DE10224830C1 - Safety device for motor vehicle has many stiffening stays for vehicle body with coupling connections under active sensor controlled manipulation - Google Patents

Abstract

A safety device for a motor vehicle comprises many coupled stays (5,6) to stiffen the vehicle body or to couple to structural components (4) to the body. These are coupled to further stays (7,8) or structural components and the play in the couplings is sensed and controlled by active manipulation (9,10).

Description

The invention relates to a safety device according to the features of Preamble of claim 1 and a method for reducing the Be attacking in an accident on an occupant of a motor vehicle acceleration forces with the measures of the generic term of the patent Proverbs 8

Active and passive safety measures in motor vehicles, in particular in passenger cars, have significantly reduced in recent years contributed to the severity of injury to the vehicle occupants. In addition to the passive security systems, such as B. side impact absorbers in the doors, active safety systems are also known, such as pyrotechnic deployed airbags and belt tensioning systems, active headrests and steering columns  etc. Furthermore, means of the crash are due to numerical calculation methods simulation is available, which optimizes the design of the security system vanten allow structural components of a motor vehicle. The attention lies in particular on the front end area of a motor vehicle, since Here the probability of an impact is greatest.

To achieve low load values for occupants of a motor vehicle In any case, it is necessary to add high negative acceleration values reduce a crash to a tolerable level. This goal is intended for both reached the car-to-car crash as well as for possible other crash situations be, such as the impact of a motor vehicle on a standing Obstacle. So that a fundamentally rigid structure of the front end area of a Motor vehicle fulfills all these requirements are complex constructions required, however, this is only a compromise for various Can depict crash scenarios. An optimal adaptation to all conceivable Crash situations are at least in large series production for cost reasons not feasible.

Nor are the very light and torsion-resistant tubular bars frame suitable for mass production of body structures because of the manufacturing effort is very high. Even those from the Formula 1 Be well-known monococ technology comes for an inexpensive Large-scale production is out of the question.

From DE 38 03 828 C2 an intrusion protection device for two or four-door vehicles for picking up and deflecting from the side onto the Body forces, with a along the vehicle contour extending to the body at reinforced anchor points attached, known at least one steel cable traction means, wherein the traction means with at least one end of a deformation element rear or front crumple zone of the vehicle body are assigned. This causes an impact on the area to the door into a force input device in the front crumple zone of the vehicle.

DE 198 03 370 A1 describes a method and an apparatus for Operating a motor vehicle disclosed, a chassis with a Suspension and a damping device is provided, in which Increase the security of the suspension and / or damping device Application of an acceleration signal hardened at least for individual wheels or is blocked. At least two shock absorbers each are electric controllable valves can be hardened hydraulically or blocked, the valves via a control unit connected to at least one acceleration sensor advises are controllable.

DE 40 30 921 C2 counts a frame structure for a motor vehicle End area to the state of the art, in which support triangles with each other and an adjacent vehicle area are connected in nodes. The The frame structure only contains support triangles in octahedral Arrangement, of which a vehicle-side end bracket triangle with a Top of the apex, on the other hand one approximately parallel to this, adjacent carrier triangle with the adjacent vehicle area an apex points downwards. More beam triangles are through Beams of the end and connection beam triangles and between the tips the same extending further carrier formed.

Proceeding from this, the invention is based on the object of being secure Provide device for motor vehicles with which a reduction tion of an occupant of this motor vehicle in the event of an accident the acceleration forces is possible. Furthermore, a method for reducing tion of the mentioned acceleration forces are shown, which an intelli Gentle adaptation of the motor vehicle to different crash situations allows.  

The objective part of the above task is characterized by the characteristics of the Claim 1 solved.

The main idea of the invention is that the body of a motor vehicle is not rigid, but several struts adjacent to each other via coupling links with each other or individual struts with the body of the Motor vehicle are connected, the coupling links their respective Sensor-activated manipulators influencing the degree of freedom are assigned are.

These manipulators have the task depending on the crash situation tion single or multiple coupling elements and the connected str ben release or lock against each other to the structure adapt the physical properties of the body to the respective crash situation sen.

A strut in the sense of the invention is not only an elongated body to understand two ends, but can be in the plane or even 3-dimensional be curved. It can have two or more coupling points. The Struts can be two-dimensional together with other struts or also form a three-dimensional network. A special one weight-saving variant is a framework or lattice-like arrangement several struts coupled together.

The struts are in their respective cross-sectional configuration to the expected loads adjusted. Through the in a latticework of Strive for inevitable tensile and compressive loads Corresponding tension struts and pressure struts can be provided. Under These aspects are also used to choose the material, preferably metallic struts are used. But it is also straightforward possible, suitable plastics or hybrid materials, such as Metal-plastic composites to use. Crucial for the choice of material is the expected deformation behavior of the struts in an impact and  against the background, the acceleration values of the occupants of a To reduce the motor vehicle to the lowest possible level.

This can also be realized in that the invention Safety device not only additionally in known body structures is introduced, but even partially replaced. Structural components of the Body are then connected to each other via coupling links, the Degrees of freedom can be manipulated.

The safety device according to the invention naturally requires abutment points within a motor vehicle in order to ultimately be able to transmit the forces introduced by an impact to the body or the passenger compartment. The struts are expediently arranged in a grid-like manner in the front end of a motor vehicle (claim 2). Both a longitudinal extension of the struts and an extension transverse to the direction of travel of the motor vehicle are conceivable (claims 3 and 4). In addition to the spatial arrangement, the cross-sectional design and the choice of materials for the struts, the coupling of the struts to one another or the connection of the struts to the body are crucial for the adaptability of the inventive safety device. While the kinematic degree of freedom of each individual strut is zero in the case of a rigid lattice frame, the safety device according to the invention provides that a degree of freedom greater than zero can be set at least in the case of individual struts. This can be given, for example, by a pivotable connection of a strut (degree of freedom 1 ). It is also possible to fasten the struts rotatably about their longitudinal axis or to allow limited translational movements in the area of the coupling links. The selection and specific design of a coupling element depends on the loads to be expected, so that fundamentally different coupling elements can be provided on a rigid strut.

If the coupling member is, for example, a swivel bearing with degree of freedom 1 , the manipulator assigned to it can be a mechanism which partially or completely obstructs the swivel movement and by means of which the swivel bearing can be both released and fixed. Consequently, the strut, which is pivotably mounted, behaves rigidly or resiliently in the region of this coupling member.

The manipulators used can be pneumatic, hydraulic, for example lisch, electrically, magnetically, but also piezo-electrically operated. The required energy can be provided by separate energy sources. However, local energy stores such as springs are also conceivable elements.

Decisive for the coordinated interaction of the manipulators is theirs sensory activation. Therefore, according to the features of claim 5 provided that the deformation behavior, in particular of the critical Front end area of a motor vehicle through the sensor-activated mani pulators can be actively influenced. The sensors can be used by Prec rash sensors and contact sensors can be realized (claim 6). It is provided that this sensor system is coupled to a control unit, which the measurement data coming in from the sensors into control signals for the Manipulators implemented.

For an optimal adaptation of the deformation behavior of a motor vehicle to the respective crash situation, the control unit according to claim 7 is a Assigned arithmetic unit, which depending on the sensor technology summarized data to control signals adapted to the expected impact Forwarding to the manipulators to be controlled calculated. The tax sig nals therefore arise individually from those flowing to the computing unit Data of a pre-crash sensor system and / or contact sensor system, with others as well Information, for example from an anti-lock braking system (ABS) or from  electronic stabilization programs (ESP) are taken into account can.

The procedural part of the object of the invention is characterized by the Features of claim 8 solved. It is intended that the generated a control unit for triggering active safety components Control signals are forwarded to the manipulators mentioned, which a body of a motor vehicle stiffening struts are assigned. The controlled manipulators influence the degrees of freedom of the coupling limbs and thus the rigidity of the body, depending on the intensity of the expected impact.

With this intelligent process for adapting the deformation behavior a motor vehicle body plays the Re assigned to the control unit unit plays a crucial role. Based on the algo implemented there rithms determine which manipulators are to be controlled or in what form the stiffness behavior of the body to the expected Crash situation should be adapted. For example, it is possible that be particularly frequent or typical crash situations as control signal patterns in the Arithmetic unit are stored and in a comparison with those by Senso The data recorded is assigned to one of the control signal patterns. This resulted in a graduated resistance to deformation of the body stiffening struts can be achieved, for example in the categories embossed, medium or weak resistance to deformation.

However, it is also provided in the context of the invention that not only one such limit value consideration takes place in control signal patterns, but a far more differentiated control of the manipulators is possible. in the Within the scope of the measures of claim 9, it is intended that the Computing unit data from pre-crash sensors and / or contact sensors as well continuously evaluated by an ABS system. That is, also during the Impacts, the sensor data is input to the computing unit, which it  timely, d. H. if possible in real time, evaluates and according to the evaluator result controls the control unit, so that the degrees of freedom of the Coupling links to the current crash situation even during an impact be fit. Security mechanisms are expediently provided hen that at a z. B. malfunction of the tax due to a crash avoid unintended manipulation of the coupling links. This Security mechanisms can program in the form of an emergency scenario technically implemented in the computing unit and / or the control unit or in the form of means assigned to the manipulators, in particular mechanical means which determine degrees of freedom in a predetermined manner, be realized.

The invention is illustrated below with reference to the drawings Embodiments explained in more detail. Show it:

Figure 1 is a plan view in schematic representation of a bumper connected via struts to longitudinal members of a motor vehicle;

FIG. 2 schematically the front area of a motor vehicle with the inventive safety device and

Fig. 1 shows a possible embodiment of the safety device 1 according to the invention, in which struts 5 , 6 are attached between side members 2 , 3 of a motor vehicle not shown Darge and a bumper assembly 4 of this motor vehicle. The struts 5 , 6 are coupled at their ends via coupling members 7 , 8 on the one hand to the respective longitudinal beams 2 , 3 and on the other hand to the bumper arrangement 4 . A manipulator 9 , 10 is assigned to each coupling element 7 , 8 . To simplify the illustration, they are only shown on the inner struts 6 . The manipulators 9 , 10 can also be easily provided on the outer struts 5 .

The manipulators 9 , 10 are connected to a control unit 12 via control lines 11 . This is in turn preceded by a computing unit 13 which receives and evaluates data from a sensor system 14 . The manipulators 9 , 10 serve to influence the degrees of freedom of the coupling element of FIGS. 7 , 8 and thus the struts 5 , 6 in order to change the deformation behavior of the front end area in such a way that occupants of the motor vehicle experience the lowest possible acceleration values in the event of an impact ,

The arrows labeled P1 to P3 on the struts 6 illustrate possible directions of movement and thus degrees of freedom of the coupling elements 7 , 8 . In example, the coupling member 8 on the left in the image plane Längsträ ger 3 can perform a rotational movement and a translational movement in the direction of arrows P1 and P2. This coupling element 8 has the degree of freedom 2 . In contrast, the corresponding coupling member 8 on the other longitudinal member 2 only has the degree of freedom 1 of a pivoting movement. The other ends of the struts 6 also have different degrees of freedom. In the strut 6 on the left in the image plane, the coupling member 7 is fixed by the manipulator 9 , so that there is a rigid connection between this strut 6 and the bumper arrangement 4 . In contrast, the corresponding strut 6 has the degree of freedom 1 through a possible pivoting movement in the direction of the arrow P3 shown.

The control of the coupling elements 7 , 8 or the manipulators 9 , 10 assigned to them, viewed in the longitudinal direction of the vehicle, can take place both symmetrically and asymmetrically with respect to the longitudinal axis of the motor vehicle. This depends on the data recorded by the sensor system 14 and on the control pulses calculated therefrom.

The safety device 1 according to the invention can be provided between individual structural components such as the longitudinal beams 2 , 3 and the bumper arrangement 4 , and can also stiffen the body of a motor vehicle in a lattice-like configuration of several interconnected struts. In this context, FIG. 2 illustrates how such a bracing in the area of a fender 15 in the front end 16 of a motor vehicle 17 can look. In this purely schematic exemplary embodiment, struts of different lengths and configurations are interconnected in the manner of a truss and extend approximately from the A-pillar 18 below the front hood 19 to the bumper arrangement 4 . As well as in the area close to the carriageway from the bumper arrangement 4 via a wheel arch 20 to an indicated door sill 21 . In the framework-like configuration, both straight struts 22 and a curved strut 23 are used, each strut 22 , 23 having coupling links 24-27 at least at its ends. The strut 23 additionally has a third coupling member 28 in its central longitudinal section.

While the coupling links 24-28 are only symbolized by the circles drawn in, these represent relatively complex arrangements, in particular in the case of multiple account points, as is the case in the area of the coupling link 25 below the front hood 19. In principle, a coupling link at multiple node points can be manipulated can be influenced overall in its degrees of freedom, that is to say, for example, be fixed or released. It is also possible that struts connected to a common node can be individually manipulated in their degrees of freedom. For this purpose, a plurality of coupling links with associated manipulators can also be arranged at a node. This is the case in the area of the coupling links 29 , 29 ', which bind the associated struts 31 , 32 to the cross strut 33 . If, for example, a particularly rigid arrangement is desired, the coupling members 29 , 29 ′ fix the struts 31 , 32 firmly on the strut 33 . If a more resilient deformation behavior of the front end 16 is desired, the coupling members 29 , 29 'can be released by manipulations not shown, so that a force originating from the bumper arrangement 4 via other struts of the safety device on the coupling member 25 and ultimately on that coupling element 24 adjacent to the passenger compartment is transmitted. The struts 31 , 32 yield in the direction of the arrows shown.

The control unit 12 described in FIG. 1 with the upstream computing unit 13 and the sensor system 14 in turn serves to control the individual manipulators. The control unit 12 is connected via control lines 11 to manipulators 30 shown as examples.

The precise actuation of the manipulators 9 , 10 , 30 results from the telemetric data of the sensor system 14 and further measurement data, for example from an anti-lock braking system or from electronic stability programs. A predetermined set of rules determines whether individual coupling links 24-29 , 29 'have high or low degrees of freedom, with a degree of freedom 0 representing a rigid connection.

REFERENCE NUMBERS

1

safety device

2

longitudinal beams

3

longitudinal beams

4

bumper assembly

5

strut

6

strut

7

Coupling link v.

6

8th

Coupling link v.

6

9

Manipulator v.

7

10

Manipulator v.

8th

11

control line

12

control unit

13

computer unit

14

sensors

15

Fender v.

17

16

Frontend v.

17

17

motor vehicle

18

A column

19

bonnet

20

wheel well

21

doorsill

22

strut

23

strut

24

coupling member

25

coupling member

26

coupling member

27

coupling member

28

coupling member

29

coupling member

29

Coupling link

30

manipulator

31

strut

32

strut

33

strut
P1 direction of movement
P2 direction of movement
P3 direction of movement

Claims (9)

1. Safety device for motor vehicles, comprising a plurality of mutually coupled struts ( 5 , 6 , 22 , 23 , 31-33 ) through which the body of the motor vehicle ( 17 ) is stiffened or via which structural components ( 4 ) to the body of the Motor vehicle ( 17 ) are coupled, the struts ( 5 , 6 , 22 , 23 , 31-33 ) via coupling links ( 7 , 24-29 ) with further struts ( 5 , 6 , 22 , 23 , 31-33 ) and / or structural components ( 4 ) are connected, characterized in that the coupling elements ( 7 , 8 , 24-29 ') are assigned sensor-activated manipulators ( 9 , 10 , 30 ) which influence their respective degree of freedom. 2. Safety device according to claim 1, characterized in that the struts ( 5 , 6 , 22 , 23 , 31-33 ) are arranged in a grid-like manner in the front end region ( 16 ) of a motor vehicle ( 17 ). 3. Safety device according to claim 2, characterized in that the struts ( 22 , 23 , 31-33 ) are arranged in the region of the fenders ( 15 ) of a motor vehicle ( 17 ). 4. Safety device according to claim 2 or 3, characterized in that the struts ( 5 , 6 ) between the longitudinal beams ( 2 , 3 ) and a bumper arrangement ( 4 ) of a motor vehicle ( 17 ) extend. 5. Safety device according to one of claims 2 to 4, characterized in that the deformation behavior of the front end region ( 16 ) can be actively influenced by the sensor-activated manipulators ( 9 , 10 , 30 ). 6. Safety device according to one of claims 1 to 5, characterized in that the manipulators ( 9 , 10 , 30 ) can be activated by a control unit ( 12 ) which is coupled to a pre-crash sensor system and / or contact sensor system. 7. Safety device according to claim 6, characterized in that the control unit ( 12 ) is assigned a computing unit ( 13 ) which, as a function of the data recorded by the sensor system ( 14 ), is adapted to the expected impact to be passed on to the control signals to be controlled Manipulators ( 9 , 10 , 30 ) are calculated. 8. A method for reducing the acceleration forces acting on an occupant of a motor vehicle in the event of an accident, in which control signals for triggering active safety components are generated via a sensor system ( 14 ), a computing unit ( 13 ) and a control unit ( 12 ), characterized in that the Control signals to manipulators ( 9 , 10 , 30 ) are forwarded, which coupling members ( 7 , 8 , 24-29 ') from the body of the motor vehicle ( 17 ) stiffening struts ( 5 , 6 , 22 , 23 , 31-33 ) assigned are, the manipulators ( 9 , 10 , 30 ) influence the degrees of freedom of the coupling elements ( 7 , 8 , 24-29 ') and thus the stiffness of the body is adjusted depending on the intensity of the expected impact. 9. The method according to claim 8, characterized in that the computing unit ( 13 ) continuously evaluates data from pre-crash sensors and / or contact sensors and / or an anti-blocking system during an impact and forwards them to the control unit ( 12 ), whereupon the manipulators ( 9 , 10 , 30 ) adapt the degrees of freedom of the coupling elements (7, 8, 24-29 ') to the current crash situation during an impact.