U.S. patent application number 09/865392 was filed with the patent office on 2001-09-20 for vehicle body and frame assembly including energy absorbing structure.
Invention is credited to Lapic, Stephen M..
Application Number | 20010022444 09/865392 |
Document ID | / |
Family ID | 24103749 |
Filed Date | 2001-09-20 |
United States Patent
Application |
20010022444 |
Kind Code |
A1 |
Lapic, Stephen M. |
September 20, 2001 |
Vehicle body and frame assembly including energy absorbing
structure
Abstract
A vehicle frame assembly includes a structure that absorbs
energy during a collision. The energy absorbing structure can
include a nose cap having a first portion secured to the vehicle
frame assembly and a second portion extending from the first
portion. The second portion has an outer size that is larger than
the outer size of the first portion so as to define a first
shoulder therebetween. The nose cap further includes a third
portion that extends from the second portion and has an outer size
that is somewhat smaller than the inner size of the second portion
so as to define a second shoulder therebetween. If a relatively
large force is exerted against the outermost end of the third
portion of the nose cap, the second shoulder will bend, allowing
the third portion of the nose cap to move telescopically inwardly
relative to the second portion. Alternatively, the energy absorbing
structure can include a first portion that is formed integrally
with the front end of the side rail and a second portion that
extends therefrom. The second portion is preferably formed having
an outer size that is somewhat smaller than the inner size of the
first portion so as to define a shoulder therebetween.
Additionally, the energy absorbing structure can include a first
hollow member that is secured to the vehicle frame assembly in
engagement with one or more inwardly extending first tabs formed
thereon. Similarly, a second hollow member is secured to the first
hollow member in engagement with one or more inwardly extending
second tabs formed thereon. If a relatively large force is exerted
against the outermost end of the second member, the tabs will bend,
allowing the second member to move telescopically inwardly relative
to the first member and the first member to move telescopically
inwardly relative to the front end of the side rail.
Inventors: |
Lapic, Stephen M.;
(Shillington, PA) |
Correspondence
Address: |
MACMILLAN, SOBANSKI & TODD, LLC
ONE MARITIME PLAZA - FOURTH FLOOR
720 WATER STREET
TOLEDO
OH
43604
US
|
Family ID: |
24103749 |
Appl. No.: |
09/865392 |
Filed: |
May 25, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
09865392 |
May 25, 2001 |
|
|
|
09527976 |
Mar 17, 2000 |
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Current U.S.
Class: |
280/784 ;
280/781 |
Current CPC
Class: |
Y10T 403/7077 20150115;
F16F 7/125 20130101; B62D 21/152 20130101 |
Class at
Publication: |
280/784 ;
280/781 |
International
Class: |
B62D 007/22 |
Claims
What is claimed is:
1. A vehicle frame assembly comprising: a plurality of structural
members that are connected together to form a vehicle frame
assembly; and an energy absorbing structure provided on said
vehicle frame assembly, said energy absorbing structure including a
relatively larger dimension portion having a relatively smaller
dimension extending therefrom, said energy absorbing structure
adapted to be deformed during a collision such that said relatively
smaller dimension portion is moved within said relatively larger
dimension portion to absorb energy.
2. The vehicle frame assembly defined in claim 1 wherein said
energy absorbing structure includes a nose cap that is secured to
said vehicle frame assembly.
3. The vehicle frame assembly defined in claim 2 wherein said nose
cap includes a first portion that is received within and secured to
a portion of said vehicle frame assembly.
4. The vehicle frame assembly defined in claim 3 wherein said nose
cap further includes a second relatively larger dimension portion
that extends from said first portion and third relatively smaller
dimension portion that extends from said second portion.
5. The vehicle frame assembly defined in claim 4 further including
a stiffening rib formed in said second relatively larger dimension
portion.
6. The vehicle frame assembly defined in claim 4 further including
a stiffening rib formed in said third relatively smaller dimension
portion.
7. The vehicle frame assembly defined in claim 1 wherein said
energy absorbing structure is formed integrally with said vehicle
frame assembly.
8. The vehicle frame assembly defined in claim 7 further including
a stiffening rib formed in said relatively larger dimension
portion.
9. The vehicle frame assembly defined in claim 7 further including
a stiffening rib formed in said relatively smaller dimension
portion.
10. The vehicle frame assembly defined in claim 1 wherein said
energy absorbing structure includes a member that is secured to
said vehicle frame assembly.
11. The vehicle frame assembly defined in claim 10 wherein said
vehicle frame assembly has a tab formed thereon, and wherein said
member of said energy absorbing structure has an end that abuts
said tab.
12. The vehicle frame assembly defined in claim 10 wherein said
vehicle frame assembly has a plurality of tabs formed thereon, and
wherein said member of said energy absorbing structure has an end
that abuts said tabs.
13. The vehicle frame assembly defined in claim 11 wherein said end
of said member is formed having a reduced dimensional shape.
14. The vehicle frame assembly defined in claim 10 wherein said
member is a first member, and wherein said energy absorbing
structure further includes a second member that is secured to said
first member.
15. The vehicle frame assembly defined in claim 14 wherein said
first member has a tab formed thereon, and wherein said second
member has an end that abuts said tab.
16. The vehicle frame assembly defined in claim 14 wherein said
first member has a plurality of tabs formed thereon, and wherein
said second member has an end that abuts said tabs.
17. The vehicle frame assembly defined in claim 15 wherein said end
of said member is formed having a reduced dimensional shape.
18. The vehicle frame assembly defined in claim 14 wherein said
vehicle frame assembly has a first tab formed thereon, said member
of said energy absorbing structure has an end that abuts said first
tab, said first member has a second tab formed thereon, and said
second member has an end that abuts said second tab.
19. The vehicle frame assembly defined in claim 14 wherein said
vehicle frame assembly has a first plurality of tabs formed
thereon, said member of said energy absorbing structure has an end
that abuts said first plurality of tabs, said first member has a
second plurality of tabs formed thereon, and said second member has
an end that abuts said second plurality of tabs.
20. The vehicle frame assembly defined in claim 18 wherein said end
of said first member is formed having a reduced dimensional shape,
and wherein said end of said second member is formed having a
reduced dimensional shape.
Description
BACKGROUND OF THE INVENTION
[0001] This invention relates in general to body and frame
assemblies for vehicles. More specifically, this invention relates
to an improved structure for such a vehicle body and frame assembly
that includes a structure that is capable of absorbing energy in a
controlled manner during a collision, thereby providing additional
safety to the occupants of the vehicle.
[0002] Many land vehicles in common use, such as automobiles, vans,
and trucks, include a body and frame assembly that is supported
upon a plurality of ground-engaging wheels by a resilient
suspension system. The structures of known body and frame
assemblies can be divided into two general categories, namely,
separate and unitized. In a typical separate body and frame
assembly, the structural components of the body portion and the
frame portion of the vehicle are separate and independent from one
another. When assembled, the frame portion of the assembly is
resiliently supported upon the vehicle wheels by the suspension
system and serves as a platform upon which the body portion of the
assembly and other components of the vehicle can be mounted.
Separate body and frame assemblies of this general type are found
in most older vehicles, but remain in common use today for many
relatively large or specialized use modern vehicles, such as large
vans, sport utility vehicles, and trucks. In a typical unitized
body and frame assembly, the structural components of the body
portion and the frame portion are combined into an integral unit
that is resiliently supported upon the vehicle wheels by the
suspension system. Unitized body and frame assemblies of this
general type are found in many relatively small modem vehicles,
such as automobiles and minivans.
[0003] A recent trend in the development of passenger, sport
utility, pickup truck, and other vehicles has been to design the
various components of the vehicle in such a manner as to absorb
energy during a collision, thereby providing additional safety to
the occupants of the vehicle. As a part of this trend, it is known
to design portions of the vehicle body and frame assembly so as to
be at least partially collapsible during a collision so as to
absorb to energy. To accomplish this, it is known to form such
portions of the vehicle body and frame assembly to have corrugated
or similarly deformed shapes that are somewhat weaker than the
other non-deformed portions of the vehicle body and frame assembly.
During a collisions, such deformed portions are designed to be the
first portions of the vehicle body and frame assembly that are
axially collapsed. Thus, the absorption of energy during a
collision occurs in a somewhat controlled manner. A variety of such
pre-deformed axially collapsible vehicle body and frame assembly
structures are known in the art. Nonetheless, it would be desirable
to provide an improved structure for a vehicle body and frame
assembly including a structure that is capable of absorbing energy
in a controlled manner during a collision, thereby providing
additional safety to the occupants of the vehicle. In particular,
it would also be desirable to provide such an energy absorbing
structure that is replaceable after a collision.
SUMMARY OF THE INVENTION
[0004] This invention relates to a vehicle frame assembly including
a structure that is capable of absorbing energy in a controlled
manner during a collision, thereby providing additional safety to
the occupants of the vehicle. The vehicle frame assembly can
include a pair of longitudinally extending side rails having a
plurality of transverse cross members extending therebetween. One
or more energy absorbing structures can be provided at the front
end of each of the side rails or elsewhere on the vehicle frame
assembly. In a first embodiment, the energy absorbing structure
includes a hollow nose cap that is secured to the front end of the
side rail. The nose cap includes a first portion that is received
telescopically with the front end of the side rail and a second
portion that extends from the first portion. The second portion of
the nose cap is preferably formed integrally with the first portion
and has an outer size that is larger than the outer size of the
first portion so as to define a first shoulder therebetween. The
nose cap further includes a third portion that extends from the
second portion and has an outer size that is somewhat smaller than
the inner size of the second portion so as to define a second
shoulder therebetween. If a relatively large force is exerted
against the outermost end of the third portion of the nose cap, the
second shoulder will bend, allowing the third portion of the nose
cap to move telescopically inwardly relative to the second portion.
Such bending of the second shoulder and concurrent telescopic
movement of the third portion within the second portion absorbs
energy from the collision. In a second embodiment, the energy
absorbing structure includes a first portion that is formed
integrally with the front end of the side rail and a second portion
that extends therefrom. The second portion is preferably formed
having an outer size that is somewhat smaller than the inner size
of the first portion so as to define a shoulder therebetween. In a
third embodiment, the energy absorbing structure includes a first
hollow member that is received telescopically with the front end of
the side rail in engagement with one or more inwardly extending
first tabs formed thereon. Similarly, a second hollow member is
received telescopically with the first hollow member in engagement
with one or more inwardly extending second tabs formed thereon. If
a relatively large force is exerted against the outermost end of
the second member, the tabs will bend, allowing the second member
to move telescopically inwardly relative to the first member and
the first member to move telescopically inwardly relative to the
front end of the side rail. Such bending of the tabs and concurrent
telescopic movement of the members absorbs energy from the
collision.
[0005] Various objects and advantages of this invention will become
apparent to those skilled in the art from the following detailed
description of the preferred embodiments, when read in light of the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] FIG. 1 is a perspective view of a vehicle frame assembly
including a first embodiment of an energy absorbing structure in
accordance with this invention.
[0007] FIG. 2 is an enlarged sectional elevational view of the
first embodiment of the energy absorbing structure illustrated in
FIG. 1 prior to being axially collapsed.
[0008] FIG. 3 is an enlarged sectional elevational view similar to
FIG. 2 showing the first embodiment of the energy absorbing
structure after being axially collapsed.
[0009] FIG. 4 is a perspective view of a vehicle frame assembly
including a second embodiment of an energy absorbing structure in
accordance with this invention.
[0010] FIG. 5 is an enlarged sectional elevational view of the
second embodiment of the energy absorbing structure illustrated in
FIG. 5 prior to being axially collapsed.
[0011] FIG. 6 is a perspective view of a vehicle frame assembly
including a third embodiment of an energy absorbing structure in
accordance with this invention.
[0012] FIG. 7 is an enlarged sectional elevational view of the
third embodiment of the energy absorbing structure illustrated in
FIG. 7 prior to being axially collapsed.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0013] Referring now to the drawings, there is illustrated in FIG.
1a portion of a first embodiment of a vehicle body frame assembly,
indicated generally at 10, in accordance with this invention. The
vehicle frame assembly 10 is generally conventional in the art, and
only those portions thereof that are necessary for a complete
understanding of this invention will be described and illustrated.
Furthermore, it will be appreciated that the illustrated vehicle
frame assembly 10 is intended to be representative of any
conventional structure, separate or unitized, for a frame assembly
for use in a vehicle. The illustrated vehicle frame assembly 10 is
a ladder frame assembly including a pair of longitudinally
extending side rails 11 and 12 or similar structural members having
a plurality of transverse cross members 13, 14, 15, 16, and 17
extending therebetween. The side rails 11 and 12 extend
longitudinally throughout the entire length of the assembly 10 and
are generally parallel to one another. Each of the side rails 11
and 12 in the illustrated embodiment is formed from a single closed
channel structural member. However, it will be appreciated that one
or both of the side rails 11 and 12 may be formed from a plurality
of individually formed closed channel structural members that are
secured together by any conventional means, such as by welding,
riveting, bolting, and the like. Furthermore, portions of the side
rails 11 and 12 may be formed from open channel structural members
if desired.
[0014] The cross members 13 through 17 extend generally
perpendicular to the side rails 11 and 12 and may be formed having
any conventional structure. The cross members 13 through 17 are
spaced apart from one another along the length of the ladder frame
assembly 10 and can be secured to the side rails 11 and 12 by any
conventional means, such as by welding, riveting, bolting, and the
like. When secured to the side rails 11 and 12, the cross members
13 through 17 provide lateral and torsional rigidity to the ladder
frame assembly 10. The structure of the vehicle body and frame
assembly thus far described is conventional in the art.
[0015] An energy absorbing structure, indicated generally at 20, is
provided at the front end of each of the side rails 11 and 12 of
the vehicle body and frame assembly 10. However, it will be
appreciated that the energy absorbing structure 20 may be provided
at any desired location on the vehicle body and frame assembly 10.
The structure of one of the energy absorbing structures 20 is
illustrated in FIG. 2. As shown therein, the energy absorbing
structure 20 includes a hollow nose cap, indicated generally at 21,
that is secured to the front end of the side rail 11 in a
conventional manner, such as by one or more welds 22. The
illustrated nose cap 21 is formed having a generally rectangular
cross sectional shape that corresponds with the cross sectional
shape of the front end of the side rail 11. However, the nose cap
21 may be formed having any desired cross sectional shape.
[0016] The nose cap 21 includes a first portion 23 that is received
telescopically with the front end of the side rail 11. Preferably,
the first portion 23 is formed having an outer size that is only
slightly smaller than an inner size of the front end of the side
rail 11. Thus, the first portion 23 of the nose cap 21 is received
snugly within the front end of the side rail 11. In this manner,
the first portion 23 of the nose cap 21 can be mechanically
supported within the front end of the side rail 11.
[0017] The nose cap 21 also includes a second portion 24 that
extends from the first portion 23. The second portion 24 of the
nose cap 21 is preferably formed integrally with the first portion
23, although such is not necessary. The second portion 24 of the
nose cap 21 is preferably formed having an outer size that is
larger than the outer size of the first portion 23 so as to define
a first shoulder 24a therebetween, although such is not necessary.
The first shoulder 24a provides a structure for positively
positioning the nose cap 21 relative to the front end of the side
rail 11 prior to securement thereto by the welds 22. The second
portion 24 of the nose cap 21 is preferably formed having an outer
size that is approximately the same as or only slightly smaller
that the outer size of the front end of the side rail 11. Thus, the
outer surfaces of the nose cap 21 and the front end of the side
rail 11 are preferably substantially flush when secured together.
If desired, one or more embossed stiffening ribs 24b may be formed
in the second portion 24 of the nose cap 21 for a purpose that will
be described below.
[0018] The nose cap 21 further includes a third portion 25 that
extends from the second portion 24. The third portion 25 of the
nose cap 21 is preferably formed integrally with the second portion
24, although such is not necessary. The third portion 25 of the
nose cap 21 is preferably formed having an outer size that is
somewhat smaller than the inner size of the second portion 24 so as
to define a second shoulder 25a therebetween. If desired, one or
more embossed stiffening ribs 25b may be formed in the third
portion 25 of the nose cap 21 for a purpose that will be described
below.
[0019] FIG. 2 illustrates the energy absorbing structure 20 during
normal operation of the vehicle body and frame assembly 10. If the
front end of the vehicle frame assembly 10 collides with an object
at a relatively low speed, a relatively small force will be exerted
against the outermost end of the third portion 25 of the nose cap
21. So long as the magnitude of such a relatively small force is
not sufficient to overcome the strength of the second shoulder 25a,
then the nose cap 21 will remain substantially as shown in FIG.
2.
[0020] However, if the front end of the vehicle frame assembly 10
collides with an object at a relatively high speed, a relatively
large force will be exerted against the outermost end of the third
portion 25 of the nose cap 21. The exertion of such a relatively
large force causes the second shoulder 25a to bend, allowing the
third portion 25 of the nose cap 21 to move telescopically inwardly
relative to the second portion 24, as shown in FIG. 3. Such bending
of the second shoulder 25a and concurrent telescopic movement of
the third portion 25 within the second portion 24 absorbs energy
from the collision. As a result, additional safety is provided to
the occupants of the vehicle. The stiffening ribs 24b and 25b
provided on the second and third portions 24 and 25 of the nose cap
21 are provided to maintain the second and third portions 24 and 25
in their original shapes during the collision. This is done to
facilitate the absorption of energy in a controlled manner during a
collision. Because the nose cap 21 is formed as a separate piece
from the side rail 11, it can be removed from the side rail 11 with
relative ease after a collision and replace with another
non-deformed nose cap 21.
[0021] Referring now to FIGS. 4 and 5, there is illustrated a
portion of a second embodiment of a vehicle body frame assembly,
indicated generally at 10', in accordance with this invention. The
second embodiment of the vehicle frame assembly 10' is generally
the same as the first embodiment of the vehicle frame assembly 10
described above, and like reference numbers are used to indicate
similar structures. An energy absorbing structure, indicated
generally at 30, is provided at the front end of each of the side
rails 11 and 12 of the vehicle body and frame assembly 10'.
However, it will be appreciated that the energy absorbing structure
30 may be provided at any desired location on the vehicle body and
frame assembly 10'. The structure of one of the energy absorbing
structures 30 is illustrated in FIG. 5. As shown therein, the
energy absorbing structure 30 includes a first portion 31 that is
formed integrally with the front end of the side rail 11. The
illustrated first portion 31 is formed having a generally
rectangular cross sectional shape that corresponds with the cross
sectional shape of the front end of the side rail 11. However, the
first portion 31 may be formed having any desired cross sectional
shape. The energy absorbing structure 30 also includes a second
portion 32 that extends from the first portion 31. The second
portion 32 is preferably formed integrally with the first portion
31, although such is not necessary. The second portion 32 is
preferably formed having an outer size that is somewhat smaller
than the inner size of the first portion 31 so as to define a
shoulder 32a therebetween. If desired, one or more embossed
stiffening ribs 32b may be formed in the second portion 32 of the
energy absorbing structure 30. The energy absorbing structure 30
functions in the same manner as the energy absorbing structure 20
discussed above.
[0022] Referring now to FIGS. 6 and 7, there is illustrated a
portion of a third embodiment of a vehicle body frame assembly,
indicated generally at 10", in accordance with this invention. The
third embodiment of the vehicle frame assembly 10" is generally the
same as the first embodiment of the vehicle frame assembly 10
described above, and like reference numbers are used to indicate
similar structures.
[0023] An energy absorbing structure, indicated generally at 40, is
provided at the front end of each of the side rails 11 and 12 of
the vehicle body and frame assembly 10. However, it will be
appreciated that the energy absorbing structure 40 may be provided
at any desired location on the vehicle body and frame assembly 10".
The structure of one of the energy absorbing structures 40 is
illustrated in FIG. 7. As shown therein, the front end of the side
rail 11 has at least one, and preferably a plurality, of tabs 11a
formed therein that extend inwardly into the interior thereof. Such
tabs 11a can be formed in any conventional manner, such as by
punching or cutting and bending. The purpose for such tabs 11a will
be explained below.
[0024] The energy absorbing structure 40 includes a first hollow
member 41 that is secured to the front end of the side rail 11. The
illustrated first member 41 is formed having a generally
rectangular cross sectional shape that corresponds with the cross
sectional shape of the front end of the side rail 11. However, the
first member 41 may be formed having any desired cross sectional
shape. If desired, an end 41a of the first member 41 may be formed
having a frusto-conical or otherwise reduced dimensional shape. The
purpose for this reduced dimension end 41a will be explained below.
The first member 41 is received telescopically with the front end
of the side rail 111 such that the reduced dimension end 41a of the
first member 41 abuts the tabs 11a extending within the side rail
11. Preferably, the first member 41 is formed having an outer size
that is only slightly smaller than an inner size of the front end
of the side rail 11. Thus, the first member 41 is received snugly
within the front end of the side rail 11. In this manner, the first
member 41 can be mechanically supported within the front end of the
side rail 11. The first member 41 can be secured to the front end
of the side rail 11 by any conventional means, such as by one or
more welds 41b. The front end of the first member 41 has at least
one, and preferably a plurality, of tabs 41c formed therein that
extend inwardly into the interior thereof. Such tabs 41a can be
formed in any conventional manner, such as by punching or cutting
and bending. The purpose for such tabs 41a will be explained
below.
[0025] The energy absorbing structure 40 further includes a second
hollow member 42 that is secured to the front end of the first
member 41. The illustrated second member 42 is formed having a
generally rectangular cross sectional shape that corresponds with
the cross sectional shape of the first member 41. However, the
second member 42 may be formed having any desired cross sectional
shape. If desired, an end 42a of the second member 42 may be formed
having a tapered or otherwise reduced dimensional shape. The
purpose for this reduced dimension end 42a will be explained below.
The second member 42 is received telescopically with the front end
of the first member 41 such that the reduced dimension end 42a of
the second member 42 abuts the tabs 41c extending within the first
member 41. Preferably, the second member 42 is formed having an
outer size that is only slightly smaller than an inner size of the
first member 41. Thus, the second member 42 is received snugly
within the first member 41. In this manner, the second member 42
can be mechanically supported within the front end of the side rail
11. The second member 42 can be secured to the first member 41 by
any conventional means, such as by one or more welds 42b.
[0026] FIG. 7 illustrates the energy absorbing structure 40 during
normal operation of the vehicle body and frame assembly 10". If the
front end of the vehicle frame assembly 10" collides with an object
at a relatively low speed, a relatively small force will be exerted
against the outermost end of the second member 42. So long as the
magnitude of such a relatively small force is not sufficient to
overcome the strength of the tabs 11a and 41c, then the energy
absorbing structure 40 will remain substantially as illustrated in
FIG. 7.
[0027] However, if the front end of the vehicle frame assembly 10"
collides with an object at a relatively high speed, a relatively
large force will be exerted against the outermost end of the second
member 42. The exertion of such a relatively large force causes the
tabs 42c to bend, allowing the second member 42 to move
telescopically inwardly relative to the first member 41. Such
bending of the tabs 42c and concurrent telescopic movement of the
second member 42 within the first member 41 absorbs energy from the
collision. In some instances, the exertion of such a relatively
large force also causes the tabs 11a to bend, allowing the first
member 41 to move telescopically inwardly relative to the front end
of the side rail 11. Such bending of the tabs 11a and concurrent
telescopic movement of the first member 41 within the front end of
the side rail 11 absorbs additional energy from the collision. As a
result, additional safety is provided to the occupants of the
vehicle.
[0028] Because the first and second members 41 and 42 are formed as
separate pieces from the side rail 11, they can be removed from the
side rail 11 with relative ease after a collision and replace with
another non-deformed nose cap 21. Furthermore, it will be
appreciated that the energy absorbing device 40 may include only
one such member or three or more of such members if desired.
Although not illustrated in FIGS. 6 and 7, either or both of the
first and second members 41 and 42 may be formed having stiffening
ribs for the same purpose as described above.
[0029] In accordance with the provisions of the patent statutes,
the principle and mode of operation of this invention have been
explained and illustrated in its preferred embodiment. However, it
must be understood that this invention may be practiced otherwise
than as specifically explained and illustrated without departing
from its spirit or scope.
* * * * *