DE19526119C2 - Impact energy absorbing device - Google Patents

Description

The invention relates to an impact energy absorption device, in particular for vehicles with impact energy absorbers, consisting of a guide profile and a sliding profile movable in the thrust direction, one end of the guide tion profile is attached to a fixed point (e.g. the passenger compartment) and tele the sliding profile from the other, butt end of the guide profile protrudes like a scope, and from at least one splinter tool, which attached to at least one end of the guide profile or the sliding profile is brought and when impacted against the end face of the opposite bouncing sliding profile and / or guide profile and this at the con starting area fragmented, whereby energy is absorbed.

In the event of an accident, the impact energy is usually caused by deformations in the crumple zone of vehicles mainly due to wrinkles front vehicle side member dismantled. This leads to the design strong delay peaks and poor utilization of the available De formation path of the vehicle. Another disadvantage is that that designed for an offset frontal impact with high impact very high dead weights of the vehicle side members high deformation path must be accepted at the same time. other on the one hand - with this design - for a 0 ° wall impact 100% coverage due to the high rigidity, very high deceleration values.

Protection systems for motor vehicles are partly already in use and partly from the published documents DE-A 27 09 428, DE-A 27 55 888, DE-A 28 32 161, DE-A 22 39 872 and DE-A 36 42 979 are known. Their effect is there in it, by means of impact pots or spring elements, part of the impact convert energy from motor vehicles into friction energy.

Due to their design, such protection systems only offer the possibility of Impact energies of motor vehicles up to speeds of approx. 8 km / h to absorb. At higher impact speeds, these increase Systems, however, due to their impact speeds low resistance and the associated poor utilization the available path of deformation, the risk of injury to the occupants.  

From the published patent application DE 36 32 877 A1 is a device for increasing hung the vehicle occupant safety in the event of an impact, known the safety devices in the motor vehicle and in the passenger compartment by means of traction, which the impact energy after deflection and translation record, be activated. The impact energy is used to mechanisms by forwarding via main traction means and secondary traction means to loosen the front and / or side windows of the passenger compartment mecha nisch destroy and put vehicle units out of function or warning system switch on.

From DE-A 44 04 569 a deformation element is known, which according to Stülpprinzip works, with a slip tool ver a deformation tube forms or divides and thereby absorbs energy.

From US 5 074 391 there is a cylindrical butt joint direction known, the impact of a force in the longitudinal direction energy absorbed by deformation. The shock absorber will axially directed to a counterpart and deforms radially with the impact outward. The radial deformation of the shock absorber will supported by the design of the counterpart.

A shock absorption device is known from EP 0 467 996 B1, in which the conversion of impact energy even at high impact speeds in friction energy at a largely constant level of deformation force takes place, the amount of deformation force depending on the on impact speed is regulated.

The invention has for its object a low weight large part of the impact energy even at impact speeds of over Absorb 80 km / h with largely constant deceleration. A such impact energy absorption device should be suitable for this probably in motor vehicles, trucks, buses, trains, airplanes, Elevators and other rail or non-rail vehicles or facilities to be used.

To solve this problem, an impact energy absorption device initially mentioned type proposed according to the invention which in characterizing part of claim 1 mentioned features. In the Advantageous embodiments of the invention Shock energy absorption device marked.

According to the invention, at least two shock energy absorbers are provided, which each form a vehicle side member and over at least one Impact energy absorber cable are interconnected, the Impact energy absorber cables are attached to the slide profiles and over Rope deflections to whoever opposite sliding profile the. One shock energy absorber cable pulls on the other  Slide profile so that its direction of pull points to the fixed point. hereby the impact energy absorber facing away from the impact contributes considerably to the energy build at.

In an advantageous development of the invention are both at the Füh tion profiles and splinter tools attached to the sliding profiles are and end plates attached to the butt ends of the sliding profiles are. With this arrangement, the energy reduction of the absorption device tion further improved.

Accordingly, it is provided that at least the energy-absorbing guide profile and / or the energy-absorbing sliding profile made of materials with a density of less than 4,000 kg / m ³ and with an energy absorption ability of more than 10 kJ / kg.

A further development of the invention provides that in each case a Gleitpro fil a shock absorber cable is attached, which is about cable deflection leads to a shock absorption device and part of the impact force transfers to this.

In a preferred embodiment of the invention, the impact side Connect the ends of the shock energy absorber with at least one connecting cable the. As a result, progress is made in the event of an offset frontal impact tener splintering of the sliding profiles, the engine block towards the passenger cell moves around the further impact movement via the impact energy absorber rope trains to transfer to the sliding profile facing away from the joint. With a tree impact in the middle of the front of the vehicle, the connecting cable is used to Transfer impact movement to the sliding profiles.

A further development of the invention provides that the shock at the rope ends energy absorber cables, the shock absorber cable and the Connecting rope for their attachment rope sleeves are attached and the Cables and the connecting cable through holes in the sliding profiles leads, and the cable sleeves have a larger cross section than the Boh have stanchions.

According to a possible development, it is provided that the cable sleeves ins especially in the areas hit by the splinter tools on the Guide tubes made of fiber-reinforced plastic and with the rope ends the cables by lamination, gluing or fusion a force conclusive connection exists.

According to a further feature of the invention, a driving pin is so on egg Nem engine block or gearbox attached that in an impact Displacement of the engine block in the direction of the passenger cell the pushers gieabsorber cables are tensioned by the driving pin and at one offset frontal impact thereby the sliding profile facing away from the impact  is pulled to the fixed point by the shock energy absorber cable and that other end of the shock energy absorber cable by a single-acting Cable clamp is locked on a train towards the fixed point. hereby It is ensured that the sliding profile and the guide profile of the shock energy absorber facing away from the shock through the Splinter tools are splintered and contribute to energy consumption.

According to a possible development of the invention, it is provided that the Sliding profiles carrier arms are attached, each one to the vehicle have inclined support surface on the outside and lower edge of the vehicle, the turning of the front wheels when moving in the direction of impact cause and the deflection of the driving typical of a frontal impact counteract the tool front. Because the rims and disc brakes on the one hand rigid and on the other hand the tires are elastic, take the front wheels in the event of a head-on collision, no energy is used, but instead lead to the smaller one the footwell and the vehicle springs back against the original original direction of travel, which increases the differential speed of the vehicle and leads to an increase in the occupant load. This Effect is prevented by turning the front wheels. Besides, will by simultaneously supporting on the front wheels, submerging the Prevents the front of the vehicle, which is usually particularly the case with heavier ones Opponents of the accident cause the softer, overhead parts of the stiffer side members of the opponent of the accident.

A further development of the invention provides that shock energy absorbers are attached to the sides and rear of a vehicle and on a screen ten or rear impact protection ensure a high energy absorption capacity sten.

According to one embodiment of the invention it is provided that the splitter tool is not flat, preferably ribbed or jagged Has contact surface.

According to a feature of the invention it is provided that at least the energy absorbing guide profile and / or the energy absorbing sliding profile made of fiber-reinforced plastic with predominantly ver running fibers.

According to a further feature, it is provided that both the sliding profile and the guide profile also has different cross sections over its length Achieve a desired course of the deformation force, wherein the different cross sections by machining or by several profiles arranged side by side or inserted into each other different lengths can be achieved.

A key advantage of the invention is that less Dead weight than with conventional vehicle side members, the impact energy  is broken down to an almost constant level of force or deceleration, resulting in a smaller deformation path and smaller maximum decelerations gene result. Furthermore, the springback effect is minimized and an early hes response of acceleration sensors z. B. for airbag deployments too ensured in crash tests against deformable barriers.

Another decisive advantage of the invention is that even at impact speeds that are significantly higher than in crash Tests typically run at speeds are just a low one Dependence of the maximum deceleration and the deformation path on the over degree of coverage is available, so that when weighing the highest possible Stiffness in offset frontal impact on the one hand and not one hard coordination of the vehicle front in the 0 ° wall impact with the inventor Impact energy absorption device according to the invention no longer be a compromise with regard to own safety and compatibility with other vehicles must be received.

The advantage of system manufacturing results in shorter final assembly times and a lower vertical range of manufacture at the vehicle manufacturer.

Another advantage is that better calculating Resilience of the front of the vehicle the number of expensive Impact tests and vehicle development times reduced.

Embodiments of the invention are described below with reference to the drawing gene described. Show it:

Fig. 1a shows the basic structure of a shock energy absorption device in section

Fig. 1b shows a section. the line AA of Fig. 1a

Fig. 1c shows a section. the line BB of Fig. 1a

Fig. 1d shows a section. the line CC of Fig. 1c by a split terwerkzeug

Fig. 1e shows a section. the line CC of Fig. 1c by a split terwerkzeug in a modified form

Fig. 2 shows an impact energy absorption device according to the invention with two shock energy absorbers, each forming a vehicle side member and are connected to each other via shock energy absorber cables

Fig. 3a-3d-sections of other possible cross-sectional shapes of shock energy absorbers gem. the line AA of Fig. 1a

Fig. 4 possible locations of shock energy absorbers as a top view and side view of a car

In Fig. 1a a guide profile 1 and a sliding profile 2 is an impact energy absorber 3, comprising FIG. The guide profile 1 is with its fixed point end at the fixed point 21 , the z. B. can be a passenger compartment attached. In the area of the fixed point 21 , a splinter tool 4 is provided in the guide profile 1 . The also in the guide profile 1 gela gerte sliding profile 2 protrudes from the other end of the guide pro fils 1 .

The sliding profile 2 is guided by the guide profile 1 so as to be movable. In the event of an impact on the sliding profile 2 , the end of the sliding profile 2 facing away from the impact is pushed against the fixed-point-side splitting tool 4 and splintered from the contact surface through it, thereby absorbing impact energy.

Fig. 1b shows a section along the line AA from Fig. 1a, the shock absorber 3 . The guide profile 1 has a rectangular cross section in which the round slide profile 2 is arranged in the center.

A section along the line BB on Fig. 1a is shown in Fig. 1c. In supervision, the splinter tool 4 also has a round cross section, which has the same diameter as the sliding profile 2 .

The section along the line CC from Fig. 1c shows the structure of the split ter tool in detail. According to Fig. 1d, the splinter tool 4 is formed with a serrated upper edge. Referring to FIG. 1e, the splitter tools 4 has an upper edge which are distributed uniformly over the circumference of semicircular recesses has.

In Fig. 2 two shock energy absorbers 3 are shown, which are installed instead of the usual union vehicle side members and are connected via shock energy absorber cables 6 , which are guided via cable deflections 5 . The shock energy absorber cables 6 are fastened to the end of the sliding profile 2 of the one impact energy absorber 3 and run inside the sliding profile 2 , which they leave at the end remote from the impact via a deflection roller 5 . In the further course, the shock energy absorber cables 6 are guided transversely to the shock energy absorbers 3 at the fixed point 21 and then at the second shock energy absorber 3 on the outside until they are held at the level of the open end of the guide profile 1 by means of a cable sleeve 15 inside the slide profile 2 ,

Shock absorber cables 7 are also shown, which connect the sliding profiles 2 to the shock absorber 10 . The shock absorption device cables 7 are also attached to the inside of the sliding profile 2 with a rope sleeve 15 at the level of the open end of the guide profile 1 and are directed from there via deflection rollers along the inside of the guide profile 1 to the shock absorbing device 10 .

At the butt ends of the slide profiles 2 there are butt splinter tools 4 . With progressive destruction of the sliding profiles 2 , the guide profiles 1 from the butt splitter tools 4 he grabs and from these at the butt ends also disturbing zer. In an offset frontal impact with the lower covering, that the engine block is not directly hit 9, a displacement of the engine block 9 in the direction of the passenger compartment by means of the sliding profiles 2 and of the connecting cable fourteenth About the driving pin 8 and the impact energy absorber cable 6 there is a transmission of the impact force to the front end of the impact energy absorber 3 facing away from the impact, so that its Füh approximately 1 and sliding profile 2 are destroyed while absorbing energy. About the end plate 19 , the impact force is evenly introduced into the front structure and on the side facing away from the shock, the fender structure is compressed by the end plate 19 and thus used for energy consumption.

Also visible are the driving arms 11 which, by means of support surfaces 18 which run obliquely to the outer and lower edges of the vehicle, cause the front wheels 12 to turn in and prevent the deflection of the front of the vehicle which is typical in a frontal impact. This leads to better utilization of the available deformation path, reduces the springback effect essentially caused by the front wheels and prevents the front of the vehicle from submerging in the face of more serious accidents.

In Fig. 3a, 3b, 3c and 3d possible cross sections through shock energy absorber are shown. In Fig. 3b, the ends of the shock energy absorber cable 6 and the shock absorber cable 7 can be seen. The rope sleeves 15 attached to the rope ends can also be seen.

In Fig. 4 two impact energy absorbers are drawn in front, rear and on the sides and in the fender area above the front wheels, which complement each other and form an all-round safety package.

LIST OF REFERENCE NUMBERS

1

guide profile

2

sliding profile

3

Impact energy absorber

4

splitter tool

5

cable guide

6

Impact energy absorber cable

7

A shock setup cable

8th

Driving pin for cables

9

block

10

Shock absorber

11

Carrying arm for turning the front wheels away

12

front

13

Seilklemme

14

connecting cable

15

cable sleeve

16

drilling

17

transmission

18

supporting

19

endplate

Claims (13)

1. impact energy absorption device for vehicles, with impact energy absorbers ( 3 ), each consisting of a guide profile ( 1 ) and a sliding profile ( 2 ) movable in the direction of impact, one end of the guide profile ( 1 ) at a fixed point ( 21 ) (e.g. the passenger compartment) is secured and the sliding profile (2) projecting from the other face side end of the guide profile (1) telescopically, and from at least one splitter tool (4), which at least one end of the guide profile (1) or the sliding profile (2) is attached and upon impact against the end face of the opposite slide profile ( 2 ) and / or guide profile ( 1 ) and this begins to splinter at the contact surface, energy being absorbed, characterized in that at least two impact energy absorbers ( 3 ) are provided, which each form a vehicle side member and with each other via at least one impact energy absorber cable ( 6 ) are connected, the shock energy absorber cables ( 6 ) are attached to the sliding profiles ( 2 ) and are guided via cable deflections ( 5 ) to the opposite sliding profile ( 2 ), and wherein an impact energy absorber cable ( 6 ) is attached to each attacks another sliding profile ( 2 ) so that the direction of the sen points to the fixed point ( 21 ). 2. impact energy absorption device according to claim 1, characterized in that both on the guide profiles ( 1 ) and on the sliding profiles ( 2 ) splitter tools ( 4 ) are brought in, and that the butt ends of the sliding profiles ( 2 ) have end plates ( 19 ) , 3. impact energy absorption device according to one of claims 1 or 2, characterized in that the energy-absorbing guide profile ( 1 ) and / or the energy-absorbing sliding profile ( 2 ) made of materials with a density of less than 4,000 kg / m ³ and with an energy absorption capacity of more than 10 kJ / kg. 4. shock energy absorption device according to one of claims 1 to 3, characterized in that on the sliding profile ( 2 ) a shock absorber cable ( 7 ) is attached which leads via cable deflections ( 5 ) to a shock absorber device ( 10 ) and part of Impact force on this carries over. 5. impact energy absorption device according to one of claims 1 to 4, characterized in that the stoßseiti gene ends of the impact energy absorber ( 3 ) are connected by at least one connecting rope ( 14 ). 6. shock energy absorption device according to claims 4 and 5, characterized in that at the rope ends of the shock energy absorber cables ( 6 ), the device for taking the shock absorption device ( 7 ) and the connecting cable ( 14 ) for their fastening cable sleeves ( 15 ) are attached, and that the Seilzugsy systems ( 6 , 7 ) and the connecting cable ( 14 ) through holes ( 16 ) in the sliding profiles ( 2 ) are guided, the cable sleeves ( 15 ) having a larger cross section than the holes ( 16 ). 7. shock energy absorption device according to claim 6, characterized in that the cable sleeves ( 15 ) re in particular in the areas hit by the splitting tools ( 4 ) areas on the sliding tubes ( 2 ) consist of fiber-reinforced plastic, and that by means of lamination, adhesive bonding or fusion a positive connection with the rope ends of the cables ( 6 , 7 ). 8. shock energy absorption device according to one of claims 1 to 7, characterized in that a drive pin ( 8 ) on a motor block ( 9 ) or transmission ( 17 ) BEFE Stigt that at an impact-related displacement of the engine block ( 9 ) in the direction the passenger compartment, the shock energy absorber cables ( 6 ) are tensioned by the driving pin ( 8 ), and that in the event of an offset frontal impact, the sliding profile ( 2 ) facing away from the shock is pulled to the fixed point ( 21 ) by the shock energy absorber cable ( 6 ) and that the other end of the Stoß gieabsorber cable ( 6 ) is locked by a single-sided cable clamp ( 13 ) during a train towards the fixed point ( 21 ). 9. shock energy absorption device according to one of claims 1 to 8, characterized in that on the sliding profiles ( 2 ) entraining arms ( 11 ) are attached, each having an oblique to the outer edge of the vehicle and to the lower edge of the supporting surface ( 18 ) during movement cause the front wheels ( 12 ) to turn in the direction of impact and counteract the deflection of the vehicle front typical of a frontal impact. 10. impact energy absorption device according to one of claims 1 to 9, characterized in that shock energy absorbers ( 3 ) are attached to the sides and at the rear of the vehicle for protection in the event of a side or rear impact. 11. shock energy absorption device according to one of claims 1 to 10, characterized in that the splitter tool ( 4 ) has a non-planar, preferably ribbed or jagged contact surface. 12. Impact energy absorption device according to one of claims 1 to 11, characterized in that at least the energy-absorbing guide profile ( 1 ) and / or the energy-absorbing slide profile ( 2 ) consists of fiber-reinforced plastic, the fibers of which predominantly fen in the longitudinal direction of the profile. 13. impact energy absorption device according to one of claims 1 to 12, characterized in that both the sliding profile ( 2 ) and the guide profile ( 1 ) have different cross-sections over their length to achieve a desired course of the deformation forces, the different cross-sections by machining or are produced by several side by side arranged or nested Pro file of different lengths.