Shared safety cell for passenger cars

Abstract

The present invention relates to a passive safety cell (2) for passenger cars with alternative powertrains which is shared for the passengers (3) as well as for the energy source (4) with its main components, to protect both units in one cell.

Claims

1. A passenger car for alternative powertrains, the passenger car including an integrated security cell that is shared by passengers and energy sources to protect both as a unit, the security cell surrounded by a lower strength energy absorbing area, wherein the security cell, in cross direction as well as in height direction of the passenger car, is configured as a combined spring system in which an area of the security cell works like a spring on a block and areas surrounding the security cell to outer-sides thereof work like a compression spring.

2. The passenger car for alternative powertrains according to claim 1, wherein in addition to the cross direction and the height direction, a longitudinal side of the passenger car is configured as the combined spring system in which the security cell area works like the spring on the block and the areas surrounding the security cell to the outer-sides work like a compression spring.

3. The passenger car for alternative powertrains according to claim 1, wherein the security cell is arranged between a front axis and a rear axis of the passenger car.

4. The passenger car for alternative powertrains according to claim 1, wherein the security cell is separated into at least two inner rooms by bulkheads that separate the passengers from an engine of the car.

5. The passenger car for alternative powertrains according to claim 1, wherein a yield strength ratio between materials of the security cell (2) and materials of the surrounding parts is >2.0.

6. The passenger car for alternative powertrains according to claim 1, wherein the security cell includes strain hardening austenitic stainless steels with a yield strength >520 MPa.

7. The passenger car for alternative powertrains according to claim 1, wherein the security cell includes press-hardenable steels with a tensile strength >1,200 MPa.

8. The passenger car for alternative powertrains according to claim 1, wherein the areas surrounding the security cell as crash absorption elements working like a compression spring.

9. The passenger car for alternative powertrains according to claim 1, wherein the areas surrounding the security cell includes spring steels.

10. The passenger car for alternative powertrains according to claim 1, wherein an underbody and powertrain-components surrounding elements are made with stainless steels.

11. The passenger car for alternative powertrains according to claim 1, wherein the passenger car is an autonomous driven car, a taxi, a bus, or a van in which passengers and energy sources are protected together in one security cell.

12. The passenger car for alternative powertrains according to claim 1, wherein the passenger car is powered by a combustion engine or a hybrid-combustion engine and single parts of such engine are integrated into the security cell.

Description

(1) The present invention is illustrated in more details referring to the following drawings where

(2) FIG. 1 shows one preferred embodiment of the invention schematically seen from the side view,

(3) FIG. 2 shows one preferred embodiment of the invention schematically seen from the front view,

(4) FIG. 3 shows one preferred embodiment of the invention schematically seen from the front view,

(5) FIG. 4 shows one preferred embodiment of the invention schematically seen from the front view,

(6) FIG. 5 shows one preferred embodiment of the invention schematically seen from the front view,

(7) FIG. 6 shows one preferred embodiment of the invention schematically seen from the front view,

(8) FIG. 7 shows one preferred embodiment of the invention schematically seen from the front view.

(9) FIG. 1 illustrates the way of construction in longitudinal direction (x-axis) of the car as a combined spring system where (as known from state of the art) the softer areas 5 work like a compression spring as energy absorbing areas and therefore called Length deformation areas (L.sub.D) surrounding the security cell 2 to the outer-sides. The security cell area 2 works like a spring on the block L.sub.B to protect the passengers 3 as well as the energy source 4 and is therefore called safety area.

(10) FIG. 2 illustrates the preferred design embodiment of a passenger car for alternative powertrains where a non-deformable safety cell 2 is surrounded into cross direction (y-axis) and height direction (z-axis) from softer areas 5 which works like a compression spring to absorb crash energy.

(11) FIG. 3 illustrates the way of construction in cross direction (y-axis) of the car as a combined spring system where the softer areas 5 work like a compression spring as energy absorbing areas and therefore called Width deformation areas (WD) surrounding the security cell 2 to the outer-sides. The security cell area 2 works like a spring on the block W.sub.B to protect the passengers 3 as well as the energy source 4 and is therefore called safety area.

(12) FIG. 4 illustrates the behavior during a crash from the cross direction (y-axis, side impact) where the vehicle dimensions after crash 6 are related to the vehicle dimensions before crash 7. The dimension W.sub.BC defines the block length after crash of the whole (combined) spring system.

(13) FIG. 5 illustrates the way of construction in height direction (z-axis) of the car as a combined spring system where the softer areas 5 work like a compression spring as energy absorbing areas and therefore called Width deformation areas (H.sub.D) surrounding the security cell 2 to the outer-sides. The security cell area 2 works like a spring on the block H.sub.B to protect the passengers 3 as well as the energy source 4 and is therefore called safety area.

(14) FIG. 6 illustrates the behavior during a crash from height direction (z-axis) initiated by an underbody impact where the vehicle dimensions after crash 6 are related to the vehicle dimensions before crash 7. The dimension H.sub.BC defines the block length after crash of the spring system because of an underbody impact like a pole, barrier or other slitting objects 8.

(15) FIG. 7 illustrates the behavior during a crash from height direction (z-axis) initiated by an impact into the roof structure (rollover) where the vehicle dimensions after crash 6 are related to the vehicle dimensions before crash 7. The dimension H.sub.BC defines the block length after crash of the spring system.

SOURCES

(16) [1] H.-H. Braess, U. Seiffert: Vieweg Handbuch Kraftfahrzeugtechnik, 6.Auflage, ATZ Vieweg Teubner, 2011 [2] M. Bchsner: Integration of occupant safety systems into seating environment in the light of autonomous driving, presentation at 2nd Annual Seating Innovation Summit Berlin (6 Apr. 2017)