U.S. patent application number 17/127748 was filed with the patent office on 2022-06-23 for canopy windshield retention.
This patent application is currently assigned to Ford Global Technologies, LLC. The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Jamil M. Alwan, Petros Frantzeskakis, Suraj Jadhav, Chunhui Kevin Lee, Djamal Eddine Midoun, Thiag Subbian.
Application Number | 20220194477 17/127748 |
Document ID | / |
Family ID | 1000006388504 |
Filed Date | 2022-06-23 |
United States Patent
Application |
20220194477 |
Kind Code |
A1 |
Alwan; Jamil M. ; et
al. |
June 23, 2022 |
CANOPY WINDSHIELD RETENTION
Abstract
The present disclosure relates to a vehicle that includes a
windshield and a frame. In addition, the vehicle includes a first
pillar that extends from one side of the windshield. The first
pillar includes a first wall and a second wall coupled to the first
wall. The first pillar also includes a first portion and a second
portion. The first portion includes a first interior support
coupled to the first wall and a second interior support coupled to
the second wall. Further, the first interior support includes a
first end which is spaced from a second end in the second
portion.
Inventors: |
Alwan; Jamil M.; (Ann Arbor,
MI) ; Lee; Chunhui Kevin; (Troy, MI) ;
Subbian; Thiag; (Farmington Hills, MI) ; Midoun;
Djamal Eddine; (Ann Arbor, MI) ; Jadhav; Suraj;
(Farmington Hills, MI) ; Frantzeskakis; Petros;
(Canton, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Assignee: |
Ford Global Technologies,
LLC
Dearborn
MI
|
Family ID: |
1000006388504 |
Appl. No.: |
17/127748 |
Filed: |
December 18, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60R 13/025 20130101;
B62D 25/04 20130101; B60J 1/02 20130101 |
International
Class: |
B62D 25/04 20060101
B62D025/04; B60R 13/02 20060101 B60R013/02 |
Claims
1. A vehicle, comprising: a windshield; a frame; a first pillar
that extends from the frame along a first side of the windshield,
the first pillar includes: a first wall coupled to a second wall; a
first portion of the first pillar includes: a first interior
support coupled to the first wall; and a second interior support
coupled to the second wall; and a second portion of the first
pillar, the first interior support includes a first end spaced from
a second end in the second portion.
2. The vehicle of claim 1 wherein the first wall of the first
pillar is adjacent to the roof and the second wall of the first
pillar being spaced from the roof by the first wall.
3. The vehicle of claim 1, further comprising a second pillar that
extends from the frame along a second side of the windshield, the
windshield being between the first and second pillar, the second
pillar including: a first wall coupled to a second wall; a first
portion of the second pillar includes: a first interior support
coupled to the first wall; and a second interior support coupled to
the second wall; and a second portion of the second pillar, the
first interior support includes a first end spaced from a second
end in the second portion.
4. The vehicle of claim 3, further comprising a windshield
retention beam that extends between the first pillar and the second
pillar, the windshield retention beam includes a first retention
extension that extends transverse from the windshield retention
beam.
5. The vehicle of claim 4 wherein the windshield retention beam
includes a surface, an end of the windshield is coupled to the
surface, and an end of the first retention extension overlaps with
an exterior side of the windshield.
6. The vehicle of claim 5 wherein the windshield retention beam
includes a second retention extension that overlaps an interior
side of the windshield.
7. The vehicle of claim 1 wherein the first and second walls
include a plurality of peaks and valleys in the second portion.
8. The vehicle of claim 1, further comprising: a second pillar that
extends from the frame along a second side of the windshield, the
windshield being between the first and second pillar; and a beam
that extends from the first pillar to the frame, the beam
including: a first stiffness in a first portion; and a second
stiffness in a second portion, the second portion being closer to
the frame than the first portion.
9. A vehicle, comprising: a canopy windshield; a roof coupled to
the canopy windshield; a pillar coupled to a side of the canopy
windshield and to the roof, the pillar including: a first stiffness
zone; a second stiffness zone that is closer to the roof than the
first stiffness zone, a first wall coupled to a second wall; and a
first reinforcement and a second reinforcement that are between the
first wall and the second wall, wherein the second stiffness zone
includes a first end of the second reinforcement space from a
second end of the second reinforcement.
10. The vehicle of claim 9 wherein the first stiffness zone
includes a first internal reinforcement and a second internal
reinforcement and the second stiffness zone includes only the first
internal reinforcement.
11. The vehicle of claim 10 wherein the pillar includes a third
stiffness zone that is closer to the roof than the second stiffness
zone.
12. (canceled)
13. (canceled)
14. The vehicle of claim 9 wherein walls of the second stiffness
zone include a plurality of peaks and valleys.
15.-18. (canceled)
Description
BACKGROUND
Technical Field
[0001] The present disclosure is directed to a canopy windshield
retention structure.
Description of the Related Art
[0002] Mass transport vehicles, such as vans and buses, are
designed to ferry a large number of people. Recently, new kinds of
mass transport vehicles, such as electric pod taxis, provide a
larger volume in a cabin compartment. The larger volume for the
cabin compartment is achieved by pushing the upper body
architecture boundary in both forward and rearward directions. Such
configurations vehicles have smaller front end crumple zones or
crash zones. For instance, the distance between a front fascia of
the vehicle and the cabin compartment may be reduced.
BRIEF SUMMARY
[0003] The present disclosure relates to a canopy style vehicle
having a windshield bounded by vehicle pillars that are configured
to crumple or crush in a controlled manner in the event of a crash.
The vehicle includes a relatively small distance between a front
bumper or fascia and an occupant chamber or cabin.
[0004] The vehicle includes a frame with a first pillar and a
second pillar that extends along the sides of the windshield. The
first and second pillars include a portion that is configured to
crumple or crush that rotates the windshield downward in a
controlled manner. The pillars include a first interior wall
opposite and coupled to a second exterior wall. The pillars also
include a first interior support structure that is within the first
and second walls. The interior support structure includes a third
interior wall adjacent to the first interior wall and a fourth
exterior wall that is adjacent to the second exterior wall. At the
portions configured to crumple, the interior support only includes
one of the third interior wall or the fourth exterior wall.
[0005] The third interior wall is coupled to the first wall and the
fourth exterior wall is coupled to the second wall. The first
interior support includes a first end which is spaced from a second
end in the second portion, i.e. there is a gap in the first
interior support in the portion of the pillar that is configured to
react in the event of a collision.
[0006] In some embodiments, the vehicle includes a canopy
windshield and a roof coupled to the canopy windshield. The pillar
along the windshield includes a first stiffness zone and a second
stiffness zone, such that the second stiffness zone is closer to
the roof than the first stiffness zone.
[0007] In some embodiments, the vehicle includes a windshield
retention beam that is coupled to a body or the frame by a first
side beam and a second side beam. The first side beam includes a
first portion coupled to the windshield retention beam. The first
side beam also includes a second portion and a third portion, such
that the third portion is attached to the body and the second
portion is between the first portion and the third portion. The
third portion, which is positioned between a side window and the
ground, includes openings to provide a controlled crush to allow
the bottom of the windshield to rotate downward and toward a
steering column.
[0008] The first portion and the second portion provide different a
stiffness as compared to the third portion. The differences in
stiffness mitigate an impact received during a crash.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0009] FIG. 1A is a front perspective view of a vehicle according
to an embodiment of the present disclosure.
[0010] FIG. 1B is a front perspective view of the vehicle of FIG.
1A with crumpled zones illustrated.
[0011] FIG. 1C is a side view of the vehicle of FIG. 1A.
[0012] FIG. 2A is a side view of a pillar according to an
embodiment of the present disclosure.
[0013] FIG. 2B is a side view of a pillar according to an
embodiment of the present disclosure.
[0014] FIG. 3A is a cross-sectional view taken along line 3A-3A in
FIG. 1A.
[0015] FIG. 3B is a cross-sectional view taken along line 3B-3B in
FIG. 1A.
[0016] FIG. 3C is a cross-sectional view taken along line 3C-3C in
FIG. 1A.
[0017] FIG. 4 is a cross-sectional view taken along line 4-4 in
FIG. 1A.
[0018] FIG. 5 is a perspective view of a portion of a pillar
according to an embodiment of the present disclosure.
[0019] FIG. 6 is a cross-sectional view of an alternative
embodiment of a portion of a pillar.
[0020] FIG. 7 is a cross-sectional view taken along lines 7-7 in
FIG. 1A.
[0021] FIG. 8 is a side view of a vehicle, according to an
embodiment of the present disclosure.
[0022] FIG. 9 is an enhanced view of a third portion of the first
side beam of FIG. 8 having a plurality of holes.
DETAILED DESCRIPTION
[0023] In the following description, certain specific details are
set forth in order to provide a thorough understanding of various
disclosed embodiments. However, one skilled in the relevant art
will recognize that embodiments may be practiced without one or
more of these specific details, or with other methods, components,
materials, etc. In other instances, well-known structures or
methods associated with vehicles have not been shown or described
in detail to avoid unnecessarily obscuring descriptions of the
embodiments.
[0024] FIGS. 1A and 1B are a front portion 102 of a vehicle 100.
FIG. 1C is a side view of the front portion 102 of the vehicle 100.
The vehicle 100 can be a mass transporter, such as a van or a bus,
which includes a large passenger or cabin compartment 106 with a
drivetrain and other components underneath a floor 104. As a
result, the cabin compartment 106 abuts a driver's area and a
distance between the cabin compartment 106 and a front bumper 124
is relatively small. The vehicle 100 includes a frame 108 that
forms a body of the vehicle 100, such that the frame 108 and the
floor 104 define the boundaries of the cabin compartment 106.
[0025] The vehicle 100 includes a first pillar 110 that extends
from one end 108a of the frame 108 toward a windshield 114. A
second pillar 112 extends from another end 108b of the frame 108
toward the windshield 114. The first pillar 110 and the second
pillar 112 are the A-pillars of the vehicle 100. The first pillar
110 and the second pillar 112 are configured to deform, bend, or
otherwise crumple in the event of a frontal crash. Details of how
the first pillar 110 and the second pillar 112 deform are explained
later with respect to FIGS. 2A and 2B.
[0026] The first pillar 110 and the second pillar 112 are spaced
along a width of the frame 108 on each side of the windshield 114.
The windshield 114 maybe a canopy style, where the windshield 114
is supported by the first and second pillars 110, 112 along a first
side 116a and a second side 116b of the windshield 114. The
windshield 114 includes a top portion 116c that is attached to a
roof 134 which is supported by the frame 108. In addition, the
windshield 114 includes a bottom portion 116d opposite to the top
portion 116c. The vehicle 100 also includes a windshield retention
beam 118 that supports the bottom portion 116d of the windshield
114. A manner by which the windshield retention beam 118 supports
the bottom portion 116d is explained later with respect to FIG.
7.
[0027] The vehicle 100 includes a first side beam 120a, which is
coupled to and positioned below the first pillar 110. The first
side beam 120a extends from a windshield end 110a of the first
pillar 110 at a joint 103 on a structural or B-pillar 105 of the
frame 108. The first side beam 120a has a first or front portion
122a that is coupled to the first pillar 110 by the windshield. A
second or rear portion 122b is coupled to the B-pillar 105. The
first portion 122a has a first stiffness while the second portion
122b has a second stiffness, such that the second stiffness is less
than the first stiffness. Additional details of the first side beam
120a and the difference in the first stiffness and the second
stiffness are explained with respect to FIG. 1C. The vehicle 100
also includes a second side beam 120b (shown in FIG. 1A) that is
coupled to the second pillar 112 and may have a similar structure
to the first side beam 120a.
[0028] Referring now to FIG. 1C, the first side beam 120a is formed
of the first portion 122a that has a front end 123 and a second end
125, such that the front end 123 is coupled to the windshield end
110a. The front end 123 and the windshield end 110a are attached,
for instance, by welding or other fastener. In addition, the first
side beam 120a includes the second portion 122b that has a first
end 129 and a rear end 131. As shown in FIG. 1C, the second end 125
is integrally formed with the first end 129 while the rear end 131
is coupled to the B-pillar 105 at the joint or attachment location
103. The first side beam 120a is a single beam having these
different portions of different dimensions, stiffness, and other
properties to achieve a controlled crush.
[0029] The first end 123 of the first side beam is closer to the
roof 134 than the second end 125 (the intersection of the second
end 125 of the first portion 122a and the first end 129 of the
second portion 122b). An upper edge 155 of the second portion 122b
is closer to the roof 134 than the first end 129 of the second
portion, such that the second portion has a curvature.
[0030] The rear end 131 is wider than the first end 129 of the
second portion. In particular, the rear end 131 has a first
dimension 133, which is in contact with the B-pillar 105. The rear
end 131 may be welded to the B-pillar 105 to form the joint 103.
The first end 129 has a second dimension 135, which is less than
the first dimension 133.
[0031] Referring back to FIG. 1A, the first side beam 120a, the
second side beam 120b, the first pillar 110, the second pillar 112,
and the B-pillar 105 together define a driver's compartment 107
adjacent to the cabin compartment 106. The vehicle 100 also
includes a steering wheel 109 inside the driver's compartment 107
proximate to the windshield 114 and the first side beam 120a. The
first pillar 110, the B-pillar 105, and the first side beam 120a
form an opening to support a window (not shown in FIG. 1A).
Similarly, the second pillar 112, the second side beam 120b, and
another B-pillar (not shown in FIG. 1A) form another opening to
support a passenger side window (not shown in FIG. 1A).
[0032] The vehicle 100 also includes a cross member or front bumper
124 that is positioned below the windshield and the first and
second pillars 110, 112. The cross member 124 is a component of the
vehicle 100 on which a front fascia of the vehicle 100 can be
mounted. Additionally, the vehicle 100 includes a pair of front
rails 126a, 126b that attaches the cross member 124 to the frame
108. Each of the front rails 126a, 126b includes a coupling arm
128a, 128b, respectively, that couples the front rails 126a, 126b
to the first pillar 110 and the second pillar 112. During a frontal
crash, the received impact at the cross member 124 is transferred
to the first pillar 110, the second pillar 112, the first side beam
120a, and the second side beam 120b via the front rails 126a, 126b.
In the illustrated example, the vehicle 100 includes different
provisions to mount a wheel. For instance, the front rails 126a,
126b, and the side beams 120a, 120b have attachment locations to
allow mounting of a suspension assembly (not shown) on which a
wheel hub assembly (not shown) and a wheel (not shown) can be
mounted.
[0033] The first pillar 110 and the second pillar 112 are designed
to crumple, as shown in FIG. 1B, such that the first pillar 110 and
the second pillar 112 undergo a deformation or a controlled crush
at locations 157a, 157b to absorb the impact of the frontal crash.
These locations are associated with one embodiment of a controlled
crush location. Each of the first and second pillars may include
one or more of the controlled crush locations as beneficial to the
vehicle design.
[0034] The first pillar 110 and the second pillar 112 may yield at
these locations to absorb the impact to move the front end 123 of
the second beam towards the B-pillar 105. The first side beam 122a
may also have a controlled deform to collaboratively move the front
end 123 and the bottom portion 116b of the windshield toward the
B-pillar. For example, the second portion 122b may be configured to
crumple in a controlled manner to further dissipate the energy from
a crash. Alternatively, the first pillar 110 and the second pillar
112 can yield both at the bent portion and at the portion proximate
to the frame 108. The controlled deformation is related to the
first pillar 110 and the second pillar 112 having different
stiffness zones.
[0035] Structural details of the first pillar 110 are now explained
with respect to FIGS. 2A through 3C in conjunction with FIG. 1C.
FIG. 2A illustrates the first pillar 110 with deformation at a bent
or crushed section 161, which is a different location than
illustrated in FIG. 1C. FIG. 2B illustrates the first pillar 110
with deformation at a section 157a.
[0036] As shown in FIG. 1C, the first pillar 110 has a first wall
130 and a second wall 132 that extends along a complete length of
the first pillar 110. The first wall 130 is adjacent to the roof
134 of the vehicle 100 while the second wall 132 is spaced from the
roof 134 by the first wall 130. The first pillar 110 also includes
a first portion 136 that is coupled to and extends from the first
portion 122a of the first side beam 120a and runs along the
windshield. In one example, the first portion 136 forms a first
stiffness zone of the first pillar 110.
[0037] The first pillar 110 also includes a second portion 138 that
extends from the first portion 136 and defines a bent portion of
the first pillar 110. Further, the second portion 138 defines a
second stiffness zone of the first pillar 110. In the illustrated
example, the first stiffness zone has a first internal
reinforcement and a second internal reinforcement, whereas the
second stiffness zone has only the first reinforcement.
Accordingly, the first stiffness zone has a greater stiffness than
the stiffness of the second stiffness zone. The structural details
that could be implemented to form the first reinforcement and the
second reinforcement are explained with respect to FIG. 3A through
4. The difference in the stiffnesses allows the second portion 138
to deform in a controlled manner during the frontal crash.
[0038] The first pillar 110 also includes a third portion 140 that
extends from the second portion 138 to the frame 108. The third
portion 140 is a substantially horizontal section of the first
pillar 110 and has a third stiffness zone having a stiffness that
can be different from the stiffness of the first stiffness zone and
the second stiffness zone. The stiffness of the third stiffness
zone may be less than the stiffness of the second stiffness zone.
As a result, the third portion 140 may deform before the second
portion 138 in the event of a frontal crash, as shown in FIG. 2B.
Alternatively, the third portion may have the same stiffness as the
first portion, including both of the internal reinforcements like
the first portion of the beam.
[0039] As mentioned before, a difference in the stiffness of
different portions of the first pillar 110 allows a controlled
deformation of the first pillar 110 to absorb the impact. Since the
first pillar 110 undergoes the controlled deformation, the impact
of the frontal crash from reaching the cabin compartment 106 is
mitigated.
[0040] Referring again to FIG. 1C, a distance 51 between the cross
member 124 and the windshield retention beam 118 is relatively
small in this style of vehicle. The different portions and
different stiffness zones of the first pillar provide an increase
in this dimension in the event of a crash. As the first pillar 110
deforms, a size of the front crumple zone increases from the
distance 51 to a larger distance S2 that extends from the cross
member 124 to a point where the first pillar 110 deforms. Providing
the larger distance allowing absorption of impact to mitigate an
impact to the frame 108.
[0041] FIG. 3A is a cross-sectional view of the first portion 136
of the first pillar 110 taken along lines 3A-3A in FIG. 1A while
FIG. 3B is a cross-sectional view of the second portion 138 taken
along lines 3B-3B in FIG. 1A. FIG. 3C is a cross-sectional view of
the third portion 140 taken along lines 3C-3C in FIG. 1A according
to an embodiment. As shown in FIGS. 3A, 3B, and 3C, the first wall
130 and the second wall 132 are coupled together at an upper and
lower location. The first wall 130 and the second wall 132 include
a first surface 137 and a second surface 139 that are coupled to
each other by welding or other fastening technique. Referring to
FIG. 3A, the first portion 136 has a rectangular cross-section and
includes a first interior support or first reinforcement 142 that
is attached or otherwise coupled to a first inner surface 144 of
the first wall 130. In addition, the first portion 136 includes a
second interior support or second reinforcement 146 that is
attached to a second inner surface 148 of the second wall 132. The
first interior support 142 includes a first end surface 141 and the
second interior support 146 includes a second end surface 143 that
are coupled to each other. The first interior support 142 and the
second interior support 146 are attached to the first inner wall
144 and the second inner wall 148, respectively, by different
techniques, such as welding or stamping. The first interior support
142 and the second interior support 146, provide a first stiffness
for the first portion 136.
[0042] FIG. 3B includes the second portion 138 having only the
first interior support 142 attached to the first inner surface 144.
The second interior support 146 is not included in this second
portion 138, which creates a second stiffness in the first pillar
110. Further, the first end surface 141 in the second portion 138
is exposed. As a result, second stiffness of the second portion 138
is less than the first stiffness of the first portion 136.
[0043] FIG. 3C is the third portion 140 of the first pillar 110
which does not include either of the first and second internal
supports. This creates a third stiffness in the first pillar 100.
The third stiffness is less stiff than the second stiffness. The
first pillar may have one or more of the different stiffness zones
as the design of the end vehicle may benefit. In other embodiments,
the first pillar may include only the first stiffness and the third
stiffness.
[0044] FIG. 4 is a cross-sectional view of the second pillar 112 of
FIG. 1A along line 4-4. This view shows an exterior wall 163 of the
second pillar that does not include the second internal
reinforcement. This embodiment could include the first internal
reinforcement or may not include either reinforcement. The first
interior support 142 inside the second portion 138 has a portion
removed that exposes has a first end 154 that is spaced from a
second end 156. The surface 141 is coupled to the other interior
support as the surface 137 is coupled to the other wall of the
pillar 112. The stiffness of the second portion 138 is lesser than
the stiffness of the first portion 136. The third portion 140 does
not include any interior support inside the third portion 140.
Absence of the interior support in the third portion 140 results in
lesser stiffness of the third portion 140 than the second portion
138. Therefore, during the impact, the third portion 140 deforms
prior to the second portion 138, which results in the controlled
deformation.
[0045] The second portion 138 can have a different profile or
structural shape, in addition to the interior supports 144, 148, to
achieve controlled deformation. FIG. 5 illustrates another portion
500 of a first or second pillar of the vehicle 100 with an
accordion-shaped profile. A first wall 502a and a second wall 502b
of the portion 500 has the accordion shape which is made up of a
plurality of peaks 504 and valleys 506. As the pillar is a
substantially rectangular cross-section, the other walls (not
shown) will also include the plurality of peaks and valleys.
Further, the peaks 504 and the valleys 506 are also present along
the edges of the walls 502a, 502b. The walls 502a, 502b are
configured to compress, such that gaps in-between peaks 504 are
reduced. The impact may cause the portion 500 to bend, for
instance, downwards towards the ground such that gaps in-between
the peaks 504 present on the top side of the walls 502a, 502b
increase while gaps in-between peaks 506 present on the bottom side
of the walls 502a, 502b decrease.
[0046] In addition to the accordion-shaped profile along the length
of the second portion, the second portion can have an
accordion-shaped internal features. FIG. 6 illustrates a
cross-sectional view of another portion 600 of a first or second
pillar the vehicle 100. The portion 600 has a first outer wall 602a
and a second outer wall 602b that each include an exterior surface
with a plurality of peaks 606 and valleys 608. Interior surfaces
also include a plurality of peaks 604 and valleys 605. Gaps
in-between peaks change to absorb an impact. Alternately, in case
the impact causes the portion 600 to bend sideways, then gaps
in-between the peaks 606 on a top and bottom part of the portion
600 would change. In either case, the change in the gap absorbs and
mitigates the impact.
[0047] During a frontal crash, the windshield 114 is susceptible to
damage and may dislodge from the first pillar 110 and the second
pillar 112. In order to retain the windshield 114, the windshield
retention beam 118 holds or otherwise restrains the windshield 114.
FIG. 7 is a cross-sectional view of the windshield retention beam
118 taken along line 7-7 in FIG. 1A. The windshield retention beam
118 includes a first retention extension 158 and a second retention
extension 160 that defines a surface 162 of the windshield
retention beam 118. The bottom portion 116d of the windshield 114
is coupled or otherwise attached to this surface 162. The first
retention extension 158 extends over a portion of the windshield
114 and overlaps an exterior side 164a of the windshield 114.
Moreover, the first retention extension 158 extends transverse from
the windshield retention beam 118. On the other hand, the second
retention extension 160 extends over the windshield 114 and
overlaps an interior side 164b of the windshield 114. The first
retention extension extends further from the surface 162 than the
second retention extension. Since the first retention extension 158
and the second retention extension 160 overlap the windshield 114,
the windshield 114 is secured and can rotate with the deformation
of the first and second pillars while retaining the end 166d with
the windshield retention beam 118.
[0048] According to the present disclosure, other components of the
vehicle can also undergo controlled deformation to absorb the
impact. FIG. 8 is a perspective view of another vehicle 800 that
includes a frame 801. The frame 801 includes a first side beam 802
having a first portion 804, a second portion 806, and a third
portion 808. FIG. 9 is an enhanced view of the third portion 808.
Many of the frame components of the vehicle 800 are the same as
that of the vehicle 100 shown in FIG. 1A. For instance, the vehicle
800 includes a body 810 that is structurally similar to the frame
108 of the vehicle 100. The vehicle 800 also includes a first
pillar 812 and a second pillar (not shown), a canopy windshield
814, and a windshield retention beam 816. The vehicle 800 also
includes a front bumper 803 that extend from the frame 801.
[0049] The first portion 804 of the first side beam 802 is coupled
to the first pillar 812 while the third portion 808 is coupled to
the body 810. The first portion 804 has a curvature along an X-axis
(shown in FIG. 8) that extends between the windshield retention
beam 816 and the second portion 806. The second portion 806 extends
between the first portion 804 and the third portion 808, such that
the second portion 806 can transfer the impact from the first
portion 804 to the third portion 808. As with the first side beam
in FIG. 1A, a location where the first side beam 802 couples to the
windshield retention beam 816 is closer to a roof than an entirety
of the third portion 808.
[0050] Referring now to FIG. 9, the third portion 808 has a first
end 818 that is coupled to the body 810 and a second end 820 that
is coupled to the second portion 806. Further, the first end 818 is
attached the body 810, for instance, by welding. As shown in FIG.
9, the first end 818 has a width 830 from a top edge to a bottom
edge and the second end 820 has a width 832 from a top edge to a
bottom edge, such that the width 832 is smaller than the width
830.
[0051] The third portion 808 has a rectangular cross-section
towards the second end 820. In addition, the third portion 808 has
a taper shaped profile towards the first end 818. The third portion
808 includes a plurality of edges 822a, 822b, 822c, collectively
referred to as edges 822. The edges 822 include a plurality of
openings 824 that are present along a length of the edges 822 and
at corners of bends of the third portion. The plurality of openings
824 allows the third portion 808 to deform in an impact mitigating
the impact to the frame 801. These openings allow the third portion
808 to undergo the controlled deformation.
[0052] The various embodiments described above can be combined to
provide further embodiments. Aspects of the embodiments can be
modified, if necessary to employ concepts of the various patents,
applications, and publications to provide yet further
embodiments.
[0053] These and other changes can be made to the embodiments in
light of the above-detailed description. In general, in the
following claims, the terms used should not be construed to limit
the claims to the specific embodiments disclosed in the
specification and the claims but should be construed to include all
possible embodiments along with the full scope of equivalents to
which such claims are entitled. Accordingly, the claims are not
limited by the disclosure.
* * * * *