Vehicle fenders – Buffer or bumper type – Shiftable between operative and inoperative positions other...
Reexamination Certificate
1999-11-17
2001-05-01
Dayoan, D. Glenn (Department: 3612)
Vehicle fenders
Buffer or bumper type
Shiftable between operative and inoperative positions other...
C293S119000, C293S132000, C293S115000
Reexamination Certificate
active
06224120
ABSTRACT:
BACKGROUND OF THE INVENTION
This application claims priority of DE 198 52 959.7-21, filed on Nov. 17, 1998, the disclosure of which is expressly incorporated by reference herein.
The present invention relates to an arrangement of a front protection bow on a motor vehicle front end, and more particularly, to an arrangement which is supported by bending-resistant rod profiles on supporting components of the motor vehicle body. The rod profiles of the front protection bow, which together are closed to form a frame and which are largely situated in the overlapping area with the motor vehicle front end comprising a forward front wall and an elastically flexible bumper, extend at least along a predominant portion of the width and the height of the motor vehicle front end.
A known arrangement of a front protection bow is described in WO 96/20852 A1. This conventional front protection bow has bending-resistant rod profiles which are braced in a framework-type manner to form a closed frame and can be fastened on supporting components of the motor vehicle body. The front protection bow is situated in the overlapping area of the motor vehicle front end and extends at least along a predominant portion of its width and height. In addition, the front protection bow which forms the forward outer contour of the vehicle—is arranged at a distance in front of a forward front wall of the motor vehicle front end. By way of two frame parts, the front protection bow reaches over a forward, elastically flexible bumper so that the function of the bumper situated behind the frame parts is impaired.
Another disadvantage of the known arrangement of the front protection bow is that, even in the event of minor parking pushes, damage may be caused on the vehicle itself or on other participating vehicles, particularly if the front protection bow projects toward the front over the bumper and forms the forward vehicle contour. In the event of frontal accidents involving persons, a frame arranged at a larger distance in front of the frontal area of the vehicle front end may represent an increased risk of injury to the person hit. In addition, such front protection bows may impair the aerodynamic shape of a motor vehicle and therefore cause a higher fuel consumption.
SUMMARY OF THE INVENTION
An object of the present invention is to provide an arrangement of a front protection bow on a motor vehicle front end by which the features in the event of accidents involving persons or vehicles as well as the aerodynamic design of the motor vehicle can be further improved.
In the arrangement of the front protection bow according to the invention, the object has been achieved by providing that the front wall of the motor vehicle front end has a front end contour which is adapted to the frame and has a section embedded in the front end contour in which at least one rod profile of the frame can be placed in a sunk manner at least with one partial cross-section. In the this lowered arrangement of the rod profile, the frame is displaced toward the rear with respect to the front side of the bumper. As a result, the frame of the front protection bow can now be positioned from the position known so far, thus arranged at a distance in front of the front wall of the motor vehicle front end, into a position close to the front wall adapted thereto in a set-back manner.
Depending on the further development and the shape of the front protection bow and of the motor vehicle front end, either one or several rod profiles of the frame or the entire frame can be arranged to be sunk in the embedded section of the front wall. Thereby, when the complete frame is received, the section can be constructed as a negative form for this frame. Because rod profiles of the most different closed or open cross-sections can be used, such as tube profiles, oval or elliptical profiles, C-profiles, L-profiles or U-profiles, the channels of the section embedded in the front wall can be correspondingly adapted. In this case, the rod profiles can be arranged to be sunk into the channels of the embedded section by a partial cross-section or completely.
With this novel arrangement of the front protection bow on the motor vehicle front end, the reversible buffering effect of the bumper is maintained in a normal manner without action upon the front protection bow. Thereby, the operating friendliness of the vehicle during parking into narrow parking spaces is increased or, in the event of a push or a minor frontal impact, damage to the own or to other involved vehicles can be avoided. In this case, the frame can also be arranged in a sunk manner in recesses of the bumper, whereby the front protection bow can be situated only above as well as above and below the bumper.
If the frame projects slightly over the front wall of the motor vehicle front end, despite the arrangement displaced toward the rear, the front protection bow will have the known advantages of protecting the motor vehicle front end, particularly during cross-country driving, from the effects of blows, for example, caused by branches.
As a result of the pulled-back position of the frame, a front protection bow is created which represents a clearly reduced risk of injury in the event of frontal accidents involving persons. A front protection bow is particularly useful where the frame is situated approximately in one area with the front wall.
Also, in a frame which extends far upward approximately to the level of the engine hood, a driving below obstacles, particularly trucks, is more avoidable. Overall, as a result of the frame extending over a predominant portion of the height and the width of the motor vehicle front end, an improved accident behavior of the motor vehicle is achieved. In the event of a frontal collision with a slight overlapping of width, because of the front protection bow, the resulting forces can be distributed better along the entire width and height of the deformable zone of the motor vehicle and the forces can therefore clearly be absorbed better.
Finally, the arrangement of the front protection bow according to the present invention permits an aerodynamically developed motor vehicle front end which allows a reduction of the fuel consumption. In addition, the shaping of previously known front protection bows, which may be somewhat aggressive, is softened and a restrained shape of the front end is created.
Thus, a frame which is arranged completely above a bumper has been found to be particularly advantageous because the front protection bow can be integrated in a simple manner into the frontal area and develop its full protective effect.
A lower rod profile which extends approximately along the entire width and an approximately U-bow-shaped upper rod profile which is connected therewith and extends approximately to the level of the upper edge of the front end, together result in a frame which ensures the essential protective features of the front protection bow, can be manufactured and integrated into the front wall of the front end in a relatively simple manner.
If the motor vehicle front end is bounded laterally and upward by the frame which is also constructed as a framing for the headlights and the radiator grille, particularly the corner area between the frontal area and the lateral surfaces, which frames the headlights, is well protected from the effect of blows.
A basic frame, whose corner areas are arranged at two upper and two lower side members, provides a particularly good linkage of the front protection bow to the deformation zone of the motor vehicle. Consequently, the frame is particularly well suitable for distributing and transmitting forces in the event of a frontal impact.
As a result of the arrangement of one crash box respectively between the lower corner areas of the basic frame and the lower side members, the energy which in the event of an accident acts upon the frame can be advantageously reduced. Since, according to experiences, the lower side members must absorb higher forces, the energy absorption elements are at least arranged there. In a particularly
Eipper Konrad
Schefzuk Matthias
Daimler-Chrysler AG
Dayoan D. Glenn
Evenson, McKeown, Edwards & Lenahan P.L.L.C.
Morrow Jason
LandOfFree
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