Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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SEPARATION OF DRIVE ASSEMBLY BROUGHT ABOUT BY FRONT IMPACT IN
PASSENGER AND HEAVY GOODS VEHICLES
CROSS REFERENCE TO RELATED APPLICATIONS
S
This is related to an international application number PCTlDE 97/01939
(W098/09863,
German Patent Doc. DE 19636167 C1) filed Aug. 30, 97.
BACKGROUND OF THE INVENTION
1. Field of the Invention:
It is an object ofthe present invention to arrange at least one pair
ofindependently
operating piston devices in the front or rear section ofvehicle body (engine
compartment) in
order to increase survival chance by means of
- releasing any drive assembly, thus preventing an intrusion thereof into the
passenger
compartment, and increasing energy absorption when deforming the whole length
of that
front section in the event of any front collision; or
- increasing energy absorption when deforming the whole length of that rear
section in the
event of any rear collision.
2. Description of the Related Art:
It is known in the prior art to displace the drive assembly of a motor vehicle
from the
engine compartment to uude~neath the passenger compartment in the event of a
mid-front
collision in order to prevent an intrusion thereof into the passenger
compartment.
Unfortunately, the prior art fails in offset-front collisions, as hereinafter
noted. Moreover,
US Pat. No. 5,492,193 is unsuitable for conventional drive assemblies.
In order to formulate in single terminology a generalized definition for the
proper term is
presented:
Definition: Proper Term:
"drive assembly 10" drive unit or driving engine consists of an engine 10.1
and a
transmission unit 10.2, shown in Figs. 5, 8
"deformable element" to energy-absorbing element to convert impact energy into
absorb energy deformation work
"material exploiting rate" ratio of energy absorption of a deformable element
to its
own weight
' force transmission" transmission of impact force "F" or front impact energy
"constraint displacement" According to the definition of Technical Mechanics a
part
(connecting member) is constrained-deformed by the
displacement of another part (piston rod).
"frame girder" of a veliicle longitudinal runner 30, 30a to 30c, cross girder
31, side rail
frame (sill portion) 34 or tunnel 58
"retaining profrle" retaining profile, having profile, hole, recess, strut
and/or rib,
is designed for plug-in connection.
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"site of predetermined aperture, hole, oblong hole, cut-off, corrugation or
fissure
fracture " on an element which is broken when exceeding the
predetermined magnitude thereof
"detachable bearing" a bearing is detached from the corresponding element of
longitudinal runner by the removal of the bearing shaft from
the bearing and/or the fracture of the bearing part or
auxiliary frame or that element
As exemplified in DE 404079 C2, in the event of a mid-front collision energy
is
transmitted by two stiff lever, 51, pivotally mounted to A-post sections
(pillars) 52, from a
front bumper 50 into both defor7nable front portions of longitudinal runners
30 and
deformable connecting girders 30.~~, shown in Fig. 5, thus displacing the
drive assembly 10
from the engine compartmem to underneath the passenger compartment. However,
passengers are subjected to vibrations transmitted from the drive assembly to
the passenger
compartment.
A collapse of the A-post sections and vehicle roof 17 in an accident puts the
feature out of
function.
As exemplified in DE 2246077 C2, shown in Fig. 6, the rear portion of drive
assembly 10
is welded to both levers 53 ofbearing 54, pivotally attached to tunnel 58, at
the welding
spots, serving as sites of predetermined fracture. These spots are broken upon
the intrusion
of drive assembly in the event of a mid-front collision. The rear portion of
drive assembly is
now pivotally attached to tunnel 58 by both levers 53. Upon the increase of
impact force the
drive assembly, sliding along the stiff sliding surface 55, is displaced fi~om
the engine
compartment to underneath the passenger compartment.
DE 3301708 C2 and DE 4405904 C 1, improving over DE 2246077 C2, teach a
displacement of drive-assembly, during which energy is absorbed by a
deformable element
mounted to the tunnel and behind the drive assembly.
As exemplified in DE 44()59t~4 C 1. a downward displacement of drive assembly
is guided
by a catch device in the event of a mid-front collision.
However, in offset front collisions or real-world accidents all these
inventions won't work.
Ref. to US Pat. No. 5,492, I 93, shown in Fig. 7, a drive assembly with an
inclined angle of
30°, transversely built in the c;ngine compartment, is elastically
supported by two auxiliary
frames 65 via four engine mounts 61, 62. These frames are rigidly connected to
the
corresponding front portions of longitudinal runners 30 by front bearings 63
and by rear
bearings 64, acting as sites oi~predeterrnined fracture. Due to the fracture
of rear bearings at
the longitudinal element "Zh" and/or front engine mount 61 in excess of the
predetermined
magnitude in the event of a mid-front collision, the drive assembly 10,
sliding down along
the stiff sliding surface (scuttle) 55" is displaced from the engine
compartment to underneath
the passenger compartment. Fig. 17 illustrates the subdivision of a
longitudinal runner into
"u+1" longitudinal elements ur crumpling zones with regard to W097/39937 (DE
19615985 C1). Fig. 7 illustrates the front longitudinal element "Z"" ofbearing
63 and the
rear longitudinal element "Z,," of bearing 64.
It is difficult to determine the time of fracture and fracture-sites of both
rear longitudinal
elements "Zh" because the longitudinal elements, positioned in the regions up
to the
longitudinal elements "Z,,", c,m be ~rlready broken as well as deformed while
the longitudinal
elements "Z,," are not yet broken. Obviously, it is much easier to
predetermine the fracture
of both front longitudinal elements "Z~,".
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Furthermore, the irrventic»~ ref. to US Pat. No. 5,492,193 has the following
shortcomings:
- A stiff, heavy scuttle 55 is needed.
- Conventional engine can neither be built in nor lie displaced due to the
obstruction of
sliding scuttle.
- According to the Genrran Magazine "Stern" 23/97, billion DM expenditures
were spent
out for the R&D (Research and Development) work of the new engines and
transmission
amts.
Ref. to DE 4426340 A I a pair of connecting members of an auxiliary frame,
force-locking
connected to both longitudinal runners, is provided with sites of
predetermined fracture to
1G~ substitute the rear bearings 6~, above-mentioned. However, the improved
drive-assembly
displacement, unsuitable for standard vehicles from MB (Mercedes Benz) C- to S-
Class, is
only suitable for MB A-C'las~, characterized with a very high road level.
Hence, MB A,
having a very high centre of gravity, rolled over in the elk test, carried out
Robert Collie of
the Swedish Magazine "'1'ehnikens Varld".
1f DE 3811427 C2 discloses a plug-in, glueing and riveting connection of
retaining parts
with each other to define a vehicle member. W097/39937 discloses
- a plug-in and riveting comiection of retaining parts, made of extrusion
components ref.
to DE 4335043 A1, with each other to define a side rail or cross girder and
- the front portion of longitudinal rlruuer ref. to DE 4224489 A 1, which is
an extrusion
2G~ component, having a longitudinally constant stiffness, and the deformable
element,
accommodated underneath the passenger compartment.
Lack of sites of predetermined fracture, guidance and features to optimize the
stress of
end portion the longitudinal mnner, made of extrusion component ref. to DE
4224489 A1,
the deformation behaviour is uncontrollable. See countermeasure in W097/39937.
25' Furthermore, the I)E 4224489 Al does not disclose ofhow to attach
auxiliary frames and
suspension arms to longit udioal runners. See attachment-methods, shown in
Figs. 17 and
18.
As exemplified in DE 4313 785 C'2, in the event of a left-offset front crash
test a drive
assembly is released from a deforrmble, front portion ofthe left longitudinal
runner by an
30 anti-clockwise rotation ofthe engine about its vertical axis, thus enabling
to absorb impact
energy by deforming that longitudinal runner and a deformable element, mounted
to the
engine, and rotating the engine about its vertical axis. Life and weight can
be saved.
Having passed the front crash test passengers are injured because the engine
cannot be
clockwise rotated about its vertical axis in the event of
3S' - a right-offset front collision, for example, against a stiffbridge
column or
- a mid-front collision.
Ref. to GB 1489360 A an "energy absorber" consists of a tube, fastened to the
runner,
and a piston rod, fastened to the engine, which extrudes the tube in a mid-
front collision or
compresses a mass in the tuba iu order to absorb "energy". This feature is
similar to shock
4~~ absorber. Its inapplicability bacomes evident if shock absorbers, serving
as suspension
systems without springs, would be put into operation to absorb tire load
ofvehicle. The
inventor has mistaken damping of oscillation or work of friction by shock
absorber for work
of deflection by spring or energy absorber.
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A downward displacement of drive assembly ref. to JPO 01186429 without energy
absorber in the event of a rniU-front collision has already been disclosed in
DE 2246077 C2
and DE 3301708 C;2, which .ire provided with energy absorbers, shown in Fig.
6. There are
drawbacks in a mid-front collision or, definitely, in offset front collision
that the horizontal
force "H" and vertical force "V" in the upward vertical direction, shown in
Fig. 5, force the
drive assembly to intrude slightly upwards into the passenger compartment.
Ref. to DE 4134'67 A I an H-shaped cross girder (not shown), sustaining
radiator and
similar to the front auxiliary icame 21a, shovv~t in Fig. 9, consists of a mid-
strut and a pair of
side struts, which, movable along both longitudinal runners, are detacliable
therefrom in a
mid-front collision so that mare energy is absorbed by folding both
longitudinal runners.
Lack of guidance during the ~lefortnation both longitudinal runners are
buckled. Moreover,
the side struts remain undam;~ged i:n offset front collisions.
S UMMARY OF THE INVENTION
Accordingly, the principle object of the present invention is to overcome the
shortcomings and deficiencies of the prior art by providing a pair of
independently operating
piston devices in order
- to release any drive assembly, in whatever direction it is installed, from
at least one
longitudinal runner in the went of any front collision and
- to optimize the crush behaviour of longitudinal runners and the property of
energy
absorption thereof.
This principle and other obje~;ts of the present invention are accomplished by
the following
features (proposals):
- independently operating piston devices in the front section ofvehicle body
in order
* to independently release (detach) the bearings from one or both longitudinal
runners
and
* to independently deform the deformable elements 1, la, 1b and deformable
longitudinal rtmners, particularly, in the event of any front collision,
- space-saving design for a lair of piston devices,
- longitudinal runners 311a to 311c made of extrusion components with
attachments for
bearings and suspension anus,
- a well-defined controllable deforrnatiou behaviour of the deformable
longitudinal runner
to gradually absorb inspac~ energy and effectively exploit the material by
folding and
buckling and
- catch baud to loosely retain the drive assembly 10 after its release and
displacement.
Summary of the advantages of the present invention and improvements over the
drive-
assembly release and displacement of the prior art:
I. Independent ofthe wheel-drive and direction ofinstallation ofnew or
conventional
engine the drive assembly is released from at least one longitudinal runner in
any front
collision as well as in the :'.nd step of EU front crash test valid from the
beginning of Oct.
98, wherein the vehicle is crashed at 55 ktn/h against a deformable 40% offset-
barner.
Obviously in an offset front collision, the prior art cannot ensure the
survival chance,
with the exception of 11S I'at. No. 5,492,193 which has the above-mentioned
shortcomings.
II. In contrary to conventi<m.~l longitudinal runners, to which the displaced
drive assembly is
still attached, the longitudinal runners 30, 30a to 30c can absorb more impact
energy
after the release of drive a ssembly, shown vi Figs. 2, 3, 9, thus saving
weight by down-
sizing the runners. Further more, weight is saved. by plug-in connection of
the extrusion
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components, preferably from light (light-weight) material, with each other to
define a
runner.
IILIn case "v1 < v2", shown v~ Figs. 2, 8 to 12, the displacement ofthe piston
rod by "v2"
and the release of the front and rear bearing from the corresponding
longitudinal runner
in the event of an offset front collision result in partially releasing the
drive assembly 10,
which rotates about tha common axis y2- or y2 ofboth bearings ofthe other
longitudinal
runner according to Claim 1.
In a mid-front collision thu displacement of both piston rods results in an
entire (total)
release of all bearings from both longitudinal rwmers.
IG~ N.In case "v1 = v2", shown in Figs. 8 to 12, 19 to 23, the displacement
ofthe piston rod by
"v2" results in a simultaneous, entire release of
* both bearings from the corresponding longitudinal runner in the event of an
offset
front collision accordin g to (',laim 2 or xx
* all bearings fiom both longitudinal runners upon the use of at least one
movable
15' transverse girder 24, 25, sllowo in Fig. 19, in the event of any front
collision
according to Claima 6 ;end 7.
When crashing into a wall during parking or a barner to determine insurance
premium,
low front impact energy is solely absorbed by at least one low-energy-
absorbing
deformable element 1 a, l l ~ up to "v~,", shown in Figs. 4, 13 and 18, under
the condition
2G~ that the bearing shafts remain unreleased, the longitudinal runners and
main deformable
elements remain non-deformed and the one low-energy-absorbing deformable
element is
easily replaced in order to keep damages and repair costs as low as possible.
Each piston rod. 5 can freely displace up to "v~" along the oblong holes,
opposite to each
other on the piston 1.4, cc~m~ecting members 8, 9, 9b to 9d and/or piston rod
5,
25' exemplified in Figs. 211, 2:'. and 23.
The repair costs are low, lower than DE 3301708 C2 and DE 4405904 C1, because
the
connecting member 9b an~_t piston 1.4 of deforniable element 1 are made of one
piece 9d
and the impact pan is easily assembled and disassembled.
VLThanks to at least one deformable element 1, la, 1b, shown in Figs. 13 and
18, and to
3C~ the release of drive assembly 10 energy absorption by longitudinal runner
is substantially
larger than that of DE 3301708 ('.2 and DE 4405904 C l, thus minimizing injury
seventies.
VILWeight-saving, low-Iricc~d extension components, preferably from
lightweight
materials, used for longitudinal nznner 30a to 30c are designed with a
controllable
35' deformation behaviour to optimize the material-exploitation according to
W097/39937.
VIILAfter being released aril dropping onto the road the drive assembly under
its own
kinetic energy moves rearward and underneath the passenger compartment, if the
road
clearance between the vehicle floor aril road surfvace is selected large
enough for drive
assembly, which is loosely retai~~ed by at least one catch band for safety
purposes. Catch
40 bands of drive assembly cnn he fastened to the stiff connecting members as
well as stiff
connecting girder.
As customary, the use of' sealing pans (not shown) against dirt and water as
well as
soundproofing materials against vibrations is highly recommended for the
purposes of
ensuring the function and comfort. They are not objects of the invention,
hence, not shown
45' for the sake of perspicuity.
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BRIEF DESCRIPTION OF THE DRAWINGS
A number of embodinientr;, other advantages and features of the present
invention will be
described in the accompanying drawings with reference to the xyz global
coordinate system:
Fig. 1 is a schematic front view of the 1 st embodiment of release of drive-
assembly,
having two piston devices iii y,- and y,-axis and a transversely built drive
assembly,
designed for front-wheel drive and elastically supported by engine mounts and
two auxiliary
frames pivotally attached to loth longitudinal iwmers iii y2- and y2-axis.
Fig. 2 is a schematic front view of the 1 st embodiment after the partial (one-
side) release
of the bearings resoting in a rotation of the drive assembly about the y2-axis
in an offset
front collision.
Fig. 3 is a schematic front view of the 1 st embodiment after the total (both-
side) release
of all bearings resulting is drnppin~; the drive assembly onto the road in a
front collision.
Fig. 4 is a cross-sectional view ofthe 1st embodiment having an easily
replaceable
IS deformable element and the auxiliary fraLnes with sites ofpredetermined
fracture "b" along
the line I-I of Fig. 1.
Fig. 5 is a longitudinal cross section of a longitudinally-built, front-wheel
driven drive
assembly being displaced ref. to DE 4040979 C2 in a front collision.
Fig. 6 is a longitudinal cross section of a longitudinally-built, front-wheel
driven drive
assembly being displaced ref. to DE 2246077 C2.
Fig. 7 is a longitudinal crass section of a transversally-built drive assembly
being
displaced ref. to US Pat. No. 5,492 ,193.
Fig. 8 is a schematic persl~ectivE: view of the 2nd embodiment of a half of
vehicle having
a longitudinally-built, rear-wheel drive assembly equipped with a piston
device in y,-axis
and both bearings in the common y2-axis.
Fig. 9 is a schematic perslsectivc~ view of the 2nd embodiment, shown in Fig.
8 without
drive assembly.
Fig. 10 is a cross-sectiona l view of the 2nd embodiment having different
catch bands, a
connecting member and rear hearing shaft with site of predetermined fracture
"b" along the
lice II-II of Fig. 9.
Fig. 11 is a cross-sectional view ofthe 3rd embodiment having a fi-ont bearing
shaft with
site of predetermined fractures "b" connected to the rear bearing shaft by a
connecting
member.
Fig. 12 is a cross-sections l view of the 4th embodiment with a single
auxiliary frame and
a stiff connecting member in F'oi-in- and force-locking connection with the
piston rod and
rear bearing shaft.
Fig. 13 is a cross-sections I view of the 5th embodiment as a result of an
extended 4th
embodiment in operation with deforniable element 1.
Fig. 14 is a front view of t he 6th embodiment of drive-assembly release
provided with
extrusion components for longitudinal runner, parts of bearings and of
suspension arms in
plug-in connection with each other to define a deformable element with
attachments in yi-,
y2- and y3-axis.
Erg. 15 is a front view of t he 7th embodiment of drive-assembly release
provided with
extrusion components for longitudinal runner, rear bearing and rear suspension-
arm bearing
in plug-iii connection with each other to define a deformable element with
attachments in yl-
y2- and y4-axis.
Fig. 16 is a front view of t he 8th embodiment of drive-assembly release
provided with
extrusion components for longitudinal runner and common rear bearing in plug-
in
connection with eacli other tm define a deforinable element with attachments
in y~-, y5-, y6-,
y~- and yg-axis.
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Fig. 17 is a schematic perspective view of the piston device, subdivision of
the
longitudinal runner into "n-+-1 " longitudinal elements, releasing assembly of
the longitudinal
runner to the cross girder and the plug-in co~mection of extrusion components
with each
other in the 6th embodiment, shown in Fig. 14.
Fig. 18 is a schematic per,;pective view of the 8th embodiment having an
easily
replaceable deformable element in plug-in connection with an extrusion
component to
define a longitudinal rumrer.
Fig. 19 is a schematic perspective view of the 9th embodiment having the
connecting
members opposite to each other and two transverse girders for the purpose of
simultaneous
7G' release of all bearings from both longitudinal runners.
Fig. 20 is a cross-sectional vie~~ ofthe 10th embodiment liaving two
connecting
members, the front: of which ~s equipped with an adjusting device for the
purpose of
simultaneous release of both bearings from the respective longitudinal runner.
Fig. 21 is a front view of ~ to 11 th embodiment with a rear coimecting member
equipped
15' with an adjusting device.
Fig. 22 is a cross-sectional view ofthe front comiectuig member with the
adjusting
device along the line III-lII of Fig. 20.
Fig. 23 is a side view of Fig. 22, according to arrow IV.
2a DESCRI PTION C>F THE PREFERRED EMBODIMENTS
The present invention releases any drive assembly, designed in any direction
and for any
wheel drive such as front-wheel drive of a transversely built engine as well
as drive
assembly, shown in Figs. I t~~ 4, rear-wheel drive of a longitudinally-built
engine, sliown in
Fig. 8, or front-wheel drive ~f a longitudinally-built engine, shown in Fig.
5, similar to that,
2_'~ shown in Fig. 8, without power-transmission shaft 59 for rear wheels.
Generally, the axes of both longitudinal runners are parallel to the y-axis.
Therefore, the y1-,
yz-, y3-, ya- and y,-, y?-, y s-, va-axis are parallel to the y-axis and to
each other.
A cylindrical hub 5.3 or cone hub 5.3a, shown in Figs. 12 and 17, is
integrated into an
impact pan 5.1, 5.1a, 5.11 of piston device having a stiffplate with arbitrary
shape such as
30 round, shown in Figs. 1 to 4. 8 to 10, 19 to 20, or rectangular, shovm in
Fig. 17. Via a
bumper 50 this impact pan, in form-locking connection with piston rod 5 and
secured by
retaining pin 5.2, transmits the front impact energy directly or indirectly to
the longitudinal
rwmer, shown in Fig. 19.
Ref. to W097/39937 and ICE 3826958 Al all juxtaposed elements of longitudinal
runner,
3:i loosely guided by piston rod S, in longitudinal direction have inequal
stiffness, which is
determined by the sites of predetermined fracture, sliown in Fig. 17 and/or
supplement
elements 11, lla to 11b, 12, 12a to 12c, 13, 15, 15b, 16, 16b, 18, 18.1, 18.2,
19, 20, 27,
30.7c, shown in Figs. 4, I 0 to 17. The longitudinal element "Z~+~" with
length of "B",
shown in Figs. 8, 10, 17, denotes the rear section of longitudinal runner
facing the
40 passenger compartments and having the greatest stiffness. Therefore, to
this rear section,
the coimecting member 8, 9, 9b, 9c, connecting girder, or frame girder, which
is less or
hardly deformed, one end of ,1 catch band 7, 7a to 7e or a delimiter (limner)
14, 14a, shown
in Figs. 12, 19, is fastened a~~d the: other end to the drive assembly. The
delimiter (limner)
14, 14a is provided with cite of predetermined fracture.
4.5 Tlie cross girder 31 has a n~ulti-purpose of receiving bearing housing
30.7, 30.7a to 30.7c,
guide bush 18, 18.2, catch ba nd as well as delimiter, connecting of both
longitudinal runners
to each other and reinforcing the passenger compartment.
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Longitudinal runner 30a to 3()c with length of "L" is subdivided into "n+1"
longitudinal
elements, shown in Figs. 8, 10 and 17, where the juxtaposed elements have
inequal
stiffness, which depends furtlcer on recesses and/or supplement elements llb,
12b, 12c, 13,
15, 15b, 16, 16b, 19, 20, 27. In order to prevent buckling of conventional
longitudinal
.5 runners the end portion of th~~ longitudinal numer guides the movable
piston rod and has the
greatest stiffness, which depends further on supplement elements 18, 18.1,
18.2, 12c, 13,
30.7c. Moreover, the longitudinal runner is provided with at least one hole to
guide the
piston rod and retaining profiles for plug-in or form-locking connection with
the supplement
elements, bearings llb, 12b, 12c, 13, suspension-arm bearings 15, 15b, 16,
16b, guiding
bearings 18, 12c, :13, drive assembly, parts of motor-vehicle such as wheel
housing, pump,
drive assembly etc.
Recesses on the longitudinal mnne;rs 3(1a, 30c are machined to serve as sites
of
predetermined fracture, shown in Fig. l7, and attachments of bearing 11 c,
shown in Fig.
18. The stiffness of the extra>;ion component depends on the profile, length,
thickness of
1;i wall and/or number of ribs (struts) for example four at 30a, 30c shown in
Figs. 17 and 18.
The rear suspension-arm hearing 16b as well as front suspension-arm bearing
15b (not
shown) are made of stiff plata;s, stamped or forged. The holes of suspension-
arm bearing
15b, 16b in the x-:a plane serve to accommodate (receive) the tennuu of
suspension-arms.
The four holes of bearing; 13 in y5-, y; , y,- and y~-axis are designed to
accommodate the
front or rear bearvig, the front or rear suspension-arm bearing and form-
locking connect
with at least two guide bushes 18, 18.2 or guide additional piston rods in
association with
additional low-energy-absorbing deformable elements la. Such bearing 13 with a
lot of
holes can easily be extruded.
When the length of guide bush 18 is extended from "BI" to "B" the projection
thereofhelps
2~~ afign and secure the rear suspension ann between the guide bearing 18.1
and rear
suspension-arm bearing 16 (not shown).
Preferably, the guide sleeves 19, 20, pressed veto the bores of end portion
30c1 of
longitudinal runner 30c, serving as base element, are inserted into the
replaceable
deformable element lb, suited for low energy absorption. The guide sleeve 19
has an
external diameter of "D" and internal diameter of "d", greater than the
diameter of piston
rod of "D;". Figs. 14 to I 8 illustrate a cost- and time-saving method to
assemble the
longitudinal runner 30a to 30c and to optimize its gush behaviour by plug-in
connection of
the above-mentioned parts to each other, where the parts are secured by
welding (spot
welding), glueing, bolting, riveting and/or retaining parts 20.1 projected,
where the
3f longitudinal runner 30a is reamed (bulged) and folded by cone hub 5.3a and
totally
deformed by impact pan 5.16 while prevented from buckling by piston rod 5,
guided by
bearing housing 30.7c, shown in Fig. 17.
It is recommended that the rear longitudinal runners in the rear section of
vehicle body have
the same features as the ii~cnn longitudiilal runners in the front section.
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The rear bearing is arrangeU to a longitudvial element "Z,", preferably "Zn+i"
with length
of "B", shovm in Fig. 17, and tire front bearing to the longitudinal element
"Z"" with less
stiffness, where "v < 1 <_ (n-+-1 )". Alternately, the bearing casings ofboth
rear bearings can be
rigidly attached to the stitFtmmel .58. W order to resolve the principle
problem of US Pat.
.5 No. 5,492,193 and ensure this release of the rear bearings the drive
assembly, partly released
by the fracture of the front bc~arin~;s, rotating about the x-axis of its
centre of gravity, exerts
a bending moment: on the rear bearings, where the distance of "c" between the
bearing
housing 22.1 and cross girder 31 is of particular relevance to fracture both
housings 22.1.
An increase of impact load results in the entire release thereof from both
longitudinal
l0 runners in response to the fracture of sites of predetermined fracture "b"
ofthe rear
auxiliary frame 22, shown in Fig. ~l, the rear bearing housings 22.1 of
auxiliary frame 22a,
shown in Fig. 10, the rear en ~ii~e mounts 62 and/or the rear bearing shafts.
When displaced by "v~ -: v2'' the f font bearing is released due to fracture
of the
longitudinal element "Z"", to which the front bearing is rigidly attached,
fracture of front
15 auxiliary frame 21 with sites of predetermined fracture "b", shovm in Fig.
4, fracture of
bearing l la and bearing sUafi 4, drawn with dotted lines, shown in Fig. 10,
withdrawal of
bearing shaft 4b, welded so tl~e front bearing casing from the bearing of
auxiliary frame 21b
in response to the constrauie~l deformation of longitudinal runner, shown in
Fig. 12,
withdrawal of bearing shaft 4a with site of predetermined fracture "b" from
auxiliary frame
20 21a in response to the constrained deformation of intermediate band 8a, one
end of which is
fastened to pin 6.3 ofrear bearing shaft 6b, shown in Fig. 1 l, and/or
withdrawal ofbearing
shaft 4d from the bearing of ;mxiliary frame 21 b in response to the
constrained deformation
of connecting member 8, shown in Fig. 20.
When displaced by "v2" the rear bearing is released due to fracture of front
auxiliary frame
25 22, 22a with sites of predete~ mused fracture "b", shown in Figs. 4, 10,
fracture of bearing
shaft 6a with sites ofpredete~mined fracture "b" in response to the
constrained deformation
of connecting member 9a, shown in Fig. 10, withdrawal of bearing shaft 6b, in
response to
the constrained deformation of band 9a after the fracture, and withdrawal of
bearing shaft
4a from auxiliary frame 21 a, shown in Fig. I 1 md,~or withdrawal of bearing
shaft 6, 6c, 6d
3G~ from the bearing of auxiliary frame 21 b, 22, in response to the
constrained deformation of
connecting member 9, 9b to 9d, shown in Figs. 4, 12, 13, 19 to 21.
Figs. 20 to 23 illustrate the simultaneous, total (entire) release of all the
bearings when all
bearing shafts 4d, 6b, 6c are displaced by "v~", where the displacement of
front bearing
shaft 4d and rear bearing sha tl 6b, 6c must be kept equal to each other by
adding or
35 removing several spacers 6.1 from the rear bearing shaft 6c, retaining
plate of which is
fastened to the flange of cotmecting member 9c by bolts 6.2, or by the use of
adjusting
device, which is part of the c~ ~nuecting members 8.
CA 02236816 2001-09-03
-10-
The difference between both side lengths of each spacer 8.4 ofthe adjusting
device is "~l =
1"+, - In". To meet the toleran~;es or the tolerance zone, say "Os", a number
of spacers must
be made available. The number is reduced by using both side lengths. After the
adjustment
of both displacements to the same magnitude of "v2" by putting two spacers
with the proper
.> side length into both oblong boles of coimecting member 8 opposite to each
other, a
remaining distance of "Or" is left. ltf it is within the tolerance zone, the
bolt 8.2, projected
through both spacers and piss on rod. is fastened to nut 8.3. Owing to the
internal diameter
the of connecting member eq ual to the external diameter of the round piston
rod both
spacers self align to the piston rod. This adjusting device can be installed
on the front and/or
rear bearing shafts.
When a free displacement of the piston device up to "v~," is required, the
remaining distance
of "Os" is set equal to "v.,".
A releasing assembly, sUov~ n in Fig. 19, is built by integrating at least one
transverse
girder 24, 25 into both connecting members 9, opposite to each other. After
the fracture of
1:. a single delimiter 14a, displau.ed by "v2" in the event of any front
collision, all bearings are
simultaneously, entirely relea sed from both longitudinal runners. However,
the use of other
delimiters is possible.
The tolerances of releasing a~aembly of "o" between the movable upper
transverse girder 24
and transmission unit 10.2 as well as of "u" between the movable lower
transverse girder 25
and transmission unit must bu taken into account in the design of positioning
the
transmission unit of a longitudinally-built drive assembly for rear-wheel
drive, shown in Fig.
8, or front-wheel drive without power-transmission shaft 59. However, there is
no space-
restriction for one or both transverse girders, when designed for a
transversely built drive
assembly of front-wheel drive, shoN~~ in Figs. 1 to 4.
25'
Although the present invention has been described and illustrated in detail,
it is clearly
understood that the terminology used is intended to describe rather than
limit. Many more
objects, embodiments, featur~a and variations of the present invention are
possible in light
ofthe above-mentioned teachings. Therefore, within the spirit and scope ofthe
appended
3G~ claims, the present invention may be practised otherwise than as
specifically described and
illustrated.
