U.S. patent application number 11/867437 was filed with the patent office on 2008-01-31 for towing apparatus with energy absorber.
Invention is credited to Robert J. Dornbos.
Application Number | 20080023938 11/867437 |
Document ID | / |
Family ID | 34595105 |
Filed Date | 2008-01-31 |
United States Patent
Application |
20080023938 |
Kind Code |
A1 |
Dornbos; Robert J. |
January 31, 2008 |
TOWING APPARATUS WITH ENERGY ABSORBER
Abstract
A towing apparatus mounted to a frame of a vehicle includes a
receiver and an energy management device. The receiver is operably
connected to the energy management device and the energy management
device is operably connected to the vehicle frame. When the
receiver is moved in a first tow direction, the energy management
device is isolated and the tow force is coupled directly to the
frame. However, when the energy management device is moved in a
second, generally opposite direction, the energy management device
reduces some or all of the force applied to the receiver from being
transferred to the vehicle frame.
Inventors: |
Dornbos; Robert J.;
(Hudsonville, MI) |
Correspondence
Address: |
PRICE HENEVELD COOPER DEWITT & LITTON, LLP
695 KENMOOR, S.E.
P O BOX 2567
GRAND RAPIDS
MI
49501
US
|
Family ID: |
34595105 |
Appl. No.: |
11/867437 |
Filed: |
October 4, 2007 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
10940134 |
Sep 14, 2004 |
7290783 |
|
|
11867437 |
Oct 4, 2007 |
|
|
|
60524247 |
Nov 21, 2003 |
|
|
|
Current U.S.
Class: |
280/485 |
Current CPC
Class: |
B60D 1/244 20130101;
B60D 1/143 20130101; B60D 1/50 20130101 |
Class at
Publication: |
280/485 |
International
Class: |
B60D 1/50 20060101
B60D001/50 |
Claims
1. A towing apparatus adapted for mounting to a frame of an
automotive vehicle, comprising: a receiver adapted to receive a
towing force; and an energy management device operably connected to
said receiver and including a piston movable within a cylinder for
connection to a vehicle frame so that when the receiver is
subjected to a first force in a first tow direction, the first tow
force is directly transferred to the vehicle frame, and so that,
when the receiver is subjected to a second force of predetermined
magnitude in a second direction, said energy management device
yields and reduces the second force to a reduced third force, which
is in turn transferred to the vehicle frame.
2. The towing apparatus of claim 1, including a fluid in the
cylinder that dampens movement of the piston in at least one
direction.
3. The towing apparatus of claim 1, wherein said receiver is a
hook.
4. The towing apparatus of claim 1, wherein said receiver includes
a loop.
5. The towing apparatus of claim 1, wherein said energy management
device further includes a spring in the cylinder and engaging the
piston.
6. The towing apparatus of claim 5, wherein said energy management
device includes a fluid in the cylinder that dampens movement of
the piston.
7. The towing apparatus of claim 5, wherein the spring is
positioned around a shaft that supports the piston.
8. The towing apparatus of claim 5, including a shear bolt
connected to the energy management device for shearing when a
maximum predetermined force is applied to the receiver.
9. The towing apparatus of claim 1, including a shear bolt
connected to the energy management device for shearing when a
maximum predetermined force is applied to the receiver.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This is a divisional application of application Ser. No.
10/940,134, entitled TOWING APPARATUS WITH ENERGY ABSORBER, filed
on Sep. 14, 2004, which claims the benefit of U.S. Provisional
Application No. 60/524,247, filed Nov. 21, 2003, entitled TOWING
APPARATUS WITH ENERGY ABSORBER, which is hereby incorporated herein
by reference in its entirety.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to a towing apparatus
generally, and more particularly to a towing apparatus which is
connected to a vehicle frame.
[0003] In many of today's vehicles, a hook, loop, clasp or other
receptacle is affixed to the vehicle's frame in such a manner as to
protrude from the front or rear bumper of the vehicle. These
receptacles are commonly known as tow hooks and are used to permit
easier attachment of a towing vehicle to a towed vehicle. For
example, when a vehicle is being towed or pulled, tow hooks provide
a convenient location for the towing vehicle to hook its receiver.
This is a vast improvement over the prior method of having to hook
to the vehicle through the vehicle frame which is relatively
inaccessible. This is especially true if the vehicle is in a ditch
or other situation where the frame may be partially or completely
inaccessible.
[0004] Typically, tow hooks are mounted either directly or
indirectly to the vehicle's frame. This method of attachment is
required as the frame is the only part of the vehicle which is
strong enough to sustain the pulling forces which are generated
without damaging the vehicle. Most commonly, tow hooks are either
attached directly to the vehicle frame, or to the front or rear
bumper which is attached to the frame. However, the preferred
method of attachment is directly to the frame as this yields the
most rigid and durable connection point.
[0005] The tow hooks must be disposed at either the front or rear
of the vehicle to allow for towing. Additionally, these hooks will
routinely project from these front or rear surfaces to allow for
ease of access. One problem that has arisen with the location and
method of attachment of these tow hooks has been when the vehicle
encounters a minor impact force, such as occurs during standardized
impact testing which the vehicle bumper system must pass.
[0006] In today's vehicles, when a bumper encounters an
obstruction, the force is not transmitted directly to the frame but
rather is dampened through various means such as crush towers.
These dampening features dissipate some of the impact force before
it is transmitted to the occupants of the vehicle via the frame
rail. However, this is not the case with today's tow hooks. When
the front or rear of a vehicle encounters an obstruction, such that
the obstruction encounters the tow hook, the force is transmitted
directly to the vehicle's frame and therefore, directly to the
vehicle's occupants. This results in at least two problems. The
first is the safety concern for the vehicle occupants because the
full force of the impact is transmitted directly to the occupants
and the second is the resulting damage which can occur to the
vehicle frame. Because the tow hook is coupled directly to the
frame, even a minor impact can damage the frame resulting in
expensive structural repair costs.
[0007] Accordingly, a tow hook is needed that incorporates an
energy management system which can reduce the amount of force
transmitted by the tow hook to the vehicle frame during an impact
while simultaneously allowing for the rigid connection that is
required in order to use the tow hook for towing or pulling the
vehicle.
SUMMARY OF THE INVENTION
[0008] One aspect of the present invention is to provide a towing
apparatus which is adapted for mounting to a frame of an automotive
vehicle and includes a receiver adapted to receive a towing force,
and an energy management device operably connected to the receiver
and including a piston movable within a cylinder and constructed
for connection to a vehicle frame so that when the receiver is
subjected to a first force in a first tow direction, the first tow
force is directly transferred to the vehicle frame, and when the
receiver is subjected to a second force of predetermined magnitude
in a second direction, the energy management device yields and
reduces the second force to a reduced third force, which is in turn
transferred to the vehicle frame.
[0009] These and other features, advantages and objects of the
present invention will be further understood and appreciated by
those skilled in the art by reference to the following
specification, claims and appended drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a partial sectional plan view of a tow hook
mounted to a vehicle frame in the prior art;
[0011] FIG. 2 is a partial sectional plan view of a tow hook and an
energy management device mounted to a vehicle frame embodying the
present invention, the energy management device shown with a
cutaway section;
[0012] FIG. 3 is a partial sectional plan view of the tow hook and
energy management device of FIG. 2, the energy management device
shown with a cutaway section;
[0013] FIGS. 4-6 are side views of a tubular blank with a first
diameter (FIG. 4), the tubular blank being compressed to a reduced
diameter at one end (FIG. 5) and then deformed longitudinally at an
intermediate tube section to take on an S-shaped pre-set (FIG. 6),
wherein FIG. 6 illustrates an energy management tube of the present
invention;
[0014] FIGS. 7-9 are side, longitudinal cross-sectional, and end
views of the tube of FIG. 6;
[0015] FIG. 10 is an enlarged partial sectional view of the circled
area X in FIG. 8;
[0016] FIG. 11 is a partial sectional plan view of the tow hook and
energy management device of FIG. 3 in a compressed state, the
energy management device shown with a cutaway section;
[0017] FIG. 12 is a graphical diagram of the load versus deflection
characteristics of the energy management device of FIG. 3;
[0018] FIGS. 13 and 14 are side and longitudinal cross-sectional
views, respectively, of a modified energy management tube;
[0019] FIG. 15 is a sectional perspective view of the tube shown in
FIG. 14, the tube being partially telescopingly collapsed;
[0020] FIG. 16 is a partial sectional plan view of the tow hook and
energy management device of FIG. 3 mounted to a vehicle frame, the
energy management device shown with a cutaway section;
[0021] FIG. 17 is a partial sectional plan view of the tow hook and
energy management device of FIG. 3 mounted to a vehicle frame in a
compressed state, the energy management device shown with a cutaway
section;
[0022] FIG. 18 is a graphical diagram of the energy curve of the
energy management device of FIGS. 16 and 17;
[0023] FIG. 19 is a partial sectional plan view of a second
embodiment of the tow hook and energy management device embodying
the present invention, the energy management device shown with a
cutaway section;
[0024] FIG. 20 is a partial sectional plan view of the tow hook and
energy management device of FIG. 19 in a compressed state, the
energy management device shown with a cutaway section;
[0025] FIG. 21 is a partial sectional plan view of the tow hook and
energy management device of FIG. 20 returned to an uncompressed
state, the energy management device shown with a cutaway
section;
[0026] FIG. 22 is a partial sectional plan view of a third
embodiment of the tow hook and energy management device embodying
the present invention, the energy management device shown with a
cutaway section; and
[0027] FIG. 23 is a sectional plan view of the tow hook and energy
management device mounting bracket.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0028] The reference numeral 2 (FIG. 2) generally designates a
towing apparatus and energy management device embodying the present
invention. Such a towing apparatus may be used, for example, in the
front or rear of a vehicle to provide ready access to an area of
the vehicle which may be used for towing or pulling the
vehicle.
[0029] In the illustrated example, towing apparatus 2 generally
includes a receiver 10 which is used to facilitate and provide a
connection point to the vehicle by which the vehicle may be towed
or otherwise moved. A shaft 20 connects receiver 10 to energy
management device 30. Energy management device 30 is used to
provide a connection by which receiver 10 is directly connected to
a frame 50 of a vehicle when receiver 10 is used in the capacity as
a towing hook. However, energy management device 30 is used to
decouple this direct relationship between receiver 10 and frame 50
when receiver 10 is involved in an impact or otherwise moved in a
direction opposite to the towing direction. Energy management
device 30 is directly, and typically rigidly, connected to frame 50
thereby providing the direct relationship between receiver 10 and
frame 50 when required. For illustrative purposes, receiver 10 is
shown in FIG. 2 as extending from a front bumper of a vehicle 60.
However, receiver 10 could also be mounted to the rear of a vehicle
(not shown).
[0030] Receiver 10 is used as an attachment point to permit the
towing or pulling of an otherwise inoperable vehicle. Since the
entire pulling weight of the vehicle is transmitted through the
receiver when the vehicle is pulled, prior art receivers are
typically mounted directly to the vehicle frame rail 50 as shown in
FIG. 1. This direct connection to frame 50 is required because
other, weaker parts of the vehicle would incur damage due to the
large forces which are developed and transmitted during the towing
of a vehicle. However, this direct connection can be problematic
when the force on the receiver and corresponding shaft exceed the
mechanical limits of either the attachment point of the towing
apparatus to frame 50, or the frame rail itself. If the forces on
the towing apparatus exceed these mechanical limits, damage to the
frame can occur, imposing significant safety issues as well as
corresponding costs to the vehicle owner.
[0031] Towing apparatus 2 embodying the present invention overcomes
these disadvantages by coupling the towing force on receiver 10
directly to frame 50. Additionally, if the receiver is subjected to
a force in an opposite direction to a towing force, such as during
an impact, the energy management device 30 is not directly coupled
to frame 50, thereby allowing the energy management device to yield
before the mechanical limits of the frame are exceeded.
[0032] Receiver 10 is used to provide a connection point to an
otherwise inoperable vehicle in order to allow the vehicle to be
towed or pulled. Receiver 10 is not critical to the inventive
concept and may take the form of any type of connection. For
example, receiver 10 may be a hitch ball, tow hook, pintle hook, or
other generally well known coupler. However, this is not meant to
be limiting in any manner and any connection type and method may be
used.
[0033] Receiver 10 is connected to energy management device 30 in
any manner meeting the specific needs of the design. For example,
receiver 10 could be coupled to energy management device 30 through
its own coupler arrangement, by mechanical fasteners, welding or by
any other generally well known method. In a preferred embodiment,
receiver 10 is disposed or otherwise affixed to a first end 22 of
shaft 20 wherein a second end 24 is disposed or otherwise operably
connected to energy management device 30. The connections between
receiver 10 and first end 22, as well as the connections between
second end 24 and energy management device 30 are not critical to
the inventive concept and may use a connection and/or a method
which is generally well known in the art.
[0034] Energy management device 30 may take various forms. However,
in all embodiments, energy management device 30 is used to provide
a coupling relationship between receiver 10 and frame 50. In a
preferred embodiment, energy management device 30 allows the forces
which occur during towing, on receiver 10, to be directly
transmitted to frame rail 50. These forces which occur during the
towing of a vehicle are generally controlled and well within the
mechanical limits of the frame rail. This is primarily due to the
fact that the towing operation does not occur in an uncontrolled
state. Rather, as is typically the case, either a tow truck or a
winch is used to supply the corresponding towing force and these
forces are typically kept well within the mechanical limits of the
frame rail. However, in certain situations the receiver can be
subjected to forces which exceed the mechanical limits of the frame
rail; namely, during an impact of the vehicle. For example, the
federal government requires that all vehicles must be subjected to
a 5 mph bumper impact while remaining structurally sound.
Therefore, today's vehicles typically have what is referred to as
crush towers (3) separating the bumper from the frame. The crush
towers 3 act like energy absorbers and reduce the force of the
impact by isolating the force which develops on the front bumper
from the frame rail. However, many of today's vehicles also include
tow hooks at these bumper locations. Because these tow hooks need
to be accessible, they may be only slightly recessed behind the
bumper; in some cases they may even protrude. Therefore, when the
vehicle is subjected to an impact, if any of the impact force is
transferred to the receiver 10 of the towing apparatus, the force
is directly communicated to the frame rail 50 rather than having
the force dampened by crush towers 3. Therefore, even in minor
impacts significant safety issues and damage can occur through the
use of these tow hooks. By using energy management device 30 to
separate, reduce and/or remove this impact force from being
transmitted to the frame, the safety of the vehicle is increased
while the cost of repairs may be significantly reduced. In the
preferred embodiments, three different energy management devices
will be discussed as well as a novel attachment device which may be
used with the aforementioned energy management devices.
[0035] A first embodiment is shown in FIG. 3, wherein energy
management device 30 includes crush tower or energy management tube
32. Management tube 32 is further defined by a first tube section
34, a second tube section 36 which is aligned with the first tube
section, and an intermediate tube section 38 with first and second
end portions 40 and 42, respectively. The end portions 40 and 42
integrally connect the first and second tube sections 34 and 36,
respectively. The first tube section 34 is dimensionally larger in
size than second tube section 36 and has a similar cylindrical
cross-sectional shape. However, it is noted that first and second
tube sections 34 and 36 can be different shapes including
rectangular, square, oval, round, or other geometric shapes.
Further, it is contemplated that tube sections 34 and 36 may have
different cross-sectional shapes along their lengths, especially at
locations spaced away from the intermediate tube section 38. The
intermediate tube section 38 has a shape transitioning from the
first tube section 34 to the second tube section 36, and further
the first and second end portions 40 and 42 are dissimilar in shape
as noted below. These and other features of the energy management
tube are discussed in a copending U.S. Patent Application entitled
TUBULAR ENERGY MANAGEMENT SYSTEM FOR ABSORBING IMPACT ENERGY, filed
on Aug. 26, 2003 which is wholly incorporated herein by
reference.
[0036] Energy management tube 32 may be made from a sheet of
annealed steel material with each of the tube sections 34, 36 and
38 being integrally formed together as a unit. The wall thickness
can be varied as needed to satisfy functional design requirements.
For example, the thickness can be about 1.5 mm to 4 mm, depending
on material strengths and the specific application requirements of
use. It is contemplated that the sheet will initially be made into
a continuous long tube by a roll-forming machine, and thereafter
cut into tubular blanks of predetermined length (FIG. 4). Then, the
tubular blanks will have the areas of tube sections 36 and 38
annealed and then formed into a shape (FIG. 5) where the second
tube section 36 is compressed to a reduced diameter, wherein the
intermediate section 38 temporarily takes on a frusto-conical
shape. It has been determined that it is beneficial to fixture and
longitudinally deform energy management tube 32 to a preset
condition (FIG. 6), so that the intermediate section 38 takes on a
particular shape that avoids high/low spikes during initial impact,
as noted below. For a towing apparatus with an energy management
system, it is preferable that the sheet of material be a good,
reliable grade of steel, such as structural steel. Steels having
greater than about 35 KSI yield strength work very well. Steels
that can be heat treated or annealed to achieve optimal yield and
elongation properties in selected areas are also excellent
candidates, such as structural steels, or high strength low alloy
steels (HSLAS) or ultra high strength steel (UHSS).
[0037] A specific comment about materials is appropriate. As
selected materials get stronger and harder, with higher yield
strengths, higher tensile strengths and lower elongation values,
they often become more sensitive to tight radii and will tend to
resist rolling. Instead, they will tend to break, kink, shear,
crack, and/or fracture. This breaking problem gets worse as the
radii approach a thickness dimension of the material. The present
invention utilizes outward and inward flaring, clearances, and
radii specifically chosen to help deal with this problem. Various
grades of steel are known in the art and understood by skilled
artisans. The reader's attention is directed to ASTM A1008/A and
A1008M-01a, and also to ASTM A1011A and A1011M-01a for standardized
industry definitions. Structural steels such as steels having about
25 KSI and above have strength properties where the quality
problems noted above begin to occur. Structural steels are
typically a slightly better grade than cold rolled commercial
quality steel or hot-rolled commercial quality steel. Nonetheless,
especially as they approach 25 to 35 KSI tensile strength, they
tend to have problems. It is specifically contemplated that the
present invention will work well using structural steels, such as
steels having a tensile strength of about 25 KSI or greater. The
present invention also is well adapted for and works well for
stronger materials of 80 KSI and above, and ultra-high-strength
steels (UHSS). Where workability and enhanced rolling of material
is desired, these steels can be heat treated or annealed to achieve
optimal properties at strategic regions along the energy management
tubes.
[0038] It is noted that the various steels discussed herein are
intended to be and are believed to be well understood by persons
skilled in the art of steel materials and in the art of
roll-forming. For the reader's benefit, it is noted that additional
information can be obtained from the American Society for Testing
and Materials (ASTM). The terms for steels as used herein are
intended to be consistent with ASTM standards and definitions.
Nonetheless, it is emphasized that the present technology is very
flexible and adaptable to work with a wide variety of materials.
Accordingly, the various terms are intended to be broadly
construed, though reasonably construed.
[0039] The present concepts are believed to be particularly useful
for HSLA steels, and ultra-high-strength steels (UHSS), such as
dual phase steel, tri phase (TRIP) steel, or martensitic materials.
The present concepts are also useful for other engineering grade
materials, such as aluminum and even softer materials. The present
concepts are particularly useful where high strength materials
permit weight reduction through reduced wall thicknesses (i.e.
gauge reduction). By being heat treatable, the material is
inherently more workable and flowable, and/or can be made more
workable and flowable in selected areas. For example, this allows a
pre-set to be formed in the intermediate tube section 38 with small
radii, yet with less risk of developing micro-cracks and/or
macro-cracks and/or splitting, less risk of shearing problems and
material separation such as shelving, and less risk of other
quality defects causing reduced material strength in the area of
small-radius bends. The property of being annealed also allows the
material to roll without shearing, ripping, or tearing, which is
important in achieving maximum energy absorption during impact and
longitudinal crush (See FIG. 11).
[0040] Notably, performance of the present energy management tube
can be adjusted and tuned to meet specific criteria by numerous
methods, including by adjustment of the following variables:
material thickness, material type, material hardness and
yieldability, annealing temperatures and conditions, tube diameter
and shapes, the particular rolling radius design and the degree of
pre-set, use of crushable inserts positioned within (or outside)
the tube sections, and other factors affecting rolling of material,
columnar strength, energy absorption, and distribution of stress
during a longitudinal crushing impact.
[0041] As illustrated in FIGS. 7-10, the first tube section 34 is
larger in size than the second tube section 36. The first tube
section 34 includes an outer surface defining a tubular boundary
44. The tubular boundary 44 matches a cross-sectional shape of the
first tube section 34 at an area near the first end portion 40
(FIG. 8). The first end portion 40 includes a
circumferentially-continuous band of tightly deformed material 46
that is flared outward radially beyond the boundary 44, such as at
a minimum angle of about 25.degree. (FIG. 10). This tightly
deformed material 46 defines a small radius that effectively forms
a "pinched" area that resists rolling of the material. Also, there
is some work hardening of the material at the small radius. The
small radius (on its concave surface) is preferably not less than
about 0.5 times a thickness of the material of the first end
portion 40. Thus, it adequately resists a tendency to shear or
crack. The reasons for the deformed material 46 resisting rolling
are numerous and subtle. It is believed that the tight "small"
radius along with the flared shape forms a uniform ringed support
for the first tube section 34 that acts to support and maintain a
columnar strength of the first tube section upon longitudinal
impact. When longitudinally stressed, the tightly deformed material
46 resists rolling of the material of first end portion 40 and of
the first tube section 34.
[0042] Contrastingly, the second end portion 42 (FIG. 10) has a
deformed material 48 defining a relatively larger radius (on its
concave surface), such as at least about 1.0 times a thickness of
the material of the second end portion 42. The deformed portion 48
of the second end portion 42, due to its larger radius, is less
resistant to rolling of the material of the second tube section 36
and is less supportive of the columnar strength of the second tube
section 36. In fact, second end portion 42 is configured to
initiate a telescoping rolling of the second tube section 36 during
impact as the first tube section 34 maintains its columnar strength
(FIG. 11). The fact that the tube sections 36 and 38 are annealed,
and the first tube section 34 is not annealed, further facilitates
and causes this result (although annealing is not required to have
a tendency of a material to roll). Clearances are provided for the
flow of material as necessary as it rolls. Potentially, the tube
sections 34 and 36 can be sized to provide support to each other
during the rolling of material during an impact. The pre-set
condition of the intermediate tube section 38 also is important
since it helps avoid an initial sharp high load peak, such that the
load quickly levels off as it reaches a predetermined initial
level, and then remains at that level during the impact stroke (see
FIG. 12).
[0043] A second energy management tube 32a (FIGS. 13-15) includes a
first tube section 34a, a second tube section 36a, and an
intermediate tube section 38a interconnecting the tube sections 34a
and 36a. However, tube 32a differs from tube 32. In tube 32a, the
end portion 40a of the larger-diameter first tube section 34a
includes deformed portion 46a defining a larger radius. Further,
the deformed material 46a is not flared outwardly, but instead
remains generally within a boundary defined by an outer surface of
the first tube section 34a. Concurrently, the end portion 42a of
the second tube section 36a includes deformed material 48a defining
a smaller radius. The deformed portion 48a is flared inwardly
inside of a tubular boundary 44a, such as at a minimum angle of
about 12.degree. (FIG. 14).
[0044] FIG. 15 shows a partial stroke impact where a section of
material from the first tube section 34a of tube 32a has rolled (in
tube 32, the second smaller tube section 36 is the one that rolls
during an impact as it rolls in a similar manner).
[0045] FIG. 12 illustrates a typical load-versus-deflection curve
for tubes 32 and 32a. It will be apparent to a person skilled in
the art that the load quickly comes up to a predetermined level,
and stays relatively consistently at the selected level throughout
the impact stroke. The area under the load deflection curve
represents actual energy absorption ("AEA") during an impact
stroke. A perfect energy absorption ("PEA") would be calculated by
multiplying the maximum load achieved during an impact (LOAD) times
the full impact stroke (L). The present energy management system
provides an exceptionally high efficiency rating (i.e. "AEA"
divided by "PEA"). Specifically, the present energy management tube
technology ends up with much higher and more consistent
energy-absorption efficiency rating than known crush towers, due to
a relatively fast initial loading, and a relatively well-maintained
and consistent level of loading continued through the entire impact
stroke. Specifically, the present inventive concepts provide
surprising and unexpected consistency and reliability of the
load-versus-deflection curves, and also provide for consistent and
reliable energy absorption and crush strokes.
[0046] In use then, energy management device 30 includes an outer
housing 70 which is operably connected to frame rail 50. In one
embodiment (FIGS. 16 and 17), outer housing 70 is bolted to frame
rail 50 at locations 52. However, this is only an exemplary
embodiment and other methods of attachments may be used. When
receiver 10 is used to pull or tow the vehicle, a force is applied
in a generally first direction F. This force is transmitted through
shaft 20 and directly to frame rail 50. This is because shaft 20 is
rigidly affixed to a first end 81 of ring section 80 thereby
transferring the force to a first wall 71 of housing 70 which in
turn transfers the force from the outer housing 70 through
locations 52 to frame rail 50. Therefore, when towing apparatus 2
is utilized to pull a vehicle in a direction F, first tube section
34 and second tube section 36 of energy management device 30 are
isolated from this force due to ring section 80 transferring the
tow force through the outer housing 70 directly to the frame rail
50. Alternatively, when a force is applied to receiver 10 in a
direction opposite to the direction of towing (-F), first and
second tube sections 34 and 36 of energy management device 30 are
not isolated from this force.
[0047] With respect to FIG. 17, during an impact in a direction -F,
at a specified and designed threshold, intermediate tube section
38, more specifically, second end portion 42 of intermediate tube
section 38, will telescopingly yield, allowing second tube section
36 to telescopingly move within first tube section 34, thereby
absorbing energy from the impact. This process is graphically
illustrated in FIG. 18, whereby the initial force of impact as
illustrated in zone A is seen to initially sharply rise up to a
point which is tailored or designed into intermediate tube section
38. This initial yield point equals the amount of force required to
initiate movement or deformation of energy management tube 32 and
may be designed or tailored for specific applications. For example,
the amount of force may be varied by utilizing different materials,
different thicknesses of material, different shapes and different
transition zones. However, other methods and materials may be used
and these examples are not meant to be limiting.
[0048] Once this specified load value is reached, second end
portion 42 of intermediate tube 38 telescopingly deforms, thereby
reducing the force which is transmitted to the frame rail in a
linear manner. This relatively constant reduction of force
decreases the stresses which are transferred to the frame rail and
subsequently to the occupants of the vehicle. If the vehicle is
involved in a higher force impact, second end portion 42 of
intermediate portion 38 will be fully deformed. At full
deformation, energy management device 30 can be designed to
transfer all remaining force to frame rail 50 or designed so that
energy management device housing 70 can sustain deformation thereby
further reducing the impact force. Alternatively, energy management
device housing 70 may be designed to be fully removed or tear away
from frame rail 50 at a specified load. If the forces are
transferred to frame rail 50, after full deformation of management
tube 32, the forces will no longer be dampered and will be
transferred directly through locations 52 to frame rail 50 as can
be seen by sections B and C of FIG. 18. However, it is worth noting
that if the energy management device is not used as it is in prior
art towing apparatuses, the reduction of force displayed in zone A
of FIG. 18 will not occur, allowing the higher forces of zones B
and C to be initially transmitted to the vehicle and ultimately to
the vehicles occupants.
[0049] A second embodiment is shown in FIG. 19, wherein the
receiver 10c, shaft 20c and energy management device 30c are the
same as in the first embodiment and include a first tube section
34c and a second tube section 36c. In addition, a compression
spring 90 is disposed concentrically within first and second tube
sections 34c and 36c. The deformation mechanics of second
embodiment 30c are the same as the first embodiment except that
compression spring 90 adds an additional mechanism for the
reduction of force. The addition of spring 90 has the added feature
of returning receiver 10c to its original position after an
impact.
[0050] As illustrated in FIG. 20, when receiver 10c is subjected to
a force -F, second tube 36c will telescopingly collapse within
first tube 34c as described previously. In addition, compression
spring 90 will be compressed within second tube 36c. However,
instead of rigidly affixing ring section 80 to an end of first tube
section 34c, whereby receiver 10c would be maintained in this
compressed/collapsed state, receiver 10c is not rigidly affixed to
second tube 36c which allows compression spring 90 to return to its
pre-collision state and returns receiver 10c to a forward or
pre-impact state (FIG. 21).
[0051] Tow hooks are utilized when a vehicle is incapacitated such
as after a collision. However, after a collision where the tow hook
has been subjected to the impact force, they are no longer readily
accessible thereby defeating their purpose. By utilizing
compression spring 90, the receiver is no longer retained in a
post-impact state but is returned to a more forward and more
accessible location.
[0052] A third embodiment is illustrated in FIG. 22, wherein the
force reducing feature of energy management device 30d is a dashpot
100. Dashpot 100 generally consists of a piston 101 which is
telescopingly engaged within a cylinder 102 and are generally well
known in the art. Additionally, a viscous fluid 103 may or may not
be included within dashpot 100 to further effectuate the reduction
of forces. Further, a compression spring (not shown) could also be
utilized in this embodiment around shaft 105 affording this
embodiment with the same features as described with regard to the
second embodiment. Still further, a compression spring (not shown)
could be included within cylinder 102 in place of or in addition to
viscous fluid 103 and yet still further, the telescopingly
deformable first and second tubes of the first embodiment may also
be incorporated into this embodiment in various ways. These
examples are not meant to be limiting and other force reducing
materials, mechanisms and/or methods may also be used within energy
management device 30 in order to reduce the forces on receiver 10d
which are transferred to frame rail 50.
[0053] Finally, as illustrated in FIG. 23, a novel connection is
illustrated which may be utilized to affix energy management tube
30 to a frame rail 50. Attachment device 110 includes at least one
bolt 112 which attaches the energy management device (not shown) to
frame rail 50 through a first plate 114. This configuration allows
the force -F of an impact to be transmitted from the receiver to
the energy management device and subsequently to first plate 114.
The force -F is then reduced before being transmitted to frame rail
50 because of the frictional build-up on surface 115 between first
plate 114 and frame rail 50 during, or in addition to, the shearing
of the plurality of bolts 112 and thereby provides an additional
energy absorption mechanism. This is accomplished because any force
-F that is applied to first plate 114 will be transmitted through
bolt 112 to frame rail 50. However, by having first plate 114
installed between the energy management device 30 and the frame
rail 50, the force applied to first plate 114, and acting to shear
bolt 112, will move first plate 114 relative to frame rail 50
creating a frictional force along surface 115 which will act to
reduce the force transmitted to frame rail 50.
[0054] It is envisioned that in addition to protecting a vehicle
frame from impacts, these energy management devices may also be
utilized to prevent damaging forces which may inadvertently be
applied to the vehicle frame during the towing operation, in the
direction of the pull (F). For example, if a towing force exceeds a
specified limit of the energy management device, the energy
management device can be designed to yield before damage to the
frame can occur. This will keep those forces from reaching the
frame. This may be accomplished as described with regard to the
first three embodiments except that instead of isolating the energy
management device from the pull force, it is coupled to it. This
could be accomplished, for example, by having energy management
tube 32 connected directly to shaft 20 and/or receiver 10, allowing
deformation of intermediate tube section 38 of energy management
tube 32 before frame rail deformation occurs. Alternatively, a
fully deformed energy management tube, as illustrated in FIG. 4,
could be separately used to prevent this force from reaching the
frame rail. This would allow the inner tube to telescopingly move
forward, in the direction of tow, thereby reducing any errant force
developed during the tow from being transmitted to the frame rail.
Still further, the aforementioned features may be used separately
or in combination to arrive at the desired apparatus whereby the
towing force and the impact force may be managed concurrently
within the same energy management device.
[0055] Thus, a towing apparatus with an energy absorbing device has
been disclosed which reduces the impact force which is transmitted
to the frame rail of a vehicle, thereby providing an additional
safety measure to vehicle occupants. While exemplary embodiments
have been described in detail, it is to be understood that
variations and modifications can be made on the aforementioned
structure without departing from the concept of the present
invention, and further it is to be understood that such concepts
are intended to be covered by the following claims, unless these
claims by their language expressly state otherwise.
* * * * *