GB2521764A - Crash energy absorbing device for a vehicle battery and motor vehicle with at least one crash energy absorbing device - Google Patents
Crash energy absorbing device for a vehicle battery and motor vehicle with at least one crash energy absorbing device Download PDFInfo
- Publication number
- GB2521764A GB2521764A GB1422651.8A GB201422651A GB2521764A GB 2521764 A GB2521764 A GB 2521764A GB 201422651 A GB201422651 A GB 201422651A GB 2521764 A GB2521764 A GB 2521764A
- Authority
- GB
- United Kingdom
- Prior art keywords
- energy absorbing
- absorbing device
- crash energy
- vehicle
- tubular body
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 229920002430 Fibre-reinforced plastic Polymers 0.000 claims abstract description 12
- 239000011151 fibre-reinforced plastic Substances 0.000 claims abstract description 12
- 239000000725 suspension Substances 0.000 claims abstract description 4
- 230000007246 mechanism Effects 0.000 claims description 12
- 239000002184 metal Substances 0.000 claims description 10
- 230000006835 compression Effects 0.000 description 11
- 238000007906 compression Methods 0.000 description 11
- 230000000750 progressive effect Effects 0.000 description 9
- 238000013467 fragmentation Methods 0.000 description 6
- 238000006062 fragmentation reaction Methods 0.000 description 6
- 125000006850 spacer group Chemical group 0.000 description 6
- 239000003999 initiator Substances 0.000 description 5
- 239000000835 fiber Substances 0.000 description 4
- 238000005452 bending Methods 0.000 description 3
- 230000006378 damage Effects 0.000 description 3
- 239000011159 matrix material Substances 0.000 description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 239000004760 aramid Substances 0.000 description 2
- 229920003235 aromatic polyamide Polymers 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 239000003365 glass fiber Substances 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 229920000642 polymer Polymers 0.000 description 2
- 230000002787 reinforcement Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 230000032798 delamination Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000003116 impacting effect Effects 0.000 description 1
- 230000000116 mitigating effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/04—Arrangement of batteries
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
- F16F7/125—Units with a telescopic-like action as one member moves into, or out of a second member
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
- B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
- B60K2001/0416—Arrangement in the rear part of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2306/00—Other features of vehicle sub-units
- B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Body Structure For Vehicles (AREA)
Abstract
A crash energy absorbing device 10 for a vehicle battery 44 is provided. The crash energy absorbing device 10 comprises a first tubular body 12 surrounded by a second tubular body 14. The tubular bodies 12, 14 are aligned coaxially and made of a fibre reinforced plastic. The crash energy absorbing device 10 further comprises a spring element 16 arranged between the two tubular bodies 12, 14 such that a suspension travel of the spring element 16 is aligned with the longitudinal axes of the tubular bodies 12, 14. A motor vehicle, particularly a hybrid vehicle, with at least one crash energy absorbing device 10 is also provided.
Description
Crash energy absorbing device for a vehicle battery and motor vehicle with at least one crash energy absorbing device The invention relates to a crash energy absorbing device for a vehicle battery according to the preamble of patent claim 1. Furthermore, the invention relates to a motor vehicle, particularly a hybrid vehicle, with at least at one crash energy absorbing device.
JR 2008202714 shows a crash energy absorbing device for a vehicle battery, comprising a first tubular body surrounded by a second tubular body, whereby the tubular bodies are aligned coaxially and made of a fibre reinforced plastic.
Especially in hybrid vehicles the battery dimensions are increased in order to improve the range of the vehicle. The increased dimensions of the battery pose a challenge in mitigating the damage during rear collisions, in which the batteries may get damaged which could lead to fire hazard.
It is an object of the present invention to provide a technical solution, by which a vehicle battery can be protected in an enhanced manner during a crash situation.
This object is solved by a crash energy absorbing device for a vehicle battery and a motor vehicle with at least one crash energy absorbing device having the features of patent claims 1 and 5, respectively. Advantageous embodiments with expedient developments of the invention are indicated in the other patent claims.
The crash energy absorbing device for a vehicle battery according to the invention comprises a first tubular body surrounded by a second tubular body, whereby the tubular bodies are aligned coaxially and made of a fibre reinforced plastic, whereby according to the invention the crash energy absorbing device comprises a spring element arranged between the two tubular bodies such that a suspension travel of the spring element is aligned with the longitudinal axes of the tubular bodies.
Hence, according to the invention the spring element and the two tubular bodies form a parallel connection for absorbing crash energy during a crash situation. The two tubular bodies absorb impact energy during a crash situation and fail due to progressive failure mechanisms. Furthermore, the first tubular body also acts as a guide member for the second tubular body as well as for the spring element. The spring element is a compressive spring which will provide an opposing force during the impact failure of the two tubular bodies.
Especially during a rear collision or impact in a crash situation, the impacting structure, for example another car, will approach in very high velocity and tend to push the rear end of the vehicle inwardly. In hybrid vehicles, the high voltage battery is usually placed behind the passenger compartment and above the spare wheel well. High impact energy may be transferred during the collision, which may damage the high voltage battery if no other protecting devices are used in hybrid vehicles.
The impact forces are expected to act in the axial fashion along the vehicle direction. The impact force will tend to compress the crash energy absorbing device such that the crash energy absorbing device will absorb usually a very high part of the impact energy through progressive failure of the two tubular bodies and due to a compression of the spring element in a concurrent manner. Thereby, the spring element prevents the rapid fragmentation of the tubular bodies by providing an opposition force. Due to the progressive failure of the two tubular bodies, the compression of the spring element will continue until all the impact force is dissipated or until the crash energy absorbing device can no longer be compressed in the axial direction. After the maximum compression of the spring element the crash energy absorbing device becomes a rigid element. Failure beyond this stage is expected through crushing, buckling or fragmentation of the whole crash energy absorbing device.
As a result, the crash energy absorbing device according to the invention has a very controllable deformation behaviour under crash conditions and can absorb a very high amount of impact energy during the crash situation such that a vehicle battery can be protected very effectively.
In an advantageous embodiment of the invention the second tubular body is surrounded coaxially by a cage made of metal rods aligned parallel to the longitudinal axes of the tubular bodies. Preferably, the metal rods comprise several kinks. The cage prevents any misalignment of the two tubular bodies during a crash situation, whereby the cage is expected to fail through bending or local buckling at the kinks forming folds. Hence, the cage itself also has a very controllable deformation behaviour.
In a further advantageous embodiment of the invention, the tubular bodies, the spring element and the cage are axially fixed between a locking mechanism at one end and a base plate on the other end of the crash energy absorbing device. Hence, the axial expansion of the whole crash energy absorbing device is well defined.
The motor vehicle, particularly the hybrid vehicle, according to the invention comprises at least one crash energy absorbing device according to the invention or according to an advantageous embodiment of the crash energy absorbing device.
According to an advantageous embodiment of the motor vehicle, the crash energy absorbing device is arranged in the vehicle's longitudinal axis behind the battery and in the vehicle's vertical axis below the battery. Thereby the battery can be very effectively protected during a rear collision situation.
Further advantages, features, and details of the invention derive from the following description of a preferred embodiment as well as from the drawings. The features and features combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination, but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a perspective view of a crash energy absorbing device for a vehicle battery having a tubular form; Fig. 2 a sectional side view of the crash energy absorbing device, whereby a first tubular body is surrounded by a second tubular body and a cage surrounds the tubular bodies, whereby a spring element is arranged between the two tubular bodies; Fig. 3 an enlarged sectional view of the left part of the crash energy absorbing device according to fig. 2; Fig. 4 an enlarged sectional side view of the right part of the crash energy absorbing device according to fig. 2; Fig. 5 a perspective view of the first tubular body of the crash energy absorbing device; Fig. 6 a cutaway view of the second tubular body; Fig. 7 a perspective view of the spring element; Fig. 8 a perspective view of the cage; Fig. 9 an exploded view of a locking mechanism comprising a plug screw which can be inserted into a base ring and a holding bush which also can be inserted into the base ring; Fig. 10 a perspective view of a rear part of a car body, whereby two of the crash energy absorbing devices are arranged in the vehicle's longitudinal axis behind a battery and in the vehicle's vertical axis below the battery; Fig. 11 a sectional side view of the crash energy absorbing device in a compressed state; and Fig. 12 a perspective view of the crash energy absorbing device in the compressed state.
In the figures the same elements or elements having the same functions are designated with the same reference signs.
A crash energy absorbing device 10 for a vehicle battery is shown in fig. 1. The crash energy absorbing device 10 has a tubular form.
In fig. 2 the crash energy absorbing device 10 is shown in a sectional side view. The crash energy absorbing device 10 comprises a first tubular body 12 surrounded by a second tubular body 14, whereby the tubular bodies 12, 14 are aligned coaxially and made of a fibre reinforced plastic. Furthermore, the crash energy absorbing device 10 comprises a spring element 16 arranged between the two tubular bodies 12, 14 such that a suspension travel of the spring element 16 is aligned with the longitudinal axes of the tubular bodies 12, 14.
The second tubular body 14 is surrounded coaxially by a cage 18 made of several metal rods 20 aligned parallel to the longitudinal axis of the tubular bodies 12, 14. Thereby, the metal rods 20 comprise several kinks 22.
The tubular bodies 12, 14, the spring element 16 and the cage 18 are axially fixed between a locking mechanism 24 at one end and a base plate 26 on the other end of the crash energy absorbing device 10.
In fig. 3 an enlarged sectional side view of the left part of the crash energy absorbing device 10 is shown. As can be seen, the outer second tubular body 14 comprises a chamfer 28 which acts as a trigger for the longitudinal compression of the outer second tubular body 14. A spacer 37 in form of a washer limits the spring deflection of the spring element 16.
In fig. 4 the right end part of the crash energy absorbing device 10 is shown in an enlarged sectional side view. As can be seen, the inner first tubular body 12 also comprises a chamfer 30 which acts as a trigger for the compression of the inner first tubular body 12. A steel made spacer 32 is arranged between the tubular body 12 and a bottom part 34 of the outer second tubular body 14 such that the tubular body 12 and the spring element 16 are in touch with the spacer 34. Hence, the spring element 16 is arranged axially between the two spacers 34, 37.
In fig. 5 the inner first tubular body 12 is shown in a perspective view. The first tubular body 12 acts as a guide member for the spring 16 as well as for the outer second tubular body 14. The first tubular body 12 is a machined or moulded part, made from fibre reinforced plastic also known as composites, typically based on carbon fibre, glass fibre, aramid fibre or other advanced fibres and reinforcements. The matrix of the fibre reinforced plastic material is mainly based on polymers. The cross section of the first tubular body 12 can be circular, polygonal or have any oblique shape. As already mentioned, the chamfer 30 at the rear end of the first tubular body 12 acts as a crush initiator or as a trigger. The chamfer 30 has preferably an angle of 45°. But also other crush initiator or trigger shapes can be used. The first tubular body 12 is expected to absorb impact energy during a crash situation and to fail through progressive failure mechanism. Progressive failure mechanism for fibre reinforced plastics can be defined as a failure of the fibre reinforced plastics through a combination of fragmentation, like disintegration into small pieces of negligible dimensions, fibre and matrix fracture, fibre delamination, friction, crack growth and front bending.
In fig. 6 the second tubular body 14 is shown in a partially sectional view. The second tubular body 14 is a machined or a moulded pad made of fibre reinforced plastic, typically based on carbon fibre, glass fibre, aramid fibre or advanced fibres or reinforcements. The matrix of the fibre reinforced plastic material is mainly based on polymers. The cross section of the second tubular body 14 can be circular, polygonal or have any oblique shape. The already mentioned chamfer 28 can, for example, have 45°and is applied to the open end of the second tubular body 14, which acts as a crush initiator or as a trigger.
Also, other crush initiator or trigger shapes can be used. The second tubular body 14 is also expected to absorb impact energy during a crash situation and to fail through a progressive failure mechanism.
In fig. 7 the spring 16 is shown in a perspective view. The spring 16 is a mechanical part made from fibre reinforced plastic as well or made of metal. The spring 16 absorbs impact energy during a crash situation through compression. The spring element 16 can be replaced by any other compression energy absorbing device, such as bellows, gas or hydraulic struts and the like.
In fig. 8 the cage 18 is shown in a perspective view. The cage 18 comprises -as already mentioned -the several metal rods with the kinks 22 which act as a crush initiator during a crash situation. The plate 26 can also be part of the cage 18. The cage 18 mainly acts as a supporting member for the two tubular bodies 12, 14 and for the spring element 16 and mainly aligns the tubular bodies 12, 14.
In fig. 9 an exploded view of the already mentioned locking mechanism 24 is shown in detail. The locking mechanism 24 comprises a plug screw 36, a base ring 38 and a holding bush 14. The plug screw 36 can be put into one end of the base ring 38, whereby the holding bush 40 can be put into the other end of the base ring 38.
For assembling the crash energy absorbing device 10, the tubular body 12 and the spring element 16 can be put into the second outer tubular body 14. The outer tubular body 14 can be put into the cage 22. By using the locking mechanism 24, the tubular bodies 12, 14 and the spring clement 16 can be fixed within the cage 18.
In fig. 10 a rear part of a car body 42 is shown in a perspective view. A high voltage battery 44 is placed behind the here not shown passenger compartment and above a spare wheel well 46. Two of the crash energy absorbing devices 10 are arranged in the vehicle's longitudinal axis behind the battery 44 and in the vehicle's vertical axis below the battery 44. During a rear collision or impact an impact force will tend to compress the crash energy absorbing devices 10 such that the main part of the impact energy during the rear collision is absorbed by the crash energy absorbing devices 10 and the battery 44 is protected.
In fig. 11 the crash energy absorbing device 10 is shown in a compressed state. The impact force during a rear collision or impact is expected to act in the axial fashion along the vehicle's direction as well as in the longitudinal direction of the crash energy absorbing device 10. The impact force will tend to compress the crash energy absorbing device as shown in fig. 11. The crash energy absorbing device 10 will absorb a very high part of the impact energy through progressive failure of the tubular bodies 12, 14 and through the compression of the spring element 16 in a concurrent manner.
Progressive failure, predominantly fragmentation of the tubular bodies 12, 14 into small pieces of negligible dimensions will set from both ends of the crash energy absorbing device 10 simultaneously. Thereby, the spring element 16 prevents the rapid fragmentation of the tubular bodies 12, 14 by providing an opposition force. The cage 18 fails through bending, in form of local buckling at the kinks 22. The cage 10 also prevents any misalignment of the tubular bodies 12, 14 during the compression of the crash energy absorbing device 10. Due to the progressive failure of the tubular bodies 12, 14, the compression of the spring element 16 will continue until all the impact force is dissipated or until the crash energy absorbing device 10 can no longer be compressed in its axial
S
direction. After the maximum compression of the spring element 16 the crash energy absorbing device 10 becomes a rigid element. Failure beyond this stage is expected through crushing, buckling or fragmentation of the crash energy absorbing device 10.
In fig. 12 the crash energy absorbing device 10 is shown in a perspective view, whereby the crash energy absorbing device 10 is also shown in the compressed state like in fig. 11. Especially the deformation of the cage, more specifically the deformation of the metal rods 20, is apparent in this view.
By arranging one or more of the crash energy absorbing devices 10 in a motor vehicle close to a battery 44, the battery 44 can be very effectively protected. If the crash energy absorbing devices 10 are arranged in the vehicle's longitudinal axis behind the battery 44 and in the vehicle's vertical axis below the battery 44 as shown in fig. 10, the risk of a deformation and especially of a destruction of the battery 44 during a rear chrash situation can be minimized.
List of reference signs crash energy absorbing device 12 first tubular body 14 second tubular body 16 spring element 18 cage metal rod 22 kink 24 locking mechanism 26 base plate 28 chamfer chamfer 32 spacer 34 bottom part 36 plug screw 37 spacer 38 base ring holding bush 42 car body 44 battery 46 spare wheel well
Claims (6)
- Patent Claims Crash energy absorbing device (10) for a vehicle battery (44), comprising a first tubular body (12) surrounded by a second tubular body (14), whereby the tubular bodies (12, 14) are aligned coaxially and made of a fibre reinforced plastic, characterized in that the crash energy absorbing device (10) comprises a spring element (16) arranged between the two tubular bodies (12, 14) such that a suspension travel of the spring element (16) is aligned with the longitudinal axes of the tubular bodies (12, 14).
- 2. Crash energy absorbing device (10) according to claim 1, characterized in that the second tubular body (14) is surrounded coaxially by a cage (18) made of metal rods (20) aligned parallel to the longitudinal axes of the tubular bodies (12, 14).
- 3. Crash energy absorbing device (10) according to claim 2, characterized in that the metal rods (20) comprise several kinks (22).
- 4. Crash energy absorbing device (10) according to claim 2 or 3, characterized in that the tubular bodies (12, 14), the spring element (16) and the cage (18) are axially fixed between a locking mechanism (24) at one end and a base plate (26) on the other end of the crash energy absorbing device (10).
- 5. Motor vehicle, particularly hybrid vehicle, with at least one crash energy absorbing device (10) according to one of the preceding claims.
- 6. Motor vehicle according to claim 5, characterized in that the crash energy absorbing device (10) is arranged in the vehicle's longitudinal axis behind a battery (44) and in the vehicle's vertical axis below the battery (44).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1422651.8A GB2521764A (en) | 2014-12-18 | 2014-12-18 | Crash energy absorbing device for a vehicle battery and motor vehicle with at least one crash energy absorbing device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1422651.8A GB2521764A (en) | 2014-12-18 | 2014-12-18 | Crash energy absorbing device for a vehicle battery and motor vehicle with at least one crash energy absorbing device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2521764A true GB2521764A (en) | 2015-07-01 |
Family
ID=53365458
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1422651.8A Withdrawn GB2521764A (en) | 2014-12-18 | 2014-12-18 | Crash energy absorbing device for a vehicle battery and motor vehicle with at least one crash energy absorbing device |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2521764A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3428993A1 (en) * | 2017-07-13 | 2019-01-16 | Outokumpu Oyj | Safety battery compartment for battery electric vehicles |
| US12370968B2 (en) | 2021-12-27 | 2025-07-29 | Scania Cv Ab | Vehicle structure for impact protection and a vehicle comprising a vehicle structure for impact protection |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6158538A (en) * | 1997-09-04 | 2000-12-12 | Daimlerchrysler Ag | Battery carrier for a traction battery of an electric vehicle |
| JP2008202714A (en) * | 2007-02-21 | 2008-09-04 | Toray Ind Inc | Impact energy absorber and its manufacturing method |
| US20120103714A1 (en) * | 2010-10-28 | 2012-05-03 | Kia Motors Corporation | Battery pack housing assembly for electric vehicle using plastic composite material |
-
2014
- 2014-12-18 GB GB1422651.8A patent/GB2521764A/en not_active Withdrawn
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6158538A (en) * | 1997-09-04 | 2000-12-12 | Daimlerchrysler Ag | Battery carrier for a traction battery of an electric vehicle |
| JP2008202714A (en) * | 2007-02-21 | 2008-09-04 | Toray Ind Inc | Impact energy absorber and its manufacturing method |
| US20120103714A1 (en) * | 2010-10-28 | 2012-05-03 | Kia Motors Corporation | Battery pack housing assembly for electric vehicle using plastic composite material |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3428993A1 (en) * | 2017-07-13 | 2019-01-16 | Outokumpu Oyj | Safety battery compartment for battery electric vehicles |
| US12370968B2 (en) | 2021-12-27 | 2025-07-29 | Scania Cv Ab | Vehicle structure for impact protection and a vehicle comprising a vehicle structure for impact protection |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |