vehicle body

Abstract

Vehicle body with a lateral frame structure (3) that defines an entry opening (1) for the vehicle occupant, which can be closed by means of a vehicle door (13), wherein at least one deformation element (15) is arranged between the vehicle door (13) and the frame structure (3) of the vehicle body, with which, in the event of a side collision, the vehicle door (13) is displaced in the transverse direction (y) of the vehicle by a lateral offset (&Dgr;y) is adjustable outwards and deformable by dissipating collision energy, wherein the deformation element (15) is a deformation airbag activatable by a gas generator (21), and wherein at least one head and / or side airbag (23, 25) is provided in the vehicle interior, which is deployable between a vehicle occupant and a side wall (17) delimiting the vehicle interior, characterized in that in a pre-crash phase the deformation airbag (15) is initially deployable between the vehicle door (13) and the frame structure (3), and in a further deployment sequence at the time of collision, the air / gas mixture can flow from the deformation airbag (15) into the head / side airbag (23, 25) by dissipating collision energy, for the deployment of the head / side airbag (23, 25).

Description

The invention relates to a vehicle body with a side frame structure for a vehicle door according to the preamble of claim 1 and according to the preamble of claim 4. The side structure of a vehicle body must be designed to be sufficiently rigid in order to counteract accident-related deformation into the vehicle interior in the event of a side collision. A vehicle body is known from DE 10 2008 039 514 A1 in which a lateral frame structure of the vehicle body limits entry openings for the vehicle occupant, which can be closed by means of vehicle doors. Generally, DE 10 2008 039 514 A1 discloses the ability to increase the component stiffness of hollow structural components in the event of a collision. For this purpose, the cavity of the respective structural component can be pressurized in the event of a collision. Similarly, DE 199 63 068 A1 discloses the ability to arrange an insert in a hollow structural component that can be pressurized and activated in the event of a collision. In general, a problem in a side collision is that, due to the vehicle's design, the available free deformation area on the side of the vehicle occupant facing the impact is small. Therefore, it is often difficult to design the vehicle to prevent the impacting object (vehicle, tree, etc.) from penetrating the door and thus avoid contact between the occupant and the door panel. To prevent this contact, head and side airbags are commonly used, which deploy between the vehicle occupant and the door panel. A generic device for side-impact protection is known from DE 10 2006 023 922 B4. An airbag safety device is known from DE 198 11 180 A1. The object of the invention is to provide a vehicle body designed with regard to occupant protection in the event of a side collision. The problem is solved by the features of claim 1 and claim 4. Preferred embodiments of the invention are disclosed in the dependent claims. The invention addresses the problem that in conventional vehicles, the available free deformation area between the door's interior trim and the vehicle occupant in the event of a side collision is limited. Against this background, at least one deformation element is arranged between the vehicle door and the frame structure of the vehicle body. In the event of a side collision, this deformation element allows the vehicle door to be shifted outwards by a lateral displacement in the vehicle's transverse direction. The deformation element is also deformable, thereby dissipating collision energy. Accordingly, the deformation element performs a dual function: both as an actuator for laterally displacing the vehicle door outwards and as an energy-absorbing element. Preferably, the deformation element can be expanded in volume upon activation due to an accident. This means that, during normal vehicle operation, the deformation element can be positioned in a space-saving manner in the area between the vehicle door and the body-side door frame. The deformation element is a deformation airbag that can be activated by a gas generator. Due to the lateral displacement of the vehicle door outwards caused by an accident, the available crumple zone in the area between the vehicle door and the body-side frame structure increases. The deformation element can preferably be provided in place of the door seal. In this case, the deformation element can, if necessary, take over the function of the door seal during normal operation. Even by increasing the crumple zone by just a few millimeters, occupant protection in the side area can be significantly improved. The use of the energy-absorbing deformation element can reduce both the intrusion velocity and the intrusion itself. To enhance occupant protection, at least one head and / or side airbag is provided in the vehicle interior. In common practice, this is typically located in the roof frame and / or in the area of ​​the vehicle pillar and deploys between the vehicle occupant and a side wall defining the vehicle interior in the event of a side collision. A key aspect of the invention is that the deformation element, i.e., the deformation airbag, extends in a tube-like shape and largely continuously around the vehicle's entry opening during normal operation, i.e., in its folded state. In this case, the deformation element can also function as a door seal during normal operation, thus eliminating the need for a conventional door seal, saving space. For example, the deformation element can be folded and housed within the door seal, the roof frame, and / or the door frame itself.If an imminent side collision is imminent (detected, for example, by pre-crash sensors), the deformation element between the door frame and the vehicle body is activated before the moment of impact. This allows the vehicle door to be moved outwards, parallel to the occupant, by a defined distance. As will be described later, the door hinges and the door lock are designed to allow parallel displacement outwards in the transverse direction of the vehicle, i.e., towards the other vehicle. This increases the clearance between the door panel and the driver's seat. The resulting deformation path provides greater protection. The vehicle door does not necessarily have to be displaced uniformly (i.e., parallel displacement) throughout its entire length.Instead, in various areas (for example, in the door sill), a localized lateral displacement in the door sill area can be achieved by activating the deformation element. In a preferred embodiment, a common gas generator can be assigned to the head and / or side airbag and the deformation airbag. Alternatively and / or additionally, the head and / or side airbag and the deformation airbag can be in flow communication with each other, optionally with the interposition of a flow guide element, such as a check valve. In this case, the following deployment sequence of the airbags is possible in the event of a side impact: In a pre-crash phase, the deformation airbag is initially deployed between the vehicle door and the body-side frame structure. Subsequently, at the moment of collision, the deformation airbag is pressurized, allowing the air / gas mixture to flow from the deformation airbag into the head / side airbag as the collision energy dissipates, thus causing the head / side airbag to deploy. The following describes specific designs of the hinge and locking areas of the vehicle door that, in the event of a side collision, allow for lateral displacement, particularly parallel to the side of the vehicle: The hinge area of ​​the vehicle door has at least one body-side joint component that is pivotally connected to a corresponding door-side joint component, forming a pivot axis around which the vehicle door can pivot. The body-side joint component is detachably connected to the vehicle body via a first release unit. In the event of a side collision, the first release unit can detach the body-side joint component from the vehicle body, thereby allowing the lateral displacement of the vehicle door, at least at the door hinge area, to be released. At the rearward section of the door locking mechanism, the vehicle door can be locked by a body-side locking element, i.e., a latch bolt. This body-side locking element can be detachably connected to the vehicle body via a second release unit. In the event of a side collision, this second release unit can disengage the body-side locking element, further facilitating lateral displacement of the vehicle door. The body-side hinge component and the body-side locking element can be moved outwards either linearly or pivotally. The first / second release unit can be implemented, for example, as a locking bolt that blocks lateral door movement during normal operation and is deactivated (i.e., released) in the event of a side collision. Releasing the locking bolt can be achieved electromechanically, for example, by appropriately controlling a pre-crash system, which may be part of a driver assistance system. As mentioned above, the body-side locking element or the body-side hinge component can be moved laterally in a linear motion. For this purpose, the body-side hinge component / locking element can each have a guide section that is laterally adjustable within a body-side bearing. The guide section can also have a lateral stop that limits the lateral movement outwards and prevents the vehicle door from completely detaching from the vehicle body. Alternatively, as mentioned above, the vehicle door can be laterally displaced in a pivoting motion. For this purpose, both the door-side and body-side hinge components of the door hinge have pivot arms. These pivot arms are connected to corresponding pivot points on the vehicle door and the vehicle body, forming a triple joint. Under normal operating conditions, the pivot arms are fixed to the vehicle body and the vehicle door by means of the first release mechanism. In contrast, in the event of a side collision, the pivot arms can pivot relative to the vehicle door and the vehicle body, forming a triple joint. In a specific technical implementation, the body-side locking element of the door lock, i.e., the locking bolt, can also be arranged to pivot laterally outwards. In this case, the locking element is normally fixed to the vehicle body by means of the second release unit and is only pivotable in the event of a side collision. The invention and its advantageous developments and enhancements, as well as their advantages, are explained in more detail below with reference to drawings. Figures 1a and 1b show views of the front half of a vehicle during normal driving; Figures 2a and 2b show views corresponding to Figures 1a and 1b in the event of a side collision; Figures 3a and 3b show enlarged sectional views of a deformation airbag during normal driving (Figure 3a) and in the event of a side collision (Figure 3b); Figures 4a to 5b show views corresponding to Figures 1a to 2b according to a second embodiment; Figure 6 shows an enlarged partial sectional view showing a flow connection between the deformation airbag and a head airbag; Figures 7a and 7b show sectional views of a door hinge during normal driving and in the event of a side collision; Figures 8a and 8b show views corresponding to Figures 7a and 7b according to a further embodiment. Figs. 9a and 9b are enlarged partial sectional views of the door locking mechanism during normal driving operation and in the event of a side collision; and Fig.Figures 10a and 10b are views corresponding to Figures 9a and 9b according to a further embodiment. Figures 1a and 1b show a rough schematic representation of the front half of a motor vehicle in normal driving operation, insofar as this is necessary for understanding the invention. Figure 1a shows an entry opening 1 for the vehicle occupant in the vehicle body, which is bounded by a frame structure 3. The frame structure 3 is formed by the A-pillar 5, the B-pillar 7, the upper roof frame 9, and the door sill 11. The entry opening 1 can be closed by means of a vehicle door 13 (Figure 1b). In Figure 1a, the entry opening 1 is surrounded by a door seal 15. The door seal 15 can, by way of example, be attached to the vehicle door 13. In normal driving operation according to Figures 1a and 1b, the space a indicated in Figure 1b is provided between the inner door panel 17 and the vehicle seat 19. As can be seen in Fig. 3a, the door seal 15 is an airbag that is folded in a roll-fold. The airbag 15 can be activated by a gas generator 21, which is positioned in the area of ​​the roof frame 9 in Fig. 3a and Fig. 3b by way of example. An impending side collision can be detected by means of a pre-crash sensor system (not shown). In the event of a side collision, the generator 21 is activated, causing the deformation airbag 15 to deploy, as shown in Fig. 3b. The deformation airbag 15 deploys with a lateral displacement Δy of the vehicle door 13 outwards in the transverse direction y of the vehicle. This increases the clearance a between the interior trim 17 and the vehicle seat 19. Airbags located on the seat can therefore be made larger due to the increased clearance a, thus providing a correspondingly greater level of protection. The airbag 15, shown in its deployed state in Figs. 2b and 3b, also acts as a deformation element that can be deformed at the moment of collision, thereby dissipating collision energy. In a particular embodiment, the deformation element can act as a door seal during normal driving, enclosing the entry opening in a frame-like manner, particularly in a closed manner. In the event of a side collision, the deformation element, with cross-sectional expansion, pushes the vehicle door outwards in the transverse direction of the vehicle. Figures 4a to 5b show a second embodiment in which a deformation element is also provided, enclosing the entry opening 1 in a frame-like manner. This element acts as a door seal during normal driving and, in the event of a side collision, as an actuating device that pushes the vehicle door outwards in the transverse direction of the vehicle, thereby expanding its cross-section. The deformation element also contributes to energy absorption in the event of a side collision. In contrast to the previous embodiment, Figures 5a and 5b also show a head airbag 23 and a side airbag 25 installed in the vehicle interior. During normal driving, the head airbag is integrated behind the headliner in the outer edge region of the vehicle roof, providing a sealed seal. The side airbag 25, like the head airbag, is also fluidically connected to the deformation airbag. In the illustrated embodiment, the deformation airbag 15 and the head airbag are in flow communication with each other at an overflow opening 27. A check valve element 29 is positioned in the overflow opening, as shown in Fig. 6, and is indicated in Fig. 6 only by a corresponding circuit symbol. The check valve element 29 allows only an overflow process from the deformation airbag 15 into the head airbag 23, while preventing backflow in the opposite direction. A common gas generator 21 is assigned to both airbags 15 and 23. This is in direct flow communication with the deformation airbag. With this configuration, the following deployment sequence is possible: in the pre-crash phase, the gas generator 21 is activated, causing the deformation airbag 15 to deploy, with a lateral displacement Δy of the vehicle door 13 outwards.In the further deployment sequence, the deployed deformation airbag 15 is subjected to the collision energy at the time of the collision, causing the air-gas mixture from the deformation airbag to flow into the head airbag 23 at the transfer opening 27 and to deploy it in order to provide occupant protection. Figures 7, 8, 9 to 10 below describe design solutions for the hinge section and the locking section of the vehicle door 13, which allow for lateral displacement y in the event of a side collision. Figure 7a shows a hinge section 31 of the vehicle door 13, in which the door hinge is schematically constructed with a door-side joint part 33 and a body-side joint part 35. The two joint parts 33, 35 can pivot about an approximately vertical door pivot axis. In Figures 7a and 7b, the body-side joint part 35 is extended in the transverse direction y towards the interior of the vehicle by a guide section 37, which terminates with a transverse stop 39. The guide section 37 is laterally displaceable within an indicated body-fixed component 41 (… on the A-pillar 5 of the vehicle body). In normal driving operation as shown in the figure.In figure 7a, the body-side joint part 35 is fixed in place by means of a locking bolt 43. The locking bolt 43 passes through the bearing 41 and projects into the guide section 37 of the body-side joint part 35. In the event of a side collision as shown in figure 7b, the locking bolt 43 can be released by a release unit (not shown), thereby allowing the lateral displacement Δy in the area of ​​the hinge section 31. The lateral displacement Δy is limited solely by the lateral stop 39 of the guide section 37. In an alternative embodiment, as shown in Fig. 8a or Fig. 8b, the door-side joint part 33 and the body-side joint part 35 can each have pivot arms 45, 47. These are articulated at pivot points 49, 51 on the A-pillar 5 and on the vehicle door 13. (The locking bolt 43 thus acts as a release unit, the activation of which releases the lateral displacement Δy.) In normal driving operation (Fig. 8a), the two pivot arms 45, 47 are fixedly attached to the vehicle door 13 and the A-pillar 5, respectively, by means of the release unit 43. In this case, the release unit 43 may have detachable screws that release from their anchorage in the event of a side collision, as shown in Fig. 8b. Consequently, the door hinge can pivot freely outwards in the transverse direction y of the vehicle, forming a triple joint. Figures 9a and 9b show a door lock positioned on the side of the vehicle door furthest from the hinge, i.e., at the B-pillar 7. The door lock 53 has a locking bolt 55 as a body-side locking element. The locking bolt is mounted to allow linear adjustment, analogous to the body-side pivot part 35 (see Figures 7a and 7b). Therefore, please refer to the descriptions in Figures 7a and 7b. In Figures 10a and 10b, the locking bolt 55 is pivotally connected to the B-pillar 7 at a pivot point 57. The locking bolt 55 is also fixedly coupled to the B-pillar 7 by means of a release unit 59. The release unit 59 can, for example, be a detachable screw that can be released in the event of a side collision, as shown in Figure 10b. With the release unit 59 released, the vehicle door can be pushed outwards in the transverse direction y without interference.

Claims

Vehicle body with a lateral frame structure (3) that defines an entry opening (1) for the vehicle occupant, which can be closed by means of a vehicle door (13), wherein at least one deformation element (15) is arranged between the vehicle door (13) and the frame structure (3) of the vehicle body, with which, in the event of a side collision, the vehicle door (13) can be adjusted outwards in the transverse direction (y) of the vehicle by a transverse offset (Δy) and can be deformed while dissipating collision energy, wherein the deformation element (15) is a deformation airbag that can be activated by a gas generator (21), and wherein at least one head and / or side airbag (23, 25) is provided in the vehicle interior, which can be deployed between a vehicle occupant and a side wall (17) defining the vehicle interior, characterized in that, in a pre-crash phase, the deformation airbag (15) is initially deployed between the vehicle door (13) and the frame structure (3) is deployable,and in a further deployment sequence at the time of collision, the air / gas mixture can flow from the deformation airbag (15) into the head / side airbag (23, 25) as collision energy is reduced, for the deployment of the head / side airbag (23, 25). Vehicle body according to claim 1, characterized in that the deformation element (15) can be enlarged in volume upon activation due to an accident. Vehicle body according to claim 1 or claim 2, characterized in that a common gas generator (21) is assigned to the head and / or side airbag (23, 25) and the deformation airbag (15), and / or that the head and / or side airbag (23, 25) and the deformation airbag (15) are in flow communication with each other, with the interposition of a flow guidance element (29). Vehicle body with a lateral frame structure (3) that defines an entry opening (1) for the vehicle occupant, which can be closed by means of a vehicle door (13), wherein at least one deformation element (15) is arranged between the vehicle door (13) and the frame structure (3) of the vehicle body, with which, in the event of a side collision, the vehicle door (13) is adjustable outwards in the transverse direction (y) of the vehicle by a lateral displacement (Δy) and is deformable while dissipating collision energy, wherein the vehicle door (13) is pivotable in a hinge section (31) via at least one door-side joint part (33), wherein the body-side joint part (35) is detachably connected to the vehicle body via a first release unit (43), wherein, in the event of a side collision, the release unit (43) releases the connection of the body-side joint part (35) to the vehicle body to allow the lateral displacement (Δy) of the vehicle door (13),characterized in that the door-side joint part (33) and the body-side joint part (35) each have pivot arms (45, 47) which are articulated to the door (13) and the body structure at pivot points (49, 51) forming a triple joint, and that in normal operation the pivot arms (45, 47) are fixed to the door (13) and to the vehicle body by means of the first release unit (43). Vehicle body according to one of the preceding claims, characterized in that the vehicle door (13) has a door locking section (53) on its side furthest from the hinge, in which the vehicle door (13) can be locked to a body-side locking element (55), and in which the body-side locking element (55) can be connected to the vehicle body in a way that allows it to be unlocked via a second release unit (59), wherein the second release unit (59) releases the connection of the body-side locking element (55) in the event of a side collision to allow the lateral displacement (Δy) of the vehicle door (13). Vehicle body according to one of claims 4 or 5, characterized in that the body-side joint part (35) and / or the body-side locking element (55) can be displaced outwards in a linear movement or in a pivoting movement in the transverse direction (y) of the vehicle when the connection is released from the first or second release unit (43, 59), and that the release unit (43) is a locking bolt which blocks the transverse displacement (Δy) in normal operation and is released in the event of a side collision. Vehicle body according to claim 6, characterized in that the body-side joint part (35) and / or the body-side locking element (55) have a guide section (37) which is laterally adjustable in a body-side bearing (41) and has a transverse stop (39) which limits the lateral displacement (Δy). Vehicle body according to claim 5, characterized in that the body-side locking element (55) is pivotably hinged outwards in the transverse direction (y) of the vehicle, and that in normal operation the locking element (55) is pivotally fixed to the vehicle body by means of the second release unit (59).

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