FRONT END ENERGY ABSORBER ASSEMBLY

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

[0001] This application claims priority to and the benefit of U.S. Provisional Application No. 61/386,152, filed September 24, 2010, which is incorporated herein by reference in its entirety.

BACKGROUND

[0002] The present disclosure relates generally to a vehicle sub-frame structure, and more particularly to a front end energy absorber structure for a vehicle.

[0003] Vehicles typically include a body frame that provides a support for the body panels and power train components. An example of a type of body frame is a space frame having a cage-like construction using a plurality of interconnected frame members or a unibody structure. The space frame is a lightweight rigid cage-like structure constructed from a number of individual frame components interconnected at joints in a geometric pattern. Panels are typically secured to the frame to form the shape of the vehicle. The space frame typically utilizes a multidirectional span and is often used to accomplish long spans with few supports. The cage-like structure of the space frame enables other vehicle components, such as an engine, drive train, vehicle body parts, or the like, to be mounted thereon. The vehicle body parts may also include floor pans, roofs, fenders, body panels, hood and trunk lids, doors, or the like

[0004] Vehicle body structures have been used for many years and are well known in the art. Although conventional structures have proven useful, attempts have been made to improve upon existing vehicle constructions. For example, the automotive industry is constantly striving to reduce the weight of vehicles to improve fuel economy without reducing or sacrificing structural integrity. It is also desirable to provide vehicles that are better able to withstand an impact due to a collision and offer greater safety to passengers while providing better handling and driving performance. To achieve these purposes attempts have been made to substitute different materials, such as aluminum or composite materials, for part of or the entire vehicle frame.

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[0005] There are, however, disadvantages in using such materials. For example, although such materials have lightweight advantages, structural stiffness and/or integrity are typically sacrificed which reduces the body frames ability to absorb impact collision energy.

SUMMARY

[0006] According to various embodiments, a front end energy absorber assembly for a space frame of a vehicle includes (but is not limited to) a first rail member and a second rail member, a first bumper member and a second bumper member, and a first connector and a second connector. The first rail member and the second rail member each have a first end and a second end. The first and second rail members are positioned parallel and spaced apart a predetermined distance from each other. The first rail member and the second rail member are configured to deform in a predetermined manner to absorb energy from a collision. The first bumper member and the second bumper member are coupled to the first end of the first rail member and the first end of the second rail member. The first connector and the second connector each have a first end and a second end. The first ends of the first and second connectors are coupled to the second ends of the first and second rail members. The second ends of the first and second connectors are coupled to the space frame.

[0007] According to various embodiments, a method of manufacturing a front end energy absorber assembly for a space frame of a vehicle includes, but is not limited to, any one or combination of: (i) providing a first rail member and a second rail member each having a first end and a second end, the first and second rail members positioned parallel and spaced apart a predetermined distance from each other, the first rail member and the second rail member configured to deform in a predetermined manner to absorb energy from a collision; (ii) coupling a first bumper member and a second bumper member to the first end of the first rail member and the first end of the second rail member; and (iii) providing a first connector and a second connector each having a first end and a second end, the first ends of the first and second connectors

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WASH 8272349.1 Attorney Docket No. 099034-0301 coupled to the second ends of the first and second rail members, the second ends of the first and second connectors coupled to the space frame.

[0008] Various embodiments allow for a front end energy absorber assembly that is relatively lightweight yet able to effectively absorb a majority of impact energy due to a collision. Various embodiments allow for a front end energy absorber assembly that provides increased passenger protection. Various embodiments allow for a front end energy absorber assembly that provides a support structure to attach a variety of vehicle components. Various embodiments allow for a front end energy absorber assembly that is relatively simple in design which facilitates vehicle manufacturing. Various embodiments allow for a front end energy absorber that is easily replaceable.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] FIG. 1 is a perspective view of a vehicle according to various embodiments of the disclosure.

[0010] FIG. 2 is a perspective view of a space frame for a vehicle according to various embodiments of the disclosures.

[0011] FIG. 3 is a perspective view of a front end energy absorber assembly coupled to a space frame according to various embodiments of the disclosure.

[0012] FIG. 4 is an exploded perspective view of a front end energy absorber assembly according to various embodiments of the disclosure.

[0013] FIG. 5 is an exploded perspective view of a front energy absorber assembly coupled to a space frame according to various embodiments of the disclosure.

[0014] FIG. 6 is an elevated front view of a front rail member crushed from an impact according to various embodiments of the disclosure.

DETAILED DESCRIPTION

[0015] FIG. 1 illustrates a vehicle 10. The vehicle 10 may be a passenger car, truck, or the like. The vehicle 10 may be a conventional vehicle powered solely by an internal combustion engine, or a fully electric vehicle (FEV) powered by a battery, or a combination thereof, such as a hybrid electric vehicle (HEV), or a plug-in hybrid vehicle (PHEV) or extended range electric vehicle (EREV), or the like. In this

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WASH 8272349.1 Attorney Docket No. 099034-0301 example, the vehicle 10 is a PHEV that is gasoline and electric powered. The engine may also operate on another fuel, such as, diesel, methane, propane, hydrogen, or the like.

[0016] Referring now to FIG. 2, a space frame 12 for a vehicle (e.g., the vehicle 10 of Fig. 1) is shown. The space frame 12 includes a rearward (rear) frame portion 14, a middle frame portion 16, and a forward (front) frame portion 18. The space frame 12 also includes a first side 20, a second side 22, a front side 24, a rear side 26, and upper (top) side 28, and a lower (bottom) side 30. First and second laterally spaced and longitudinally extending lower side rail members 32, 34 are disposed on the bottom of the first and second sides 20, 22 and also constitute part of the bottom side 30 of space frame 12 and extend along the length thereof. The bottom side 30 of the space frame 12 is joined to the top side 28 of the space frame 12 by a plurality of vertically extending support members 36 (e.g., structures, pillars, columns, etc.). Depending on the body style and length of the vehicle, the vertical support members 36 may include, for example, a pair of first vertical support members (or A-Pillars) 38, a pair of second vertical support members (or B-Pillars) 40, a pair of third vertical support members (or C-Pillars) 42.

[0017] The front frame portion 18, the middle frame portion 16, and the rear frame portion 14 each have a substantially box-like (or cage-like) structure. These three frame portions are joined together to form the space frame 12, which also has an overall cage-like (or box-like) structure. The space frame 12 also includes a plurality of openings 44 (or spaces, or areas, etc.) for attaching (or mounting, coupling, etc.) other vehicle components, such as, engines, drive trains, body parts, body side assemblies, and/or the like. The body side assemblies may include floor pans, roofs, fenders, body panels, hood and trunk lids, doors, and/or the like. The space frame 12 and the components thereof can be fabricated from a variety of materials, such as (but not limited to), aluminum, composite material, metal, steal, alloys, and/or the like. The size, geometric shape, configuration, and/or the like, of the space frame 12 may vary depending on various criteria, such as, the type of vehicle, shape, use, and/or the like. The components of the space frame 12 can be coupled together using a variety

WASH 8272349.1 Attorney Docket No. 099034-0301 of joining techniques, such as, fastening (e.g., screws, bolts, etc.), welding, and/or the like.

[0018] The space frame 12 also includes a front section or a front end energy absorber assembly or bumper assembly structure 46. The front end energy absorber assembly 46 enables the space frame 12 to absorb impact energy resulting from an unintended application of a force, such as that occurring in a vehicle frontal impact. By absorbing this energy effectively, protection and safety can be offered to the occupants of the vehicle during a front end collision. The front end energy absorber assembly 46 also provides a backbone for attachment of other vehicle components, such as, for example, a skid frame, hood hinges, subframes, tow hooks, and energy absorber foam.

[0019] Referring now to FIGS. 2-6, the front section or the front end energy absorber assembly 46 is shown. The front end energy absorber assembly 46 generally includes a first bracket (left side front rail cover bracket) 48, a second bracket (right side front rail cover bracket) 50, a first bumper member (upper front bumper beam) 52, a second bumper member (lower front bumper beam) 54, a first connector (connecting the left side longitudinal rail member to the left front shock tower sleeve) 56, a second connector (connecting the right side longitudinal rail member to a right front shock tower sleeve) 58, a first rail member (left side front rail, or impact absorbing member) 60, a second rail member (right side front rail, or impact absorbing member) 62, a third bracket (left side bracket stabilizer bar to body) 64, a fourth bracket (right side bracket stabilizer bar to body) 66, and a mounting member (tow hook mounting block) 68.

[0020] The first bracket (left side front rail cover bracket) 48 and a second bracket (right side front rail cover bracket) 50 are generally planar members each having a first angled portion for attachment to the front bumper members 52, 54. The first and second brackets 48, 50 also each include a second angled portion for coupling to the first and second rail member 60, 62, respectively. The first and second brackets 48, 50 may also each include an opening or aperture for supporting a mounting member 68, such as a tow hook mounting block and/or the like, therethrough.

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[0021] The first bumper member 52 and the second bumper member 54 are generally elongated beams that span the width of the space frame front side 24 and have a first end and a second end. The first and second bumper members 52, 54 are arcuate or generally curved a predetermined degree to support the external body structure of the vehicle 10. The first and second bumper members 52, 54 may each have a tubular structure having a hollow internal channel. The first and second bumper members 52, 54 may each include a variety of additional features, such as, opening, apertures, hooks, brackets, or the like, for ventilation, mounting other components, and/or the like.

[0022] The first connector 56 and the second connector 58 have a generally rectangular box-like shape and each include a first end, a second end, a first side (upper/top), a second side (lower/bottom), a third side (outboard), a fourth side (inboard), a fifth side (front), and a sixth side (rear). The first and second connectors 56, 58 each include a plurality of tubular segments (or sections, or cells, corrugations, closed cell sections, etc.) formed by internal walls for absorbing impact energy. The first and second connectors 56, 58 are designed to deform (fold, crush, collapse, etc.) in a predetermined manner to absorb impact energy.

[0023] The first rail member 60 and the second rail member 62 have a generally rectangular box-like shape and include a first end, a second end, a first side

(upper/top), a second side (lower/bottom), a third side (outboard), a fourth side (inboard), a fifth side (front), and a sixth side (rear). The first and second rail members 60, 62 each include a plurality of tubular segments (or sections, or cells, corrugations, closed cell sections, etc.) formed by internal walls for absorbing impact energy. The first and second rail members are designed to deform (fold, crush, collapse, etc.) in a predetermined manner, such as, an accordion, or the like, to absorb impact energy. The first rail member 60 and the second rail member 62 may each have a first recess and a second recess for receiving at least a portion of the first bumper member 52 and the second bumper member 64, respectively.

[0024] The third bracket 64 and the fourth bracket 66 have a generally U-shape formed by a generally planar portion and two side portions extending upwards

WASH 8272349.1 Attorney Docket No. 099034-0301 therefrom. The third bracket 64 and the fourth bracket 66 may each include other features, such as, openings, apertures, or the like, for coupling to other components.

[0025] The mounting member 68 generally includes a block portion and an extension extending therefrom. The mounting member 68 may include other features, such as, openings, apertures, or the like, for coupling to other components, such as a tow hook, or the like.

[0026] The first and second rail members 60, 62 are parallel and spaced apart a predetermined distance from one another. The front sides of the first and second rail members 60, 62 are coupled generally perpendicularly to the first and second bumper members 52, 54 via the first and second brackets 48, 50. The block portion of the mounting member 68 is coupled to the front side of the second rail member 62 such that the extension of the mounting member 68 extends through the opening of the second bracket 50. The third and fourth brackets 64, 66 are coupled generally perpendicularly to the inboard and bottom side of the first rail member 60 and the inboard and bottom side of the second rail member 62, respectively. The front side of the first connector 56 and the second connector 58 are coupled to the rear side of the first rail member 60 and the rear side of the second rail member 62, respectively. The components of the front energy absorber assembly 46 are coupled together to form a generally rectangular-shaped construction, and in particular embodiments a U-shaped construction, which is coupled to the front portion of the space frame 12.

[0027] The front end energy absorber assembly 46 and/or the components thereof can be fabricated from a variety of materials, such as (but not limited to), aluminum, composite material, metal, steal, alloys, and/or the like. The size, geometric shape, configuration, and/or the like, of the front end energy absorber assembly 46 may vary depending on various criteria, such as, the type of vehicle, or the like. The

components of the front end energy absorber assembly 46 can be coupled together using a variety of techniques, such as, fastening (e.g., screws, bolts, etc.), welding, and/or the like.

[0028] In particular embodiments, the front end energy absorber assembly 46 includes all-aluminum welded extrusions. The entire front end energy absorber assembly 46 is bolted to the aluminum space frame 12 by bolts and nuts. The bolt-on

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WASH 8272349.1 Attorney Docket No. 099034-0301 feature is an automotive industry enabler that enables for relatively quick and inexpensive servicing of a space frame at an auto shop (such as, a dealership, or the like) damaged from a front end collision. For example, if the front end energy absorber assembly 46 is damaged, the front end energy absorber assembly 46 can simply be unbolted and replaced by a new front end energy absorber assembly 46. This significantly reduces various costs, such as, customer repair costs, vehicle manufacturer costs, vehicle dealership costs, warranty costs, insurance costs, etc. The modular nature of the front end energy absorber assembly 46 also facilitates vehicle manufacturing/production because it can be easily assembled as a module, attached and detached from the vehicle, and moved in, on, and around the assembly line. In contrast, the frames of conventional vehicles are typically welded together and when damaged from a crash the frame must be cut and re-welded in order to repair the frame.

[0029] The first and second rail members 60, 62, which may be aluminum extrusions, placed longitudinally absorb the majority of the impact energy, such as that occurring during a frontal collision. In particular embodiments, each of the first and second rail members 60, 62 may be a five cell closed section extrusion of aluminum (e.g., 6063.85 T7 Aluminum). These closed cells increase absorption of energy from a frontal impact to protect vehicle occupants. In particular embodiments, a rate of energy absorption is controlled and optimized by the selection of the aluminum alloy and the heat treatment of that alloy. In addition, these closed cells deform in an accordion-type manner (accordion crush mode) to increase the amount of energy absorbed from the impact, as shown in FIG. 6. The first and second rail members 60, 62 are crushed at a predetermined number of locations or bucklings (e.g., 12, etc.) wherein each buckling absorbs a significant amount of load from the crush after a collision impact. In contrast, conventional vehicle frames kink at only one location and therefore do not absorb much energy from a collision.

[0030] The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments

WASH 8272349.1 Attorney Docket No. 099034-0301 without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

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