U.S. patent application number 15/404349 was filed with the patent office on 2018-07-12 for vehicle body structure.
This patent application is currently assigned to Nissan North America, Inc.. The applicant listed for this patent is Nissan North America, Inc.. Invention is credited to Patrick GRATTAN.
Application Number | 20180194400 15/404349 |
Document ID | / |
Family ID | 62782117 |
Filed Date | 2018-07-12 |
United States Patent
Application |
20180194400 |
Kind Code |
A1 |
GRATTAN; Patrick |
July 12, 2018 |
VEHICLE BODY STRUCTURE
Abstract
A vehicle body structure a front side member, a body attachment
structure fixed to the front side member and an off-center impact
structure. The off-center impact structure has a linearly shaped
first elongated member defining a first end portion, a mid-section
portion and a second end portion. The first end portion extends
through a first outboard opening into a hollow interior of the
front side member and is rigidly connected to the front side member
forward of the body attachment structure. The mid-section portion
is connected to an outboard wall of the front side member. The
second end portion extends in an outboard direction away from the
outboard wall such that in response to an impact event during an
off-center impact test the mid-section of the first elongated
member deforms with the second end portion moving rearward into
contact with the body attachment structure.
Inventors: |
GRATTAN; Patrick; (Wixom,
MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Nissan North America, Inc. |
Franklin |
TN |
US |
|
|
Assignee: |
Nissan North America, Inc.
|
Family ID: |
62782117 |
Appl. No.: |
15/404349 |
Filed: |
January 12, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D 21/07 20130101;
B62D 27/065 20130101; B62D 27/023 20130101; B62D 21/152
20130101 |
International
Class: |
B62D 21/15 20060101
B62D021/15; B62D 21/02 20060101 B62D021/02; B62D 27/06 20060101
B62D027/06; B62D 27/02 20060101 B62D027/02; B62D 21/05 20060101
B62D021/05; B62D 25/08 20060101 B62D025/08 |
Claims
1. A vehicle body structure comprising: a front side member having
a front end and a front-section extending rearward from the front
end, the front side member defining a hollow interior and extending
in a vehicle longitudinal direction, the front side member having
an outboard wall and an inboard wall with a first outboard opening
extending through the outboard wall to the hollow interior; a body
attachment structure attached to the outboard wall of the front
side member along the front-section rearward of the first outboard
opening and extending in an outboard direction from the front side
member; and an off-center impact structure having a first elongated
member that is linearly shaped defining a first end portion, a
mid-section portion and a second end portion, the first end portion
extending through the first outboard opening into the hollow
interior of the front side member and being rigidly connected to
the front side member forward of the body attachment structure, the
mid-section portion being connected to the front side member at a
location proximate the outboard wall, the second end portion
extending in an outboard direction away from the outboard wall of
the front side member such that in response to an impact event
during an off-center impact test the mid-section of the first
elongated member deforms with the second end portion moving
rearward into contact with the body attachment structure.
2. The vehicle body structure according to claim 1, wherein the
first elongated member extends in a direction that is perpendicular
to the front side member proximate the first outboard opening.
3. The vehicle body structure according to claim 1, wherein the
outboard wall of the front side member has a second outboard
opening that extends to the hollow interior of the front side
member and is located forward of the first outboard opening, and
the off-center impact structure has a second elongated member that
is linearly shaped defining a first end portion, a mid-section
portion and a second end portion, the first end portion extending
into the second outboard opening and into the hollow interior, the
mid-section portion being coupled to the front side member
proximate the second outboard opening and the second end portion
extending in an outboard direction from the front side member such
that in response to the impact event during the off-center impact
test the second elongated member deforms with the second end
portion of the second elongated member moving rearward into contact
with the first elongated member structure.
4. The vehicle body structure according to claim 3, wherein in a
non-impacted state the first elongated member is parallel to the
second elongated member.
5. The vehicle body structure according to claim 3, wherein in a
non-impacted state the first elongated member extends laterally
outboard from the front side member by a first distance, and in the
non-impacted state the second elongated member extends laterally
outboard from the front side member by a second distance that is
less than the first distance.
6. The vehicle body structure according to claim 3, further
comprising a front cross member attached to the front end of the
front side member having an outboard portion that extends from the
front side member forward of the off-center impact structure such
that in response to the impact event of the off-center impact test,
the outboard portion of the front cross member deforms contacting
the second elongated member.
7. The vehicle body structure according to claim 3, wherein the
inboard wall of the front side member defines a first inboard
opening aligned with the first outboard opening relative to a
lateral direction of the front side member with the first end
portion of the first elongated member being fixedly coupled to the
inboard wall proximate the first inboard opening; and the inboard
wall of the front side member defines a second inboard opening
aligned with the second outboard opening relative to the lateral
direction of the front side member with the first end portion of
the second elongated member being fixedly coupled to the inboard
wall proximate the second inboard opening
8. The vehicle body structure according to claim 7, further
comprising a first sleeve that extends through the first outboard
opening, the hollow interior and through the first inboard opening,
the first sleeve being fixedly attached to the outboard wall and
the inboard wall with the first end portion of the first elongated
member extending into the first sleeve, the first end portion of
the first elongated member being directly attached to the first
sleeve.
9. The vehicle body structure according to claim 8, wherein the
first sleeve is welded to the outboard wall and welded to the
inboard wall.
10. The vehicle body structure according to claim 8, wherein the
first end portion of the first elongated member is directly
attached to the first sleeve via removable fasteners.
11. The vehicle body structure according to claim 8, wherein the
first sleeve includes an end portion located outboard of the
outboard wall of the front side member, the end portion having a
recessed area along a rearward side of the first sleeve such that
during an off-center impact test the mid-section of the first
elongated member deforms in the vicinity of the recessed area of
the first sleeve.
12. The vehicle body structure according to claim 11, wherein the
recessed area of the end portion of the first sleeve includes a
curved surface located such that during an off-center impact test
the mid-section of the first elongated member deforms in the
vicinity of curved surface of the recessed area of the first
sleeve.
13. The vehicle body structure according to claim 8, further
comprising a second sleeve that extends through the second outboard
opening, the hollow interior and through the second inboard
opening, the second sleeve being fixedly attached to the outboard
wall and the inboard wall with the first end portion extending into
the second sleeve.
14. The vehicle body structure according to claim 13, wherein the
second sleeve is welded to the outboard wall and welded to the
inboard wall.
15. The vehicle body structure according to claim 13, wherein the
first end portion of the second elongated member is directly
attached to the second sleeve via removable fasteners.
16. The vehicle body structure according to claim 3, wherein the
off-center impact structure has a third elongated member fixedly
coupled to the outboard wall of the front side member adjacent to
and rearward of the body attachment structure such that in response
to the impact event of the off-center impact test the body
attachment structure deforms and moves into contact with the third
elongated member.
17. The vehicle body structure according to claim 16, wherein the
third elongated member has straight portion and a curved portion
defining an overall J-shape as viewed from above, the straight
portion being fixed to the outboard wall of the front side
member.
18. The vehicle body structure according to claim 17, wherein the
curved portion defines an end face perpendicular to the outboard
wall of the front side member, the end face facing a rearward
surface of the body attachment structure.
Description
BACKGROUND
Field of the Invention
[0001] The present invention generally relates to a vehicle
structure. More specifically, the present invention relates to an
off-center support structure attached to portions of a vehicle
frame that responds to and absorbs impact force during an
off-center impact test.
Background Information
[0002] Vehicle structures are routinely being redesigned to include
structural features that absorb impact forces in response to impact
events. Recently introduced impact event tests include an
off-center impact test (also referred to as a small overlap test)
where a vehicle is provided with velocity in a vehicle longitudinal
direction (forward momentum) such that a front corner of the
vehicle (approximately 25 percent of the overall width of the
vehicle) impacts a fixed, rigid barrier. FIGS. 1, 2 and 3
schematically show an example of a conventional vehicle C
undergoing an impact event with a fixed barrier B in accordance
with the off-center impact test.
[0003] FIG. 1 shows the conventional vehicle C approaching the
rigid barrier B in the off-center impact test. FIG. 2 shows the
conventional vehicle C just after initial impact with the rigid
barrier B showing initial deformation and forward momentum being
transformed into rotational displacement about the rigid barrier B.
FIG. 3 shows the conventional vehicle C undergoing further
deformation and rotation as a result of the impact event.
SUMMARY
[0004] One object of the disclosure is to provide a vehicle frame
with additional structural elements that absorb and redirect impact
energy during an off-center impact test.
[0005] In view of the state of the known technology, one aspect of
the present disclosure is to provide vehicle body structure with a
front side member, a body attachment structure and an off-center
impact structure. The front side member has a front end and a
front-section extending rearward from the front end. The front side
member defines a hollow interior and extends in a vehicle
longitudinal direction. The front side member has an outboard wall
and an inboard wall with a first outboard opening extending through
the outboard wall to the hollow interior. The body attachment
structure is attached to the outboard wall of the front side member
along the front-section rearward of the first outboard opening and
extends in an outboard direction from the front side member. The
off-center impact structure has a first elongated member that is
linearly shaped defining a first end portion, a mid-section portion
and a second end portion. The first end portion extends through the
first outboard opening into the hollow interior of the front side
member and is rigidly connected to the front side member forward of
the body attachment structure. The mid-section portion is connected
to the front side member at a location proximate the outboard wall.
The second end portion extends in an outboard direction away from
the outboard wall of the front side member such that in response to
an impact event during an off-center impact test, the mid-section
of the first elongated member deforms with the second end portion
moving rearward into contact with the body attachment
structure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] Referring now to the attached drawings which form a part of
this original disclosure:
[0007] FIG. 1 is a schematic view of a conventional moving vehicle
showing its response to a small overlap test where a front corner
of the vehicle is aligned with a fixed, rigid barrier for eventual
impact with the barrier;
[0008] FIG. 2 is another schematic view of the conventional vehicle
showing its response to the small overlap test at the beginning of
an impact event with the front corner of the conventional vehicle
impacting the barrier and beginning to undergo deformation;
[0009] FIG. 3 is still another schematic view of the conventional
vehicle showing its response to the small overlap test with the
conventional vehicle undergoing further deformation during the
impact event;
[0010] FIG. 4 is a schematic view of a moving vehicle being
subjected to a small overlap test where approximately 25 percent of
the front of the vehicle aligned with a fixed, rigid barrier for
eventual impact with the barrier in accordance with a first
embodiment;
[0011] FIG. 5 is another schematic view of the vehicle depicted in
FIG. 4 showing an initial response to the impact event of the small
overlap test with a front corner of the vehicle impacting the
barrier and beginning to undergo deformation in accordance with the
first embodiment;
[0012] FIG. 6 is still another schematic view of the vehicle
depicted in FIGS. 4 and 5 showing a subsequent response to the
impact event of the small overlap test with the moving vehicle
undergoing further deformation during the impact event in
accordance with the first embodiment;
[0013] FIG. 7 is a perspective view of the vehicle having an
off-center impact structure in accordance with the first
embodiment;
[0014] FIG. 8 is a bottom view (looking upward) of a frame from the
vehicle depicted in FIG. 7, showing two sets of the off-center
impact structures attached to respective a front side members at
either side of the frame in accordance with the first
embodiment;
[0015] FIG. 9 is a top view (looking downward) of a driver's side
portion of the frame depicted in FIG. 8, with the off-center impact
structure installed to the frame structure in accordance with the
first embodiment;
[0016] FIG. 10 is a perspective view of the driver's front side of
the frame and the off-center impact structure, showing details of
the off-center impact structure in accordance with the first
embodiment;
[0017] FIG. 11 is an exploded perspective view of the driver's
front side of the frame and the off-center impact structure,
showing details of the off-center impact structure in accordance
with the first embodiment;
[0018] FIG. 12 is a cross-sectional view of the frame and a portion
of the off-center impact structure taken along the line 12-12 in
FIG. 10, showing details of the portion of the off-center impact
structure in accordance with the first embodiment;
[0019] FIG. 13 is a cross-sectional view of the frame and a portion
of the off-center impact structure taken along the line 13-13 in
FIG. 10, showing details of a first sleeve and a first elongated
member of the off-center impact structure in accordance with the
first embodiment;
[0020] FIG. 14 is a cross-sectional view of the frame and the
portion of the off-center impact structure shown in FIG. 13,
showing the first elongated member of the off-center impact
structure in a deformed condition after an impact event in
accordance with the first embodiment;
[0021] FIG. 15 is a schematic view of the vehicle and the
off-center impact structure being subjected to a small overlap test
where approximately 25 percent of the front of the vehicle aligned
with the fixed, rigid barrier for eventual impact with the barrier
in accordance with the first embodiment;
[0022] FIG. 16 is another schematic view of the vehicle depicted in
FIG. 13 showing an initial response to the impact event of the
small overlap test with the off-center impact structure impacting
the barrier and beginning to undergo deformation in accordance with
the first embodiment;
[0023] FIG. 17 is still another schematic view of the vehicle
depicted in FIGS. 13 and 14 showing a subsequent response to the
impact event of the small overlap test with the off-center impact
structure undergoing further deformation during the impact event in
accordance with the first embodiment;
[0024] FIG. 18 is an exploded perspective view of a driver's front
side of the frame and an off-center impact structure in accordance
with a second embodiment; and
[0025] FIG. 19 is a bottom view of the driver's front side of the
frame and the off-center impact structure shown with deformation as
a result of an impact event in accordance with the second
embodiment.
DETAILED DESCRIPTION OF EMBODIMENTS
[0026] Selected embodiments will now be explained with reference to
the drawings. It will be apparent to those skilled in the art from
this disclosure that the following descriptions of the embodiments
are provided for illustration only and not for the purpose of
limiting the invention as defined by the appended claims and their
equivalents.
[0027] Referring initially to FIG. 4-10, a vehicle 10 is
illustrated in accordance with a first embodiment. The vehicle 10
is provided with an off-center impact structure 12 (shown in FIGS.
8-12) that is configured to absorb and re-direct forces during an
impact event such as an off-center impact test (also referred to as
a small overlap test) described further below.
[0028] The Insurance Institute for Highway Safety (IIHS) has
developed various tests where vehicles are provided with forward
velocity and impacted against fixed, rigid barriers, like the rigid
barrier B depicted in FIGS. 1-3. In the IIHS offset tests, the
conventional vehicle C is aimed at the rigid barrier B such that
approximately 25 percent of the front area of the conventional
vehicle C impacts the rigid barrier B. In other words, as indicated
in FIGS. 1-3, only a front corner of the conventional vehicle C
impacts the rigid barrier B. This IIHS test is also known as a
frontal offset, narrow offset, or small overlap test. In such
tests, a front bumper assembly of the conventional vehicle C is
either not impacted, or undergoes only limited contact with the
rigid barrier B during the impact event. Therefore, other
structures at the front of the conventional vehicle C impact the
rigid barrier B and absorb at least some of the kinetic energy
associated with the rapid deceleration of the vehicle C that
results from the impact event. When the vehicle C is provided with
velocity and impacts the rigid barrier B, the rapid deceleration of
the vehicle C transforms the kinetic energy associated with the
mass and velocity of the vehicle C into deformation of the vehicle
C and counter movement of the vehicle C. As is well known, kinetic
energy is a function of mass and velocity. During the small offset
test, the kinetic energy of the vehicle C is partially absorbed and
partially transformed into other forms of kinetic energy, such as
rotary motion. It should be understood that the kinetic energy
associated with the forward velocity of the vehicle C (and in the
description below) is transformed into an impacting force upon
impact due to the rapid deceleration of the vehicle C.
Consequently, hereinbelow, the terms impact force and impacting
force as used herein correspond to the kinetic energy applied to
the vehicle 10 during the small overlap test (the impact event), as
described below with respect to the various embodiments.
[0029] The test developed by the IIHS is represented schematically
in FIGS. 1-3. During the impact event, a variety of structures
undergo deformation. This deformation is not explicitly depicted in
FIGS. 2 and 3 with any degree of accuracy because such deformation
varies from conventional vehicle to conventional vehicle, depending
upon the overall design of the front structure of the conventional
vehicle C. Instead, in FIG. 3, the conventional vehicle C is
depicted with a generic degree of deformation as a result of the
impact event. However, the conventional vehicles tested by the IIHS
using the small overlap test have a relatively consistent response
in that during the impact event with the rigid barrier B, the rear
end R of the conventional vehicle C undergoes some rotation and
swings laterally away from the rigid barrier B, as indicated in
FIG. 3.
[0030] In other words, the forward velocity F.sub.F of the
conventional vehicle C as it moves is transformed upon impact with
the rigid barrier B. The velocity F.sub.F results in an equal and
opposite reaction force acting on the vehicle C as the vehicle C
suddenly decelerates. It is desirable to move the vehicle laterally
outward from the barrier and avoid unnecessary loading of the
dash-wall and/or A-pillar.
[0031] The force directing features of the off-center impact
structure 12 of the vehicle 10 as described hereinbelow are such
that during an impact event (such as a small overlap test), the
impact forces are absorbed and transmitted to various structures
within the vehicle 10, as shown in FIGS. 4, 5 and 6. Specifically,
in FIG. 4 the vehicle 10 is provided with a forward velocity
V.sub.F1 and is subjected to a small overlap test where
approximately 25 percent of the front of the vehicle is aligned
with the rigid barrier B. In FIG. 5 the vehicle 10 undergoes an
initial response to the impact event of the small overlap test with
a front corner of the vehicle impacting the barrier and beginning
to undergo deformation. Hence, the forward velocity V.sub.F1 is
reduced to a velocity V.sub.F2 with some of the impact energy
causing the vehicle 10 to move laterally with a velocity V.sub.L1,
as shown in FIG. 5. In FIG. 6, the vehicle 10 undergoes a
subsequent response to the impact event in that one or more of the
features of the off-center impact structure 12 has functioned
properly and caused the vehicle 10 to move laterally with the
forward velocity V.sub.F2 is reduced to a velocity V.sub.F3 and a
lateral velocity V.sub.L2 that is greater than the V.sub.L1. In
other words, the off-center impact structure 12 is configured to
absorb impact energy and direct that force to various portions of
the vehicle, and the off-center impact structure 12 is also
configured to move the vehicle 10 in a lateral direction away from
the barrier B.
[0032] It should be understood from the drawings and the
description herein, that during an impact event, such as the small
overlap test, the reaction forces experienced by the vehicle 10 as
it impacts the rigid barrier B are significant. These significant
reaction forces are exponentially greater than the forces the
structures of the vehicle 10 undergo during normal operating usage
of the vehicle 10. In other words, the impact events referred to
herein are intended as destructive tests. Further, the impact
events of the small overlap tests are configured such that the
vehicle 10 impacts the rigid barrier B at portions of the vehicle
10 outboard of some of the vehicle's structures (not a central area
of the vehicle 10), as described in greater detail below.
[0033] In the various embodiments described below, the vehicle 10
includes combinations of features of the off-center impact
structure 12 shown in FIGS. 9 and 10, and described further
below.
[0034] FIG. 7 shows one embodiment of the vehicle 10. In FIG. 7,
the vehicle 10 is depicted as a pickup truck that includes a body
structure 14 that defines, for example. an engine compartment 16, a
passenger compartment 18 and a cargo area 20. The body structure 14
is installed to and rests on a frame 22. The frame 22 is shown
removed from the vehicle 10 in FIGS. 8 and 9. Specifically, FIG. 8
shows the frame 22 with the off-center impact structure 12
installed thereto, and FIG. 9 shows only a front area of the frame
22 with the off-center impact structure 12 installed thereto.
[0035] In FIG. 7, the depicted pickup truck that defines the
vehicle 10 is a heavy-duty vehicle intended to haul large and/or
heavy materials. The frame 22 is therefore a rigid, strong
structure able to withstand heavy duty usage. However, it should be
understood from the drawings and the description herein, that the
frame 22 and the off-center impact structure 12 described below can
be configured for smaller vehicles or larger vehicles and is not
limited to usage in a heavy-duty vehicle such as the vehicle 10. In
other words, the off-center impact structure 12 can be used on any
size vehicle that includes a frame such as the frame 22 where the
body structure 14 attaches to and is supported by the frame 22. It
should also be understood from the drawings and description, that
the off-center impact structure 12 can also be employed with a
unibody vehicle. A unibody vehicle is a vehicle that does not
typically includes a separate frame such as the frame 22. Rather,
the unibody vehicle includes various structural elements welded
together. Elements of the unibody vehicle serve as frame elements
functionally equivalent to the elements of the frame 22. For
example, U.S. Pat. No. 8,870,267 assigned to Nissan North America,
discloses a unibody vehicle body structure. The front structural
support portions (30) disclosed in U.S. Pat. No. 8,870,267 are
basically vehicle side members, such as those of the frame 22
(described in greater detail below). U.S. Pat. No. 9,180,913, also
assigned to Nissan North America, also discloses a unibody vehicle
body structure and further discloses an engine cradle. The elements
of the off-center impact structure 12 can be installed to portions
of the unibody vehicle disclosed in U.S. Pat. No. 8,870,267 and
portions of the engine cradle of U.S. Pat. No. 8,870,267. Both U.S.
Pat. No. 8,870,267 and U.S. Pat. No. 9,180,913 are incorporated
herein by reference in their entirety. Since unibody vehicles are
conventional structures, further description is omitted for the
sake of brevity.
[0036] The off-center impact structure 12 is shown in FIGS. 8 and 9
installed to specific portions of the frame 22.
[0037] In FIG. 8 several directions relative to the frame 22 (and
the vehicle 10) are shown in order to define orientations of the
various features of the vehicle I 0 and the off-center impact
structure 12. Specifically, the vehicle 10 and the frame 22 define
a longitudinal center line C.sub.L that extends in a lengthwise
direction of the vehicle 10 along a central portion of the vehicle
10. At a left-hand side of FIG. 8, a forward direction F.sub.D is
indicated by the depicted arrow, and at a right-hand side of FIG. 8
a rearward direction R.sub.D is indicated by the depicted arrow. As
well, inboard directions I.sub.D and outboard directions O.sub.D
relative to the longitudinal center line C.sub.L are also shown in
FIG. 8.
[0038] As shown in FIG. 8, the frame 22 includes a front side
member 30, a second side member 32, a first cross-member 34, a
second cross-member 36 and a third cross-member 38 and a front
cross-member 40. FIG. 8 shows an underside of the frame 22. In
other words, the depiction of the frame 22 is taken from below the
frame 22 looking upward. The frame 22 is made of heavy gauge steel,
but can alternatively be made of other materials depending upon the
overall design of the vehicle 10. It should therefore be understood
that the front side member 30 extends along and under a driver's
side of the vehicle 10, and the second side member 32 extends along
and under a passenger's side of the vehicle 10.
[0039] The front side member 30 is an elongated beam (a first side
member) that has multiple contours and shapes. Specifically, the
front side member 30 has a front end 30a and a rear end 30b. The
front side member 30 also has a first portion 30c, a second portion
30d and a third portion 30e. The first portion 30c extends in the
rearward direction R.sub.D from the front end 30a to a location
proximate the second cross-member 36. The first portion 30c is
generally straight. The second portion 30d has a curved shape such
that just rearward of the first portion 30c, the second portion 30d
gradually curves in the outboard direction O.sub.D. The third
portion 30e is generally straight, but can include contours and
curves, depending upon the overall design of the vehicle 10.
[0040] Similarly, the second side member 32 is an elongated beam (a
second side member) that has multiple contours and shapes that are
symmetrical to the front side member 30. Specifically, the second
side member 32 has a front end 32a and a rear end 32b. The second
side member 32 also has a first portion 32c, a second portion 32d
and a third portion 32e. The first portion 32c extends in the
rearward direction RD from the front end 32a to a location
proximate the second cross-member 36. The first portion 32c is
generally straight. The second portion 32d has a curved shape such
that just rearward of the first portion 32c, the second portion 32d
gradually curves in the outboard direction O.sub.D.
[0041] The first portions 30c and 32c of the first and second side
members 30 and 32 are a first distance away from one another, and
the third portions 30e and 32e are a second distance away from one
another, with the second distance being greater than the first
distance.
[0042] The first and second side members 30 and 32 each include
body attachment structures 42 and 44 (also referred to as
attachment flanges). The body attachment structures 42 and 44 are
welded to the first and second side members 30 and 32 and are
dimensioned and shaped to attach to the body structure 14 of the
vehicle 10. The body attachment structures 42 extend from outboard
sides of the first portions 30c and 32c of the first and second
side members 30 and 32 forward of the first cross-member 34. The
body attachment structures 44 extend from outboard sides of the
second portions 30d and 32d of the first and second side members 30
and 32 rearward of the second cross-member 36.
[0043] Although not shown in FIG. 8, the third portions 30e and 32e
of the first and second side members 30 and 32 can also include
additional body attachment structures configured for attachment to
structures that define the cargo area 20 of the vehicle 10.
Further, the third portions 30e and 32e can be at the same level
above the ground as the first portions 30c and 32c, or can be
raised above the ground at a level higher that the first portions
30c and 32c, with the second portions 30d and 32d including an
upward curvature.
[0044] As shown in FIG. 8, each of the first portions 30c and 32c
of the first and second side members 30 and 32 further include
front suspension structures such as coil spring supports 46, first
suspension structures 48 and second suspension structures 50.
[0045] The coil spring supports 46 are rigidly fixed (i.e. welded)
to respective ones of the first and second side members 30 and 32.
The coil spring supports 46 are dimensioned and shaped to support
lower ends of front suspension coil springs in a conventional
manner. Since front suspension coil springs are conventional
structures, further description is omitted for the sake of
brevity.
[0046] The first suspension structures 48 are defined by pairs of
flanges welded to lower surfaces of the first and second side
members 30 and 32. Similarly, the second suspension structures 50
are defined by pairs of flanges welded to lower surfaces of the
first and second side members 30 and 32 rearward and spaced apart
from the first suspension structures 48. The first suspension
structures 48 are adjacent to or aligned with the first
cross-member 34. The second suspension structures 50 are adjacent
to or aligned with the second cross-member 36.
[0047] The first suspension structures 48 and the second suspension
structures 50 are configured to support a lower control arm (not
shown) for pivotal movement about pivot bolts 54. The lower control
arm is part of the steering and suspension structure of the vehicle
10. Since steering and suspension structures (and, in particular,
control arm structures) are conventional vehicle components,
further description is omitted for the sake of brevity.
[0048] The engine compartment 16 of the body structure 14 is
approximately located in the space above and between the first
portions 30c and 32c of the first and second side members 30 and
32. A front portion of the passenger compartment 18 is located in
the space above and between the second portions 30d and 32d of the
first and second side member rearward of the engine compartment 16.
The remainder of the passenger compartment 18 and the cargo area 20
of the body structure 14 are located above the third portions 30e
and 32e of the first and second side members 30 and 32.
[0049] As shown in FIGS. 8 and 9, the first cross-member 34 is
rigidly attached to the front side member 30 and rigidly attached
to the second side member 32. The first cross-member 34 can be
co-planar with the first and second side members 30 and 32, or can
be located above or below the first and second side members 30 and
32. The first cross-member 34 has a first end 34a, a second end 34b
and mid-section 34c that extends from the first end 34a to the
second end 34b. The first end 34a of the first cross-member is
fixed to the front side member 30.
[0050] In the depicted embodiment, the first cross-member 34
extends in a vehicle lateral direction from the first portion 30c
of the front side member 30 to the first portion 32c of the second
side member 30 at a location rearward of the front ends 30a and
32a. The first cross-member 34 is further rigidly fixed to each of
the front side member 30 and the second side member 32. As shown in
FIGS. 8 and 9, the first cross-member 34 extends perpendicular to
the first portion 30c of the front side member 30 and the first
portion 32c of the second side member 32.
[0051] The second end 34b of the first cross-member 34 is also
fixed to the second side member 32 in a manner consistent with the
attachment of the first end 34a to the front side member 30. Since
the attachment of the second end 34b to the second side member 32
is basically the same as the attachment of the first end 34a to the
front side member 30, further description of the attachment of the
first cross-member 34 to the second side member 32 is omitted for
the sake of brevity.
[0052] The second cross-member 36 extends in the vehicle lateral
direction and is rigidly fixed to areas of each of the front side
member 30 and the second side member 32 rearward of the first
cross-member 34. The second cross-member 36 can be welded to each
of the first portions 30c and 32c of the first and second side
members 30 and 32. However, the second cross-member 36 can be
attached to the first and second side members 30 and 32 via
mechanical fasteners (not shown).
[0053] An engine receiving space is defined in the area confined
between the first and second cross-members 30 and 32, and between
the first and second side members 34 and 36.
[0054] The third cross-member 38 extends between forward ends of
each of the third portions 30e and 32e of the first and second side
members 30 and 32. The third cross-member 38 is welded to each of
the first and second side members 30 and 32 and can serve as an
attachment structure for a rear portion of the body structure 14
(at a mid-portion of the passenger compartment 18), and/or can
serve as an attachment structure for the structure that defines the
cargo area 20.
[0055] The front cross-member 40 is welded or otherwise rigidly
fixed to the front ends 30a and 32a of the first and second side
members 30 and 32. A bumper structure (not shown) can be attached
to the front cross-member 40. Alternatively, the bumper structure
(not shown) can be attached to the front ends 30a and 32a of the
first and second side members 30 and 32 replacing the front
cross-member 40.
[0056] The front cross member 40 is attached to the front side
member 30 at or adjacent to the front end 30a of the front side
member 30. The front cross member 40 includes an outboard portion
40a that extends from the front side member 30 forward of the
off-center impact structure 12 in the outboard direction O.sub.D.
In response to an impact event of an off-center impact test, the
outboard portion 40a of the front cross member 40 deforms and can
contact a portion of the off-center impact structure 12, as
described in greater detail below.
[0057] A description of the off-center impact structure 12 is now
provided with specific reference to FIGS. 9-12. As is shown in FIG.
8, one of the off-center impact structures 12 is installed to the
front side member 30 and another one of the off-center impact
structures 12 is installed to the front side member 32. The two
off-center impact structures 12 are symmetrically arranged relative
to the longitudinal center line C.sub.1 of the vehicle 10. The two
off-center impact structures 12 are basically identical, except
that they are mirror images of one another. Consequently,
description of one of the off-center impact structures 12 applies
equally to the other. Therefore, only one of the off-center impact
structures 12 is described herein below for the sake of
brevity.
[0058] Each of the elements and structures that define the
off-center impact structure 12 is connected to, supported to and/or
directly attached to the front side member 30, as shown in FIGS. 9
and 10.
[0059] In the depicted embodiment as shown in FIG. 11, the front
side member 30 defines a hollow interior 60. The first portion 30c
(also referred to as the front-section) of the front side member 30
extends in a rearward direction from the front end 30a of the front
side member 30 in a vehicle longitudinal direction parallel to the
longitudinal center line C.sub.1. As shown in FIG. 12, the front
side member 30 has an outboard wall 62 and an inboard wall 64.
[0060] The outboard wall 62 defines a first outboard opening 66
(also referred to as a first forward outboard opening) that extends
through the outboard wall 62 and to the hollow interior 60. The
outboard wall 62 also defines a second outboard opening 68 (also
referred to as a second forward outboard opening) that extends
through the outboard wall 62 and to the hollow interior 60. The
second outboard opening 68 is forward of the first outboard opening
68, such that the first outboard opening 68 is located between the
second outboard opening and the body attachment structure 42. The
outboard wall 62 also includes a rearward outboard opening 70 that
extend through the outboard wall 62 and to the hollow interior 60.
The rearward outboard opening 70 is located adjacent to and
rearward of the body attachment structure 42.
[0061] The inboard wall 64 of the front side member 30 defines a
first inboard opening 72 (also referred to as the first forward
inboard opening) that is aligned with the first outboard opening 66
relative to the inboard direction I.sub.D and the outboard
direction O.sub.D (lateral directions) of the front side member 30.
The inboard wall 64 of the front side member 30 has a second
inboard opening 74 (also referred to as a second forward inboard
opening) aligned with the second outboard opening 68. The inboard
wall 64 also includes a rearward inboard opening 76 that extend
through the inboard wall 64 and to the hollow interior 60. The
rearward inboard opening 76 is aligned with the rearward opening 70
and is also located rearward of the body attachment structure
42.
[0062] As shown in FIGS. 9-11, the first outboard opening 66 and
the first inboard forward opening 72 are located forward of the
body attachment structure 42. Further, the second outboard opening
68 and the second inboard opening 74 are located forward of the
first outboard opening 66 and the first inboard forward opening 72.
The body attachment structure 42 is attached to the outboard wall
62 of the front side member 30 along the front portion 32 (the
front-section) rearward of the first outboard opening 66 via, for
example, welding techniques.
[0063] The off-center impact structure 12 basically includes the
body attachment structures 42, a first sleeve 78, a second sleeve
80, a first elongated member 84, a second elongated member 86 and a
rearward elongated member 88. As described below, each of the body
attachment structures 42, the first sleeve 78, the second sleeve
80, the first elongated member 84, the second elongated member 86
and the rearward elongated member 88 is connected to, supported to
and/or directly attached to the front side member 30, as shown in
FIGS. 9 and 10.
[0064] As shown in FIGS. 8-11, the body attachment structure 42 is
directly attached to the outboard wall 62 of the front side member
30 along the front-section 30c rearward of the first outboard
opening 66. The body attachment structure 42 extends in the
outboard direction O.sub.D from the front side member 30. The body
attachment structure 42 includes attachment flanges 42a that are
welded to the outboard wall 62 of the front side member 30. The
flanges 42a have an overall height that is approximately equal to
or slightly less than an overall height of the outboard wall 62 of
the front side member 30, as shown in FIG. 11. The body attachment
structure 42 also includes a skirt or wall 42b that curves around
an outer periphery of the body attachment structure 42 and further
extends to the flanges 42a. More specifically, the wall 42b has an
overall height that is constant around the body attachment
structure 42. The overall height of the wall 42b is approximately
equal to the height of each of the flanges 42a.
[0065] As shown in FIGS. 9-12, the first sleeve 78 is a hollow beam
member with open ends that expose a hollow interior of the first
sleeve 78. The first sleeve 78 is inserted through the first
outboard opening 66 through the hollow interior 60 and to the first
inboard opening 72 of the front side member 30. A portion 78a of
the first sleeve 78 extends laterally outward in the outboard
direction O.sub.D from the outboard wall 62. The first sleeve 78
basically defines a tunnel through the front side member 30. The
first sleeve 78, like the front side member 30, is preferably made
of a metallic material such as steel and is fixedly attached to the
outboard wall 62 and the inboard wall 64. For example, the first
sleeve 78 can be welded to the outboard wall 62 and welded to the
inboard wall 64, but can alternatively be attached to the front
side member 30 via mechanical fasteners.
[0066] As shown in FIG. 13, the portion 78a of the first sleeve 78
that extends laterally outward from the outboard wall 62 includes a
recessed area 78b. A rearward edge of the recessed area 78b of the
first sleeve 78 includes a beveled or curved surface 78c. As is
described further below (and shown in FIG. 14) the curved surface
78c is provided to guide deformation of the first elongated member
84 during an impact event of a small overlap test.
[0067] The second sleeve 80 is also a hollow beam member with open
ends that expose a hollow interior of the second sleeve 80. The
second sleeve 80 is inserted through the second outboard opening 68
through the hollow interior 60 and to the second inboard opening 74
of the front side member 30. A portion of the second sleeve 80
extends laterally outward in the outboard direction O.sub.D from
the outboard wall 62. The second sleeve 80 basically defines a
tunnel through the front side member 30 that is parallel to and
forward relative to the tunnel defined by the first sleeve 78. The
second sleeve 80 is preferably made of a metallic material such as
steel and is fixedly attached to the outboard wall 62 and the
inboard wall 64. For example, the second sleeve 80 can be welded to
the outboard wall 62 and welded to the inboard wall 64, but can
alternatively be attached to the front side member 30 via
mechanical fasteners.
[0068] As shown in FIG. 11, the first elongated member 84 is
linearly shaped defines a first end portion 84a, a mid-portion 84b
(mid-section or mid-section portion) and a second end portion 84c.
The first end portion 84a of the first elongated member 84 extends
through the first outboard opening 66 into the hollow interior of
the front side member 30. The first elongated member 84 is rigidly
connected to the front side member 30 forward of the body
attachment structure 42. The mid-portion 84b is connected to the
front side member 30 (via the first sleeve 78) at a location
proximate the outboard wall 62. The second end portion 84c extends
in the outboard direction O.sub.D away from the outboard wall 62 of
the front side member 30 such that in response to an impact event
during an off-center impact test the mid-portion 84b of the first
elongated member 84 deforms with the second end portion 84c moving
rearward into contact with the body attachment structure 42.
[0069] The first end portion 84a of the first elongated member 84
is inserted into the hollow interior of the first sleeve 78 and is
fixedly thereto via removable fasteners F.sub.1 and/or via welding
techniques. Since the first end portion 84a is fixed to the first
sleeve 78, the first end portion 84a of the first elongated member
84 is connected to the inboard wall 64 proximate the first inboard
opening 72. As shown in FIG. 15, the first elongated member 78
extends laterally outboard from the front side member 30 by a first
distance D.sub.1 in a direction that is perpendicular to that
portion of the front side member 30 proximate the first outboard
opening 66.
[0070] As also shown in FIG. 11, the second elongated member 86 is
linearly shaped defines a first end portion 86a, a mid-portion 86b
(mid-section or mid-section portion) and a second end portion 86c.
The first end portion 86a of the second elongated member 86 extends
through the second outboard opening 68 into the hollow interior of
the front side member 30. The second elongated member 86 is rigidly
connected to the front side member 30 forward of the body
attachment structure 42 and the first elongated member 84. The
mid-portion 86b is connected to the front side member 30 (via the
second sleeve 80) at a location proximate the outboard wall 62. The
second end portion 86c extends in the outboard direction O.sub.D
away from the outboard wall 62 of the front side member 30 such
that in response to an impact event during an off-center impact
test the mid-portion 86b of the second elongated member 86 deforms
with the second end portion 86c moving rearward into contact with
the first elongated member 84.
[0071] More specifically, the first end portion 86a of the second
elongated member 86 is inserted into the hollow interior of the
second sleeve 80 and is fixedly thereto via removable fasteners
F.sub.1 and/or via welding techniques. Since the first end portion
86a is fixed to the second sleeve 80, the first end portion 86a of
the second elongated member 86 is connected to the inboard wall 64
proximate the second inboard opening 74. As shown in FIG. 15, the
second elongated member 86 extends laterally outboard from the
front side member 30 by a second distance D.sub.2 in a direction
that is perpendicular to that portion of the front side member 30
proximate the second outboard opening 68. The first distance
D.sub.1 is greater than the distance D.sub.2. In a non-impacted
state the first elongated member 84 and the second elongated member
86 are parallel to one another.
[0072] As is also shown in FIG. 15, the body attachment structure
42 extends laterally outboard from the front side member 30 by a
third distance D.sub.3 in a direction that is perpendicular to the
adjacent portion of the front side member 30. The first distance
D.sub.1 is greater than the distance D.sub.2, and the second
distance D.sub.2 is greater than the third distance D.sub.3. In a
non-impacted state the first elongated member 84, the second
elongated member 86 and the body attachment structure 42 are all
parallel to one another.
[0073] The rearward elongated member 88 (also referred to as third
elongated member or simply the elongated member). The rearward
elongated member 88 includes straight portion 88a and a curved
portion 88b that together defining an overall J-shape as viewed
from above in FIGS. 9 and 15. The straight portion 88a extends in a
direction that is perpendicular to the front side member 30. The
straight portion 88a is inserted into the rearward outboard opening
70, into the hollow interior 60 and through the rearward inboard
opening 76. The straight portion 88a is fixed to both the outboard
wall 62 and the inboard wall 64 of the front side member 30 by, for
example, welding techniques. Alternatively, as described below in a
second embodiment, a third sleeve can be installed to the front
side member 30 for installing and supporting the rearward elongated
member 88. The curved portion 88b has a flat end surface 88c that
faces a rearward side of the body support structure 42.
[0074] The third elongated member 88 is fixedly coupled to the
outboard wall 62 of the front side member 30 adjacent to and
rearward of the body attachment structure 42. Specifically, the
third elongated member 88 is spaced apart from and rearward of the
body attachment structure 42 in the non-impacted state. In response
to the impact event of the off-center impact test the body
attachment structure 42 can deform and move into contact with the
flat end surface 88c of the third elongated member 88 transferring
impact energy from the body attachment structure 42 to the third
elongated member 88. In the non-impacted state, as shown in FIGS. 9
and 15, the flat end surface 88c is perpendicular to the outboard
wall 62 of the front side member 30. Further, the flat end surface
88c faces the rearward surface of the body attachment structure 42,
and the flat end surface 88c is parallel to the adjacent rearward
surface of the body attachment structure 42.
[0075] The rearward elongated member 88 extends outboard away from
the outboard wall 62 of the front side member 30 by a distance that
is less than each of the first, second and third distances D.sub.1,
D.sub.2 and D.sub.3.
[0076] As shown in FIGS. 15-17, the off-center impact structure 12
can be configured to provide various responses to an impact event
during an off-center overlap test. First, during an impact event of
a small overlap impact test, the vehicle 10 is moved toward the
barrier B at a predetermined velocity (FIG. 15). Initially, the
barrier B can impact the outboard portion 40a of the front
cross-member 40 of the frame 22 (FIG. 16). The outboard portion 40a
is configured to bend or otherwise deform, moving into contact with
the second elongated member 86 and absorbing impact energy as a
result of bending and/or deformation. As shown in FIG. 17,
subsequent contact with the barrier B can cause the second
elongated member 86 to deform and move into contact with the first
elongated member 84. As a result of the above contact with the
outboard portion 40a, the second elongated member 86 and/or the
first elongated member 84, the impacting between the off-center
impact structure 12 of the vehicle 10 and the barrier B in the
small overlap impact test causes the vehicle 10 to be pushed
laterally away from the barrier B, as shown in FIGS. 4-6.
[0077] Further, depending upon the velocity of the vehicle 10
during the impact event of the small overlap impact test, the
barrier B and the first elongated member 84 can make contact, as
shown in FIG. 17. As the impact event continues (milli-seconds
later) as shown in FIG. 17, the impact force of the impact event
acting on the off-center impact structure 12 can cause the first
elongated member 84 to deform about the curved surface 78c of the
first sleeve 78, with continuing deformation causing the first
elongated member 84 to contact the body attachment structure
42.
[0078] Impact energy absorbed by the body attachment structure 42
is transferred to the front side member 30 of the frame 22, and
also to the body structure 14, which is directly fixedly attached
to the body attachment structure 42 via removable fasteners (not
shown). If there is sufficient impact energy during the impact
event, it is also possible for the body attachment structure 42 to
deform and move rearward into contact with the rearward elongated
member 88. Contact between the body attachment structure 42 and the
rearward elongated member 88 provides further absorption of impact
energy that is transferred to the frame 22 via the rearward
elongated member 88. Further, if the impact energy is sufficient to
cause deformation of the rearward elongated member 88, the
deformation of the rearward elongated member 88 absorbs a portion
of the impact energy and limits or restricts overall deformation
movement of the body attachment structure 88.
[0079] It should be understood from the drawings and the
description herein, that the off-center impact structure 12 can be
configured in any of a variety of ways. For example, it is possible
to eliminate one, or both of the first elongated member 84 and the
second elongated member 86 and utilize only the body attachment
structure 42 and the rearward elongated member 88 to absorb and
transmit impact energy to the frame 22 and the body structure 14
(which is directly fixedly attached to the body attachment
structure 42). Alternatively, the off-center impact structure 12
can include only the first elongated member 84, the second
elongated member 86 and the body attachment structure 42,
eliminating the rearward elongated member 88. Still further, the
off-center impact structure 12 can be configured with only the
first elongated member 84, the body attachment structure 42 and the
rearward elongated member 88 eliminating the second elongated
member 86.
Second Embodiment
[0080] Referring now to FIGS. 18 and 19, an off-center impact
structure 12' in accordance with a second embodiment will now be
explained. In view of the similarity between the first and second
embodiments, the parts of the second embodiment that are identical
to the parts of the first embodiment will be given the same
reference numerals as the parts of the first embodiment. Moreover,
the descriptions of the parts of the second embodiment that are
identical to the parts of the first embodiment may be omitted for
the sake of brevity. The parts of the second embodiment that differ
from the parts of the first embodiment will be indicated with a
single prime (').
[0081] In the second embodiment, the off-center impact structure
12' includes many of the features and structures described above
with reference to the first embodiment. For example, the off-center
impact structure 12' includes various openings in the front side
member 30, the first sleeve 78, the second sleeve 80, the first
elongated member 84, the second elongated member 86 and the
rearward elongated member 88.
[0082] However, in the second embodiment, the body attachment
structure 42 is replaced with a modified body attachment structure
42'. The body attachment structure 42' includes openings used to
connect to and support the body structure 14, but has an overall
length measured from the front side member 30 to a distal end of
the body attachment structure 42' that is a modified third distance
D.sub.3'. The third distance D.sub.3' is greater than the first,
second and thirds distance D.sub.1, D.sub.2, and D.sub.3 described
above with respect to the first embodiment. Consequently, as shown
in FIG. 19, the body attachment structure 42' is longer than the
first elongated member 84.
[0083] As well, the off-center impact structure 12' includes an
optional third sleeve 90 that is inserted into the rearward
outboard opening 70, the hollow interior 60 and the rearward
inboard opening 76 of the front side member 30. The third sleeve 90
can be employed in the first embodiment in combination with the
body attachment structure 42, or can be used in the second
embodiment with the body attachment structure 42'. The third sleeve
90 is rigidly fixed to the front side member 30 by, for example.
welding to the outboard wall 62 and the outboard wall 64 of the
front side member 30. The third sleeve 90 is therefore attached to
the front side member 30 in a manner consistent with the attachment
of the first and second sleeves 78 and 80 to the front side member
30, as depicted in FIG. 12 and described above with respect to the
first embodiment.
[0084] The rearward elongated member 88 is inserted into the third
sleeve 90 and attached thereto by fasteners (not shown) in a manner
consistent with the attachment of the first and second elongated
members 84 and 96 to corresponding ones of the first and second
sleeves 78 and 80, as depicted in FIGS. 9, 10 and 12 and described
above with respect to the first embodiment.
[0085] The vehicle body structure 14 and elements of the frame 22
(other than the off-center impact structure 12) are conventional
components that are well known in the art. Since these elements and
structures are well known in the art, these structures will not be
discussed or illustrated in detail herein. Rather, it will be
apparent to those skilled in the art from this disclosure that the
components can be any type of structure and/or programming that can
be used to carry out the present invention.
GENERAL INTERPRETATION OF TERMS
[0086] In understanding the scope of the present invention, the
term "comprising" and its derivatives, as used herein, are intended
to be open ended terms that specify the presence of the stated
features, elements, components, groups, integers, and/or steps, but
do not exclude the presence of other unstated features, elements,
components, groups, integers and/or steps. The foregoing also
applies to words having similar meanings such as the terms,
"including", "having" and their derivatives. Also, the terms
"part," "section," "portion," "member" or "element" when used in
the singular can have the dual meaning of a single part or a
plurality of parts. Also, as used herein to describe the above
embodiments, the following directional terms "forward", "rearward",
"above", "downward", "vertical", "horizontal", "below" and
"transverse" as well as any other similar directional terms refer
to those directions of a vehicle equipped with the vehicle body
structure. Accordingly, these terms, as utilized to describe the
present invention should be interpreted relative to a vehicle
equipped with the vehicle body structure.
[0087] The term "configured" as used herein to describe a
component, section or part of a device includes mechanical
structures that are constructed to carry out the desired
function.
[0088] The terms of degree such as "substantially", "about" and
"approximately" as used herein mean a reasonable amount of
deviation of the modified term such that the end result is not
significantly changed.
[0089] While only selected embodiments have been chosen to
illustrate the present invention, it will be apparent to those
skilled in the art from this disclosure that various changes and
modifications can be made herein without departing from the scope
of the invention as defined in the appended claims. For example,
the size, shape, location or orientation of the various components
can be changed as needed and/or desired. Components that are shown
directly connected or contacting each other can have intermediate
structures disposed between them. The functions of one element can
be performed by two, and vice versa. The structures and functions
of one embodiment can be adopted in another embodiment. It is not
necessary for all advantages to be present in a particular
embodiment at the same time. Every feature which is unique from the
prior art, alone or in combination with other features, also should
be considered a separate description of further inventions by the
applicant, including the structural and/or functional concepts
embodied by such features. Thus, the foregoing descriptions of the
embodiments according to the present invention are provided for
illustration only, and not for the purpose of limiting the
invention as defined by the appended claims and their
equivalents.
* * * * *