Source: https://patents.google.com/patent/JP2009528950A/en
Timestamp: 2020-08-07 12:24:48
Document Index: 157744473

Matched Legal Cases: ['art 9', 'art 10', 'art 9', 'art 10', 'art 9', 'art 10', 'art 9', 'art 10']

JP2009528950A - Vehicle dive prevention device - Google Patents
Vehicle dive prevention device Download PDF
JP2009528950A
JP2009528950A JP2008558222A JP2008558222A JP2009528950A JP 2009528950 A JP2009528950 A JP 2009528950A JP 2008558222 A JP2008558222 A JP 2008558222A JP 2008558222 A JP2008558222 A JP 2008558222A JP 2009528950 A JP2009528950 A JP 2009528950A
JP2008558222A
アディン，ダニエル
アルバルッソン，ビリー
2006-03-06 Application filed by ボルボ ラストバグナー アーベー filed Critical ボルボ ラストバグナー アーベー
2006-03-06 Priority to PCT/SE2006/000286 priority Critical patent/WO2007102755A1/en
2009-08-13 Publication of JP2009528950A publication Critical patent/JP2009528950A/en
According to the present invention, in an anti-slipping device for an automobile (1) having a frame (3), an impact element (located at a position corresponding to an impact of a force (F) predicted at the time of collision with another automobile (2) ( 7) and at least one energy absorbing connecting element (8) designed to connect the impact element (7) to the frame (3) and to be compressed upon the collision About. According to the present invention, the connecting element (8) has an outer part arranged to expand and contract to absorb energy by the displacement of the outer part (11) relative to the inner part (12) occurring with the impact. 11) and an inner part (12), the connecting element (8) further comprising an energy absorbing element (15) configured to absorb energy while being compressed during the displacement. The present invention provides an improved anti-slave device mainly for the purpose of trucks.
According to the present invention, in an apparatus for preventing a vehicle from getting into a vehicle having a frame, an impact element disposed at a position corresponding to an impact of a force predicted at the time of a collision with another automobile, and the impact element connected to the frame An anti-slipping device comprising at least one energy-absorbing connecting element designed to be compressed upon impact.
Large vehicles such as freight trucks are currently designed with relatively high ground clearance. One of the main reasons is that it is necessary to use an automobile when traveling on uneven ground, for example. Current trucks generally have a ground clearance of about 400 mm at the front of the vehicle.
However, trucks generally have a relatively high ground clearance which is a significant traffic safety hazard. This is because, in any frontal collision between the truck and the passenger car, the front part of the passenger car may enter under the front part of the truck and be sandwiched between the road and the lower surface of the front part of the truck. This can lead to a situation in which the front of the truck enters the passenger compartment of the passenger car with great force, which can result in serious injury to passengers in the passenger car. Obviously, if the truck is unlucky, the truck may continue to move forward and ride onto the passenger car, resulting in even more serious injury.
Various solutions have been proposed to solve the above problems. One solution is that the freight truck is provided with a special anti-slipping device in the form of a reinforcing structure such as a force-absorbing beam element arranged in the horizontal direction at the front of the truck. In particular, this beam element is arranged at a position corresponding to the impact point of the force predicted at the time of collision with the passenger car. Such an element makes it possible to prevent the passenger car from entering under the front part of the truck in the event of a collision.
Moreover, such a dive prevention device is configured to absorb energy when a force is applied during a collision. This further reduces the risk of serious injury during a collision.
According to Patent Document 1, it is already well known to use an energy absorbing device in the form of a cylindrical mechanism used as an energy absorbing device in an automobile bumper. For this purpose, the mechanism consists of two cylindrical elements in the form of a first cylindrical element that is arranged to expand and contract inside the second cylindrical element. When impacted during a collision, the second cylindrical element is first crushed. In the second stage of the collision, the second cylindrical element is crushed together with the first cylindrical element. As a result, a controlled crushing sequence is obtained.
It can be seen that the known devices of the type described above are not configured to allow highly controlled energy absorption in the anti-slave device. This is particularly required in the case of a collision between a passenger car and a freight transport truck, where certain requirements exist, for example regarding the energy absorption and deformation length of the anti-slave device.
US Pat. No. 3,981,114 (US 3,981,114)
It is an object of the present invention to improve the energy absorption dive prevention device of a cargo transport truck to achieve highly controlled energy absorption under impact stress, especially during a collision with a regular vehicle.
The above-mentioned purpose is that the connecting element comprises an outer part and an inner part arranged to expand and contract to absorb energy by displacement of the outer part relative to the inner part with the impact, the connecting element comprising: This is achieved by a mechanism of the type described above, further comprising an energy absorbing device configured to absorb energy while being compressed during the displacement.
Certain advantages can be obtained with the present invention. For example, the force generated by the impact at the time of the collision is absorbed, and the risk of injury to the passenger of the passenger car having the highest risk of being injured at the time of the collision between the passenger car and the truck can be minimized.
Furthermore, the present invention achieves highly controlled energy absorption by the connecting elements configured to stretch and contract as described above. According to the invention, energy absorption takes place when the connecting element is displaced to expand and contract for a relatively long time. Further, the present invention is configured such that the connecting element does not displace so as to expand and contract until the force acting on the impact element exceeds a predetermined threshold. In a predicted collision situation between a passenger car and a truck, the controlled energy absorption can be optimally adapted to the impact stress.
Yet another object of the present invention is to improve the energy absorption dive prevention device to adapt to offset collisions (i.e. relative to the direction of travel of the vehicle). This object is achieved by a specific coupling element that causes the connecting element to pivot relative to the impact element and the vehicle frame.
Advantageous embodiments of the invention are described in the following dependent claims.
The present invention is an anti-slipping device that is intended for, but not limited to, a cargo transportation truck having a relatively high ground clearance. FIG. 1 shows a somewhat simplified side view of such a freight truck 1 comprising the device according to the invention. This figure also shows an ordinary passenger car 2. From this figure, a possible frontal collision between a passenger car and a truck can lead to a situation where the passenger car is suddenly caught between the truck and the road, which can cause serious injury, particularly to the passengers of the passenger car 2. I understand that there is. The basic object of the present invention is to prevent this situation from occurring. A particular object of the invention is to provide a precisely controlled energy absorption in the event of a collision between the passenger car 2 and the truck 1.
The track 1 is a conventional track having a frame composed of two longitudinal frame members, and FIG. 1 shows only one frame member 3 among them. Each frame member 3 extends essentially to the front of the track 1 in the longitudinal direction of the track 1. According to a preferred embodiment of the present invention, the front bracket 4 is fixed to the front part of each frame member 3, preferably to the lower surface of the frame member 3. FIG. 1 shows only one of these two front brackets 4. Furthermore, a bumper 5 is arranged as usual and extends horizontally across the front of the track 1. The bumper 5 is fixed to the frame member 3.
In a possible frontal collision or offset collision (the term “offset collision” refers here to a collision in which the longitudinal symmetry axis of the passenger car is displaced somewhat parallel to the longitudinal symmetry axis of the truck) In order to prevent the above-described situation of rushing under the front part of the truck 1, the truck 1 is provided with an anti-slipping device. According to this embodiment, the anti-slipping device comprises an impact element 7 in the form of a cross beam extending essentially in the horizontal direction and in the direction intersecting the longitudinal direction of the track at the front of the track 1. Prepare. The cross beam 7 is preferably made of steel or other suitable material and has an essentially rectangular (or square) cross section. The cross beam 7 is further arranged at a height corresponding to a predetermined ground height of the track 1. FIG. 1 shows an arrow that schematically shows the force F acting on the cross beam 7 at the time of collision.
The ground height of the cross beam 7 is defined by the distance from the road underneath to the lower surface of the cross beam 7. As mentioned above, this distance must be chosen according to the car accessibility required on uneven ground and, if applicable, according to current legal requirements. In conventional trucks, the ground clearance is generally 400 mm or less.
According to this embodiment, the anti-slipping device has two energy absorbing connecting elements 8 (only one of them is shown in FIG. 1) fixed between each front bracket 4 and the cross beam 7. Further included. In this manner, the cross beam 7 is suspended so as to be movable with respect to the frame 3. Each connecting element 8 comprises a tubular telescopic mechanism having a front part 9 and a rear part 10, a first outer part in the form of an outer tube 11 and a second inner part in the form of an inner tube 12. . The design and function of the connecting element 8 will be described in more detail below, particularly with respect to the telescopic mechanism.
Furthermore, the front part 9 and the rear part 10 serve as an attachment device for fastening the connecting element 8 between each front bracket 4 and the cross beam 7. According to a preferred embodiment, the front part 9 and the rear part 10 allow a certain amount of movement relative to the corresponding front bracket 4 and cross beam 7 between each connecting element 8, as will be explained in detail below. It takes the form of a specific spherical coupling element.
FIG. 2 shows a simplified perspective view of an anti-slipping device comprising a cross beam 7 and a connecting element 8 connected to the bracket 4 according to a preferred embodiment of the invention. Each bracket 4 is further attached to the lower surface of the corresponding frame member 3. The bracket 4 is shown in a simplified manner, and it is clear that such an element can be designed in various ways to serve as a means for attaching the two connecting elements 8.
When the truck and the passenger car collide, the cross beam 7 is subjected to a large force F. This force F is transmitted to each front bracket 4 via each connecting element 8 and is absorbed by the frame structure 3 of the track 1.
Next, referring to FIG. 3, which is a detailed side view showing the design and function of the above-described connecting element 8 including the outer tube 11 and the inner tube 12 and having a telescopic structure, the energy absorbing connecting element 8 The main structure and functions are explained in detail. FIG. 3 shows the aforementioned front part 9 and rear part 10 in the form of two specific coupling elements which will be described in detail below (see FIG. 1).
Further, as schematically shown by an arrow in FIG. 3, the force F is assumed to act on the connecting element 8. However, FIG. 3 shows the connecting element 8 in the initial state in which the force F is zero, ie no collision has yet occurred. Furthermore, the attachment of the connecting element 8 to the corresponding front bracket 4 is shown schematically in FIG.
The term “tube” is used herein to denote the components, ie the inner tube 12 and the outer tube 11 having a generally cylindrical and tubular shape. However, the present invention is not limited to such a design alone, for example an energy absorbing connection comprising inner and outer parts designed with a circular, square or rectangular cross section or some other suitable cross section. It can also be implemented using elements. In addition, as will be described below, the outer tube 11 and the inner tube 12 of the present invention are configured to be displaced from each other along a common vertical direction and can be individually compressed in the vertical direction. This means that the entire length of the connecting element 8 can be reduced in the event of a collision, as will be explained below.
Referring to FIG. 3, it can be seen that the outer tube 11 has an inner diameter that is slightly larger than the outer diameter of the inner tube 12. Thereby, the inner tube 12 and the outer tube 11 form two overlapping portions, and the outer tube 11 is displaced in the right direction in FIG. 3 so as to expand and contract with respect to the inner tube 12. That is, energy is absorbed while the outer tube 11 slides on the outer side of the inner tube 12.
According to this embodiment, the wall of the outer tube 11 preferably has a thickness of about 2 mm, while the wall of the inner tube 12 preferably has a thickness of about 3 mm. Accordingly, it can be said that the inner tube 12 has higher strength than the outer tube 11 in terms of resistance to compression in the vertical direction. The total defined length between the front portion 9 and the rear portion 10 is about 400-500 mm, and the outer tube 11 is preferably longer than the inner tube 12 as shown in FIG. However, the present invention is not limited to any particular dimensions, depending on the type of track, the expected impact force, the requirements regarding the amount of energy to be absorbed, the space available in the track and other factors, Note that it can be implemented in various ways.
In addition, the inner tube 12 includes a relatively thin end cap 13 that forms the plate-like end element of the inner tube 12. In a corresponding manner, the outer tube 11 comprises yet another end cap 14 which is generally designed as a ring-shaped or annular element. This creates an internal space between the end caps 13, 14 that houses an energy absorbing element 15 that is made of an energy absorbing honeycomb material and is generally suitable to take the form of a tubular block. Such materials, already known per se, are produced, for example, by corrugated aluminum plates formed as blocks having a shape and size that fit within the space between the end caps 13,14. As will be described in detail below, such energy absorbing elements 15 are used to absorb energy while being compressed, while at the same time biasing towards the inner tube 12 so that the outer tube 11 expands and contracts. Is done.
Furthermore, the outer tube 11 is preferably designed with an outer peripheral projection 16 or a ridge extending along the circumference of the outer tube 11. According to the present embodiment, the protrusion 16 is disposed relatively close to the outer end of the outer tube 11, that is, the end closest to the front portion 9. The projection 16 takes the form of a portion of the wall of the outer tube 11 that is designed to face outward and have a slightly larger outer diameter than the rest of the outer tube 11. The purpose of this protrusion 16 is to assist the compression of the outer tube 11 in a controlled and predictable manner when the outer tube 11 is compressed longitudinally in the event of a collision.
Also, as shown solely in FIG. 4, the inner tube 12 is preferably formed as a cylinder having a certain number of inwardly projecting elements 17. Preferably, these elements 17 do not extend around the entire circumference of the inner tube 12, but are formed as a number of relatively short portions along the circumference. The purpose of these elements 17 is to assist in allowing the inner tube 12 to be compressed in a controlled manner when the inner tube 12 is compressed longitudinally upon impact. One or more inwardly projecting elements 17 are preferably disposed near the outer end of the inner tube 12 and one or more projecting elements 17 are preferably disposed near the inner end of the inner tube 12.
Referring again to FIG. 3, it can be seen that the connecting element 8 further includes a generally tubular bushing 18, preferably made of a suitable plastic material. The bushing 18 is disposed concentrically around the outer end of the inner tube 12, that is, between the outer periphery of the inner tube 12 and the inner side of the outer tube 11. The purpose of the bushing 18 is to control the displacement of the outer tube 11 so as to expand and contract with respect to the inner tube 12 during compression.
FIG. 5 is a configuration corresponding to FIG. 3, but shows a diagram of a first operation state at the time of collision in which a large force F is actually acting on the outer tube 11. This force F here means that a collision is occurring between the truck 1 and the passenger car 2. Such a force F first biases the outer tube 11 to be displaced so as to expand and contract with respect to the inner tube 12 (rightward in FIG. 5), while the energy absorbing element 15 gradually compresses. However, it is still arranged in the outer tube 11, ie between the two end caps 13, 14. Therefore, in FIG. 5, the energy absorption element 15 is shown in a more compressed state than in the case of FIG.
The outer tube 11, the inner tube 12 and the energy absorbing element 15 are designed such that, in the situation of the collision as described above, the compression of the energy absorbing element 15 is initiated with a force F having a magnitude of about 200 kN. This threshold value is appropriately defined as a stress predicted after the front side deformation region or the crample zone of the vehicle body of the passenger car can no longer absorb energy in the event of a collision with the passenger car 2. That is, at the time of a collision, the deformation area of the passenger car 2 begins to absorb energy while being deformed first. When these deformation zones can no longer be deformed as a whole, the compression of the energy absorbing elements 15 in the connecting elements 8 is started.
FIG. 6 is a configuration corresponding to FIGS. 3 and 5, but shows a diagram of a second operating state during a collision in which the force F is still acting on the outer tube 11. In this situation, the material in the energy absorbing element 15 is partially compressed and the outer tube 11 is in a stop position corresponding to the end position of the rear portion 10 which can no longer be displaced unless compressed in the longitudinal direction. Already reached. If a large force F is still acting on the outer tube 11, the outer tube 11 then begins to be compressed in the longitudinal direction, which is shown in FIG. 6 at the slightly collapsed rear portion 19 of the outer tube 11. ing. The crushed rear portion 19 is formed in the vicinity of the outer end portion of the outer tube 11 by the arrangement and design of the outer peripheral projection 16 described above with reference to FIG.
Assuming that the force F is still acting on the connecting element 8 at the stage shown in FIG. 6, the material in the energy absorbing element 15 and the outer tube 11 are compressed simultaneously. The inner tube 12 is stronger than the outer tube 11 in terms of resistance to longitudinal compression, so the outer tube 11 is compressed, but the inner tube 12 is not compressed at this stage.
Eventually, the material in the energy absorbing element 15 is no longer compressed anymore. FIG. 7 shows a diagram of the third operating state in this stage, ie the configuration of the present embodiment corresponding to FIGS. 3, 5 and 6, but with the force F still acting on the outer tube 11. At this stage, the energy absorbing element 15 is no longer compressed any more, which means that the longitudinal compression of the inner tube 12 is started. This is illustrated in FIG. 7 by yet another collapsed portion 20 inside the inner tube 12. More precisely, it can be seen that at this stage, the inner tube 12 and the outer tube 11 are simultaneously compressed a further distance.
According to an optional stage not shown in the drawing, the end cap 13 of the inner tube 12 is dimensioned such that the honeycomb material in the energy absorbing element 15 is deformed and breaks through the end cap 13 of the inner tube 12. This can occur if the force F is still acting on the connecting element even after the inner tube 12 is generally fully compressed. This is because the material of the energy absorbing element 15 is energized, pierces the end cap 13, enters the inner tube 12, and the outer tube 11 further displaces a certain distance (to the right in the figure) while moving the energy. Is absorbed.
In the initial stage of the truck-passenger collision, the cross beam 7 desirably functions as an essentially inelastic rigid barrier. In the early stages of a collision, the front crample zone commonly provided in modern passenger cars deforms with energy absorption. Thus, the energy generated in the early stages of the collision is almost absorbed through the deformation of the passenger car's crample zone. However, if the force F acting on the cross beam 7 exceeds a certain threshold level, preferably about 200 kN, the energy is transferred by the expansion and contraction of the connecting element 8 as described above while the cross beam 7 is displaced. Absorbed. This corresponds to the situation when the car's crample zone is generally fully compressed and can no longer make any significant contribution to energy absorption, which generally means that the cross beam 7 is It means that a certain component such as an engine or a gear box has been reached. For this reason, an increase in stress acting on the cross beam 7 occurs. Therefore, when stress is applied by the passenger car 2, the cross beam 7 and the bracket 4 absorb the force F, thereby preventing the passenger car 2 from entering between the truck 1 and the road in this situation. it can.
FIG. 8 shows a graph of an energy absorption sequence at the time of collision between the truck 1 and the passenger car 2. The x-axis of this graph corresponds to the deformation length L, that is, the displacement distance of the cross beam 7 due to the connecting element 8 being compressed in the longitudinal direction at the time of collision. The y-axis of this graph represents the level of force F at which the various compression stages (see FIGS. 3, 5, 6 and 7) of each connecting element 8 are initiated.
As indicated by reference numeral 21 in FIG. 8, it can be said that a certain region of the graph represents the compression of the energy absorbing element 15 described above with reference to FIG. When the force F acting on the cross beam 7 exceeds a certain level F 1 (the level at which the energy absorbing element 15 starts to be compressed), the cross beam 7 is displaced while the element 15 is compressed. When displaced by certain distance L 1 which is a cross beam 7, further compression of the energy absorbing elements 15 becomes impossible. Further, the force F acting on the crossbeam 7, if greater than the higher level of force F 2, mainly as described above with reference to FIG. 6, the outer tube 11 also begins to be compressed. This is indicated by the region having reference numeral 22. Therefore, as shown in FIG. 8, after the initial stage in which only the energy absorbing element 15 is compressed, in the second stage, the energy absorbing element 15 and the outer tube 11 are simultaneously compressed.
Still referring to FIG. 8, the force F acting on the cross-beam 7 exceeds a further level F 3, mainly as described above with reference to FIG. 7, it can be seen that the inner tube 12 is compressed. This is indicated by a further area 23 in FIG. Note that when the inner tube 12 is compressed, the outer tube 11 is also compressed. This is shown in FIG.
In summary, the present invention results in a substantially linear transition in which each connecting element 8 is compressed longitudinally with highly controlled energy absorption. In addition, in a typical design used for conventional tracks, the threshold levels F 1 , F 2 and F 3 are as large as 200 kN, 300 kN and 500 kN, respectively. Furthermore, the dimensions and characteristics of the inner tube 12, the outer tube 11 and the energy absorbing element 15 are adapted in a predetermined manner to obtain the smoothly transitioning energy absorption shown in FIG. The embodiment described above includes an inner tube 12 having an outer diameter of about 110 mm and a wall thickness of about 3 mm. The outer tube 11 preferably has an outer diameter of about 112 mm and a wall thickness of about 2 mm. However, the present invention is not limited to only these dimensions.
Furthermore, after the above-described full compression sequence, the cross beam 7 is displaced by a distance of about 400 to 500 mm when absorbing energy. To accomplish this, the energy absorbing element 15 is first compressed about one third of this total distance. The outer tube 11 is then compressed by about one third of the total distance, and the energy absorbing element 15 is further compressed in part of this stage. Finally, the inner tube 12 is compressed about one third of the total distance, and the outer tube 11 is further compressed at this last stage.
With reference to FIG. 9, a preferred embodiment coupling element 10 will be described. This coupling element 10 is already briefly described above and is shown in FIGS. It should be noted that the design and function of any coupling element 9, 10 is generally the same. FIG. 9 is a view from above showing that the inner tube 12 is arranged at a slight angle with respect to the coupling element 10 fixedly attached to the front bracket 4. In order to move in this inclined position, the coupling element 10 is configured as a spherical joint that allows rotational movement of the inner tube 12 relative to the front bracket 4. For this purpose, the coupling element 10 consists of two main parts: a first substantially dome-shaped element 25 and a second substantially bowl-shaped element 26. The first element 25 is attached to the end of the inner tube 12, and the second element 26 is attached to the front bracket 4.
The dome-shaped element 25 and the saddle-shaped element 26 are connected by a fastening element, preferably in the form of a conventional screw 27, extending through the central portion of the elements 25, 26. The screw 27 is attached via a hooked washer 28 which is attached to the inside of the dome-shaped element 25, ie towards the end portion of the inner tube 12. The hook-shaped washer 28 is deformed so that the screw 27 rotates and the hook-shaped element 26 can rotate. The force required to deform the saddle washer 28 is relatively low, which means that it does not interfere with the operation of the connecting element 8. Accordingly, the connecting element 8 can be arranged at various positions with respect to the front bracket 4. This is an advantage of the present invention because the controlled energy absorption of the present invention is possible even if the force F acting on the cross beam 7 is not directed straight to the cross beam 7. It should be noted that certain types of collisions, so-called offset collisions, often lead to this situation, ie the situation where the cross beam 7 is biased at an angle to the frame structure of the track in question. I want to be.
The invention is not limited to the embodiments described above but can be modified without departing from the scope of the claims. For example, the invention can be used in principle for all types of vehicles such as trucks, loaders and buses where a relatively high ground clearance is desired. Thus, the present invention is not limited to use with the types of tracks described above.
The present invention can further be used in principle as an anti-slipping device arranged along the rear end part of the vehicle or along the side of the vehicle. Finally, the number of front brackets 4 and connecting elements 8 is two or more.
Regarding the choice of material, the connecting element 8 and the front bracket 4 are preferably made of steel and the impact element 7 is preferably made of steel, aluminum or other suitable material.
The above-mentioned limit of movement of the impact element 7 is determined to correspond to a situation in which the passenger car's crample zone is essentially completely deformed. However, the present invention is not limited to such a limit selection, but is implemented in such a way that the limit is generally set to a value commensurate with a passenger car that has absorbed a certain amount of energy.
It is a basic side view of a regular vehicle and a freight transportation truck provided with the anti-slipping device of the present invention. 1 is a simplified perspective view of an anti-slipping device according to a preferred embodiment of the present invention. FIG. 2 is a detailed side view of the energy absorbing connecting element that forms part of the anti-slipping device of the present invention, in an initial state unaffected by any force. FIG. 3 is a single detailed perspective view of an inner tube that forms part of the present invention. FIG. 4 is a diagram corresponding to FIG. 3, showing the device of the present invention in a first operating state during a collision. FIG. 2 is a diagram of the device of the present invention in a second operating state during a collision. FIG. 4 is a diagram of the device of the present invention in a third operating state during a collision. It is a graph which shows the energy absorption in the collision sequence obtained by this invention. And FIG. 6 is a side view of a coupling element used for mounting an anti-slipping device according to a preferred embodiment of the present invention.
An apparatus for preventing the dive of a car (1) having a frame (3),
An impact element (7) disposed at a position corresponding to an impact of a force (F) predicted at the time of a collision with another automobile (2), and the impact element (7) connected to the frame (3) At least one energy-absorbing connecting element (8) that is compressed in the event of a collision, wherein the connecting element (8) is such that displacement of the outer part (11) relative to the inner part (12) occurs with the impact, An outer portion (11) and an inner portion (12) arranged to expand and contract to absorb energy, the connecting element (8) being configured to absorb energy while being compressed during the displacement An anti-slipping device, further comprising an energy absorbing element (15).
The device according to claim 1, characterized in that the outer part (11) and the inner part (12) have a substantially tubular cylindrical shape.
Device according to claim 1 or 2, characterized in that the energy absorbing element (15) is housed inside the outer part (11).
In the event of a collision, when the outer part (11) is displaced so as to expand and contract with respect to the inner part (12), the energy absorbing element (15) is first compressed and then the outer part (11) is compressed. 4. An anti-slipping device according to claim 1, characterized in that it starts and then the compression of the inner part (12) is started.
The compression of the energy absorbing element (15) is started when the force (F) acting on the impact element (7) exceeds a predetermined first threshold (F 1 ). 4. The apparatus according to 4.
The first threshold value (F 1 ) is set as a stress that is expected when a crample zone provided in the passenger car (2) is completely compressed at the time of a collision with the passenger car (2). 6. A device according to claim 5, characterized in that
Wherein the said compression of the outer portion (11), according to claim wherein the force acting on the impact element (7) (F) is characterized in that it is started exceeds a predetermined second threshold value (F 2) 5 Or the apparatus of 6.
The compression of the inner part (12) is started when the force (F) acting on the impact element (7) exceeds a predetermined third threshold (F 3 ). The device described in 1.
9. Device according to claim 1, comprising two connecting elements (8) connecting the impact element (7) to the frame (3).
A bushing (18) for controlling the longitudinal displacement of the outer part (11) relative to the inner part (12) between the inner side of the outer part (11) and the outer side of the inner part (12); 10. A device according to any one of the preceding claims.
The outer portion (11) is provided with an outward outer peripheral projection (16) extending along the circumferential direction for controlling the longitudinal compression of the outer portion (11) upon impact. Apparatus according to any of claims 1 to 10.
The inner part (12) comprises at least one inwardly projecting element (17) extending along the circumferential direction for controlling the longitudinal compression of the inner part (12) upon impact. The device according to claim 1, characterized in that:
The connecting element (8) is attached to the impact element (7) and the frame (3) via two connecting elements (9, 10). Having a generally domed element (25) cooperating with a shaped element (26) so that the connecting element (8) can pivot with respect to the impact element (7) and the frame (3), respectively. The device according to claim 1, characterized in that:
A motor vehicle (1) comprising the device according to any of the preceding claims.
JP2008558222A 2006-03-06 2006-03-06 Vehicle dive prevention device Pending JP2009528950A (en)
PCT/SE2006/000286 WO2007102755A1 (en) 2006-03-06 2006-03-06 Arrangement for underrun protection for a vehicle
JP2009528950A true JP2009528950A (en) 2009-08-13
ID=38475128
JP2008558222A Pending JP2009528950A (en) 2006-03-06 2006-03-06 Vehicle dive prevention device
US (1) US7766403B2 (en)
EP (1) EP1993881A4 (en)
JP (1) JP2009528950A (en)
CN (1) CN101400552A (en)
AU (1) AU2006339643A1 (en)
BR (1) BRPI0621453A2 (en)
WO (1) WO2007102755A1 (en)
JP2012126253A (en) * 2010-12-15 2012-07-05 Ud Trucks Corp Underrun protector device
JP2013052708A (en) * 2011-09-01 2013-03-21 Isuzu Motors Ltd Underrun protector structure
JP2013079004A (en) * 2011-10-04 2013-05-02 Isuzu Motors Ltd Energy absorption front underrun protector, and vehicle provided with the same
WO2013080863A1 (en) * 2011-11-29 2013-06-06 トヨタ車体株式会社 Shock-absorbing member for vehicle
JP2013112153A (en) * 2011-11-29 2013-06-10 Toyota Auto Body Co Ltd Impact absorbing member for vehicle
JP2014184899A (en) * 2013-03-25 2014-10-02 Toyota Auto Body Co Ltd Impact absorption member
JP2016043104A (en) * 2014-08-25 2016-04-04 桑井 由子 Flowery space ornament
DE102006015876A1 (en) * 2006-04-05 2007-10-11 GM Global Technology Operations, Inc., Detroit Crashbox and damping arrangement with crasbox
WO2009041866A1 (en) * 2007-09-26 2009-04-02 Volvo Lastvagnar Ab Under-run protector and method of providing an under-run protection on a vehicle
MX2010014482A (en) * 2010-12-21 2012-06-21 Metalsa S A De C V Support for a truck bumper, which absorbs energy and provides motor vehicle underrun protection.
JP5915938B2 (en) * 2012-06-13 2016-05-11 いすゞ自動車株式会社 Underrun protector structure
CN103101582B (en) * 2013-02-27 2015-06-17 广东建成机械设备有限公司 Slow-back type multifunction movable trail guardrail
PL2837739T3 (en) 2013-08-16 2017-12-29 Joseph Vögele AG Road finisher with pushing device
CN104742838B (en) * 2013-12-27 2017-01-18 富泰华工业（深圳）有限公司 Car and bumper of car
DE102014101186A1 (en) * 2014-01-31 2015-08-06 GEDIA Gebrüder Dingerkus GmbH Bumper for a motor vehicle
KR20160128334A (en) 2014-02-28 2016-11-07 사빅 글로벌 테크놀러지스 비.브이. Hybrid underrun protection device
CN104709211B (en) * 2014-04-02 2016-08-10 河南省安阳县星火工业技术研究所 The anti-shock safety device that knocks into the back of lorry
CN104015680B (en) * 2014-04-22 2016-11-02 北京林业大学 Vehicle transport dangerous goods rear
CN104097599B (en) * 2014-07-22 2016-05-25 辽宁工程技术大学 A kind of multi-buffer and adjustable for height anticollision device for rear of truck
JPS5173411A (en) * 1974-12-21 1976-06-25 Matsushita Electric Ind Co Ltd Jikikirokusaiseisochi
JP2003040136A (en) * 2001-07-26 2003-02-13 Hino Motors Ltd Front underrun protector
WO2005021326A2 (en) * 2003-08-26 2005-03-10 Shape Corporation Tubular energy management system for absorbing impact energy
US353785A (en) * 1886-12-07 Car-signal
GB1193616A (en) 1966-07-06 1970-06-03 Wilmot Breeden Ltd Improvements in or relating to Vehicle Bumper Bar Mountings.
FR1543222A (en) 1967-06-12 1968-10-25 Peugeot A device for absorbing energy and its applications, particularly in the motor vehicle steering columns
US3847426A (en) 1971-09-17 1974-11-12 F Mcgettigan Frangible buffer apparatus for vehicles
US4913268A (en) * 1986-12-05 1990-04-03 Ford Motor Company Weldless automotive shock absorber
DE4206022C2 (en) 1992-02-27 1997-07-03 Man Nutzfahrzeuge Ag Impact device for commercial vehicles
IT1270247B (en) * 1993-08-04 1997-04-29 Fichtel & Sachs Ag Shock Absorber with deformable body
DE9419691U1 (en) * 1993-12-13 1995-04-06 Anton Ellinghaus Maschinenfabr Impact protection for vehicles
DE19717473B4 (en) * 1997-04-25 2006-01-12 Bombardier Transportation Gmbh Energy absorber element
SE520644C2 (en) 2001-04-03 2003-08-05 Volvo Lastvagnar Ab Arrangements for underrun protection for vehicles
DE10130637A1 (en) * 2001-06-26 2003-01-02 Man Nutzfahrzeuge Ag Underride protection for buses and trucks has energy-dissipating concertina bumper, overhanging support and crosswise reinforced vehicle frame to deform plastically on impact with car
DE10252175A1 (en) 2002-11-09 2004-05-27 Schneider, Dietmar Falk, Dr. Plunger buffer for rolling stock has plunger consisting of long parts connected via break-off points for controlled deformation when subjected to excess impact force
DE102004036929B4 (en) * 2004-07-29 2008-07-17 Zf Friedrichshafen Ag Impact damper assembly for a motor vehicle
2006-03-06 US US12/281,642 patent/US7766403B2/en not_active Expired - Fee Related
2006-03-06 CN CNA2006800537227A patent/CN101400552A/en not_active Application Discontinuation
2006-03-06 BR BRPI0621453 patent/BRPI0621453A2/en not_active IP Right Cessation
2006-03-06 WO PCT/SE2006/000286 patent/WO2007102755A1/en active Application Filing
2006-03-06 AU AU2006339643A patent/AU2006339643A1/en not_active Abandoned
2006-03-06 JP JP2008558222A patent/JP2009528950A/en active Pending
2006-03-06 EP EP06716972A patent/EP1993881A4/en not_active Withdrawn
US9243678B2 (en) 2011-11-29 2016-01-26 Toyota Shatai Kabushiki Kaisha Impact absorbing unit for a vehicle
AU2006339643A1 (en) 2007-09-13
EP1993881A1 (en) 2008-11-26
US20090134643A1 (en) 2009-05-28
WO2007102755A1 (en) 2007-09-13
BRPI0621453A2 (en) 2011-12-13
US7766403B2 (en) 2010-08-03
EP1993881A4 (en) 2009-12-02
CN101400552A (en) 2009-04-01
EP1663754B1 (en) 2007-11-07 Integrated impact protecting system
US20150283901A1 (en) 2015-10-08 Motor Vehicle Provided With A Powertrain Unit And A Safety Device for Moving the Powertrain Unit Sideways During An Impact
US8303030B2 (en) 2012-11-06 Energy management structure
US4533169A (en) 1985-08-06 Spare wheel arrangement in motor cars
US8616622B2 (en) 2013-12-31 Energy management hood bumper
EP1854695A1 (en) 2007-11-14 Collision energy absorbing apparatus and railway vehicle equipped with the same
DE60130018T2 (en) 2008-05-08 Arrangement for weaking a construction