 50 is shown, is mounted on the support structure 60. At the front and adjacent each side of the passenger cell are arranged first pillars 52.
  • a connecting member 54 extends between the support structure 60 and one of the first pillars 52.
  • the connecting member 54 is of generally arcuate form to conform to the shape of the bulkhead.
  • the connecting member 54 is joined at a first end 55 to the one of the first pillars 52.
  • the connecting member 54 is joined at a second end 56 to the support structure 60.
  • the connecting member 54 is also connected along its length to the bulkhead.
  • the connecting member 54 is provided with at least one flange 58 by which it may be connected to the bulkhead.
  • the connecting member 54 may be welded along the at least one flange 58 to the bulkhead.
  • the connecting member 54 may alternatively or additionally be connected to the bulkhead by any other convenient means.
  • a cross member 62 is joined at a first end 63 to the connecting member 54.
  • the cross member 62 is joined at a second end (not shown) to another connecting member (not shown).
  • the cross member 62 is also connected along its length to the bulkhead 50.
  • the cross member 62 is provided with two flanges 64 by which it may be connected to the bulkhead.
  • the cross member 62 may be welded along the flanges 64 to the bulkhead.
  • the cross member 62 may alternatively or additionally be connected to the bulkhead by any other convenient means.
  • a longitudinal member 70 extends forwardly of the rest of the subassembly.
  • the longitudinal beam is connected at one end 72 to the connecting member 54 and the cross member 62.
  • the end 72 of the longitudinal member 70 is provided with a first set 74 and a second set 76 of flanges by which the longitudinal member may be secured in position.
  • the longitudinal member 70 may be secured by welding and additionally or alternatively by any other convenient means.
  • each of the front longitudinal members 70 is adapted to crumple to dissipate the longitudinal component of the impact energy. Any energy not dissipated is directed away toward a midpoint of the connecting member 54.
  • the connecting member 54 is anchored at one end to a first pillar and at a second to the support structure.
  • the connecting member being of arcuate shape and in particular being convex with respect to the longitudinal member is very stiff and is not adapted to bend back at this point. It is because of this that the longitudinal members may be crushed to a greater extent than in the prior art and thus absorb more of the energy of impact. In addition any excess energy is directed along the connecting member 54 and away from the bulkhead 50 and towards the first pillars 52 and the support structure 60.
  • the connecting member 54 If the first end of the connecting member is not connected to the pillar 52, a bending moment will be created at the second end 56 of the connecting member 54 causing the connecting member 54 to deform the bulkhead 50 to enter the passenger cell.
  • the connection to the pillar 52 means that any undissipated impact energy must first break this connection before such a bending moment will be generated. It can be seen that in this way the bulkhead is protected from intrusion by the vehicle subassembly.
  • this arrangement has as an advantage that it can, to a limited extent, deal with a side component of an impact.
  • the longitudinal members 70 will crumple to dissipate the front component of the impact, and the connecting means 58 will dissipate the side component of the energy away from the passenger cell to the first pillars 52.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Control Of Multiple Motors (AREA)

Abstract

A subassembly for a motor vehicle is disclosed in which the energy of impact is directed away from a front bulkhead (50) of a passenger cell. This has the advantage that intrusion into the passenger cell in the event of an impact is reduced. On each side of the passenger cell connecting members (54) are connected between a support structure (60) beneath the passenger cell to a pillar (52) adjacent the front of the cell. A cross member (62) is connected between each of the connecting members. Longitudinal members (70) extend forwardly of the connecting members (54).

Description

MOTOR VEHICLE SUB-ASSEMBLY
The present invention relates to a sub-assembly for a motor vehicle. The invention has particular, but not exclusive, utility in the front region of a motor vehicle.
It is highly desirable to provide a motor vehicle with means to absorb energy in the event of vehicle impact. It is known to provide various energy management sub-assemblies about a passenger cell of a vehicle. The passenger cell includes a front bulkhead and a floor.
In the event of a frontal vehicle impact it is desirable that the impact energy is dissipated with as little intrusion through the bulkhead into the passenger cell as possible.
It is known to provide, on each side of the cell, a generally L-shaped structural member. A longer portion of each structural member runs beneath and is connected to the floor of the passenger cell. A shorter portion of the structural member is connected to the bulkhead at the front of the passenger cell. A longitudinal member is connected to an upper end of the shorter position of the structural member. The longitudinal member is designed to collapse to absorb kinetic energy on impact. However, such a design is not without problems. The longitudinal member may not absorb all of the energy of impact and may shear off from the structural member and punch through the bulkhead into the passenger cell. Alternatively, the undissipated energy may cause bending of the L-shaped structural member causing the bulkhead to collapse into the passenger cell.
Forming the structural member and the longitudinal member into a single member will prevent the longitudinal from punching into the cell, but does not address the problems of bending moments generated in the structure. In addition such a structure deals primarily with dissipating the energy of a full frontal impact. This structure does not deal well with the side component of any impact energy.
The present invention has as an advantage, the reduction or substantial elimination of these problems. According to a first aspect of the present invention, a subassembly for a motor vehicle having a passenger cell incorporating a bulkhead, first pillars on each side of the cell and a support structure beneath the cell, the subassembly comprising two longitudinal members and a cross member, characterised in that the subassembly further comprises two connecting members, each connecting member connecting the support structure to one of the side pillars and in that the cross member extends between the connecting members.
Preferably the connecting members are of generally arcuate shape. Conveniently, the connecting members are joined to the bulkhead.
Preferably, the cross member is joined to the bulkhead.
The present invention will now be described, by way of example only, in which:
Figure 1 shows a side view of a know energy management sub-assembly for a motor vehicle;
Figure 2 shows a plan view of the sub-assembly of Figure 1;
Figure 3 shows a front view of the sub-assembly of Figure 1; and
Figure 4 shows a first perspective view of an energy management sub-assembly according to the present invention.
Referring first to Figures 1 to 3, there is shown a known energy management sub- assembly 1 for a motor vehicle. A passenger cell 2 includes a front bulkhead 3, a floor 4 and side walls 5, 6 in which the vehicle doors may be fitted. The front bulkhead 3 typically forms the footwell of the passenger cell. On each side of the passenger cell, there is provided a generally L-shaped structural member 10, 11. A longer portion 12, 13 of the structural member runs beneath and is connected to the floor 4 of the passenger cell. A shorter portion 14, 15 of the structural member is connected to the front bulkhead 33. A longitudinal member 16, 17 is connected by a joint 18, 19 to a free end of the shorter portion of the structural member. A cross-member 20 is connected to the front bulkhead 3 and to each of the longitudinal members 16, 17.
The longitudinal members are designed to collapse to absorb kinetic energy in the event of impact. If the longitudinal member does not absorb all of the energy, it is intended that the energy be dispersed along the L-shaped structural members. However, there is a danger that the joints 18, 19 may fracture, driving the longitudinal members into the cross-member and the front bulkhead, causing the bulkhead to intrude into the passenger cell. Even if the joints do not fracture, there is a problem that the shorter portion of the structural member may bend about a lower end, again with the result that the front bulkhead is driven to intrude into the passenger cell.
Referring now to Figure 4, there can be seen a perspective view of part of a subassembly according to the present invention. Figure 4 shows one half of a bulkhead 50 with an associated subassembly according to the invention. The other half of the bulkhead and associated subassembly is a mirror image of this one. A support structure 60 is shown in ghost only in Figure 4 for reasons of clarity.
A passenger cell, of which the bulkhead 50 is shown, is mounted on the support structure 60. At the front and adjacent each side of the passenger cell are arranged first pillars 52.
A connecting member 54 extends between the support structure 60 and one of the first pillars 52. The connecting member 54 is of generally arcuate form to conform to the shape of the bulkhead. The connecting member 54 is joined at a first end 55 to the one of the first pillars 52. The connecting member 54 is joined at a second end 56 to the support structure 60. The connecting member 54 is also connected along its length to the bulkhead. Conveniently, the connecting member 54 is provided with at least one flange 58 by which it may be connected to the bulkhead. The connecting member 54 may be welded along the at least one flange 58 to the bulkhead. The connecting member 54 may alternatively or additionally be connected to the bulkhead by any other convenient means.
A cross member 62 is joined at a first end 63 to the connecting member 54. The cross member 62 is joined at a second end (not shown) to another connecting member (not shown). The cross member 62 is also connected along its length to the bulkhead 50. Conveniently, the cross member 62 is provided with two flanges 64 by which it may be connected to the bulkhead. The cross member 62 may be welded along the flanges 64 to the bulkhead. The cross member 62 may alternatively or additionally be connected to the bulkhead by any other convenient means.
A longitudinal member 70 extends forwardly of the rest of the subassembly. The longitudinal beam is connected at one end 72 to the connecting member 54 and the cross member 62. The end 72 of the longitudinal member 70 is provided with a first set 74 and a second set 76 of flanges by which the longitudinal member may be secured in position. The longitudinal member 70 may be secured by welding and additionally or alternatively by any other convenient means.
In use, each of the front longitudinal members 70 is adapted to crumple to dissipate the longitudinal component of the impact energy. Any energy not dissipated is directed away toward a midpoint of the connecting member 54. The connecting member 54 is anchored at one end to a first pillar and at a second to the support structure. The connecting member being of arcuate shape and in particular being convex with respect to the longitudinal member is very stiff and is not adapted to bend back at this point. It is because of this that the longitudinal members may be crushed to a greater extent than in the prior art and thus absorb more of the energy of impact. In addition any excess energy is directed along the connecting member 54 and away from the bulkhead 50 and towards the first pillars 52 and the support structure 60.
If the first end of the connecting member is not connected to the pillar 52, a bending moment will be created at the second end 56 of the connecting member 54 causing the connecting member 54 to deform the bulkhead 50 to enter the passenger cell. The connection to the pillar 52 means that any undissipated impact energy must first break this connection before such a bending moment will be generated. It can be seen that in this way the bulkhead is protected from intrusion by the vehicle subassembly.
In addition, it will be understood that this arrangement has as an advantage that it can, to a limited extent, deal with a side component of an impact. For example, in a impact directed to a corner of the vehicle, the longitudinal members 70 will crumple to dissipate the front component of the impact, and the connecting means 58 will dissipate the side component of the energy away from the passenger cell to the first pillars 52.

Claims

CLATMS
1. A subassembly for a motor vehicle having a passenger cell incorporating a bulkhead, first pillars on each side of the cell and a support structure beneath the cell, the subassembly comprising two longitudinal members and a cross member, characterised in that the subassembly further comprises two connecting members, each connecting member connecting the support structure to one of the side pillars and in that the cross member extends between the connecting members, the connecting members are of generally arcuate shape
2. A subassembly according to claim 1, characterised in that the connecting members are joined to the bulkhead.
3. A subassembly according to either claim 1 or claim 2, characterised in that the cross member is joined to the bulkhead.
4. A subassembly according to any previous claim, characterised in that each connecting member is formed as an extension of the support structure beneath the passenger cell.
5. An energy management sub-assembly for a motor vehicle substantially as described herein with reference to and as illustrated in Figure 4 of the accompany drawings.
PCT/GB1999/002343 1998-07-30 1999-07-20 Motor vehicle sub-assembly WO2000006441A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP99934898A EP1100712B1 (en) 1998-07-30 1999-07-20 Motor vehicle sub-assembly
AT99934898T ATE215039T1 (en) 1998-07-30 1999-07-20 MOTOR VEHICLE SUB ASSEMBLY
DE69901122T DE69901122T2 (en) 1998-07-30 1999-07-20 MOTOR VEHICLE IN ASSEMBLY

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9816610.1 1998-07-30
GB9816610A GB2340081A (en) 1998-07-30 1998-07-30 Motor vehicle structure

Publications (1)

Publication Number Publication Date
WO2000006441A1 true WO2000006441A1 (en) 2000-02-10

Family

ID=10836436

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1999/002343 WO2000006441A1 (en) 1998-07-30 1999-07-20 Motor vehicle sub-assembly

Country Status (5)

Country Link
EP (1) EP1100712B1 (en)
AT (1) ATE215039T1 (en)
DE (1) DE69901122T2 (en)
GB (1) GB2340081A (en)
WO (1) WO2000006441A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009015670B4 (en) 2009-03-31 2014-01-23 Bayerische Motoren Werke Aktiengesellschaft Motor vehicle with a motor side member

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4900082A (en) * 1987-06-24 1990-02-13 Daimler-Benz Ag Front section for a motor vehicle, especially a passenger motor vehicle
DE4342759C1 (en) * 1993-12-15 1994-12-15 Daimler Benz Ag Front-end structure for reinforcing a front-end region of a passenger car

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4900082A (en) * 1987-06-24 1990-02-13 Daimler-Benz Ag Front section for a motor vehicle, especially a passenger motor vehicle
DE4342759C1 (en) * 1993-12-15 1994-12-15 Daimler Benz Ag Front-end structure for reinforcing a front-end region of a passenger car

Also Published As

Publication number Publication date
GB2340081A (en) 2000-02-16
GB9816610D0 (en) 1998-09-30
EP1100712A1 (en) 2001-05-23
EP1100712B1 (en) 2002-03-27
DE69901122D1 (en) 2002-05-02
DE69901122T2 (en) 2002-09-05
ATE215039T1 (en) 2002-04-15

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