• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an impact element (2), in particular a side impact protection element for a vehicle side structure, comprising a non-metallic pressure layer (6) and a non-metallic tension layer (7), which are connected to one another in such a way that an intermediate space (8) is formed between them Gap (8) a filling material (9) is applied to both the pressure layer (6) and the tension layer (7), which has a transverse compressive strength that is lower, preferably at least 2 times lower, particularly preferably at least 10 to 20 times less than that of the pressure layer (6), and wherein a tension band (10) is attached to the side of the tension layer (7) facing away from the intermediate space (8) and is designed such that it has a higher tensile force when the impact element (2) bends resists as the loaded pressure and tension layer (6, 7).
    公开号:AT521498A4
    申请号:T50138/2019
    申请日:2019-02-21
    公开日:2020-02-15
    发明作者:Florian Feist Dr；Ing Georg Baumann Dipl；Ulrich Müller Dr；Ing Alexander Stadlmann Dipl；Cedou Kumpenza Msc
    申请人:Univ Wien Bodenkultur；Univ Graz Tech；
    IPC主号:
    专利说明:

    The present invention relates to an impact element, in particular a side impact protection element for a vehicle side structure (with or without an integrated door). In a further aspect, the invention relates to an impact protection system, in particular a vehicle side structure, comprising an impact element and a support structure surrounding or adjacent to the impact element, which are connected to one another in such a way that the support structure also takes a share in the energy absorption.
    An impact element for a vehicle generally consists of metal, in particular steel, and serves to convert the kinetic energy of an penetrating body into deformation energy or to transmit it to the surrounding vehicle side structure. For this purpose, the impact element must meet standardized requirements, because on the one hand there is an immediate danger from persons penetrating the body if the impact element is deformed excessively, and on the other hand excessive acceleration acts on the occupants in the case of an unrelenting impact element.
    WEISER & VOITH PATENTANWÄLTE PARTNERSCHAFT · FN 463913A · KOPFGASSE 7 · A-1130 WIEN · WWW.PATENTE.NET
    WUT _l_ / 1 Ί / 1 Q7O1 7OX ET Δ V _L / 1 Ί / 1 Q 70 1 707 ΆΤΔΤΤ / UUD Δ TEK'TE NTT7T TD Λ NT ΑΤΙΠΟΠΙ 1 1 flflfliUQiX 70/1 DIO OTD A Δ TVY7YY7 Λ TT T71 Q'lQ / '-. AQ TEL +43 (1) 8/91/06 · FAX +43 (1) 8/91/0 / · MAlL @ rA 1 eNIKNE ^ I · IBAN A1102011100003856 / 04 · BIC GIBAA1WW · A1U / 1838648/29
    An impact element in vehicle construction is usually manufactured from molded metal tubes or metal profiles. Due to the ductile behavior of the material, the impact element initially acts as a bending beam in the event of a collision and later, when the intrusions become larger, as a tension element that is stretched between the surrounding supporting structure of a vehicle side structure. A metal-based impact element has the disadvantage of a high use of gray energy, which can be expected from a poorer emissions balance (e.g. carbon dioxide) in a life cycle analysis than a hybrid element, which is primarily made from renewable raw materials.
    It is therefore the object of the invention to produce an impact element from alternative materials, primarily renewable raw materials, which can meet the requirements of a conventional impact element.
    This goal is achieved in a first aspect with an impact element, in particular a side impact protection element for a vehicle structure, e.g. a vehicle door. According to the invention, the impact element is formed by a multilayer hybrid element which corresponds to a sandwich element. The impact element comprises a pressure layer and a tension layer, which are connected to one another in such a way that an intermediate space is formed between them.
    Practical tests have shown that non-metallic supports - e.g. made of wood or plastic - are often unable to convert the kinetic energy / 29 of an impacting body to a sufficient extent into deformation energy or to transfer it to the surrounding or adjacent supporting structure, as it is on the side facing away from the impact soften brittle. This means that no pulling effect can be developed in the vehicle side structure. This sandwich element is additionally reinforced, at least in its tensile position on the side facing away from the impact, by a highly tear-resistant and / or stretchable material (tension band). Furthermore, a filling material is introduced into the impact element between the pressure and the tension layer, which has a lower transverse compressive strength than the material of the pressure or tension layer. This causes the filling material to yield when a body hits the pressure layer. As a result, the initially high cross-sectional height of the layer structure is reduced, which subsequently also leads to a reduction in the originally high bending stiffness of the impact element.
    The filling material introduced in the intermediate space lies against both the pressure layer and the tension layer and has a transverse compressive strength which is lower, preferably at least 5 times lower, particularly preferably at least 10 to 20 times lower than that of the pressure layer. The filling material can consist of porous, foam-like or honeycomb-like materials, alternatively also of tubes or corrugated material.
    The tension position preferably has similar mechanical parameters as the pressure position. The tension band attached to the side of the tension layer facing away from the pressure position is at least at the En / 29 that of the impact element tensile and optionally also shear-proof connected to it. The tension band is preferably glued to the tension layer over the entire length.
    The tension band is designed in such a way that it resists a higher tensile force when the impact element deflects than the pressure and tension position which is loaded during the deflection. If a body impacts the impact element, it is subjected to a bending load because it is clamped in the supporting structure. Due to this deflection, tensile forces act on the pressure position, the tension position and the tension band. Due to the fact that the tension band resists a higher force (i.e. tensile force) when the impact element deflects, the pressure and tension positions first soften, while the tension band can continue to transmit tensile forces to the supporting structure.
    The tension band therefore does not tear immediately after the failure of the tension position, whereby on the one hand tensile forces can still be transmitted to the support structure and on the other hand further penetration of the body, e.g. inside the vehicle is prevented. In the case of larger deformations, the pressure or tensile position on the side facing away from the impact is torn. The drawstring at least largely prevents the tensile position from splintering, thereby reducing the risk of injury.
    Together, the hybrid sandwich structure with the pressure and tensile layer, the filler material and the drawstring results in an impact element that does not need metal form tubes or metal profiles / 29 and yet can meet the same requirements as conventional metallic impact elements. The impact element as a whole does not buckle under load like metallic supports, i.e. there is no localization of the strains / deformations. Accordingly, the available material is used more evenly in its energy absorption capacity. This high degree of utilization of the energy absorption capacity results in possible weight savings compared to conventional solutions.
    The tension band preferably has an elastic stiffness which is the same or higher, preferably at least 2 times higher, particularly preferably 10 to 20 times higher than that of the tension position. The tension band also serves to prevent premature tension failure in the pressure and tension position. If, for example, the impact element were only made of wood, which usually has an elongation at break of 1.5%, a relatively low elongation stiffness and an elastic modulus of approximately 10 to 35 GPa, the impact element would break quickly after the body has penetrated. Wood, for example, absorbs a lot of deformation energy under pressure, but only slightly under tensile loads. The additional task of the tension band is therefore that initially there is no elongation of more than 1.5% and thus premature bridging of the tension on the tension side.
    It is further preferred that the tension band is designed in such a way that, without completely softening (as a result of tensile loads), it offers less resistance to a bend / 29 than the tension position, that is to say that the material of the tension band is selected such that it has a suitable bending deformability having.
    The drawstring can be made of different materials, e.g. made of highly tear-resistant textiles, fabrics or thin metal layers and can thus be, for example, a technical fabric, a metal band or a plastic band, preferably a fiber-reinforced plastic band. Also in the case described, in which the pressure or tension layer is made of laminated wood or comparable materials, it is advantageous if the tension band has an elongation at break of at least 10%, preferably 20-35%, particularly preferably 25-30%. A high elongation at break of the drawstring prevents the drawstring from breaking prematurely. Fabrics made of synthetic or bio-based fibers are particularly suitable as a drawstring. Tension bands made of textiles or fiber materials contribute to a low overall weight of the impact element. Drawstrings with comparable mechanical properties as well as those made of metallic materials should not be excluded here.
    In advantageous embodiments, the compressive or tensile position in the longitudinal direction of the impact element has a modulus of elasticity of 10-35 GPa, preferably 14-18 GPa, and a tensile strength of 50-800 MPa, preferably 80-180 MPa. This results in an impact element that can be individually adapted to specific requirements. In further advantageous designs / 29, the pressure and / or tension layer have a bulk density of less than 2000 kg / m 3 , preferably 600-1000 kg / m 3 . This means that the inventive impact beam has a particularly low weight overall.
    In all embodiments, it is preferred that the pressure and / or the tension layer are made of materials from renewable raw materials, for example composite materials, which are optionally fiber-reinforced. The use of wood, for example, has the particular advantage that the raw material is cheap, CO 2 neutral and biodegradable. When using wood, the use of laminated wood elements is particularly advantageous. If plastic or optionally fiber-reinforced composite materials are used for the pressure or tensile layer, depending on the selection of the raw material, different material properties can be used, which increases customizability and allows a wide range of possible areas of application. Depending on the materials selected, a lightweight, CO2-neutral, biodegradable and / or low-emission thermal impact element can also be created. For the filler between the Druckbzw. In the tensile position, differently ordered cellular (e.g. honeycomb), disordered cellular (e.g. foams) or other lightweight materials as well as composite materials made from renewable, synthetic raw materials or combinations thereof can be used. Lightweight structures or materials / 29 such as aluminum foam or aluminum honeycombs should not be excluded here.
    The structure of the impact element can be designed differently to suit the particular circumstances (available installation space, etc.), for example as a sandwich support, in which the pressure and / or the tension position are each reinforced on the side facing away from the impact by a tension band. The pressure or tension layer can be designed essentially straight and the filling material with a constant or constant cross-section can be introduced in the longitudinal direction of the impact element between the pressure or tension layer. All four components are here, for example, glued to the entire surface in a shear-resistant manner and / or fixed to both ends of the impact element in each case by a holding tab which serves for fastening to the supporting structure.
    However, the pressure position is preferably essentially straight and the tension position is curved, so that together they form a fish belly support. This has the advantage that early delamination of the pressure or tensile position is counteracted. Since the space between the pressure or the tensile position at the ends of the impact element does not assume any significant bending moment, additional mass can be saved by the formation of a so-called fish belly beam. Other designs also include bulbous elements in which both the compression and tension positions are arched, where / 29 forms an intermediate space between the ends, which in turn is filled.
    In a favorable variant, the filling material has a bulk density of 5-200 kg / m 3 , preferably 40-60 kg / m 3 . In practical tests, in combination with the low compressive strength mentioned, this resulted in particularly good behavior when a body struck the impact elements. For example, such a density can be achieved if the filler material consists of foamed plastics, for example PS, PP or PVC. Such synthetic filler materials are already widely used in vehicle construction, can be flame-retarded and are easy to process, making them particularly well suited for use in the impact element.
    It is advantageous if all elements of the impact element are made of biological or biodegradable material, since in this case the impact element can be disposed of in its entirety without time-consuming dismantling.
    In a further aspect of the invention, an impact protection system, in particular a vehicle side structure, is created, comprising an impact element and a support structure surrounding or adjacent to the impact element, the impact element being connected at both ends to the support structure in such a tensile manner that tensile forces occurring in the impact beam the support structure can be initiated.
    The vehicle side structure is made of an energy-dissipating material, primarily metal, the / 29
    Impact element, however, is made up of several components.
    When the impact element is loaded, from a certain deflection onwards, the impact element is not only subjected to pure bending, but primarily to tension, so that it acts as a tension element and thus introduces forces into the supporting structure. The deformation of the support structure by these tensile forces leads to an additional energy consumption. The tensile connection of the impact element to the support structure is achieved, for example, by rotatable or deformable joints. In the simplest case, these are carried out by brackets that deform to bend when the impact element is bent. However, other embodiments, e.g. conceivable with the help of metallic or non-metallic materials.
    The invention is explained in more detail below with reference to exemplary embodiments illustrated in the accompanying drawings. The drawings show:
    Figure 1 is a schematic side view of an impact element according to the invention with connection to a surrounding support structure.
    Fig. 2 is a sectional view of the impact element of Fig. 1 along the section line A-A;
    3 shows a sectional view of the impact element according to the invention with an alternative connection to a support structure; and / 29 FIGS. 4a and 4b show a sectional view of the impact element from FIG. 1 along the section line B-B before (FIG. 4a) and after (FIG. 4b) impact of a body.
    Fig. 1 shows schematically parts of a (closed or open) support structure 1, in particular a motor vehicle, e.g. a vehicle side door. In order to protect the vehicle occupants in the event of a collision, an impact element 2 is connected at both ends to the support structure 1 so that they form an impact protection system. For this purpose, the impact element 2 is in the example shown by means of two retaining tabs 3, i.e. one holding tab 3 at each end of the impact element 2, and screws 4 (FIG. 2) are mounted on the support structure 1. Connected in a tensile connection in this context means that the connection is made in such a way that when a body 5 impacts with a direction of movement R (see FIG. 2), the impact element 2 can transmit tensile forces normal to the direction of movement R onto the support structure 1.
    In general, the impact element 2 can also be attached to other points of the vehicle, for example in the bumper area or as underride protection on the side or at the rear or at the front of vehicles. The impact element 2 can also be used, for example, on trains, boats, airplanes and other vehicles or in immovable structures which are at risk of collision, such as bumpers, crash barriers, parts of buildings or the like.
    / 29
    1 and 2, the impact element 2 is rod-shaped. The impact element 2 has a length L, a width B and a thickness D, which is measured parallel to the direction of movement R of the body 5, i.e. in the direction that is essentially normal to the support structure 1 when the impact element 2 is installed. Rod-shaped means that the length L is at least three times, preferably at least ten times, greater than the thickness D and than the width B. In principle, further, for example flat, designs are also possible. “Flat means that the width B has a size similar to the length L.
    The impact element 2 has a pressure layer 6 and a tension layer 7, which are connected to one another in such a way that an intermediate space 8 is formed between them. The connection of the pressure layer 6 with the tension layer 6, 7 can take place directly or indirectly, i.e. with or without mutual contact.
    The intermediate space 8 is completely or partially filled by a filling material 9 which bears against both the pressure layer 6 and the tension layer 7 and is optionally attached to it - in particular attached in a thrust-resistant manner. A tension band 10 is preferably attached to the tension layer 7 on the side facing away from the pressure layer 6. The attachment takes place e.g. by shear-resistant gluing, melting, screwing, riveting or jamming. Gluing can be done point by point or (full) area. Shear resistant in this context means that the connected parts do not / 29 in a longitudinal direction, i.e. parallel to the length L, can be freely moved against each other. Optionally, an additional tension band 10 can also be attached to the side of the pressure layer 6 facing away from the tension layer 7, e.g. glued, be (Fig. 4a).
    The pressure layer 6 and / or the tension layer 7 are made, for example, of wood and / or plastic, optionally as a composite of different materials. In particular, the pressure and tension layer 6, 7 can be made of laminated wood, laminated veneer lumber, wood composite material and / or (fiber-reinforced) composite materials in order to meet individual requirements.
    By bending the impact element 2, the tension band 10 withstands a higher tensile force than the loaded pressure and tension layer 6, 7. This means that after the failure of the pressure and tension layer 7, the tension band 10 can continue to absorb tensile forces and transmit them to the supporting structure 1 ,
    The tension band 10 optionally also has an elastic stiffness that is the same or higher, preferably at least 2 times higher, particularly preferably 10 to 20 times higher than that of the tension layer 7. The tension band 10 can also be designed such that it, without completely softening, opposes a bending less resistance than the tensile layer 7, ie the drawstring 10 is not too brittle for the intended use.
    The sufficient tensile stiffness of the tension band, together with its flexibility, preferably results in a premature / 29 when the body 5 strikes the impact element 2
    Failure of the compressive or tensile layer 6, 7 on tension is prevented, as a result of which the tensile stresses otherwise occurring at least partially in the compressive or tensile layer 6, 7 are converted into compressive stresses. The ductile pressure deformations occurring in the pressure or tensile layer 6, 7 absorb energy.
    The tension band 10 also prevents a complete softening of the pressure or tension position 6, 7 and thus also a splintering of the material in the direction of the occupants of the vehicle.
    In one embodiment, the compression and tension layers 6, 7 are each substantially straight, i.e. they have none
    Curvature over the length L. In this case, the pressure and tension layers 6, 7 do not touch each other directly, but are e.g. connected to one another at their ends by means of the filling material 9 and / or by means of the holding tabs 3 and screws 4. If necessary, the connection can also be made by indirect gluing or other connecting means.
    In the alternative embodiment of FIG. 2, only the pressure position 6 on the side facing the tension position is straight and the tension layer 7 on the opposite side is convex, i.e. arched, whereby the impact element 2 has the shape of a fish belly beam. The pressure or tension layer 6 and 7 can touch at the ends as shown in FIG. 2 and can optionally be connected to one another. Alternatively, the space 8 can also extend over the entire length L of the up / 29 impact element 2, as a result of which the pressure and tension positions 6 and 7 do not touch one another directly. In a further alternative embodiment, both the pressure position 6 and the tension position 7 are convex - i.e. centered away from each other - curved. Other configurations are also possible, e.g. both the pressure and the tension layer 6, 7 are curved in a concave manner, only the pressure layer 6 or the tension layer 7 is curved in a convex or concave manner, as shown in FIG. 3.
    Furthermore, as is symbolized in FIG. 3, the connection to the support structure 1 does not necessarily take place via end-side retaining tabs 3 and screws 4, but, according to this example, the support structure 1 can directly into the impact element 2 or, conversely, the impact element 2 directly into the support structure 1 be integrated.
    The pressure or tensile layer 6, 7 optionally have a modulus of elasticity (“E modulus”) of 10-35 GPa, preferably 14-18 GPa, and a tensile strength of 50-800 MPa, preferably 80-180 MPa, in the longitudinal direction of the impact element 2. The minimum compressive strength is, for example, 10 MPa and the minimum shear strength is 0.5 MPa. Depending on the area of application, however, these values may differ. The Druckbzw. Tensile strength is the resistance of the material to the action of compressive or tensile forces in relation to its cross-sectional area. The shear strength describes the material's resistance to shear. Depending on the material selected, the pressure or tension lengths 29, 6, 7 can have anisotropic properties. The pressure or tensile layer 6, 7 are optionally designed such that the values of the modulus of elasticity, the tensile, compressive and shear strength in the longitudinal direction are maximum. In the case of wood or laminated wood, this can be done by choosing the direction of the fibers parallel to the longitudinal direction. In the transverse direction (i.e. in a direction along the thickness D) of the impact element 2, e.g. a modulus of elasticity of 0.5-2.5 GPa, a tensile strength of 5-15 MPa, a compressive strength of 5-15 MPa and a shear strength of 1-10 MPa.
    The drawstring 10 can be made of any material that has an elongation at break as required and is also preferably tear-resistant, i.e. for example, has an elongation at break of at least 10%, preferably 25-35%, particularly preferably essentially 30%. For example, the drawstring is 0.5 to 2 mm, preferably 1 mm, thick and is made as a textile from woven synthetic or bio-based threads, filaments, yarns, etc. In this way, the tension band 10 can be manufactured from a material that is used for the use of vehicle seat belts. However, better bonding properties can be achieved with other synthetic or natural fiber fabrics with comparable mechanical properties. Other fiber materials and materials (e.g. metals) that meet the requirements in terms of their elasticity, rigidity and tensile strength should not be excluded here. In addition to the mechanical properties of the threads, filaments, yarns, etc., the stretchability of the fabric can be influenced by the structure (i.e. different proportions in the warp and weft direction) and orientation. The choice of a suitable adhesive with which the tension band 10 is glued to the tension layer 7 can result in a desired stretching of the fabric. The stiffness thus increases with increasing stretch of the fabric, as a result of which the properties of the tension band 10 are positively influenced in their function described above.
    In order to achieve the lowest possible mass in combination with high bending stiffness in the case of the impact element 2, the compression or tension layer 6, 7 have a bulk density of, for example, less than 2000 kg / m 3 , preferably 600-1000 kg / m 3 , The filling material 9, on the other hand, is low-density, ie it has a bulk density of 5 to 200 kg / m3, for example between 40 and 60 kg / m3.
    The filling material 9 also has a compressive strength which is lower than that of the compression or tensile layer 6, 7, in particular the compression layer 6. For example, the transverse compressive strength is at least 5 times lower or even 10 to 20 times lower than that of the Pressure or tension layer 6, 7, in particular the pressure layer 6 (in the transverse direction).
    4a and 4b show a sectional view of the impact element 2 from FIG. 1 along the section line B-B. An operating principle of the impact element 2 is shown schematically, which is described below.
    / 29
    The filling material 9 has the purpose of a spacer between the pressure and tension positions 6, 7 in order to give the impact element 2 a high moment of inertia and section modulus at the beginning. Due to the transverse force acting through the impact of the body 5 and the low transverse compressive strength of the filling material 9, the latter is compressed and sheared off occasionally, as a result of which the impact element 2 collapses transversely to the direction of loading and the drastically reduced moment of inertia of the impact element 2 results in a significantly reduced bending stiffness. For this purpose, the filling material 9 should yield to shear and / or transverse pressure and has e.g. a compressive strength of 0.2 - 1 MPa, an elastic modulus of 0.005 - 0.1 GPa and a shear strength of 0.1 - 1 MPa. In this example, the pressure layer 6 has a compressive strength of 5-20 MPa in the transverse direction.
    A cellular or foamed bio-based or synthetic material is therefore optionally used as filling material 9, e.g. a solid foam such as PP or PVC foam. In general, a large number of different synthetic, in particular ordered and disordered cellular materials and structures of biological or synthetic origin can be used as filling material 9. Examples of this are e.g. PU foam, balsa wood, sponges or honeycomb. In further variants of the impact element 2, the space between the pressure and tension layers 6, 7 is filled with tubular or corrugated material. Due to the strong deformation under transverse pressure, these materials fulfill a function similar to that of the filler materials 9 described.
    An exemplary impact element 2 has the material properties of the following tables 1 and 2:
    pressure situation6(longitudinal) Zuglage7(longitudinal) pressure situation6(in the transverse direction) Zuglage7(in the transverse direction) Modulus 16 GPa 11.4 GPa 1.1 GPa 0.68 GPa tensile strenght 150 MPa 160 MPa 10.5 MPa 4 0 MPa Compressive strength 65 MPa 55 MPa 11 MPa 10 MPa shear strength 10 MPa 10 MPa 4 MPa 3 MPa
    Table 1
    Filling material 9 Modulus 0.01 GPa Compressive strength 0.6 MPa shear strength 0.3 MPa
    Table 2
    Mass production of the impact element 2 can be achieved, for example, as follows: three plates, one each for the pressure layer 6, the filling material 9 and the tension layer 7, and a textile for the tension band 10 are provided, connected to one another in layers, e.g. glued, and cut into strips so that each strip results in an impact element 2.
    / 29
    The basic structure of the impact element 2 is predetermined by the two non-metallic layers 6, 7, the pressure layer 6 and the tension layer 7. The lower transverse compressive strength of the filling material 9 compared to the pressure layer 6 causes the filling material 9 to give way after a body 5 strikes the pressure layer 6. As a result, the initially high area moment of inertia of the impact element 2 is reduced, which subsequently also leads to a reduction in the originally high bending stiffness of the impact element 2.
    The tension band 10 serves to prevent premature softening of the non-metallic tension layer 7. If, for example, the tension layer 7 were merely made of wood, which usually has an elongation at break of 1.5% and a relatively low tensile strength, the tension layer 7 would break quickly after the body 5 penetrated. However, the tension band 10 preferably changes due to its higher stiffness than the tension layer 7 the tensile forces otherwise occurring in the tensile position 7 are partially converted into compressive forces.
    Together, the pressure layer 6, the tension layer 7, the filling material 9 and the tension band 10 result in an impact element 2, which does not need any metal molded tubes or metal profiles and can nevertheless meet the same requirements.
    The invention is accordingly not restricted to the illustrated embodiments, but rather encompasses all variants, combinations and modifications which fall within the scope of the attached claims.
    权利要求:
    Claims (13)
    [1]
    claims:
    1. Impact element, in particular side impact protection element for a vehicle side structure, comprising a non-metallic pressure layer (6) and a non-metallic tension layer (7), which are connected to one another in such a way that an intermediate space (8) is formed between them, with a filler material in the intermediate space (8) (9) bears against both the pressure layer (6) and the tension layer (7), which has a transverse compressive strength which is lower, preferably at least 5 times lower, particularly preferably at least 10 to 20 times lower than that of the pressure layer ( 6), and a tension band (10) is attached to the side of the tension layer (7) facing away from the intermediate space (8) and is designed such that it resists a higher tensile force than the loaded pressure and tension position when the impact element (2) deflects (6, 7).
    [2]
    2. Impact element according to claim 1, characterized in that the tension band (10) is designed such that it, without completely softening, opposes a bend less resistance than the tension layer (7).
    [3]
    3. Impact element according to claim 1 or 2, characterized in that the pressure and the tensile layer (6, 7) in the longitudinal direction of the impact element (2) have a modulus of elasticity of 10-35 GPa, preferably 14-18 GPa, and a tensile strength of 50,800 MPa, preferably 80-180 MPa.
    22/29
    [4]
    4. Impact element according to one of claims 1 to 3, characterized in that the pressure and the tension layer (6, 7) have a bulk density of less than 2000 kg / m 3 , preferably 600 1000 kg / m3.
    [5]
    5. Impact element according to one of claims 1 to 4, characterized in that the pressure layer (6) and the tension layer (7) are made of wood and / or plastic, preferably fiber-reinforced plastic.
    [6]
    6. Impact element according to one of claims 1 to 4, characterized in that the pressure layer (6) and the tension layer (7) are made of plywood, laminated veneer lumber, wood composite material, fiber-reinforced composite materials and / or plastics.
    [7]
    7. Impact element according to one of claims 1 to 6, characterized in that the tension layer (7) is curved and the pressure layer (6) is substantially straight or curved, so that together they form a fish belly beam.
    [8]
    8. Impact element according to one of claims 1 to 7, characterized in that the tension band (10) has an elongation stiffness which is the same or higher, preferably at least 2 times higher, particularly preferably 10 to 20 times higher than that the train position (7).
    [9]
    9. Impact element according to one of claims 1 to 8, characterized in that the tension band (10) has an elongation at break of at least 10%, preferably 20-35%, particularly preferably 25-30%.
    23/29
    [10]
    10. Impact element according to one of claims 1 to 9, characterized in that the tension band (10) is a technical fabric, a metal band or a plastic band, preferably a fiber-reinforced plastic band.
    [11]
    11. Impact element according to one of claims 1 to 10, characterized in that the filling material (9) has a bulk density of 5-200 kg / m 3 , preferably 40-60 kg / m 3 .
    [12]
    12. Impact element according to one of claims 1 to 11, characterized in that the filling material (9) is a natural or synthetic foam-like or cellular material.
    [13]
    13. Impact protection system (1), in particular a vehicle side structure, comprising an impact element (2) according to one of claims 1 to 12 and a supporting structure surrounding or adjacent to the impact element (2), the impact element (2) being tensile at its two ends is connected to the support structure (1) that tensile forces occurring in the impact beam (2) are introduced into the support structure (1).
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    WO2000064727A1|2000-11-02|Device for reinforcing the passenger cell of a motor vehicle
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    同族专利:
    公开号 | 公开日
    WO2020168371A1|2020-08-27|
    AT521498B1|2020-02-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE10137028A1|2001-07-30|2003-02-20|Henkel Teroson Gmbh|Multi-layer and laminated material, for vehicle body components, has two outer flat substrates bonded together by an organic intermediate layer for pliability and high energy absorption on striking a pedestrian|
    EP1857327A2|2006-05-17|2007-11-21|Avelda S.r.l|Vehicle bumper assembly and associated vehicle comprising this bumper assembly|
    DE102015106001A1|2014-04-25|2015-10-29|Gm Global Technology Operations, Llc|Stiffening and / or strengthening a structural component using a prefabricated micromachine insert|DE102020208285A1|2020-07-02|2022-01-05|HAVEL metal foam GmbH|Underride protection for a vehicle with metal foam in a hollow profile|DE102012210214A1|2012-06-18|2013-12-19|Bayerische Motoren Werke Aktiengesellschaft|Structural component, particularly side impact absorber for door of motor vehicle, has pressure belt, pull cable and absorber element, where pressure belt and pull cable are formed of carbon fiber reinforced plastic|
    DE102016204058A1|2015-03-12|2016-09-15|Bayerische Motoren Werke Aktiengesellschaft|Sandwich component or sandwich semifinished product|
    CN108725155A|2018-07-05|2018-11-02|颜涛|A kind of arrangements for automotive doors side impact energy-absorbing plate|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50138/2019A|AT521498B1|2019-02-21|2019-02-21|Impact protection, in particular side impact protection for a vehicle door|ATA50138/2019A| AT521498B1|2019-02-21|2019-02-21|Impact protection, in particular side impact protection for a vehicle door|
    PCT/AT2020/060047| WO2020168371A1|2019-02-21|2020-02-18|Impact protection, in particular side impact protection for a vehicle door|
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