WO2006001775A1

WO2006001775A1 - A method, an arrangement and a vehicle for managing the forces that arises during a collision

Info

Publication number: WO2006001775A1
Application number: PCT/SE2005/001041
Authority: WO
Inventors: Lars-Anders GILLENBJÖRK
Original assignee: Individual
Current assignee: Individual
Priority date: 2004-06-29
Filing date: 2005-06-29
Publication date: 2006-01-05
Anticipated expiration: 2006-12-29
Also published as: SE527513C2; SE0401680L; SE0401680D0

Abstract

This invention concerns a method for managing the force that arises during a collision between a vehicle (1) and a second vehicle (2), or between a vehicle (1) and an object (2). The vehicle (1) is caused to glide against the second vehicle or the object (2) in a direction away from the second vehicle or the object (2) such that at least parts of the force are used for continued motion of the vehicle (1). The invention concerns also an arrangement and a vehicle (1) that function according to the method.

Description

A method, an arrangement and a vehicle for managing the forces that arises during a collision

This invention concerns a method for managing the forces that arise during a collision between two vehicles or between a vehicle and an object. The invention concerns also an arrangement and a vehicle.

A method that is often used today for managing the forces that arise during collisions between two vehicles, or between a vehicle and an object, is to receive the forces with one or several parts of the vehicle. The idea is to absorb the energy, the kinetic energy, and the forces that arise from the first vehicle and from the second vehicle, or the object, that is involved. The forces are allowed to affect and to destroy selected specially designed parts, deformation parts that absorb forces, deformation zones, that are relatively easy to replace, and it is hoped that this results in the forces not being transmitted onwards into the construction of the vehicle, in to the rigid safety cage of the vehicle, and not to result in serious damage to other parts of the vehicle. The risk of injury for those who travel in the vehicle in question is in this way reduced.

It is, however, a problem to manage and to control the energies and the forces that are present during a collision and/or those that arise. It cannot be avoided that the complete vehicle is affected by the forces during a collision. The vehicle constitutes a large object with many parts, where most of these parts have not been adapted for collisions, having only other purposes. The deformation regions that are currently used are to function not only for the absorption of force: they often have other functions, and this often means that the design is not optimal. It has proved to be very difficult to design parts that fully absorb the collisional forces that are present and those that arise. The deformation regions that are currently used on vehicles can manage the forces that arise at low speeds, which means low collision forces, while high speeds, and thus large forces, give rise to deformation of more parts of the vehicle than only the deformation parts, something that naturally involves an increase in risk, more serious damage, and higher costs.

One object of this invention is to offer a method, an arrangement and a vehicle that manage the forces that arise during a collision in such a manner that the forces that deform parts of the vehicle, the vehicles or the object are reduced such that personal injury in association with collisions in which vehicles are involved can be reduced and that also damage to the actual vehicle, vehicles, or object is reduced. This object is achieved with a method comprising the technical features that are specified in the characterising part of claim 1 , an arrangement comprising the technical features that are specified in the characterising part of claim 3, and a vehicle comprising the technical features that are specified in the characterising part of claim 10.

The invention will be described in more detail below, with reference to the drawings.

Figure 1 shows a vehicle according to the invention, seen from above with the front of the vehicle directed towards the right. Figure 2 shows the vehicle seen from the side. Figure 3 shows in cross section the design of the bumper. Figure 4 shows an alternative design of the bumper. Figure 5 shows a vehicle according to the invention in motion towards a second vehicle or an object. Figure 6 shows a vehicle according to the invention that is sliding against a second vehicle or an object.

The collisions that are to be managed with the aid of this invention take place normally between two vehicles. One of the vehicles is in motion, or both of the vehicles are. Kinetic energy is stored in the vehicle as a result of its mass, and during a collision, which normally involves braking of the motion of the vehicle, this energy will result in a force F at each vehicle.

The management of force with this invention functions best if both vehicles are provided with an arrangement according to the invention, but a positive result will be obtained even if only one vehicle is provided with an arrangement according to the invention.

The invention can also be used during collisions between vehicles and an object of the type that is normally present in or in the vicinity of regions in which vehicles are frequently present, for example, barriers, pillars, walls, and similar objects. It is normal that the object is more or less stationary. It is also possible for the object to be provided with an arrangement according to the invention, which further improves the result in a positive direction.

This invention is based on another way of thinking with respect to the management of forces and energy during a collision, in the remainder of this description, this will be related to the management of forces. The basis for this invention is the use of the force for more than solely deformation, through at least one of guiding and distributing the forces, to be managed as several different components, and possibly also in several different stages distributed in time.

Previously, it has been desired that the collision force is to be managed, absorbed, directly by those parts that are exposed to the force; in contrast, the idea presented here is that the management of the force can be distributed and displaced in time, and also the force that deforms the vehicle is in this way reduced.

One way of demonstrating the reasoning is to use the impulse law:

F Δt = m v - m-vO where vθ is the speed with which the vehicle is travelling, the initial speed, v is the speed that the same vehicle has after a collision, the final speed, m is the mass of the vehicle, F is the force that influences the vehicle, and the vehicle or object with which the collision takes place, and Δt is the time during which the force F operates.

The greater the difference between the initial speed and the final speed, vθ and v, and the less the time that is available for the force to operate, the greater the force F will be. If the final speed v is zero, the time Δt must increase in order to reduce the force F. This is equivalent to a requirement that during a collision between a vehicle and, for example, a stationary mountainside, which results in the final speed of the vehicle being essentially zero, the deformation zones of the vehicle must be large such that a long time is required before the deformation is completed in order for the force to decrease or completely disappear.

By keeping the difference between the initial speed and the final speed as constant as possible, the force F will not be so large, and the force F can be further reduced to a minimum if the time can be increased. The risk of damage to the vehicle and injury to people depend on the size of the force F, and these risks become smaller for a smaller value of the force F developed.

The basic idea of this invention is to maintain most of the energy of a collision in the form of kinetic energy during a collision, and in this way obtain a final speed that does not deviate very much from the initial speed, something that results in a small force F. If, in addition, this can be caused to take place during a longer time period, the force will be further reduced. This is practically possible in the first place by guiding away the mass, the vehicle, such that the contact with the other vehicle or the object ceases and motion continues, the kinetic energy is used to continue the motion of the vehicle, instead of converting the kinetic energy to deformation energy in parts of the body of the vehicle. The final speed is relatively high and is used for displacement of the vehicle away from the area of the collision.

An arrangement that makes possible the use of a method according to this invention is arranged at a vehicle or an object. The invention is described in the description below based on it being arranged at the front of a vehicle, a car. The vehicle may be a car, a bus, a motorhome, or a vehicle of another type, such as a snow scooter. An arrangement according to the invention can be arranged also at the rear section or at the sides of a vehicle. The invention can be used, as has been mentioned above, also at an object, which in this case replaces the vehicle.

Figure 1 shows a vehicle 1 according to the invention. The vehicle 1 is a car, but it may be a vehicle of any type that runs the risk of colliding with something 2, shown in Figure 5, that moves within the same plane, for example another vehicle, or something stationary, another vehicle or another type of object that is located in or in the vicinity of the regions in which vehicles are used. The term "forwards" is used in the subsequent description to denote the direction in which the vehicle 1 is moving, and the term "front section" denotes that part of the vehicle that is located at the front when the vehicle is travelling in its direction of travel and that part that will make contact with something during a collision.

The vehicle 1 can be said to comprise an arrangement according to the invention where the arrangement comprises those parts that actively participate in order that it should be possible for the vehicle 1 to be displaced away from the vehicle or object with which it collides. Adaptations of the arrangement have been made in order to make it suitable for use on a vehicle.

The vehicle 1 comprises an extended rigid construction 3, a bumper, a bumper beam, connected to or constituting a part of the front section 1a of the vehicle. The bumper beam 3 is in its normal position essentially transverse to the longitudinal axis X of the vehicle and is arranged along the front section 3a of the vehicle. The bumper beam 3 is divided into a front part 3.1 and a rear part 3.2. The front part 3.1 and the rear part 3.2 can be displaced relative to each other. The displacement takes place principally in a horizontal plane in the longitudinal direction of the parts, in the form of a mutual displacement of position, see Figure 6. An arrangement 4 is located between the front part 3.1 and the rear part 3.2 that provides a glide plane 5 and that makes gliding of the front part 3.1 relative to the rear part 3.2, or vice versa, possible. This arrangement comprises parts, for example balls 6 or rollers 7, see Figures 3 and 4, that interact in a bearing construction and that make the gliding possible. The balls 6 or the rollers 7 are located in a limited space 8 of a certain shape, between the front part 3.1 and the rear part 3.2 of the bumper. The rear surface 3.1a of the front part of the bumper and the front surface 3.2a of the rear part limit the space 8.

Guiding devices 9 are arranged at, or constitute parts of, the upper surface 3a and the lower surface 3b of the bumper beam, as is illustrated schematically in Figures 3 and 4. The guiding device 9 constitutes a part of the construction that keeps the bumper beam 3 together and controls the mutual motion between the front part 3.1 of the bumper beam and its rear part 3.2 such that the gliding principally takes place in a horizontal plane in a direction that coincides with the longitudinal axis Y of the parts.

The front part 3.1 of the bumper beam is so constructed that it has a high friction in a longitudinal section 3.1 b of its front surface. This section 3.1 b may be in portions, divided such that it covers parts of the bumper beam 3, such that friction is obtained where the risk of collision is high. The front part 3.1 may be constructed from, or provided with a covering of, a material with a high friction. The material may itself offer high friction or the front part may have received surface treatment such that high friction is obtained.

A bumper beam 3 of this type may be located also at the rear section 3b of the vehicle. The description is in this case to be read such that the rear section constitutes the front section, and reversing of the vehicle, which involves travel backwards, corresponds to the forwards direction since it is in this direction that the vehicle is travelling.

This design of the bumper beam 3 that has been described results in a glide plane 5 between the front part 3.1 of the bumper beam and its rear part 3.2. The design functions in the manner that when the vehicle 1 collides with another vehicle or object 2, that is either head-on or located partially to the side, the front part 3.1 of the bumper beam 3 will, as a result of its contact with the other vehicle or object 2, and as a result of the high friction between the front part 3.1 and the other vehicle or object 2, make contact with and be held in contact with the meeting vehicle or object 2.

Two vehicles that collide normally make partially oblique contact, which results in components of the force that are not directly opposite, but that act obliquely in a somewhat forwards direction on each vehicle. A vehicle front is seldom totally rigid, and this results in the bumper 3, in the event that the vehicle 1 collides slightly obliquely, being somewhat obliquely located in a horizontal plane relative to the normal, unaffected, location of the longitudinal axis of the bumper.

The vehicle 1 , including the rear part 3.2 of the bumper beam, will then be displaced in a sideways direction, it will glide, relative to the front part 3.2, which is in contact with and interacts with the meeting vehicle or object 2, see Figure 6. A further displacement of at least the first vehicle 1 will take place in a direction such that the vehicles 1 and 2, or the vehicle 1 and the object 2, are displaced away from each other. The force, the kinetic energy, of vehicle 1 can in this way continue to be used for displacement of the vehicle 1. The force will not be stored in the vehicle 1 and/or the meeting vehicle or object 2 through deformation.

In order to further ensure oblique contact between the vehicle 1 and the meeting vehicle or object 2, the vehicle 1 may comprise an arrangement 10 at the front section of the vehicle, behind the bumper beam 3 directed towards the vehicle 1 , that ensures that the bumper 3, the location of the longitudinal axis Z of the bumper will after a collision be located obliquely in a horizontal plane relative to the normal unaffected location of the longitudinal axis Y of the bumper such that the function of the glide plane 5 can be exploited, that the gliding motion can be controlled and a direction of glide can be obtained. See the angle denoted by α in Figure 6.

The arrangement 10 comprises a zone 11 that is arranged to be partially deformed. The bumper beam 3 will in this way be located obliquely in such a direction that the first vehicle 1 will glide against the second vehicle or object 2 in a direction obliquely forwards, away from the second vehicle or object, shown by an arrow in Figure 6.

The zone of deformation 11 comprises a rigid part 12, whose shape may be changed to a limited degree, on one side of the central longitudinal axis X of the vehicle. This rigid part 12 is not to have its shape deformed during a collision. It is assumed that the vehicle 1 is travelling along a roadway, a road, in one lane and to have meeting traffic that is travelling parallel to the vehicle 1 on the left side of the vehicle, in a second lane. The rigid part 12 is arranged on the right side A of the vehicle 1 , on that side that is facing away from the meeting traffic, facing towards a shoulder or similar side of the roadway. The design will be the mirror image of this when driving takes place on the left side of the road. The rigid part 12 comprises a rigid beam 13 whose shape is not liable to change, with one end 13b attached to the vehicle 1 and with its other end 13a is jointed attached to the bumper beam 3. The rigid beam 13 is attached to the frame member 14 of the vehicle, since this is a stable part of the vehicle 1. The rigid beam 13 may be attached at an angle, to form an angle in the direction towards a soft part 13 of the deformation zone 11 , possibly as large as 30° in a horizontal plane relative to the normal unaffected location of the longitudinal axis X of the vehicle. See the angle denoted by β in Figure 1. During a collision that is more or less directed from the left side B of the vehicle shown in Figure 1 obliquely from the front, the rigid part 12 will be pressed towards the right and the front part 13a of the rigid beam will in this case be turned relative to the frame member 14 and press the bumper beam 3 forwards, whereby the oblique location of the bumper beam 3 will further increase.

The deformation zone 11 comprises also the soft part 15, the shape of which can be changed, arranged on the other side of the central longitudinal axis X of the vehicle. This soft part 15 is to have its shape changed during a collision and it is to ensure oblique location of the bumper beam 3. The soft part 15 is arranged on the left side B of the vehicle 1 , on that side that is directed towards meeting traffic, towards the lane that is arranged parallel. The design will be the mirror image of this when driving takes place on the left side of the road.

The soft part 15 is obtained in that a bumper 16 whose shape can be changed is attached to the vehicle 1 at its one end 16b and attached to the bumper beam 3 at its other end 16a. The beam whose shape may be changed comprises at least one region that, when the beam is subjected to a force, is exposed to collisional forces, will have its shape changed, it may for example be broken, fractured, set at an angle or compressed, and where also the deformation zone 11 will in this case have its shape changed. The bumper 3 and the deformation zone 11 will be pressed in towards the vehicle 1 at the soft part 15.

The colliding part, the front section 3a of the vehicle, the bumper 3 and the deformation zone 11 , is deformed and placed obliquely during a collision. The directed force that remains after a certain use of force for the deformation of the deformation zone 11 results in gliding between the two colliding objects 1 and 2, in a guided direction such that the objects are displaced away from each other. Gliding will take place also during a frontal collision if the vehicle 1 is provided with the deformation zone 11 described above, since the collision forces will be managed differently in different parts of the deformation zone 11 , and result in the oblique placement of the bumper beam 3 and its directing of the remaining force. The vehicle 1 may also be adapted such that it becomes less dependent on which side of the vehicle the collision takes place. The rigid part 12 of the deformation zone 11 can be arranged relatively central on the vehicle 1 with a soft part 16 on each side of it, such that the front 3a of the vehicle and its bumper 3 can be placed obliquely, set at an angle, on an arbitrary side of the central line X of the vehicle, depending on which side of the vehicle the collision takes place.

One part of the force is managed, absorbed, in a first stage, while the remaining force is managed during a longer time period or is further distributed. One part of the force is stored in the vehicle 1 during deformation of the deformation zone 11 , but a major part of the force will not be stored by the vehicle 1 or by the meeting vehicle or object 2, being instead used for the onwards displacement of the vehicle 1.

The vehicle 1 further comprises extra wheels 17 arranged at the relevant ordinary front wheels 18. The extra wheels 17 are to be activated during a collision and placed in contact with the ground such that continued use of the kinetic energy of the vehicle for continued motion is possible. The extra wheels 17 are arranged on the inside of the relevant ordinary wheels 18 since this is a protected location. The extra wheels 17 lift the vehicle 1 , the front 1a of the vehicle, such that the friction from the ordinary wheels 18 does not influence the avoiding manoeuvre of the vehicle 1 , the management of the force. It is appropriate that the extra wheels 17 are mounted freely on bearings with the aid of ball bearings such that they can be turned towards the direction of easiest travel, the direction that offers least resistance against the force that is attempting to displace the vehicle 1.

The extra wheels 17 also mean that if the displacement of the vehicle 1 is greater than expected, such that the ordinary wheels 18 are placed obliquely or in another manner become completely useless or it becomes impossible to control them, the function of the arrangement is not affected; it will be possible to displace the vehicle 1 as a result of the extra wheels 17 that descend when a collision takes place or has taken place.

The vehicle 1 comprises a wheel mounting 19 that makes it possible to attach each extra wheel 17, and that makes possible its displacement from an inactive position, in which the extra wheel 17 is located inside of the ordinary wheel 18, behind the engine (not shown in the drawings since this is not part of the innovative concept), to an active position, in which the extra wheel 17 is in contact with the ground. The vehicle 1 comprises also an activation arrangement 20 that activates displacement of the wheel mounting 19 and the extra wheel 17 in the event of a collision. The activation arrangement 20 reacts at a predetermined state of the management of collision forces in the vehicle 1. A force directed towards the vehicle 1 is recorded, and information is transferred to the activation arrangement 20, which ensures that the wheel mounting 19 is released, whereby the extra wheel 17 falls. The activation arrangement 20 may react directly when a force makes contact with the bumper 3 or on displacement of the bumper beam 3, demolition of the deformation zone 11 , or a change of shape of the beam 16 whose shape can change.

The activation arrangement 20 comprises a first strut 21 , a transfer construction 22 and a second strut 23. The second strut 23 constitutes also a part of the wheel mounting 19 and it is the length L of the strut that contributes to lifting the vehicle. The struts 21 and 23 are extended, and a motion activation of the first strut results in a motion activation of the second strut 23, by the wheel mounting 19. The first strut 21 is mounted between a part 24 that records and receives force and the transfer construction 22. The part 24 that records and receives force is in the embodiment shown constituted by the beam 16, the shape of which can be changed. It is also possible that it be constituted by the bumper 3 or some other part of the deformation zone 11. The first strut 21 transfers information that a collision has take place, or it transfers a directly acting force, onwards to the transfer construction 22, which in turn transfers force to the second strut 23. The extra wheel 17 is fixed attached at the outermost part of the second strut 23, and when the second strut is activated by motion with the aid of the force, the outermost end 23a of the second strut 23 is displaced, and thus the wheel mounting 19 and the extra wheel 17 are displaced downwards towards the ground. The transfer construction 22 may be, for example, a jointed construction.

When the extra wheels 17 have descended, the ordinary wheels 18 are lifted by the complete front part 1a of the vehicle being lifted. The raising of the front 1a of the vehicle results in a displacement of the centre of gravity backwards in the vehicle, which facilitates steering the vehicle 1 away.

Guiding the kinetic energy in a direction in which free space is available for continued motion, to the side, makes it possible to use the energy for continued motion instead of managing the full kinetic energy of the vehicle and the major deformations of the vehicle body and probable personal injury that follow. This means that the energy that is used for demolishing vehicles and injuring people is limited. The positive effects of the collision protection are, naturally, greater if both vehicles 1 and 2, or the vehicle 1 and the object 2, are provided with a collision protection arrangement with parts and fittings according to those that have been described above.

The design has been described above based on its being located at the front 1a of a vehicle and based on a bumper beam 3. A strip with a design that is equivalent to that of the bumper beam, see Figures 3 and 4, located at another position on a vehicle acts in a similar manner if suitable and necessary adjustments of the vehicle are carried out. Such a strip may prevent parking damage that arises when vehicles approach too closely to each other. The strip may be self-adhesive, and it may have the appearance of a decorative strip.

The design of the bumper beam can be used in different types of construction in fixed arrangements that are present in locations where vehicles are present, such as pillars, passenger refuge islands, central barriers, etc.

It is clear that the rear part 1b of the vehicle may be provided with the same equipment. A bumper beam, and sliding beam package or a strip can be mounted on the existing mountings of the vehicle for a towing bar, and can be sold as supplementary collision protection accessories.

This description is not to be regarded as a limitation: it is to be interpreted as a guide for full understanding of the innovative concept. Modifications, design and adaptation of fittings, can, naturally, be carried out without deviating from the innovative concept.

Claims

1. A method for managing the force that arises during a collision between a vehicle (1 ) and a second vehicle (2), or between a vehicle (1 ) and an object (2), c h a r a c t e r i s e d i n that the vehicle (1 ) is caused to glide against the second vehicle or the object (2) in a direction away from the second vehicle or the object (2) such that at least parts of the force are used for continued motion of the vehicle (1 ).

2. Method according to claim 1 in which the front (1a, 3) of the vehicle is placed obliquely in a horizontal plane relative to the normal, unaffected extent of the front (Y) of the vehicle, in order to obtain control or direction to the glide.

3. An arrangement for managing the force that arises during a collision between a vehicle (1 ) and a second vehicle (2), or between a vehicle (1 ) and an object (2), c h a r a c t e r i s e d b y a construction (3) that makes possible gliding of the vehicle (1 ) against the second vehicle or the object (2) in a direction away from the second vehicle or the object (2) such that at least parts of the force are used for continued motion of the vehicle (1).

4. Arrangement according to claim 3 in which the construction (3) comprises two parts (3.1 , 3.2) that have a glide plane (5) between them.

5. Arrangement according to claim 4 in which the two parts (3.1 , 3.2) between them comprise parts (6, 7) that can be rolled.

6. Arrangement according to claim 4 or 5 in which the construction (3) comprises a rear part (3.2) that interacts with the vehicle (1 ) and a front part (3.1 ) that interacts with the second vehicle or the object (2).

7. Arrangement according to any one of claims 3-6 comprising an arrangement (10) that makes possible oblique location of the construction (3) and that in this way makes control or direction to the glide possible.

8. Arrangement according to claim 7 in which the arrangement (10) comprises a deformation zone (11 ) that is partially deformed such that the construction (3) is placed obliquely in a horizontal plane relative to the normal unaffected longitudinal extent (Y) of the construction (3).

9. Arrangement according to claim 8 in which the deformation zone (11 ) comprises a rigid part (12) whose shape can be changed to a limited extent, and a soft part (15) whose shape can be changed, where the shape of the soft part (15) is to change and in this way produce the oblique location of the construction (3).

10. A vehicle for managing the force that arises during a collision between a vehicle (1 ) and a second vehicle (2), or between a vehicle (1 ) and an object (2), c h a r a c t e r i s e d b y a bumper beam (3) that makes possible a gliding of the vehicle (1 ) against the second vehicle or the object (2) in a direction away from the second vehicle or the object (2) such that at least parts of the force can be used for continued motion of the vehicle (1 ).

11. Vehicle according to claim 10 in which the bumper beam (3) comprises two parts (3.1 , 3.2) that have a glide plane (5) between them.

12. Vehicle according to claim 1 1 in which the two parts (3.1 , 3.2) between them comprise parts (6, 7) that can be rolled.

13. Vehicle according to claim 11 or 12 in which the bumper beam (3) comprises a rear part (3.2) that interacts with the vehicle (1 ) and a front part (3.1 ) that interacts with the second vehicle or the object (2).

14. Vehicle according to any one of claims 10-13 comprising an arrangement (10) that makes possible oblique location of the bumper beam (3) relative to the normal, unaffected longitudinal extent (Y) of the beam (3), and that in this way makes control or direction to the glide possible.

15. Vehicle according to claim 14 in which the arrangement (10) comprises a deformation zone (11 ) that is partially deformed such that the bumper beam (3) is located obliquely.

16. Vehicle according to claim 15 in which the deformation zone (11 ) comprises a rigid part (12), whose shape can be changed to a limited extent, and a soft part (15), whose shape can be changed, where the shape of the soft part (15) is changed and produces the oblique position of the bumper beam (3).

17. Vehicle according to claim 16 in which the rigid part (12) comprises a rigid beam (13) whose shape does not change and that is attached at one end (13b) to the vehicle (1 ) and that is attached at its other end (13a) to the bumper beam (3).

18. Vehicle according to claim 16 or 17 in which the soft part (15) comprises a beam (16) whose shape can be changed that is attached at one end (16b) to the vehicle (1 ) and attached at its other end (16a) to the bumper beam (3).

19. Vehicle according to any one of claims 10-18 comprising an extra wheel (17) that in the event of a collision is placed in contact with the ground such that continued motion of the vehicle (1 ) is possible.

20. Vehicle according to claim 19 in which the extra wheels (17) lift the front part (1a) of the vehicle such that the ordinary front wheels (18) are lifted.

21. Vehicle according to claim 20 comprising an activation arrangement (19) that activates displacement of the extra wheel (17) from an inactive position to an active position in contact with the ground.