WO2015172757A9 - Lenkeinschlagunterstützung - Google Patents
Lenkeinschlagunterstützung Download PDFInfo
- Publication number
- WO2015172757A9 WO2015172757A9 PCT/DE2014/100441 DE2014100441W WO2015172757A9 WO 2015172757 A9 WO2015172757 A9 WO 2015172757A9 DE 2014100441 W DE2014100441 W DE 2014100441W WO 2015172757 A9 WO2015172757 A9 WO 2015172757A9
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- bumper
- vehicle
- steering angle
- support member
- fastening device
- Prior art date
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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
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/38—Arrangements for mounting bumpers on vehicles adjustably or movably mounted, e.g. horizontally displaceable for securing a space between parked vehicles
Definitions
- the invention relates to a steering angle support element, in particular for a fastening device for a bumper of a vehicle, e.g. of a motor vehicle.
- the front end with very sturdy longitudinal member left and right and the bumper cross member attached thereto has over the vehicle width on a very uneven crash resistance. If the fender, hood, front end, etc. here rather negligible, take next to the side members only the cooler / motor unit and the wheels / axles in the further crash course greater forces, but at the expense of a uniform delay. So far, the design has been based on the fact that the bumper fulfills only a certain load distribution from one longitudinal member to the other, but the main energy reduction on large-scale obstacles is taken over by at least one of the two longitudinal members. Since the introduction of crash compatibility and at least since the definition of the small overlap crash, in which the vehicle encounters a narrow obstacle with only 25% overlap, such classic side member concepts no longer meet the requirements.
- the reason for this is, among other things, that the vehicle now encounters, for example, on a test track on obstacles that go outside on the side member.
- the side member requires, for the eccentric point load of the bumper, much too high force pulse to the touch and shears the bumper as a support point at the obstacle from very early.
- the vehicle is currently sliding past the obstacle with almost no energy reduction until the axle is reached.
- the wheel and its axis are torn out of the obstacle and then hit with a lot of energy from the end wall / A-pillar knot. Life-threatening pulses and deformations are the result.
- Task The objective is to develop a low-cost concept suitable for lightweight construction materials with the best possible crash safety of a front end of a motor vehicle, especially for electric vehicles.
- a steering angle support member for a fastening device of a vehicle bumper wherein the fastening device pivotally connects the vehicle bumper with the car body ground parallel by means of a pivoting device and / or wherein at least one bumper extension element is arranged on the bumper, which in the case of a crash , especially at the bumper made - so usually additional - force attack at least partially initiates this force in the vehicle steering at least partially.
- the basis of this embodiment is therefore a fastening device for a vehicle bumper whose task is to connect the bumper at least indirectly with the vehicle body in particular supporting.
- the fastening device comprises at least the connection between the body and the bumper support.
- the fastening device may also comprise the center piece of the bumper support on which the axial ends of the bumper are extendable arranged.
- the steering angle support element according to the invention may already be part of the fastening device, so integrated into this, or the steering angle support member according to the invention may be at least approximately parallel to the fastener between the bumper and the vehicle body arranged without being part of the fastening device.
- the fastening device connects the vehicle bumper with the vehicle body by means of a pivoting element ground parallel pivotally, the fastening device carries on one side of the vehicle bumper and is attached at its other end to the vehicle body.
- a pivoting element ground parallel pivotally
- the bumper can then, for example by means of pins ground parallel pivotally connected at least on the bumper or on the car body, ideally on both pivotally.
- a pin and a hinge or a hinge can be used. In the case of a decentralized force attack on the bumper so the entire bumper pivoted about the pin of the fastener around ground parallel.
- this pivoting is assisted by means of at least one steering-wheel support element arranged between the bumper and the motor vehicle body.
- the pivoting element can either be arranged in the fastening element, and / or adjacent to this between the bumper and the motor vehicle body, wherein a substantially parallel arrangement is preferable.
- At one end of the thus configured pivoting element is therefore at least indirectly at least a part of the particular front bumper mounted.
- this steering angle support element may also be fastened to the motor vehicle body in its embodiment as a bumper pivoting element, or alternatively, if appropriate, also indirectly via a fastening element on the motor vehicle body.
- the fastener may have the task of attaching the bumper at least indirectly to the body, while the bumper pivot member has the task of ensuring the pivoting.
- the thus configured steering angle support element can thus have in particular two mutually independent but also usable together sub-embodiments. Preferably, all these elements are at least in the event of a crash pivotally attached to the bumper and / or car body. In the event of a crash, the pivoting in its extreme swing angle can lead the outer end of the bumper in the direction of the particular tire of the front wheel and touch it in the extreme case and initiate a steering movement in the wheel on this touch of the tire with the help of the pivoted bumper and so at least a part of the Crash force at least partially initiates the vehicle steering.
- At least one bumper extension element is arranged as a steering angle support element on the bumper which axially extends this bumper in the event of a crash due to a force of force and thus at least partially introduces at least part of this force into the vehicle steering system.
- the steering angle support element either comprises a bumper pivot element, at one end of which at least indirectly at least part of the bumper is fastened, and / or a bumper extension element.
- the steering angle support element in the form of the bumper pivot element is able to pivot the bumper parallel to the ground in the event of a crash.
- Bump extension element able to extend in the event of a crash, the axial end of the bumper.
- Steering lock support member may, in this first embodiment, the steering angle, e.g. by means of liquid-filled telescopic and retractable piston-cylinder systems, which e.g. At least approximately parallel to the fastener are arranged and in the event of a crash on the side on which the crash force can be retracted and can be pulled apart on the other side, and / or it can support a steering angle support member in a second embodiment, the steering angle by the bumper ends extend in the event of a crash, to initiate an additional steering movement with the help of this extension in the event of a crash in the wheels.
- the steering angle e.g. by means of liquid-filled telescopic and retractable piston-cylinder systems, which e.g. At least approximately parallel to the fastener are arranged and in the event of a crash on the side on which the crash force can be retracted and can be pulled apart on the other side, and / or it can support a steering angle support member in a second embodiment, the steering angle by the bumper ends extend in the event
- the pivot member is pivotally mounted between the bumper and the vehicle body and includes a retractable and retractable piston-cylinder system.
- the pivot member comprising a piston-cylinder system, connected on one side to the bumper and on the other side via the piston-cylinder system with the vehicle body.
- the pivoting element is preferably also pivotable e.g. attached to the bumper with the help of hinges. On its other side it is also preferably pivotable e.g. with hinges attached to the car body.
- the attachment While on the bumper side the attachment is vorzugsswiese spaced from the mounting device configured, it can be done on the vehicle body either close to the fastening device or even spaced therefrom.
- a configuration is conceivable in which the pivoting element and the fastening element are connected in series one behind the other and the pins / hinges / joints are arranged between them. About this then the bumper or bumper holder is connected to the body.
- the concept described can also be implemented with another, equally effective coupling between body and bumper.
- the piston-cylinder system may comprise as a cylinder a peeling element in which the piston is movably guided and wherein the peeling element is aligned, for example in the direction of the attached bumper and the piston is aligned at least in the direction of the vehicle body attached thereto.
- Crash energy management by peeling instead of dents Almost all of today's vehicle structures reduce crash energy mainly by bumps and wrinkles with large deformations. Exactly under this stress, many lightweight construction materials such as CFRP, GFRP, high-strength aluminum (AI) and magnesium (Mg) tend to crack. Lightweight, thin-walled steel components in turn lead to initially large force peaks and subsequently to the collapse of the force level. Both properties are disadvantageous.
- the energy consumption can be optimized especially for the planned lightweight construction concepts.
- previous concepts in which a steering power assistance was used could be realized between crash and the beginning of the power steering minimum times of 50ms.
- the piston-cylinder system used in the invention is in the case of decentralized by the fastening device attacking force of the piston on the side, so the force acts, are pressed into the cylinder and on the other side of the fastening device, the piston can be pulled out of the cylinder. In both movements force is compensated, so crash energy taken from the impact.
- this piston-cylinder system can be mounted either in series or more or less parallel between bumper and body.
- the space between the piston and the skiving element may be empty, comprise a fluid, and / or comprise a foam, wherein in the steering angle assistance element the movable elements are interconnected with hydraulic hoses and are hydraulically movable.
- the fluid filling of the peeling support may not only be suitable to dampen the attacking crash force, but also be used to eg in a crash the piston thus guided in the shell carrier or constructed by the piston in the peeling element, for example use additional pressure to initiate an evasive movement of the front wheel / front axle.
- all fluid-carrying moving parts of the steering angle support member are hydraulically connected to each other via a hose system, so that pressures built therein are immediately forwarded to the moving parts of the system.
- the pressure built up in the cylinder on the force-engaging side can be transmitted directly mechanically by a connecting element between piston / cylinder and steering and / or indirectly, for example additionally by a hydraulic hose between piston / cylinder and hydraulic steering and in this way without pivoting immediately initiate a steering movement.
- a connecting element between piston / cylinder and steering and / or indirectly for example additionally by a hydraulic hose between piston / cylinder and hydraulic steering and in this way without pivoting immediately initiate a steering movement.
- the pivotal movement of the front wheels can be initiated faster by a factor of 10 than is possible to date (50ms). This opens up a considerable potential for increasing safety.
- Such a steering support member for a fastening device wherein at least one such pressure peeling member includes electro-rheological fluids, causes the provision of a still further additional force / energy absorbing reservoir which can be set or changed, in particular "" by the ERF even while driving or an accident.
- the operating principle of the axial displacement of cylinders opens up a wide field of passive and active force control in the crash, for example via electro-rheological fluids, fluids with valves or by means of mechanics. This opens the way to fully adaptive, real-time-controlled front crash management.
- This concept is also suitable for retrofitting. If one executes the type damage elements (again) in any vehicle as a fluid damper anyway, then one can easily retrofit this actuation effect in existing vehicles with simple hydraulic lines and thus significantly improve passive safety.
- a fastening device wherein the vehicle bumper is fastened to at least one fastening element and to more than one steering element supporting element as pivoting element a more precise pivotal movement and a higher tensile / compressive force compensation; ' So , can be ensured in the end, in this way, that when exceeding the tensile / compressive force compensation in the pivoting element, the bumper at the end of its pivotal movement, for example, touches a tire and push it away is able. By this pushing away can be initiated by the bumper even safer steering movement, which deflects the vehicle from the main thrust of the attacking force.
- Pivoting member is fixed, causes a more precise guidance of the pivoting operation.
- Such a steering angle support member for a fastening device wherein at least two of the pivot elements whose first end near the
- Vehicle bumper is further spaced apart than its second end, causes e.g. approximate "Y" shape (pictorially reminiscent of a beam wagon) of the
- Such a steering angle support member for a fastening device wherein at least one of the steering angle support elements acting swivel element comprises at least one hydraulic element causes, in the case of two hydraulic elements, so at least one acting as a steering angle support member pivot element and at least one acting as a steering angle support member pivot element, wherein these two Hydraulic elements can be connected to each other, in the case of a swivel, so in the event of a crash, hydraulic fluid from the pressurized hydraulic element in the other, ie in the acted upon train hydraulic element, which in turn supports the pivoting movement.
- hydraulic fluid from the pressurized hydraulic element in the other ie in the acted upon train hydraulic element, which in turn supports the pivoting movement.
- Such a steering angle support member for a fastening device wherein at least one of the acting as pivoting elements
- Steering gear support elements at least one pressure peeling element comprises causing an additional reservoir can be provided, which is able to absorb additional forces.
- Such pressure peeling elements are designed To absorb energy by the acting energy is not absorbed by wrinkling of the material, but for example by but by peeling, by the pressure peeling element comprises elements which are machined in such a case, for example, targeted. Also, a multi-section storage can be provided. Such a pressure peeling element can be fastened in each of the elements, ie in the middle, and / or right / left. A further effect of a pressure peeling element used in this way is that overloading of the bumper can be avoided by starting the energy reduction in the pressure peeling element when the force application would start to deform the pivoted bumper.
- this embodiment was derived from the image of a beam balance.
- the beam balance behavior is complemented according to the present concept by a kink-stable bumper cross member with mounting device and pivoting elements, such as three peel carriers (ie incl. DruckClelement) instead of two side rails (standard), and thus significantly improved. Two lateral with eg lower and a central with eg higher peel force.
- all three peeling carriers deform simultaneously with a very uniform force level; The more one-sided an obstacle is hit, the more the bumper cross member rotates in the first phase of the crash around its vertical axis around the middle peeling carrier which initially remains stationary.
- the impact-facing peeling carrier is compressed with a moderate level of force and pulled apart the opposite peeler carrier and both convert, for example, by cutting energy.
- a pressure peeler carrier with a "built” cutting ring has been extended to a double-acting pull / pressure peeler carrier, with the advantage that in this first, early phase (especially ⁇ 20rris) of the crash, the bumper crossbar with moderate force level (especially ⁇ 50kN) is very early like a "beam balance" coupled to the eccentric obstacle without being structurally destroyed.
- the bumper crossbar with moderate force level especially ⁇ 50kN
- a closed metal profile with structural foam filling is used.
- This mode of functioning in its entirety with the vehicle then acts as a "girder car front end" of, for example, MnE mixed construction, which is based on such an aikido principle (figuratively inspired by the Asian sport whose aim is to derive the power of the opposing attack (defense). and the opponent with the same force temporarily attacking (safeguarding)) gives an answer to the small overlap load case, is particularly suitable for model variety and the use of a full-magnesium (MnE) front end first makes possible the pivoting movement and the force compensation by the deformation of the fastener itself designed and coordinated so that they are applied substantially successively and not simultaneously.
- MnE full-magnesium
- Such a steering angle support element for a fastening device wherein this pressure peel element comprises components which move when pressurized relative to each other and dissipate energy in this relative movement, causes the provision of an additional power / energy receiving reservoir.
- the energy reduction can be increased by the chipping of material in the so-called pressure peeling elements. In this case, components move one above the other, with cutters attached to the one part cutting out material from the other part. The result is a very defined breakout force almost without elevation and a very uniform, constant force curve over the entire compression path. Ideal, therefore, to achieve an optimum for crash safety, uniform deceleration.
- This type of energy reduction is ideal for magnesium, CFRP and GRP and is referred to below as a peel carrier.
- the Lerikeinschlagunterstützungselement for a Befest Trentsvorrichfung include a framework structure of MEIOOStrangpressprofilen or be part of such.
- the truss serves as a kinematic guide: The described concept works in a crash under many different impact angles. For this purpose, the concept is conducted over the entire deformation path in such a way that optimal deceleration is possible.
- a truss was chosen in one embodiment, including a fastening device with MEIOOS extruded sections, which for better rigidity and for functional reasons e.g. is planked with shear fields.
- the two outer peeler carriers are very stiff and positioned so that the lower wishbone bearings of a standard McPherson front axle without subframe can be attached directly to it. Since ME100, like many other lightweight construction materials, does not tolerate too much deformation, the truss is not used as an essential energy management system in the event of a crash, but mainly for the kinematic guidance of the skiving beams.
- the pivoting movement desired according to the invention can be assisted in two ways. Either as described up to this point by the steering angle support element acting as a pivoting element, for example in the form of a cylinder-piston system, which eg comprises a skiving element, or additionally or alternatively by a steering-momentum support element acting as a pivoting element in the form of a bumper extension, which is suitable in case of a crash
- the steering angle support member can be applied simultaneously:
- An alternative embodiment comprises a steering angle support member for a vehicle bumper fixing device, the bumper each having at its ends a member adapted to extend the bumper in the event of a crash.
- a bumper consists of an element which increases the length of the bumper and is also characterized as a steering angle support element, because it provides the same effect as the previously described piston-cylinder system.
- this is an element which in normal operation, e.g. Barely visible, in the sense a part of the bumper is that it supports the bumper in its function to absorb a crash. For this purpose, however, it can be moved independently of the central part of the bumper and relative thereto.
- this steering angle support member may either be attached to the bumper via a further fastening device independent of the fastening device of the bumper, or it may be fastened to a fastening device to which the bumper is also fastened.
- This embodiment thus comprises a fastening element of a bumper to the vehicle, comprising a fastening element acting as a bumper support, and on each side adjacent to this at least one further bumper support, wherein on the central bumper support, as well as on the other bumper supports as described above, the bumper is pivotally mounted , and wherein at least one of the bumper beams on each side comprises a fastening device according to the fastening element described above.
- This structure is reminiscent of a beam balance.
- Such a steering angle support member for a mounting device for a vehicle bumper wherein the vehicle bumper is designed axially extendable at both axial ends thus supports the pivotal movement by the bumper part, which is extended in the event of a decentralized force application and the associated inclination of the bumper is suitable with the extended bumper part to touch the front wheel from the outside and in the course of the inclination of the bumper, for example to press a part of the tire from outside to inside to initiate a steering movement from outside into the wheels:
- An embodiment of the steering angle support member comprises such a fastening device, wherein the extendable bumper end is axially feasible connected by means of a sliding connection with the center piece of the bumper and can be extended by means of a bumper-extending device.
- the bumper is configured, for example, in a central piece with at least one end piece at the respective axial end of the bumper.
- the respective End piece is made extendable from the center piece, for example with the aid of a comb-like teeth, for example. In the toothing, the teeth of the center piece and the end piece engage each other in such a way that the end piece of the bumper is able to extend the bumper substantially in the axial direction.
- the prongs of the central piece and the prongs of the respective outer piece are preferably completely interlocked with each other, so that in this case the outer piece of the bumper is completely received in the center piece of the bumper.
- the extension and possibly retraction of the bumper ends in the example comb-like teeth can be done with the aid of an extension device, for example, hydraulically, mechanically, electrically o.ä. can be.
- the extension movement can then likewise be introduced hydraulically, mechanically, electrically in accordance with the extension device, wherein the beginning of the extension movement correlates with the pivoting of the bumper.
- the correlating can be done, for example, by a control device which then provides the signal based on crash data and / or the data of the pivoting movement, so that the bumper end can be hydraulically, mechanically, electrically extended.
- the crash force can also be utilized by, in the event of a crash by the deformation energy introduced in this case, a container containing hydraulic fluid, such as eg.
- the piston-pump system described in an earlier embodiment which is connected by means of a hydraulic hose with the hydraulic fluid-containing container bumper-extending device and in which in the event of a crash in the piston-pump system constructed hydraulic pressure, for example via a pressure relief valve is passed into the bumper extension device on the extendable bumper ends which are thereby extended because, for example, in the bumper extension device, the end of the hydraulic hose acts as a fluid tight piston guided in a cylinder of the movable bumper end.
- the bumper end can then be retracted by reversing this process.
- the bumper extension device can be performed arbitrarily, it was ensured that the bumper end in the event of a crash can be extended quickly, so in the axial direction can build a distance to the center of the bumper.
- Such designed as a steering angle support selement with pull-out ends bumper is pulled out connected to the bumper and therefore connected to the bumper as well as the previously described pivot member and the fastener to the vehicle body.
- the bumper ends acting as a steering angle support element can be moved together and pulled out on the bumper.
- these initiating devices are e.g. retractable and retractable piston-cylinder systems suitable. These may e.g. be filled with liquid as a hydraulic system.
- a front end or vehicle body, or motor vehicle comprising at least one of the described Lerikeinschlagunterstützungs institute for a fastening device for a vehicle bumper according to one of the preceding claims.
- a front end can be adapted very flexibly and favorably to different vehicles.- He uses a beam balance principle to adaptively respond to a variety of crash cases and promises a very simple crash pulse tuning. Due to the physically smarter and more robust working principle, it has a significantly better lightweight construction potential than classic solutions and makes the use of a wide range of lightweight materials possible. Thus, the concept presented can be a solution for the front of the future.
- a steering support member for a fastening device for a vehicle bumper which must be done in the case of pivoting of the bumper around the central fastener of the panning operation at least until contact of one end of the front wheel is comprehensive in 'position and then in Case of a further pivotal movement by the contact with the front wheel to initiate a steering movement, causes the vehicle is thereby by the application of force (eg by accident) by the application of force (eg accident) is directed away.
- the front of the obstacle in the obstacle area and the peelers together reduce very constant energy.
- the wheels and the beam scales are always screwed in with small coverages, and together form an inclined plane that exerts a transverse force between the obstacle and the front end.
- the middle peeling support with its cutting element is attached directly to the rigid end wall / tunnel node, and dips if necessary slightly obliquely under the car floor through.
- the outer train / DruckClraj are designed so that preferably about 50% of the front end length can be used in the peeling process, wherein the inner dip tube also penetrates under the car floor.
- the retracted outer skiving beam can slide as a whole under the car floor, possibly with a further peeling element at the foot of the wearer.
- the two-part (small) radiators are firmly connected to the structure of the bumper and serve as rigid "wheel guide vanes"
- Such a front end, or vehicle body, or motor vehicle comprising a steering angle support member for a fastening device for a vehicle bumper, wherein in the case of a decentralized incident on the bumper, substantially parallel to the ground,.
- the object is further achieved by a described motor vehicle, wherein the motor vehicle is a vehicle with electric drive.
- Such vehicles are particularly equipped with drives in which the electric motor is coupled directly to a driven wheel.
- lighter eg E (wheel hubs) engines eliminates the essential space and cooling requirements in the front end. This then allows a "closed" box-front structure of eg profiles and shear fields, with optimal configurability in terms of stiffness, lightweight construction, crash pulses, etc.
- ME100 is a lightweight material that can be used with a relatively large diameter, which means that relatively small wall thicknesses can be selected for a low weight.
- the skiving beams are fixed with special bending plates This solution achieves a high intrinsic frequency of the front end and, in the event of a crash, allows a rotation of the beam balance with moderate constraining forces in the supports without blocking the skiving kinematics.
- the object is further achieved by a method for operating a steering angle support member for a vehicle bumper fixing device comprising a vehicle bumper fixing device as described above, wherein in a first step, if the bumper is urged to the right or left of the central fastener by this application of force this bumper is able to perform a substantially ground-parallel pivoting movement about the central fastener is capable of whereby a two-step expiration procedure is initiated by the component selection.
- Such a method of operating a steering angle support member for a vehicle bumper fixing device wherein after starting to perform the substantially ground-parallel pivotal movement, the translational deformation of the fastener elements begins to provide optimal component protection through such sequential force compensation, e.g. the bumper still had to absorb any deformation energy.
- Such a method of operating a steering angle assist member for a vehicle bumper fixing device wherein the translational deformation of the fastener elements does not substantially commence prior to the time the substantially floor-parallel bumper has contacted one of the front wheels of the vehicle causes the vehicle to deflect from the vehicle attacking force can be deflected out by this attacking force.
- Such a method for actuating a steering angle assist member for a vehicle bumper fixing device wherein the translational deformation of the fastener elements does not substantially commence prior to the time the substantially floor-parallel bumper has contacted one of the front wheels of the vehicle causes the vehicle to deflect from the vehicle attacking force can be deflected out by this attacking force.
- a steering angle assist member for a vehicle bumper fixing device wherein the beginning of the deformation of the front end is either after the substantially ground-parallel pivotal movement of the bumper, or after the contact of the bumper with one of the front tires or after the start of the translational deformation the fasteners is effected causes in addition to optimal component protection additionally optimal occupant protection through this sequential force compensation.
- a steering angle support member for a vehicle bumper fixing device wherein the beginning of the deformation of the front end is either substantially coincident with the end of the substantially ground parallel pivotal movement of the bumper, or substantially simultaneously with the contact of the bumper with one of the front tires, or substantially simultaneously the end of the translational deformation of the fasteners is effected by such a sequential compensation of forces compensation a last possible utilization of the compensation potential of the front end and in particular the passenger compartment connected to the front end.
- the lightweight construction profile according to the invention is produced and configured as follows. Hereby shows:
- Fig. 100 innovative front end especially for vehicles with alternatives
- Fig. 102 To midpoint rotating bumper with peel carriers by means of
- Fig. 103 Vehicle which tends to be passed laterally past an obstacle
- Fig. 104 Faltrohrprofil, peeling tube and force curve over path
- Fig. 106 Front end
- Fig. 111 Jochplatte with peeling element on the central peel carrier
- Fig. 1 3 possible basic structure type damage element
- Fig. 1 17 schematic representation of the behavior of the front car in front crash with 20
- Fig. 118 Supporting the pivotal movement of the front wheels by using the
- the present description embodies an embodiment using, but not limited to, an innovative magnesium frame / body vehicle.
- Mg sheet has a higher plastic deformation capacity and thus can absorb higher energies in a crash. This simultaneously increases the fatigue strength and damage tolerance. Lightweight construction is usually also characterized by thin-walled surface constructions, which is difficult to realize with cast components.
- Mg metal-tin-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-styrene-
- peeling principle the principle of energy reduction is used by peeling or cutting.
- peeled by cutting e.g., specially installed cutting elements
- the force initially builds up until the resistance of the material to the peeling tool is achieved. If the peeling process starts, the force level remains constant and thus also the energy reduction. Thus, there are no excessive force or acceleration peaks and the pulse on the vehicle occupants becomes much more controllable.
- Hybrid carriers are e.g. from a foam-filled support structure.
- the idea is to reduce the cross section of a hollow profile at point bending load, such as to stabilize against side bumps against early bumps.
- hollow beams have a high stiffness per kg of weight, they respond with concentrated bending load but with dents, which greatly weakens the cross-section and greatly reduces the flexural rigidity of the wearer.
- penetration resistance and energy absorption can be significantly improved.
- a 3-point bending test which is shown schematically in Fig. 105 above, the potential of foam-filled bending beams was demonstrated.
- a foam with a density of 400 kg / m3 was chosen. The weight thus increased to 1, 72 times the hollow carrier. ,
- the weight-specific energy absorption increased more than three times the simple hollow carrier at not twice the weight.
- the hybrid carrier thus carries a high lightweight potential.
- the various parameters such as material and density of the core filling or the material of the bending beam, the properties can be optimally adapted to the available space.
- adjustments of the energy absorption properties can be made simply by variations of the filling, which means a simple adaptation of crash properties without changing the installation space.
- crash absorbers in the side rails are folding tubes. They reduce the kinetic energy by bumps and kinks.
- the deformation elements are divided into three categories: type damage element, pedestrian protection and crash element.
- the type-damage elements have a relatively low level of force and are intended to reduce energy in collisions at low speeds and to minimize damage to the vehicle.
- the pedestrian protection is to protect pedestrians and should minimize the severity of the passers-by involved in collisions. These include e.g. resilient elastic abutment surfaces or guide elements, which should bring the passerby in a non-critical fall position.
- the crash elements are designed to convert much of the kinetic energy in a frontal crash into deformation energy. The more path they have available, the higher their damping effect and the lower the acceleration pulse that acts on the occupants.
- the forces in the front end during a crash are usually distributed over three load paths: lower, middle and upper Load path. In terms of strength and rigidity, they are designed so sturdy that they will not fail during a collision and protect the occupant's survival space.
- the lower load path leads over the vehicle floor.
- the forces are guided by the side members via a cross member in the sill and the bottom plate.
- the middle and upper load path leads from the side rails into the A-pillar, which feeds the loads into the door sill (middle load path) and the side frame (upper load path).
- the front end is mainly made of ME100 (Mg), an innovative lightweight material, as described in chapter 3.1. It is processed with the specially developed warm-in-warm process (manufacturer www.Stolfig.de) in order to make production as energy-saving and economical as possible. This idea is reflected in a centrally located longitudinal member and should ensure the most uniform possible energy reduction in the crash.
- Two side members with tension and pressure peeling elements can absorb forces in tension and compression direction.
- the three side rails are connected at the front with a hybrid bumper cross member.
- the crossbeam uses the principle of a beam balance and, together with the train / compression skiving elements, enables a higher energy reduction in the offset crash, which means that the crash-side member can be very effectively integrated into the energy reduction.
- the type damage elements also work with the peeling principle, are integrated directly into the side members and are fastened with elastic / plastic joints to the hybrid bumper cross member.
- the radiators serve as an extension of the bumper cross member, where they catch the front wheel in front crash and lead into a favorable position
- the decentralized electric wheel hub drive enables a completely new package in the front end.
- Previous bodies are open at the front and at the bottom, to provide the necessary space for a reciprocating engine and its installation.
- By eliminating a reciprocating engine in electric vehicles it is possible to completely line the front end with sheets, which represents a closed box section.
- the overall rigidity of the body is increased and it can also be transmitted forces in the thrust level.
- connection points are executed with highly ductile nodes. They serve as kinematic, plastic elements and ensure optimal force flow into the peel carriers through optimized crash deformation.
- FIGS. 107, 108 and 109 The individual parts of the front car can be seen in FIGS. 107, 108 and 109. It consists of three longitudinal beams (1 and 2) with a peeling principle, which are referred to below as peeling beams only. For example, they all consist of thick-walled ME100 pipes.
- the centrally located peeling support is positioned at the bottom in the center of the front carriage and supports in a peeling element (1b) acting only in the direction of compression. It can absorb the greatest forces in the crash and is therefore larger in size than the two laterally lying peel carriers (2). These are arranged to the right and left of Haupttechlnes and consist of a dip tube (2a) and a support tube (2b).
- Fig. 107 shows the structure of an innovative front trolley of ME100 (closed sheet metal lining not shown) comprising the elements of central peeling carrier (1); Side peeling carrier (2); Bumper cross member (3); Cooler (4); Diagonal strut (5); Sills (6); Tunnel longitudinal members (7) upper A-pillar support (8); Support strut dome (FD for short) (9); Extension support FD (10); A-pillar (11); Lower end wall cross member (12); Bearing handlebars (13); Front end frame (14); Lower front cross car beam.
- ME100 closed sheet metal lining not shown
- a multi-part peeling element (2c) which can absorb tensile and compressive forces and is permanently installed in the end of the support tube.
- the support tube is integrated in the lower end wall cross member. All three longitudinal members are supported on the lower end wall cross member (12) and are connected to the vehicle front via elastic / plastic joints (without Fig.) And type damage elements (20) with a hybrid cross member (3), the bumper cross member.
- the A-pillar (1) sits on the lower end wall cross member and extends in the z-axis upwards. It hits halfway up the upper A-pillar cross member (8) and then runs into the side frame.
- a second load path in the A-pillar runs along the wheel arch and supports the spring dome support (9) lying in the xy plane in the z direction.
- the two Federdomabstützungen be extended with profiles (10) forward towards the front and connected to an overhead crossbar. These, two struts in the z-direction and a lower cross strut, form the front end frame (1).
- FIG. 108 shows a plan view of the construction of an innovative front end of ME 100 with the elements of the support tube of the central peeling support (1a); FIG. Pressure peeling element central peeling carrier (1 b); Dip tube lateral peeling support (2a); Support tube lateral peeling support (2b); Pull / push-peel element (2c); Support strut dome (9); A-pillar (11); Tow hooks (19); Type damage elements (20); Consoles for peeling carriers in the front end frame (21); Dipping chamber for dip tubes (22); Longitudinal strut lower front section (23).
- the lower front end cross member located in the center in the front of an additional cross member (15), the lower front end cross member. It serves as a support in the z-direction for the two laterally lying peeling carriers and is with Diagonal struts (5) connected to the upper A-pillar cross member. Two struts in the longitudinal direction connect the front end cross member to the front end frame.
- the front end is lined with sheets, which form a closed housing. They give the body torsional rigidity and enable power transmission in the thrust level.
- the breakthroughs at which the side members emerge from the sheet metal housing can be sealed by means of bellows.
- FIG. 109 shows a side view of an innovative front-end vehicle made of ME100 consisting of: lateral peeling support (2); FIG. lower end wall cross member (12); Bearing handlebars (13); lower front cross member (15); End wall (16); Steering gear (17); Floor pan front carriage (18).
- a possible Baurau for a steering gear (17) is located under the diagonal struts, in front of the end wall (16) and within the sheet metal housing.
- the wishbones are mounted directly on the lower end wall cross member or on the support tube of the side member longitudinal, so no additional subframe is required.
- FIG. 110 shows positions of ductile node connections
- the central longitudinal member consists of a thick-walled Mg pipe. He sits in a one-piece skiving element (see Fig. 1 11), which is connected via a yoke plate fixed to the lower end wall cross member and is additionally supported on the tunnel longitudinal members.
- the peeling element is e.g. connected by screws with the yoke plate.
- the cutting elements are aligned in one direction and can only absorb pressure forces. In order to create a non-rotating connection, the cutting element has a profile, similar to the peeling elements in Fig. 112.
- the peeling tube is inserted into the peeling element to a defined length. The profile of the cutting elements is cut on the pipe. This creates a positive connection, and at the same time the dip tube and peeling element are calibrated.
- Fig. 111 shows a Jöchplatte with ' peeling on the central peel carrier.
- the laterally lying side members consist of a Mg support tube, a Mg immersion tube and a multi-part skiving element. They are smaller in their wall thicknesses and pipe diameters than the centrally located main longitudinal members.
- the ends of the support tubes are embedded in the lower end wall cross member. The other end widens to accommodate the multi-piece skiving element and serves as a linear guide and centering for the dip tube.
- the peeling elements for the lateral side members cut in tension and compression direction.
- FIG. 112 shows a multi-part peeling element on the left and right peeling carriers. They must be located in the central area of the dip tube, so that enough chipping path for train and pressure direction in the event of a crash exists. In order to mount the peeling element without cutting the dip tube, it is made of several parts.
- the tension ring has e.g. to fix a flange around the peeling element on the tube, eg by screwing or welding.
- type damage elements connect the peel carriers by means of stiff, but in case of overload elastic, plastic connecting pieces with the bumper cross member.
- the type damage elements are installed at the ends of the three side members. They are used in collisions at low speeds. For this reason, their strength level is much lower than that of the main peeling elements on the three side members.
- the basic structure of a type of damage element is shown in FIG. 113.
- Fig. 1 13 shows an example of a basic structure "type damage element".
- Fig. 114 shows the main load paths in the side view. There is a lower (see Fig. 114: b) and upper carrier plane (see Fig. 14: a). Here, the right and left side of the vehicle with cross members (see Fig. 1 14: c) is connected.
- the type damage elements in the present concept are based on the described peeling principle. They lie in the cavities of the dip tubes and absorb the energy by cutting into the dip tubes ( Figure 115). Thus, they require very little space and disappear in a collision in the side rails.
- Fig. 115 shows this operating principle of the type damage elements.
- Fig. 116 shows a front crash 100%.
- front crash with 100% coverage e.g. according to F VSS 208
- the vehicle drives at 56 km / h on a rigid barrier.
- the barrier hits the entire vehicle front (see FIG. 116).
- a large part of the kinetic energy acting on the vehicle has to be converted into deformation energy in order to reduce and dampen the accelerations that occur to occupants acceptable levels. Otherwise, the acceleration pulse acting on the occupants becomes too large and the risk of injury increases considerably.
- a first energy dissipation takes place via the foam in the bumper cross member and via machining in the 3 type damage elements.
- hybrid bumpers can break down nearly twice as much energy.
- the bumper has a large cross-section and the foam ensures greater dimensional stability.
- their structure remains intact longer than with simple bumpers, and the load-sharing function is retained longer.
- the further deformation course takes place over all three peeling carriers in parallel connection.
- the peeling principle results in a uniform force level without force peaks. Thus, the energy reduction is very even and the occupant pulse has no extreme acceleration peaks.
- the peeling carriers dive in a crash under the lower end wall cross member away. A long peeling path is created for the energy reduction, and the deformation path in relation to the length of the front end becomes very large. Thus, more energy can be dissipated by deformation at lower occupant pulse.
- An additional advantage lies in the telescopically acting peel carriers.
- the tube profile is preserved in a crash, so that the tube profiles hardly lose any lateral rigidity, which can save lives in a subsequent crash.
- the lattice structure of the front wagon serves for the kinematic guidance of the peel carriers. It must be designed so that more than 80% of the energies are directed into the skiving beams to avoid undefined additional levels of force across the framework. This makes the occupant pulse reproducible and exactly tunable.
- ductile connection nodes are used at defined kink points of the framework, for example made of aluminum. On the one hand, they serve as kinematic, plastic joints and prevent premature failure of the Mg profiles due to kinking.
- offset crash 25% or 40% coverage There are various offset crash tests, e.g. a 40% offset crash according to ECE R94 at 40 km / h on a deformable barrier, or the small overlap carried out by the IIHS (Insurance Institute for Highway Safety) since 2012 with 25% overlap at 64 km / h against a rigid barrier ,
- IIHS Insurance Institute for Highway Safety
- the requirements for offset crash tests on the structure of a vehicle are much higher than for a 100% overlap.
- the force acts on the vehicle over a smaller area, which increases the force level on the side members in places much higher than in a 100% offset crash.
- the occupant pulse is usually lower than with a 100% coverage, which is in most cases due to the greater deformation.
- Fig. 117 shows a front crash 20% and 40% coverage, respectively.
- a longitudinal beam is hit in almost all body shapes. These are designed in their strength so that they can reduce as much energy through deformation and keep the occupant pulse as low as possible.
- the side member is supported on the front wall and the 9.schweiler. In the small overlap with 25% coverage, most common bodywork concepts fail.
- the side member is not hit during impact and thus can not absorb forces.
- the forces on the bumper cross member no longer meet in a line on the opposing forces of the side members. It creates high shear forces that can simply bend the cross member, or simply shear off.
- Its power distribution function is no longer there, and the kinetic energy capn not be absorbed and degraded on the Cräsh boxes. In most cases, the occupants' survival space is no longer adequately protected and serious injuries are the result.
- the balance principle described in this concept in combination with a dimensionally stable bumper cross member causes a much higher energy reduction in an offset crash, than in all current body concepts and protects the passenger compartment even with small overlaps from large deformations and high acceleration pulses.
- a filled with foam bumper cross member with a large cross-section can provide the required dimensional stability.
- the distribution function is thus retained in the crash course, and the forces can be passed into the peeling carriers.
- the cross member is rotated as in a balance around the elastic joint on the middle lying peel carrier. As a result, pressure is exerted on the impact-facing peeling carrier and train on the push-away peeling carrier.
- the double-acting peeling element in the two lateral side members can absorb the impact energy in tension and compression direction in this way. Thus, a large proportion of the energy can be dissipated by deformation on the shock-away longitudinal member.
- the tensile and compressive forces create a moment around the hinge on the middle side member and turn the vehicle out of the collision line.
- An extension on the bumper cross member for example by the radiator module, catches the front edge of the front wheel of the impact-facing side and rotates this front inwards.
- the wheel is transversely positioned and forms together with the cross member a guide surface for both collision partners.
- the vehicles are able to glide past one another following the "aikido principle.”
- the force is diverted, not caught, so that the collision partners can separate earlier, and less energy must be dissipated by deformation as a whole Steering movement away from the accident opponent, prevents greater block formation by the front wheel and thus penetration into the footwell.
- the rigid bumper cross member may increase the occupant pulse earlier than in conventional body concepts.With the even energy dissipation in all three side members and the earlier separation of the vehicle however, the maximum pulse should be much lower from the collision partner, so the occupant pulse as a whole could be made smoother and much lower.
- Fig. 118 shows a further development of the above concept, comprising a steering angle assist member.
- Pas Lenkelntschunterstützungselement is part of a fastening device for a vehicle bumper.
- the fastening device comprises a fastening element and a pivoting element, wherein the pivoting element is adapted to pivot a fixed vehicle bumper parallel to the ground.
- the pivoting member includes a preferably filled with a fluid Lenkeintschünterstützungselement.
- the steering angle support member comprises a peeling element, in which the first end of a piston is movably guided and wherein at least indirectly a bumper 'can be fastened to the second end of the piston.
- a crash causes an increase in the pressure in the fluid.
- This increased pressure is used according to the invention to swing the wheels of the car to steer the vehicle away from the crash in a crash. Without this support, this does not succeed faster than 50ms at the present time. With this support, this approach according to the invention succeeds this already at around 5ms.
- This concept is also suitable for retrofitting. If one executes the type damage elements (again) in any vehicle as a fluid damper anyway, then one can easily retrofit this actuation effect in existing vehicles with simple hydraulic lines and thus significantly improve passive safety
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- Engineering & Computer Science (AREA)
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- Body Structure For Vehicles (AREA)
Abstract
Description
Claims
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DE112014006652.4T DE112014006652A5 (de) | 2014-05-14 | 2014-12-11 | Lenkeinschlagunterstützung |
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DE202014004027.3 | 2014-05-14 | ||
DE202014004027 | 2014-05-14 | ||
DE202014008796.2 | 2014-11-05 | ||
DE202014008796 | 2014-11-05 |
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Cited By (1)
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DE102016110674B3 (de) * | 2016-06-09 | 2017-01-26 | Semcon Holding Gmbh & Co. Kg | Scharniergelenkstruktur |
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DE102015120013A1 (de) * | 2015-11-18 | 2017-05-18 | Semcon Holding Gmbh & Co. Kg | Adaptive Stoßfängeranordnung |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
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US2737255A (en) * | 1954-10-11 | 1956-03-06 | Alexander M Senkewich | Impact steering safety device for vehicles |
EP2727774A1 (de) * | 2012-11-02 | 2014-05-07 | Autoliv Development AB | Kraftfahrzeugsicherheitsanordnung |
-
2014
- 2014-12-11 DE DE112014006652.4T patent/DE112014006652A5/de not_active Ceased
- 2014-12-11 WO PCT/DE2014/100441 patent/WO2015172757A1/de active Application Filing
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DE102016110674B3 (de) * | 2016-06-09 | 2017-01-26 | Semcon Holding Gmbh & Co. Kg | Scharniergelenkstruktur |
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WO2015172757A1 (de) | 2015-11-19 |
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