U.S. patent number 3,851,911 [Application Number 05/175,668] was granted by the patent office on 1974-12-03 for impact bumper absorbing assembly.
This patent grant is currently assigned to Andrew R. Klein. Invention is credited to Ralph J. Brooks.
United States Patent |
3,851,911 |
Brooks |
December 3, 1974 |
IMPACT BUMPER ABSORBING ASSEMBLY
Abstract
A bumper mounting assembly particularly for automobiles in which
mild shocks are transmitted to and are primarily absorbed by a pair
of transverse torsion bars carried on the front end of the vehicle
frame. Shocks which pass beyond the resistance zone of the torsion
bars are absorbed by a pair of rolls of corrugated sheet material
carried in cylinders mounted on the frame.
Inventors: |
Brooks; Ralph J. (Langhorne,
PA) |
Assignee: |
Klein; Andrew R. (Philadelphia,
PA)
|
Family
ID: |
22641156 |
Appl.
No.: |
05/175,668 |
Filed: |
August 27, 1971 |
Current U.S.
Class: |
293/133; 267/139;
384/282; 188/377; 293/131; 293/155; 384/300 |
Current CPC
Class: |
B60R
19/36 (20130101); F16F 7/122 (20130101); B60R
19/28 (20130101); B60R 19/34 (20130101) |
Current International
Class: |
B60R
19/36 (20060101); B60R 19/24 (20060101); F16F
7/12 (20060101); B60R 19/34 (20060101); B60R
19/28 (20060101); B60r 019/06 (); B61f 019/04 ();
F16d 063/00 () |
Field of
Search: |
;188/1C ;213/221 ;220/22
;267/63R,139 ;293/1,60,84,85,86 ;217/35 ;229/14 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
Assistant Examiner: Beltran; Howard
Attorney, Agent or Firm: Synnestvedt & Lechmer
Claims
I claim:
1. A vehicle bumper mounting assembly for dissipating the energy
generated by a collision comprising a bumper carrying element,
rods, one at each side of said vehicle, mounting said element on
the vehicle, said rods being axially movable lengthwise of the
vehicle; a torsion bar mounted crosswise of the vehicle and having
means to prevent the rotation of one of its ends, and means carried
near its other end for engaging one of said rods, said means being
adapted, upon movement of said rod, to impart rotation to the said
other end of the torsion bar; housings rigidly mounted along the
sides of the vehicle, each adapted to receive, confine, and support
a mass of crushable material, said housings each also slidably
enclosing head structure mounted to that end of the rod within it
which is remote from the bumper, said head structure being movable
under stress to crush said crushable material against the rear wall
of its housing.
2. Apparatus as set forth in claim 1, wherein the housings are
cylindrical.
3. Apparatus according to claim 2, wherein the head structure is
cylindrical and is spaced from the inner surface of the cylinder by
angularly equi-spaced low friction elements projecting outwardly
beyond its periphery.
4. Apparatus according to claim 2, wherein a plurality of
circumferentially equi-spaced longitudinally extending grooves are
provided in the head structure, the head structure is of smaller
outer diameter than the inner diameter of the cylinder, and tough
low friction polymeric material held in each of said grooves serves
to position and guide said head structure in coaxial relationship
with the cylinder.
5. A vehicle bumper according to claim 1, further having a
plurality of axially-extending circumferentially-spaced rods of
low-friction character seated in the peripheral portion of the head
structure, in bearing engagement with the cylinder wall and
dimensioned to space the head from the inner surface of the
cylinder.
6. A vehicle bumper according to claim 5, wherein the rods are
seated in blind sockets of generally cylindrical form and means are
provided to close the open end of said sockets.
7. An assembly mounted on a wheeled vehicle for dissipating energy
generated by collision, said assembly comprising a bumper having
mounting means, a pair of spaced rods each normal to said bumper
and connected to said mounting means, a pair of cylinders, each
mounted along one side of said vehicle and each in general axial
alignment with one of said rods, a pair of piston heads, each being
positioned within one of said cylinders and having an end of one of
said rods mounted therein; a pair of buttress elements, each
mounted on a side of the vehicle and each supporting an end wall of
one of the cylinders, the inner face of said end wall being spaced
from the rear face of the piston head to receive a mass of
crushable material; a pair of transversely-extending torsion bars
mounted on the vehicle each bar having, in a locus between the
bumper mounting element and the cylinder, means to engage one of
said rods and impart a rotational moment to the end of the bar so
engaged, each of said bars also having, at the end remote from its
rod-engaging means, mechanism for preventing rotation of that end
of said bar.
8. Apparatus as set forth in claim 7, wherein each cylinder
contains, between the rear face of the piston and the rear end of
the cylinder, a mass of corrugated sheet material, the corrugations
of which extend generally in an axial direction with relation to
the cylinder.
9. Apparatus according to claim 8, wherein the mass of corrugated
sheet material consists of corrugated cardboard, helically
wound.
10. Apparatus according to claim 7, wherein the crushable material
is corrugated cardboard, with its corrugations extending
longitudinally of the cylinder, and the entire mass is in a
weatherproof encasement.
11. A bumper assembly for dissipating the energy incident to a
vehicular collision which comprises bumper supporting means adapted
to be carried by a vehicle, a torsion bar likewise adapted to be
carried by said vehicle, and a housing to be mounted on the vehicle
and containing crushable material, said bumper supporting means
being configured to engage lever means adapted to impart a twisting
moment to one end of the torsion bar, and to transmit to said
crushable material any impact shock not dissipated in applying
torsion to the torsion bar.
Description
This invention relates to impact absorbing bumpers for vehicles.
Its primary purpose is to dissipate the shock of a collision by
distributing the energy released by such a shock in ways which will
reduce the effect of the impact on the vehicle and on persons
riding in the vehicle.
The shock-dissipating apparatus comprises two impact absorbing
systems. The first of these interposes high resistance immediately
after impact. The other system exhibits little, if any, resistance
immediately after impact, but its resistance increases rapidly, in
proportion to increasing severity of shock, as and after the limits
of the first system are reached.
Other objectives of the invention include the provision of a
mechanism which it is relatively inexpensive to manufacture, which
is rugged and dependable in its operation, which will absorb
repeated shocks of the type produced by collision with a fixed
object at speeds in the neighborhood of 5 to 10 miles per hour, and
which will absorb a single impact at speeds up to about 20 miles or
possibly 25 miles per hour at the expense of crushing expendable
material used to cushion such heavy impacts, which material will
thereafter have to be replaced. Making the crushable material
available in a readily usable and marketable form is an incidental
objective.
How these and other objectives which are incident to the invention
are attained will become apparent from inspection of the
accompanying drawings, and consideration of the description which
follows, in which there is disclosed what is at present the
preferred embodiment of the invention.
In the description which follows it is assumed that the reader is
seated in the driver's seat, so that "left" refers to the driver's
side of the vehicle and "right" refers to the opposite side.
In the drawings:
FIG. 1 is a plan view illustrating an impact absorbing bumper
constructed in accordance with the invention, applied to a vehicle
chassis;
FIG. 2 is a side elevational view taken as indicated by the arrows
2--2 in FIG. 1;
FIG. 3 is a sectional view taken as indicated by the arrows 3--3 in
FIG. 1;
FIG. 4 is a broken out front view taken as indicated by the arrows
4--4 in FIG. 2;
FIG. 5 is an enlarged fragmentary sectional view of the lever
device located at the right hand end of the upper torsion bar, the
section being taken on the line 5--5 of FIG. 7;
FIG. 6 is an enlarged fragmentary sectional view of the lever
device located at the opposite or left hand end of the upper
torsion bar, the section being taken on the line 6--6 of FIG.
8;
FIG. 7 is a cross section taken on the line 7--7 of FIG. 5;
FIG. 8 is a cross section taken on the line 8--8 of FIG. 6;
FIG. 9 is a fragmentary view of the lever device located at the
right hand end of the lower torsion bar;
FIG. 10 is a fragmentary view of the lever device located at the
left hand end of the lower torsion bar;
FIG. 11 is a cross-section of a guided piston head;
FIG. 12 is a vertical longitudinal section of an alternative
embodiment; and
FIG. 13 is a cross section, on an enlarged scale, taken along the
line 13 -- 13 of FIG. 1.
A reference number followed by the letter "R" indicates that the
part so designated is a counterpart of one bearing the same number
but on the left side of the vehicle, the letter R, of course,
signifying "right".
Turning now to FIG. 1: the angle iron 20 constitutes a support for
a conventional bumper for the front end of a vehicle. Means for
mounting two ends of this bumper on the side members 21 and 22
which form a part of the main frame of the vehicle will now be
described.
The mounting structure on the left side comprises a sub-frame 23
and that on the right side is a sub-frame 24. These sub-frames are
similar to box girders. They are identical in form, but, as will be
seen in FIG. 4, sub-frame 24 is inverted, as compared to sub-frame
23. Unless a significant difference in structure is involved,
therefore, the discussion which follows will relate to the
mechanism carried on the left frame member 21, it being understood
that the right structure is its counterpart.
In frame 23 the inner wall 25 has a tongue 26 which extends
rearwardly beyond the front end of the frame member 21 and is
firmly mounted on that member, as by bolts, rivets, or welding. The
front wall 27 of the box girder 23 extends several inches outwardly
from the frame member 21. There is an intermediate lateral flange
28 which extends outwardly from the inner wall 25 at a point
approximately at the forward end of the frame element 21. This
extends outwardly for about the same distance as the front wall 27.
Between the front wall 27 and the flange 28 there is a vertical web
29 which is parallel to the inner wall 25 and which serves to
stiffen and support the entire sub-frame 23. The lateral flange 28
is so configured as to support a cylindrical member 30 which
extends longitudinally of the vehicle, parallel to the frame member
21. This cylindrical member is supported at its rear end by a
horizontal buttress comprising the lateral wall 31 extending
outwardly from the frame to which it is adjacent, and a
longitudinal wall or flange 32 which secures the angle member to
the frame by means of bolts 33,33. The buttress, furthermore, is
stiffened by a gusset plate 34 since the major shock of heavy
impact will be transmitted to the frame through this buttress,
either alone or in conjunction with the corresponding buttress on
the right frame member 22.
The bumper support 20 has sockets 20',20'R welded thereto. These
receive the forward ends of heavy supporting rods 36,36R, which are
secured therein by bolts 35,35R. The rod 36 passes through aligned
apertures 37 and 38 in the front wall 27 and the lateral flange 28,
respectively. It terminates in the piston head 39 which lies within
the cylinder 30. The apertures 37 and 38 in wall 27 and flange 28
are substantially larger than the outer diameter of the rod 36. The
former accomodates a nylon bushing 40, which reduces friction and
also avoids scraping of the rod 36 against the edge of the metal
aperture, as might occur if the shock of a collision were to impose
thrust at a lateral angle on the rod 36. The latter (aperture 38)
receives the neck of a cap piece 41 which covers the forward end of
the cylinder 30.
Behind the rear face of the piston 39, the cylinder 30 is filled by
a helix 42 of corrugated sheet material, preferably cardboard. The
ridges and valleys of this corrugated material extend in an axial
direction, so as to take full advantage of the very great columnar
strength of the corrugated cardboard. The helix is, of course,
confined, radially, by the cylinder 30. The rear end of the
cylinder 30 may have a cup-like reinforcement 43 which preferably
carries an outwardly projecting dimple 44. The dimple nests in a
socket 45 which is formed in the front wall 31 of the buttress, to
center and support the cup 43.
The piston 39 is guided and supported within the cylinder by means
of a plurality of spacer rods 39', preferably of Teflon
(tetrafluoroethylene) or other low friction plastic. These spacer
rods are illustrated in more detail in FIG. 11, in which four of
them are shown, 90.degree. apart. They are of much smaller diameter
than the piston head.
To mount and hold the spacer rods firmly in place, longitudinal
peripheral sockets 39" are drilled blind into the piston head. That
is to say, these grooves or sockets are not as long as the piston
head, and their open ends are closed by a cover plate 39a so as to
ensure that the spacer rods 39' do not work out of their sockets as
the piston is moved from time to time under relatively small
impacts.
The sockets are mainly circular in cross section, but each
interrupts the cylindrical surface to form a slot which is
considerably narrower than the diameter of the socket. Thus the
spacer rods 39', being fully circular in cross section, present an
arcuate surface which rises above the cylindrical surface of the
piston head. For instance, if the sockets shown are three-eighths
inch in diameter, the rods will project about one-eighth inch above
the surface of the head.
Presently, the method for forming the sockets 39" is to make the
piston head substantially larger than its final size, and drill out
the sockets, just inside the outer surface of the piston head. Thus
the drills will work entirely in solid metal, within the
circumference of an oversize piston head. When the holes have been
drilled to the prescribed depth, the present technique is to
machine away some of the peripheral metal of the piston head, so
that when the spacer rods are inserted into the holes which have
been drilled to receive them, the circumferential arc of each rod
will project above the outer surface of the piston head about
one-eighth inch.
Although the Teflon rods project only about one-eighth inch above
the finished surface of the piston head, they guide and support the
piston rod quite accurately, so that the arbor in bushing 40 may be
made larger than the outer diameter of the rod 36. This ensures
that repeated movements of the piston 36 will not cause the bushing
40 to work out of the hole 37 in which it is mounted.
The spacer rods 39' ensure that impact received by the bumper
supporting rod 36 and transmitted through the torsion bar system
(to be described hereafter) will reach the face of the helix of
corrugated material with little or no frictional or pneumatic
restraints, such as might arise if the piston head accurately
fitted the inner diameter of the cylinder.
On the contrary, one of the important advantages of the present
invention is that the mechanism just described for dissipating
severe shock involves no parts which have to be machined to close
tolerances. The spacer rods will serve to guide the piston head
into crushing engagement with the helix of corrugated sheet
material behind it whether or not the interior surface of the
cylinder has been accurately machined, and whether or not the
exterior surface of the piston head has been accurately machined.
Clearance is deliberately provided at the head of the cylinder, by
forming the neck of the cap 41 with a larger inside diameter than
the outside diameter of the rod 36 (FIG. 1). Indeed, it is believed
that the problem of drilling sockets for the spacer rods can be
entirely eliminated when this device is in full production, by
substituting cast piston heads, possibly aluminum. Since they do
not touch the inside of the cylinder it makes no difference whether
they precisely fit. A great saving in time and expense can be
expected from this one feature alone.
The mass of corrugated cardboard or other corrugated sheet material
confined within the cylinder 30 is capable of withstanding almost
unbelievable loads. It will, nevertheless, crumble under impact,
and in so doing will dissipate a surprisingly large proportion of
the shock initiated by the impact.
After a severe collision, the buttress element is removed from the
frame by unscrewing the bolts 33. These bolts are preferably
deliberately undersized, so that they will shear under severe shock
before sufficient stress has been transmitted to the longitudinal
wall 32 to result in denting or deforming of the chassis
itself.
The torsion bars which have been previously mentioned are intended
to absorb lesser shocks. They extend transversely of the vehicle,
the upper one 46 being shown in FIG. 1, and the system as a whole
in FIG. 4.
The front wall 27R of the box girder 24 carries a riser 47R which
supports a journal 48R surrounding one end of the torsion bar 46.
Mounted on the torsion bar 46 closely adjacent to the journal 48R
are a pair of tongues 49,49. These tongues lie in parallel but
spaced planes. Their upper ends are widened and the torsion bar
passes through arbors in these widened portions, but is keyed to
the body of each tongue by means of the key 50. The lower ends of
the tongues 49,49 lie within the box girder 24. Each of the tongues
is provided with a notch 51 (see FIG. 7) in which an anchor pin 52
is mounted. This anchor pin 52, best seen in FIGS. 5 and 7, is
transversely threaded at a mid point, to receive a tension bolt 53
which extends from the anchor pin 52 to and through the front wall
member 27R of the box 24. The anchor pin 52, as clearly seen in
FIG. 5, is of sufficient length to span the distance between the
tongues 49,49 and the bolt 53 passes between these tongues. When it
is tightened, it very firmly immobilizes the fixed end of the
torsion bar 46.
At the opposite end of the torsion bar 46, the box girder 23 on the
driver's side affords a riser 54 which supports a journal 55 of the
same general nature as the journal 48R. Two tongues 56,56 are
supported at the end of the torsion bar 46 closely adjacent to the
journal 55. Like the tongues 49,49, the tongues 56,56 are parallel,
are spaced apart, and are secured to the torsion bar 46 by a key
57. The depending tongues engage the rod 36, which carries one end
of the bumper at its forward end and the piston head 39 at its rear
end.
Engagement of the rod 36 by the fingers 56,56 is effected by
machining away a parti-cylindrical portion of the peripheral
surface of the rod 36, on opposite sides of that rod, so as to
produce a pair of parallel vertical flat lands 58,58. (See FIG. 8.)
It will be seen that movement of the rod 36 towards the rear will
move the tongues 56,56 towards the rear, because of contact with
the vertical segment 59 which remains between the land 58 and the
outer circumference of the rod 36. Movement of the tip of the
tongues 56,56 will impart rotational movement to the rod 46 because
the tongues are keyed to the rod 46 by key 57. Since the opposite
end of the torsion bar 46 is firmly anchored, as is illustrated in
FIG. 7, any impact which initiates movement of the rod 36 is met by
an increasing torsional resistance. As the rod 36 continues its
movement towards the rear, the tip ends of the tongues 56,56 will
ride up against the segmental surface 59 until eventually they have
moved entirely out of contact with the lands 58,58 and are resting
upon the upper surface of the rod 36. This position is reached only
under quite severe shock. So long as the tongues 56,56 continue to
be in contact with the segmental areas 59 they will exert a
restoring moment, tending to move the rod 36 back to its natural
position and thus restore the bumper to its usual place.
Although the torsion bars will be unable to exert any restoring
moment after the tongues 56,56 have ridden up and above the top of
the lands 58, there will still be some resilience in the corrugated
material tending to restore the piston to its proper place.
However, any shock sufficiently severe to result in extensive
crushing of the corrugated sheet material will require removal and
replacement of it. This is easily accomplished by unbolting and
removing the buttress. It is then a simple matter to remove the cap
43 and the crushed material 44 from the rear end of the cylinder
30. Then the piston head can be driven back to its normal position,
as by tapping it with the handle of a sledge, and a new cartridge,
comprising a helix of fresh corrugated sheet material is slipped
into the cylinder 30. Next the buttress is reinstalled, so that the
dimple 44 snugs into the detent 45 in the lateral wall 31 which
marks the forward end of the gusset plate 34. If the shock has been
so severe as to shear the bolts 33, it will, of course, be
necessary to replace them. A shock of that magnitude probably will
not befall most automobiles more than once or twice in a lifetime
of normal use.
As to the lower member of the torsion bar system, little more need
be said than to mention the fact that the box girder 23 is of the
same configuration as the box girder 24. In FIG. 4, it will be seen
that the one is simply an inversion of the other. The fingers 60,60
which are carried by the lower torsion bar 61 are mirror images of
the fingers 56,56 which depend from the opposite end of the upper
bar 46. They do not depend from the lower bar, but rise vertically
above it. They engage the rod 36R and straddle parallel vertical
flat lands provided in that rod, in precisely the same manner that
the depending tongues 56,56 straddle the flatted surfaces 58,58 in
the rod 36 previously mentioned.
Within the box girder 23 there is an anchoring arrangement for the
fixed end of the lower torsion bar 61. This is formed by providing
notches in the upper ends of the tongues 62,62 which are mounted on
the lower torsion bar 61 adjacent the journal 48. These notches are
of precisely the same nature as the notches 51,51 shown in FIG. 7,
and receive a hold down anchor 52' which is precisely the same in
nature and operation as the hold down 52, shown in FIG. 7.
Accordingly, motion of the rod 36R on the right side of the car
will impart torsional movement to the lower torsion bar 61 in
precisely the same way that movement of the rod 36 inparted
torsional movement to the upper rod 46, on the left side of the
car.
Although I have described the crushable material as being
corrugated cardboard, in my preferred embodiment, it is of course
apparent that other sheet material can be used instead. Aluminum
sheet of an appropriate gauge can be corrugated and wound into a
helix, with a ribbon of flat sheet between convolutions, just as
easily as cardboard. A technique similar to that employed in making
"honeycomb" cells may possibly be available. Even though the
adhesives presently used in forming corrugated board may not be
useful in making corrugated metal foil objects, it is believed that
a helix of currugated metal foil should display comparable
strength.
Since the cylinder in which the corrugated board is placed will
normally be so close to the wheels as to involve very considerable
exposure to water, it is important to employ a water-resistant
coating for the helix, in order to prevent rain damage and the
like. I have used ordinary spar varnish for this purpose, although
many other materials come to mind which should be equally
effective. Because of its flexibility, latex commends itself for
such a use as this. Another convenient way to protect the coil of
corrugated cardboard against moisture is to enclose it and seal it
in a sheath of waterproof plastic sheet material.
Although it is supposed that only a small porportion of the
automobiles in use will be involved in front end collisions of
sufficient severity to crush the corrugated sheet material in the
cylinder 30, it is unfortunately likely that the total number of
such collisions will be quite substantial. It is therefore proposed
to provide a very inexpensive replacement cylinder, with a roll of
corrugated board packed inside it, which would be light in weight
and sufficiently strong to withstand the stress. It could be
carried in stock and installed conveniently by any service station
or garage.
This modification of the structure disclosed is effected, as
illustrated in FIG. 12, by replacing the cast iron cylinder 30,
illustrated in FIGS. 1, 2 and 3, with a "tin" can 30a of comparable
size. The 46-ounce can (41/4 in diameter) which is presently
standard would be approximately right, if elongated somewhat. The
top of the can is removed, and the can is then provided with a
dimple 44 in the center of the bottom, as by using a spider
template and a long punch with a hemispherical end against a die
plate with a central dent or arbor.
The helix of corrugated cardboard, impregnated with varnish, is
then inserted in the can, and the can is mounted with its front end
in registry with a cap member 41a similar to the cylinder cap 41.
However, the metal of the cap is lightly rabbeted circumferentially
so as to provide a shoulder which neatly fits the inside diameter
of the can. The buttress member at the rear is then bolted in
position, with the dimple 44 snugged into the dent 45 or arbor 45
in the wall 31 of the buttress member.
In order to afford additional protection against a shock which
might be of sufficient magnitude to burst the can prematurely, it
is proposed to provide an encircling band 43a of metal at the
bottom of the can. This band should be perhaps an inch and a half
or two inches wide. Its purpose is not to prevent rupture of the
can, for the can itself is wholly expendable. Its purpose is to
make certain that the can does not burst before the force of the
shock has almost completely crushed the corrugated sheet
material.
It will be observed that the mechanism herein disclosed makes use
of only eight parts. These are: (1) the bumper support, (2) the
piston rod, (3) the box girder, (4) the piston head, (5) the
cylinder, (6) the buttress, (7) the torsion bar, (8) the fingers.
All of the fingers used to lock the torsion bars or to operate the
piston rods are of identical construction. Every unit on the
driver's side is an exact counterpart of a corresponding unit on
the opposite side.
This elimination of the need to use differently shaped parts to fit
opposite sides of the vehicle is another significant advantage of
the present invention. The reduction in weight which can be secured
by substituting a 46 oz. can for the heavier tubing element
illustrated in FIG. 1 should be highly advantageous. It is
perfectly feasible to do this, because the piston head does not
have to establish sliding contact with the inner surface of the
cylinder, and in fact should not do so. Therefore, irregularities
in shape and rigidity of wall are of no consequence.
In short, it is believed that the present invention establishes a
new functional relationship between two wholly different
energy-dissipating systems, and that the agencies devised to
accomplish this are unusually simple, rugged and inexpensive, both
to build and to install. Furthermore, the degree of protection
afforded by the invention is notable. It has been suggested in
terms of collision with a fixed object, such as a bridge abutment.
Had the collision been with a movable object, it is probable that
it could have safely taken place at considerably greater
speeds.
* * * * *