GB2532347A - Structure for a vehicle, in particular a passenger vehicle - Google Patents
Structure for a vehicle, in particular a passenger vehicle Download PDFInfo
- Publication number
- GB2532347A GB2532347A GB1518703.2A GB201518703A GB2532347A GB 2532347 A GB2532347 A GB 2532347A GB 201518703 A GB201518703 A GB 201518703A GB 2532347 A GB2532347 A GB 2532347A
- Authority
- GB
- United Kingdom
- Prior art keywords
- vehicle
- energy absorption
- crash
- cross member
- energy
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000010521 absorption reaction Methods 0.000 claims abstract description 62
- 230000004888 barrier function Effects 0.000 description 5
- 238000003466 welding Methods 0.000 description 4
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 239000007769 metal material Substances 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R13/00—Elements for body-finishing, identifying, or decorating; Arrangements or adaptations for advertising purposes
- B60R13/08—Insulating elements, e.g. for sound insulation
- B60R13/0846—Insulating elements, e.g. for sound insulation for duct, cable or rod passages, e.g. between engine and passenger compartments
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/36—Combinations of yieldable mounting means of different types
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/082—Engine compartments
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Body Structure For Vehicles (AREA)
Abstract
A structure 10 for a vehicle comprises a longitudinal member 12 connected to a bumper cross member 14 using an energy absorption device 16 comprising first and second energy absorption elements 18, 20 extending between longitudinal member 12 and cross member 14 in different directions and supported on cross member 14 at areas 22, 24 spaced from each other in the transverse direction of the vehicle. Preferably, a portion of second energy absorption element 20 is curved outwardly from longitudinal member 12 towards cross member 14. Structure 10 is particularly suitable for use with a passenger vehicle, and may allow the energy from both small overlap and full overlap crashes to be absorbed, protecting occupants of a vehicle.
Description
Structure for a Vehicle, in particular a Passenger Vehicle The invention relates to structure for a vehicle, in particular a passenger vehicle, according to the preamble of patent claim 1.
Such structures for vehicles, in particular passenger vehicles, are well known from the general prior art. The structure comprises at least one longitudinal member and at least one cross member for a bumper of the vehicle. This means the cross member extends in the transverse direction of the vehicle and serves to receive loads or energy during a crash of the vehicle. Said load or energy received by the cross member is distributed and transferred to the longitudinal member at least partially. For example, the structure is a front structure arranged at the front of the vehicle so that the cross member and the longitudinal member can receive and distribute loads or energy during a frontal impact of the vehicle.
Moreover, the structure comprises at least one energy absorption device by means of which the longitudinal member is connected with a cross member. In other words, the energy absorption device is connected with both the longitudinal member and the cross member so that, during a crash, crash energy is transferred from the bumper to the longitudinal member via the energy absorption device. The energy absorption device is configured to be deformed due to a crash of the vehicle thereby absorbing kinetic energy. For example, during a frontal impact or frontal crash the energy absorption device can purposefully be deformed by crash energy guided from the cross member to the longitudinal member via the energy absorption device. Since the energy absorption device is deformed by crash energy at least a portion of the crash energy is absorbed by means of the energy absorption device. Thereby, loads acting on occupants of the vehicle during the crash can be kept low.
US 2004/0195862 Al shows a vehicle front body structure, comprising a pair of longitudinal structural members, a front compartment formed inside the longitudinal structural members, and a power unit connected to the longitudinal structural members and placed in the front compartment. Moreover, the vehicle front body structure comprises an impact load transfer mechanism formed outside the front compartment and changes the impact load direction to a lateral direction for transmitting the impact load to the longitudinal structural member and a power unit directly.
It is an object of the present invention to provide a structure of the aforementioned kind, by means of which intrusions into the passenger compartment of the vehicle due to a crash can be kept particularly low.
This object is solved by a structure having the features of patent claim 1. Advantageous embodiments with expedient developments of the invention are indicated in the other patent claims.
In order to provide a structure of the kind indicated in the preamble of patent claim 1, by means of which structure intrusions into the passenger compartment of the vehicle can be kept particularly low, according to the present invention the energy absorption device comprises at least one first energy absorption element extending from the longitudinal member to the cross member in a first direction. Moreover, according to the present invention, the energy absorption device comprises at least one second energy absorption element extending from the longitudinal member to the cross member in a second direction different from the first direction, the first and second energy absorption elements being supported on the cross member in respective areas arranged at a distance from each other in the transverse direction of the vehicle. The idea behind the invention is that, in a small overlap crash of the vehicle, the longitudinal member can be sufficiently activated by the energy absorption device so that a sufficiently high amount of kinetic energy and, thus, crash energy can be distributed and transferred from the cross member via the energy absorption device to the longitudinal member.
For example, in such a small overlap crash not more than 25 % of the width of the vehicle are overlapped by a barrier colliding with the vehicle. Since, by means of the energy absorption device, a particularly high amount of crash energy can be transferred to and guided via the longitudinal member intrusions into the passenger compartment of the vehicle can be kept particularly low. Moreover, the energy absorption device, in particular at least one of the energy absorption elements, can be deformed in a particularly advantageous way thereby absorbing a particularly high amount of crash energy. Thus, loads and accelerations acting on occupants of the vehicle can be kept particularly low. In other words, a particularly high amount of crash energy can be absorbed by means of the energy absorption device according to the present invention even in a small overlap crash. Moreover, intrusions into the passenger compartment, in particular in an area of a firewall bounding the passenger compartment in the longitudinal direction of the vehicle towards the front, can be kept particularly low.
Since the energy absorption elements of the energy absorption device according to the present invention extend in different directions, the energy absorption device is configured as a bi-directional split crash box so that crash energy can be absorbed during both small and full overlap crashes thereby protecting occupants of the vehicle in a particularly advantageous manner. Since the energy absorption elements extend in two different directions, in a small overlap crash, the longitudinal member can be activated and, thus, used to guide and absorb energy even if the longitudinal member is not overlapped by the barrier in the longitudinal direction of the vehicle towards the front. That is because loads or crash energy can be received at first by the cross member and transferred from the cross member to the energy absorption device which then guides the loads or crash energy to the longitudinal member whilst at least one of the energy absorption elements is deformed by the crash energy.
Further advantages, features, and details of the invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respectively indicated combination but also in other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic top view of a structure for a vehicle, in particular a passenger vehicle, the structure comprising at least one energy absorption device having at least one first energy absorption element and at least one second energy absorption element, wherein the first and second energy absorption elements extend in different directions; Fig. 2 part of a schematic and perspective front view of the structure according to Fig. 1; Fig. 3 a schematic and perspective top view of the structure according to Figures 1 and 2; and Fig. 4 a schematic sectional view of the structure along a cut line A-A shown in Fig. 3.
In the figures the same elements or elements having the same functions are indicated by the same reference signs.
Fig. 1 shows in a schematic top view a structure 10 for a vehicle in the form of a passenger vehicle. The structure 10 is a front structure of the vehicle. In other words, the structure 10 is arranged at the front of the passenger vehicle. The structure 10 comprises at least one longitudinal member 12 extending in the longitudinal direction of the vehicle. In the present case, the longitudinal member 12 is arranged on the left side of the vehicle with respect to the transverse direction of the vehicle. The structure 10 may further comprise a second longitudinal member arranged on the right side of the vehicle, said second longitudinal member being not shown in Fig. 1. The previous and following descriptions with respect to the left longitudinal member 12 can be transferred to the right longitudinal member and vice versa.
The structure 10 further comprises a cross member 14 of a bumper of the vehicle. As can be seen from Fig. 1, the cross member 14 extends in the transverse direction of the vehicle. For example, in a frontal crash or during a frontal impact of the vehicle the cross member 14 serves to receive, distribute and transfer loads or crash energy to the respective longitudinal members of the structure 10. For this purpose, the structure 10 further comprises at least one energy absorption device 16 by means of which the longitudinal member 12 is connected with the cross member 14. In other words, the cross member 14 is connected with the longitudinal member 12 by the energy absorption device 16 which is connected with the longitudinal member 12 on one side and the cross member 14 on the other side. For example, in a frontal impact, an obstacle or barrier collides with the vehicle, in particular the structure 10. For example, said frontal impact can be a so-called small overlap crash in which the barrier overlaps not more than 25 % of the width of the vehicle or the structure 10. The energy absorption device 16 is configured to be deformed due to a crash, in particular a frontal impact of the vehicle thereby absorbing kinetic energy and, thus, crash energy.
In order to absorb a particularly high amount of kinetic energy or crash energy as well as keep intrusions into the passenger compartment of the vehicle particularly low, the energy absorption device 16 comprises at least one first energy absorption element in the form of an upper crash box 18 extending from the longitudinal member 12 to the cross member 14 in a first direction. As can be seen from Figs. 1 and 2, said first direction extends in the longitudinal direction of the vehicle. Moreover, the energy absorption device 16 comprises at least one second energy absorption element in the form of a lower crash box 20 extending from the longitudinal member 12 to the cross member 14 in a second direction different from the first direction. The upper and lower crash boxes 18 and 20 are supported on the cross member 14 in respective areas 22 and 24 arranged at a distance from each other in the transverse direction of the vehicle. The transverse direction of the vehicle is indicated by a directional arrow 25 in Fig. 1.
As can be seen from Figs. 1 and 2, the longitudinal member 12 and the energy absorption device 16, i.e. the respective crash boxes 18 and 20 are configured as separate individual components connected with each other. Moreover, at least a portion of the lower crash box 20 extends from the longitudinal member 12 towards the cross member 14 outwardly in the transverse direction of the vehicle, wherein, in the transverse direction of the vehicle, the area 24 in which the lower crash box 20 is supported on the cross member 14 is arranged further out than the area 22 in which the upper crash box 18 is supported on the cross member 14. Thus, during a small overlap crash, the longitudinal member 12 can be sufficiently activated by means of the energy absorption device 16, in particular the lower crash box 20 so that a particularly high amount of crash energy can be received and absorbed by the lower crash box 20 and the longitudinal member 12 during a small overlap crash. Via the lower crash box 20, a particularly high amount of crash energy can be transferred from the cross member 14 to the longitudinal member 12 so that the longitudinal member 12 can be activated and used to guide and, for example, absorb crash energy even in a small overlap crash.
As can be seen from Figs. 1, 2 and 3 the second direction extends angularly to the first direction, wherein at least a portion of the lower crash box 20 is curved in the transverse direction of the vehicle towards the outside. For example, the upper crash box 18 is connected to the cross member 14 by welding, in particular arc welding or spot welding. Alternatively or additionally, the upper crash box 18 can be connected to the cross member 14 which is also referred to as a bumper beam by means of bolts 26. The lower crash box 20 is also referred to as a split box being a curved box connecting the longitudinal member 12 and the cross member 14. For example, the energy absorption device 16 has a total height extending in the vertical direction of the vehicle, wherein, for example, three quarters of the total height is the height of the upper crash box 18 and one quarter of the total height is the height of the lower crash box 20. Thus, for example, the height of the upper crash box 18 is three times higher than the height of the lower crash box 20. This split ratio with respect to the heights of the crash boxes 18 and 20 can be varied based on performance needs.
The lower crash box 20 is a curved profile used to connect the cross member 14 to the longitudinal member 12 and arranged so as to form a load path via which a particularly high amount of crash energy can be transferred even in a small overlap crash. The curvature of the lower crash box 20 can be optimized based on performance requirements for different vehicles. For example, the lower crash box 20 is connected with the cross member 14 by welding and/or bolts 28. Moreover, the crash boxes 18 and 20 can be connected with the longitudinal member 12 by means of bolts 30 penetrating respective through openings of the longitudinal member 12.
Preferably, the crash boxes 18 and 20 are made of metallic materials respectively. Preferably, said metallic material is aluminum or an aluminum alloy respectively. The material for the respective crash box 18 or 20 is chosen so as to be able to absorb a particularly high amount of crash energy by deforming. For example, the respective crash box 18 or 20 is an extruded profile. As can be seen from Fig. 4, the respective crash boxes 18 and 20 each have at least two chambers 32 and 34 which are separated from each other by at least one wall 36 of the respective crash box 18 or 20. The chambers 32 and 34 are arranged above each other in the vertical direction of the vehicle. Moreover, as can be seen from Figs. 2 and 3, the crash boxes 18 and 20 are arranged above each other in the vertical direction of the vehicle wherein a portion of the lower crash box 20 is overlapped by a corresponding portion of the upper crash box 18 in the vertical direction towards the top.
Alternatively, the respective crash box 18 or 20 can be a stamped part. Alternatively, the respective crash box 18 or 20 can be made by combination of stamping and extrusion.
Moreover, the respective crash box 18 or 20 can be made of steel or aluminum based on performance requirements for different vehicles.
The energy absorption device 16 is a bi-directional split crash box since the crash boxes 18 and 20 extend in different directions and the energy absorption device 16 comprises not one single, but at least two crash boxes, i.e. energy absorption elements. For example, due to the kinetic energy or crash energy guided via the energy absorption device 16 the crash boxes 18 and 20 are bent and, thus, deformed. Bending of the bidirectional split crash box results in a particularly high energy absorption, in particular in a small overlap crash. The shapes of the crash boxes 18 and 20 can be varied or optimized to have an even better energy absorption due to transferring the loads from the cross member 14 to the longitudinal member 12 via the crash boxes 18 and 20.
Since the area 24 and, thus, at least a portion of the lower crash box 20 are arranged further out than the area 22 and, thus, the upper crash box 18, the longitudinal member 12 can be activated and, thus, used to guide an absorbed crash energy even in a small overlap crash in which, for example, the barrier does not overlap the longitudinal member 12 but the area 24 and, thus, at least a portion of the lower crash box 20. Hence, a particularly advantageous crash energy management can be realized by utilizing energy absorption form the energy absorption device 16, in particular the lower crash box 20, and the longitudinal member 12. Thereby, intrusions of a firewall bounding the passenger compartment in the longitudinal direction of the vehicle towards the front can be kept particularly low thereby protecting occupants of the vehicle. For other types of frontal impacts, for example, in a full overlap crash and an offset crash a particularly high amount of crash energy can be absorbed by both the upper crash box 18 and the lower crash box 20 since both crash boxes 18 and 20 can be crushed and/or bent by crash energy. In such a frontal impact, for example, the lower crash box 20 can absorb energy by bending, and the upper crash box 18 can absorb the energy by crushing.
List of reference signs structure 12 longitudinal member 14 cross member 16 energy absorption device 18 upper crash box lower crash box 22 area 24 area directional arrow 26 bolts 28 bolts bolts 32 chamber 34 chamber 36 wall
Claims (6)
- Claims 1. A structure (10) for a vehicle, the structure (10) comprising: at least one longitudinal member (12); - at least one cross member (14) for a bumper of the vehicle; and at least one energy absorption device (16) by means of which the longitudinal member (12) is connected with the cross member (14), the energy absorption device (16) being configured to be deformed due to a crash of the vehicle thereby absorbing kinetic energy; characterized in that the energy absorption device (16) comprises: - at least one first energy absorption element (18) extending from the longitudinal member (12) to the cross member (14) in a first direction; and - at least one second energy absorption element (20) extending from the longitudinal member (12) to the cross member (14) in a second direction different from the first direction, the first and second energy absorption elements (18, 20) being supported on the cross member (14) in respective areas (22, 24) arranged at a distance from each other in the transverse direction of the vehicle.
- 2. The structure (10) according to claim 1, characterized in that the longitudinal member (12) and the energy absorption device (16) are configured as separate components connected with each other.
- 3. The structure (10) according to claim 1 or 2, characterized in that at least a portion of the second energy absorption element (20) extends from the longitudinal member (12) towards the cross member (14) outwardly in the transverse direction of the vehicle.
- 4. The structure (10) according to any one of the preceding claims, characterized in that at least a portion of the second energy absorption element (20) is curved in the transverse direction of the vehicle towards the outside.
- 5. The structure (10) according to any one of the preceding claims, characterized in that in the transverse direction of the vehicle, the area (24) in which the second energy absorption element (20) is supported on the cross member (14) is arranged further out than the area (22) in which the first energy absorption element (18) is supported on the cross member (14).
- 6. A vehicle, in particular a passenger vehicle, having at least one structure (10) according to any one of the preceding claims.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1518703.2A GB2532347A (en) | 2015-10-22 | 2015-10-22 | Structure for a vehicle, in particular a passenger vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1518703.2A GB2532347A (en) | 2015-10-22 | 2015-10-22 | Structure for a vehicle, in particular a passenger vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201518703D0 GB201518703D0 (en) | 2015-12-09 |
| GB2532347A true GB2532347A (en) | 2016-05-18 |
Family
ID=55130063
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1518703.2A Withdrawn GB2532347A (en) | 2015-10-22 | 2015-10-22 | Structure for a vehicle, in particular a passenger vehicle |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2532347A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102019101718A1 (en) * | 2019-01-24 | 2020-07-30 | Benteler Automobiltechnik Gmbh | Bumper assembly for a motor vehicle |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6297066A (en) * | 1985-10-23 | 1987-05-06 | Hitachi Ltd | Flat logic diagram output device for logical diagrams with hierarchical structure |
| GB2477615A (en) * | 2010-02-05 | 2011-08-10 | Gm Global Tech Operations Inc | Motor vehicle front structure with V shaped front crash boxes |
| JP2012166744A (en) * | 2011-02-16 | 2012-09-06 | Mazda Motor Corp | Front structure of vehicle |
| US20140361561A1 (en) * | 2013-06-11 | 2014-12-11 | Toyota Jidosha Kabushiki Kaisha | Vehicle body front structure |
| US8991903B1 (en) * | 2013-10-04 | 2015-03-31 | Ford Global Technologies, Llc | Deflector-catcher for small overlap vehicle impacts |
| EP2930068A1 (en) * | 2012-12-07 | 2015-10-14 | Toyota Jidosha Kabushiki Kaisha | Vehicle body end structure |
-
2015
- 2015-10-22 GB GB1518703.2A patent/GB2532347A/en not_active Withdrawn
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6297066A (en) * | 1985-10-23 | 1987-05-06 | Hitachi Ltd | Flat logic diagram output device for logical diagrams with hierarchical structure |
| GB2477615A (en) * | 2010-02-05 | 2011-08-10 | Gm Global Tech Operations Inc | Motor vehicle front structure with V shaped front crash boxes |
| JP2012166744A (en) * | 2011-02-16 | 2012-09-06 | Mazda Motor Corp | Front structure of vehicle |
| EP2930068A1 (en) * | 2012-12-07 | 2015-10-14 | Toyota Jidosha Kabushiki Kaisha | Vehicle body end structure |
| US20140361561A1 (en) * | 2013-06-11 | 2014-12-11 | Toyota Jidosha Kabushiki Kaisha | Vehicle body front structure |
| US8991903B1 (en) * | 2013-10-04 | 2015-03-31 | Ford Global Technologies, Llc | Deflector-catcher for small overlap vehicle impacts |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102019101718A1 (en) * | 2019-01-24 | 2020-07-30 | Benteler Automobiltechnik Gmbh | Bumper assembly for a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201518703D0 (en) | 2015-12-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |