Deformation structure and motor vehicle having deformation structure

Abstract

The deformation structure according to the application, which can also be called an energy absorption structure, has at least a first layer and a second layer which are spaced apart from one another in the deformation direction or load direction and are arranged displaceably relative to one another. The first layer and the second layer have complementary projections and recesses which are designed in such a way that the projections of the first layer and the recesses of the second layer and the projections of the second layer and the recesses of the first layer can sink into one another. The first layer and the second layer are connected to one another by a deformation control device in such a way that, at high pulses in the deformation direction, the projections of the first layer sink into the recesses of the second layer and the projections of the second layer sink into the recesses of the first layer, so that the deformation of the deformation structure in the deformation direction takes place at a relatively low force level, and, at low pulses in the deformation direction, the projections of the first layer come onto the projections of the second layer, so that further deformation of the deformation structure in the deformation direction takes place at a relatively high force level or a greater force can be transmitted by the deformation structure. According to the application, the first layer and the second layer are composed of a plurality of individually manufactured and interconnected deformation basic elements.

Description

Technical Field

[0001] The present invention relates to a deformable structure, particularly for motor vehicles, such as passenger cars or trucks, which can deform in a pulse-related manner at different force levels, and to a motor vehicle having such a deformable structure disposed between body shell elements and body support elements. Background Technology

[0002] Known front-end motor vehicles, for example, have a bumper beam and bumper trim, the bumper beam being fastened to the front end of a longitudinal beam. To protect pedestrians, a soft, deformable foam is provided between the bumper trim and the bumper beam. This soft foam is designed for pedestrian protection, protecting pedestrians from direct impact with the vehicle's hard, rigid structure, such as the bumper beam, if necessary.

[0003] Furthermore, there is a need for vehicles to remain undamaged in a collision at very low speeds, up to, for example, 4 km / h, where pedestrian protection is less important at such low speeds. Therefore, the depth of intrusion into the other party should be as small as possible.

[0004] Furthermore, at slightly higher speeds where pedestrian protection is less critical, there is a need to minimize damage during a collision and ensure that structures such as the radiator in the area ahead of the vehicle are not damaged. This is useful because the structure in front of the bumper beam already has sufficient capacity to absorb collision energy. Therefore, the depth of penetration into the other vehicle should also be as small as possible.

[0005] The different requirements are partially contradictory to each other and require a relatively long vehicle protrusion at the front of the vehicle, which in turn requires greater weight and has an adverse effect on driving dynamics.

[0006] To address the resulting conflict of objectives, for example, DE 102010054641 A1 proposes a bumper arrangement including a crossbeam secured to the vehicle body via a collision box. A pedestrian protection element for soft impact is formed in front of the crossbeam along the direction of travel. Additionally, a deflectable energy-absorbing element is provided, deflectable in front of the pedestrian protection element and thereby enabling enhanced energy absorption during a collision, in which a higher collision energy absorption capacity of the vehicle's collision structure is required.

[0007] DE 102012112636 A1 also shows a bumper arrangement including a bumper beam and a pedestrian protection element, which can be switched from a rigid state to a relatively soft state for pedestrian protection by means of an actuator.

[0008] What is common to the bumper arrangement structures described in DE 102010054641 A1 and DE 102012112636 A1 is that a collision sensing mechanism or a pre-collision sensing mechanism is required, wherein the output signal of the sensing mechanism can switch between a hard, rigid state of the collision structure with high collision energy absorption capacity and a soft state of the collision structure with low collision energy absorption capacity that is beneficial to pedestrian protection.

[0009] Furthermore, a similar deformable structure is known from DE 102016204264 A1, which has at least a first layer and a second layer, the first and second layers being spaced apart from each other along the deformation direction or the load direction and disposed displaceably from each other. The first and second layers have complementary protrusions and recesses, configured such that the protrusions of the first layer and the recesses of the second layer, as well as the protrusions of the second layer and the recesses of the first layer, can sink into each other. The first and second layers are interconnected by deformable contact elements such that, during a high pulse along the deformation direction, the protrusions of the first layer sink into the recesses of the second layer, and the protrusions of the second layer sink into the recesses of the first layer, so that deformation of the deformable structure along the deformation direction occurs at a relatively low force level, and during a low pulse along the deformation direction, the protrusions of the first layer contact the protrusions of the second layer, so that further deformation of the deformable structure along the deformation direction occurs at a relatively high force level. Summary of the Invention

[0010] The objective of this invention is to provide a deformable structure for a motor vehicle and a motor vehicle having said deformable structure, wherein the deformable structure is relatively simple to manufacture and has a low cost.

[0011] This task is solved using a deformable structure. Furthermore, the task is solved using a pedestrian protection device.

[0012] The deformable structure according to the invention, also known as an energy-absorbing structure, has at least a first layer and a second layer, which are spaced apart from each other along the deformation direction or the load direction and are disposed in a manner that allows for relative displacement. The first and second layers have complementary protrusions and recesses, configured such that the protrusions of the first layer and the recesses of the second layer, as well as the protrusions of the second layer and the recesses of the first layer, can sink into each other. The first and second layers are interconnected by a deformation control device such that, during a high pulse along the deformation direction, the protrusions of the first layer sink into the recesses of the second layer, and the protrusions of the second layer sink into the recesses of the first layer, so that the deformation of the deformable structure along the deformation direction occurs at a relatively low force level, and during a low pulse along the deformation direction, the protrusions of the first layer contact the protrusions of the second layer, so that further deformation of the deformable structure along the deformation direction occurs at a relatively high force level or a larger force can be transmitted through the deformable structure. According to the invention, the first and second layers are composed of a plurality of separately manufactured and interconnected deformable basic elements.

[0013] The deformable structure depends on load conditions at different energy levels, i.e., it is deformable under impact pulses and thus has different stiffnesses. The "conversion" between two stiffnesses is performed automatically, independently of sensing mechanisms or actuators. This stiffness adjustment is caused by the defined geometrically complementary structure of the first and second layers and the connection of these layers via a deformation control device. At low pulses, the protrusions of opposing layers collide with each other. By constructing the deformable structure from multiple basic elements, it can be manufactured at low cost. In particular, the deformable structure can thus be constructed with more or fewer basic elements according to usage, i.e., different vehicle types with different sizes and masses, or different needs and different vehicle markets.

[0014] The preferred deformation basic elements are basically the same, especially consistent.

[0015] This enables the manufacture of deformable basic elements and thus deformable structures at a particularly low cost, because only one type of deformable basic element is required, from which multiple different deformable structures can be constructed.

[0016] The deformation control device, according to the present invention, is constructed or manufactured separately from the first and second layers and is detachably or inseparably connected to the first and second layers.

[0017] By separating the layers and the deformation control device, the deformable structure can be easily manufactured at low cost using manufacturing methods suitable for large production runs. Furthermore, the requirements for the deformation control device, which should control the deformation of the deformable structure, differ from those for the layers, which should be sufficiently rigid and robust, and, if necessary, especially at low pulses, adequately transmit force. This separate manufacturing allows for greater freedom of movement within the desired structure.

[0018] According to a preferred extension of the invention, each deformable basic element has a protrusion, particularly exactly one complete protrusion and / or a recess, particularly exactly one complete recess.

[0019] Especially when the basic elements of a deformable structure should be constructed identically or uniformly, this is the smallest possible unit of the basic elements. Using this smallest possible unit, the deformable structure can be adapted to the corresponding application as best as possible.

[0020] The deformable basic element preferably has a connecting device on each of its opposite ends for connecting to the corresponding other deformable basic element.

[0021] According to a particularly preferred embodiment of the present invention, the first layer comprises n deformable basic elements, and the second layer comprises n-1 deformable basic elements.

[0022] Especially under loads with small impact pulses, two adjacent layers are moved parallel to each other, i.e., laterally offset. This parallel movement results in the two adjacent layers no longer completely overlapping, and in particular, the deformable basic elements do not function under impact loads with low impact pulses. Therefore, weight and material can be saved by using a smaller number of deformable basic elements in the second layer without affecting the function of the deformable structure.

[0023] The deformable structure is particularly preferred to have exactly three overlapping layers.

[0024] Advantageously, the first layer comprises n deformable basic elements, the second layer comprises n-1 deformable basic elements, and the third layer comprises n-2 deformable basic elements.

[0025] Preferably, the materials of the deformable basic elements are interlocked, especially by bonding or welding.

[0026] The deformable basic elements can be additionally or alternatively connected to each other in a form-locking manner. The form-locking connection may be, for example, a clip connection. The form-locking connection may be configured as a tenon-groove joint.

[0027] Furthermore, the deformable elements can also be connected to each other by friction locking, for example by press fitting.

[0028] Advantageously, the deformable basic element can be manufactured by extrusion, especially from aluminum.

[0029] Extrusion is a very low-cost manufacturing method. The deformable basic element can be cut from a corresponding extruded profile to the desired length. Thus, the deformable basic element is an extruded profile. Furthermore, aluminum is lightweight and corrosion-resistant.

[0030] Alternatively, the deformable basic element can also be manufactured by deformation forming or by injection molding.

[0031] Alternatively, the deformable basic element can also be manufactured by additive manufacturing methods.

[0032] Furthermore, the deformable structure preferably has a deformation control device, which is formed or manufactured separately from the layer and is detachably or inseparably connected to the layer.

[0033] According to a preferred extension of the invention, the deformation control device is connected to the first layer and / or the second layer by means of a clip connection.

[0034] Clip-on connection is a form-locking connection with a resilient, side-concave engagement.

[0035] Therefore, the deformable structure can be easily manufactured by simply plugging the various components together.

[0036] Furthermore, the deformation control device can be bonded to the first layer and / or the second layer.

[0037] Furthermore, the deformation control device can be suitably pressed with the first layer and / or the second layer via press fit.

[0038] Furthermore, the deformation control device can be used for injection-molded parts, especially those made of plastic. Injection molding is a particularly advantageous manufacturing method when producing large quantities of parts.

[0039] Advantageously, the deformation control device may have multiple elastically deformable control tabs. These control tabs connect the layers to each other and, in particular, determine the distance between the layers in the initial position and, depending on the magnitude of the impact pulse, determine the kinematic or motion characteristics of the layers under load input along the impact direction.

[0040] The configuration of the elasticity of the control piece can, at least under certain conditions, achieve the reversibility of the deformation of the deformable structure.

[0041] According to a preferred extension, at least two deformation control devices are provided. These deformation control devices are advantageously located at opposite ends or end sections of the first and second layers and connected to both the first and second layers.

[0042] This allows for better control of the deformation of deformable structures under load.

[0043] The protrusions of the first layer and the protrusions of the second layer are configured to complement each other such that, during a low pulse along the deformation direction, form-locking occurs between the protrusions of the first layer and the protrusions of the second layer in the lateral direction, that is, in the direction transverse to the deformation direction, that is, in the direction substantially perpendicular to the deformation direction, at least in the lateral direction.

[0044] By forming a lock between the protrusions, the possibility that the first and second layers may further offset each other in the lateral direction, i.e., transverse to the deformation direction, i.e., parallel to the extension of the layers, is reduced, causing the protrusions of the two layers to disengage again, and thus the deformation of the deformable structure may undesirably occur at a low force level. Therefore, according to the invention, it is guaranteed that adjacent layers are reliably supported on opposing protrusions, and further deformation of the deformable structure occurs at a relatively high force level, or in other words, force transmission is possible at a relatively high force level. In other words, the opposing protrusions, or protrusions entering the opposing layers during impact, have complementary geometries that enable forming a lock between the opposing protrusions, especially in the lateral direction.

[0045] According to an extended embodiment of a modified structure according to the invention, the protrusion of the second layer or the protrusion of the first layer has a recess, which is adapted such that the protrusion of the first layer can be fitted into the recess (or if the recess is formed in the first layer, the protrusion of the second layer can be fitted into the recess), thereby at least in the lateral direction preventing, i.e. at least hindering or even preventing, the movement of the first and second layers relative to each other.

[0046] The recess enables form-locking between the opposing protrusions in a lateral direction. When an impact force acts along the impact direction of the deformable element, the protrusions in the recess, which are engaged with the opposing protrusions, cannot deviate laterally, because this requires overcoming the lateral edges of the recess, which is again difficult due to the acting impact force. The protrusions engaged with the recess collide with the corresponding edges of the recess during lateral movement.

[0047] According to another extension of the modified structure according to the invention, the protrusion of the second layer and / or the protrusion of the first layer have stepped portions, which are adapted such that the protrusion of the first layer (or the protrusion of the second layer if the stepped portion is formed on the first protrusion) can be engaged with the stepped portions such that movement of the first layer relative to the second layer is at least prevented, i.e. at least hindered or even prevented, in the lateral direction.

[0048] The stepped portion functions similarly to a recess, wherein the stepped portion prevents movement of adjacent layers in only one lateral direction (lateral direction), while the aforementioned recess can also prevent movement in another, especially opposite, lateral direction. The stepped portion can be configured sufficiently high to ensure that, in the event of a low-pulse collision, the corresponding protrusion engages with the stepped portion of the opposing protrusion.

[0049] It is also possible that the stepped portion and the recess on the protrusion are combined with each other to form a protrusion that includes a recess and additionally includes a stepped portion, the stepped portion being higher than the edge of the recess.

[0050] According to one extension scheme, the first and second layers can also be shifted parallel to each other in one direction via a deformation control device.

[0051] In particular, the deformation control device can be configured such that it is brittle and / or plastically fails under high impact pulses, and wherein the deformation control device is reversibly elastically deformable under low pulses. The deformation control device can have a control tab that acts kinematically similar to a hinge. The control tab can here induce a deflection movement between the first and second layers, wherein the first and second layers are parallel to each other and displaced along the deformation direction, i.e., towards each other.

[0052] Thus, the deflection motion of the first and second layers toward each other is possible and reliably acceptable, allowing for positions that enhance the stiffness of the first and second layers relative to each other.

[0053] During high impact pulses, the failure of the control tab prevents the first and second layers from deflecting relative to each other. Due to the failure of the control tab, the first and second layers shift towards each other only along the deformation direction with essentially no lateral displacement.

[0054] According to a preferred extension scheme of the deformable structure, the protrusion of the first layer and the recess of the second layer, as well as the recess of the first layer and the protrusion of the second layer, are arranged opposite to each other in the starting position of the deformable structure.

[0055] Thus, the deformable structure can deform along the deformation direction at a relatively low force level during low impact pulses.

[0056] According to a particularly preferred extension scheme, the first and second layers are each constructed in the form of wavy plates. The crests and troughs here form protrusions and recesses.

[0057] The protrusions and recesses (crests and troughs) can preferably have a trapezoidal structure.

[0058] Through this geometry, the protrusions and recesses of the opposing layers can be easily moved into each other.

[0059] The modified structure according to the present invention can have multiple layers, wherein two adjacent layers respectively form a first layer and a second layer. For example, the modified structure can have three, four, five, six or more layers.

[0060] In addition, it is preferred to form one or two external layers, namely outer layers or end layers, in a fixed position.

[0061] Preferably, the deformable structure has an odd number of adjacent layers, which are paired to correspond to the first layer and the second layer.

[0062] Thus, the two outermost layers can be fixed in position. Under the condition of a low pulse or low force, only the layer disposed between them shifts in the lateral direction.

[0063] The preferred deformable structure has exactly three layers.

[0064] This is the smallest unit, where the two outermost layers can be positioned in a fixed manner. In this case, only the middle layer undergoes parallel movement with respect to the two outermost layers under low pulse conditions; the middle layer could be, for example, the second layer.

[0065] Advantageously, the deformation control device is designed such that, at low impact pulses, adjacent layers can be displaced in opposite directions. The "displacement effect" here refers, for example, to the deflection movement of the layers in opposite directions.

[0066] This should result in uniform deformation of multi-layered deformable structures under low impact pulses.

[0067] The present invention also relates to motor vehicles having a modified structure according to the invention. The modified structure described herein is preferably disposed between a vehicle shell element and a body support element.

[0068] The deformable structure here is supported on the body support elements during the collision pulse.

[0069] The outer layer can be fixedly fastened to the vehicle body support element. The other outer layer can be fixedly supported in the same position. It is preferable to provide an odd number of layers, especially three layers.

[0070] Vehicle body components can be bumper trim pieces. Body support components can be bumper beams.

[0071] The pedestrian protection device according to the invention, having the aforementioned deformable structure, eliminates the need for collision sensing and transmission mechanisms, allowing for active locking or unlocking of the mechanical components when necessary, and thus enabling switching between structures exhibiting "soft" and "rigid" deformable characteristics as needed. The pedestrian device according to the invention, having the aforementioned deformable structure, automatically relies on the impact pulse, which in turn depends on the collision velocity of the vehicle. The deformation direction is particularly the collision direction and, in applications involving pedestrian protection in the head of a vehicle, is essentially the longitudinal direction of the vehicle.

[0072] However, in principle, the scope of protection of the deformable structure according to the present invention also extends to all other application areas in the field of motor vehicles or other technical fields, in which the deformable structure is required to be deformable depending on the load conditions at different load levels.

[0073] Therefore, at low impact pulses and thus low impact speeds of a motor vehicle, the opposing layers are deflected such that the protrusions of the opposing layers are opposite each other and supported on each other. The deformable structure is thus rigid. At high impact pulses and thus high impact speeds, the opposing layers are not deflected, allowing the opposing protrusions and recesses of the opposing layers to shift into each other. Thus, the deformable structure responds more gently over a longer deformation distance.

[0074] For example, in the event of a collision pulse up to the threshold speed of the vehicle, the deformable structure can respond more rigidly and deform under higher forces.

[0075] Thus, at low collision speeds, the collision load can be transferred to the vehicle body components behind it (at very low speeds) or to protect the components behind it through sufficient energy absorption via deformable structures (at slightly higher speeds, but below a threshold speed). In each case, this can reduce repair costs, especially at very low speeds—for example, at so-called parking brakes up to 4 km / h—perhaps limiting repair costs to, for example, paint damage.

[0076] The threshold speed can be, for example, 20 km / h or a similar value.

[0077] Furthermore, in a collision pulse originating from (including) the threshold speed of a motor vehicle, the deformable structure responds more gently and deforms with a smaller force. This is particularly advantageous in frontal collisions between pedestrians and motor vehicles starting from the threshold speed, as a smaller collision force is applied to the pedestrian.

[0078] The above-listed extensions of the present invention can be combined with each other arbitrarily, as long as it is possible and appropriate. Attached Figure Description

[0079] The attached diagram is briefly described below:

[0080] Figure 1 A schematic perspective view illustrates a modified structure according to an embodiment of the invention in the starting position;

[0081] Figure 2 The basic elements of the deformable structure according to the embodiments of the present invention are schematically shown in perspective view;

[0082] Figure 3 A schematic side view illustrates a modified structure according to an embodiment of the invention in the starting position;

[0083] Figure 4 A modified structure of a variant according to an embodiment of the invention is shown schematically in a side view at the starting position;

[0084] Figure 5 A schematic side view illustrates a modified structure of another variation of the embodiment of the invention in the starting position;

[0085] Figure 6 A schematic side view illustrates a modified structure according to an embodiment of the invention under a collision load with a low collision pulse;

[0086] Figure 7 The deformation structure according to the embodiment of the invention is schematically shown in a side view under a collision load with a high collision pulse during deformation.

[0087] Figure 8 The deformed structure according to the embodiment of the invention at the end of deformation is schematically shown in a side view under a collision load with a high collision pulse;

[0088] Figure 9 The deformation control device according to the embodiment of the present invention is illustrated schematically in perspective view. Detailed Implementation

[0089] Next, refer to Figures 1 to 9 The embodiments of the present invention are described below.

[0090] Figure 1 The perspective view shows a modified structure 1 according to the first embodiment of the invention in its initial position. This modified structure 1 replaces known pedestrian protection foam and is mounted on the front of a motor vehicle, particularly the front end of the vehicle's front end, before a bumper beam (not shown). Specifically, the modified structure 1 is disposed within the space between the vehicle body (not shown), i.e., the bumper trim and the bumper beam.

[0091] As in Figure 1 As shown, the deformable structure 1 has exactly three layers 3, 5, 3 arranged sequentially. The layers 3, 5, 3 are spaced apart from each other and are controlled by two deformation control devices 7 (only one in...). Figure 1 (As can be seen in the image) they are connected to each other on opposite sides of layers 3, 5, and 3.

[0092] exist Figure 9 In the diagram, the deformation control device 7 is shown separately from the layers 3, 5, 3. The deformation control device 7 is fixedly pressed to each layer 3, 5, 3 at multiple locations by clamps 75. Each deformation control device 7 has three control tabs 71 for each layer pair. The control tabs 71 are configured such that they act as hinges in a defined direction depending on the impact load or impact pulse. The control tabs 71 extend between two opposing fastening tabs 73. The control tab 71 between the uppermost layer 3 and the middle layer 5 is configured in the opposite direction to the control tab 71 between the middle layer 5 and the lowermost layer 3, so that its hinge action points in the opposite direction. Each fastening tab 73 is assigned to one of the layers 3, 5, 3. Three clamps 75 are provided on each fastening tab 73 for engaging with corresponding openings 37, 57 in the corresponding layer 3, 5, 3. The clamps 75 have resilient protrusions for acting on the openings from the rear. Each deformation control device 7 is made of plastic injection molded in one piece. The deformation control device 7 may also have more or fewer control tabs 71. This also depends in particular on the dimensions of the layers 3, 5, 3 or the deformation structure 1. More than three layers, preferably an odd number of layers, are also possible. The deformation control device correspondingly has a corresponding number of fastening tabs in this case. The hinge action of the control tabs in this case extends in opposite directions for each adjacent pair of layers.

[0093] exist Figure 2The image shows a deformable basic element 2. This deformable basic element 2 is an extruded profile made of aluminum. Multiple deformable basic elements 2 can be cut from the continuously extruded profile to desired lengths. Each deformable basic element 2 has a fully projecting portion 31, 51 and a fully recessed portion 32, 52. Furthermore, each deformable basic element 2 has a tenon 21 at one end, transverse to the extrusion direction. This tenon 21 can also be referred to as a connecting projecting portion. Additionally, each deformable basic element 2 has a groove 22 at the other end, transverse to the extrusion direction; this groove can also be referred to as a connecting groove. Each deformable basic element 2 can be connected to another deformable basic element 2 of the same construction via the groove 22 and the tenon 21 in a snap-fit ​​connection. Here, the connecting areas of two deformable basic elements 2 connected in this way, including the tenon 21 and the groove 22, also form projecting portions 31, 51 or recessed portions 32, 52. Multiple deformable basic elements 2 connected in this way form the aforementioned layers 3, 5. Such layers, comprising multiple deformable basic elements 2, are wavy, wherein the troughs (recesses) and crests (projecting portions) have substantially trapezoidal shapes. Using a unique type of deformable basic element 2, layers 3 and 5 with any number of protrusions and recesses can be formed. Thus, based on the unique type of deformable basic element 2, different deformable structures 1 can be constructed for different vehicle types and different requirements in different markets.

[0094] exist Figure 3 The side view of the deformable structure 1 is shown without showing the deformation control device 7, wherein the potential deformation direction D of the deformable structure 1 is in Figure 3 The deformation direction extends downwards and is indicated by arrow D. In this case, the deformation direction D is the longitudinal direction of the vehicle. The lateral direction in the drawing plane corresponds to the lateral direction of the vehicle. The deformation structure 1 has its deformation function along the deformation direction D. The layers 3, 5, and 3 have at least similar constructions. The first layer 3, starting from the top, consists of three deformation basic elements 2, each including alternating protrusions 31 and recesses 32. Furthermore, the second layer 5, starting from the top, consists of four deformation basic elements 2, each including alternating protrusions 51 and recesses 52. Connected to this second layer is another layer 3, which consists of five deformation basic elements, each including alternating protrusions 31 and recesses 32.

[0095] exist Figure 3 The deformed structure 1 shown in the figure is similar to that in the figure. Figure 1 The deformed structure 1 shown in the figure has the following differences, namely, in Figure 1 All layers 3, 5, and 3 have the same number of deformable basic elements 2. Figure 3 The deformed structure 1 shown is relative to the one in Figure 1The deformed structure 1 shown is improved in such a way that, Figure 3 The deformable structure 1 does not have a fundamentally ineffective deformable element 2.

[0096] exist Figure 4 The image shows a deformed structure 1, which is constructed in Figure 3 The diagram shows a variation of the deformable structure 1. The uppermost layer 3 consists of four deformable basic elements 2. The middle layer 5 consists of five deformable basic elements 2. The lowermost layer 3 consists of six deformable basic elements 2.

[0097] exist Figure 5 The image shows a deformed structure 1, which is constructed in Figure 3 Another variation of the deformable structure 1 shown is presented. The uppermost layer 3 consists of four deformable basic elements 2. The middle layer 5 consists of five deformable basic elements 2. The lowermost layer 3 consists of six deformable basic elements 2.

[0098] Next, refer to Figure 6 , 7 and 8 Figure 3 An example of deformable structure 1 illustrates its function under different collision load conditions. In a frontal collision between a motor vehicle and an object or person, the load, or at least a component of the collision load, acts on deformable structure 1 along the longitudinal direction of the vehicle, i.e., the deformation direction D. The foremost layer 3 (the uppermost layer in the figure) moves towards the middle layer 5 under the elastic deformation of the control tab 71. Furthermore, the middle layer 5 moves towards the rearmost layer 3 (the lowermost layer in the figure). In deformable structure 1... Figure 3 In the starting position shown, the protrusion 31 of layer 3 and the recess 52 of layer 5 are opposite each other. If layers 3 and 5 are not connected to each other by the control tab 71, adjacent layers 3 and 5 may move towards each other from this starting position with minimal resistance and into each other.

[0099] Figure 6 The diagram illustrates the collision load conditions under low collision pulses, such as those occurring at collision speeds of motor vehicles below a predetermined collision speed of 20 km / h, which are not particularly important for pedestrian protection. Figure 7 and 8 The diagram illustrates a collision load condition under a high or relatively high collision impulse, for example, occurring at a collision speed of 20 km / h or higher than a predetermined collision speed of the motor vehicle. The predetermined collision speed is specified herein only as an example and may have other values.

[0100] First refer to Figure 6Explain the function of the deformable structure 1 when a motor vehicle collides at a speed of less than 20 km / h.

[0101] The control tab 71 is configured and constructed such that, during the low impact pulse, adjacent layers 3 and 5 undergo a deflection motion relative to each other, while they are compressed towards each other. Because the lowermost layer 3 is fixed to the bumper beam and the uppermost layer 3 is also substantially fixed in position by the force during the impact, only the middle layer 5 can deflect and move parallel to each other along a predetermined direction P (i.e., a direction transverse to the impact direction or deformation direction) via the control tab 71. The control tab 71 here acts, for example, like a so-called thin-film hinge, which assists the deflection motion or defines the deflection trajectory. Using this deflection motion, adjacent layers 3 and 5 move parallel to each other in conjunction with the opposing motion. This occurs when the protrusion 31 of layer 3 reaches a position opposite to the protrusion 51 of layer 5, until the upper side or end side of the protrusion 31 of layer 3 contacts the upper side or end side of the protrusion 51 of layer 5 (in Figure 6 (as shown in the diagram). Here, the upper or end sides of the protrusions 31 and 51 can be designed to make further parallel movement of the layers 3 and 5 relative to each other difficult.

[0102] Therefore, under the condition of slow collision velocity and thus small collision pulse, the deformable structure 1 distributes the collision load according to the collision load level. Figure 6 The energy transmitted directly to the structure behind the vehicle, namely the bumper beam, or the layers 3, 5, 3 of the deformable structure 1, are prone to fracture failure after impact with the protrusions 31, 51, or / or failure by plastic deformation at higher load levels, such as at faster collision speeds. The deformable structure 1 is preferably designed so that it does not fail and thus maintains a small intrusion depth to the impacting object. The intrusion depth of the obstacle or oncoming vehicle is thus minimized by the small deformation of the deformable structure, and the so-called impact box can adequately absorb the collision energy, which is connected to the longitudinal beams (engine mounts) of the vehicle body via the bumper beam. Overall, the damage to the vehicle is kept sufficiently small.

[0103] In particular, the deformable structure 1 can be designed such that, at collision speeds, for example, below 4 km / h, the collision load can be transferred to the collision structure without failure of the deformable elements. That is, the control tab 71 only elastically deforms and the structure of layers 3 and 5 itself does not fail. This is advantageous when no repairable damage to the motor vehicle should occur during so-called parking braking or similar situations, and for example, it can affect the vehicle's insurance rating. During parking braking, the deformable structure 1 elastically returns to its initial position again by the elastic return force of the deformation control device 7. At collision speeds from 4 km / h up to approximately 20 km / h, the collision energy is so high that the collision box must absorb the collision energy through deformation, wherein the collision load is transferred to the collision structure 1 by the deformation of the control tab 7. Figure 3 The location shown (without further deformation as much as possible) is transmitted to the impact box via the bumper crossbeam. However, the damage to the front end of the vehicle can be kept relatively small overall due to the small intrusion depth mentioned.

[0104] Next, refer to Figure 7 and 8 Explain the function of the deformable structure 1 in a collision involving a motor vehicle at a speed equal to or greater than 20 km / h.

[0105] The control tab 71 is configured and constructed such that it fails or folds more or less during high impact pulses, thus preventing it from functioning as a hinge. The inertia of layers 3, 5, 3 is particularly large during high or even very high impact pulses, preventing the control tab 71 from inducing or assisting lateral displacement (parallel movement) of layers 3, 5, 3 relative to each other. Consequently, the protrusions 31 of layer 3 and the recesses 52 of layer 5, as well as the protrusions 51 of layer 5 and the recesses 32 of layer 3, move directly toward each other. During the further collision and deformation of deformable structure 1, the protrusions 31 of layer 3 move completely into the recesses 52 of layer 5. Similarly, the protrusions 51 of layer 5 move completely into the recesses 32 of layer 3. Because deformation of the structure of layers 3 or 5 is essentially unnecessary and only the control tab 71 deforms, the deformation of deformable structure 1—at least until… Figure 8 The state shown is performed at a relatively low force level.

[0106] This is advantageous because, starting at a collision speed of approximately 20 km / h, it is important that the front end of the vehicle in front, and especially the bumper trim combined with the deformable structure 1, react sufficiently gently at a low level of deformable force to protect the pedestrian. The front end thus acts gently, similarly to the arrangement of known pedestrian protection foams that replace the deformable structure according to the invention. Therefore, if the other party in the collision is a pedestrian, at speeds of approximately 20 km / h and higher, it is advantageous to apply a relatively small force to the pedestrian.

[0107] Therefore, the target conflict can be resolved in general by the deformable structure 1 according to the present invention. On the one hand, it can achieve a sufficiently large stiffness or a sufficiently large deformation force level of the deformable structure 1 at very low collision speeds where pedestrian protection is not important, or in other words, it can transfer a sufficiently large force to the structure behind it using the bumper beam in the collision box. On the other hand, it can ensure sufficient pedestrian protection at slightly higher collision speeds where pedestrian protection is important by using a low deformation force level.

Claims

1. A deformable structure (1), the deformable structure comprising at least a first layer (3) and a second layer (5), the first layer and the second layer being spaced apart from each other along the deformation direction and being disposed in a manner that allows for relative displacement, wherein, The first layer (3) and the second layer (5) have complementary protrusions and recesses, which are configured such that the protrusion (31) of the first layer (3) and the recess (52) of the second layer (5), and the protrusion (51) of the second layer (5) and the recess (32) of the first layer (3) can sink into each other. The first layer (3) and the second layer (5) are interconnected by a deformation control device (7) such that during a high pulse along the deformation direction, the protrusion of the first layer (3) The portion (31) sinks into the recess (52) of the second layer (5), and the protrusion (51) of the second layer (5) sinks into the recess (32) of the first layer (3), so that the deformation of the deformable structure (1) along the deformation direction is carried out at a low force level, and at a low pulse along the deformation direction, the protrusion (31) of the first layer (3) collides with the protrusion (51) of the second layer (5), so that the deformation of the deformable structure (1) along the deformation direction is carried out at a high force level. Its features are, The first layer (3) and the second layer (5) are composed of a plurality of separately manufactured and interconnected deformation basic elements (2). The deformation control device is connected to the first layer and / or the second layer by means of a clip connection, which is a form-locking connection with a side-concave engagement that has elastic rebound. The deformation control device (7) includes control tabs (71) and fastening tabs (73), each fastening tab (73) being disposed to one of the layers, and each fastening tab (73) having a clamp (75) for engaging with a corresponding opening in the layer to which it belongs. The control tabs (71) extend between two opposing fastening tabs (73). The deformation control device (7) is made of plastic injection molding in one piece.

2. The modified structure according to claim 1, wherein, The first layer (3) and the second layer (5) are composed of multiple identical deformable basic elements (2).

3. The deformed structure according to claim 1, wherein, Each deformable basic element (2) has a protrusion and / or a recess.

4. The deformed structure according to claim 1, wherein, The first layer includes n deformable basic elements (2), and the second layer includes n-1 deformable basic elements (2).

5. The deformed structure according to any one of claims 1 to 4, wherein, The deformable structure (1) has exactly three overlapping layers, wherein the first layer (3) includes n deformable basic elements (2), the second layer (5) includes n-1 deformable basic elements (2), and the third layer (3) includes n-2 deformable basic elements (2).

6. The modified structure according to any one of claims 1 to 4, wherein, Each of the aforementioned basic deformable elements (2) is interconnected by material locking and / or shape locking.

7. The modified structure according to any one of claims 1 to 4, wherein, Each of the deformable basic elements (2) is connected to each other by bonding or welding or / and by side-concave clip connection.

8. The modified structure according to any one of claims 1 to 4, wherein, The deformable basic element (2) is made by extrusion or by deformation molding or injection molding.

9. The modified structure according to claim 8, wherein, The deformable basic element (2) is made of aluminum by extrusion.

10. The modified structure according to any one of claims 1 to 4, wherein, The deformation control device (7) is constructed separately from the layer and is detachably or inseparably connected to the layer.

11. A motor vehicle having a modified structure (1) according to any one of claims 1 to 10, wherein, The deformable structure (1) is disposed between the vehicle shell element and the body support element.

12. The motor vehicle according to claim 11, wherein, The deformable structure (1) is set between the bumper trim and the bumper beam.

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