Land vehicles: bodies and tops – Bodies – Structural detail
Reexamination Certificate
1999-07-01
2001-03-27
Dayoan, D. Glenn (Department: 3612)
Land vehicles: bodies and tops
Bodies
Structural detail
C296S203040
Reexamination Certificate
active
06206461
ABSTRACT:
BACKGROUND OF THE INVENTION
This application claims the priority of German application 198 29 432.8, filed in Germany on Jul. 1, 1998, the disclosure of which is expressly incorporated by reference herein.
The present invention relates to a bottom structure for a self-supporting frame body of a motor vehicle, especially a passenger automobile, with two lateral beams extending into the rear end and joined together in the rear end area by at least two crossbeams spaced apart from one another lengthwise of the vehicle.
A bottom structure for a self-supporting motor vehicle frame body is generally known, especially for station wagons such as the Mercedes-Benz Model T. The station wagon has in the rear part of the frame a freight compartment which can be equipped with a third row of seats facing rearward. The feet of people riding on this third row of seats are placed in a corresponding recess in the floor of the freight compartment. In the event of a rear-end collision against the station wagon, considerable intrusions into the rear end might occur, which would also greatly deform the bottom structure. Especially in the event of a laterally off-center rear-end collision, deformations of the rear portion of the bottom structure occur, and this might result in considerable injury to persons on the third seat row, especially to their feet.
SUMMARY OF THE INVENTION
An object of the invention is present to solve the problem of creating a bottom structure which will offer improved safety for passengers in case of rear-end collision stresses.
This problem has been solved by providing at least one central longitudinal strut running between the two crossbeams and aligned parallel to the lateral beams. Even in the event of a laterally off-center rear-end collision, this central longitudinal strut, in addition to the affected lateral beam, absorbs and can propagate collision energy into the adjoining crossbeam which in turn passes the absorbed energy on also to the second lateral beam. By distributing the collision stresses in spite of the rear-end off-center collision that initially impacts only one lateral beam, the rear-end intrusions into the bottom structure are reduced. Especially in the case of station wagons, the result is a reduced deformation of the freight compartment which, in the case of the presence of a third seat row, preserves an adequate foot well.
In one embodiment of the present invention, the central longitudinal strut is provided at its extremities with broadened thrusting surfaces which rest broadly against the two crossbeams. In this manner the transfer of impact energy in case of a rear-end collision to the forwardly adjoining crossbeam is further improved.
In a further embodiment of the present invention, the central longitudinal strut is disposed releasably on at least one crossbeam and on at least one of the two crossbeams it is journaled so as to pivot upwardly about a horizontal axis running transversely of the vehicle. Thus, accessibility to a chamber situated beneath the central longitudinal strut can be maintained, especially a chamber for a spare wheel or for other freight. Advantageously, the central longitudinal strut can also be configured so that it serves as a lever arm for lifting and extracting the spare wheel from its storage space, i.e., from the spare wheel recess. For this purpose the central longitudinal strut can engage the spare wheel with corresponding holders. Also, a handle can be associated with the central longitudinal strut to permit simplified raising of the central longitudinal strut.
In a further embodiment of the invention, the central longitudinal strut, as seen in the direction of the vehicle's length, is positioned at a slight distance away from at least one crossbeam. If the central longitudinal strut is positioned at a slight distance from both crossbeams, the central longitudinal strut is advantageously affixed to a floor plate and is disposed at the same level as the two longitudinal beams. An especially advantageous arrangement is achieved if the central longitudinal strut is positioned at a slight distance only from the rear-end crossbeam, because the remaining gap then permits the elastic flexing of the rear-end crossbeam in bumper tests without striking the central longitudinal strut.
In a yet further embodiment of the invention, the central longitudinal strut is configured in combination with the arrangement of a third seat row in a station wagon as an add-on part that can be fastened between crossbeams. Thus the central longitudinal strut can be added on to passenger cars if necessary, without changing the frame structure and the bottom structure along therewith. The bottom structure and the accompanying frame structure thus remain the same, and only when a third row of seats is ordered by the customer is the central longitudinal strut also included.
Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings.
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Daimler-Chrysler AG
Dayoan D. Glenn
Evenson, McKeown, Edwards & Lenahan P.L.L.C.
Gutman Hilary
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