U.S. patent application number 15/461730 was filed with the patent office on 2018-09-20 for vehicle front structure with splayed variable gage rail tip.
The applicant listed for this patent is James V. Legray, Bryan G. Mrozinski, Adrian J. Purvis, Scott E. Zilincik. Invention is credited to James V. Legray, Bryan G. Mrozinski, Adrian J. Purvis, Scott E. Zilincik.
Application Number | 20180265132 15/461730 |
Document ID | / |
Family ID | 61906843 |
Filed Date | 2018-09-20 |
United States Patent
Application |
20180265132 |
Kind Code |
A1 |
Legray; James V. ; et
al. |
September 20, 2018 |
VEHICLE FRONT STRUCTURE WITH SPLAYED VARIABLE GAGE RAIL TIP
Abstract
A vehicle front structure includes side rails, rail tips, and a
tension member. The side rails extend longitudinally in a front
portion of the vehicle on left and right sides of a central
longitudinal axis of the vehicle. The rail tips have a plurality of
flat walls that define a hollow polygonal body disposed about a tip
axis. The rail tips have proximal and distal ends. The proximal end
is fixedly coupled to a forward terminal end of the side rail
inboard of an outer quarter of a total vehicle width. The rail tip
extends outboard and forward such that the distal end is disposed
within the outer quarter. The flat walls have a forward wall
thickness that is less than a rearward wall thickness. The tension
member is fixedly coupled to the distal ends and spans laterally
therebetween.
Inventors: |
Legray; James V.; (Lake
Orion, MI) ; Mrozinski; Bryan G.; (Saginaw, MI)
; Purvis; Adrian J.; (Rochester Hills, MI) ;
Zilincik; Scott E.; (Troy, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Legray; James V.
Mrozinski; Bryan G.
Purvis; Adrian J.
Zilincik; Scott E. |
Lake Orion
Saginaw
Rochester Hills
Troy |
MI
MI
MI
MI |
US
US
US
US |
|
|
Family ID: |
61906843 |
Appl. No.: |
15/461730 |
Filed: |
March 17, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D 27/02 20130101;
B60R 19/34 20130101; B62D 25/08 20130101; B62D 21/152 20130101;
B62D 21/02 20130101 |
International
Class: |
B62D 21/15 20060101
B62D021/15; B62D 21/02 20060101 B62D021/02; B62D 25/08 20060101
B62D025/08 |
Claims
1. A vehicle front structure comprising: a left side rail extending
longitudinally in a front portion of the vehicle on a left side of
a central longitudinal axis of the vehicle; a left rail tip having
a plurality of flat walls defining a hollow polygonal body disposed
about a left tip axis, the left rail tip having a proximal end and
a distal end, the proximal end of the left rail tip being fixedly
coupled to a forward terminal end of the left side rail, the
proximal end of the left rail tip being disposed inboard of an
outer left quarter of a total width of the vehicle, the left rail
tip extending outboard and forward from the proximal end to the
distal end of the left rail tip, the distal end of the left rail
tip being disposed within the outer left quarter of the total width
of the vehicle, each of the flat walls of the left rail tip having
a forward wall thickness at the distal end of the left rail tip and
a rearward wall thickness at the proximal end of the left rail tip,
the forward wall thickness of the flat walls of the left rail tip
being less than the rearward wall thickness of the flat walls of
the left rail tip; a right side rail extending longitudinally in
the front portion of the vehicle on a right side of the central
longitudinal axis of the vehicle; a right rail tip having a
plurality of flat walls defining a hollow polygonal body disposed
about a right tip axis, the right rail tip having a proximal end
and a distal end, the proximal end of the right rail tip being
fixedly coupled to a forward terminal end of the right side rail,
the proximal end of the right rail tip being disposed inboard of an
outer right quarter of the total width of the vehicle, the right
rail tip extending outboard and forward from the proximal end to
the distal end of the right rail tip, the distal end of the right
rail tip being disposed within the outer right quarter of the total
width of the vehicle, each of the flat walls of the right rail tip
having a forward wall thickness at the distal end of the right rail
tip and a rearward wall thickness at the proximal end of the right
rail tip, the forward wall thickness of the flat walls of the right
rail tip being less than the rearward wall thickness of the flat
walls of the right rail tip; and a tension member fixedly coupled
to the distal ends of the left and right rail tips and spanning
laterally therebetween.
2. The vehicle front structure of claim 1, wherein each of the flat
walls of the left rail tip has wall thickness that gradually tapers
from the proximal end to the distal end of the left rail tip,
wherein each of the flat walls of the right rail tip has wall
thickness that gradually tapers from the proximal end to the distal
end of the right rail tip.
3. The vehicle front structure of claim 1, wherein the proximal
ends of the left and right rail tips are received in a
corresponding one of the forward terminal ends of the left and
right side rails.
4. The vehicle front structure of claim 3, wherein the proximal end
of the left rail tip and the forward terminal end of the left side
rail have coaxial octagonal cross-sections, wherein the proximal
end of the right rail tip and the forward terminal end of the right
side rail have coaxial octagonal cross-sections.
5. The vehicle front structure of claim 1, wherein the hollow
polygonal body of the left rail tip has an octagonal cross-section
disposed coaxial about the left tip axis, wherein the hollow
polygonal body of the right rail tip has an octagonal cross-section
disposed coaxial about the right tip axis.
6. The vehicle front structure of claim 1, wherein the left rail
tip and the right rail tip are devoid of crush beads.
7. The vehicle front structure of claim 1, further comprising a
left tip plate and a right tip plate, the left tip plate fixedly
attached to the distal end of the left rail tip, the left tip plate
being perpendicular to the central longitudinal axis of the
vehicle, the right tip plate fixedly attached to the distal end of
the right rail tip, the right tip plate being perpendicular to the
central longitudinal axis of the vehicle.
8. The vehicle front structure of claim 7, wherein the left tip
plate has a planar rear facing surface that abuts the distal end of
the left rail tip at a plane that is perpendicular to the central
longitudinal axis of the vehicle, wherein the right tip plate has a
planar rear facing surface that abuts the distal end of the right
rail tip at the front plane.
9. The vehicle front structure of claim 1, further comprising a
bracket fixedly mounted to at least one of the flat walls of the
left rail tip.
10. The vehicle front structure of claim 9, wherein the at least
one of the flat walls of the left rail tip has a localized wall
thickness where the bracket is mounted, the localized wall
thickness being thinner than an adjacent wall thickness of the at
least one of the flat walls, the adjacent wall thickness being
immediately forward of the localized wall thickness.
11. The vehicle front structure of claim 1, wherein the flat walls
of the left rail tip have a constant thickness taken about a
cross-section perpendicular to the left tip axis, wherein the flat
walls of the right rail tip have a constant thickness taken about a
cross-section perpendicular to the right tip axis.
12. The vehicle front structure of claim 1, wherein the left tip
axis forms an angle with the central longitudinal axis that is
between 19.degree.-25.degree., wherein the right tip axis forms an
angle with the central longitudinal axis that is between
19.degree.-25.degree..
13. The vehicle front structure of claim 1, wherein the left and
right tip axes are parallel to a level ground surface when the
vehicle is positioned for operation on the level ground surface.
Description
FIELD
[0001] The present disclosure relates to a vehicle having a front
structure with a splayed variable gage rail tip.
BACKGROUND
[0002] This section provides background information related to the
present disclosure which is not necessarily prior art.
[0003] Vehicles conventionally have an internal body structure
including a pair of rails extending longitudinally along the front
of the vehicle and on opposite sides of the vehicle's power plant
(e.g. engine). A bumper typically extends along the front of the
vehicle, between the two rails. The rails typically support the
power plant and any number of vehicle components or body panels.
The bumper and rails are conventionally designed to absorb some of
the forces that can occur during an impact event by deforming. The
degree and location of such deformation can determine the
trajectory of the vehicle during and after the impact event, and
can influence the forces experienced by vehicle occupants. One type
of impact event is known as a narrow offset impact (i.e., the IIHS
small overlap crash test) where only the outer 25% of the vehicle's
width is impacted by a rigid object (e.g., a barrier, wall, or
vehicle) during the impact event. Another type of impact event is
known as a flat frontal impact where the entire front of the
vehicle impacts a flat, rigid object (e.g., a barrier, wall, or
vehicle) during the impact event. Yet another type of impact event
is known as a frontal oblique impact event where a movable,
deformable object (e.g., a movable deformable barrier, or a
vehicle) impacts the front corner of the vehicle at an angle
relative to the vehicle.
SUMMARY
[0004] This section provides a general summary of the disclosure,
and is not a comprehensive disclosure of its full scope or all of
its features.
[0005] In accordance with an aspect of the present disclosure, a
vehicle having a front structure including a left side rail, a left
rail tip, a right side rail, a right rail tip, and a tension
member. The left side rail extends longitudinally in a front
portion of the vehicle on a left side of a central longitudinal
axis of the vehicle. The left rail tip has a plurality of flat
walls that define a hollow polygonal body disposed about a left tip
axis. The left rail tip has a proximal end and a distal end. The
proximal end of the left rail tip is fixedly coupled to a forward
terminal end of the left side rail. The proximal end of the left
rail tip is disposed inboard of an outer left quarter of a total
width of the vehicle. The left rail tip extends outboard and
forward from the proximal end to the distal end of the left rail
tip. The distal end of the left rail tip is disposed within the
outer left quarter of the total width of the vehicle. Each of the
flat walls of the left rail tip has a forward wall thickness at the
distal end and a rearward wall thickness at the proximal end. The
forward wall thickness of the flat walls of the left rail tip is
less than the rearward wall thickness of the flat walls of the left
rail tip. The right side rail extends longitudinally in the front
portion of the vehicle on a right side of the central longitudinal
axis of the vehicle. The right rail tip has a plurality of flat
walls defining a hollow polygonal body disposed about a right tip
axis. The right rail tip has a proximal end and a distal end. The
proximal end of the right rail tip is fixedly coupled to a forward
terminal end of the right side rail. The proximal end of the right
rail tip is disposed inboard of an outer right quarter of the total
width of the vehicle. The right rail tip extends outboard and
forward from the proximal end to the distal end of the right rail
tip. The distal end of the right rail tip is disposed within the
outer right quarter of the total width of the vehicle. Each of the
fiat walls of the right rail tip has a forward wall thickness at
the distal end of the right rail tip and a rearward wall thickness
at the proximal end of the right rail tip. The forward wall
thickness of the flat walls of the right rail tip is less than the
rearward wall thickness of the flat walls of the right rail tip.
The tension member is fixedly coupled to the distal ends of the
left and right rail tips and spans laterally therebetween.
[0006] In accordance with an aspect of the present disclosure, each
of the flat walls of the left rail tip has an intermediate wall
thickness between the forward and rearward wall thicknesses, the
intermediate wall thickness of the flat walls of the left rail tip
has an overall trend of narrowing from the proximal end to the
distal end of the left rail tip. Each of the flat walls of the
right rail tip has an intermediate wall thickness between the
forward and rearward wall thickness. The intermediate wall
thickness of the flat walls of the right rail tip has an overall
trend of narrowing from the proximal end to the distal end of the
right rail tip.
[0007] In accordance with an aspect of the present disclosure, the
proximal ends of the left and right rail tips are received in a
corresponding one of the forward terminal ends of the left and
right side rails.
[0008] In accordance with an aspect of the present disclosure, the
proximal end of the left rail tip and the forward terminal end of
the left side rail have coaxial octagonal cross-sections. The
proximal end of the right rail tip and the forward terminal end of
the right side rail have coaxial octagonal cross-sections.
[0009] In accordance with an aspect of the present disclosure, the
hollow polygonal body of the left rail tip has an octagonal
cross-section disposed coaxial about the left tip axis. The hollow
polygonal body of the right rail tip has an octagonal cross-section
disposed coaxial about the right tip axis.
[0010] In accordance with an aspect of the present disclosure, the
left and right rail tips are devoid of crush beads.
[0011] In accordance with an aspect of the present disclosure, the
vehicle front structure further includes a left tip plate and a
right tip plate. The left tip plate is fixedly attached to the
distal end of the left rail tip. The left tip plate is
perpendicular to the central longitudinal axis of the vehicle. The
right tip plate is fixedly attached to the distal end of the right
rail tip. The right tip plate is perpendicular to the central
longitudinal axis of the vehicle.
[0012] In accordance with an aspect of the present disclosure, the
left tip plate has a planar rear facing surface that abuts the
distal end of the left rail tip at a front plane that is
perpendicular to the central longitudinal axis of the vehicle. The
right tip plate has a planar rear facing surface that abuts the
distal end of the right rail tip at the front plane.
[0013] In accordance with an aspect of the present disclosure, the
vehicle front structure further includes a bracket fixedly mounted
to at least one of the flat walls of the left rail tip.
[0014] In accordance with an aspect of the present disclosure, the
at least one of the flat walls of the left rail tip has a localized
wall thickness where the bracket is mounted. The localized wall
thickness is thinner than an adjacent wall thickness of the at
least one of the flat walls, the adjacent wall thickness being
immediately forward of the localized wall thickness.
[0015] In accordance with an aspect of the present disclosure, the
flat walls of the left rail tip have a constant thickness taken
about a cross-section perpendicular to the left tip axis. The flat
walls of the right rail tip have a constant thickness taken about a
cross-section perpendicular to the right tip axis.
[0016] In accordance with an aspect of the present disclosure, the
left tip axis forms an angle with the central longitudinal axis
that is between 19.degree.-25.degree.. The right tip axis forms an
angle with the central longitudinal axis that is between
19.degree.-25.degree..
[0017] In accordance with an aspect of the present disclosure, the
left and right tip axes are parallel to a level ground surface when
the vehicle is positioned for operation on the level ground
surface.
[0018] Further areas of applicability of the present invention will
become apparent from the detailed description provided hereinafter.
It should be understood that the detailed description and specific
examples, while indicating the preferred embodiment of the
invention, are intended for purposes of illustration only and are
not intended to limit the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] The present invention will become more fully understood from
the detailed description and the accompanying drawings,
wherein:
[0020] FIG. 1 is a top elevated view of an example of a vehicle and
an impact body in accordance with the present disclosure;
[0021] FIG. 2 is a perspective view of a front structure of the
vehicle of FIG. 1;
[0022] FIG. 3 is a top plan view of a portion of a front left
portion of the front structure of FIG. 2, illustrating a rail tip
of the front left portion;
[0023] FIG. 4 is a sectional view of the rail tip of FIG. 3, taken
along line 4-4 of FIG. 3;
[0024] FIG. 5 is a sectional view of the rail tip of FIG. 3, taken
along line 5-5 of FIG. 3;
[0025] FIG. 6 is a top plan view of the front left portion of FIG.
3, illustrating the impact body of FIG. 1 in a pre-impact
position;
[0026] FIG. 7 is a top plan view similar to FIG. 6, illustrating
movement of the vehicle relative to the impact body following
impact with the impact body;
[0027] FIG. 8 is a top plan view of a portion of the front
structure of FIG. 2, including the front left portion of FIG. 3 and
a front right portion, illustrating an impact body of a second
construction in a pre-impact position; and
[0028] FIG. 9 is a top plan view similar to FIG. 8, illustrating
movement of the vehicle relative to the impact body following
impact with the impact body.
[0029] Corresponding reference numerals indicate corresponding
parts throughout the several views of the drawings.
DETAILED DESCRIPTION
[0030] The following description of the preferred embodiment(s) is
merely exemplary in nature and is in no way intended to limit the
invention, its application, or uses.
[0031] The present disclosure relates to a vehicle having a front
structure with a splayed, variable gage rail tip. This vehicle
front structure permits dual-mode impact energy absorption at the
front of the vehicle without the need for added parts such as
reinforcements or blockers. The vehicle front structure allows for
progressive, generally straight axial crush of the rail tip during
small offset impacts, while also allowing progressive, shifting
axial crush of the rail tip during flat barrier impacts. While
illustrated and described with reference to the left side of the
vehicle, it is understood that the vehicle is constructed to be
substantially symmetric with regards to the right and left sides of
the front structure of the present disclosure.
[0032] With reference to FIG. 1, an example vehicle 10 is
illustrated with an impact body, i.e., a barrier 14, positioned in
accordance with the Insurance Institute for Highway Safety ("IIHS")
small overlap front impact testing. The barrier 14 is a rigid
barrier such that the barrier 14 is fixed to the ground 18 to
prevent movement of the barrier 14 in a longitudinal direction 22
or a lateral direction 26. The barrier 14 has an impacting face 30
and a generally rounded end 34. The vehicle 10 has a velocity V in
the longitudinal direction 22 toward the barrier 14. In the example
provided, the vehicle 10 has no velocity in the lateral direction
26 and the vehicle's 10 velocity V is perpendicular to the impact
surface 30. In the example provided, the velocity V is 40 mph,
though other speeds can be used. The vehicle 10 has a central axis
38 running longitudinally through the vehicle 10 from a front 42 to
a rear 46 of the vehicle 10 and bisecting the vehicle 10. The
barrier 14 is positioned to impact the vehicle 10 in an outer
quarter 50, i.e., outer 25%, of the vehicle's 10 total lateral
width. In the example provided, the outer quarter 50 is delineated
from an inner quarter 54 by an offset axis 58 that is offset from
the central axis 38 by 25% of the total lateral width of the
vehicle 10. In other words, the vehicle 10 and barrier 14 are
positioned such that when the vehicle 10 impacts the barrier 14,
the end 34 generally aligns with the offset axis 58.
[0033] With additional reference to FIG. 2, a front structure 210
of the vehicle 10 is shown. The front structure 210 of the vehicle
10 includes a front left portion 214, a front right portion 218,
delineated by the central axis 38, and a tension member 220. The
front left portion 214 and the front right portion 218 are
similarly constructed and are generally symmetrical about the
central axis 38. The front left portion 214 includes a left side
rail 222, a left suspension mount 226, a left rail tip 230, and a
left half of the tension member 220. In the example provided, the
front left portion 214 also includes a left half of a forward
lateral rail 234 and a left half of a rearward lateral rail 238.
Similarly, the front right portion 218 includes a right side rail
242, a right suspension mount 246, a right rail tip 250, and a
right half of the tension member 220. In the example provided, the
front right portion 214 also includes a right half of the forward
lateral rail 234 and a right half of the rearward lateral rail 238.
The front right portion 218 and associated elements are
substantially similar to the front left portion 214 and the similar
associated elements, e.g., the left side rail 222, the left
suspension mount 226, the left rail tip 230, the left half of the
forward lateral rail 234, and the left half of the rearward lateral
rail 238. Accordingly, only the front left portion 214 is described
herein in detail.
[0034] The left side rail 222 has a front terminal end 254,
proximate to the front 42 of the vehicle 10, and the left side rail
222 extends in the longitudinal direction 22 from the front
terminal end 254 toward the rear 46 of the vehicle 10. The left
side rail 222 is laterally outboard of an engine 258 (schematically
shown in FIG. 3) of the vehicle 10. The forward lateral rail 234
extends in the lateral direction 26 and is fixedly attached to the
left side rail 222 and the right side rail 242 proximate to the
front 42 (e.g., proximate to the front terminal end 254) to connect
the left side rail 222 to the right side rail 242. In the example
provided, the forward lateral rail 234 has a generally "U" shape,
with one end of the "U" shape attached to the left side rail 222,
the other end of the "U" shape attached to the right side rail 242,
and the trough of the "U" shape curving downward toward the ground
accommodate the engine 258 (schematically shown in FIG. 3) and/or a
transmission (not shown) of the vehicle 10 mounted between the left
side rail 222 and the right side rail 242. The rearward lateral
rail 238 is rearward of the forward lateral rail 234 and extends in
the lateral direction 26 and is fixedly attached to the left side
rail 222 and the right side rail 242 to connect the left side rail
222 to the right side rail 242. In the example provided, the
rearward lateral rail 238 also has a generally "U" shape, with one
end of the "U" shape attached to the left side rail 222, the other
end of the "U" shape attached to the right side rail 242, and the
trough of the "U" shape curving downward toward the ground
accommodate a portion of the engine 258 (schematically shown in
FIG. 3) and/or transmission (not shown) of the vehicle 10 mounted
between the left side rail 222 and the right side rail 242.
[0035] The left suspension mount 226 is fixedly attached to the
left side rail 222. In the example provided, the left suspension
mount 226 is located axially (i.e., in the longitudinal direction
22) between the forward lateral rail 234 and the rearward lateral
rail 238. The left suspension mount 226 extends upward and
laterally outboard of the left side rail 222 (i.e., the lateral
direction 26 away from the central axis 38). The left suspension
mount 226 is configured to be attached to a strut (not shown) of
the vehicle 10. In the example provided, the left suspension mount
226 includes a spring cup 262 that is open generally downward such
that the spring of the strut is received in the spring cup 262 to
support the front structure 210 above the ground 18.
[0036] With additional reference to FIG. 3, the left rail tip 230
has a proximal end 310, a distal end 314, a crush body 318, and a
tip plate 322. The proximal end 310 is fixedly attached to the
front terminal end 254 of the left side rail 222. The crush body
318 extends from the front terminal end 254 forward and outboard
therefrom to the distal end 314. Thus, the left rail tip 230
extends along a tip axis 326 that forms an angle 330 with the
central axis 38 (FIGS. 1 and 2), with the distal end 314 outboard
of the proximal end 310. In the example provided, the left rail tip
230, and the tip axis 326 is generally parallel to the ground 18.
In the example provided, the angle 330 is between
19.degree.-25.degree., such as approximately 23.degree. for
example, though other angles outside of this range can be used
depending on the configuration of the vehicle 10.
[0037] The tip plate 322 is fixedly attached (e.g., welded) to the
distal end 314. In the example provided, the tip plate 322 is a
generally flat plate that is perpendicular to the central axis 38
and the ground 18. The distal end 314 terminates at the tip plate
322 along a plane (e.g., the rearward surface of the tip plate 322)
that is perpendicular to the central axis 38.
[0038] Returning to FIG. 2, and also shown in FIGS. 6, 8, and 9,
the tension member 220 is fixedly attached to the forward surfaces
of the tip plates 322 and spans laterally between the two tip
plates 322 generally across the front 42 of the vehicle 10. The
tension member 220 is a structure that is tensionally rigid in the
lateral direction 26 to inhibit relative lateral movement of the
distal ends 314 away from each other. While not specifically shown,
an energy absorbing member (e.g., a crush can) may be fixedly
mounted to the forward side of the tension member 220. In the
example provided, the tension member 220 is a thin metal plate that
is bolted to the forward surfaces of the tip plates 322. In an
alternative construction, the tension member 220 is a cable fixedly
attached to the tip plates 322 and spanning laterally between the
two tip plates 322 in tension.
[0039] Returning to FIG. 3 and with additional reference to FIG. 4,
the front terminal end 254 of the left side rail 222 extends a
short length along the tip axis 326. The front terminal end 254 has
a hollow, tubular shape, having a polygonal cross-section. In the
example provided, the front terminal end 254 has an octagonal
cross-section centered about the tip axis 326. The left rail tip
230 has a hollow, tubular shape, having a polygonal cross-section
similar to the front terminal end 254. In the example provided, the
left rail tip 230 has an octagonal cross-section centered about the
tip axis 326. In the example provided, the octagonal cross-section
of the left rail tip 230 is slightly smaller than the octagonal
cross-section of the front terminal end 254, such that the proximal
end 310 fits coaxially within the front terminal end 254. In the
example provided, the proximal end 310 is press-fit or slip-fit
into the front terminal end 254 and then welded in place such that
the proximal end 310 is fixedly attached to the front terminal end
254.
[0040] With specific reference to FIG. 4, the octagonal shape of
the left rail tip 230 is such that the left rail tip 230 has flat,
top and bottom walls 410, 414 that are parallel to the ground 18, a
set of flat side walls 418, 422 that are perpendicular to the
ground 18, and flat diagonal walls 426, 430, 434, 438 therebetween.
Thus, brackets (e.g., bracket 350 or bracket 354 shown in FIGS. 3
and 4), body panels (not specifically shown), or bumper components
(not specifically shown) are easily mountable or weldable to the
left rail tip 230. In the example provided, the interior and
exterior surfaces of the left rail tip 230 are generally smooth and
devoid of crush beads or indentions, which are typically used in
other front structures (not shown) to provide controlled
compression.
[0041] With additional reference to FIG. 5, a cross-sectional view
of the left rail tip 230 and the front terminal end 254 is
illustrated, taken along the tip axis 326 (i.e., line 5-5 shown in
FIG. 3). In the example provided, the bracket 350 includes a
mounting plate 510. The mounting plate 510 is fixedly coupled to
the top wall 410 and has a top surface that is parallel to the top
wall 410. The left rail tip 230 is formed such that the top and
bottom walls 410, 414, the side walls 418, 422 and the diagonal
walls 426, 430, 434, 438 have a thickness, i.e., gage, that tapers
from the proximal end 310 to the distal end 314. In other words,
the walls 410, 414, 418, 422, 426, 430, 434, 438 of the left rail
tip 230 have a first thickness 522 at the proximal end 310 and a
second thickness 526 at the distal end 314 that is thinner than the
first thickness 522. The walls 410, 414, 418, 422, 426, 430, 434,
438 have an overall trend of narrowing from the proximal end 310 to
the distal end 314. In the example provided, the thickness of the
walls 410, 414, 418, 422, 426, 430, 434, 438 narrows smoothly and
continuously from the proximal end 310 to the distal end 314
without discreet steps down in the thickness of the walls 410, 414,
418, 422, 426, 430, 434, 438. As best seen in FIG. 4, the walls
410, 414, 418, 422, 426, 430, 434, 438 have a constant thickness at
any particular cross-section taken along a line perpendicular to
the tip axis 326 (e.g., line 4-4).
[0042] In an alternative construction, the walls 410, 414, 418,
422, 426, 430, 434, 438 have lengths where their thickness remains
constant, while the overall trend still narrows from the proximal
end 310 to the distal end 314. In an alternative construction, the
thickness of the walls 410, 414, 418, 422, 426, 430, 434, 438 is
thinner at a bracket (e.g., bracket 350, or 354) that is mounted to
the walls 410, 414, 418, 422, 426, 430, 434, 438, than the
thickness immediately forward of the bracket, but the overall trend
of the walls 410, 414, 418, 422, 426, 430, 434, 438 narrowing from
the proximal end 310 to the distal end 314 remains. This localized
thinning at the bracket compensates for the added structural
rigidity provided by the bracket, thus ensuring desired crush
properties of the left rail tip 230 are maintained even through the
length of the left rail tip 230 that includes the bracket. This
localized thinning allows the crush characteristics to be tuned to
the specific configuration of the rail tip 230.
[0043] With reference to FIG. 1 and additional reference to FIG. 6,
the barrier 14 and vehicle 10 are illustrated in a pre-impact
condition wherein the barrier 14 is aligned to impact the outer
quarter 50 of the left side of the vehicle 10, with the vehicle
having a velocity V in the longitudinal direction 22 only, as
described above with reference to FIG. 1. The barrier 14 is aligned
to impact generally at the tip plate 322 and approximately at the
tip axis 326 as the vehicle moves toward the barrier 14 in the
longitudinal direction 22.
[0044] With additional reference to FIG. 7, the barrier 14 and
vehicle 10 are illustrated in an impact condition after a
predetermined amount of time after impact. The geometry of the left
rail tip 230, including the tapered walls 410, 414, 418, 422, 426,
430, 434, 438 and the angle of the tip axis 326 causes the vehicle
10 to gain a lateral velocity component 710, in addition to the
longitudinal velocity component 714, such that the barrier 14
progresses relative to the vehicle 10 laterally toward the central
axis 38 generally along the tip axis 326. The left rail tip 230
crushes, i.e., compresses generally along the tip axis 326,
absorbing some of the impact forces.
[0045] With additional reference to FIG. 8, a flat barrier 810 and
the left rail tip 230 and right rail tip 250 are illustrated in a
pre-impact condition. The flat barrier 810 has a flat impacting
face 814 that is perpendicular to the central axis 38 of the
vehicle 10. The flat barrier 810 and flat impacting face 814 extend
laterally across the entire front 42 of the vehicle 10.
[0046] With additional reference to FIG. 9, the flat barrier 810
and vehicle 10 are illustrated in an impact condition after a
predetermined amount of time after impact. The geometry of the left
rail tip 230, including the tapered walls 410, 414, 418, 422, 426,
430, 434, 438 and the angle of the tip axis 326, along with the
tension member 220 causes the left rail tip 230 to crush in a
step-wise manner, absorbing some of the impact forces and
minimizing material stack-up of the left rail tip 230. The right
rail tip 250 is similarly constructed and also crushes in a
step-wise manner, absorbing some of the impact forces and
minimizing material stack-up of the right rail tip 250, similar to
the left rail tip 230. The tension member 220 ties the left and
right rail tips 230, 250 together in the lateral direction 26 to
resist bending moments of the left and right rail tips 230, 250
during full, flat frontal impact events.
[0047] Accordingly, the front structure 210 interacts with all
front impact events without prematurely buckling and while
providing progressive axial crush during small overlap and oblique
impacts while minimizing material stack-up of fully crushed parts
during full, flat frontal impacts. Furthermore, by minimizing
material stack-up, the front structure 210 has the further added
benefit of permitting the vehicle 10 to have an overall smaller
front end.
[0048] The description of the invention is merely exemplary in
nature and, thus, variations that do not depart from the gist of
the invention are intended to be within the scope of the invention.
Such variations are not to be regarded as a departure from the
spirit and scope of the invention.
* * * * *