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WO2005118375A1 - Carrosserie de vehicule - Google Patents

Carrosserie de vehicule Download PDF

Info

Publication number
WO2005118375A1
WO2005118375A1 PCT/EP2005/005531 EP2005005531W WO2005118375A1 WO 2005118375 A1 WO2005118375 A1 WO 2005118375A1 EP 2005005531 W EP2005005531 W EP 2005005531W WO 2005118375 A1 WO2005118375 A1 WO 2005118375A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
vehicle body
stop surface
body according
wheels
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.)
Ceased
Application number
PCT/EP2005/005531
Other languages
German (de)
English (en)
Inventor
Eberhard Benz
Wolfgang Fassnacht
Gernot JÄGER
Martin Tebbe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of WO2005118375A1 publication Critical patent/WO2005118375A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames

Definitions

  • the invention relates to a vehicle body according to the preamble of claim 1.
  • Known motor vehicles have a body, which comprises a rigid passenger compartment, to which - seen in the direction of travel of the vehicle - there is a crumple zone on both sides.
  • the front and rear crumple zones should deform in the event of an impact in order to reduce the acceleration or deceleration forces acting on the vehicle occupants. It has been shown that, in the event of a frontal impact, the front crumple zone can be deformed to the extent that the front axle of the motor vehicle can be moved back so far in the direction of the passenger compartment that the front wheels, which are rotatably suspended on the front axle, each run against an end face running perpendicular to an imaginary horizontal provided on both sides of the vehicle, lower side members of the passenger compartment.
  • DE 199 26 352 B4 shows a vehicle body of the type mentioned here.
  • a vehicle body with the features of claim 1 is proposed.
  • This is characterized by the fact that a stop surface for the respective front wheel is provided on the front side of the side members facing the front wheels, the stop surfaces serving as a ramp for the respective front wheel and increasing in relation to an imaginary horizontal in the direction of travel when driving straight ahead.
  • the ramps ensure that when they come into contact with the front wheels as a result of the front axle being moved back towards a passenger compartment of the vehicle body in the event of a frontal impact, the side members - if at all - are pushed up or the front wheels and possibly the front axle are pushed down. This ensures that the vehicle or passenger compartment lowering is minimized in the event of a frontal impact, which creates the best prerequisites for a good one
  • vehicle lowering means that, for example, the distance of a roof frame part running between the A-pillars to the roadway is smaller after or during a frontal impact of the vehicle than before the frontal impact. So under “vehicle lowering” understood a deflection or submersion of the vehicle on the front axle as a result of a frontal impact.
  • the lower longitudinal members located on both sides of the vehicle are part of the passenger compartment. These outer side members are also referred to as longitudinal sills.
  • a first partial region of the stop surface is formed by the end face of the respective longitudinal member.
  • the side members end or close at a certain distance in front of the front wheels.
  • a second partial area of the stop surface is formed by a composite strut arrangement.
  • the second section of the stop surface is located above the first section as seen in the vertical direction.
  • the composite strut arrangement increases the effective total length of the stop surface compared to the design variants in which the stop surface is formed exclusively by the end face of the respective longitudinal member.
  • the stop surface is designed as an inclined plane, which leads to the gap between the peripheral surface of the vehicle front wheel and the stop surface not having a constant width, but rather being wedge-shaped.
  • the stop surface is curved, preferably in such a way that the gap between the stop surface and the peripheral surface of the Vehicle wheel has at least substantially a constant width. The stop surface is therefore adapted to the envelope contour of the adjacent vehicle wheel.
  • This shows a schematic representation of a front part of an embodiment of the vehicle body 1 according to the invention, of which a front structure 3 and parts of a passenger compartment 5 can be seen.
  • the stem structure 3 adjoins the passenger compartment 5 in the vehicle longitudinal direction.
  • the vehicle body 1 has an upper side member 7 on each side of the vehicle, which in its rear end region connects to an A-pillar, which serves as a support pillar and forms part of the passenger compartment 5.
  • the A pillars are part of passenger compartment 5.
  • Both A-pillars 9 are each connected in their foot area to a lower, outer longitudinal member 11 of the passenger compartment 5, which ends at the front at the rear of the associated wheel installation.
  • the lower, outer longitudinal members 11 are also referred to as longitudinal sills.
  • the lower side member 11 provided on the left-hand side of the vehicle is arranged in alignment with the left front and rear wheels, as seen in the vehicle longitudinal direction, while the lower side member 11 provided on the right side of the vehicle is arranged in alignment with the right front and rear wheels.
  • the figure also shows the envelope contour (peripheral surface 12) of a front wheel 13 with an axis of rotation 15 running perpendicular to the image plane of the figure.
  • the vehicle body 1 is designed to be mirror-symmetrical to the longitudinal axis of the vehicle, so that only the parts on the side of the vehicle body 1 shown are described in more detail below.
  • the end face 17 of the lower, side longitudinal member 11 facing the front wheel 13 forms a first partial region 19A of a stop surface 21 for the front wheel 13.
  • a second partial region 19B of the stop surface 21 is formed by a composite strut arrangement 23, which is between the lower, side longitudinal member 11 and the upper longitudinal member 7 is arranged.
  • the composite strut arrangement 23 which is provided on both sides of the vehicle, serves to additionally support the upper side member 7 and to create an additional force path with regard to absorbing frontal impact loads and extends between a lower flange of each upper side member 7 and the lower side member 11 here formed in the form of a one-piece composite strut profile that, starting from the upper longitudinal member 7, runs backwards in the vehicle longitudinal direction and downwards in the vehicle vertical direction, so that an oblique course is created.
  • the composite strut profile is essentially rectilinear, so that an oblique, rectilinear connection is created between the upper side member 7 and the lower side member 11.
  • the composite strut profile ends with its lower one End region in the front end region of the lower longitudinal member 11.
  • first and second partial regions 19A and 19B of the stop surface 21 have a different inclination with respect to an imaginary horizontal H.
  • the first partial region 19A of the stop surface 21, formed by the end surface 17 of the lower longitudinal member 11, is inclined by an angle ⁇ relative to an imaginary vertical V, which in this exemplary embodiment is approximately 30 °.
  • the second partial region 19B of the stop surface 21 is set back in the direction of the vehicle longitudinal axis with respect to the first partial region 19A of the stop surface 21, as a result of which a step 25 is formed in the stop surface 21, in the region of which the composite strut arrangement 23 and the lower longitudinal member 11 are welded to one another.
  • the weld seam is not shown.
  • the stop surface 21 formed by the longitudinal beam 11 and the composite strut arrangement 23 is of stepless design.
  • the upper transverse edge 27 on the end face of the lower, outer longitudinal member 11 has an upward offset z in the vertical direction with respect to the axis of rotation 15 of the front wheel 13, that is to say the upper transverse edge 27 of the longitudinal member 11 is located above the axis of rotation 15
  • the front axle with the front wheels 13 arranged thereon is displaced rearward in the direction of travel 29 in the direction of the passenger compartment 5 when appropriate forces are applied.
  • the front wheels 13 may come to rest with their circumferential surface 12 on the stop surface 21 formed on the side member 11 and rising obliquely to the horizontal H in the direction of travel.
  • a lowering of the passenger compartment 5 in the direction of the roadway 31 is prevented due to the inclined stop surface 21 serving as a ramp by the front wheels 13 pushing the lower longitudinal member 11 and thus the passenger compartment 5 upwards along the inclined plane in the vertical direction.
  • a stop surface 21 is provided for the front wheels 13 on both sides of the vehicle, tilting of the passenger compartment 5 when the front wheels interact with the lower side members 11 can be reliably prevented.
  • a lowering of the vehicle can already be prevented with a high degree of certainty if the contact surface 21 is formed exclusively by the oblique end surface 17 of the side member 11 that rises in relation to the horizontal H in the direction of travel, which is the case, for example, when there is no composite strut arrangement 23 or when the composite strut arrangement is provided elsewhere on the vehicle body 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne une carrosserie de véhicule (1), comportant des longerons (11) inférieurs extérieurs. Vu dans le sens de l'axe longitudinal du véhicule, l'un des longerons (11), comportant des roues situées sur le côté gauche du véhicule, et l'autre longeron comportant des roues situées sur le côté droit du véhicule sont alignés. Ladite carrosserie de véhicule (1) est caractérisée en ce que, sur la face orientée vers les roues avant (13), une surface de butée (21) est prévue pour chaque roue avant (13). Ces surfaces de butée (21) servent de rampe pour chaque roue avant et sont inclinées vers le haut dans le sens de la marche (29) par rapport à une ligne horizontale imaginaire (H).
PCT/EP2005/005531 2004-05-26 2005-05-21 Carrosserie de vehicule Ceased WO2005118375A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410025783 DE102004025783B4 (de) 2004-05-26 2004-05-26 Fahrzeugkarosserie
DE102004025783.3 2004-05-26

Publications (1)

Publication Number Publication Date
WO2005118375A1 true WO2005118375A1 (fr) 2005-12-15

Family

ID=35004682

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2005/005531 Ceased WO2005118375A1 (fr) 2004-05-26 2005-05-21 Carrosserie de vehicule

Country Status (2)

Country Link
DE (1) DE102004025783B4 (fr)
WO (1) WO2005118375A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010014749A1 (de) 2010-04-13 2010-11-25 Daimler Ag Stützeinrichtung einer Karosserie eines Kraftwagens
DE102012004681A1 (de) 2012-03-12 2013-09-12 Daimler Ag Schutzeinrichtung für eine Karosserie eines Personenkraftwagens
DE102012022957B4 (de) 2012-11-23 2023-01-19 Mercedes-Benz Group AG Schutzeinrichtung eines elektrisch antreibbaren Personenkraftwagens

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2151827A1 (de) * 1970-12-16 1972-06-29 Peugeot Kraftwagen
DE2257940A1 (de) * 1972-11-25 1974-06-12 Opel Adam Ag Vorrichtung zur erzeugung einer moeglichst grossen verformungslaenge am vorderbau von kraftfahrzeugen
DE3925989A1 (de) * 1989-08-05 1991-02-07 Daimler Benz Ag Vorrichtung zur verhinderung einer bewegung eines lenkrades eines kraftwagens gegen einen fahrzeuglenker bei einem frontaufprall
WO1994006669A1 (fr) * 1992-09-11 1994-03-31 Saab Automobile Aktiebolag Renforcement des longerons permettant de reduire la penetration du plancher de voitures particulieres lors de collisions decalees
JPH07267148A (ja) * 1994-03-29 1995-10-17 Toyota Motor Corp 自動車の下部車体構造
EP1044863A1 (fr) * 1999-04-16 2000-10-18 DaimlerChrysler AG Chassis de véhicule automobile
DE19926352B4 (de) * 1999-06-10 2004-02-12 Daimlerchrysler Ag Rohbaukarosserie eines Kraftfahrzeugs

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0616154A (ja) * 1992-01-29 1994-01-25 Honda Motor Co Ltd 車両の衝撃吸収構造

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2151827A1 (de) * 1970-12-16 1972-06-29 Peugeot Kraftwagen
DE2257940A1 (de) * 1972-11-25 1974-06-12 Opel Adam Ag Vorrichtung zur erzeugung einer moeglichst grossen verformungslaenge am vorderbau von kraftfahrzeugen
DE3925989A1 (de) * 1989-08-05 1991-02-07 Daimler Benz Ag Vorrichtung zur verhinderung einer bewegung eines lenkrades eines kraftwagens gegen einen fahrzeuglenker bei einem frontaufprall
WO1994006669A1 (fr) * 1992-09-11 1994-03-31 Saab Automobile Aktiebolag Renforcement des longerons permettant de reduire la penetration du plancher de voitures particulieres lors de collisions decalees
JPH07267148A (ja) * 1994-03-29 1995-10-17 Toyota Motor Corp 自動車の下部車体構造
EP1044863A1 (fr) * 1999-04-16 2000-10-18 DaimlerChrysler AG Chassis de véhicule automobile
DE19926352B4 (de) * 1999-06-10 2004-02-12 Daimlerchrysler Ag Rohbaukarosserie eines Kraftfahrzeugs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1996, no. 02 29 February 1996 (1996-02-29) *

Also Published As

Publication number Publication date
DE102004025783A1 (de) 2005-12-22
DE102004025783B4 (de) 2009-02-12

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