Safety device for a vehicle

Abstract

Safety device for a vehicle, in particular motor vehicle, comprising a steering gear (3), and a load path extension element (4, 5) which is configured to absorb an impact force resulting from a frontal impact of the vehicle on an obstacle (10) with a lateral overlap of the vehicle with the obstacle (10) within a predetermined area with respect to one vehicle width, wherein the impact force is transmitted by the load path extension element (4, 5) at least partially transversely to a longitudinal direction (X) of the vehicle towards a lateral outer edge of the vehicle located away from the obstacle (10) to the steering gear (3), characterized by that the load path extension element (4, 5) is connected to the steering gear (3) in such a way that an impact force absorbed by the load path extension element (4, 5) in the frontal impact with lateral overlap is directed in a direction transverse to the longitudinal direction of the vehicle onto the steering gear (3) in such a way that the steering gear (3) is thereby displaced in the direction of the lateral outer edge of the vehicle located furthest from the obstacle (10).

Description

[0001] The present invention relates to a safety device for a vehicle, in particular for a motor vehicle, according to the preamble of claim 1, and to a vehicle, in particular a motor vehicle, which has the safety device according to the invention.

[0002] Motor vehicles typically have impact protection elements which, in the event of a frontal collision with an obstacle or another vehicle in a central area of ​​the front of the vehicle, direct an impact force via a defined load path to high-strength support components such as an axle carrier, an engine carrier, a sill or a central tunnel of the vehicle in order to convert at least part of the impact energy or kinetic energy of the vehicle into deformation energy.

[0003] In the event of a frontal collision or frontal impact of the vehicle with an obstacle such as a tree, a lamppost or another vehicle, where there is only a very small lateral overlap of the front of the vehicle with the obstacle, the impact energy at higher speeds can be directed, for example, via a crash box arranged in the wheel arch, which is designed to deform even at low impact speeds, to a longitudinal member such as a sill of the vehicle body.

[0004] However, if the lateral overlap of the vehicle with the obstacle corresponds to approximately 25% of the vehicle's width, load paths are usually not provided in the vehicle to direct the impact force to high-strength structural components, so that, for example, the front wheels, which have hard rims, can penetrate the bulkhead separating the engine compartment and the passenger compartment into the footwell due to the impact energy partially transferred to them, potentially causing serious injuries to the vehicle occupants.

[0005] Fig. Figure 1 shows a schematic view of the underside of a conventionally designed front end in conjunction with an obstacle. As in Fig. Shown in 1, for example, is an axle carrier, in particular a front axle carrier 200, of which in Fig. 1 only a section is shown and which is connected in a front section 100 of a vehicle to a body and, if applicable, to a wheel arch 500 of the vehicle by means of fastening means such as screws 400, is arranged such that it is offset in the transverse direction Y of the vehicle relative to an obstacle 10. Therefore, the front axle carrier 200 and the in Fig. 1. The center tunnel support (not shown) absorbs little or no impact energy in the event of a frontal collision with the obstacle 10, with a lateral overlap of approximately 25% between the obstacle 10 and the vehicle relative to the vehicle's width. The bumper (not shown) and wheel arch 500 (not shown) are not typically designed to dissipate impact energy sufficiently at higher speeds, with the result that a front wheel (not shown) may intrude into the vehicle's footwell (not shown).

[0006] The generic patent DE 10 2006 028 756 A1 discloses and describes an impact safety structure for the front end of a motor vehicle, comprising a front crossmember supported by two longitudinal members and connected at its lateral ends to node stiffening elements. These elements are shaped such that a frontal collision with only lateral overlap acting upon such a node stiffening element introduces a diagonal force into the front end structure, directed obliquely towards the side of the vehicle facing away from the collision. The front end structure also includes a rear crossmember connecting the longitudinal members. A steering gear is attached to the front of this rear crossmember by means of inner mounting lugs, and is further secured to the respective node stiffening element by means of outer mounting lugs.On the back of the rear cross member, a triangular plate is provided on each side, which is connected to the rear cross member and the respective longitudinal member.

[0007] DE 10 2011 121 038 A1 discloses and describes a protective device for a passenger vehicle, comprising a support element (36) arranged in front of a tie rod of the wheel suspension of a steered front wheel. In a frontal collision with only slight lateral overlap, this support element is pressed against the tie rod, deforming it in such a way that the front wheel on the collision side is rotated inwards with its front side facing inwards. This is intended to position the rear of the front wheel in front of the side sill and prevent the rear of the front wheel from intruding into the footwell of the vehicle.

[0008] US 5 482 322 A also discloses such a device which, in the event of a full-surface frontal impact with an obstacle, turns both front wheels with their respective front sides facing inwards.

[0009] It is an object of the invention to provide a safety device for a vehicle with which vehicle occupants can be better protected from injury in the event of a frontal impact of a vehicle on an obstacle with lateral overlap of the vehicle and the obstacle.

[0010] This problem is solved by a safety device for a vehicle according to claim 1 and by a vehicle according to claim 9.

[0011] A safety device for a vehicle, in particular a motor vehicle, comprises a steering gear and a load path extension element, which is designed to absorb an impact force resulting from a frontal collision of the vehicle with an obstacle with a lateral overlap of the vehicle with the obstacle within a predetermined area with respect to one vehicle width, wherein the impact force is transmitted by the load path extension element at least partially transversely to a longitudinal direction of the vehicle in the direction of a lateral outer edge of the vehicle located away from the obstacle to the steering gear.According to the invention, the load path extension element is connected to the steering gear in such a way that an impact force absorbed by the load path extension element during a frontal impact with lateral overlap is directed towards the steering gear in a direction transverse to the longitudinal direction of the vehicle, such that the steering gear is thereby displaced in the direction of the outer lateral edge of the vehicle furthest from the obstacle.

[0012] The specified area of ​​lateral overlap can encompass a range between a first value, which corresponds to 25% of the vehicle's width plus 20 mm measured from a lateral outer edge of the vehicle close to the obstacle, and a second value, which corresponds to 25% of the vehicle's width minus 20 mm measured from the lateral outer edge of the vehicle close to the obstacle.

[0013] The impact force absorbed during a frontal collision with lateral overlap is at least partially transferred to the steering gear in a direction transverse to the vehicle's longitudinal axis. This transfer shifts the steering gear, in particular, towards the outer edge of the vehicle furthest from the obstacle. This displacement of the steering gear also shifts the tie rod(s) connected to it towards the outer edge of the vehicle furthest from the obstacle, causing the vehicle's front wheels to veer away from the obstacle.

[0014] Thus, by providing the safety device in a vehicle, in the event of a frontal collision with low lateral overlap, the vehicle is automatically moved away from the obstacle, thereby reducing the kinetic energy of the vehicle from the impact to a lesser extent than in a vehicle that is not equipped with the safety device, and thus reducing the impact energy absorbed by the vehicle.

[0015] By reducing the impact energy absorbed by the vehicle and by causing the vehicle to slide past the obstacle through automatic steering, the risk of injury to vehicle occupants can be reduced.

[0016] Preferably, the load path extension element is connected to the steering gear via a pressure strut which extends obliquely to the longitudinal direction of the vehicle, and via which the impact force is at least partially transferred from the load path extension element to the steering gear.

[0017] The safety device may further comprise an axle carrier, in particular a front axle carrier, wherein the load path extension element is connected to a first section of the axle carrier and is configured to direct the impact force at least partially transversely to the longitudinal direction of the vehicle into the axle carrier. The load path extension element may have a section that projects transversely to the longitudinal direction of the vehicle relative to the axle carrier in the direction of a lateral outer edge of the vehicle that is close to the obstacle.

[0018] In this design, impact forces, which in the case of a conventionally designed front end of a vehicle act almost unhindered on the front wall in the event of a frontal impact with low lateral overlap, can be introduced into the high-strength axle carrier, in particular the front axle carrier, of the vehicle, whereby the impact energy or kinetic energy of the vehicle can be at least partially converted into deformation energy in the axle carrier.

[0019] Furthermore, the obstacle is supported by the axle carrier via the load path extension element, whereby the force transmitted to the axle carrier in the transverse direction of the vehicle additionally moves the vehicle away from the obstacle, allowing the vehicle to slide past the obstacle.

[0020] According to one embodiment, the load path extension element and the axle carrier are formed from a single piece.

[0021] Furthermore, the safety device may also include a transverse profile which, when used as intended, extends transversely to the longitudinal direction of the vehicle and has a first end which is connected to the first section of the axle carrier and a second end which is connected to a second section of the axle carrier which is arranged along a transverse direction of the vehicle spaced apart from the first section of the axle carrier.

[0022] The axle carrier, the load path extension element, and the cross-section can be formed from a single piece. Alternatively, the axle carrier, the load path extension element, and the cross-section can be formed as separate components, which are connected to each other using a suitable connection technique.

[0023] Preferably, the load path extension element is arranged such that it runs obliquely to the longitudinal direction of the vehicle.

[0024] A vehicle, in particular a motor vehicle, according to one embodiment comprises one of the safety devices described above.

[0025] In the following, an embodiment of a safety device according to the invention for a vehicle is described in more detail with reference to the accompanying drawings.

[0026] They show: Fig. 1. A schematic representation to illustrate the effects of a frontal impact of a conventionally designed front end on an obstacle with low lateral overlap of the front end with the obstacle. Fig. 2 a schematic front view of parts of a front section of a vehicle equipped with a safety device according to an embodiment of the invention, Fig. 3 a schematic detailed representation of the in Fig. 2 front end shown together with an obstacle, Fig. 4 A schematic representation to illustrate the effects of a frontal impact of the in Fig. 3. Front end of the vehicle shown, with slight lateral overlap of the front end with the obstacle, and Fig. 5. A schematic diagram to explain the functioning of the [device / system] in the Fig. 2 to 4 shown in the invention as a safety device in the event of a frontal impact with low lateral overlap.

[0027] Fig. Figure 2 shows a schematic front view of parts of the front end of a vehicle with a safety device according to one embodiment of the invention. The front end 1 has a wheel arch (not shown), an axle carrier, in particular a front axle carrier or vehicle subframe 2, a bumper (not shown), a left front wheel 11, a right front wheel 12 and corresponding shock absorbers.

[0028] The axle carrier 2, to which, for example, parts 19 of the vehicle's steering system, which further includes a steering rod 18, the engine carrier or similar components are attached, is fastened directly or indirectly to a body of the vehicle and, if necessary, to the wheel arch by means of screws not shown, via rubber bearings.

[0029] On the axle carrier 2, a first load path extension element 4 and a second load path extension element 5 are provided, which are designed to absorb an impact force occurring in a frontal collision of the vehicle with an obstacle with low lateral overlap of the vehicle with the obstacle and to direct it at least partially transversely to a longitudinal direction of the vehicle into the axle carrier 2.

[0030] The first load path extension element 4 extends from the axle carrier 2 obliquely forward in the longitudinal direction of the vehicle towards the front of the vehicle and a left lateral outer edge of the vehicle, while the second load path extension element 5 extends from the axle carrier 2 obliquely forward in the longitudinal direction of the vehicle towards the front of the vehicle and a right lateral outer edge of the vehicle. In other words, at least a respective section of the first load path extension element 4 and the second load path extension element 5 project in opposite directions along a transverse direction of the vehicle towards a respective lateral outer edge of the vehicle from the axle carrier 2.

[0031] The ends of the first load path extension element 4 and the second load path extension element 5 that are closer to the rear of the vehicle are connected by means of a cross-section 6 which extends transversely to the longitudinal direction of the vehicle or in the direction of the transverse direction of the vehicle.

[0032] Furthermore, the axle carrier 2 has two connection sections 17, which extend perpendicularly to a plane spanned by the longitudinal direction and the transverse direction of the vehicle, and serve to connect the engine carrier to the axle carrier 2.

[0033] At the in Fig. In the embodiment shown in Figure 2, the axle carrier 2, the first load path extension element 4, the second load path extension element 5, and the cross profile 6 are formed from a single piece. In other embodiments, the axle carrier 2, the first load path extension element 4, the second load path extension element 5, and the cross profile 6 can be designed as separate components that are firmly connected to each other, for example by means of screws or welding, or by positive locking between the individual components.

[0034] Fig. Figure 3 shows a schematic detail representation of the in Fig. 2 of the front section shown together with an obstacle. In the front section 1, a safety device for a vehicle, in particular a motor vehicle, is provided, which has a steering gear 3, the first load path extension element 4, the second load path extension element 5, and the cross profile 6.

[0035] The steering gear 3, together with the in Fig. The steering rod 18 shown in Figure 2 is used to transmit a steering movement performed by a user by means of a steering wheel of the vehicle (not shown) to a tie rod 19 or to two separate tie rods 19 of the steering system in such a way that the tie rod 19 or the two tie rods 19 are moved along the transverse direction of the vehicle in order to bring the front wheels 11, 12 into a position in which the vehicle travels in an arc to the left or to the right.

[0036] The first load path extension element 4 is rigidly connected to a first end of the steering gear 3 by means of a first compression strut 7. The first compression strut 7 extends from the first end of the steering gear 3 obliquely forwards to the longitudinal direction X of the vehicle in the direction of a first lateral outer edge of the vehicle, in this case the left outer edge, which is covered by the obstacle 10.

[0037] The second load path extension element 5 is rigidly connected to a second end of the steering gear 3 by means of a second compression strut 8. The second compression strut 8 extends from the second end of the steering gear 3 obliquely forwards in the longitudinal direction X of the vehicle towards a second lateral, in this case right, outer edge of the vehicle.

[0038] The first load path extension element 4, the second load path extension element 5, and the cross-section 6 can be integral components of the in Fig. 2 axle carrier 2 shown, of which in Fig. 3 only the connection sections 17 are shown, or are designed as separate components from the axle carrier 2, which are firmly connected to the axle carrier 2.

[0039] Furthermore, a motor mount, comprising a first section 13 extending in the longitudinal direction X of the vehicle and a second section 14 extending in the longitudinal direction X of the vehicle, and designed to support a drive motor (not shown), is arranged on the axle carrier 2. The motor mount 13, 14 also has mounting sections 15, 16, which are provided laterally to the first and second sections 13, 14, respectively. The mounting sections 15, 16 each have a through-hole through which a corresponding connecting section 17 of the axle carrier 2 passes in order to fasten the motor mount 13, 14 to the axle carrier 2.

[0040] At the in Fig. In the embodiment shown in Figure 3, the fastening sections 15 and 16 are provided on opposite sides of the first section 13 and the second section 14 of the engine mount. In another embodiment, not shown, the fastening sections 15 and 16 can be provided on opposite sides of the first section 13 and the second section 14 of the engine mount.

[0041] As through the in Fig. As indicated by arrow 30 in Figure 3, the vehicle, including the front section 1, moves towards the obstacle 10 in such a way that the front of the vehicle, viewed in the transverse direction Y, is partially laterally covered by the obstacle 10. This lateral overlap can, for example, be approximately 25% of the vehicle's width measured from its left outer edge.

[0042] The safety device according to the invention is designed to protect the vehicle occupants from injury in the event of a frontal collision of the vehicle with low lateral overlap between the obstacle 10 and the vehicle.

[0043] With regard to the Fig. 4 and Fig. Section 5 describes in more detail the structure and function of the safety device according to the invention.

[0044] As in Fig. Figure 4 shows that in a first frontal impact with minimal lateral overlap between the vehicle and the obstacle 10, a left-side section of the front section 1 of the vehicle impacts the obstacle 10. The resulting impact force, indicated by arrow 40, is at least partially transferred to one end of the first load path extension element 4, possibly via other vehicle components not shown.

[0045] The first load path extension element 4 is connected to the steering gear 3 in such a way that, in the event of the first frontal impact with a first, left-side lateral overlap of the vehicle, possibly including a lateral overlap of the first lateral outer edge of the vehicle, with the obstacle 10, a first impact force occurring in the first frontal impact is at least partially absorbed by the first load path extension element 4, and a part of the absorbed first impact force is transmitted by the first load path extension element 4 via the first compression strut 7 as indicated by the arrows 50 transversely to the longitudinal direction X of the vehicle or in the transverse direction Y of the vehicle to the steering gear 3.

[0046] Furthermore, as indicated by arrow 60, another portion of the initial impact force is transferred via the cross-section 6 and the connection section 17 to the mounting section 16 and thus to the second section 14 of the engine mount. The force acting on the cross-section 6 due to the initial frontal impact therefore causes the vehicle to deflect or move away from the obstacle 10, as indicated by arrow 31.

[0047] As in Fig. As shown in Figure 5, the portion of the impact force transmitted from the compression strut 7 to the steering gear 3 causes the steering gear 3 to be displaced along the vehicle's transverse direction Y towards the right lateral outer edge of the vehicle. This displacement of the steering gear 3 also displaces the tie rod 19 towards the right lateral outer edge of the vehicle, thereby bringing the front wheels 11, 12 into a position in which the vehicle, as indicated by arrow 32, travels in an arc to the right, i.e., away from the obstacle 10.

[0048] By partially transferring the initial impact force absorbed by the first load path extension element 4 to the cross-section 6 and the steering gear 3, the vehicle's movement is modified such that, depending on the vehicle's position in the X-direction, the different points of contact between the vehicle and the obstacle 10 during the first frontal impact essentially occur on a path defined in the Fig. Lines 3 to 5 of the depicted line 70 lie.

[0049] In other words, in the event of a first frontal impact, the vehicle equipped with the safety device according to the invention essentially glides past the obstacle 10 with the small initial lateral overlap, thereby preventing the left front wheel 11 from penetrating the front wall into the footwell and significantly reducing the forces acting on the vehicle occupants.

[0050] The functioning of the safety device according to the invention in a second frontal impact with low lateral overlap of the vehicle with an obstacle corresponding to obstacle 10, in which a right-side section of the front of the vehicle 1 impacts the obstacle, corresponds analogously to the functioning in the first frontal impact described above.

Claims

[1] Safety device for a vehicle, in particular a motor vehicle, comprising a steering gear (3), and a load path extension element (4, 5) which is configured to absorb an impact force resulting from a frontal impact of the vehicle on an obstacle (10) with a lateral overlap of the vehicle with the obstacle (10) within a predetermined area with respect to one vehicle width, wherein the impact force is transmitted by the load path extension element (4, 5) at least partially transversely to a longitudinal direction (X) of the vehicle towards a lateral outer edge of the vehicle located away from the obstacle (10) to the steering gear (3), characterized by , that the load path extension element (4, 5) is connected to the steering gear (3) in such a way that an impact force absorbed by the load path extension element (4, 5) in the frontal impact with lateral overlap is directed in a direction transverse to the longitudinal direction of the vehicle onto the steering gear (3) in such a way that the steering gear (3) is thereby displaced in the direction of the lateral outer edge of the vehicle located furthest from the obstacle (10). [2] Safety device according to claim 1, characterized by , that the load path extension element (4, 5) is connected to the steering gear (3) via a pressure strut (7, 8) which extends obliquely to the longitudinal direction (X) of the vehicle, and via which the impact force is at least partially transferred from the load path extension element (4, 5) to the steering gear (3). [3] Safety device according to claim 1 or 2, further comprising an axle carrier (2), characterized by, that the load path extension element (4, 5) is connected to a first section of the axle carrier (2) and is designed to direct the impact force at least partially transversely to the longitudinal direction (X) of the vehicle into the axle carrier (2). [4] Safety device according to claim 3, characterized by , that the load path extension element (4, 5) has a section which projects transversely to the longitudinal direction (X) of the vehicle relative to the axle carrier (2) in the direction of a lateral outer edge of the vehicle close to the obstacle (10). [5] Safety device according to one of claims 3 or 4, characterized by , that the load path extension element (4, 5) and the axle carrier (2) are formed from one piece. [6] Safety device according to any one of claims 3 to 5, characterized by, that the safety device further comprises a transverse profile (6) which extends transversely to the longitudinal direction (X) of the vehicle and has a first end which is connected to the first section of the axle carrier (2) and has a second end which is connected to a second section of the axle carrier (2) which is arranged along a transverse direction (Y) of the vehicle spaced apart from the first section of the axle carrier (2). [7] Safety device according to claim 6, characterized by , that the axle carrier (2), the load path extension element (4, 5), and the cross profile (6) are formed from one piece. [8] Safety device according to any one of claims 1 to 7, characterized by , that the load path extension element (4) runs obliquely to the vehicle longitudinal direction (X). [9] Vehicle, in particular motor vehicle, comprising a safety device according to any of the preceding claims.

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