U.S. patent application number 14/478359 was filed with the patent office on 2016-03-10 for vehicles including targeted energy absorption structures.
This patent application is currently assigned to Toyota Motor Engineering & Manufacturing North America, Inc.. The applicant listed for this patent is Toyota Jidosha Kabushiki Kaisha, Toyota Motor Engineering & Manufacturing North America, Inc.. Invention is credited to Toshiyuki Kasai, John P. Kim, Shinpei Matsumoto, Masahiro Onoda, Palani Palaniappan, Jonathan R. Young.
Application Number | 20160068191 14/478359 |
Document ID | / |
Family ID | 55436795 |
Filed Date | 2016-03-10 |
United States Patent
Application |
20160068191 |
Kind Code |
A1 |
Kim; John P. ; et
al. |
March 10, 2016 |
Vehicles Including Targeted Energy Absorption Structures
Abstract
Vehicle structures for dissipating energy associated with a
collision are disclosed herein. In one embodiment, a vehicle
includes a side support that extends between a front suspension
mount and a rear suspension mount of the vehicle. The side support
includes a targeted energy absorption portion that defines a
high-strength region of the side support. The vehicle also includes
a cab mounting bracket coupled to the side support and extending
outward from the side support. The cab mounting bracket includes a
rearward attachment position on the side support and the rearward
attachment position of the cab mounting bracket is positioned
proximate to the high-strength region of the side support. The
vehicle further includes a wheel assembly that is coupled to the
front suspension mount and is positioned forward of the cab
mounting bracket in a vehicle longitudinal direction.
Inventors: |
Kim; John P.; (Ann Arbor,
MI) ; Young; Jonathan R.; (Saline, MI) ;
Palaniappan; Palani; (Ann Arbor, MI) ; Kasai;
Toshiyuki; (Toyota City, JP) ; Onoda; Masahiro;
(Toyota City, JP) ; Matsumoto; Shinpei; (Toyota
City, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Toyota Motor Engineering & Manufacturing North America,
Inc.
Toyota Jidosha Kabushiki Kaisha |
Erlanger
Toyota City |
KY |
US
JP |
|
|
Assignee: |
Toyota Motor Engineering &
Manufacturing North America, Inc.
Erlanger
KY
Toyota Jidosha Kabushiki Kaisha
Toyota City
|
Family ID: |
55436795 |
Appl. No.: |
14/478359 |
Filed: |
September 5, 2014 |
Current U.S.
Class: |
280/784 |
Current CPC
Class: |
B62D 21/152 20130101;
B62D 25/082 20130101 |
International
Class: |
B62D 21/15 20060101
B62D021/15; B62D 24/00 20060101 B62D024/00 |
Claims
1. A vehicle comprising: a side support extending in a vehicle
longitudinal direction between a front suspension mount and a rear
suspension mount of the vehicle, the side support comprising: a
reduced cross-section portion positioned on an outward vehicle
lateral direction-facing surface; a targeted energy absorption
portion comprising an interior reinforcement member positioned at
least partially inside the side support proximate to the reduced
cross-section portion, the targeted energy absorption portion
positioned between the front suspension mount and the rear
suspension mount of the vehicle, wherein the targeted energy
absorption portion defines a high-strength region of the side
support; a cab mounting bracket coupled to the side support and
extending outward in a vehicle lateral direction from the side
support, wherein the cab mounting bracket comprises a rearward
attachment position on the side support, and the rearward
attachment position of the cab mounting bracket is positioned
proximate to the high-strength region of the side support; and a
wheel assembly coupled to the front suspension mount and positioned
forward of the cab mounting bracket in the vehicle longitudinal
direction.
2. The vehicle of claim 1, further comprising a front suspension
unit coupled to the front suspension mount of the side support.
3. The vehicle of claim 1, wherein the interior reinforcement
member comprises a forward wall portion that extends in the vehicle
lateral direction to increase a buckling resistance of the side
support in the vehicle lateral direction.
4. The vehicle of claim 3, wherein the rearward attachment position
of the cab mounting bracket is within about 30 mm of the forward
wall portion of the interior reinforcement member as evaluated in
the vehicle longitudinal direction.
5. (canceled)
6. The vehicle of claim 1, further comprising a first exterior
reinforcement member positioned proximate to the reduced
cross-section portion and coupled to the side support at a position
outboard from the interior reinforcement member in the vehicle
lateral direction.
7. The vehicle of claim 6, further comprising a second exterior
reinforcement member positioned proximate to the reduced
cross-section portion and coupled to the side support at a position
outboard from the interior reinforcement member in the vehicle
lateral direction.
8. The vehicle of claim 6, wherein the first exterior reinforcement
member is coupled to an upper corner and a lower corner of the
reduced cross-section portion, and the first exterior reinforcement
member is detached from the side support at a position between the
upper corner and the lower corner of the reduced cross-section
portion.
9. The vehicle of claim 1, wherein the targeted energy absorption
portion of the side support comprises an increased cross-section
portion positioned on an inward vehicle lateral direction-facing
surface of the side support.
10. The vehicle of claim 9, wherein the increased cross-section
portion comprises a reinforcement member positioned on the inward
vehicle lateral direction-facing surface of the side support.
11. The vehicle of claim 9, wherein the rearward attachment
position of the cab mounting bracket is positioned proximate to the
increased cross-section portion of the side support.
12. A vehicle comprising: a side support extending in a vehicle
longitudinal direction between a front suspension mount and a rear
suspension mount of the vehicle, the side support comprising a
targeted energy absorption portion that is positioned between the
front suspension mount and the rear suspension mount of the
vehicle, wherein the targeted energy absorption portion defines a
high-strength region of the side support; a front suspension unit
coupled to the front suspension mount, the front suspension unit
comprising a rim having an inner flange and an outer flange
opposing the inner flange and a centerline positioned between the
inner flange and the outer flange bisecting the rim; a cab mounting
bracket coupled to the side support, the cab mounting bracket
extending outward from the side support in a vehicle lateral
direction such that at least a portion of the cab mounting bracket
extends beyond the centerline of the rim in the vehicle lateral
direction; wherein: the cab mounting bracket comprises a rearward
attachment position on the side support, and the rearward
attachment position of the cab mounting bracket is positioned
proximate to the high-strength region of the side support; and the
rim of the front suspension unit is positioned forward of the cab
mounting bracket in the vehicle longitudinal direction.
13. The vehicle of claim 12, further comprising an interior
reinforcement member positioned at least partially inside the side
support and coupled to the side support, wherein the interior
reinforcement member comprises a forward wall portion that extends
in the vehicle lateral direction to increase a buckling resistance
of the side support in the vehicle lateral direction.
14. The vehicle of claim 13, wherein the side support comprises a
reduced cross-section portion positioned on an outward vehicle
lateral direction-facing surface of the side support proximate to
the targeted energy absorption portion, and the interior
reinforcement member is positioned at least partially inside the
side support at a position proximate to the reduced cross-section
portion.
15. The vehicle of claim 14, wherein the rearward attachment
position of the cab mounting bracket is within about 30 mm of the
forward wall portion of the interior reinforcement member as
evaluated in the vehicle longitudinal direction.
16. The vehicle of claim 14, further comprising an exterior
reinforcement member positioned proximate to the reduced
cross-section portion and coupled to the side support at a position
outboard from the interior reinforcement member in the vehicle
lateral direction.
17. The vehicle of claim 16, wherein the exterior reinforcement
member is coupled to an upper corner and a lower corner of the
reduced cross-section portion, and the exterior reinforcement
member is detached from the side support at a position between the
upper corner and the lower corner of the reduced cross-section
portion.
18. The vehicle of claim 12, wherein the targeted energy absorption
portion of the side support comprises an increased cross-section
portion positioned on an inward vehicle lateral direction-facing
surface of the side support.
19. The vehicle of claim 18, wherein the increased cross-section
portion comprises a reinforcement member positioned on the inward
vehicle lateral direction-facing surface of the side support.
20. The vehicle of claim 18, wherein the rearward attachment
position of the cab mounting bracket is positioned proximate to the
increased cross-section portion of the side support.
21. The vehicle of claim 3, wherein the interior reinforcement
member further comprises an interior wall portion and an exterior
wall portion that are oriented in a direction that is perpendicular
to the forward wall portion.
Description
TECHNICAL FIELD
[0001] The present specification generally relates to vehicles
including energy absorption structures and, more specifically, to
vehicles including side rails with targeted energy absorption
portions.
BACKGROUND
[0002] Vehicles may be equipped with bumper systems and crash
protection structures that plastically deform to absorb energy in
the event of a crash. When a vehicle impacts or is impacted by an
object that is offset from the centerline of the vehicle such that
the object overlaps a portion of the bumper, the ability of the
energy absorbing structure of the vehicle to absorb energy
associated with the impact may be reduced. In some impact
configurations, the energy absorbing structure of the vehicle may
not be activated or may only partially activated because the object
does not come into contact with or only partially comes into
contact with the associated bumper or vehicle structure. Therefore,
the bumper and the energy absorbing structure of the vehicle may
have a reduced effect on the dissipation of the energy of the
impact. Instead, the energy from the impact may be directed into
various vehicle structures, including suspension units of the
vehicle.
[0003] In one example, a substantial portion of energy from an
impact with a small front bumper overlap may be directed into a
front wheel, which causes the front wheel to be directed in a
generally rearward direction. The energy may be transferred
rearward along the vehicle towards as the front wheel contacts
vehicle structures proximate to a passenger cabin of the
vehicle.
[0004] Accordingly, a need exists for alternative structures for
transferring energy and absorbing energy from a small front bumper
overlap collision.
SUMMARY
[0005] In one embodiment, a vehicle includes a side support that
extends in a vehicle longitudinal direction between a front
suspension mount and a rear suspension mount of the vehicle. The
side support includes a targeted energy absorption portion that is
positioned between the front suspension mount and the rear
suspension mount of the vehicle. The targeted energy absorption
portion defines a high-strength region of the side support. The
vehicle also includes a cab mounting bracket that is coupled to the
side support and extends outward in a vehicle lateral direction
from the side support. The cab mounting bracket includes a rearward
attachment position on the side support, and the rearward
attachment position of the cab mounting bracket is positioned
proximate to the high-strength region of the side support. The
vehicle further includes a wheel assembly that is coupled to the
front suspension mount and is positioned forward of the cab
mounting bracket in the vehicle longitudinal direction.
[0006] In another embodiment, a vehicle includes a side support
that extends in a vehicle longitudinal direction between a front
suspension mount and a rear suspension mount of the vehicle, the
side support including a targeted energy absorption portion that is
positioned between the front suspension mount and the rear
suspension mount of the vehicle, in which the targeted energy
absorption portion defines a high-strength region of the side
support. The vehicle also includes a front suspension unit that is
coupled to the front suspension mount, in which the front
suspension unit including a rim having an inner flange and an outer
flange opposing the inner flange and a centerline positioned
between the inner flange and the outer flange bisecting the rim.
The vehicle further includes a cab mounting bracket coupled to the
side support in which the cab mounting bracket extends outward from
the side support in a vehicle lateral direction such that at least
a portion of the cab mounting bracket extends beyond the centerline
of the rim in the vehicle lateral direction, and the cab mounting
bracket includes a rearward attachment position on the side
support. The rearward attachment position of the cab mounting
bracket is positioned proximate to the high-strength region of the
side support. The rim of the front suspension unit is positioned
forward of the cab mounting bracket in the vehicle longitudinal
direction.
[0007] These and additional features provided by the embodiments
described herein will be more fully understood in view of the
following detailed description, in conjunction with the
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] The embodiments set forth in the drawings are illustrative
and exemplary in nature and not intended to limit the subject
matter defined by the claims. The following detailed description of
the illustrative embodiments can be understood when read in
conjunction with the following drawings, where like structure is
indicated with like reference numerals and in which:
[0009] FIG. 1 schematically depicts a perspective view of a vehicle
frame and a cabin according to one or more of the embodiments shown
or described herein;
[0010] FIG. 2 schematically depicts a pair of side supports and
front suspension assemblies according to one or more of the
embodiments shown or described herein;
[0011] FIG. 3 schematically depicts a perspective view of a
targeted energy absorption portion according to one or more of the
embodiments shown or described herein;
[0012] FIG. 4A schematically depicts an exploded view of a targeted
energy absorption portion according to one or more of the
embodiments shown or described herein;
[0013] FIG. 4B schematically depicts an exploded view of a targeted
energy absorption portion according to one or more of the
embodiments shown or described herein;
[0014] FIG. 4C schematically depicts an exploded view of a targeted
energy absorption portion according to one or more of the
embodiments shown or described herein;
[0015] FIG. 5 schematically depicts a top view of a targeted energy
absorption portion according to one or more of the embodiments
shown or described herein;
[0016] FIG. 6 schematically depicts a top view of a targeted energy
absorption portion at the initiation of a collision according to
one or more of the embodiments shown or described herein;
[0017] FIG. 7 schematically depicts a top view of a targeted energy
absorption portion under deformation according to one or more of
the embodiments shown or described herein;
[0018] FIG. 8 schematically depicts a top view of a targeted energy
absorption portion according to one or more of the embodiments
shown or described herein;
[0019] FIG. 9 schematically depicts a top view of a targeted energy
absorption portion at the initiation of a collision according to
one or more of the embodiments shown or described herein; and
[0020] FIG. 10 schematically depicts a top view of a targeted
energy absorption portion under deformation according to one or
more of the embodiments shown or described herein.
DETAILED DESCRIPTION
[0021] Vehicle structures for directing and dissipating energy in
the event of a small front bumper overlap collision are disclosed
herein. A vehicle may include a side support that extends in a
vehicle longitudinal direction between a front suspension mount and
a rear suspension mount of the vehicle. The side support may
include a targeted energy absorption portion that is positioned
between the front suspension mount and the rear suspension mount of
the vehicle, where the targeted energy absorption portion defines a
high-strength region of the side support. The vehicle may also
include a cab mounting bracket that is coupled to the side support
and extends outward in a vehicle lateral direction from the side
support. The cab mounting bracket includes a rearward attachment
position that is positioned proximate to the high-strength region
of the side support. Various embodiments of vehicle structures for
dissipating energy of a small front bumper overlap collision are
described in detail below.
[0022] Referring generally to FIG. 1, vehicles may include a
variety of structural configurations to support the suspension
units, the drivetrain, and the passenger cabin, including
"body-on-frame" construction or "unibody" construction. In a
"body-on-frame" construction, a cabin frame is coupled to a vehicle
frame. The suspension units and the drivetrain are coupled to and
supported by the vehicle frame, while the cabin frame defines a
passenger cabin of the vehicle. Vehicles with a "unibody"
construction include a plurality of panels that are coupled to one
another to define the structure of the vehicle. The plurality of
panels may include a rocker inner panel and a rocker outer panel
that are coupled together to form a rocker support. The suspension
units and the drivetrain of the vehicle are coupled to these panels
in vehicle having unibody construction. In vehicles using either a
"body-on-frame" construction or a "unibody" construction, the
vehicle structure generally includes a pair of opposing side
supports spaced apart from one another. The pair of opposing side
supports extend in a vehicle longitudinal direction between a pair
of front suspension mounts and a pair of rear suspension mounts, as
generally depicted in FIG. 1. The opposing side supports provide
structural rigidity to the vehicle such that ordinary operating
forces associated with suspension loads and drivetrain loads can be
reacted by the vehicle structure. The vehicle also includes a pair
of front suspension assemblies that are coupled to the respective
front suspension mounts. The front suspension assemblies generally
include, among other elements, control arms, wheel spindles,
wheels, and tires.
[0023] When a vehicle strikes a barrier with a front corner of the
vehicle, the structures of the vehicle plastically deform to absorb
the energy of the collision. The structures of the vehicle
positioned proximate to the impacting front corner of the vehicle
may strike a barrier in what is referred to herein as a small front
bumper overlap collision. In a small front bumper overlap
collision, only a portion of the front bumper strikes the barrier.
In one example, approximately 25% of the width of the bumper may
contact the barrier in a small front bumper overlap collision.
Because only a portion of the front bumper strikes a barrier during
a small front bumper overlap collision, energy absorbing structures
associated with the front bumper may have a reduced effect on the
dissipation of energy of the collision. Instead, the energy from
the collision may be directed into the front suspension assemblies
of the vehicle. As the energy from the collision is directed into
the front suspension assemblies, energy from the collision may
cause the front suspension unit to be directed in a rearward
direction. As the front suspension unit is directed in the rearward
direction, the front suspension unit may contact components of the
vehicle structure.
[0024] In describing embodiments of the vehicles and vehicle
structures, the terms "inboard" and "outboard" will be used to
describe the relative positioning of various components. Referring
to FIG. 1, the term "outboard" as used herein refers to the
relative location of a component in direction 12 with respect to a
vehicle centerline 10, and the term "inboard" as used herein refers
to the relative location of a component in direction 14 with
respect to the vehicle centerline 10.
[0025] Referring again to FIG. 1, a vehicle 100 including energy
absorption structures is schematically depicted. The vehicle 100
includes a frame 110. In embodiments according to the present
disclosure that include body-on-frame construction, a cabin 108 may
be coupled to the frame 110. The frame 110 includes a pair of front
suspension mounts 112 and a pair of rear suspension mounts 114.
[0026] In general, the frame 110 of the vehicle 100 provides
support to the suspension components and the drivetrain components
of the vehicle 100. The cabin 108 of the vehicle may be attached to
the frame 110 through a variety of joining techniques including,
for example and without limitation, mechanical fasteners, spot
welds, weld joints, structural adhesives, brazes, shear pins, and
the like. Vehicles may also be constructed according to a "unibody"
construction, in which the structural elements of the vehicle are
coupled to one another in an integral configuration. Vehicles
exhibiting unibody construction techniques generally incorporate
vehicle body panels that define the cabin 108 of the unibody
vehicle as components of the vehicle support structure. Vehicles
exhibiting unibody construction incorporate suspension attachment
points and drivetrain support structures integrally into the
vehicle structure.
[0027] Referring to FIGS. 1 and 2, a pair of front suspension units
130 may be coupled to the front suspension mounts 112. The front
suspension units 130 may generally include a wheel assembly 132.
The wheel assembly 132 includes a tire 134 that is positioned to
diametrically surround a wheel 136. The wheel assembly 132 is
coupled to the front suspension units 130 through various
additional front suspension components, as will be described in
greater detail below.
[0028] Still referring to FIGS. 1 and 2, the frame 110 includes a
pair of side supports 116 that are spaced apart from one another in
a vehicle lateral direction, as depicted in FIGS. 1 and 2. The side
supports 116 extend in a vehicle longitudinal direction (i.e., in
the +/-X-direction depicted in FIGS. 1 and 2), extending between
the front suspension mounts 112 and the rear suspension mounts 114.
In embodiments according to the present disclosure, the front
suspension mounts 112 and the rear suspension mounts 114 may be
coupled to the side supports 116.
[0029] In embodiments according to the present disclosure, the
vehicle 100 further includes a pair of cab mounting brackets 150
that are coupled to the pair of side supports 116. The cab mounting
brackets 150 are positioned in the vehicle longitudinal direction
between the front suspension mounts 112 and the rear suspension
mounts 114. In embodiments, the cab mounting brackets 150 are
positioned rearward of the tires 134 in the vehicle longitudinal
direction (i.e., in the +X-direction depicted in FIGS. 1 and 2).
The cab mounting brackets 150 extend outward from the side supports
116 in the vehicle lateral direction (i.e., in the +/-Y-direction
depicted in FIGS. 1 and 2), away from the centerline 10 of the
vehicle. The cab mounting brackets 150 may serve as an attachment
for the frame 110 to which the cabin 108 is coupled. The cab
mounting brackets 150 themselves are coupled to the side supports
116 between a rearward attachment position 152 and a forward
attachment position 154.
[0030] Referring to FIGS. 1-3, certain energy absorption structures
of the vehicle 100 are depicted. The side supports 116 include a
targeted energy absorption portion 156 that is generally positioned
proximate to the side support 116. The targeted energy absorption
portion 156 is positioned between the front suspension mounts 112
and the rear suspension mounts 114 in the vehicle longitudinal
direction. The targeted energy absorption portion 156 is positioned
on the side support 116 at a position proximate to the cab mounting
bracket 150. The targeted energy absorption portion 156
distinguishes a high-strength region 118 of the side support 116
from a nominal-strength region 120 of the side support 116. In
embodiments according to the present disclosure, the high-strength
region 118 of the side support 116 is positioned proximate to the
targeted energy absorption portion 156. In the embodiment depicted
in FIGS. 1-3, the high-strength region 118 is positioned in regions
of the side support 116 that are interior of the attachment points
of the cab mounting bracket 150. More specifically, the rearward
attachment position 152 of the cab mounting bracket 150 is
positioned proximate to the high-strength region 118 of the side
support 116. The nominal-strength region 120 is positioned at
locations on the side support 116 that are spaced distally from the
targeted energy absorption portion 156. In the embodiment depicted
in FIGS. 1-3, the nominal-strength region 120 is positioned at
locations on the side support 116 that are rearward of the cab
mounting brackets 150 in the vehicle longitudinal direction.
[0031] Referring to FIGS. 3 and 4A, one embodiment of the targeted
energy absorption portion 156 is depicted. FIG. 3 depicts the
components of the targeted energy absorption portion 156 in an
assembled state, while FIG. 4A depicts the components of the
targeted energy absorption portion 156 in an exploded view so that
the internal components of the targeted energy absorption portion
may be easily viewed.
[0032] The targeted energy absorption portion 156 includes a
reduced cross-section portion 158. The reduced cross-section
portion 158 is positioned on an outward vehicle lateral
direction-facing (i.e., in the -Y-direction depicted in FIG. 3)
surface 122 of the side support 116. In embodiments according to
the present disclosure, the reduced cross-section portion 158 may
include a perforated section of the surface 122 in which a portion
of the outward vehicle lateral direction surface 122 is removed.
The reduced cross-section portion 158 may include a pair of lower
corners 157 and a pair of upper corners 159. The reduced
cross-section portion has a length 406 that is evaluated between
the pair of lower corners 157 in the vehicle longitudinal
direction. In embodiments, the reduced cross-section portion 158
may have a generally rectangular shape such that the length 406 may
be similarly evaluated between the pair of upper corners 159 in the
vehicle longitudinal direction.
[0033] In embodiments according to the present disclosure, the
targeted energy absorption portion 156 may include an interior
reinforcement member 160. As depicted in FIG. 4A, the interior
reinforcement member 160 includes a forward wall portion 162 and a
rearward wall portion 164. Referring now to FIG. 3, when assembled
into the side support 116, the interior reinforcement member 160
may be positioned at least partially inside the side support 116 at
a position proximate to the reduced cross-section portion 158. In
the depicted embodiment, the forward wall portion 162 is positioned
in a forward direction from the rearward wall portion 164 when
evaluated in a vehicle longitudinal direction (i.e., in the
-X-direction depicted in FIG. 3). When assembled into the side
support 116 and/or coupled to the side support 116, the forward
wall portion 162 and the rearward wall portion 164 generally extend
in a vehicle lateral direction (i.e., in the +/-Y-direction
depicted in FIG. 3).
[0034] In embodiments according to the present disclosure, the
forward wall portion 162 may be positioned proximate to the
rearward attachment position 152 of the cab mounting bracket 150.
As used herein, the term "positioned proximate" in reference to the
position of the forward wall portion 162 with respect to the
rearward attachment position 152 means that the forward wall
portion 162 is positioned within about 30 mm of the rearward
attachment position 152 in the vehicle longitudinal direction. In
some embodiments, the forward wall portion 162 is positioned within
about 15 mm of the rearward attachment position 152 in the vehicle
longitudinal direction. In yet other embodiments, the rearward
attachment position 152 of the cab mounting bracket 150 may overlap
the forward wall portion 162. The proximate positioning between the
rearward attachment position 152 of the cab mounting bracket 150
and the forward wall portion 162 creates an effective load path
across the interface between the cab mounting bracket 150 and the
interior reinforcement member 160 such that the load introduced by
the cab mounting bracket 140 into the targeted energy absorption
portion 156 can be translated, in substantial portion, into the
forward wall portion 162 of the interior reinforcement member
160.
[0035] Referring to FIG. 4B, another embodiment of the interior
reinforcement member 160 is depicted. Similar to the embodiment
described with respect to FIG. 4A, the interior reinforcement
member 160 includes a forward wall portion 162. However, in this
embodiment, the interior reinforcement member 160 includes an
interior wall portion 163 that is generally perpendicular to the
forward wall portion 162. When assembled into the side support 116,
the interior reinforcement member 160 may be positioned at least
partially inside the side support 116 at a position proximate to
the reduced cross-section portion 158. When assembled into the side
support 116 and/or coupled to the side support 116, the forward
wall portion 162 generally extends in a vehicle lateral direction
(i.e., in the +/-Y-direction depicted in FIG. 4B). In embodiments
according to the present disclosure, the forward wall portion 162
may be positioned proximate to the rearward attachment position 152
of the cab mounting bracket 150. As described hereinabove, the
forward wall portion 162 may be positioned within about 30 mm of
the rearward attachment position 152 in the vehicle longitudinal
direction. In some embodiments, the forward wall portion 162 is
positioned within about 15 mm of the rearward attachment position
152 in the vehicle longitudinal direction. In yet other
embodiments, the rearward attachment position 152 of the cab
mounting bracket 150 may overlap the forward wall portion 162. The
proximate positioning between the rearward attachment position 152
of the cab mounting bracket 150 and the forward wall portion 162
creates an effective load path across the interface between the cab
mounting bracket 150 and the interior reinforcement member 160 such
that the load introduced by the cab mounting bracket 140 into the
targeted energy absorption portion 156 can be translated, in
substantial portion, into the forward wall portion 162 of the
interior reinforcement member 160.
[0036] Referring now to FIG. 4C, another embodiment of the interior
reinforcement member is depicted. Similar to the embodiments
described with respect to FIGS. 4A and 4B, the interior
reinforcement member 160 includes a forward wall portion 162.
However, in this embodiment, the interior reinforcement member 160
includes an interior wall portion 163 and an exterior wall portion
161 that are generally perpendicular to the forward wall portion
162. When assembled into the side support 116, the interior
reinforcement member 160 may be positioned at least partially
inside the side support 116 at a position proximate to the reduced
cross-section portion 158. When assembled into the side support 116
and/or coupled to the side support 116, the forward wall portion
162 generally extends in a vehicle lateral direction (i.e., in the
+/-Y-direction depicted in FIG. 4C). In embodiments according to
the present disclosure, the forward wall portion 162 may be
positioned proximate to the rearward attachment position 152 of the
cab mounting bracket 150. As described hereinabove, the forward
wall portion 162 may be positioned within about 30 mm of the
rearward attachment position 152 in the vehicle longitudinal
direction. In some embodiments, the forward wall portion 162 is
positioned within about 15 mm of the rearward attachment position
152 in the vehicle longitudinal direction. In yet other
embodiments, the rearward attachment position 152 of the cab
mounting bracket 150 may overlap the forward wall portion 162. The
proximate positioning between the rearward attachment position 152
of the cab mounting bracket 150 and the forward wall portion 162
creates an effective load path across the interface between the cab
mounting bracket 150 and the interior reinforcement member 160 such
that the load introduced by the cab mounting bracket 140 into the
targeted energy absorption portion 156 can be translated, in
substantial portion, into the forward wall portion 162 of the
interior reinforcement member 160.
[0037] Referring now to FIGS. 3, 4A, 4B, and 4C collectively, the
targeted energy absorption portion 156 may also include a first
exterior reinforcement member 166 and/or a second exterior
reinforcement member 172. As depicted in FIGS. 3, 4A, 4B, and 4C,
the first exterior reinforcement member 166 may have a pair of
extended wings 168 and a narrow waist portion 170 that is
positioned between the extended wings 168, such that the first
exterior reinforcement member 166 exhibits a butterfly-like shape.
The extended wings 168 of the first exterior reinforcement member
166 may be spaced apart from one another such that the extended
wings 168 span between a lower corner 157 and an upper corner 159
of the reduced cross-section portion 158 in a vehicle vertical
direction (i.e., in the +/-Z-direction depicted in FIGS. 3 and
4A-4C).
[0038] The extended wings 168 may extend between a forward end 169
and a rearward end 171 of the first exterior reinforcement member
166. The extended wings 168 have a length 402 that is evaluated
between the forward end 169 and the rearward end 171. In
embodiments that include only a first exterior reinforcement member
166, the length 402 may be greater than the length 406 of the
reduced cross-section portion 158. Accordingly, in embodiments
including only a first exterior reinforcement member 166, the
extended wings 168 may extend between ones of the lower corners 157
and ones of the upper corners 159 of the reduced cross-section
portion 158 in the vehicle longitudinal direction (i.e., in the
+/-X-direction depicted in FIGS. 3 and 4A-4C). In embodiments
including a first exterior reinforcement member 166 and a second
exterior reinforcement member 172, the length 402 of the first
exterior reinforcement member 166 may be less than the length 406
of the reduced cross-section portion 158.
[0039] Referring to FIGS. 3 and 4A-4C, the first exterior
reinforcement member 166 may be coupled to the side support 116
proximate to the reduced cross-section portion 158 in the vehicle
longitudinal direction. In embodiments, the forward end 169 of the
extended wings 168 may be coupled to the upper corner 159 and the
lower corner 157 of the reduced cross-section portion 158 of the
side support 116. The narrow waist portion 170 of the first
exterior reinforcement member 166 may be detached from the side
support 116. The exterior reinforcement member 166 may at least
partially cover the reduced cross-section portion 158. In some
embodiments, the first exterior reinforcement member 166 may be
positioned outboard of the interior reinforcement member 160 in the
vehicle lateral direction. The first exterior reinforcement member
166 may be coupled to the side support 116 through a variety of
joining techniques including, for example and without limitation,
mechanical fasteners, spot welds, weld joints, structural
adhesives, brazes, shear pins, and the like.
[0040] Still referring to FIGS. 3, 4A, 4B, and 4C collectively, the
targeted energy absorption portion 156 may further include a second
exterior reinforcement member 172. Similar to the first exterior
reinforcement member 166, the second exterior reinforcement member
172 may have a pair of extended wings 174 and a narrow waist
portion 176 that is positioned between the pair of extended wings
174, such that the second exterior reinforcement member 172
exhibits a butterfly-like shape. The extended wings 174 of the
second exterior reinforcement member 172 may be spaced apart from
one another such that the extended wings 174 span between a lower
corner 157 and an upper corner 159 of the reduced cross-section
portion 158 in the vehicle vertical direction (i.e., in the
+/-Z-direction depicted in FIGS. 3 and 4A-4C).
[0041] The extended wings 174 may extend between a forward end 175
and a rearward end 177 of the second exterior reinforcement member
172. The extended wings 174 have a length 404 that is evaluated
between the forward end 175 and the rearward end 177.
[0042] Referring to FIGS. 3 and 4A-4C, the second exterior
reinforcement member 172 may be coupled to the side support 116
proximate to the reduced cross-section portion 158 in the vehicle
longitudinal direction. In embodiments, the forward end 175 of the
extended wings 174 may be coupled to the upper corner 159 and the
lower corner 157 of the reduced cross-section portion 158 of the
side support 116. The narrow waist portion 176 of the second
exterior reinforcement member 172 may be detached from the side
support 116. The second exterior reinforcement member 172 may at
least partially cover the reduced cross-section portion 158. In
embodiments according to the present disclosure, the second
exterior reinforcement member 172 may be positioned outboard from
the interior reinforcement member 160 in the vehicle lateral
direction. The second exterior reinforcement member 127 may be
coupled to the side support 116 through a variety of joining
techniques including, for example and without limitation,
mechanical fasteners, spot welds, weld joints, structural
adhesives, brazes, shear pins, and the like.
[0043] In embodiments that include both a first and second exterior
reinforcement member 166, 172, the first and second exterior
reinforcement members 166, 172 may be coupled to the side support
116 proximate to the reduced cross-section portion 158. In
embodiments including both a first and second exterior
reinforcement member 166, 172, the combined lengths 402 and 404 of
the first and second exterior reinforcement members 166, 172 may be
greater than the length 406 of the reduced cross-section portion
158. Accordingly, the first exterior reinforcement member 166 and
the second exterior reinforcement member 172 may extend between
ones of the lower corners 157 and upper corners 159 of the reduced
cross section 158 in the vehicle longitudinal direction. Further,
the first exterior reinforcement member 166 and the second exterior
reinforcement member 172 may at least partially overlap one another
in the vehicle longitudinal direction, as depicted in FIG. 3.
[0044] Referring now to FIGS. 1 and 5, elements of the front
suspension unit 130 are shown in greater detail. As noted above,
the front suspension unit 130 includes a wheel 136. The wheel 136
includes a rim 138 having an inner flange 140 and an outer flange
142 opposing and spaced apart from the inner flange 140. A rim
centerline 144 is positioned between the outer flange 142 and the
inner flange 140, and bisects the rim 138. The wheel 136 may also
include a hub mount 147 that is positioned at a diametrically
interior position of the inner flange 140 and the outer flange 142.
The wheel 136 may also include a rim center portion 148 that
extends in a generally circumferential orientation from the hub
mount 147 to the rim 138. The hub mount 147 may be coupled to a hub
of the front suspension unit 130, thereby coupling the wheel 136 to
the front suspension unit 130.
[0045] The front suspension unit 130 may further include a knuckle
146 that couples the wheel 136 to various suspension linkages of
the front suspension unit 130. The knuckle 146 may couple the wheel
136 to the steering components (not depicted) of the front
suspension unit 130. In general, the front suspension unit 130
maintains the relative position of the wheel 136 relative to the
vehicle 100 in the vehicle longitudinal direction and the vehicle
lateral direction as the vehicle 100 is operated along road
surfaces.
[0046] In embodiments according to the present disclosure, the cab
mounting bracket 150 includes a forward end portion 151 that faces
towards and is positioned proximate to the rim 138 of the wheel
136. The cab mounting bracket 150 may extend in the vehicle lateral
direction outward from the side support 116, such that at least a
portion of the cab mounting bracket 150 extends beyond the
centerline 144 of the rim 138. As depicted in FIG. 5, at least a
portion of the cab mounting bracket 150 may positioned proximate to
the hub mount 147 of the wheel 136 when evaluated in the vehicle
lateral direction (i.e., in the -Y-direction depicted in FIG.
5).
[0047] Referring now to FIG. 6, one embodiment of the targeted
energy absorption portion 156 is depicted at the initiation of a
collision, such as a small front bumper overlap collision. As
described above, during a small front bumper overlap collision,
energy absorbing structures associated with the front bumper may
have a reduced effect on the dissipation of energy of the
collision. Instead, the energy from the collision may be directed
into the front suspension units 130. As energy from the collision
is directed into the front suspension unit 130, the energy from the
collision may cause the front suspension unit 130 to translate in a
generally rearward direction (i.e., in the +X-direction depicted in
FIG. 6). In particular, the front suspension unit 130 may rotate
with respect to the side support 116 such that the wheel 136 of the
front suspension unit 130 translates in a generally rearward
direction.
[0048] During a small front bumper overlap collision in which
portions of the energy dissipation features of the vehicle 100 are
not activated, energy associated with the collision may be
introduced into the surrounding vehicle structures. Referring to
FIGS. 6 and 7, the barrier that makes contact with the vehicle 100
may translate rearward relative towards the vehicle 100. The
barrier may direct energy from the collision into the components of
the front suspension unit 130. As depicted in FIGS. 5 and 6, the
barrier may direct energy into the wheel 136 of the front
suspension unit 130. The wheel 136 of the front suspension unit 130
may translate rearward as a result of the energy introduced by the
barrier to the vehicle 100. The wheel 136 may impact the forward
end portion 151 of the cab mounting bracket 150. As the wheel 136
impacts the forward end portion 151 of the cab mounting bracket
150, the wheel 136 introduces a force to the cab mounting bracket
150 in a rearward direction. Because the cab mounting bracket 150
is coupled to the side support 116 at an inward position from the
application of force from the wheel 136, the force applied by the
wheel 136 may tend to rotate the cab mounting bracket 150 about its
attachment point. The cab mounting bracket 150 may rotate with
respect to the side support 116, whereby the rearward attachment
position 152 of the cab mounting bracket 150 translates inward
(i.e., in the +Y-direction depicted in FIGS. 6 and 7). As the
rearward attachment position 152 translates inward, the rearward
attachment position 152 directs energy of the collision into the
targeted energy absorption portion 156 at a position proximate to
the forward wall portion 162 of the interior reinforcement member
160. The forward wall portion 162 of the interior reinforcement
member 160, therefore, may increase a buckling resistance of the
side support 116 in the vehicle lateral direction (i.e., in the
+/-Y direction depicted in FIGS. 6 and 7) by increasing the load
handling capability of the side support 116 from energy associated
with a small front bumper overlap collision.
[0049] As the rearward attachment position 152 translates inward,
the interior reinforcement member 160 may tend to rotate. As the
interior reinforcement member 160 rotates, the rearward wall
portion 164 may engage the side support 116. Because the rearward
wall portion 164 engages the side support 116, the rearward wall
may maintain the position of the forward wall portion 162 proximate
to the rearward attachment position 152 of the cab mounting bracket
150. Similarly, in embodiments including an interior wall portion
163 and/or an exterior wall portion 161, the interior wall portion
163 and/or the exterior wall portion 161 may engage the side
support 116 such that position of the forward wall portion 162
remains proximate to the rearward attachment position 152 of the
cab mounting bracket 150. By maintaining the forward wall portion
162 proximate to the rearward attachment position 152 of the cab
mounting bracket 150. energy may be directed into the forward wall
portion 162 from the rearward attachment position 152 as the
rearward attachment position 152 translates inward.
[0050] Because the forward wall portion 162 of the interior
reinforcement member 160 increases the buckling resistance of the
side support, the interior reinforcement member 160 increases the
amount of energy that may be absorbed and/or directed by the side
support 116 caused by the cab mounting bracket 150 rotating into
the side support 116. Further, because the cab mounting bracket 150
may be used to couple the cabin 108 to the frame 110 in vehicles
using a body-on-frame construction technique, an increase in the
amount of energy that may be absorbed by the side support 116 may
assist in preventing the cabin 108 from separating from the cab
mounting bracket 150, and, therefore, the frame 110 of the vehicle
100.
[0051] Further, by incorporating a cab mounting bracket 150 into
the frame 110 in which the cab mounting bracket 150 extends to a
position outboard of the centerline 144 of the rim 138 of the front
suspension unit 130. The outboard position to which the cab
mounting bracket 150 extends may increase the likelihood of contact
between the wheel 136 and the forward end portion 151 of the cab
mounting bracket 150. Further, the wheel 136 may exhibit its
greatest resistance to crushing at a location proximate to the hub
mount 147. By including a cab mounting bracket 150 that extends to
an outboard position proximate to the hub mount 147, energy from a
small front bumper overlap collision can be transferred in a
position that generally corresponds to the hub mount 147 and into
the forward end portion 151 of the cab mounting bracket 150. By
transferring the energy associated with the collision at a position
that generally corresponds to the position of the hub mount 147,
the energy of the collision may be conveyed through the wheel 136
and into the designated support structure of the vehicle 100.
Further, by incorporating a cab mounting bracket 150 that extends
to an outboard position proximate to the hub mount 147, including
extending to a position outboard of the rim centerline 144, a
significant portion of the wheel 136 will likely contact the
forward end portion 151 of the cab mounting bracket 150 in a small
front bumper overlap collision in which the wheel 136 is driven
rearward by the collision. By increasing the positional overlap
between the wheel 136 and the cab mounting bracket 150, the
likelihood of energy associated with the collision being
transferred back to the cab mounting bracket 150 increases.
[0052] In embodiments according to the present disclosure that
include a first exterior reinforcement member 166 and/or a second
exterior reinforcement member 172, the first exterior reinforcement
member 166 and the second exterior reinforcement member 172 may
resist twisting of the side support 116 at positions proximate to
the targeted energy absorption portion 156. During a small front
bumper overlap collision, in addition to energy imparted to the
side support 116 as a result of the front suspension unit 130
impacting the cab mounting bracket 150, energy associated with the
collision may be directed into the side support. The energy may
causing the side support to twist (i.e., to rotate about the
X-direction and/or the Y-direction depicted in FIGS. 6 and 7).
[0053] Because the first exterior reinforcement member 166 and/or
the second exterior reinforcement member 172 extend across the
lower corners 157 and the upper corners 159 of the reduced
cross-section portion 158, the first exterior reinforcement member
166 and the second exterior reinforcement member 172 selectively
increase the resistance of the side support 116 to twisting.
Reducing the likelihood of the side support 116 to twist may
enhance the ability to transfer energy associated with the
collision along the deformed side support 116 by maintaining as
much of the planar structural integrity as possible.
[0054] However, as discussed hereinabove, the narrow waist portion
170 of the first exterior reinforcement member 166 and/or the
narrow waist portion 176 of the second exterior reinforcement
member 172 are detached from the side support 116. Because the
narrow waist portion 170 and the narrow waist portion 176 are
detached from the side support 116, the first exterior
reinforcement member 166 and/or the second exterior reinforcement
member 172 may allow some twist of the side support 116. By
providing some compliance, allowing the side support 116 to twist,
the first exterior reinforcement member 166 and the second
reinforcement member 172 may accommodate forces that may be applied
to the side support during normal vehicle operation.
[0055] Further, the first exterior reinforcement member 166 and/or
the second exterior reinforcement member 172 may distribute energy
imparted to the reduced cross-section portion 158 as the cab
mounting bracket 150 rotates into the side support 116. As
described hereinabove, the extended wings 168, 174 of the first and
second exterior reinforcement members 166, 172 extend between the
lower corners 157 and the upper corners 159 of the reduced
cross-section portion 158 in the vehicle vertical direction (i.e.,
in the +/-Z-direction depicted in FIGS. 3 and 4A-4C). Further, as
described hereinabove, the extended wings 168, 174 of the first and
second exterior reinforcement member 166, 172 may extend between
the lower corners 157 and the upper corners 159 of the reduced
cross-section portion 158 in the vehicle longitudinal direction
(i.e., in the +/-X-direction depicted in FIGS. 3 and 4A-4C).
Because the first and second exterior reinforcement members 166,
172 extend between the lower corners 157 and the upper corners 159
of the reduced cross-section portion 158, the first and second
exterior reinforcement members 166, 172 may distribute energy
imparted to the reduced cross-section 158 to portions of the side
support 116 outside of the reduced cross-section portion 158.
[0056] Additionally, as described hereinabove, in embodiments that
include both a first and second exterior reinforcement member 166,
172, the first exterior reinforcement member 166 and the second
exterior reinforcement member 172 may at least partially overlap
one another in the vehicle longitudinal direction. The first and
second exterior reinforcement member 166, 172 may exhibit an
increased strength and/or stiffness at a position proximate to the
overlap between the first and second exterior reinforcement member
166, 172 as compared to nominal portions of the first and second
exterior reinforcement members 166, 172. Accordingly, the first and
second exterior reinforcement members 166, 172 may increase the
buckling resistance of the side support 116 at a location proximate
to the overlap between the first and second exterior reinforcement
members 166, 172. By increasing the buckling resistance of the side
support 116, the first and second exterior reinforcement members
166, 172 may increase the amount of energy that may be absorbed by
the side support 116 as the cab mounting bracket 150 rotates into
the side support 116.
[0057] Referring now to FIG. 8, another embodiment of the targeted
energy absorption portion is depicted. The side support 116
includes a targeted energy absorption portion 256 that is
positioned on the side support 116 between the front suspension
mounts 112 and the rear suspension mounts 114. In this embodiment,
the targeted energy absorption portion 256 includes an increased
cross-section portion 258. The targeted energy absorption portion
256 is positioned on the side support 116 at a position proximate
to the cab mounting bracket 150. The targeted energy absorption
portion 256 distinguishes a high-strength region 118 of the side
support 116 from a nominal-strength region 120 of the side support
116. In embodiments according to the present disclosure, the
high-strength region 118 of the side support 116 is positioned
proximate to the targeted energy absorption portion 256. The
nominal-strength region 120 is positioned at locations on the side
support 116 that are positioned distally from the targeted energy
absorption portion 256.
[0058] In embodiments according to the present disclosure, the
targeted energy absorption portion 256 includes the increased
cross-section portion 258. The increased cross-section portion 258
is positioned on a surface 124 of the side support 116 that is
positioned in an inward vehicle lateral direction-facing (i.e., in
the -Y-direction depicted in FIG. 8) surface 124. In embodiments
according to the present disclosure, the rearward attachment
position 152 of the cab mounting bracket 150 is positioned
proximate to the increased cross-section portion 258. The increased
cross-section portion 258 may include an increased thickness of the
inward vehicle lateral direction-facing surface 124 that is
positioned proximate to the increased cross-section portion 258. In
another embodiment, the increased cross-section portion 258 may
include a reinforcement member 260 that is positioned on the inward
vehicle lateral direction-facing surface 124 of the side support
116.
[0059] The increased cross-section portion 258 may be positioned
proximate to the reinforcement member 260 such that force
introduced to the side support 116 is directed into reinforcement
member 260 by the increased cross-section portion 258. The
increased cross-section portion 258, therefore, may increase the
energy absorbing capacity of the side support 116. The increased
cross-section portion 258 may be positioned along the side support
116 at a position opposite the rearward attachment portion 152 of
the cab mounting bracket 150. In one embodiment, the increased
cross-section portion 258 may be positioned within about 30 mm of
the rearward attachment portion 152 of the cab mounting bracket 150
as evaluated in the vehicle longitudinal direction.
[0060] As noted above, the front suspension unit 130 includes a
wheel 136. As discussed above in regard to FIG. 5, the wheel 136
includes the rim 138 having the inner flange 140 and the outer
flange 142 that opposes the inner flange 140. The rim centerline
144 is positioned between the outer flange 142 and the inner flange
140, and bisects the rim 138. The front suspension unit 130 may
further include a knuckle 146 that couples the wheel 136 to various
steering components (not depicted) and the frame 110.
[0061] Referring again to FIG. 8, the cab mounting bracket 150
includes a forward end portion 151 that faces towards and is
positioned proximate to the rim 138 of the wheel 136. The cab
mounting bracket 150 may extend in the vehicle lateral direction
outward from the side support 116, such that at least a portion of
the cab mounting bracket 150 extends beyond the centerline 144 of
the rim 138 in the vehicle lateral direction (i.e., in the
-Y-direction depicted in FIG. 8).
[0062] Referring now to FIG. 9, one embodiment of the targeted
energy absorption portion 256 is depicted at the initiation of a
collision, for example, at the initiation of a small front bumper
overlap collision. As described above, during a small front bumper
overlap collision, energy absorbing structures associated with the
front bumper may have a reduced effect on the dissipation of energy
of the collision. Instead, the energy from the collision may be
directed into the front suspension units 130. As energy from the
collision is directed into the front suspension unit 130, the
energy from the collision may cause the front suspension unit 130
to translate in a generally rearward direction (i.e., in the
+X-direction depicted in FIG. 9). In particular, the front
suspension unit 130 may rotate with respect to the side support 116
such that the wheel 136 of the front suspension unit 130 translates
in a generally rearward direction.
[0063] During a small front bumper overlap collision in which
portions of the energy dissipation features of the vehicle 100 are
not activated, energy associated with the collision may be
introduced into the surrounding vehicle structures. Referring to
FIGS. 9 and 10, the barrier that makes contact with the vehicle 100
may translate rearward relative towards the vehicle 100. The
barrier may direct energy from the collision into the components of
the front suspension unit 130. The barrier may direct energy into
the wheel 136 of the front suspension unit 130. The wheel 136 of
the front suspension unit 130 may translate rearward as a result of
the energy introduced by the barrier to the vehicle 100. The wheel
136 may impact the forward end portion 151 of the cab mounting
bracket 150. As the wheel 136 impacts the forward end portion 151
of the cab mounting bracket 150, the wheel 136 introduces a force
to the cab mounting bracket 150 in a rearward direction. Because
the cab mounting bracket 150 is coupled to the side support 116 at
an inward position from the application of force from the wheel
136, the force applied by the wheel 136 may tend to rotate the cab
mounting bracket 150 about its attachment point. The cab mounting
bracket 150 may rotate with respect to the side support 116,
whereby the rearward attachment position 152 of the cab mounting
bracket 150 translates inward (i.e., in the +Y-direction depicted
in FIGS. 6 and 7). As the rearward attachment position 152
translates inward, the rearward attachment position 152 directs
energy of the collision into the targeted energy absorption portion
156 at a position proximate to the forward wall portion 162 of the
interior reinforcement member 160. The forward wall portion 162 of
the interior reinforcement member 160, therefore, may increases a
buckling resistance of the side support 116 in the vehicle lateral
direction (i.e., in the +/-Y direction depicted in FIGS. 6 and 7)
by increasing the load handling capability of the side support 116
from energy associated with a small front bumper overlap collision.
Energy of the collision may be directed in an inboard direction
from the side support 116 at a position proximate to the rearward
attachment position 152 of the cab mounting bracket.
[0064] Because the forward wall portion 162 of the interior
reinforcement member 160 increases the buckling resistance of the
side support, the interior reinforcement member 160 increases the
amount of energy that may be absorbed and/or directed by the side
support 116 caused by the cab mounting bracket 150 rotating into
the side support 116. Further, the increased cross-section portion
258 is positioned along the side support 116 and may supplement the
strength and/or stiffness of the side support 116 at positions
proximate to the reinforcement member 260. The side support 116,
therefore, may have increased energy absorption capacity at
positions proximate to the increased cross-section portion 258.
Energy introduced to the side support 116 by the cab mounting
bracket 150, therefore, may be transferred to the reinforcement
member 260 so that the energy may be dissipated or selectively
directed to additional vehicle structures. Additionally, because
the cab mounting bracket 150 may be used to couple the cabin 108 to
the frame 110 in vehicles using a body-on-frame construction
technique, an increase in the amount of energy that may be absorbed
by the side support 116 may assist in preventing the cabin 108 from
separating from the cab mounting bracket 150, and, therefore, the
frame 110 of the vehicle 100.
[0065] Because the increased cross-section portion 258 selectively
increases the buckling resistance of the side support 116, the
increased cross-section portion 258 increases the amount of energy
that may be absorbed by the side support 116 as the cab mounting
bracket 150 rotates into the side support 116 as compared to a side
support that does not include the increased cross-section portion
258. Because the cab mounting bracket 150 may be used to couple the
cabin 108 to the frame 110 in embodiments of the vehicle 100 that
incorporate body-on-frame construction techniques, increasing the
energy that may be absorbed by the side support 116 may assist in
preventing the cabin 108 from separating from the cab mounting
bracket 150, and, therefore, the frame 110 of the vehicle 100.
[0066] Further, by incorporating a cab mounting bracket 150 into
the frame 110 in which the cab mounting bracket 150 extends to a
position outboard of the centerline 144 of the rim 138 of the front
suspension unit 130. The outboard position to which the cab
mounting bracket 150 extends may increase the likelihood of contact
between the wheel 136 and the forward end portion 151 of the cab
mounting bracket 150. Further, the wheel 136 may exhibit its
greatest resistance to crushing at a location proximate to the hub
mount 147. By including a cab mounting bracket 150 that extends to
an outboard position proximate to the hub mount 147, energy from a
small front bumper overlap collision can be transferred in a
position that generally corresponds to the hub mount 147 and into
the forward end portion 151 of the cab mounting bracket 150. By
transferring the energy associated with the collision at a position
that generally corresponds to the position of the hub mount 147,
the energy of the collision may be conveyed through the wheel 136
and into the designated support structure of the vehicle 100.
Further, by incorporating a cab mounting bracket 150 that extends
to an outboard position proximate to the hub mount 147, including
extending to a position outboard of the rim centerline 144, a
significant portion of the wheel 136 will likely contact the
forward end portion 151 of the cab mounting bracket 150 in a small
front bumper overlap collision in which the wheel 136 is driven
rearward by the collision. By increasing the positional overlap
between the wheel 136 and the cab mounting bracket 150, the
likelihood of energy associated with the collision being
transferred back to the cab mounting bracket 150 increases.
[0067] It should now be understood that vehicle according to the
present disclosure may include a side support that extends in a
vehicle longitudinal direction between a front suspension mount and
a rear suspension mount of the vehicle, and a cab mounting bracket
that is coupled to the side support and extends outward in a
vehicle lateral direction from the side support. The side support
may include a targeted energy absorption portion that defines a
high-strength region of the side support that is positioned
proximate to a rearward attachment position of the cab mounting
bracket on the side support. In the event of a collision in which
energy is transferred through a suspension unit of the vehicle, the
suspension unit may impact the cab mounting bracket, which may
direct the energy of the collision into the side support of the
frame. The high-strength region of the side support may increase
the amount of energy that may be absorbed by the side support.
[0068] It is noted that the terms "substantially" and "about" may
be utilized herein to represent the inherent degree of uncertainty
that may be attributed to any quantitative comparison, value,
measurement, or other representation. These terms are also utilized
herein to represent the degree by which a quantitative
representation may vary from a stated reference without resulting
in a change in the basic function of the subject matter at
issue.
[0069] While particular embodiments have been illustrated and
described herein, it should be understood that various other
changes and modifications may be made without departing from the
spirit and scope of the claimed subject matter. Moreover, although
various aspects of the claimed subject matter have been described
herein, such aspects need not be utilized in combination. It is
therefore intended that the appended claims cover all such changes
and modifications that are within the scope of the claimed subject
matter.
* * * * *