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. Passenger car for alternative powertrains with an integrated safety cell characterized in that the security cell is shared for the passengers as well as for the energy sources to protect as one cell booth units surrounded by an lower strength energy absorbing area and designed in way that in cross direction as well as in height direction of the car the security system works like a combined spring system whereas the security cell area works like a spring on the block and the areas surrounding the security cell to the outer-sides work like a compression spring.

2. Passenger car for alternative powertrains according to the claim 1, characterized in that in addition to the cross direction and height direction also the longitudinal side of the car is designed as a combined spring system whereas the security cell area works like a spring on to the block and the areas surrounding the security cell to the outer-sides work like a compression spring.

3. Passenger car for alternative powertrains according to the claim 1, characterized in that the security cell is arranged between the front and rear axis of the car.

4. Passenger car for alternative powertrains according to the claim 1, characterized in that the security cell is separated into at least two inner rooms by using bulkheads to separate the passengers from the engine, preferably in a horizontal orientation.

5. Passenger car for alternative powertrains according to the claim 1, characterized in that the yield strength ratio between the materials used for the security cell and the materials used for the surrounding parts is 2.0, more preferably between 2.5r.sub.RP0.23.5

6. Passenger car for alternative powertrains according to the claim 1, characterized in that the security cell is manufactured with strain hardening austenitic stainless steels with a yield strength 520 MPa, more preferably 800 MPa.

7. Passenger car for alternative powertrains according to the claim 1, characterized in that the security cell is manufactured with press-hardenable steels with a tensile strength 1,200 MPa, more preferably 2,200 MPa.

8. Passenger car for alternative powertrains according to the claim 1, characterized in that the security cell surrounding area is designed as crash absorption elements working like a compression spring

9. Passenger car for alternative powertrains according to the claim 1, characterized in that the surrounding area is made with spring steels, more preferably with austenitic stainless spring steels.

10. Passenger car for alternative powertrains according to the claim 1, characterized in that the underbody and powertrain-components surrounding elements are made with stainless steels, more preferably with higher heat and acid resistance stainless steels.

11. Passenger car for alternative powertrains according to the claim 1, characterized in that the vehicle is an autonomous driven car, a taxi, busses or a van where passengers and energy sources are protected together in one security cell.

12. Passenger car for alternative powertrains according to the claim 1, characterized in that the vehicle is powered by a combustion engine or hybrid-combustion engine and single parts of it are integrated into the security cell.

Description

[0024] The present invention is illustrated in more details referring to the following drawings where

[0025] FIG. 1 shows one preferred embodiment of the invention schematically seen from the side view,

[0026] FIG. 2 shows one preferred embodiment of the invention schematically seen from the front view,

[0027] FIG. 3 shows one preferred embodiment of the invention schematically seen from the front view,

[0028] FIG. 4 shows one preferred embodiment of the invention schematically seen from the front view,

[0029] FIG. 5 shows one preferred embodiment of the invention schematically seen from the front view,

[0030] FIG. 6 shows one preferred embodiment of the invention schematically seen from the front view,

[0031] FIG. 7 shows one preferred embodiment of the invention schematically seen from the front view.

[0032] 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 LB to protect the passengers 3 as well as the energy source 4 and is therefore called safety area.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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

[0039] [1] H.-H. Braess, U. Seiffert: Vieweg Handbuch Kraftfahrzeugtechnik, 6.Auflage, ATZ Vieweg Teubner, 2011 [0040] [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 (6th April 2017)