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WO1996016837A2 - Systeme degonflable pour habitacle - Google Patents

Systeme degonflable pour habitacle Download PDF

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Publication number
WO1996016837A2
WO1996016837A2 PCT/IB1995/001046 IB9501046W WO9616837A2 WO 1996016837 A2 WO1996016837 A2 WO 1996016837A2 IB 9501046 W IB9501046 W IB 9501046W WO 9616837 A2 WO9616837 A2 WO 9616837A2
Authority
WO
WIPO (PCT)
Prior art keywords
structures
closed
deflatable
cis
cabin
Prior art date
Application number
PCT/IB1995/001046
Other languages
English (en)
Other versions
WO1996016837A3 (fr
Inventor
Holm Singer
Kathrin Von Gynz-Rekowski
Original Assignee
Holm Singer
Von Gynz Rekowski Kathrin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Holm Singer, Von Gynz Rekowski Kathrin filed Critical Holm Singer
Priority to AU38150/95A priority Critical patent/AU3815095A/en
Publication of WO1996016837A2 publication Critical patent/WO1996016837A2/fr
Publication of WO1996016837A3 publication Critical patent/WO1996016837A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R2019/007—Means for adjusting or regulating the crash absorption capacity of the vehicle, e.g. when detecting an impending collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/0002—Type of accident
    • B60R2021/0006—Lateral collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
    • B60R2021/0407—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings using gas or liquid as energy absorbing means

Definitions

  • the invention relates to a method and a device to compensate and to absorb impact energy in vehicles and, therefore, to prevent bodily injuries, by which kinetic energy of a smashing or colliding human body will be transformed into deformation energy.
  • a protection pillow for vehicles made of two segments is described in the invention DD 41039.
  • One segment is a nonelastic core and the second segment is the elastic squeezable cover sheet.
  • the elastic squeezable cover sheet will reduce the impact of a person that will hit the protection pillow.
  • An energy absorber system based on foam is known in the invention DE 3925821 A1.
  • An energy absorber is filled with compressed foam.
  • the compressed foam will be released through holes to the interior, by which impact energy of a person that will hit the energy absorber can be absorbed.
  • the holes will be always placed at the opposite side of the occurring impact.
  • the holes will be created by defined weak spots in the side walls of the energy absorber.
  • Car knee pillows are described in the invention DE 3922460 A1. These car knee pillows will be squeezed if a passenger collides with them and the kinetic energy of the human body will be partly transformed into deformation energy.
  • the car knee pillows have a core made of honeycomb structures with the longitudinal axis of the comb in the direction of the expected main impact.
  • honeycomb structures are made up of cells that are parallel tubes. Disclosure of Invention It is the primary object of the following described invention to create a method and a device to compensate and absorb, in defined manner, impact energy in closed and open cabins of any moving vehicle, equipment, and apparatus on soil, in air, and on water, by which impact energy generated by collisions will be absorbed and compensated and, therefore, punches and hits received by the passengers will be softened and finally eliminated. This will be achieved in the vehicle with positioned and pressurized deflatable built-in structures, by which the pressure in these structures will be controlled, and adjusted by monitoring units, control units, evaluation units, and regulation units.
  • the value of the vehicle acceleration will be monitored by sensors and constantly transferred to an evaluation unit for monitoring during the acceleration of the vehicle, by which the data will be compared to the maximum allowable absolute value of a forecasted acceleration by the evaluation unit, and by which the evaluation unit will open valves by means of sensors and relay techniques to drain spontaneously the deflatable built-in structures if the absolute value of the measured data of the acceleration is identical or even larger than the maximum forecasted absolute value of the acceleration of the vehicle.
  • the drain of the deflatable built-in structures will reduce completely or partially the volume and the pressure of the deflatable built-in structures.
  • the invention in the following named the Cabin Implosion System (CIS), compensates and absorbs kinetic energy of a passenger that will collide, for example, with the dash board during a front-end car collision. Punches, hits, and smashes received by the passengers from the built-in structures of the vehicle cabin will be softened and eliminated.
  • the Cabin Implosion System (CIS) becomes activated when the value of the deceleration from a slowed down apparatus or the value of the acceleration from a sped up apparatus corresponds with a forecasted, defined, negative or positive amount of deceleration or acceleration, as it happens in a front-end car collision or rear-end car collision.
  • the volume increase in the vehicle cabin will be achieved in accelerated manner by the enlargement of any distances between the human body and the built-in structures of the cabin around the human body.
  • the absorption, the compensation, and the softening of punches and collisions between the human body and the built-in structures of the cabin will be accomplished by volume reduction of the built-in structures, by reduction of the general and surface hardness of the built-in structures, and by reducing the stability of the built-in structures of the cabin.
  • the built-in structures of the cabin become soft, comparable to the bag of an activated air bag system, and lose the rigid stability through activation of the Cabin Implosion System (CIS).
  • the built-in structures of the cabin are made of closed deflatable structures, by which the skeletons and the housings of the structures are made up of independent single layers or independent multi-layered walls.
  • Closed deflatable structures can be: the armatures (dash) board, the back board; the console, the middle consoles, the storage boxes; the door handles and arm rests, the door casing; the cup holders, the cassette boxes; - the steering wheel, etc.
  • the closed deflatable structures will be filled with gas, fluid, modified fluid, or foam during manufacturing of the apparatus itself.
  • the final manufactured shapes of the filled-up closed deflatable structures will be stagnant and rigid until the Cabin Implosion System (CIS) becomes activated.
  • the closed deflatable structures can also be filled with solid closed structures. These solid closed structures are self-contained, independent, and not connected to each other. They have simple geometrical shapes, like a sphere, ellipsoid or hyperboloid.
  • the solid closed structures are made of elastic materials that are not hard. These solid closed structures are not destroyable, only elastic deformable. Therefore, these solid closed structures function like spring-absorbing systems extensively supporting the process of the absorption and the softening of punches and collisions between the human body and the built-in structures of the cabin.
  • the configuration of the closed deflatable structures can be accomplished in two different ways.
  • the closed deflatable structures are built as single-layered structures, by which the walls of the structures are fabricated as substantial and independent single layer walls. Therefore, the closed deflatable structures will be filled totally with gas, fluid, modified fluid, foam, or solid closed structures, comparable to a balloon.
  • the closed deflatable structures are built as multi-layered structures, by which the wall of the structures is made up as a grouped layer wall and by which the single segments of the grouped layer wall are arranged in three-dimensional order.
  • the grouped layer wall is built from single segments that are placed beside each other and one below the other, by which open and closed rooms or chambers are formed between the single segments. Therefore, the closed deflatable structures will be filled with gas, fluid, modified fluid, foam, or solid closed structures only in the wall chambers between the single segments.
  • the single segments of the grouped layer wall are connected loosely and tightly over cross members.
  • the simplest grouped layer structure will be a double layer wall.
  • the constant pressure in the closed deflatable structures can be controlled and regulated by pressure regulation and control systems including sensors, valves, relays, hoses, and storage systems for pressurized gas, fluid, modified fluid, or foam.
  • the skeletons and the housings of the closed deflatable structures will be stretched during fill-up of the structures themselves when manufactured or installed. Therefore, the skeletons and the housings store tension stress energy, hence the closed deflatable structures are stagnant and rigid themselves.
  • the skeletons and support elements of the closed deflatable structures can be made of spring systems and of elastic materials.
  • the skeletons and supporting elements of the closed deflatable structures can be made of closed deflatable structures themselves.
  • the closed deflatable structures do not need skeletons and support elements at all if simplicity is requested.
  • the layered housing of the closed deflatable structures is resistant to and not destroyable by external forces, impact loads, or other influences, such as heat, cold, chemicals, fluids, fire, etc.
  • the layered housing of the closed deflatable structures and the utilized gas, fluid, modified fluid, foam, or solid closed structures to fill the closed deflatable structures are not flammable and not toxic.
  • the layered housing of the closed deflatable structures can be coated with mechanical wear resistant materials, with chemical resistant materials, with heat and cold resistant materials, and with fire resistant materials that do not grow hard or soft.
  • the volume reduction or elimination of the closed deflatable structures through activation of the Cabin Implosion System (CIS) will be achieved by emptying these structures of gas, fluid, modified fluid, or foam to create a vacuum inside the closed deflatable structures or by defined pressure reduction until a defined minimum pressure is reached inside the closed deflatable structures.
  • the enlarged closed deflatable structures will be deflated and, therefore, will shrink, comparable to a drained balloon.
  • the shrunken closed deflatable structures can hold a defined minimum pressure, by which an optimum absorption and compensation of punches, collisions, and hits can be achieved between the human body and the built-in structures of the vehicle cabin.
  • the Cabin Implosion System (CIS) can be activated much more quickly than the air bag system. This is caused by the smaller amount of time required to relieve the pressure from the closed deflatable structures (CIS- structures) than the time needed to pump up the air bag. Additionally, the stored gas, fluid, modified fluid, or foam within the closed deflatable structures does not have to be released completely to reach the defined minimum pressure value. This process will also be supported by the utilization of the solid closed structures, which occupy space that normally has to be filled with or relieved of gas, fluid, modified fluid, or foam. Energy will be released by the Cabin Implosion System (CIS); on the contrary, energy must be generated or transformed when pumping up the air bag, which is always coupled with energy losses.
  • the tools and systems utilized to drain the closed deflatable structures are pressure regulation and control systems, such as sensor techniques and relays, connected with an evaluation and control unit, such as a microprocessor, and coupled with valves and a vacuum storage container.
  • an evaluation and control unit such as a microprocessor
  • the evaluation unit opens the valves using the sensor and relay technique to drain immediately and completely or partly the closed deflatable structures.
  • the distances between the human body and the built-in structures of the cabin around the human body will increase suddenly and drastically.
  • the measurement cycles to obtain the data by the microprocessor will be in a range of microseconds and nanoseconds.
  • the receiving and monitoring of the deceleration and acceleration data by the evaluation unit will always occur during the deceleration and acceleration of the apparatus in short time intervals up to the range of nanoseconds.
  • the evaluation unit can be shut off or monitor the incoming data in longer time intervals. If the evaluation unit is shut off, an additional system is needed to shut on the evaluation unit at the moment of the deceleration or acceleration of the apparatus.
  • the vacuum storage container shortens the time necessary to deflate and to shrink the closed deflatable structures by increasing the draining speed.
  • the vacuum storage container will open at the same moment when the valves are opened to drain the closed deflatable structures. The gas, the fluid, the modified fluid, or the foam will be sucked out immediately from the closed deflatable structures.
  • the Cabin Implosion System does not need a vacuum storage container at all if simplicity is requested.
  • the steering wheel, the steering wheel axis, and all instruments mounted on the steering wheel will be pulled back immediately in opposite direction of the driver and passengers.
  • the devices used to perform the retraction are spring systems, shock-absorbing systems, hinges, and telescopes.
  • the steering wheel can be made up of closed deflatable structures for itself.
  • the deflation of the deflatable steering wheel can occur independently from the deflation of the other closed deflatable structures of the cabin.
  • the deflation and the retraction of the deflatable steering wheel will only occur if the deceleration or acceleration of the apparatus is so significant that the driver of the apparatus has absolutely no chance to influence the upcoming catastrophe and collision with the steering wheel.
  • Another advantage of the Cabin Implosion System (CIS) is the simplicity to assemble and disassemble the closed deflatable structures compared to present existing equipment and apparatuses with closed and open cabins. There are no bolts, nuts, bridges, and other devices needed to support the handling and installation of the closed deflatable structures.
  • the empty closed deflatable structures will be placed in the right position during assembly.
  • the closed deflatable structures will be kept in position by press seating by themselves during and after inflation of the closed deflatable structures with gas, fluid, modified fluid, or foam.
  • CIS Cabin Implosion System
  • Fig.1 illustrate a form of embodiment of the Cabin Implosion System (CIS).
  • the cross section area of a car's side door is displayed in Fig.1 for a better understanding of the invented Cabin Implosion System (CIS).
  • the car's side door (2) contains the outside casing (5), the inside casing (6), the window glass (4), and the window frame (10) as main components.
  • the car's side door (2) is flanked in well-known manner with the car floor (3) and the car roof (1 ).
  • the outside casing (5) and the inside casing (6) are built as closed deflatable structures.
  • the outside casing (5) can be covered with a thin metal sheet to achieve more protection and stiffness.
  • the door handles and arm rests are built into the inside casing (6) for practical reasons.
  • the inside casing (6) is covered on the cabin surface with an inner layer (9) made of leather, fabric, etc.
  • the window glass (4) is guided by the window frame (10).
  • the window frame (10) for itself can also be made up of closed deflatable structures.
  • the invented closed deflatable structures of the outside casing (5) and the inside casing (6) are made up of closed deflatable double-walled structures (double layer wall). The construction of the closed deflatable double-walled structures will be explained in detail in example number two, the industrial applicability.
  • the closed deflatable structures of the outside casing (5) and the inside casing (6) form the holding frame of the car's side door (2).
  • the numerous, in regulated order connected and besides each other placed single segments form closed cells (11) clearly visible in Fig.1.
  • the closed cells (11 ) are tightly linked to each other and form as complex structure the housings of the outside casing (5) and the inside casing (6).
  • the construction and the functionality of the closed cells (11 ) will be extensively described in the next example.
  • the technology to lift and lower the window glass (4) will not be explained in this case in order to keep the case simple and comprehensible. Best Mode for Carrying Out the Invention
  • a pressurized medium During a lateral collision of the car the outside casing (5) of the car's side door (2) will be forced and dented at first.
  • the impact forces of this collision will be weakened due to the timing of the deflation and the coordinated pressure regulation of the pressurized medium in the single closed cells (11 ).
  • Kinetic energy will be transformed into deformation energy and thermal energy.
  • the direction of the impact forces can be defined and, therefore, modified due to the timing of the deflation and the coordinated pressure regulation of the pressurized medium in the single closed cells (1 1 ). The direction of the impact forces will be diverted from the passengers.
  • the impact force diversion can be explained with the "Rule of Impact”: [m x ds/dt].
  • the distribution of single masses [m] of the closed cells in a certain time interval and the time related regulation of the moving directions [ds/dt] of every single mass can be exactly defined, controlled, and changed due to different timing shifts and due to different pressure coordinations and adjustments of the deflation of the single closed cells (1 1 ).
  • the single closed cells (1 1 ) can be connected directly to containers by tubes and hoses. These containers are elastic or elastic-plastic and placed faraway from the car's side door (2).
  • the pressurized medium from the single closed cells (11 ) can be drained into these containers. This setup allows an additional diversion and energy transformation of kinetic energy into deformation energy distant from the impact location of the vehicle.
  • the single closed cells (1 1 ) of the inside casing (6) work analogous to the single closed cells (11 ) of the outside casing (5).
  • the construction of the car's side door (2) can also be a combination of closed deflatable double-walled structures of the inside casing (6) and of the outside casing (5) and of an additional metal frame.
  • the metal frame has the function to block and absorb pointed and sharp chunks that could penetrate the car's side door (2).
  • Industrial Applicability The industrial applicability will be shown in a second example.
  • the invention will be related to the dash board and the armatures console, which are built as closed deflatable structures, that represent the superior kind of the best mode for carrying out the invention.
  • the armatures e.g., the speed gage, the engine gages, and the revolution counter are built as solid and tight structures whose sizes are considerably smaller than the whole dash board itself. Therefore, these instruments and armatures can be thought of as solid and single elements that have no influence on the proper function of the invention-related dash board and armatures console.
  • the outer layer (housing) of the dash board and armatures console are built as closed deflatable double-walled structures (double layer wall).
  • the housings of the dash board and armatures console are, therefore, separate and independent closed deflatable structures themselves.
  • the double layer wall belongs to the category of multi-layered structures.
  • the double layer walls of the housings are assembled of single segments (plates) that are placed in regulated order beside each other and in two layers, on top of each other. Open and closed chambers are formed between the single segments due to this kind of arrangement.
  • the open and closed chambers (in the following named cells) are tightly connected to each other in non-leaking arrangement resulting in a housing made of closed deflatable double-walled structures.
  • the open and closed cells can also be built as multiple closed deflatable structures for themselves resulting in a group structure.
  • the open and closed cells of the separate groups are tightly connected to each other in non-leaking arrangement.
  • the groups can be attached to each other by different bonding agents.
  • the invented housings of the dash board and the armatures console are made up of open and closed cells. They can be compared to an elastic three- dimensional beam construction unit, a honeycomb construction, a corrugated board, a three-dimensional roof construction, or even a single-layered sponge.
  • the single segments (plates) of the open and closed cells are manufactured of elastic or stiff-elastic materials. These materials are resistant to external influences, such as heat, cold, chemicals, fluids, fire, etc. External forces and impact loads that can be developed by a high speed front-end car collision cannot destroy these materials.
  • the outer surface of the outer layer segments of the housings are plain and formed according to the contour of the dash board and the armatures console. The outer surface of the outer layer segments of the housings can be covered with a mechanical wear resistant material that can also serve decorative purposes.
  • the design of the outer surface of the inner layer segments of the housings can vary and is only subject to the economical and room dependent needs and possibilities.
  • the single segments of the closed cells will have openings coupling them to the neighboring closed cells, by which the holes can have contours of different shapes.
  • the arrangement of these openings will be in a particular way so that all of the closed cells can be filled with a medium in sequence or simultaneously.
  • the holes will be in a certain order to ensure the possibility to fill up a single deflatable group structure or to fill up the whole closed deflatable structure through one closed cell.
  • All closed deflatable structures of the dash board and the armatures console have single or multiple inlet openings and single or multiple outlet openings that will be used to fill up all closed deflatable structures and, therefore, all single closed cells with a medium.
  • the same single or multiple inlet openings and single or multiple outlet openings will be used to regulate and release the pressure inside all closed deflatable structures and, therefore, in all single closed cells.
  • the number and the arrangement of the single or multiple inlet openings and single or multiple outlet openings will depend on economical aspects and on functional aspects, for example, the ratio of cost to functionality of the invention.
  • the load capacity and rigidity of the closed deflatable structures of the dash board and the armatures console will be achieved by pumping up the closed cells until a constant inside pressure is achieved.
  • the value of the inside pressure of the closed cells is forecasted and defined.
  • the closed cells will be filled with gas, fluid, modified fluid, or foam during manufacturing of the apparatus itself or during reinstallation of the dash board and the armatures console after the Cabin Implosion System (CIS) was activated.
  • CIS Cabin Implosion System
  • CIS Cabin Implosion System
  • the pressure in the pressurized closed cells will be controlled by pressure regulation and control systems, for instance, evaluation units, sensors, relays, valves, hoses, and storage systems for pressurized mediums.
  • the hoses are directly connected to the inlet openings and outlet openings of the closed deflatable structures of the dash board and the armatures console. - 13 -
  • Valves are placed in the hoses between the inlet openings and the storage systems for pressurized mediums. These valves are regulated and controlled by relays and sensors that have been linked to the evaluation unit. The pressure in the closed cells will be controlled and kept constant due to this layout of control and regulation devices.
  • the outlet openings of the closed deflatable structures of the dash board and of the armatures console are directly connected to outlet hoses. Valves between the outlet hoses, that are controlled and regulated by the evaluation unit, by relays, and by sensors, will fulfill the principle of the Cabin Implosion System (CIS).
  • CIS Cabin Implosion System
  • the closed cells will be filled with solid particles. These particles have simple geometrical shapes, like spheres, ellipsoids, or hyperboloids.
  • the solid particles are made of elastic materials. Therefore, they function as a multiple spring system and support extensively the process of absorption and softening of punches and collisions between the human body and the built-in structures of the cabin.
  • the activation system of the Cabin Implosion System (CIS) is assembled of sensors, relays, valves, and hoses that are connected to an evaluation and examination unit. The simplest kind of an evaluation and examination unit will be a microprocessor.
  • the vehicle will obtain a negative acceleration (deceleration) from the outside during a front-end car collision.
  • This deceleration of the car will be received by the sensors of the Cabin Implosion System (CIS) only after fragments of a second (nanoseconds).
  • This data will be transferred to the evaluation unit for monitoring, numerical processing, evaluation, and storage.
  • the main task of the evaluation unit will be the continuous numerical comparison of the measured absolute values of the deceleration to the forecasted maximum allowable absolute values of the deceleration.
  • the forecasted maximum allowable absolute values of the deceleration are based on tests in laboratories (dummy-tests) and on experience.
  • the evaluation unit will distribute one signal or grouped signals.
  • the relays of the Cabin Implosion System (CIS) will regulate the valves that are directly connected with the outlet and release hoses of the closed deflatable structures of the dash board and the armatures console.
  • the valves will open immediately.
  • the closed cells of the dash board and the armatures console will be deflated immediately and completely or immediately and partially.
  • the deflation of the cells will be supported and accelerated by the single segments of the open and closed cells which are put under tension stress due to the overpressure of the stored pressurized mediums.
  • the dash board and the armatures console will deflate and, therefore, shrink comparable to a drained balloon due to the emptying of the closed cells.
  • the distances between the human body and the built-in structures of the vehicle cabin around the human body will increase extremely due to the shrinking dash board and the armatures console.
  • Even if the metal structure of the vehicle cabin (frame) will be smashed, the passengers of the car will barely contact the dash board or the armatures console.
  • the cabin of the vehicle will become smaller, the available space for the passengers will stay the same or decreases very slightly due to the termination of the dash board and the armatures console. The available space stays relatively the same for the passenger.
  • CIS Cabin Implosion System
  • An additional and different method to operate the Cabin Implosion System will be the maintenance of a defined minimum inside pressure in the closed cells, by which an optimum distribution, compensation, and absorption of punches, collisions, and hits can be achieved between the human body and the dash board and armatures console of the vehicle.
  • the distribution, compensation, and absorption of punches and hits received by the human body will be extensively supported by the reduction of the impact-hardness and by the reduction of the surface hardness of the outer layer of the dash board and armatures console.
  • the dash board and the armatures console can be easily reinstalled by the inflation of the closed cells if the damaged car will be rebuilt.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
  • Air Bags (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Procédé et dispositif servant à compenser et à absorber l'énergie due aux chocs dans les véhicules. L'énergie cinétique d'un organisme humain qui entre en collision se transforme ainsi en déformation et en énergie thermique sans provoquer de lésion physique. Cet objectif est atteint grâce à des structures intégrées (5, 6), mises en pression et dégonflables, placées à l'intérieur et à l'extérieur du véhicule. Un appareil d'évaluation calcule la décélération du véhicule et la confronte à la valeur maximale admissible d'une décélération prévue. L'appareil d'évaluation ouvre des soupapes pour vider automatiquement les structures (5, 6) dégonflables intégrées si la valeur absolue de la décélération mesurée est égale ou supérieure à la valeur absolue maximale de la décélération prévue. Le fait de vider ces structures (5, 6) en réduit complètement ou partiellement le volume et la pression.
PCT/IB1995/001046 1994-11-24 1995-11-22 Systeme degonflable pour habitacle WO1996016837A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU38150/95A AU3815095A (en) 1994-11-24 1995-11-22 Cabin implosion system (cis)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4441777.2 1994-11-24
DE19944441777 DE4441777C2 (de) 1994-11-24 1994-11-24 Verfahren zur Aufprallenergie-Absorption und Raumvergrößerung für Fahrzeuge (CIS) und Einrichtung dafür

Publications (2)

Publication Number Publication Date
WO1996016837A2 true WO1996016837A2 (fr) 1996-06-06
WO1996016837A3 WO1996016837A3 (fr) 1996-11-21

Family

ID=6534001

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB1995/001046 WO1996016837A2 (fr) 1994-11-24 1995-11-22 Systeme degonflable pour habitacle

Country Status (3)

Country Link
AU (1) AU3815095A (fr)
DE (1) DE4441777C2 (fr)
WO (1) WO1996016837A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7500695B2 (en) 2002-12-20 2009-03-10 Volvo Lastvagnar Ab Shock-absorbing occupant protection

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19908637A1 (de) * 1999-02-27 2000-09-21 Daimler Chrysler Ag Energieabsorber
DE10059842B4 (de) * 2000-11-30 2013-04-25 Grammer Aktiengesellschaft Armlehne, insbesondere Mittelarmlehne, für ein Fahrzeug
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AU3815095A (en) 1996-06-19
DE4441777C2 (de) 2002-11-28
DE4441777A1 (de) 1996-05-30
WO1996016837A3 (fr) 1996-11-21

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