U.S. patent application number 14/559065 was filed with the patent office on 2016-06-09 for vehicles having upper side member reinforcement portions.
This patent application is currently assigned to Toyota Motor Engineering & Manufacturing North America, Inc.. The applicant listed for this patent is Toyota Motor Engineering & Manufacturing North America, Inc.. Invention is credited to Carlos M. Briceno, Adam D. Holmstrom.
Application Number | 20160159407 14/559065 |
Document ID | / |
Family ID | 56093574 |
Filed Date | 2016-06-09 |
United States Patent
Application |
20160159407 |
Kind Code |
A1 |
Holmstrom; Adam D. ; et
al. |
June 9, 2016 |
VEHICLES HAVING UPPER SIDE MEMBER REINFORCEMENT PORTIONS
Abstract
Vehicle structures for dissipating energy associated with an
impact are described herein. In one embodiment, a vehicle includes
an A-pillar support having a first engagement surface that is
oriented forward in a vehicle longitudinal direction. The first
engagement surface extends across at least a portion of the
A-pillar support in a vehicle lateral direction. The vehicle also
includes an upper side member assembly that is coupled to and
extends forward from the A-pillar support. The upper side member
assembly includes an upper side member outer portion and an upper
side member inner portion that is coupled to the upper side member
outer portion and is positioned inboard of the upper side member
outer portion in the vehicle lateral direction. The upper side
member assembly also includes a second engagement surface that is
oriented to face rearward and to face the first engagement surface
of the A-pillar support.
Inventors: |
Holmstrom; Adam D.;
(Pinckney, MI) ; Briceno; Carlos M.; (Ypsilanti,
MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Toyota Motor Engineering & Manufacturing North America,
Inc. |
Erlanger |
KY |
US |
|
|
Assignee: |
Toyota Motor Engineering &
Manufacturing North America, Inc.
Erlanger
KY
|
Family ID: |
56093574 |
Appl. No.: |
14/559065 |
Filed: |
December 3, 2014 |
Current U.S.
Class: |
296/187.1 ;
296/193.06; 296/203.02 |
Current CPC
Class: |
B62D 25/082 20130101;
B62D 27/023 20130101; B62D 25/04 20130101 |
International
Class: |
B62D 27/02 20060101
B62D027/02; B62D 25/08 20060101 B62D025/08; B62D 25/04 20060101
B62D025/04 |
Claims
1. A vehicle comprising: an A-pillar support comprising a first
engagement surface that is oriented forward in a vehicle
longitudinal direction, the first engagement surface extending
across at least a portion of the A-pillar support in a vehicle
lateral direction that is transverse to the vehicle longitudinal
direction; and an upper side member assembly coupled to and
extending forward from the A-pillar support, the upper side member
assembly comprising: an upper side member outer portion; an upper
side member inner portion coupled to the upper side member outer
portion and positioned inboard of the upper side member outer
portion in the vehicle lateral direction; and an upper side member
reinforcement portion positioned between the upper side member
outer portion and the upper side member inner portion and coupled
to at least one of the upper side member outer portion or the upper
side member inner portion, the upper side member reinforcement
portion comprising a second engagement surface that is oriented to
face rearward in the vehicle longitudinal direction and to face the
first engagement surface of the A-pillar support.
2. The vehicle of claim 1, further comprising an A-pillar support
attachment flange that is coupled to the upper side member assembly
and to the A-pillar support, the A-pillar support attachment flange
extending in a direction that is transverse to the first engagement
surface and the second engagement surface.
3. The vehicle of claim 2, wherein the upper side member assembly
further comprises a rearward flange that extends rearward from an
outboard end of the second engagement surface and that is coupled
to the A-pillar support and to the A-pillar support attachment
flange, the rearward flange extending in a direction that is
transverse to the first engagement surface and the second
engagement surface.
4. The vehicle of claim 3, wherein the rearward flange is
sandwiched between the A-pillar support attachment flange and the
A-pillar support in the vehicle lateral direction.
5. The vehicle of claim 2, further comprising a plurality of
mechanical fasteners that couple the upper side member assembly to
the A-pillar support through the A-pillar support attachment
flange, wherein each of the plurality of mechanical fasteners
comprise a centerline axis, and the centerline axes of the
plurality of mechanical fasteners are oriented transverse to the
A-pillar support attachment flange.
6. The vehicle of claim 2, wherein the upper side member assembly
is coupled to the A-pillar support through a welded attachment
between the A-pillar support and the A-pillar support attachment
flange.
7. (canceled)
8. The vehicle of claim 1, wherein the upper side member
reinforcement portion further comprises an inboard wall that is
positioned inboard of the upper side member outer portion in the
vehicle lateral direction.
9. The vehicle of claim 8, wherein the upper side member
reinforcement portion further comprises an upper wall that extends
between the inboard wall and the upper side member outer portion
and a lower wall that extends between the inboard wall and the
upper side member outer portion.
10. The vehicle of claim 9, wherein the upper side member
reinforcement portion has a height that is evaluated between the
upper wall and the lower wall that is greater at a rearward
position of the upper side member reinforcement portion than the
height of the upper side member reinforcement portion at a forward
position of the upper side member reinforcement portion that is
positioned forward of the rearward position in the vehicle
longitudinal direction.
11. The vehicle of claim 9, wherein the upper side member assembly
further comprises a bulkhead portion that is coupled to and
positioned between the upper side member reinforcement portion and
the upper side member outer portion.
12. The vehicle of claim 11, wherein the bulkhead portion extends
transverse to the upper wall, the lower wall, and the inboard wall
of the upper side member reinforcement portion and the bulkhead
portion is coupled to the upper wall, the lower wall, and the
inboard wall of the upper side member reinforcement portion.
13. The vehicle of claim 1, wherein the second engagement surface
of the upper side member assembly extends from a position proximate
to an outboard end of the A-pillar support and terminates at a
position spaced apart from an inboard end of the A-pillar
support.
14. The vehicle of claim 1, wherein the upper side member inner
portion comprises an upper wall, a lower wall that is positioned
below the upper wall in a vehicle vertical direction, and an
inboard wall that extends between the upper wall and the lower
wall, and the vehicle further comprises a bulkhead portion that is
coupled to and positioned between the upper wall and the lower
wall.
15. A vehicle comprising: an A-pillar support extending upward in a
vehicle vertical direction, the A-pillar support comprising: a
first engagement surface that is oriented forward in a vehicle
longitudinal direction, the first engagement surface extending
across at least a portion of the A-pillar support in a vehicle
lateral direction that is transverse to the vehicle longitudinal
direction; an inboard end; an outboard end that is positioned
outboard of the inboard end in the vehicle lateral direction; and
an A-pillar support centerline that bisects the A-pillar support
between the inboard end and the outboard end; and an upper side
member assembly coupled to and extending forward from the A-pillar
support in the vehicle longitudinal direction, the upper side
member assembly comprising: an upper side member outer portion; an
upper side member inner portion coupled to and positioned inboard
of the upper side member outer portion in the vehicle lateral
direction; and a second engagement surface that is oriented to face
rearward in the vehicle longitudinal direction and to face the
first engagement surface of the A-pillar support, and wherein the
second engagement surface extends at least between the outboard end
and the A-pillar support centerline in the vehicle lateral
direction, wherein the second engagement surface extends from a
position proximate to the outboard end of the A-pillar support and
terminates at a position spaced apart from the inboard end of the
A-pillar support.
16. The vehicle of claim 15, wherein the upper side member assembly
further comprises an upper side member reinforcement portion
positioned between the upper side member outer portion and the
upper side member inner portion and coupled to at least one of the
upper side member outer portion or the upper side member inner
portion, wherein the upper side member reinforcement portion
comprises the second engagement surface.
17. The vehicle of claim 16, wherein the upper side member
reinforcement portion further comprises an inboard wall that is
positioned inboard of the upper side member outer portion in the
vehicle lateral direction.
18. The vehicle of claim 17, wherein the upper side member
reinforcement portion further comprises an upper wall that extends
between the inboard wall and the upper side member outer portion
and a lower wall that extends between the inboard wall and the
upper side member outer portion.
19. The vehicle of claim 18, wherein the upper side member assembly
further comprises a bulkhead portion that is coupled to and
positioned between the upper side member reinforcement portion and
the upper side member outer portion.
20. (canceled)
Description
TECHNICAL FIELD
[0001] The present specification generally relates to vehicles
including structures for transferring and absorbing energy in the
event of an impact and, more specifically, to vehicles that include
an upper side member reinforcement portion.
BACKGROUND
[0002] Vehicles may be equipped with bumper systems and crash
protection structures that plastically deform to absorb energy in
the event of an impact. When an object impacts a vehicle at a
position that is offset from the centerline of the vehicle such
that the object overlaps a portion of the bumper, the ability of
all of the energy absorbing structures of the vehicle to absorb
energy associated with the impact may be reduced. In some impact
configurations, the energy absorbing structures of the vehicle may
not be activated or may be only partially activated because the
object does not come into contact or only partially comes into
contact with associated bumper or vehicle structures. Therefore,
the bumper and the energy absorbing structures 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.
[0003] In one example, a substantial portion of energy from an
impact with a small front bumper overlap may be directed into an
upper side member that is positioned forward of the vehicle
A-pillar. As energy is directed into the upper side member, the
upper side member may rotate inboard, deflecting away from the
location of the impact. When the upper side member deflects away
from the location of the impact, the upper side member may absorb
less energy of the impact than when the upper side member does not
deflect away from the location of the impact.
[0004] Accordingly, a need exists for alternative structures for
transferring energy and absorbing energy from a small front bumper
overlap impact.
SUMMARY
[0005] In one embodiment, a vehicle includes an A-pillar support
having a first engagement surface that is oriented forward in a
vehicle longitudinal direction. The first engagement surface
extends across at least a portion of the A-pillar support in a
vehicle lateral direction that is transverse to the vehicle
longitudinal direction. The vehicle also includes an upper side
member assembly that is coupled to and extends forward from the
A-pillar support. The upper side member assembly includes an upper
side member outer portion and an upper side member inner portion
that is coupled to the upper side member outer portion and is
positioned inboard of the upper side member outer portion in the
vehicle lateral direction. The upper side member assembly also
includes a second engagement surface that is oriented to face
rearward in the vehicle longitudinal direction and to face the
first engagement surface of the A-pillar support.
[0006] In another embodiment, a vehicle includes an A-pillar
support that extends upward in a vehicle vertical direction and an
upper side member assembly that is coupled to and extends forward
from the A-pillar support in a vehicle longitudinal direction. The
A-pillar support includes a first engagement surface that is
oriented forward in a vehicle longitudinal direction, where the
first engagement surface extends across at least a portion of the
A-pillar support in a vehicle lateral direction that is transverse
to the vehicle longitudinal direction. The A-pillar support also
includes an inboard end, an outboard end that is positioned
outboard of the inboard end in the vehicle lateral direction, and
an A-pillar support centerline that bisects the A-pillar support
between the inboard end and the outboard end. The upper side member
assembly includes an upper side member outer portion and an upper
side member inner portion that is coupled to and positioned inboard
of the upper side member outer portion in the vehicle lateral
direction. The upper side member assembly also includes a second
engagement surface that is oriented to face rearward in the vehicle
longitudinal direction and to face the first engagement surface of
the A-pillar support, where the second engagement surface extends
at least between the outboard end and the A-pillar support
centerline in the vehicle lateral 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 unibody
of a vehicle including an upper side member assembly according to
one or more embodiments shown or described herein;
[0010] FIG. 2 schematically depicts a perspective view of an
A-pillar support and an upper side member assembly according to one
or more embodiments shown or described herein;
[0011] FIG. 3 schematically depicts a perspective view of an
A-pillar support and an exploded view of an upper side member
assembly according to one or more embodiments shown or described
herein;
[0012] FIG. 4A schematically depicts a side view of a an A-pillar
support and an upper side member assembly according to one or more
embodiments shown or described herein;
[0013] FIG. 4B schematically depicts a section view of an upper
side member assembly along 4B-4B depicted in FIG. 4A according to
one or more embodiments shown or described herein; and
[0014] FIG. 4C schematically depicts a section view of an upper
side member assembly along 4C-4C depicted in FIG. 4A according to
one or more embodiments shown or described herein; and
[0015] FIG. 5 schematically depicts a perspective vice of an
A-pillar support and an exploded view of another embodiment of an
upper side member assembly according to one or more embodiments
shown or described herein.
DETAILED DESCRIPTION
[0016] Vehicle structures for directing and dissipating energy in
the event of a small front bumper overlap impact, in which only a
portion of the energy dissipation structures of the vehicle are
activated, are disclosed herein. A vehicle according to the present
disclosure includes an A-pillar support that extends upward in a
vehicle vertical direction. The A-pillar support includes a first
engagement surface that is oriented forward in a vehicle
longitudinal direction and that extends across the A-pillar support
in a vehicle lateral direction that is transverse to the vehicle
longitudinal direction. The vehicle further includes an upper side
member assembly that extends forward of the A-pillar support in the
vehicle longitudinal direction. The upper side member assembly
includes an upper side member outer portion and an upper side
member inner portion. The upper side member assembly further
includes an upper side member reinforcement portion positioned
between the upper side member outer portion and the upper side
member inner portion. The upper side member reinforcement portion
includes a second engagement surface that is oriented rearward in
the vehicle longitudinal direction to face the first engagement
surface of the A-pillar support. In some embodiments, the second
engagement surface extends between an outboard end of the A-pillar
support and an A-pillar support centerline in the vehicle lateral
direction. In some embodiments, the upper side member assembly
further includes a bulkhead portion that is positioned between the
upper side member reinforcement portion and the upper side member
outer portion. Various embodiments of vehicles including upper side
member assemblies are described in detail below.
[0017] As used herein, the term "vehicle longitudinal direction"
refers to the forward-rearward direction of the vehicle (i.e., in
the +/- vehicle X-direction as depicted). The term "vehicle lateral
direction" refers to the cross-vehicle direction of the vehicle
(i.e., in the +/- vehicle Y-direction as depicted), and is
transverse to the vehicle longitudinal direction. The term "vehicle
vertical direction" refers to the upward-downward direction of the
vehicle (i.e., in the +/- vehicle Z-direction as depicted).
Further, the terms "inboard" and "outboard" are used to describe
the relative positioning of various components of the vehicle. The
term "outboard" as used herein refers to the relative location of a
component in direction 12 with respect to a vehicle centerline 10.
The term "inboard" as used herein refers to the relative location
of a component in direction 14 with respect to the vehicle
centerline 10. Because the vehicle structure of the vehicle 100 may
be generally symmetrical about the vehicle centerline 10, the use
of terms "inboard" and "outboard" may be switched when evaluating
components positioned along opposite sides of the vehicle 100.
Further, while certain components of the vehicle 100 are described
as extending in one of the identified directions or oriented toward
one of the identified directions, it should be understood that
these components extend or are oriented in at least these recited
directions.
[0018] Motor vehicles that incorporate elements according to the
present disclosure may include a variety of construction
methodologies that are conventionally known, including the unibody
construction methodology depicted in FIGS. 1-4C as well as a
body-on-frame construction methodology. While the embodiments of
the present disclosure are described and depicted herein in
reference to unibody structures, it should be understood that
vehicles that are constructed with body-on-frame construction may
incorporate the elements that are shown and described herein.
[0019] Referring to FIG. 1, a vehicle 100 is depicted with certain
body panels removed for clarity. The vehicle 100 includes a unibody
110 onto which a vehicle drivetrain is coupled. The unibody 110
includes a pair of front suspension mounts 138 and a pair of rear
suspension mounts (not shown) to which front suspension units (not
shown) and rear suspension units (not shown) of the vehicle 100 are
generally attached. The vehicle 100 also includes a cabin 108 that
is integral with the unibody 110. The cabin 108 generally defines a
passenger cabin of the vehicle 100 in which occupants are
positioned when the vehicle 100 is under operation.
[0020] Referring to FIG. 1, the unibody 110 includes a pair of
upper side member assemblies 130 that extend in the vehicle
longitudinal direction. The upper side member assemblies 130 are
spaced apart from one another in the vehicle in the vehicle lateral
direction. An A-pillar support 120 extends rearward in the vehicle
longitudinal direction and upward in the vehicle vertical direction
from the upper side member assemblies 130. The A-pillar support 120
may extend upward to support a roof (not shown) of the vehicle 100,
as conventionally known.
[0021] Referring to FIG. 2, a portion of the unibody 110 of the
vehicle is depicted. In the depicted embodiment, the unibody 110
includes the A-pillar 118 that extends upward, rearward, and
inboard from the A-pillar support 120. The portion of the unibody
110 also includes an upper side member assembly 130 that is coupled
to the A-pillar support 120 and extends forward from the A-pillar
support 120. The upper side member assembly 130 may be coupled to a
front suspension mount 138 that is positioned inboard from the
upper side member assembly 130. Components of the unibody 110 that
are positioned proximate to the A-pillar support 120 and the upper
side member assembly 130 are depicted in an exploded view in FIG.
3.
[0022] Referring to FIG. 3, the A-pillar support 120 includes an
inboard end 124 and an outboard end 126 that is positioned outboard
of the inboard end 124 in the vehicle lateral direction. An
A-pillar support centerline 128 bisects the A-pillar support 120
between the inboard end 124 and the outboard end 126 in the vehicle
lateral direction.
[0023] The A-pillar support 120 includes a first engagement surface
122 that extends across the A-pillar support 120 in the vehicle
lateral direction. The first engagement surface 122 is oriented to
face generally forward in the vehicle longitudinal direction. In
some embodiments, the first engagement surface 122 is oriented to
be normal to the vehicle longitudinal direction. In other
embodiments, the first engagement surface 122 is oriented to be
transverse to the vehicle longitudinal direction. In some
embodiments, the first engagement surface 122 may have a generally
planar configuration in regions proximate to the attachment of the
upper side member assembly 130. In other embodiments, the first
engagement surface may have a contoured surface in regions
proximate to the attachment of the upper side member assembly
130.
[0024] The first engagement surface 122 of the A-pillar support 120
may be positioned to extend along at least a portion of the
A-pillar support 120 in the vehicle lateral direction. In some
embodiments, the first engagement surface 122 of the A-pillar
support 120 may be oriented to an outboard angle relative to the
vehicle longitudinal direction. Referring to FIG. 4C, the first
engagement surface 122 may extend between the inboard end 124 and
the outboard end 126 of the A-pillar support 120 in the vehicle
lateral direction. The front end of the inboard end 124 may be
positioned forward of the front end of the outboard end 126 in the
vehicle longitudinal direction. The first engagement surface 122
may therefore be oriented at an outboard angle with respect to the
vehicle longitudinal direction, as depicted in FIG. 4C.
Alternatively, in some embodiments, the front end of the inboard
end 124 of the first engagement surface 122 may be positioned
rearward of the front end of the outboard end 126 of the first
engagement surface 122 in the vehicle longitudinal direction, such
that the first engagement surface 122 is oriented at an inboard
angle with respect to the vehicle lateral direction. In yet other
embodiments, the first engagement surface 122 may be approximately
normal with the vehicle longitudinal direction. By selectively
orienting the first engagement surface 122 with respect to the
vehicle longitudinal direction, the direction of force input to the
A-pillar support 120 from the upper side member assembly 130 may be
targeted. Controlling the direction of force input to the A-pillar
support 120 may limit any inboard and/or outboard deflection of the
upper side member assembly 130 during an impact, as will be
described in greater detail herein.
[0025] Referring again to FIG. 3, the vehicle 100 includes an upper
side member assembly 130 that is coupled to and extends forward
from the A-pillar support 120 in the vehicle longitudinal
direction. For clarity, one of the upper side member assemblies 130
is depicted and described. However, it should be understood that
the description made herein may apply to both of the upper side
member assemblies that are positioned on opposite sides of the
vehicle.
[0026] The upper side member assembly 130 includes an upper side
member outer portion 132, an upper side member inner portion 133,
and an upper side member reinforcement portion 140.
[0027] In the depicted embodiments, the upper side member inner
portion 133 is positioned inboard of the upper side member outer
portion 132 in the vehicle lateral direction. The upper side member
inner portion 133 may include a rearward upper side member inner
portion 134 and a forward upper side member inner portion 136 that
is positioned forward of the rearward upper side member inner
portion 134 in the vehicle longitudinal direction. The rearward
upper side member inner portion 134 and the forward upper side
member inner portion 136 may be coupled to one another. In one
embodiment, the rearward upper side member inner portion 134 and
forward upper side member inner portion 136 may be coupled to one
another in a weldment of the upper side member inner portion 133.
In other embodiments, the rearward upper side member inner portion
and the forward upper side member inner portion may be integral
with one another to form a continuous upper side member inner
portion.
[0028] The upper side member inner portion 133 may include an upper
wall 135 and a lower wall 137 positioned below the upper wall 135
in the vehicle vertical direction. The upper side member inner
portion 133 may also include an inboard wall 139 that extends
between the upper wall 135 and the lower wall 137 in the vehicle
vertical direction. The inboard wall 139 may also be positioned
inboard of the upper wall 135 and the lower wall 137 such that the
upper side member inner portion 133 forms a hat-shaped
cross-section.
[0029] In the depicted embodiments, a front suspension mount 138
may be coupled to the upper side member inner portion 133. The
front suspension mount 138 may be positioned inboard of the upper
side member inner portion 133 in the vehicle lateral direction. A
front suspension unit (not shown) may be coupled to the front
suspension mount 138, as is conventionally known.
[0030] The upper side member outer portion 132 of the upper side
member assembly 130 is positioned outboard of the upper side member
inner portion 133. The upper side member outer portion 132 may be
coupled to the upper side member inner portion 133. The upper side
member outer portion 132 and the upper side member inner portion
133 may be coupled to one another by a variety of attachments
methods including, for example and without limitation, a welded
attachment, a brazed attachment, mechanical fasteners, structural
adhesives, or combinations thereof.
[0031] In the depicted embodiments, the upper side member outer
portion 132 is coupled to the A-pillar support 120. The upper side
member outer portion 132 may include an A-pillar support attachment
flange 131 that may be coupled to the outboard end 126 of the
A-pillar support 120. Through the joining of the A-pillar support
attachment flange 131 to the outboard end 126 of the A-pillar
support 120, the upper side member assembly 130 is coupled to the
A-pillar support 120, as depicted in FIG. 4A. The upper side member
outer portion 132 may be coupled to the A-pillar support 120 by one
or more mechanical fasteners 156. The one or more mechanical
fasteners 156 may include a variety of mechanical fasteners, for
example and without limitation, bolts, nut and bolt assemblies,
sheet metal screws, and rivets, or the like. Each of the plurality
of mechanical fasteners 156 may include a centerline axis 157 that
extends through the centerline of the mechanical fasteners 156. The
centerline axis 157 of each of the mechanical fasteners 156 may be
positioned to be transverse to the A-pillar support attachment
flange 131. Alternatively or in addition to the mechanical
fasteners 156, the upper side member outer portion 132 may be
coupled to the A-pillar support 120 by a variety of attachments
methods including, for example and without limitation, a welded
attachment, a brazed attachment, and/or structural adhesives.
[0032] Referring to FIGS. 3, 4B, and 4C, the upper side member
assembly 130 further includes an upper side member reinforcement
portion 140. The upper side member reinforcement portion 140 is
positioned between the upper side member outer portion 132 and the
upper side member inner portion 133 evaluated in the vehicle
lateral direction.
[0033] The upper side member reinforcement portion 140 includes a
second engagement surface 142 that is oriented rearward in the
vehicle longitudinal direction. The second engagement surface 142
may have a generally planar configuration. In other embodiments
(not shown), the second engagement surface 142 may have a contoured
surface. The second engagement surface 142 may be generally shaped
to correspond to the configuration of the first engagement surface
122 of the A-pillar support 120.
[0034] Referring to FIG. 4C, the second engagement surface 142 is
positioned to face the first engagement surface 122 of the A-pillar
support 120. The second engagement surface 142 extends across at
least a portion of the first engagement surface 122 of the A-pillar
support 120. In the depicted embodiment, the second engagement
surface 142 extends from at least from the outboard end 126 of the
A-pillar support 120 to the A-pillar support centerline 128. In
some embodiments, the second engagement surface 142 of the upper
side member assembly 130 extends from a position proximate to the
outboard end 126 of the A-pillar support 120. The second engagement
surface 142 may terminate at a position spaced apart from an
inboard end 124 of the A-pillar support 120. As depicted herein,
the second engagement surface 142 may terminate at a position that
is spaced further apart from the inboard end 124 of the A-pillar
support 120 than the A-pillar support centerline 128.
[0035] In some embodiments, under ordinary vehicle operating
conditions, the second engagement surface 142 of the upper side
member assembly 130 is detached from the first engagement surface
122 of the A-pillar support 120. Upon introduction of energy to the
upper side member assembly 130, for example, from a small front
bumper overlap impact, the second engagement surface 142 may be
translated rearward towards the first engagement surface 122. The
first engagement surface 122 and the second engagement surface 142
may contact and engage one another such that energy of the impact
can be transferred across the first engagement surface 122 and the
second engagement surface 142. In other embodiments, the second
engagement surface 142 may contact and engage the first engagement
surface 122 under ordinary vehicle operating conditions.
[0036] By positioning the second engagement surface 142 of the
upper side member reinforcement portion 140 to contact at least a
portion of the first engagement surface 122 of the A-pillar support
120, force introduced to the upper side member reinforcement
portion 140 may be directed and transferred into the A-pillar
support 120. Through the transfer of force from the upper side
member reinforcement portion 140 to the A-pillar support 120,
deformation forces associated with an impact may be prevented from
rotating the upper side member assembly 130 in an inboard and/or an
outboard direction relative to the A-pillar support 120 during an
impact, as will be described in greater detail herein.
Additionally, through the transfer of force from the upper side
member reinforcement portion 140 to the A-pillar support 120,
deformation forces associated with an impact may be prevented from
rotating the upper side member assembly 130 upward or downward in
the vehicle vertical direction relative to the A-pillar support
120, as will be described in greater detail herein.
[0037] Referring to FIGS. 3 and 4C, the upper side member
reinforcement portion 140 is coupled to the upper side member outer
portion 132 and/or the A-pillar support 120. In some embodiments,
the upper side member reinforcement portion 140 is coupled to the
upper side member outer portion 132 in a subassembly. The upper
side member reinforcement portion 140 may include a rearward flange
143 that extends rearward from an outboard end 141 of the second
engagement surface 142. The rearward flange 143 of the upper side
member reinforcement portion 140 may be coupled to the upper side
member outer portion 132. The rearward flange 143 of the upper side
member reinforcement portion 140 and the A-pillar support
attachment flange 131 of the upper side member outer portion 132
may be coupled to the A-pillar support 120. As described
hereinabove, the A-pillar support attachment flange 131 of the
upper side member outer portion 132 may be coupled to the outboard
end 126 of the A-pillar support 120 by one or more mechanical
fasteners 156. The rearward flange 143 may be positioned and/or
sandwiched between the A-pillar support attachment flange 131 of
the upper side member outer portion 132 and the outboard end 126 of
the A-pillar support 120, such that the one or more mechanical
fasteners 156 simultaneously couple the rearward flange 143 of the
upper side member reinforcement portion 140 to the outboard end 126
of the A-pillar support 120. Alternatively, as described
hereinabove, the A-pillar support attachment flange 131 of the
upper side member outer portion 132 may be coupled to the outboard
end 126 of the A-pillar support 120 by a variety of attachments
methods including, for example and without limitation, a welded
attachment, a brazed attachment, and/or structural adhesives. In
these alternative embodiments, the rearward flange 143 may
similarly be positioned and/or sandwiched between the A-pillar
support attachment flange 131 of the upper side member outer
portion 132 and the outboard end 126 of the A-pillar support 120.
Accordingly, the welded attachment, brazed attachment, and/or
structural adhesives simultaneously couple the rearward flange 143
of the upper side member reinforcement portion 140 to the outboard
end 126 of the A-pillar support 120.
[0038] Referring to FIGS. 3 and 4B, the upper side member
reinforcement portion 140 also includes an upper flange 144 and a
lower flange 146 that is positioned below the upper flange 144 in
the vehicle vertical direction. In embodiments in which the upper
side member reinforcement portion 140 is coupled to the upper side
member outer portion 132, the upper flange 144 and the lower flange
146 may be coupled to the upper side member outer portion 132.
[0039] The upper side member reinforcement portion 140 may further
include an inboard wall 148 that is positioned inboard of the upper
flange 144 and the lower flange 146 in the vehicle lateral
direction. In some embodiments, the inboard wall 148 may be coupled
to the upper side member inner portion 133 by a welded attachment.
Accordingly, the upper side member reinforcement portion 140 may be
coupled to the upper side member outer portion 132 and the upper
side member inner portion 133, thereby forming a partially-enclosed
subassembly. Alternatively, or in addition to a welded attachment,
the upper side member reinforcement portion 140, the upper side
member inner portion 133, and the upper side member outer portion
132 may be coupled to one another through a variety of attachments
methods including, for example and without limitation, a brazed
attachment, mechanical fasteners, and/or structural adhesives.
[0040] Referring to FIGS. 3 and 4C, the upper side member
reinforcement portion 140 may further include an upper wall 150
that extends between the inboard wall 148 and the upper flange 144
in the vehicle lateral direction. The upper side member
reinforcement portion 140 may also include a lower wall 152 that
extends between the inboard wall 148 and the lower flange 146 in
the vehicle lateral direction. The lower wall 152 may be positioned
below the upper wall 150 in the vehicle vertical direction. The
upper wall 150, the inboard wall 148, and the lower wall 152 may
form a hat-shaped cross section with an opening 149 that faces the
upper side member outer portion 132, as depicted in FIG. 4B. By
forming a hat-shaped cross section, the upper wall 150, the inboard
wall 148, and the lower wall 152 may increase a section modulus of
the upper side member assembly 130 as compared to an upper side
member assembly 130 that does not include an upper side member
reinforcement portion 140. By increasing the section modulus of the
upper side member assembly 130, the upper side member reinforcement
portion 140 may increase a buckling resistance of the upper side
member assembly 130, as will be described in greater detail
herein.
[0041] Referring again to FIG. 3, the upper side member
reinforcement portion 140 may have a height 304 that is evaluated
between the upper wall 150 and the lower wall 152 in the vehicle
vertical direction at a rearward position 160 of the upper side
member reinforcement portion 140. As depicted in FIG. 3, the
rearward position 160 of the upper side member reinforcement
portion 140 may be positioned proximate to the A-pillar support
120. The upper side member reinforcement portion 140 may also have
a height 302 that is evaluated between the upper wall 150 and the
lower wall 152 at a forward position 158. The forward position 158
of the upper side member reinforcement portion 140 is positioned
forward of the rearward position 160 in the vehicle longitudinal
direction when the upper side member reinforcement portion 140 is
installed in the vehicle.
[0042] As depicted in the embodiment of FIG. 3, the height 304 at
the rearward position 160 of the upper side member reinforcement
portion 140 may be greater than the height 302 at the forward
position 158 of the upper side member reinforcement portion 140.
Because the height 304 at the rearward position 160 may be greater
than the height 302 at the forward position 158, the upper side
member reinforcement portion 140 may have a rearward-oriented
flared shape. By having a rearward-oriented flared shape, the upper
side member reinforcement portion 140 may have a relatively large
height at the second engagement surface 142 that engages the
A-pillar support 120, while having a relatively narrow height at
the forward position 158. Therefore, the upper side member assembly
130 includes a large area across which force can be transferred to
the A-pillar support 120 (proximate to the rearward position 160)
and a narrow portion that allows for clearance of the wheel of the
front suspension unit (proximate to the forward position 158).
[0043] Referring to FIGS. 3 and 4C, the upper side member assembly
130 may include a bulkhead portion 154. The bulkhead portion 154 is
positioned between and coupled to the upper side member
reinforcement portion 140 and the upper side member outer portion
132. In the depicted embodiments, at least a portion of the
bulkhead portion 154 contacts the upper wall 150, the lower wall
152, and the inboard wall 148 of the upper side member
reinforcement portion 140. The bulkhead portion 154 may be coupled
to the upper wall 150, the lower wall 152, and/or the inboard wall
148 of the upper side member reinforcement portion 140. The
bulkhead portion 154 may be coupled to the upper wall 150, the
lower wall 152, and/or the inboard wall 148 by a variety of
attachments methods including, for example and without limitation,
a welded attachment, a brazed attachment, mechanical fasteners,
and/or structural adhesives.
[0044] The bulkhead portion 154 may extend in the vehicle lateral
direction and the vehicle longitudinal direction such that the
bulkhead portion 154 is transverse to the upper wall 150, the lower
wall 152, and the inboard wall 148 of the upper side member
reinforcement portion 140. Because the bulkhead portion 154 is
transverse to the upper wall 150, the lower wall 152, and the
inboard wall 148 of the upper side member reinforcement portion
140, the bulkhead portion 154 may increase the stiffness and/or
strength of the upper side member reinforcement portion 140. The
bulkhead portion 154 may resist deflection of the upper wall 150
and/or the lower wall 152 of the upper side member reinforcement
portion 140 in at least the vehicle vertical direction during an
impact, as will be described in greater detail herein.
[0045] Referring to FIG. 5, another embodiment of an upper side
member assembly 230 is depicted. Similar to the embodiment
described above and depicted in FIGS. 3-4C, the upper side member
assembly 230 includes an upper side member outer portion 132 and an
upper side member inner portion 133. However, in this embodiment,
at least one of the upper side member outer portion 132 and the
upper side member inner portion 133 include a second engagement
surface 242.
[0046] The second engagement surface 242 is oriented to face
rearward in the vehicle longitudinal direction. The second
engagement surface 242 may have a generally planar configuration.
In other embodiments (not shown), the second engagement surface 242
may have a contoured surface. The second engagement surface 242 may
be generally shaped to correspond to the configuration of the first
engagement surface 122 of the A-pillar support 120.
[0047] The second engagement surface 242 is positioned to face the
first engagement surface 122 of the A-pillar support 120. The
second engagement surface 242 extends across at least a portion of
the first engagement surface 122 of the A-pillar support 120. In
the depicted embodiment, the second engagement surface 242 extends
from at least from the outboard end 126 of the A-pillar support 120
to the A-pillar support centerline 128. In some embodiments, the
second engagement surface 242 of the upper side member assembly 130
extends from a position proximate to the outboard end 126 of the
A-pillar support 120. The second engagement surface 242 may
terminate at a position spaced apart from an inboard end 124 of the
A-pillar support 120. As depicted herein, the second engagement
surface 242 may terminate at a position that is spaced further
apart from the inboard end 124 of the A-pillar support 120 than the
A-pillar support centerline 128.
[0048] In some embodiments, under ordinary vehicle operating
conditions, the second engagement surface 242 of the upper side
member assembly 230 is detached from the first engagement surface
122 of the A-pillar support 120. Upon introduction of energy to the
upper side member assembly 230, for example, from a small front
bumper overlap impact, the second engagement surface 242 may be
translated rearward towards the first engagement surface 122. The
first engagement surface 122 and the second engagement surface 242
may contact and engage one another such that energy of the impact
can be transferred across the first engagement surface 122 and the
second engagement surface 242. In other embodiments, the second
engagement surface 242 may contact and engage the first engagement
surface 122 under ordinary vehicle operating conditions.
[0049] By positioning the second engagement surface 242 of the
upper side member assembly 230 to contact at least a portion of the
first engagement surface 122 of the A-pillar support 120, force
introduced to the upper side member assembly 230 may be directed
and transferred into the A-pillar support 120. Through the transfer
of force from the upper side member assembly 230 to the A-pillar
support 120, deformation forces associated with an impact may be
prevented from rotating the upper side member assembly 230 in an
inboard and/or an outboard direction relative to the A-pillar
support 120 during an impact, as will be described in greater
detail herein. Additionally, through the transfer of force from the
upper side member assembly 230 to the A-pillar support 120,
deformation forces associated with an impact may be prevented from
rotating the upper side member assembly 230 upward or downward in
the vehicle vertical direction relative to the A-pillar support
120, as will be described in greater detail herein.
[0050] As described above with respect to FIGS. 3, in this
embodiment of the upper side member assembly 230, the upper side
member outer portion 132 of the upper side member assembly 230 is
coupled to the A-pillar support 120. The upper side member outer
portion 132 may include an A-pillar support attachment flange 131
that may be coupled to the outboard end 126 of the A-pillar support
120. Through the joining of the A-pillar support attachment flange
131 to the outboard end 126 of the A-pillar support 120, the upper
side member assembly 230 is coupled to the A-pillar support 120.
The upper side member outer portion 132 may be coupled to the
A-pillar support 120 by one or more mechanical fasteners 156. The
one or more mechanical fasteners 156 may include a variety of
mechanical fasteners, for example and without limitation, bolts,
nut and bolt assemblies, sheet metal screws, and rivets, or the
like. Each of the plurality of mechanical fasteners 156 may include
a centerline axis 157 that extends through the centerline of the
mechanical fasteners 156. The centerline axis 157 of each of the
mechanical fasteners 156 may be positioned to be transverse to the
A-pillar support attachment flange 131. Alternatively or in
addition to the mechanical fasteners 156, the upper side member
outer portion 132 may be coupled to the A-pillar support 120 by a
variety of attachments methods including, for example and without
limitation, a welded attachment, a brazed attachment, and/or
structural adhesives.
[0051] As described above with respect to FIGS. 3 and 4C, in this
embodiment, the upper side member assembly 230 may include a
bulkhead portion 254. The bulkhead portion 254 is positioned
between and coupled to the upper side member inner portion 133 and
the upper side member outer portion 132. In the depicted
embodiments, at least a portion of the bulkhead portion 254
contacts the upper wall 135, the lower wall 137, and the inboard
wall 139 of the upper side member inner portion. The bulkhead
portion 254 may be coupled to the upper wall 135, the lower wall
137, and/or the inboard wall 139 of the upper side member inner
portion 133. The bulkhead portion 254 may be coupled to the upper
wall 135, the lower wall 137, and/or the inboard wall 139 by a
variety of attachments methods including, for example and without
limitation, a welded attachment, a brazed attachment, mechanical
fasteners, and/or structural adhesives.
[0052] The bulkhead portion 254 may extend in the vehicle lateral
direction and the vehicle longitudinal direction such that the
bulkhead portion 254 is transverse to the upper wall 135, the lower
wall 137, and the inboard wall 139 of the upper side member inner
portion 133. Because the bulkhead portion 254 is transverse to the
upper wall 135, the lower wall 137 of the upper side member inner
portion 133, the bulkhead portion 254 may increase the stiffness
and/or strength of the upper side member inner portion 133. The
bulkhead portion 254 may resist deflection of the upper wall 135
and/or the lower wall 137 of the upper side member inner portion
133 in at least the vehicle vertical direction during an impact, as
will be described in greater detail herein.
[0053] When a vehicle is involved in an impact, vehicle structures
may elastically and plastically deform to absorb energy while
slowing the vehicle from its previous operating speed. The vehicle
structures divert and absorb the energy associated with the moving
vehicle into energy that deforms the vehicle structures. The
vehicle structures may be designed to accommodate the introduction
of the energy of the impact, such that the energy associated with
the impact may be controllably dissipated and directed through
selective and preferential deformation of the vehicle
structures.
[0054] The front corner of the vehicle may strike by an object in
what is referred to herein as a small front bumper overlap or a
small overlap impact. In a small front bumper overlap impact, the
impact occurs at an outboard portion of the vehicle (evaluated in a
vehicle lateral direction), and only a portion of the front bumper
strikes the object. In some small front bumper overlap impacts,
only about 25% of the front bumper strikes the object. In such
impacts, some of the energy dissipation elements of the vehicle may
not be initiated. In such impacts, the energy that is introduced to
the vehicle structures may be non-symmetrical when evaluated in the
vehicle lateral direction. Accordingly, the reaction of the vehicle
structures to the energy introduced by the small overlap impacts
may introduce a non-symmetrical response to the vehicle structures.
Referring to embodiments disclosed herein, the structural members
of the unibody for example, may be non-symmetrically loaded when
the vehicle is involved in a small overlap impacts.
[0055] Referring in general to FIG. 1, when a vehicle strikes an
object with a front corner of the vehicle, the structures of the
vehicle plastically and elastically deform to absorb the energy of
the impact. Because only a portion of the front bumper strikes an
object during a small front bumper overlap impact, all of the
energy absorbing structures associated with the front bumper
(including vehicle structures that are positioned along an opposite
side of the vehicle form the location of the impact) may have a
reduced effect on the dissipation of energy of the impact. In
particular, some of the energy absorbing structures associated with
the front bumper of the vehicle may not be activated or may be only
partially activated, such that a portion of the energy absorbing
structure of the vehicle may not dissipate energy associated with
the small front bumper overlap impact. Instead, the energy from the
impact may be directed into the upper side member assembly of the
vehicle that is proximate to the barrier that the vehicle impacts.
The energy associated with the impact, therefore, is directed
rearward towards the passenger cabin of the vehicle.
[0056] Referring to FIG. 1, the energy of the small front bumper
overlap impact is directed into the portion of the front bumper
that is proximate to the barrier and to the upper side member
assembly 130 that is proximate to the barrier that the vehicle 100
impacts. The upper side member assembly 130 may also deflect
inboard and away from the location of the impact. When the upper
side member assembly 130 deflects inboard and away from the impact,
the upper side member assembly 130 may absorb less energy from the
impact than when the upper side member assembly 130 remains in its
original orientation in which the upper side member assembly 130
generally extends in the vehicle longitudinal direction. The upper
side member assembly 130 may also deflect upward or downward and
away from the location of the impact. When the upper side member
assembly 130 deflects upward or downward and away from the impact,
the upper side member assembly 130 may absorb less energy from the
impact than when the upper side member assembly 130 remains in its
original orientation in which the upper side member assembly 130
generally extends in the vehicle longitudinal direction.
[0057] Referring again to FIGS. 4C and 5, as discussed hereinabove,
the second engagement surface 142, 242 of the upper side member
reinforcement portion 140 and/or the upper side member assembly 230
is engaged with the first engagement surface 122 of the A-pillar
support 120. Because the second engagement surface 142, 242 is
engaged with the first engagement surface 122 and/or the upper side
member reinforcement portion 140 is coupled to the A-pillar support
120, energy introduced to the exemplary upper side member
assemblies 130, 230 may be directed into the A-pillar support 120.
Further, because the first engagement surface 122 and the second
engagement surface 142, 242 engage one another over a width
evaluated in the vehicle lateral direction and a height evaluated
in the vehicle vertical direction, any force that tends to apply a
torque between the upper side member assembly 130, 230 and the
A-pillar support 120 may be minimized. Instead, this energy is
transferred through the engagement of the first engagement surface
122 and the second engagement surface 142, 242. The upper side
member assembly 130, 230, therefore, may resist inboard and/or
upward and downward deflection during an impact.
[0058] Further, as described hereinabove, the upper side member
outer portion 132 includes an A-pillar support attachment flange
131 that is coupled to the A-pillar support 120. As also described
hereinabove, the upper side member reinforcement portion 140
includes a rearward flange 143 that may be positioned between
and/or sandwiched between the A-pillar support attachment flange
131 and the A-pillar support 120. The A-pillar support attachment
flange 131 and the rearward flange 143 may be coupled to the
A-pillar support 120 by one or more mechanical fasteners 156. The
one or more mechanical fasteners 156 may resist energy directed
into the upper side member reinforcement portion 140 and the upper
side member outer portion 132 in the vehicle longitudinal direction
(i.e., shear force applied to the mechanical fasteners 156). The
one or more mechanical fasteners 156 may also resist inboard
deflection of the upper side member reinforcement portion 140 and
upper side member outer portion 132 in the vehicle lateral
direction (i.e., tensile force applied to the mechanical fasteners
156), thereby resisting inboard deflection of the upper side member
assembly 130, 230.
[0059] Because the upper side member reinforcement portion 140 may
resist inboard deflection of the upper side member assembly 130,
the upper side member reinforcement portion 140 may assist in
maintaining the upper side member assembly 130 proximate to its
original longitudinal orientation. Likewise, because the second
engagement surface 242 may resist inboard deflection of the upper
side member assembly 230, the upper side member assembly 230 may be
maintained proximate to its original longitudinal orientation. By
maintaining the upper side member assembly 130, 230 proximate its
original longitudinal orientation, the upper side member assembly
130, 230 may absorb more energy from the impact than when the upper
side member assembly 130, 230 deflects inboard and away from the
impact. Further, when the upper side member assembly 130, 230 is
maintained proximate to its original longitudinal orientation, the
upper side member assembly 130, 230 may transfer more energy to the
A-pillar support 120 than when the upper side member assembly 130,
230 deflects inboard and away from the impact. Accordingly, by
maintaining the upper side member assembly 130, 230 proximate to
its original longitudinal orientation, the upper side member
reinforcement portion 140 and/or the second engagement surface 242
assists in directing energy from the impact from upper side member
assembly 130, 230 to the A-pillar support 120, which may
subsequently be directed around the cabin 108.
[0060] Further, as described hereinabove, in some embodiments, the
second engagement surface 142, 242 extends between at least the
outboard end 126 of the A-pillar support 120 and the A-pillar
support centerline 128. Accordingly, the second engagement surface
142, 242 may have an increased contact area with the A-pillar
support 120 than in vehicles 100 that do not include a second
engagement surface 142, 242 that extends between at least the
outboard end 126 of the A-pillar support 120 and the A-pillar
support centerline 128. Because the second engagement surface 142,
242 has an increased contact area with the A-pillar support, the
upper side member reinforcement portion 140 and/or the upper side
member assembly 130. 230 may distribute energy from the impact
across a larger area of the A-pillar support 120. By distributing
the energy from the impact across a larger area, the upper side
member reinforcement portion 140 and/or the upper side member
assembly 130, 230 may distribute energy of the impact across a wide
area of the A-pillar support 120, thereby reducing introduction of
energy at discrete points along the A-pillar support 120, which may
reduce intrusion of the A-pillar support 120 into the cabin
108.
[0061] Further, as described hereinabove, the upper side member
reinforcement portion 140 may include an inboard wall 148, an upper
wall 150, and a lower wall 152 that form a hat-shaped cross
section. As described hereinabove, the hat-shaped cross section may
increase a section modulus of the upper side member assembly 130 as
compared to an upper side member assembly 130 that does not include
an upper side member reinforcement portion 140. By increasing the
section modulus of the upper side member assembly 130, the upper
side member reinforcement portion 140 may increase a buckling
resistance of the upper side member assembly 130 as compared to an
upper side member assembly 130 that does not include an upper side
member reinforcement portion 140.
[0062] By increasing the buckling resistance of the upper side
member assembly 130, the upper side member reinforcement portion
140 may increase the energy absorption capacity of the upper side
member assembly 130, which represents the amount of energy that may
be absorbed through elastic and plastic deformation of the upper
side member assembly 130 during an impact. By increasing the energy
absorption capacity of the upper side member assembly 130, the
upper side member reinforcement portion 140 may decrease the amount
of energy from an impact that is transmitted from the upper side
member assembly 130 to the A-pillar support 120 and/or the cabin
108 of the vehicle 100.
[0063] During an impact, for example, during a small front bumper
overlap impact, the upper side member assembly 130, 230 may also
deflect away from the location of the impact. When the upper side
member assembly 130, 230 deflects away from the location of the
impact, the upper side member assembly 130, 230 may absorb less
energy from the impact than when the upper side member assembly
130, 230 remains proximate to its original orientation. As
described hereinabove, the upper side member assembly 130, 230 may
include a bulkhead portion 154,254. In embodiments including the
upper side member reinforcement portion 140, the bulkhead portion
154 may be coupled to the upper wall 150 and the lower wall 152 of
the upper side member reinforcement portion 140. Because the
bulkhead portion 154 is coupled to the upper wall 150 and the lower
wall 152 of the upper side member reinforcement portion 140, the
bulkhead portion 154, 254 may stabilize the upper wall 150 and the
lower wall 152. Further, because the bulkhead portion 154 extends
in a direction transverse to the upper wall 150 and the lower wall
152, the bulkhead portion 154 may resist deflection of the upper
wall 150 and/or the lower wall 152 in the vehicle vertical
direction. By resisting deflection of the upper wall 150 and/or the
lower wall 152 in the vehicle vertical direction, the bulkhead
portion 154 may assist in maintaining the upper side member
reinforcement portion 140, and therefore, the upper side member
assembly 130, proximate to its original orientation. By maintaining
the upper side member assembly 130 in a position proximate to its
original orientation, the upper side member assembly 130 may absorb
more energy from the impact than when the upper side member
assembly 130 deflects away from the location of the impact.
[0064] In embodiments that do not include an upper side member
reinforcement portion 140, the bulkhead portion 254 may be coupled
to the upper wall 135 and the lower wall 137 of the upper side
member inner portion 133. Because the bulkhead portion 254 is
coupled to the upper wall 135 and the lower wall 137 of the upper
side member inner portion 133, the bulkhead portion 254 may
stabilize the upper wall 135 and the lower wall 137. Further,
because the bulkhead portion 254 extends in a direction transverse
to the upper wall 135 and the lower wall 137, the bulkhead portion
254 may resist deflection of the upper wall 135 and/or the lower
wall 137 in the vehicle vertical direction. By resisting deflection
of the upper wall 135 and/or the lower wall 137 in the vehicle
vertical direction, the bulkhead portion 254 may assist in
maintaining the upper side member inner portion 133, and therefore,
the upper side member assembly 230, proximate to its original
orientation. By maintaining the upper side member assembly 230 in a
position proximate to its original orientation, the upper side
member assembly 230 may absorb more energy from the impact than
when the upper side member assembly 230 deflects away from the
location of the impact.
[0065] Further, the upper side member assembly 130, 230 may
dissipate an amount of energy that corresponds to the energy
absorption capacity of the upper side member assembly 130, 230 when
the upper side member assembly 130 is maintained proximate to its
original orientation. Additionally the upper side member assembly
130, 230 may direct more energy to the A-pillar support 120 than
when the upper side member assembly 130, 230 deflects away from the
location of the impact. Accordingly, by maintaining the upper side
member assembly 130, 230 in a position proximate to its original
orientation, the bulkhead portion 154, 254 assists in distributing
energy from the impact from upper side member assembly 130, 230 to
the A-pillar support 120, which may subsequently be directed around
the cabin 108.
[0066] It should now be understood that vehicles according to the
present disclosure may include an upper side member reinforcement
portion. The upper side member reinforcement portion may maintain
the upper side member assemblies of the vehicle close to the
vehicle longitudinal direction, thereby maintaining the energy
absorption capacity of the upper side member assemblies so that
energy associated with the impact may be dissipated. According to
various embodiments, the upper side member reinforcement portions
may include additional elements that allow the upper side member
reinforcement portions to maintain the upper side member assemblies
close to the vehicle longitudinal direction and increase a buckling
resistance of the upper side member assemblies.
[0067] 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.
[0068] 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.
* * * * *