CA2249667C

CA2249667C - Floor-assembly of a motor vehicle with means for storage rooms, bumper support and increasing passenger safety

Info

Publication number: CA2249667C
Application number: CA002249667A
Authority: CA
Inventors: Giok Djien Go
Original assignee: Individual
Current assignee: Individual
Priority date: 1996-04-22
Filing date: 1997-04-09
Publication date: 2005-08-02
Anticipated expiration: 2017-04-09
Also published as: CA2249667A1; DE19615985C1; WO1997039937A1

Abstract

A large area of the vehicle floor between the front- and rear bumper is exploited to accommodate at least one deformable element. Its front- and rear portion is connected to a pair of front- and rear piston devices, which independently operate to deform the deformable element in any front- or rear collision.
The deformable element is subdivided into a number of crushable segments, provided with sites of predetermined fracture, which, in juxtaposition, have inequal stiffness in order to control the rate of deceleration. Engaging receptacles and mating keys of interengaging assemblies define the crushable segments of the first deformable element, responsible for energy-absorption in a front- or rear collision, and the second deformable element, responsible for energy-absorption in a side collision.
An upper and lower deformable floor of trunk-compartment, a pair of runners and a pair of wheel cases define storage-rooms, covered by the respective releasable upper floor.

Description

FLOOR-ASSEMBLY OF A MOTOR VEHICLE WITH MEANS FOR STORAGE
ROOMS, BUMPER SUPPORT AND INCREASING PASSENGER SAFETY
CROSS REFERENCE TO RELATED APPLICATIONS
This is related to an international application number PCT/DE 97/00715 (WO
97/39937, German Patent Doc. DE 19615985 C1), filed Sept. 4, 1997 BACKGROUND OF THE INVENTION
1. Field of the Invention:
It is an object of the present invention - to ensure the energy absorption of a motor vehicle in the event of accident (front-, side- or rear collision or pile up (mass accident, multi-crash)), - to store minor energy, when the bumper is loaded resulting from front- or rear crashing into a barrier while parking, and to return the bumper back, when unloaded, to the home position;
- to exploit spaces, formed by an upper deformable floor of a trunk compartment in the front- or rear section of vehicle body and the vehicle floor, as storage rooms for items, where the upper deformable floor is releasable and detachable from the respective section thereof.

2. Description of the Related Art:
It is known in the prior art to construct a vehicle frame whuch, defining the shape of the motor vehicle, sustains various loads and has deformable longitudinal runners in co-operation with deformable elements to absorb impact energy in front crash tests or real-world accidents.
Shortcomings thereof become apparent in the following offset crash tests as well as in the following offset, inclined front collision:
- In a 50 % offset crash test at 55 km/h, shown in Figs. 34 and 35, two similar cars MB
230s, rotate at yaw angle "A" = 40° about the vertical axis of the mutual point of collision away from the mutual collision line. As a result, large yaw-acceleration severely/fatally injuries passengers and the remaining forces, whereto all passengers are exposed, open the trunk cover 601 of each car.
- In an approx. 50 % bffset crash test at 50 km/h, shown in Figs. 36 and 37, a 1480 kg heavy VW Passat 700a, moving forward to 1 metre, rotates at yaw angle "D" =
35°, while a 1107 kg heavy VW Lupo 600a, thrown backward to 5 metre, rotates at yaw angle "A" _ 45° thus backward, rotatably (yaw-) accelerating the heads of restrained dummies of VW
Lupo. In a real-world accident the passengers of VW Lupo suffer severe/fatal head-injuries due to whiplash and yaw-acceleration dependant torque.
- When an eight-year old VW Passat 600b crushes into a two-year old MB C200 700b at an angle "A~" = 35°, shown in F'ig. 38, outside the city Idstein the passenger compartment of MB C200, collapsed, is reduced to approx. 40 % while both cars are subjected to great yaw accelerations, respectively. As a result, the MB C200 driver is fatally injured and one among four VW Passat passengers is severely injured.
Until now the Europe NCAP-consortium as well as NHSTA have not yet legislated specifications to prevent fatal/severe injuries resulting therefrom.
In order to formulate in single terminology a generalized definition for the proper term is presented:
Definition: Proper Term:
"vehicle floor between the A- or an area regionally restricted by both A- or front post front post sections and the rear sections, the rear bumper and both side rails.
bumper"
"frame member" 30 to 34 of a any longitudinal runner, cross member, tunnel rail or vehicle frame side rail (sill portion) "deformable element" 1, 2, 3 any energy-absorbing element to convert the impact for energy absorption energy into work of deformation "deformable members" members of a deformable element "auxiliary part" of a deformable auxiliary tube, plate or element for the purposes of element guiding and/or fastening a deformable element to the frame assembly "accident " front, side or rear collision in arbitrary direction of impact force, for example, Y at the arbitrary angle "~3"
or at angle "A,~" (Fig. 2) "acceleration" impact acceleration or deceleration of vehicle during an accident "stiffness" of stiffness matrix of an element in the direction of impact a deformable or an auxiliary force X, Y or Xl (Fig. 31) element "site of predetermined fracture" recess, hole, oblong hole, cut-off, corrugation or crack "predetermined site" welding spot, engaging point or assembling point "key" of engaging screw, bolt, pin, peg, rivet, block or element an interengaging assembly "mating receptacle" of mating hole, recess, oblong hole or cut-off an interengaging assembly "energy absorption" energy is absorbed by a deformable element upon the release of stored energy when the sites of predetermined fracture are broken Ref. to DE 3826958 A1 the rear section of front portion of each longitudinal runner, in abutting relationship to the passenger compartment (cell), has the greatest stiffness while the w deformable front section, whereto an auxiliary deformable element having variable cross S section in longitudinal direction is fastened, has variable stiffness in longitudinal direction in order to control the rate of deceleration and determine the onset of pre-tensioning the belts in mid-front collisions.
Ref. to DE 4224489 A1 eW usion components used for the front portions of longitudinal runners are made of light materials such as aluminium, magnesium or alloys thereof. In dependence on the different cross sections such as 4-, 6-, 8-edges, 4-edges with strut and round profile with strut a survey on the mass-dependent energy absorption and the buckling force is carried out. The best result, achieved by extrusion component with round profile with strut, has encouraged the assigmee AUDI Corp. to assemble a pair of extrusion components, serving as longitudinal runners, in AUDI A8. The component under load buckles because it is neither provided with sites of predetermined fracture nor guided.
Responsive to one of those deficiencies the front- and/or rear portions of longitudinal runners, made of light materials, ref. to US Pat. No. 5,480,189 are provided with sites of predetermined fracture. However, the problem of buckling remains unsolved.
Ref. to US Pat. No. 3,860,258 similar corrugated portions of longitudinal runners and side rails should control the rate of acceleration in a mid-front collision. The rate thereof is out of control because the portions under load collapse abruptly due to their constant stiffness.
Moreover, the corrugated portions weaken the overall stii~ness of the vehicle frame which is subjected to collapse in a side collision.
Unfortunately, the operation of bumper, telescoping into the corrugated portions, works in mid-front collisions, but fails in offset front collisions.
As exemplified in DE 3925990 Al, each pair of energy-absorbing front- and rear portions 1 S of longitudinal runners is supported by a pair of energy-absorbing devices in order to prevent lateral buckling thereof in the event of a mid-front- or mid-rear collision.
From alI exemplary teachings of the prior art tlus is the most promising invention owing to the following features:
1. During the deformation in a mid-front collision both energy-absorbing subframes (spring domes) move downward and underneath the passenger compartment which is subjected to less acceleration.
2. The device including three pairs of energy-absorbing deformable elements achieves the largest amount of energy absorption.
Unfortunately, these volununous pairs, suited for MB S, cannot be accommodated in a compact, small- or mid-size car and the problem of buckling remains unsolved.
Responsive to one of the deficiencies great force resulting form a mid-front collision is absorbed by a pair of energry-absorbing front portions of longitudinal runners in co-operation with a pair of C-shaped energy-absorbing members of subframes of small car MB
C, ref. to DE 4342759 C1, in abutting relationship to the passenger compartment which is, unavoidably, subjected to the remaining load. When it is large enough in the accident of the above-mentioned MB C200, the passenger compartment collapses.

-.5-There is a great demand for subcompact, compact and luxury compact cars suitable for every day driving that help resolve the problems of increasing traffic density, make it easier to park and lower the fuel consumption to under 4 litre for 100 km. These goals and an enhanced survival chance, designed at extremely low manufacturing costs, in real-world accidents are at S cross-purposes. The following teachings of the latest prior art regarding passenger protection and manufacturing method are outlined hereinafter:
Extrusion components fabricated from light materials are used for the supporting members of the vehicle door, frame, cross members, side rails and post sections ref.
to DE 4335043 Al . A vehicle member such as floor and door is assembled by plug-in connecting the engaging pieces of a part thereof to the mating profiles, sockets and/or holes of the other part and by glueing them together. The high manufacturing costs are partly compensated by the relatively inexpensive, simple methods of assembly and preserving the tolerance zones, however, not su~ciently enough to justify serial production. Presumably, the problems of energy absorption remain unsolved.
Ref. to US Pat. Nos. 5,911,426 and 5,921,578 a small shock-dispersing plate 606 and a pair of deformable portions of leading arms 603 of a battery-driven compact car Honda, shown in Fig. 39, have energy absorption, far less than that front portions of the pair conventional runners of the compact car MB A ref. to US Pat. No. 5,492,193 in co-operation with the undermentioned deformable element 56 ref, to DE 4326269 C1, shown in Figs. 2a, 3a .
In a mid-front collision both deformable portions of leading arms are outwardly deformed thereby outwardly displacing both wheels out of interference with the respective side rails.
However, in an arbitrary front collision, shown in Fig. 38, only one of the deformable portions of leading arms will be deformed to a limited extent due to the interference of the corresponding wheel with the cross member thereby transmitting the remaining energy to the vehicle frame and increasing the rotation of the vehicle.
In a worst case the left front tire laterally hits the curbstone 611 of a pavement when parking the contact force deforms the deformable portion of left leading arm 603, shown in Fig. 40.
Ref. to DE 4326269 C1 a deformable element 56 of MB A (Figs. Za, 3a) consisting of honeycomb-shaped energy-absorbing members is in form-locking connection to the front portions 50.1 of longitudinal runners and detachable therefrom. Due to the small size (area) the deformable element is incapable of absorbing large impact energy.

Ref. to US Pat. No. 5,464,266 (DE 4326270 Al) the feature for energy absorption in side collision is misleading. Four stiff impact elements 55a to 55d (Figs. 2a, 3a), incapable of absorbing energy, transmit energy from one vehicle side to the other as well as to the passengers. In the worst case, the residual lateral force rolls the MB A over due to the high centre of gravity of the vehicle.
Such stiff elements were already proposed by Volvo Corp. in EP 0565501 A1 disclosing five stiff cross members to transmit energy from one vehicle side to the other, the floor and the passengers.
None of the above-mentioned configurations offer the simplicity of the present invention in - arranging the large deformable element, whose area is more than four times as big as the area of the deformable element 56 of MB A, between the front pillars and the rear bumper 36 to absorb much larger impact energy;
- arranging a pair of independently operating piston devices in the in the front- and/or rear section of the vehicle body to independently deform the large deformable element and - substantially improving the survival chance of a vehicle, taken as example the compact car MB A (Figs. 2a, 3a), by modifications. Responsive to the deficiencies of US
Pat. Nos.

5,464,266 and EP 0565501 A1 the compact car "GO", shown in Figs. 2 to S, is provided with the interengaging assemblies ref. to. EP 0869878 B 1 (CA 2,220,872, US
08/860,182) to ensure the connection of the doors, pillars, side rails and vehicle roof to each other in an accident , with the impact beams 20, 20a, 20b and spring elements 21 ref. to A1 and at least one deforrnable element 1, 3 (Figs. 1, 31 to 33), preferably, a pair of side deformable elements 2, 2a to 2e (Figs. 1 to 6, 15 to 18, 32) in order to define a crushable section for each vehicle side. The front-end or rear-end of the deformable element 1 and/or deformable element 3 is/are capable of absorbing large impact energy in any front- or rear collision.
S UMMARY OF THE INVENTION
Accordingly, the principle object of the present invention is to optimize the crush behaviour of a frame assembly of motor vehicle equipped with deformable elements in order to substantially reduce large accelerations in any accident.

-A second object of the present invention resides in a pair of independently operating piston devices, arranged in the front- and/or rear section of the vehicle body, to guide and independently deform the respective deformable elements in the event of arbitrary front- or rear collision in order to achieve the highest efficiency of energy absorption linked to preventing lateral buckling and controlling the folding and buckling.
A third object of the present invention resides in interengaging assemblies to form- and/or force-locking connect the deformable elements to each other, frame members, wheel cases and/or auxiliary parts in order to prevent lateral buckling and/or to increase the energy-absorbing masses in any accident.
A fourth object of the present invention is to provide a trunk compartment with a detachable and releasable deformable element, serving as an upper floor thereof, to cover storage rooms, defined thereby and by a lower floor thereof, for a spare tire, briefcase and items, to protect them therein from theft and to absorb energy in arbitrary front-, rear- or side collision. This object is applicable for the trunk compartment in the front- and/or rear section of the vehicle body.
A fifth object of the present invention is to provide for a front- and/or rear bumper a pair of springs in co-operation with the independently operating piston devices to store minor energy, when the bumper is loaded resulting from crashing into a barrier while parking, and to return the bumper, when the motor vehicle is reversed, to the home position thus making repair unnecessary.
INDUSTRIAL APPLICABILITY
It should be apparent that the invention provides a substantially improved energy absorption including the following features:
a) A decrease of the amplitude, an increase of the eigen-frequency of torsional oscillation, the stif~'ness ofthe vehicle frame, a reduction ofvehicle-weight and substantial deceleration in the event of accident are achieved by - a single large-area deformable element 1 (Figs. 31, 33) or a number of deformable elements 1, 2, 3, 3a to 3c (Figs. 1 to 4, 15 to 22, 32) attached to the very large area of vehicle floor between the A-post sections and the rear bumper thus solving the deficiencies of the above-listed prior art;

-$_ - an increase of the energy-absorbing masses by means of interengaging assemblies to connect the deformable elements to each other (Figs. 15 to 18, 32), for example, one ofwhich and the others are proposed for energy absorption in a front, rear and side collision, but all of them are involved in any front, rear- or side collision or in a multi-crash consisting of front, rear and side collisions. This overall proposal for energy absorption in any accident is superior to the two individual energy-absorbing features ref. to US Pat. Nos. .5,464,266, 5,492,193 and DE 4326269 C 1, above-mentioned, each of which is proposed either for energy absorption in a mid-front collision or for energy absorption in a side collision;
- an increase of the height "h2" of the side deformable element 2a (Fig. 6) and deformable element 2a1, 2a2 incorporated with deformable element 2z (Fig. 23).
The height "h2" (Fig. 6) is determined by the difference between the vehicle floor 57 and road level "hB" (Fig. 3) serving as a clearance for the vehicle floor to the road surface or between both vehicle floors 57 and 57a of the compact car "AC"; and - auxiliary tubes 60b, 60c, 60c1, 60c2 to force-locking connect the deformable elements to the frame members.
b) Minor or no impact force is imposed on the passenger compartment thanks to control rate of deceleration while releasing subenergies, the total amount of which represents the impact energy, in excess of the threshold value of the sites of predetermined fracture of deformable elements during the controllable folding and buckling.
c) When a vehicle tunnel is needed to house an exhaust pipe, drive shaft (drive line) etc., the tunnel rail 60, 60d (Figs. 1 to 2, 31, 33) can be replaced by auxiliary tubes 60b, 60c, 60c1, 60c2 (Figs. 23, 29 to 32), auxiliary plates 31.5, 32.5, 32.6, 33.5 (Figs. 24, 32) and/or a pair of tunnel rails 60e (Fig. 32), between which an accommodation space is defined.
d) The ledge of side deformable element 2a1 to 2a3 (Figs. 6, 23, 32) can be utilized for - a step rail 2.8 facilitating (disabled) occupants to comfortably step in and out of cars, vans and small buses having high side rails and/or - a side bumper of deformable element 2a3 (Fig. 32) to directly absorb impact energy.
e) Just like the front section of the vehicle structure each lateral crushable section is idealized by a side bumper and a number of deformable elements.
CA-224966?-D 010404 fJ Honeycomb-shaped deformable elements are suited to dampen road noise. See honeycomb-shaped floor parts of Honda cars ref. to DE 3809185 C2 made of paper, soaked in oil, to dampen road noise, g) Costs are cut by standardizing the deformable elements with arbitrary cross section and contour for vehicles of different classes and minimizing the number of the types or by employing a single deformable element 1 (Fig. 33) for energy absorption in any front, rear-or side collision.
h) Inexpensive design, low manufacturing costs, high reliability, low reject rate and saving labour-time are accomplished owing to simple assembly, disassembly and repair.
BRIEF DESCRIPTION OF THE DRAWINGS
A number of embodiments, other advantages and features of the present invention of motor vehicle will be described in the accompanying drawings with reference to the xyz global coordinate system:
Fig. 1 is a schematic perspective view of an energy-absorbing floor assembly of a compact car "GO", which improves the floor assembly of a MB A shown in Figs. 2a and 3a, under the imposition of impact force X, Y or X1 in the event of front, a side or rear collision or a pile up according to a first embodiment of the present invention, Fig. 2 is a bottom plan view of the first embodiment of the floor assembly in yz plane under the imposition of impact force X or Y in the event of front- or side collision.
Fig. 2a is a bottom plan view of the floor assembly of the MB A "AC", ref. to US Pat. No.
5,464,266 (DE 4326270 Al) and DE 4326269 C1, in yz plane comprising two runners, side rails, bumpers, an A-, B-, C-cross member, a front deformable element and four impact elements.
Fig. 3 is a cross-sectional view of the first embodiment of the floor assembly along the line II-II of Fig. 2.
Fig. 3a is a cross-sectional view of the MB A "AC" along the line II-II of Fig. 2a.
Fig. 4 is a partially enlarged cross-sectional view of Fig. 3.
Fig. 5 is a cross-sectional view of a vehicle door and a side deformable element having a ledge serving as a step rail along the line II-II of Fig. 2.
Fig. 6 is a perspective view of the side deformable element having the ledge.

Fig. 7 is a cross-sectional view of a shearable bolt of the side deformable element in engagement with the mating hole of a piece along the line I-I of Fig. 4.
Fig. 8 is a cross-sectional view of a shearable pin being engaged to the side deformable element.
Fig. 9 is a cross-sectional view of a side-end portion of the deformable element bolted to a C-cross member along the line III-III of Fig. 2.
Fig. 10 is a schematic perspective view of a first embodiment of a deformable element subdivided into crushable segments provided with sites of predetermined fracture and transition sites, where one of the crushable segments is a honeycomb-shaped energy-absorber.
l0 Fig. 11 is a perspective view of a second embodiment of a deformable element, whose stiffness varies, and an additional deformable element therein.
Figs. 12 to 14 are perspective views of a third to fifth embodiment of deformable elements having an outer or inner guide tube to receive a round auxiliary tube, respectively.
Figs. 15 to 18 are perspective views of a sixth to ninth embodiment of deformable element IS in form-locking connection with a mating deformable element by means of interengaging assemblies.
Fig. 19 is a cross-sectional view of a first embodiment of a trunk compartment provided with a detachable deformable element, in form-locking connection with a pair of rear portions and a pair of wheel cases, and with storage rooms along the line V-V of Fig.
2.
20 Fig. 20 is a partially enlarged cross-sectional view of Fig. 19 to illustrate the honeycomb-shaped energy-absorbing members, an engaging pin and a hinge.
Fig. 21 is a top view of a second embodiment of a trunk compartment provided with a detachable deformable element, one half of wluch in form-locking connection with a rear portion, an engaging rail and a wheel case.
25 Fig. 22 is a perspective view to show the process to form-locking connect the members of the deformable element of Fig. 21 to each other and to the respective frame members.
Fig. 23 is a schematic perspective view of a second embodiment of an energy-absorbing floor assembly comprising open cross sectional frame members to receive deformable elements and bearing boxes.
30 Fig. 24 is a schematic perspective view of a third embodiment of an energy-absorbing floor assembly comprising open cross sectional frame members to receive deformable elements and bearing boxes.
CA-224966'7-D 010404 Fig. 25 is a perspective view of a bearing box and its parts.
Figs. 26 to 28 are front views of a first to third embodiment of an open cross sectional runner in form- and force-locking connection with a bearing box.
Figs. 29 to 30 are bottom plan views of a fourth to fifth embodiment of a floor assembly having at least one leaf spring serving as a deformable element.
Fig. 31 is a bottom plan view of a sixth embodiment of a floor assembly provided with deformable elements for energy absorption in an accident .
Fig. 32 is a bottom plan view of the third embodiment of the floor assembly of Fig. 24 provided with deformable elements for energy absorption in an accident .
Fig. 33 is a bottom plan view of a seventh embodiment of a floor assembly provided with deformable elements for energy absorption in an accident .
Figs. 34 and 35 are top plan views of two similar MB 230s in an approx. 50 %
offset crash test at 55 km/h.
Figs. 36 and 37 are top plan views of two cars, VW Passat and Lupo, with different weights I S in an approx. 50 % offset crash test at 50 km/h.
Fig. 38 is a top plan view of two cars in a real-world accident.
Fig. 39 is a top plan view of a safety device ref. to US Pat. Nos. 5,911,426 and 5,921,578.
Fig. 40 is a top plan view of the safety device of Fig. 39 when the tires of the car hit the curbstone of a pavement.
As customary, the use of (not shown) sealing parts against dirt and water is highly recommended for the purpose of securing the function of the piston device, however, not shown for the sake of perspicuity.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
The applicability of the deformable elements will become apparent in the scope if the explanation of how to assemble the deformable elements to the floor assembly in reference to the Figs. is included. When the assembly process is known, the costs and time can be estimated. Hence, this subject must be taken into account when the function and assembly thereof are described in conjunction with manufacturing parts thereof and absorbing large energy in the event of accident .

The right-hand drive vehicle is represented by the steering wheel 81 drawn with dotted heavy lines (Fig. 3), the position of each pillar and cross member in all Figs. by the capital letters A, B and C (Figs. 2, 31 ). It is to be clearly understood that all the features are applicable for any vehicle with an arbitrary number of pillars and cross members, accordingly S for any floor assembly. The driving direction, shown in all Figs., is opposite to the x-direction of the xyz global coordinate system, illustrated in Figs. 1 to 3, 10, 15, 19, 31.
In order to independently operate and effectively deform deformable elements each of the piston rods is guided by 1) a sleeve bearing (not shown) of the 1 st embodiment of a bearing box attached to the front portion 30.1 of a runner and/or of the A-cross member 31 (Figs. 1 to 2). This feature can be applied for the attackunent to the rear portion of a runner (Fig. 32);
2) a sleeve bearing (not shown) of the 2nd embodiment of a bearing box 30.7, 30.7a form-and force-locking connected to the runner 30a, 30a1 (Figs. 25, 26, 29 to 31).
The bearing box 30.7, 30.7a comprises a housing 30.8, a pair of guide plates 30.5 and a pair of engaging plates 30.6, assembled to the guide plates 30.5 by bolting guide pins 30.4 (Fig.
25); or 3) a bore of the 3rd embodiment of a bearing box 30.7, 30.7b, 30.7c made of an extrusion component which, fabricated from light material, has engaging receptacles to plug-in (form-locking) and force-locking connect with the mating engaging members of the runner 30a, 30a1, 30a2 (Figs. 27, 28). To save costs the extrusion process is further exploited to manufacture several bores of the bearing box 30.7c, for example, three bores and the fourth drawn with dotted lines, to guide piston rods (Figs. 32, 33) and receive auxiliary members such as tubes 60c, 60c1, 60c2.
The cross section of piston rod is arbitrary, however preferably round or rectangular due to the low manufacturing costs and standard parts. Owing to the space saving design the piston rods can arbitrarily be arranged in the front- and/or rear section of the vehicle body.
Generally, a piston device includes at least one piston rod 5.2, .
- one end of which is fastened to the bumper with sites of predetermined fracture or to a piston head 5.1, which is located adjacent to the conventional bumper, and - the other is fastened to a piston 1.2, which is rigidly connected to the deformable element or spaced at a distance of "10" thereto (Figs. 31, 33). When the piston rod is equipped with a coil spring 4d or rubber spring 4c, it telescopes into the bearing box within the distance of "10" to store minor energy, when the bumper is loaded in the event of colliding against a barrier while parking, and to return the bumper to the home position when the bumper is unloaded.
To achieve the highest efficiency of energy absorption a pair of independently operating front piston devices includes a pair of front double bearing boxes 30.7, connected to the front portions of longitudinal nmners, and a pair of front pistons 1.2, fastened to the front-end portions 1.1 ofthe front deformable elements 1 (Fig. 32).
Alternatively, a pair of independently operating front piston devices includes a pair of front twin bearing boxes 30.7, connected to the front portions of longitudinal runners, and a pair of front pistons 1.2, fastened to the front-end portion 1.1 of the single deformable element 1 (Fig. 33).
Recommendably, a pair of independently operating rear piston devices includes a pair of rear twin bearing boxes 30.7, connected to the rear portions of longitudinal runners, and a pair of IS rear pistons 1.2, spaced at a distance of "10" to the rear-end portion 1.1 of the single deformable element 1 (Fig. 33 ).
With the exception of the detachable deformable elements 3 and 3a serving as a releasable floor of the trunk compartment, the deformable elements are located underneath the vehicle floor such as vehicle floor 57 (Figs. 3a). By applying the associative rule the members of each interengaging assembly can be arranged to the mutual deformable elements in either way 1 and 2 or 2 and 1 (Figs. 15 to l8, 32 to 33).
In order to ensure a time-dependent curve of acceleration (deceleration), lower than the threshold value of internal organs of a passenger, during the collision, large-area (proper term: large-volume) deformable elements with controllable deformation behaviour are required. Any deformable element having an arbitrary cross section and contour is subdivided into a number of crushable segments Zl, Z2, Z3, Z4,.. Zo+I provided with sites of predetermined fracture (Figs. l0, 12, 16, 18, 21). Controllable deformation behaviour is determined by inequal stiffness of crushable segments in juxtaposition, under load, having different peak stresses. However, they may have peak stresses at the same level as long as their crushable segments, for example, 7~ and Z,a are not in juxtaposition.
The transient times to the yield value (fracture stress) are variable, hence, determinable by the following design features to vary stiffness of cn~shable segments:
1) number and/or inequal distances of sites ref. to Gl (design-features-type 1) such as welding spots (Fig. 10), transition sites Pl, PZ, P3, .... , P" (Figs. 16 to 18) or assembling points Rl, RZ, R3, .... , R" (Figs. 24, 32);
2) sites of predetermined fracture such as recesses, oblong holes ref. to G2, holes ref. to G2a, cut-off in welded area ref. to G2b, rounded cut-off in welded area ref.
to G2c, cracks ref. to G3 or corrugations ref. to G4. The juxtaposed, crushable segments of a deformable element can be separated by a transition area defined by recesses ref. to G9 (Figs. 12, 13). To prevent from buckling laterally the deformable element is provided with at least one guide tube 1.8a, formed by two half rings (Fig. 14), or with at least one guide tube 1.8 (Figs. J 2, 13 ), characterized in that an auxiliary tube 60b, 60c, 60c1, 60c2 (Figs. 31 to 33) is inserted to guide the deformable element during energy absorption and to prevent lateral buckling thereof.
3) honeycomb-shaped energy-absorbing members ref. to G5 like deformable element 2 illustrated partially (Fig. 1 ), deformable element 1 (Fig. 10) and deformable members 3.1, 3.2 (Fig. 20);
4) integrating additional part thereon or therein ref. to G6;
S) longitudinally varied stiffness of a deformable element la with angle a (Fig. 11) ref. to 2o G7;

6) integrating an additional deformable element lz of varying stiffness therein ref. to G8 (Fig. 11 );

7) mufti-leaf spring as defonnable element ref. to G10, for example, three leaves, mounted laterally (Fig. 29) or longitudinally (Fig. 30). In dependence on cracks, holes such as "b", which is a hole of the spring element 21 (Fig. 5), different radii of curvature of leaves and/or different thickness the sites of predetermined fracture can be pre-calculated by FEM, hence, varied. Moreover, other materials with the properties of high-energy absorption and small mass, for example, used for skis, like carbon/glass fibre-reinforced plastics are recommended for use.

8) interconnection of the first deformable element le, lf, responsible for energy absorption in a front- or rear collision, and the second deformable element 2b to 2e, responsible for energy absorption in a side collision, by means of interengaging assemblies ref. to Gl l (Figs. 15 to 18) increases the energy-absorbing masses in any collision. The stiffness of the transition area ofjuxtaposed, crushable segments is weakened by L- or T-(spade-) shaped holes or recesses. Parts of deformable element are fabricated and formed by shallow drawing, extending, welding, bolting, riveting and/or glueing. The deformable element 1 with struts (Fig. 10) is either formed by welding four sheet metals (panels) 1.10, 1.11 together or made of light weight material by extrusion. Finally, recesses of the deformable element 1 f are machined to serve as sites of predetermined fracture and to receive engaging rivets 2.1b (Fig. 18).
In the lst to 4th embodiment interengaging assemblies determine the crushable segments of the first le, if and second deformable element 2b to 2e and make the assembly of the second deformable element to the first deformable element easier.
Ref. to Fig. 15 the interengaging assemblies consist of upper and lower engaging pins 1.15, distributed on the respective upper and lower transition areas of juxtaposed, crushable segments of the first deformable element le in x-direction, and the mating L-shaped holes, distributed along both legs of the U-shaped, second deformable element 2b, serving as upper and lower transition sites of juxtaposed, crushable segments.
Both deformable elements are interconnected and secured when the L-shaped holes are inserted into the mating upper and lower engaging pins in y-direction until the mating pins come in contact with the edges thereof and the L-shaped holes are moved along the mating pins in x-direction until the mating pins come in contact with the edges thereof. If necessary, a welding spot like transition site "P1 to P"" ensures a rigid connection of both elements to each other (Fig. 17).
Ref. to Fig. 16 the interengaging assemblies consist of upper and lower engaging pins 1.15 distributed on the respective upper and lower transition areas of juxtaposed, crushable segments of the first deformable element le in x-direction and the mating T-shaped holes, distributed along both legs of the U-shaped, second deformable element 2c, serving as upper and lower transition sites of juxtaposed, crushable segments. Both deformable elements are interconnected and secured when the T-shaped holes are inserted into the mating upper and lower engaging pins in y-direction until the mating pins come in contact with the edges thereof and the T-shaped holes are moved along the mating pins in x-direction until the mating pins come in contact with the edges thereof.

Ref. to Fig. 17 the interengaging assemblies consist of engaging pins 1.15 distributed on the upper transition areas of juxtaposed, crushable segments of the first deformable element le in x-direction and the mating T-shaped holes, distributed along the upper leg of the U-shaped, second deformable element 2d, serving as transition sites of juxtaposed, crushable segments.
Both deformable elements are interconnected and secured when the T-shaped holes are inserted into the mating upper engaging pins in y-direction until the mating pins come in contact with the edges thereof; the T-shaped holes are moved along the mating pins in x-direction until the mating pins come in contact with the edges thereof and the transition sites "P1 to Pn" of the lower leg of the U-shaped, second deformable element are welded, bolted or glued to the mating sites of the lower transition areas of juxtaposed, crushable segments of the first deformable element.
Ref. to Fig. 18 the interengaging assemblies consist of engaging rivets 2.1b, both ends of which are attached to both legs of the U-shaped, second deformable element 2e, serving as transition sites of juxtaposed, cmshable segments, and of the mating recesses of the first deformable element lf, each of which is on one engaging side of a transition area between the juxtaposed, crushable segments provided with guide tubes in a common axis. The corresponding crushable segments of both deformable elements are interconnected when the engaging rivets are inserted into the mating recesses and secured therein by an auxiliary tube 60c projected through the guide tubes of all the cntshable segments in the common axis.
Ref. to Figs. 1 to 9 the I st embodiment of a floor assembly of the compact car "GO"
comprises two bumpers 35, 36 and - two runners 30, each of which is subdivided into a rectangular front portion 30.1, a U-shaped central portion 30.2 (Fig. 4) and a rectangular rear portion 30.3;
- an A-cross member 31, subdivided into two U-shaped side transverse portions (torsional boxes) 31.1 and a rectangular central transverse portion 31.2;
- a C-cross member 33, subdivided into two U-shaped side transverse portions (torsional boxes) 33.1 and an U-shaped and rectangular central transverse portion 33.2 (Fig. 9);
- a B-cross member 32;
- a double U-shaped tunnel rail 60, welded to all cross members and - at least one pair of independently operating piston devices, above-mentioned.
Each deformable element 1 of four panels 1.10, 1.11, provided with soundproofing strips 1.7, is inserted into the space, defined by the half of double U-shaped tunnel rail 60 and the U--17_ shaped central portion 30.2 (Fig. 4). The plate 1.1 of the rear-end portion thereof is secured to the central portion of C-cross member by bolts 1.12 (Fig. 9). The plate 1.1 of the front-end portion thereof is bolted to the piston 1.2 of the piston device by bolts 1.5 (Fig. 10).
Subsequently, the auxiliary plate 6 is secured to the central portion of C-cross member by coupling elements 6.2, 6.7 (Fig. 4). The side deformable element 2 with soundproofing strips 2.7, projected into the U-shaped side transverse portion 31.1 and transverse portion 33.1, is secured to the auxiliary plate 6, serving as a fixture by coupling elements 6.1, 6.6 and to the side rail 34 by shearable bolts 2.1 and/or shearable pins 2.1a with the mating holes of pieces 2.4 of the side rail 34 provided with sound-proofing pieces 2.3 (Figs. 4, 7).
Under load of the weight of side deformable element 2, 2a and, particularly, the weight of passenger, standing on the step rail 2.8, the defection of the element 2, 2a spoils the overall stylish impression. Doubtless, it is not beneficial to sales. There is a need for a height-adjusting mechanism. To adjust the height a tool is inserted through the overlapping holes of side rail 34 into a hexagon socket head of shearable bolt 2.1 (Figs. 4, 7).
The number of shearable bolts and/or shearable pins arranged longitudinally and/or transversely depends on the width, length, weight of the deformable element and the weight of passenger standing on the step rail. In excess of the predetermined force in a side collision the shearable parts 2.1, 2.1a and/or the mating pieces 2.4 with thickness, "a" denoted in Fig. 7, are broken or shorn the remaining energy will be absorbed by the crushable segments. Substituting the shearable parts with welding spots cuts the manufacturing cost, but the repair cost will increase. The flat B-cross member 32 can be replaced by an open cross sectional intermediate cross member 32c, similar to 30a (Figs. 23, 24, 33).
Ref. to Fig. 23, 24 and 32 the 2nd to 3rd embodiment of a floor assembly comprises at least one bumper 35, 36 and - a pair of open cross sectional runners 30a and a pair of open cross sectional side rails 34a;
- a pair of U-shaped tunnel rails 60e, providing a space below the vehicle floor to house any member of power plant such as * an exhaust pipe of a rear wheel drive vehicle and a drive shaft or * an exhaust pipe of a front wheel drive vehicle;
- three closed cross sectional cross members 31a to 33a, 31b to 33b, rigidly connected to the runners 30a, tunnel rails 60e and side rails 34a; and - at least one pair of the above-mentioned, independently operating piston devices.

Each of the two pairs of deformable elements 1 (Fig. 32) is projected through the open cross sectional side rails 34a and the open cross sectional central portions of runners 30a into the U-shaped tunnel rail 60e. Either two pairs or one pair of side deformable elements 2a1, 2a2, 2a3 are projected through the respective open cross sectional portions of side rails 34a into the respective side portions of deformable elements 1 in juxtaposition. Each side deformable element has step rail 2.8 (Fig. 6). Regarding the 2nd embodiment the three cross members 31a to 33a are provided with assembling bores "bl to ba"" at the side region and "el to e"" at the central region in common axes to receive and to secure at least two pairs of auxiliary tubes 60b, 60c, 60c1, 60c2, when projected therethrough and through the deformable elements 1 and the side deformable elements 2a1, 2a2, 2a3. When the auxiliary tube 60b, 60c is too long for projection, it is replaced by two short auxiliary tubes 60c1, 60c2 or by auxiliary plates (Figs. 23, 24, 32).
Regarding the 3rd embodiment the three cross members 31b to 33b are provided with the respective auxiliary plates 31.5 to 33.5 at the side region and a pair of auxiliary plates 32.6 at IS the central region of cross member 32b. The deformable elements 1 and the side deformable elements 2a1, 2a2, 2a3 are fastened to the assembling points Rl, RZ, R3, ....
, R" of the respective auxiliary plates 31.5 to 33.5 and the assembling points Q1, Q2, Qs, .... , Q" of auxiliary plates 32.6 (Fig. 24).
Ref. to Fig. 29 the 4th embodiment of a floor assembly, each of two multi-leaf springs 4a ref. to G10, serving as a deformable element 1, is transversely mounted to the A-cross member 31a. For example this multi-leaf spring comprises three leaves B1, B2, B3. To protect passengers in a rear collision another multi-leaf spring can transversely be mounted to the C-cross member 33a.
Ref. to Fig. 30 the 5th embodiment of a floor assembly, a mufti-leaf spring 4b ref. to G10, serving as a deformable element 1, guided by the open cross sectional runner 30a is longitudinally mounted to a stir member 60a on each vehicle side to protect passengers in a front- or rear collision.
Ref. to Fig. 31 the 6th embodiment of a floor assembly comprises two bumpers 35, 36 and - a pair of open cross sectional runners 30a and a pair of open cross sectional side rails 34a;
- an open cross sectional tunnel rail 60d, - three closed cross sectional cross members 31a, 32c, 33a, rigidly connected to the runners 30a, tunnel rail 60d and side rails 34a and provided with bores in the common axes;
- at least one pair of the above-mentioned, independently operating piston devices, equipped with a pair of springs 4d and .
- an energy-absorbing assembly for a trunk compartment (Fig. 19), undermentioned, or a deformable floor 3c, fastened to both rear portions of longitudinal runners 30a and the rear cross member 33a.
A single deformable element 1, inserted between the front 31a and rear cross member 33a, through the side rails 34a, longitudinal runners 30a, tunnel rail 60d and intermediate cross member 32c, is in abutting relationship to both vehicle sides and secured by two pairs of auxiliary tubes bOb, 60c, projected therethrough and through the bores of front- and rear cross member in the common axes and fastened to the front- and rear cross member.
The deformable element, the rear-end portion of which is fastened to the rear cross member, - absorbs impact energy in any front collision while moving along the auxiliary tubes; or IS - is deformed at the side portion in any side collision.
Ref. to Fig. 33 the 7th embodiment of a vehicle, having the same floor assembly as the 6th embodiment, is provided with a pair of the above-mentioned, independently operating front twin piston devices and a pair of the above-mentioned, independently operating rear twin piston devices.
A single deformable element 1, inserted between the front 31a and rear cross member 33a, through the side rails 34, longitudinal runners 30a, tunnel rail 60d and intermediate cross member 32c, is in abutting relationship to both vehicle sides and secured by a pair of auxiliary tubes 60b, projected therethrough and through the bores of front- and rear cross member in the common axes and fastened to the intermediate member.
The deformable element, fastened to the intermediate cross member 32c, - absorbs impact energy in any front collision while moving along the auxiliary tubes; or - is deformed at the side portion in any side collision.
Ref. to Figs. 1, 2, 19, 20 the 1 st embodiment of a rear deformable element 3 of the trunk compartment comprises a central deformable member 3.1 and a pair of side deformable members 3.2 pivotally connected thereto via hinges 3.3. Spaces between the detachable deformable element 3, 3a, the rear wall of the passenger compartment, the rear wall of rear bumper 36, both wheel cases 40, both rear portions 30.3 and the lower floor of the trunk compartment can be used for storage. The engaging central pins 3.5 of the deformable member 3.1 are longitudinally arranged parallel to the mating holes of the rear portions 30.3, distance "T" indicated in Fig. l9. The length of deformable element 3 almost equals to the depth of trunk compartment.
The detachable deformable element 3, 3a, serving as the upper floor of the trunk compartment, is in form-locking connection with the pair of rear portions of longitudinal runners and both rear wheel cases 40, in abutting relationship to the rear cross member 33 and the rear wall (not drawn) of rear bumper 36 as well as being releasable therefrom (Figs.
1, 21).
By means of both hand grips 3.4 of the deformable members 3.2, folded up, the engaging central pins 3.5, drawn with dotted lines (Fig. 19), of deformable member 3.1, resting on the rear portions, are placed adjacent to the mating holes (Fig. 1). Because the diameter of the head of each engaging central pin is a little smaller than the sidelong width of each mating hole, the sidelong hand movement illustrated by arrow and "S" (Fig. 19) brings all engaging pins into the mating holes far the purpose of form-locking connection. When folded down, the deforrnable members 3.2 cover both storage rooms "SL" and "SR", - the lateral surface of each deformable member 3.2, having engaging holes, is imform-locking connection with the C-shaped rear wheel case 40, whereto mating pegs 40.1 are , rigidly attached; and - the holes engage with the mating pegs 40.1.
The number of the interengaging assemblies engaging central pins / mating holes, for example, five, determines the number, for example, six, of crushable segments of the deformable element 3 (Figs. 1 and 21).
Ref. to Figs. 21, 22 the 2nd embodiment of a deformable element 3a of the trunk compartment comprises a central deformable member 3.1a and a pair of side deformable members 3.2a. The design parameters of this embodiment without hinges 3.3 such as distances, lengths, shapes etc. are similar to the 1 st embodiment.
The deforrnable member 3.1a is provided with two rows of the engaging central pins 3.5a to engage with the mating holes of both rear portions 30.3. The number of the interengaging assemblies engaging central pins / mating holes determines the number of crushable segments Z,, Zz, Z3, Za,.. Z6 of the deformable element 3a in direction of impact force Xl.

In order to design a multi-function of the crushable segments of deformable element 3a to absorb impact forces Xl and/or Y the deformable member 3.1a is additionally provided with a transverse guide beam 3.8, having engaging rivets 3.7 which engage with the mating holes of the cross rail 3.9 rigidly attached to the C-transverse portion 33.2 of the cross member.
The schema illustrated by arrows (Fig. 22) shows the form-locking connection of all engaging central pins 3.Sa and all engaging rivets 3.7 to the mating holes of both rear portions and of that cross rail along which the inner edge of the guide beam 3.8 slides.
Additional costs will be incurred only for manufacturing and assembly of parts 3.8, 3.9 due to preserving the distances of the corresponding interengaging assemblies thereof.
When lowered down, each deformable member 3.2a covers a storage room "SL" or "SR" and is in form-locking connection of - its lateral surface to the C-shaped rear wheel case 40;
- its engaging holes to the mating pegs 40.1, rigidly attached to the wheel case 40 and - its engaging pins 3.6a to the mating holes of rear portion 30.3 and recesses of deformable member 3.1a.
Ref. to Fig. 31 the 3rd embodiment of a deformable element 3c of the trunk compartment is in form- and/or force-locking connection with both rear portions 30.3 of the runners 30a and/or the C-cross member 33a via interengaging assemblies, similar to those of the deformable element 3, 3a, welding and/or bolting. The deformable element 3c can serve as a lower floor of the trunk compartment, shown in Fig. 19.
Although the present invention has been described and illustrated in detail, it is clearly understood that the termin0lo~ry used is intended to describe rather than limit. Many more objects, embodiments, features and variations of the present invention are possible in light of the above-mentioned teachings. Therefore, within the spirit and scope of the appended claims, the present invention may be practised otherwise than as specifically described and illustrated.

Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. A floor-assembly of a motor vehicle with means for increasing passenger safety, having a vehicle floor (57), vehicle body, front bumper (35) and rear bumper (36) and a vehicle frame, defined by a pair of longitudinal runners (30, 30a), a pair of side rails (34, 34a) and at least one cross member (31 to 33, 31a to 33a, 31b to 33b, 31c to 33c), which is in connection with the vehicle floor (57), the pair of longitudinal runners (30, 30a) and the pair of side rails (34, 34a), characterized in that a) at least one deformable element (1, 1e, 1f) is arranged to the vehicle floor (57); and b) at least one pair of independently operating piston devices is longitudinally arranged in a front- or rear section of the vehicle body, where .cndot. each independently operating piston device consists of a piston head (5.1), located in the vicinity of the front- or rear bumper (35; 36), at least one piston rod (5, 5a to 5d) and a piston (1.2), located in a front face of a front-end portion (1.1) of the deformable element; and .cndot. bearing boxes (30.7, 30.7a to 30.7c), arranged to the pair of longitudinal runners to guide the respective piston rods (5, 5a to 5d);
thus facilitating the pistons, when loaded by impact energy in an event of front- or rear collision, to independently operate in order to ensure an energy absorption.

2. A floor-assembly of a motor vehicle with means for increasing passenger safety and storage rooms, characterized in that a) a detachable deformable element (3, 3a), serving as an upper floor of a trunk compartment, is in form-locking connection with a pair of front- or rear portions (30.1; 30.3) of longitudinal runners (30, 30a) and a pair of front- or rear wheel cases (40), abutting a front- or rear cross member (31, 31a, 31b; 33, 33a, 33b), connected to the pair of front- or rear portions thereof and a pair of side rails (34, 34a), and a transverse wall of a front- or rear bumper (35; 36), and releasable therefrom;
b) a deformable floor (3c) serves as a lower floor of the trunk compartment and attached to the pair of front- or rear portions thereof and the pair of front-or rear wheel cases (40); and c) the storage rooms, covered by the detachable deformable element (3, 3a), is defined thereby and by the deformable floor (3c);
where the storage rooms are suited for storing items and an energy absorption is ensured in an event of side-, front- or rear collision.

3. The floor-assembly of the motor vehicle with means according to claim 2, characterized in that the detachable deformable element (3) comprises a) a central deformable member (3.1) having a pair of engaging central pins (3.5), longitudinally arranged parallel to mating holes of the pair of the front- or rear portions (30.1; 30.3) thereof and in form-locking connection thereto; and b) a pair of deformable members (3.2), which, pivotally connected to the central deformable member (3.1) by hinges (3.3), are swung down to cover the storage rooms and rest on supporting collars (40.2) of the pair of front- or rear wheel cases (40), which are C-shaped, thus resulting in form-locking connection .cndot. of lateral surfaces to the front- or rear wheel cases; and .cndot. of engaging holes on the lateral surfaces to mating pegs (40.1), rigidly attached to the front- or rear wheel cases;
where the deformable element is subdivided into a number of crushable segments to control the rate of deceleration in the front- or rear collision.

4. The floor-assembly of the motor vehicle with means according to claim 2, characterized in that the detachable deformable element (3a) comprises a) a central deformable member (3.1a) having a pair of engaging central pins (3.5a), which are longitudinally arranged parallel to common mating holes of the pair of the front- or rear portions (30.1; 30.3) thereof, and a transverse guide beam (3.8), engaging rivets (3.7) of which are arranged parallel to mating holes of an engaging rail (3.9) of a transverse portion (33.2) of the front- or rear cross member (31; 33), where all the engaging central pins (3.5a) and rivets (3,7) are in form-locking connection with the respective mating holes; and b) a pair of deformable members (3.2a) which, when lowered to cover the storage rooms and resting on supporting collars (40.2) of the pair of front- or rear wheel cases (40), which are C-shaped, result in form-locking connection .cndot. of lateral surfaces to the pair of the front- or rear wheel cases;
.cndot. of engaging holes on the lateral surfaces to mating pegs (40.1), rigidly attached to the pair of the front- or rear wheel cases; and .cndot. of engaging pins (3.6a) to mating recesses of the central deformable member (3.1a) and the common mating holes of the front- or rear portions (30.1;
30.3);
where the deformable element is subdivided into a number of crushable segments to control the rate of deceleration in the front- or rear collision.

5. A floor-assembly of a motor vehicle with means for increasing passenger safety, characterized in that a) a vehicle floor (57) has a pair of open cross sectional side rails (34a), through which first side portions of a pair of side deformable elements (2, 2a, 2b, 2c, 2d, 2e, 2a1, 2a2, 2a3) are projected until coming into contact with corresponding side portions of a deformable element (1, 1e, 1f), arranged to the vehicle floor (57);
b) while second side portions thereof, abutting along a pair of vehicle sides, ensure an energy absorption in an event of side collision.

6. The floor-assembly of the motor vehicle with means according to claim 5, characterized in that the side deformable element (2), guided by a U-shaped front- and rear cross members (31.1; 33.1), is provided with a number of bolts (2.1), provided with sites of predetermined fracture, to engage with mating holes of a pieces (2.4) of the side rail (34), provided with sound-proofing pieces (2.3), where a height of the side deformable element is adjusted by a tool inserted through overlapping holes of the side rail into a hexagon socket head of the bolt.

7. The floor-assembly of the motor vehicle with means according to claim 5 or 6, characterized in that a ledge of the side deformable element (2a1, 2a2, 2a3) serves as a side bumper.

8. The floor-assembly of the motor vehicle with means according to one of the claims to 5 to 7, characterized in that the ledge thereof serves as a step rail (2.8).

9. The floor-assembly of the motor vehicle with means according to one of the claims to 1 to 8, characterized in that a controllable deformation behaviour of the deformable element is determined by crushable segments (Z1, Z2, Z3,.. Z n+1), resulting from a subdivision thereof and provided with sites of predetermined fracture, and by inequal stiffness of juxtaposed, crushable segments, which yield different stress when loaded.

10. The floor-assembly of the motor vehicle with means according to one of the claims to 1 to 9, characterized in that the deformable element is in form-locking connection with at least one member of the vehicle frame.

11. The floor-assembly of the motor vehicle with means according to one of the claims to 1 to 10, characterized in that the deformable elements are in form-locking connection with each other.

12. The floor-assembly of the motor vehicle with means according to claim 3, 4 or 9, characterized in that the stiffness of the crushable segments varies in longitudinal direction.

13. The floor-assembly of the motor vehicle with means according to claim 12, characterized in that the crushable segments are defined a) by inequal distances to each other; or b) by transition sites serving as sites of predetermined fracture; or c) by honeycomb-shapes having different stiffness.

14. The floor-assembly of the motor vehicle with means according to one of the claims to 1 to 13, characterized in that interengaging assemblies comprise keys, provided for the deformable element, and mating receptacles, provided for an additional deformable element, where the crushable segments are defined when inserting the mating receptacles into the respective keys to connect both deformable elements and increase energy-absorbing masses in the real-world accident.

15. The floor-assembly of the motor vehicle with means according to claim 14, characterized in that a) the keys are upper and lower engaging pins (1.15), distributed on respective upper and lower transition areas of the juxtaposed, crushable segments of the deformable element (1e) in longitudinal direction; and b) the mating receptacles are mating L-shaped holes, distributed along a pair of legs of the juxtaposed, crushable U-shaped segments of the additional deformable element (2b), where each L-shaped hole consists of an opening, to receive and guide the mating engaging pin, and of a securing hole, being at the terminus of the opening and perpendicular thereto, where the corresponding crushable segments of both deformable elements are interconnected, when the openings are inserted into the upper and lower engaging pins in lateral direction until the engaging pins come into contact with the edges thereof, and secured when the engaging pins are moved in longitudinal direction into the securing holes until coming into contact with the edges thereof.

16. The floor-assembly of the motor vehicle with means according to claim 15, characterized in that a) the keys are upper and lower engaging pins (1.15), distributed on respective upper and lower transition areas of the juxtaposed, crushable segments of the deformable element (1e) in longitudinal direction; and b) the mating receptacles are mating T-shaped holes, distributed along a pair of legs of the juxtaposed, crushable U-shaped segments of the additional deformable element (2c), where each T-shaped hole consists of an opening, to receive and guide the mating engaging pin, and of a pair of securing holes, each of which is at the terminus of the opening and perpendicular thereto, where the corresponding crushable segments of both deformable elements are interconnected, when the openings are inserted into the upper and lower engaging pins in lateral direction until the engaging pins come into contact with the edges thereof, and secured when the engaging pins are moved in longitudinal direction into the corresponding securing holes until coming into contact with the edges thereof.

17. The floor-assembly of the motor vehicle with means according to claim 15, characterized in that a) the keys are engaging pins (1.15), distributed on upper transition areas of the juxtaposed, crushable segments of the deformable element (1e) in longitudinal direction; and b) the mating receptacles are mating T-shaped holes, distributed along upper legs of the juxtaposed, crushable U-shaped segments of the additional deformable element (2d), where each T-shaped hole consists of an opening, to receive and guide the mating engaging pin, and of a pair of securing holes, each of which is at the terminus of the opening and perpendicular thereto, where the corresponding crushable segments of both deformable elements are interconnected, when the openings are inserted into the upper engaging pins in lateral direction until the engaging pins come into contact with the edges thereof, and secured when the engaging pins are moved in longitudinal direction into the corresponding securing holes until coming into contact with the edges thereof and when the sites of the lower transition areas of the juxtaposed, crushable segments of the additional deformable element are rigidly connected to the mating sites of the corresponding crushable segments of the deformable element.

18. The floor-assembly of the motor vehicle with means according to one of the claims to 1 to 17, characterized in that the deformable element is provided by at least one guide tube (1.8, 1.8a, 1.8b) to receive an auxiliary tube (60b, 60c, 60c1, 60c2).

19. The floor-assembly of the motor vehicle with means according to claim 18, characterized in that interengaging assemblies comprise a) receptacles, provided for the deformable element with the guide tubes (1.8b) in a common axis; and b) mating keys, provided for an additional deformable element, where the crushable segments are defined when inserting the mating keys into the respective receptacles to connect both deformable elements and increase energy-absorbing masses in the real-world accident.

20. The floor-assembly of the motor vehicle with means according to claim 19, characterized in that a) the keys are engaging rivets (2.1b), both ends of which are attached to a pair of legs of the juxtaposed, crushable U-shaped segments of the additional deformable element (2e), and b) the mating receptacles are mating recesses of the deformable element (1f) on transition areas between the juxtaposed, crushable segments;

where the corresponding crushable segments of both deformable elements are interconnected, when the engaging rivets are inserted into the mating recesses and secured therein by the auxiliary tube (60c), projected through the guide tubes of all the crushable segments in the common axis.

21. The floor-assembly of the motor vehicle with means according to one of the claims to 1 to 20, characterized in that a spring (4c, 4d), serving as an intermediate deformable element, is arranged along the piston rod (5, 5a to 5d) and interposed between the bumper (35; 36) and a front face of the bearing box (30.7, 30.7a to 30.7c).

22. The floor-assembly of the motor vehicle with means according to one of the claims to 1 to 20, characterized in that a spring (4a, 4b), serving as an intermediate deformable element, is interposed between the piston (1.2) and the front face of the front-end portion (1.1) of the deformable element.

23. The floor-assembly of the motor vehicle with means according to claim 21 or 22, characterized in that the spring (4a, 4b, 4c, 4d) is spaced at a distance of (10) to the deformable element, where the piston rod (5, 5a to 5d) telescopes into the bearing box within that distance to store minor energy, when the bumper (35; 36) is loaded resulting from front- or rear crashing into a barrier while parking, and to return the bumper back, when the motor vehicle is reversed, to the home position.

24. The floor-assembly of the motor vehicle with means according to claim 21 or 23, characterized in that the spring (4d) is a coil spring.

25. The floor-assembly of the motor vehicle with means according to claim 21 or 23, characterized in that the spring (4c) is a rubber spring.

26. The floor-assembly of the motor vehicle with means according to claim 22 or 23, characterized in that the spring (4a) is a multi-leaf spring, transversely mounted to the front- or rear cross member (31; 33).

27. The floor-assembly of the motor vehicle with means according to claim 22 or 23, characterized in that the spring (4b) on each vehicle side is a multi-leaf spring, longitudinally mounted to a stiff member (60a), connecting both front- and rear cross members (31, 33) to each other, on that vehicle side.

28. The floor-assembly of the motor vehicle with means according to one of the claims 1 to 27, characterized in that the bearing box (30.7b, 30.7c) is an extrusion component.

29. The floor-assembly of the motor vehicle with means according to claim 28, characterized in that the bearing box (30.7b, 30.7c) is provided with engaging receptacles plug-in and force-locking connected to mating keys of the longitudinal runner.

30. The floor-assembly of the motor vehicle with means according to claim 28 or 29, characterized in that the bearing box has (30.7b, 30.7c) a number of bores to guide at least one piston rod (5, 5a to 5d).

31. The floor-assembly of the motor vehicle with means according to one of the claims 1 to 30, characterized in that the single deformable element (1), inserted between the front cross member (31a) and rear cross member (33a), through the open cross sectional side rails (34a), open cross sectional longitudinal runners (30a), an open cross sectional tunnel rail (60d) and an intermediate cross member (32c), is in abutting relationship to both vehicle sides and secured by two pairs of auxiliary tubes (60b, 60c), projected through the single deformable element (1) and the bores of front- and rear cross member in the common axes and fastened to the front- and rear cross member.

32. The floor-assembly of the motor vehicle with means according to one of the claims 1 to 30, characterized in that the pair of front deformable elements (1) and of the front side deformable elements (2a1, 2a2, 2a3) are a) inserted between the front cross member (31a, 31b) and the intermediate cross member (32a, 32b) through the open cross sectional side rails (34a), through the open cross sectional longitudinal runners (30a) and into a pair of U-shaped tunnel rails (60e) and b) fastened at front and rear-end portions to assembling points (R1, R2, R3, .... , R n;
Q1, Q2, Q3, .... , Q n) of auxiliary plates (31.5, 32.5, 32.6) of the front cross member (31b) and of the intermediate cross member (32b).

33. The floor-assembly of the motor vehicle with means according to one of the claims 1 to 30, characterized in that the pair of rear deformable elements (1) and of the rear side deformable elements (2a1, 2a2, 2a3) are a) inserted between the rear cross member (33a, 33b) and the intermediate cross member (32a, 32b) through the open cross sectional side rails (34a), through the open cross sectional longitudinal runners (30a) and into a pair of U-shaped tunnel rails (60e) and b) fastened at front and rear-end portions to (n) assembling points (R1, R2, R3, .... , R n;
Q1, Q2, Q3, .... , Q n) of auxiliary plates (31.5, 32.5, 32.6) of the rear cross member (33b) and of the intermediate cross member (32b).

34. The floor-assembly of the motor vehicle with means according to claim 32 or 33, characterized in that a tunnel space, defined by the pair of U-shaped tunnel rails (60e) and the vehicle floor, is suited to house members of a power train.

35. The floor-assembly of the motor vehicle with means according to claim 32 or 33, characterized in that at least one assembling point (R n; Q n) of the auxiliary plate (31.5, 32.5, 32.6) remains rigidly attached to the member of the floor assembly in the accident, where the (n-1) assembling points (R1, R2, R3, .... , R n-1; Q1, Q2, Q3, ....
, Q n-1) are sites of predetermined fracture.