Arrangement, vehicle and method for diverting collision energy

Abstract

Disclosed is an arrangement (10) for a vehicle (100) comprising at least one longitudinal member (11) and at least one cross member (12), wherein the cross member (12) is attached at its end to the at least one longitudinal member (11), wherein the cross member (12) is connected to the longitudinal member (11) directly or via at least one absorber (13), wherein the cross member (12) has a coupling element (14) at each end, wherein at least one angle (16) is arranged on the at least one longitudinal member (11), wherein the at least one angle (16) is arranged on the longitudinal member (11) facing the coupling element (14), wherein in the event of a collision the cross member (12) pivots or is pivotable at its end about a vertical axis (H) with the coupling element (14) and is canted or can be canted with the angle (16) forming a sliding ramp (17). Furthermore, a vehicle (100) and a procedure (30) are disclosed.

Description

[0001] The invention relates to an arrangement for a vehicle comprising at least one longitudinal member and at least one cross member, wherein the cross member is attached at its end to the at least one longitudinal member, and wherein the cross member is connected to the longitudinal member directly or via at least one absorber. The invention further relates to a vehicle and a method.

[0002] In the so-called small-overlap test, a crash test is performed in which the vehicle impacts a pole with a 25% overlap of its front end. This prevents the primary load paths via the vehicle's longitudinal beams from being directly utilized. To minimize damage to the passenger compartment in such a crash test, measures to prevent the vehicle from sliding off the pole are employed. Typically, crossbeams attached to the front of the longitudinal beams are fitted as part of the vehicle's crash management system. However, the uncontrolled deformation of the crossbeam during the aforementioned crash test and the resulting unpredictable degree of vehicle sliding off the pole pose a problem.

[0003] DE 10 2013 019 522 A1 discloses a vehicle body with a cross member and at least one longitudinal member, for which means are provided to absorb collision energy in the event of a low-overlap collision. These means comprise a wedge-shaped component at one end of the cross member, which, in the event of a collision, is linearly pushed into the longitudinal member and locked to it in order to transfer the resulting forces to the longitudinal member. The problem here is that the entire energy of the collision is transferred to the longitudinal members and thus also to the passenger compartment.

[0004] US 2016 / 167712 A1 describes a front body structure of a vehicle with a bumper crossmember and an associated longitudinal member. The bumper crossmember has a spacer at its end that engages with a stepped section of the longitudinal member in the event of an impact. However, this design structurally weakens the longitudinal member.

[0005] The object of the present invention is to provide an arrangement, a vehicle and a method by which a cost-efficient and robust load transfer of a vehicle in a lateral collision is made possible.

[0006] According to the invention, this problem is solved by an arrangement with the features of claim 1, a vehicle with the features of claim 8, and a method with the features of claim 9. Advantageous embodiments and further developments are described in the dependent claims.

[0007] According to one aspect of the invention, an arrangement for a vehicle is provided. The arrangement comprises at least one longitudinal member and at least one transverse member. The transverse member is attached to the at least one longitudinal member, the transverse member being connected to the longitudinal member directly or indirectly via at least one absorber. The transverse member has a coupling element at each end. Thus, in a vehicle, at least one coupling element is provided on the driver's side and the passenger's side. According to the invention, at least one angle bracket is arranged on the at least one longitudinal member, the at least one angle bracket being directed towards the coupling element on the longitudinal member. The coupling elements are preferably arranged on the transverse member opposite the direction of travel of the vehicle, whereby in the event of a collision, the transverse member pivots about a vertical axis of the vehicle at its end, together with the coupling element.It is pivotable and can be tilted or tilted at an angle, forming a sliding ramp. Tilting can be defined here as a positive-locking and / or friction-locking interaction or engagement.

[0008] According to a further aspect of the invention, a vehicle is provided which has at least one arrangement according to the invention. The sliding slope enables a load to be introduced in the transverse direction, thereby generating a lateral impulse on the vehicle. This allows the vehicle to be steered around the object of collision in the event of an overlap collision, in order to redirect the resulting collision energy onto the vehicle and reduce damage to the passenger compartment.

[0009] According to a further aspect of the invention, a method is provided for redirecting a force effect initiated by a collision between a vehicle and a collision object. The vehicle and / or the arrangement can be configured to carry out the method.

[0010] The collision causes a longitudinal force to deform a crossmember of the vehicle at its end around a vertical axis, rotating it. This rotational deformation is stopped by the impact of a coupling element attached to the crossmember and an angle bracket attached to a longitudinal member. A sliding ramp is formed by the deformed end section of the crossmember, the coupling element, the angle bracket, and the longitudinal member. This sliding ramp redirects at least part of the force in a transverse direction along the vehicle.

[0011] The coupling element is advantageously arranged in overlap with a barrier or the collision object with which accidents with low overlap can occur.

[0012] Attached to the end section of the cross member, the coupling element can rotate or pivot towards the longitudinal member in the event of an accident and engage at the angle. From this moment on, the resulting sliding slope can generate a lateral force, resulting in a lateral displacement of the vehicle.

[0013] The absorber, or so-called crash box, of the vehicle's crash management system does not need to be triggered or folded to form the sliding slope.

[0014] In one embodiment, the at least one crossbeam has a reinforcing section arranged between the at least one connection area to the longitudinal beam and the coupling element. This allows the crossbeam to form a particularly straight sliding slope. The reinforcing section prevents uncontrolled deformation of the crossbeam's end section, ensuring that in the event of a collision, the end section can be folded or bent around its vertical axis in a controlled manner and only at the connection area to the longitudinal beam.

[0015] In another embodiment, the at least one coupling element is connected to the crossbeam or is formed as an integral part of the crossbeam. This allows for a particularly versatile connection of the coupling element to the crossbeam. For example, the coupling element can be inserted into the crossbeam and / or screwed and / or welded and / or riveted to it. Depending on the design, the crossbeam and at least two coupling elements can be manufactured as a single piece.

[0016] The coupling element can be designed as a profile, cast, milled, or forged part. The at least one longitudinal beam can be formed as an aluminum extrusion or a steel longitudinal beam. The at least one angle bracket can be connected to the longitudinal beam by welding, bolting, or riveting. Preferably, a corresponding angle bracket is provided for each coupling element.

[0017] According to a further embodiment, the at least one coupling element has teeth designed to engage in a positive-locking connection with the angle bracket. The teeth allow the coupling element to engage positively with the angle bracket. Alternatively or additionally, the teeth can be shaped like a funnel or funnel segment. The funnel shape ensures that the positive-locking engagement between the coupling element and the angle bracket is achieved even with deviations in the deformation process.

[0018] According to a further embodiment, the at least one coupling element has a deformation section which, upon impact, is designed to deform and engage with the angle. The deformation section allows the angle to locally deform the coupling element to form a positive-locking connection. This deformation also allows a portion of the introduced collision energy to be absorbed.

[0019] According to a further embodiment, the at least one coupling element can be tilted at an angle such that, in the event of a force being applied in the longitudinal direction of the vehicle, the coupling element can slide off the angle. The angle can preferably be shaped as an L-angle. When the coupling element is tilted at the angle, the angle can be deformed or bent in the longitudinal direction of the vehicle, thus acquiring a swept shape. This allows the coupling element to slide off the angle in a secondary collision, thereby ensuring that the crash box or absorber on at least one longitudinal member of the vehicle remains functional.

[0020] According to a further embodiment, at least one angle is provided to reinforce the longitudinal beam laterally. This prevents uncontrolled deformation of the longitudinal beam and the resulting displacement of the sliding ramp. In particular, the orientation of the formed sliding ramp can be maintained with exceptional precision during the collision.

[0021] The invention is schematically illustrated with reference to embodiments in the drawings and is further described with reference to the drawings. It shows: Fig. 1 a top view of an arrangement according to an embodiment of the invention. Fig. 2 a top view of an arrangement made of Fig. 1 after a low overlap collision. Fig. 3 a schematic flowchart to illustrate a process according to an embodiment of the invention.

[0022] Elements and components with identical or similar constructive or functional characteristics are provided with the same reference symbols across all figures.

[0023] Fig. Figure 1 shows a top view of an arrangement 10 according to an embodiment of the invention. For clarity, the arrangement 10 is partially shown and is installed in a vehicle 100. In the illustrated embodiment, the arrangement 10 has two longitudinal beams 11 and one transverse beam 12.

[0024] The cross member 12 is attached to the longitudinal members 11 at their ends in the direction of travel or length L of the vehicle 100. For example, an absorber 13 is provided in a connection area V of the cross member 12 to the longitudinal members 11, which can be compressed in the event of a frontal impact to absorb collision energy through deformation.

[0025] At the edge or end end in the transverse direction Q of the vehicle 100 behind each connection area V, the crossbeam 12 has end sections 12', which can also define the outer sides of the vehicle 100. A coupling element 14 is provided at each end section 12'. The coupling elements 14 are connected to the respective end section 12' by a positive-locking plug connection on a side of the crossbeam 12 oriented opposite to the longitudinal direction L of the vehicle 100.

[0026] Between the connection area V and the coupling element 14, the end sections 12' of the crossbeam 12 are structurally supported by reinforcement sections 15.

[0027] Each longitudinal beam 11 has an angle bracket 16 attached to it. The angle brackets 16 are fastened to the longitudinal beams 11 such that they point towards a coupling element 14. The angle brackets 16 are L-shaped.

[0028] The coupling elements 14 have a toothed section 14', which is exemplified as a funnel segment. The toothed section 14' enables a positive engagement between the coupling element 14 and the angle 16 even in the event of deviations in the deformation process of the crossbeam 12.

[0029] Fig. Figure 2 shows a top view of an arrangement 10 made of Fig. 1. Following a collision with low overlap, the crossbeam 12 is pivoted at its end, along with the coupling element 14, about a vertical axis H of the vehicle 100. The reinforcing sections 15 allow the end sections 12' of the crossbeam 12 to form a straight line. The respective coupling element 14 is pivoted against the angle 16 by the local deformation of the crossbeam 12. A positive-locking impact of the coupling element 14 against the angle 16 stops the deformation of the crossbeam 12, thereby forming a geometrically defined sliding ramp 17.

[0030] The collision object 20 can impart a lateral impulse Q to the vehicle 100 via the sliding ramp 17, causing the vehicle 100 to be pushed laterally past the collision object 20. In other words, the collision object 20 can be steered past the vehicle 100 by the sliding ramp 17.

[0031] In Fig. Figure 2 clearly shows that the absorber 13 was not activated after the collision and remains intact. When the coupling element 14 tilts against the angle 16, a protruding section 16' of the angle 16 is bent into an arrow shape. This positive locking between the coupling element 14 and the angle 16 allows, in the event of a subsequent collision of the vehicle 100, the coupling element 14 to slide off the section 16' of the angle 16 in the opposite direction L and trigger or compress the absorber 13.

[0032] Fig. Figure 3 shows a schematic flowchart to illustrate a method 30 according to an embodiment of the invention. The method 30 serves to redirect a force effect initiated by a collision of a vehicle 100 with a collision object 20. The Fig. 1 and Fig. The vehicle 100 shown and / or the arrangement 10 are, in the illustrated embodiment, configured to carry out the method 30.

[0033] In step 31, the collision causes a force acting in the longitudinal direction L to rotationally deform the crossbeam 12 of the vehicle 100 at its end about the vertical axis H of the vehicle 100. This deformation is in the Fig. 2 is indicated by an arrow.

[0034] The rotational deformation is stopped in another step 32 by a collision of the coupling element 14 arranged on the crossbeam 12 with the angle 16 arranged on the longitudinal beam 11.

[0035] The sliding slope 17 is formed in the next step 33 of the procedure 30 by means of a deformed end section 12' of the crossbeam 12, the coupling element 14, the angle 16 and the longitudinal beam 11.

[0036] In a further step 34, the shaped sliding slope 17 enables at least a part of the original force effect of the collision to be redirected in the transverse direction Q of the vehicle 100. REFERENCE MARK LIST: 100 vehicles 10 Arrangement 11 longitudinal beams 12 crossbeams 12' End section of the crossbeam 13 absorbers 14 Coupling element 14' Toothed section / Funnel section 15 Reinforcement section 16 angles 16' protruding section of the angle 17 Sliding slope 20 Collision object 30 procedures 31 Force action with rotational deformation 32 Stopping the deformation by means of a coupling element 33 Forming a sliding slope 34 Redirecting a force H Altitude direction or altitude axis L Longitudinal direction Q transverse direction V Connection area QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2013 019 522 A1

[0003] US 2016 / 167712 A1

[0004]

Claims

Arrangement (10) for a vehicle (100), comprising at least one longitudinal member (11) and at least one cross member (12), wherein the cross member (12) is attached at its end to the at least one longitudinal member (11), wherein the cross member (12) is connected directly or via at least one absorber (13) to the longitudinal member (11), wherein the cross member (12) has a coupling element (14) at each end, characterized in that at least one angle (16) is arranged on the at least one longitudinal member (11), wherein the at least one angle (16) is arranged on the longitudinal member (11) directed towards the coupling element (14), wherein in the event of a collision the cross member (12) pivots or is pivotable at its end with the coupling element (14) about a vertical axis (H) and is cantilevered or cantilevered with the angle (16) forming a sliding ramp (17). Arrangement according to claim 1, wherein the at least one crossbeam (12) has a reinforcement section (15) which is arranged between the at least one connection area (V) to the longitudinal beam (11) and the coupling element (14). Arrangement according to claim 1 or 2, wherein the at least one coupling element (14) is connected to the crossbeam (12) or is formed as an integral part of the crossbeam (12). Arrangement according to one of claims 1 to 3, wherein the at least one coupling element (14) has a toothing (14') which is designed to form a positive locking connection with the angle (16). Arrangement according to one of claims 1 to 4, wherein the at least one coupling element (14) has a deformation section which, upon impact on the angle (16), is designed to deform and to interlock with the angle (16). Arrangement according to one of claims 1 to 5, wherein the at least one coupling element (14) can be tilted with the angle (16) such that, when a force is applied in the longitudinal direction (L) of the vehicle (100), the coupling element (14) slides away from the angle (16). Arrangement according to one of claims 1 to 6, wherein the at least one angle (16) is configured to reinforce the longitudinal beam (11) laterally. Vehicle (100) comprising at least one arrangement (10) according to one of the preceding claims. Method (30) for redirecting a force effect introduced by a collision of a vehicle (100), wherein the collision causes a cross member (12) of the vehicle (100) to be rotationally deformed at its end about a vertical axis (H) due to a force effect in the longitudinal direction (L) (31), wherein the rotational deformation is stopped (32) by a coupling element (14) arranged on the cross member (12) and an angle (16) arranged on a longitudinal member (11), wherein a sliding slope (17) is formed (33) by a deformed end section (12') of the cross member (12), the coupling element (14), the angle (16) and the longitudinal member (11) and the force effect is at least partially redirected (34) in a transverse direction (Q) of the vehicle (100).

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