| DE1800785A1 | 1970-07-23 | |||
| DE442393C | 1927-03-30 | |||
| FR990198A | 1951-09-18 | |||
| US1611248A | 1926-12-21 | |||
| US2903295A | 1959-09-08 | |||
| DE2241652A1 | 1974-03-07 | |||
| DE587680C | 1933-11-06 | |||
| US3275370A | 1966-09-27 |
| 1. | A roadworthy passenger motor vehicie, safe in traffic characterized in that the front curbside space next to the driver's seat is no longer used for a passenger seat. |
| 2. | A vehicie according to claim 1 characterized in that the space referred to in claim 1 is for the main luggage area. |
| 3. | A vehicie according to claim 1 or 2 characterized in that there is no door on the street side of the vehicie opening on to oncoming traffic, and whereby the driver has a s all door on the lefthand side which would or can be used only in emergencies and when the other door is blocked. |
| 4. | A vehicie according to any of Claims 1 to 3 characterized in that both the exit and entrance to the vehicie and the access to the luggage compartment is on the curb side at the front and may only be made via a door on the curb side in the middle of the curbside wall of the vehicie, this door being designed essentailly as a sliding door (3). |
| 5. | A vehicie according to any of Claims 1 to 4 characterized in that, on the front curb side of the car the hitherto usual car door is omitted, the necessary access for example to the engine and transmission being via a tightly closable opening. |
| 6. | A vehicie according to any of Claims 1 to 5 characterized in that in the whole rear wall and/or the whole of the front wall of the vehicie there are no doors, whereby all loitering in front of and behind the vehicie is excluded. |
| 7. | A vehicie according to any of Claims 1 to 5 characterized in that there is always guaranteed free access to each seat, to the luggage space and to the door referred to in claim 4 by means, for example, of the relevant positioning of the seats such that the space beside the curbside door remains completely free. |
| 8. | A vehicie according to any of Claims 1 to 7 characterized in that, by the streetside wall behind the driver there is a passenger seat (4). |
| 9. | A vehicie according to any of Claims 1 to 8 characterized in that there is provided a row of seats (5, 6, 7) directly in front of the rear wall of the vehicie. |
| 10. | A vehicie according to any of Claims 1 to 9 characterized in that the seats that are behind one another (4 and 5) on the streetside of the car are so designed that there is formed a continuous bed, which is sufficiently long for a person to lie füll length on in the direction of travel (4, 5), for example by reclining the back, or for example by pulling out the base of the seat. |
| 11. | A vehicie according to any of Claims 1 to 10 characterized in that both the front and rear end walls of the vehicie are obliquely inclined downwards and so designed that in a headon collision a vertical component of force is produced from the energy of collision tending to lift the vehicie vertically reducing the extent of the impact (8, 9, 10, 11, 12, 13). |
| 12. | A vehicie according to claim 11 characterized in that there is provided storage space between the rear wall (9) and the back of the rear seats, that can be used for a spare tyre, the principle also applying here that access thereto is only provided from the inside of the car. |
| 13. | A vehicie according to any of Claims 1 to 12 characterized in that there is provided a propulsion unit in the front of the vehicie such that the centre of gravity is to the right of the centre of the vehicie in order that the one sided effect of load of the driver on the left is eliminated, above the lowlying propulsion unit, there being a storage space for example a tanklike structure designed for luggage (2). |
| 14. | a vehicie according to Claims 1 to 13 characterized in that the body of the vehicie should be rigid on all sides with highstiffness and be strengthened by known means for example wi e corrugated members. |
| 15. | A vehicie according to any of Claims 1 to 14 characterized in that the nose of the vehicie is pointed with the apex of the point relatively high above the road,e.g up to onehalf of the height of the vehicie, so that dust and exhaust gas lying near the surface of the road is forced downwards by the motion of the vehicie, so that fresh air is available to ventilate the interior of the car. |
| 16. | A vehicie according to claim 11 characterized in that the front and/or rear bumpers have obl que impact surfaces. OMPI. |
This invention relates to a motor vehicie having one or more structural or design features which provide increased safety for occu- pants of such a vehicie and for others who are not occupants. In one of its aspects, it relates to a motor vehicie providing increased driver comfort. In another aspect is provides safety for driver, passengers and others by eliminating exits on the street side. In another aspect, it increases safety to people outside the vehicie. In still another aspect it provides eans for itigating collision damage,
The Prior Art
Present day motor cars have a number of fundamental defects. For example, their adaptation to the needs of safety in present-day traffic is invonceivably bad. A driver sits confined, like a galley slave, in the narrowest space almost without any freedom of movement. Especially dangerous is the passenger seat on the right, next to the driver. No precautionj whatsoever are detectable against this most frequent cause of death in a collision, except the use of safety belts. Frequently one gets in and out of the vehicie on the side of the on-coming traffic, a dangerous and costly development for the worse. The luggage compartment with its lid on the outside rear of the vehicie is generally inaccessi- ble to the occupants without stopping the vehicie. The airspace in the passenger compartment is generally inadequately small . The consequences are a build-up of heat in the vehicie, the need for the occupants to become accustomed to an unhealthy climate and an increased risk of catching a cold. There is insufficient headroom. No account is taken of the need to be able to park the vehicie, especially in tight Spaces. Most cars are absurdly long. All of these defects are almost completely overco e by the present invention. Thousands of deaths and injuries and any other consequences can thereby be prevented.
A general object of this invention is, therefore, to increase the safety of motor vehicles, especially passenger vehicles. Another object is to increase driver comfort. Another object is to increase passenger safety and comfort. Still another object is to decrease hazards to those outside the vehicie. Other objects and advantages will become apparent to those skilled in the art upon consideration of the following specification.
Su mary of the Invention
The present invention describes a motor vehicie comprising driving eans, a body having a street-side wall and a curb-side wall and including a space for at least one passenger, a seat for a driver and normal exit means positioned solely in the curb-side wall, all space abreastthe driver's seat being free of passenger seats. In one embodi¬ ment of the invention, a space abreast the driver's seat contains means for storing luggage. In a further embodiment of the invention, the passenger seat which would normally be abreast the driver's seat is positioned behind the driver's seat. In another embodiment the passenger seat just mentioned is convertable to a reclining position. In a further embodiment of the invention, an opening in the nature of an escape hatch can be provided on the driver's side, but should be of such a position and size as not to be conveniently useable except in emergency as, for example, when the vehicie lies on the opposite side. In a further embodiment of the invention, the door on the curb-side is a sliding door. In a still further embodiment of the invention, the driving means or motor is positioned on the curb-side of the vehicie, preferably underneath the space which has been- converted to a luggage carrier. In a still further embodiment of the invention, doors in the front and rear walls of the vehicie are eli inated. In another embodiment of the invention, a row of seats is provided directly in front of the rear wall of the vehicie. In a further especially advantageous embodiment of the invention, at least a part of the front wall and/or at least a part of the rear end walls of the vehicie are obliquely positioned downwardly and longitudinally backward and forward respectively. In a further embodiment of the invention, a storage space is provided between the rear most seats and the rear wall of the vehicie. In another embodiment the propulsion unit or motor is posi¬ tioned on the curb side of the centre line of the vehicie. In a further adaptation of that aspect of the invention in which the front and/or rear wall of the vehicie have a surface obliquely extending downwardly, the apex of each wall is positioned at a point up to one half the height of the vehicie. In another very advantageous embodiment of the invention, the vehicie is provided with front and/or rear bumpers which have oblique impact surfaces slanting inwardly and downwardly in the
longitudinal direction.
The principles of the new invention are
- The endangered front passenger seat is removed from its front Position and displaced to the rear. In its place comes a luggage capsule, which is accessible and serviceable from above.
All normal exits on the street side are removed. In the middle of the curb-side of the vehicie, as a result, there is provided an appropriate wide door designed as a sliding door and accessible from all positions within the vehicie. Next to this door the interior of the vehicie is empty; thus no seat is there. Moreover, the driver also has to use this door. He may use a relatively narrow door in the nature of an escape hatch, but only for use in exceptional circumstances. This door or escape hatch should be so positioned and of such dimensions as to discourage ordinary use. It should be only sufficient for emergency circumstances as, for example, if the vehicie is .lying on its curb side after an accident. The sliding door, on the contrary, is of such dimensions and position as to provide convenient use under oridinary circum¬ stances. This door is referred to as a "normal door" herein.
One of the advantages of the door arrangement of this invention lies in the fact that not only is an occupant of the vehicie discouraged or prevented from alighting on the street side and thus exposing him or herseif to danger, but also passing traffic on the street side is not faced with an impediment in the form of an open, hinged door. This is especially important for riders of two-wheeled vehicles, who so etimes run against a door which has in the last inute been opened without circumspection on the part of the person who opens it. A corresponding advantage accrues to the use of a sliding door on the curb side of the vehicie. This is especially important in those regions where bicycle travel is common and a cycle path is provided between the sidewalk and the curb. The driver's seat can, for example, be rotatable.
The passenger compartment is extended over the whole length of the vehicie and is substantially increased in height so that the necessary height, volu e and air space are achieved.
- The access to what used to be the front seat on the curb side is disposed of.
Brief Description of the Drawings
The drawings and the subsequent descriptions thereof, with the exception of Figures 4 and 8, illustrate the best modes known to the applicant of pract sing the respective features of the present invention.
In the accompanying drawings:
Figure 1 is a left-hand side sectional elevation of a motor vehicie in accordance with one embodiment of this invention.
Figure 2 represents a plan view, in section, of the vehicie illus.trated in Figure 1.
Figure 3 is a right-side elevation partially in the form of a transpa- rency which illustrates the right-hand side of the vehicie shown in Figures 1 and 2
Figure 4 gives the general outlines of a vehicie according to the prior art and compares its dimensions qualitativen with the vehicie shown in Figure 3
Figures 5 and 6 show in schematic form the use of bumpers in accordance with the present invention in motor vehicles of the conventional type
Figure 7 shows a plan view of the bumper of figure 5
Figure 8 is a elevational view or schematic of a vehicie in accordance with prior art
CA.PI
Figure 9 is a right-hand side elevational view of a vehicie in accordance with the present invention using bumpers according to the present invention
Figures 8 and 9 also show qualitativen differences in length between vehicles of the present invention and vehicles of the prior art.
As illustrated in Figures 1 and 2, (1) is the driver's place, rotatable. On the right of it is a large luggage space (2), where otherwise the front-seat passenger would sit. (3) is the sliding door on the curb side of the vehicie.
Along the street side of the vehicie, behind the driver's seat (1), is a passenger seat (4). In front of and along the immediate rear wall of the passenger compartment is a continuous or divided bench seat (5, 6, 7) for, for example, 3 people.
Seats (4 and 5) are one behind the other and are so ' designed that, by reclining the back of one or both seats, a bed is produced on which a passenger can lie füll length in the direction of travel of the vehicie. The space inside the vehicie, i mediately beside the sliding door (3), re ains free. Thereby each seat including the driver's seat . has, at all times, free access to the luggage area even when the vehicie is in motion. This layout also allows each passenger to alight from the vehicie without disturbing the others. Handies could be provided on or suspended from the ceiling to assist ovement of travel- lers within the vehicie.
In only a few vehicles are any steps taken to take account of the danger of collision. Here this danger is alleviated in a horizontal collision from front or behind (10, 11) by rigid integrated body work in combination with sloped front and/or rear walls (8, 9) and its rigid correction to the side walls. In a collision the sloped underpart of
the walls produces a force component (12, 13) upwards, which transfers the energy of the collision into an upward lifting motion tending to lift the vehicie. A further advantage of this construction is that, during motion, the on-coming air, which may contain dust, exhaust gas and other impurities is deflected downwardly and under the vehicie.
For this invention front-wheel drive is suitable. Suitably the centre of gravity of the engine and transmission assembly should be to the right in the direction of the luggage compartment to offset the one-sided load of the driver. the letter M in Figures 1 and 3 indicates the preferred position of the driving means or motor. Since the construction and mounting of motors and the driving connections of transmission in motor vehicles are well known to those skilled in the art and form no part of the present invention, further discussion and description thereof are unnecessary here.
Over the low-lying engine and transmission assembly is the tank designed as fire shield for the engine.
The triangulär air space behind the (collision) wall is intended to be used as an ample space for a spare tyre and/or as storage space.
In connection with the elevated roof, there can also be provided a broad and long sliding sun roof (not shown), that begins sufficiently far behind the driver's seat and thus provides a pleasant Ventilation of the vehicie while preventing the sun from shining directly at the driver.
An outside door to the luggage space at the front right or the vehicie is not necessary in view of the required strength of the side wall. The vehicie body has to remain rigid. The requirement of access to the engine have to be so designed that the rigidity of the overall vehicie does not suffer, therefore there are no doors, but intimately coπnected components.
Finally, it should also be mentioned that the engine is suspended in the vehicie in such a way that, in a collision, it would be forced downward and support the lifting of the vehicie body.
As previously indicated, Figures 5 and 6 illustrate a safety bumper in accordance with the present invention. In these two figures it is seen that this bumper can be used in connection with motor vehicles of the conventional type. The bumper according to the invention is attached to the vehicie by means well known in the art e.g. it is attached to a longitudinal ember of the Chassis by conventional means, for example by nuts and bolts, welding etc. The bumper can comprise a tubular member having downwardly sloping impact surfaces 15 and 14 respectively. In Figure 5, the impact surface 15 is shown as a surface having a parabolic cross-section. The surface 14 in Figure 6 can be planar. A plan composite view of these two embodi ents of the invention is shown in Figure 7. In Operation where a horizontal impact is applied against surface 14 or surface 15, a portion of the force is directed upward in the form of a vertical component, thus tending to lift the vehicie either entirely or by raising the body on the Suspension. The net result is to decrease the horizontal component of the force of the collision, thus mitigating the effects thereof. Bumpers of the type shown can be attached to the rear of the vehicie as well. Advantageously the centre of gravity of the vehicie should be low in relation to the bumper.
Figure 9 shows bumpers of the type described attached to a vehicie designed in accordance with the present invention. Attachment and function are the same as with a conventional vehicie.
In another prefered embodiment or mode of practising the invention, not shown on the drawings, the bumper according to the invention can be attached to the Chassis of the vehicie by means of strong coiled Springs and thus mounted in a manner somewhat similar to draft gear or buffers on railroad rolling stock. hen attached or mounted this way, not only would part of the force of collision be converted to a vertical component, but a part of the horizontal component would be absorb'ed by the spring.