Vehicle collision structure, vehicle body structure including vehicle collision structure, and vehicle including vehicle body structure

Abstract

Aspects of the present invention relate to a vehicle crash structure including a longitudinal energy absorbing member and a load bearing element, a vehicle body structure including the same, and a vehicle including the vehicle body structure. The load bearing element includes a first end, a second end, a first load bearing arm, and a second load bearing arm. First and second load bearing arms each extend between the first and second ends of the load bearing element. A first end of the load bearing element is attached to one end of the longitudinal energy absorbing member, and a second end of the load bearing element, in use, is attached to a cross member of the vehicle body structure, the cross member being located between a bulkhead panel of the vehicle body structure and the longitudinal energy absorbing member. The longitudinal energy absorbing member and the load bearing element together define a load path for a longitudinal load generated during a collision event. The first load carrying arm defines a first diverging portion of the load path and the second load carrying arm defines a second diverging portion of the load path.

Description

Technical Field

[0001] This disclosure relates to vehicle structures. Various aspects of the invention relate to vehicle collision structures, vehicle body structures including vehicle collision structures, and vehicles including vehicle body structures. Background Technology

[0002] It is known that a traction battery for electric vehicles, such as battery electric vehicles or hybrid electric vehicles, is provided below the driver's cab area. In a typical vehicle architecture, the traction battery is located below the rear passenger seats (which may be referred to as the second-row seats).

[0003] This results in either increasing the height of the cab area (and therefore the vehicle) to accommodate the traction battery, or keeping the height of the cab area (and therefore the vehicle) and restricting headroom for passengers in the rear seats.

[0004] The purpose of this invention is to address one or more of the disadvantages associated with the prior art. Summary of the Invention

[0005] The present invention provides a vehicle collision structure, a vehicle body structure including the vehicle collision structure, and a vehicle including the vehicle body structure.

[0006] According to aspects of the present invention, a vehicle collision structure, such as a vehicle collision structure for a vehicle, is provided. The vehicle may be an electric vehicle. The vehicle collision structure may be a vehicle collision structure for a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV). The vehicle collision structure includes a longitudinal energy-absorbing member and a load-bearing element, wherein the longitudinal energy-absorbing member and the load-bearing element together define a load path for a longitudinal load, such as a longitudinal load generated during a collision event. The load path has a first dispersion portion and a second dispersion portion.

[0007] Advantageously, the first and second dispersion portions of the load path enable the vehicle architecture to be designed to accommodate traction batteries and / or power electronics of different sizes, such as larger and / or located in different positions, such as further forward or further rearward in the vehicle's cab area, because the first and second dispersion portions of the load path ensure that forces from longitudinal loads are transferred in a collision event.

[0008] The load-bearing element may include a first end, a second end, a first load-bearing arm, and a second load-bearing arm. The first load-bearing arm and / or the second load-bearing arm may extend between the first end and the second end of the load-bearing element.

[0009] The first end of the load-bearing element may, for example, be attached to one end of the longitudinal energy-absorbing member.

[0010] The second end of the load-bearing element may, for example, be attached to a transverse member of the vehicle body structure during use. The transverse member may be located between the partition panel of the vehicle body structure and the longitudinal energy-absorbing member, for example, positioned between or in the middle of the partition panel and the longitudinal energy-absorbing member of the vehicle body structure.

[0011] According to an aspect of the present invention, a vehicle collision structure is provided, for example, a vehicle collision structure for an electric vehicle. The vehicle collision structure may be a vehicle collision structure for a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV).

[0012] The vehicle collision structure includes: a longitudinal energy-absorbing member; and a load-bearing element, which together define a load path for longitudinal loads generated during a collision event.

[0013] The load-bearing element includes a first end, a second end, a first load-bearing arm, and a second load-bearing arm. Each of the first load-bearing arm and the second load-bearing arm extends between the first end and the second end of the load-bearing element.

[0014] The first end of the load-bearing element is attached to one end of the longitudinal energy-absorbing member, and the second end of the load-bearing element is attached in use to a transverse member of the vehicle body structure, which is located between the partition panel of the vehicle body structure and the longitudinal energy-absorbing member.

[0015] The first load-bearing arm defines a first dispersed portion of the load path, and the second load-bearing arm defines a second dispersed portion of the load path.

[0016] Advantageously, the first and second dispersion portions of the load-bearing element and its defined load path allow a portion of the traction battery and / or power electronics (or indeed other components) to be positioned such that they extend beyond the bulkhead panel from the vehicle's cabin area (located in front of the front bulkhead panel, such as the dashboard, or behind the rear bulkhead panel). The first and second dispersion portions of the load path ensure that, in a collision event, forces from longitudinal loads are directed around the traction battery and / or power electronics, thereby protecting them. In this arrangement of the vehicle's crash structure, where a second end of the load-bearing element is attached in use to a lateral member, for example, in front of the bulkhead panel, in the vehicle body structure, the traction battery can be moved further forward within the vehicle. This allows the second-row seats to be lowered to provide more headroom, and thus improves passenger comfort in the second row. The arrangement of the vehicle's crash structure also advantageously allows for the accommodation of a larger traction battery (since the traction battery can extend beyond the vehicle's cabin area).

[0017] The load-bearing element may be configured to at least partially house the vehicle's electronic and / or electrical components. For example, the load-bearing element may be configured to at least partially house the vehicle's traction battery and / or power electronics. The first load-bearing arm and the second load-bearing arm of the load-bearing element may be spaced apart, for example, such that the vehicle's traction battery and / or power electronics can be at least partially housed between the first load-bearing arm and the second load-bearing arm.

[0018] The first load-bearing arm and / or the second load-bearing arm may include one or more openings. Advantageously, components of the power electronic device may extend through one or more openings in the first load-bearing arm and / or the second load-bearing arm.

[0019] The first load-bearing arm and / or the second load-bearing arm may include one or more ribs or rib portions. Advantageously, the arrangement of one or more ribs or rib portions makes it possible to reduce the size of the first load-bearing arm and / or the second load-bearing arm, thereby reducing the weight of the load-bearing element.

[0020] Further advantageously, such a first load-bearing arm and / or a second load-bearing arm, including one or more openings and / or one or more ribs or rib portions, can be readily manufactured, for example, by casting.

[0021] In one embodiment, when the load-bearing element is attached to a transverse member of the vehicle body structure, the first load-bearing arm and the second load-bearing arm of the load-bearing element define a space between the longitudinal energy-absorbing member and the transverse member of the vehicle body structure, the space being used to accommodate a portion of the vehicle's traction battery and / or power electronic devices.

[0022] The space defined between the longitudinal energy-absorbing member and the transverse member can advantageously accommodate, or at least partially accommodate, vehicle components, such as the traction battery and / or power electronics. The traction battery and / or power electronics can therefore be positioned such that at least a portion of them is located in front of the front bulkhead panel, such as the dashboard, and / or behind the rear bulkhead panel (depending on the location of the vehicle's collision structure within the vehicle), and are still protected by the collision structure. The size of the traction battery can also be increased, as a portion of the traction battery can be accommodated in the space formed in front of and / or behind the bulkhead panel (again, depending on the location of the collision structure within the vehicle).

[0023] The longitudinal energy-absorbing component of the vehicle collision structure may have a longitudinal axis. A first dispersion portion of the load path may extend from a first end of the load-bearing element at a first non-zero angle relative to the longitudinal axis of the longitudinal energy-absorbing component. Additionally or alternatively, a second dispersion portion of the load path may extend from the first end of the load-bearing element at a second non-zero angle relative to the longitudinal axis of the longitudinal energy-absorbing component.

[0024] The first and / or second dispersion portions of the load path may extend in a non-parallel direction relative to the longitudinal axis at the first end of the load-bearing element. This non-parallel direction may, for example, extend toward a side portion of the vehicle.

[0025] The first and / or second dispersion portions can be configured to shift the load path away from the longitudinal axis of the longitudinal energy-absorbing member.

[0026] The first and / or second dispersion portions can transfer the load path to the longitudinal axis at the side of the vehicle, wherein the longitudinal axis at the side of the vehicle is parallel to but spaced apart from the longitudinal axis of the longitudinal energy absorption member.

[0027] Advantageously, the first and second dispersion portions of the load path provided by the first and second load-bearing arms of the load-bearing elements transfer the load path from the longitudinal axis of the longitudinal energy-absorbing member located near the traction battery and / or power electronics to a parallel longitudinal axis extending along the side of the vehicle body structure, for example, along a beam.

[0028] In one embodiment, a first dispersive portion of the load path may extend from a first end of the load-bearing element along a first direction, and / or a second dispersive portion of the load path may extend from the first end of the load-bearing element along a second direction. The first direction may be different from the second direction.

[0029] Advantageously, the different directions in which the first and second dispersion portions of the load path extend allow the longitudinal load generated during a collision event to be transferred in different directions, for example, to bypass structures within the vehicle body. Additionally, the longitudinal load can be transferred to another component of the vehicle body structure, such as a beam extending along the side of the vehicle.

[0030] In this implementation, the first non-zero angle can be between 10 degrees and 60 degrees. The second non-zero angle can also be between 10 degrees and 60 degrees. The first non-zero angle can be the same as the second non-zero angle. Alternatively, the first non-zero angle can be different from the second non-zero angle.

[0031] Advantageously, the angular range between the longitudinal axis of the longitudinal energy absorption member and the first and second load-bearing arms of the load-bearing element allows the load path to transfer around the battery while maintaining the structural rigidity of the load-bearing element and preventing the vehicle collision structure from twisting and collapsing in a collision event.

[0032] The first and second load-bearing arms of the load-bearing element can be manufactured, for example, cast or formed as a single component. Alternatively, one of the first and second load-bearing arms can be secured, attached or otherwise fastened to the other by any suitable means to provide the load-bearing element.

[0033] In this embodiment, the load-bearing element may have a first longitudinal stiffness. The longitudinal energy-absorbing member may have a second longitudinal stiffness. The first longitudinal stiffness may differ from the second longitudinal stiffness. The first longitudinal stiffness of the load-bearing element may, for example, be greater than the second longitudinal stiffness of the longitudinal energy-absorbing member.

[0034] Advantageously, the longitudinal energy-absorbing member has low longitudinal stiffness and is therefore configured such that, in a collision event, the longitudinal energy-absorbing member compresses before any deformation occurs in the load-bearing element. This provides protection for the traction battery and / or power electronics housed, at least partially, in the space defined by the load-bearing element and the lateral members of the vehicle collision structure.

[0035] In an implementation, the load-bearing element of the vehicle collision structure may include support legs.

[0036] The first end of the support leg may be attached to the first end of the load-bearing element. The support leg may be a separate component from the first and second load-bearing arms of the load-bearing element. The support leg may be attached to the first end of the load-bearing element, for example, by any suitable means of securing, attaching, or otherwise fastening. The first end of the support leg may be attached to the first end of the load-bearing element, for example, by fasteners.

[0037] The second end of the support leg can be attached to a transverse member of the vehicle body structure during use. The support leg can be a separate component from the transverse member. The support leg can be attached to the transverse member of the vehicle, for example, by means of any suitable means of securing, attaching, or otherwise fastening. The second end of the support leg can be attached to the transverse member, for example, by welding.

[0038] The support leg can be a compression support leg.

[0039] Advantageously, the support legs provide additional stability to the vehicle's collision structure and prevent the vehicle's collision structure from collapsing inward during a collision event.

[0040] The support leg may define a third dispersion portion of the load path formed by the longitudinal energy-absorbing member and the load-bearing element. This third dispersion portion of the load path may extend from the first end of the load-bearing element. The support leg may be spaced apart from the first and second load-bearing arms of the load-bearing element. The third dispersion portion of the load path may extend from the first end of the load-bearing element at a third non-zero angle relative to the longitudinal axis of the longitudinal energy-absorbing member. The third dispersion portion of the load path may extend along a third direction. This third direction may differ from the first direction in which the first dispersion portion of the load path extends and / or the second direction in which the second dispersion portion of the load path extends. The third dispersion portion of the load path may be guided towards the center of the vehicle.

[0041] Advantageously, the first load-bearing arm, the second load-bearing arm, and the support leg of the load-bearing element extend from the first end of the load-bearing element at an angle relative to each other, thereby forming a base with a cross-sectional area larger than that at one end of the longitudinal energy-absorbing member. This results in greater stability and load-bearing capacity of the vehicle collision structure.

[0042] The load path can be divided into a first dispersed part, a second dispersed part, and a third dispersed part, which correspond to the first load-bearing arm, the second load-bearing arm, and the support leg, respectively.

[0043] Advantageously, the third dispersive portion of the load path maintains the structural rigidity of the load-bearing element, thereby preventing the load-bearing element from collapsing inward in the event of a collision. Furthermore, the space between the support leg and the first and second load-bearing arms advantageously minimizes the weight of the vehicle collision structure and provides space for components to extend through and / or be at least partially accommodated therein.

[0044] The third non-zero angle can be between 10 and 60 degrees. Advantageously, the range of angles between the longitudinal axis of the longitudinal energy-absorbing member and the support leg of the load-bearing element allows the load path to be transferred while maintaining the structural rigidity of the load-bearing element and preventing the vehicle collision structure from twisting and collapsing during a collision event.

[0045] According to an aspect of the present invention, a vehicle body structure, such as a vehicle body structure for a vehicle, is provided. The vehicle may be an electric vehicle. The vehicle body structure may be a vehicle body structure for a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV). The vehicle body structure includes a vehicle collision structure as defined above, a transverse member, and a partition panel. The transverse member is positioned between the partition panel and a longitudinal energy-absorbing member of the vehicle collision structure. A second end of a load-bearing element is attached to the transverse member.

[0046] Advantageously, the vehicle collision structure is attached to a lateral member, which may be separate from or attached to the partition panel, depending on the vehicle architecture and the position of the vehicle collision structure in a forward arrangement at the front of the vehicle and / or a rearward arrangement at the rear of the vehicle.

[0047] In one implementation, the transverse members and the partition panel can form part of the partition assembly.

[0048] Advantageously, the vehicle collision structure can be attached to a lateral member that is part of a partition assembly, thereby eliminating the need for additional lateral members for attachment to the vehicle collision structure and thus reducing the weight of the vehicle.

[0049] The vehicle collision structure can be a first vehicle collision structure. The vehicle body structure can include a second vehicle collision structure. The second vehicle collision structure can be a vehicle collision structure as defined above.

[0050] Advantageously, the arrangement of the first and second vehicle collision structures ensures that the vehicle body structure can withstand greater forces in the event of a collision.

[0051] In one embodiment, the first vehicle collision structure may be configured for mounting on a first side of the vehicle. The second vehicle collision structure may be configured for mounting on a second side of the vehicle in use. The second side of the vehicle may, for example, be the opposite side of the vehicle.

[0052] Advantageously, the entire width of the front and / or rear of the traction battery and / or power electronics is protected by a vehicle body structure having a vehicle collision structure on either side of the front and / or rear of the vehicle body.

[0053] In this implementation, the first vehicle collision structure and the second vehicle collision structure may together define the upper load path. The vehicle body structure may include a lower load structure that defines the lower load path.

[0054] The combination of the underload structure and the load structure directs the load around the traction battery and / or power electronics (and associated components) and provides additional support to the vehicle's collision structure.

[0055] According to aspects of the present invention, a vehicle, such as an electric vehicle, is provided. The electric vehicle may be a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV).

[0056] Vehicles may include vehicle body structures as defined above.

[0057] The vehicle body structure can be located at the front part of the electric vehicle and / or at the rear part of the electric vehicle.

[0058] Advantageously, the vehicle collision structure can be used at the front and / or rear of the vehicle to protect the battery components in front of or behind the cab space in the event of a frontal collision and / or a rearal collision.

[0059] Within the scope of this application, it is expressly intended that all aspects, embodiments, examples, and alternatives set forth in the preceding paragraphs, claims, and / or the following description and drawings, and in particular their various features, may be adopted independently or in any combination. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or combination, unless such features are incompatible. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including the right to modify any originally filed claim to any feature subordinate to and / or incorporated into any other claim, even though it was not initially claimed in this manner. Attached Figure Description

[0060] One or more embodiments of the invention will now be described by way of example only, with reference to the accompanying drawings, in which:

[0061] Figure 1 A three-dimensional view of a known vehicle collision structure is shown;

[0062] Figure 2A A perspective view of a vehicle collision structure according to an embodiment of the present invention is shown;

[0063] Figure 2B It shows Figure 2A A side view of the vehicle collision structure;

[0064] Figure 2C It shows Figure 2A A partial 3D view of the vehicle collision structure;

[0065] Figure 2D It shows Figure 2A A partial 3D view of the vehicle collision structure;

[0066] Figure 2E It shows Figure 2A A partial 3D view of the vehicle collision structure;

[0067] Figure 3 A perspective view of a vehicle body structure according to an embodiment of the present invention is shown;

[0068] Figure 4A A front view of a vehicle according to an embodiment of the present invention is shown; and

[0069] Figure 4B It shows Figure 4A A floor plan of the vehicle. Detailed Implementation

[0070] This article refers to the appendix Figure 2A , Figure 2B , Figure 2C and Figure 2D A vehicle collision structure 200 according to an embodiment of the present invention is described. For example... Figure 3 As shown, the vehicle collision structure 200 is installed in the vehicle body structure 300, such as... Figure 4A and Figure 4B As shown, the vehicle body structure 300 is installed in the vehicle 400.

[0071] Reference Figure 1 There exists a vehicle body structure 100 including a known vehicle collision structure 102.

[0072] The vehicle body structure 100 can be positioned at the front portion 104 of the vehicle (i.e., in front of the cab area 106). The vehicle body structure 100 includes a first side portion 108 that can extend along a first side of the vehicle, a second side portion 110 that can extend along the opposite second side of the vehicle, and a lateral member 112 that can extend across the width of the vehicle.

[0073] The vehicle collision structure 102 includes a first longitudinal energy absorption member 114, a second longitudinal energy absorption member 116, and a load-bearing element 118.

[0074] The load-bearing element 118 extends along the width of the vehicle and abuts against and is attached to the transverse member 112 of the vehicle body structure 100 along the length of the transverse member 112. Therefore, the longitudinal axis of the load-bearing element 118 is parallel to the longitudinal axis of the transverse member 112.

[0075] Each of the first longitudinal energy-absorbing member 114 and the second longitudinal energy-absorbing member 116 is positioned between the front portion 104 of the vehicle and the load-bearing element 118, and extends in a direction substantially perpendicular to the length of the load-bearing element 118. In other words, each of the first longitudinal energy-absorbing member 114 and the second longitudinal energy-absorbing member 116 has a longitudinal axis parallel to the longitudinal axis of the vehicle, while the load-bearing element 118 and the transverse member 112 each have a longitudinal axis transverse to the longitudinal axis of the vehicle.

[0076] In a collision, the longitudinal load applied to the front portion 104 of the vehicle is transmitted along each of the first longitudinal energy-absorbing member 114 and the second longitudinal energy-absorbing member 116. Any energy not absorbed by the first longitudinal energy-absorbing member 114 and the second longitudinal energy-absorbing member 116 is transmitted to the load-bearing element 118 and the side of the vehicle, such as a beam at the side of the vehicle.

[0077] Now, special reference will be made Figure 2A , Figure 2B , Figure 2C and Figure 2D The vehicle collision structure 200 according to an embodiment of the present invention will be described.

[0078] The vehicle collision structure 200 includes a longitudinal energy absorption member 202 and a load-bearing element 204.

[0079] Special reference Figure 2A and Figure 2C The longitudinal energy-absorbing member 202 is an elongated structure having a longitudinal axis 206, a first end 208, and a second end 210. The length 212 of the longitudinal energy-absorbing member 202 is defined between the first end 208 and the second end 210.

[0080] Now refer to Figure 2D The load-bearing element 204 has a first end 214 and a second end 216. The load-bearing element 204 has a first load-bearing arm 218, a second load-bearing arm 220 and a support leg 222.

[0081] Each of the first load-bearing arm 218 and the second load-bearing arm 220 is integral with the load-bearing element 204 and extends between a first end 214 and a second end 216 of the load-bearing element 204. The first load-bearing arm 218 and the second load-bearing arm 220 are distributed from the first end 214 of the load-bearing element 204. Figure 2EAs shown, a first load-bearing arm 218 extends along a first direction 236, and a second load-bearing arm 220 extends along a second direction 238. The first direction 236 and the second direction 238 are different, and thus define an opening 224 between the first load-bearing arm 218 and the second load-bearing arm 220. Advantageously, the opening 224 allows for a reduction in the weight of the load-bearing element 204 and provides space for accommodating components, such as power electronic devices.

[0082] As in Figure 2B As can be seen more clearly, each of the first load-bearing arm 218 and the second load-bearing arm 220 includes a rib or a ribbed portion 226. The ribs or ribbed portions 226 of the first load-bearing arm 218 and the second load-bearing arm 220 increase the strength of the first load-bearing arm 218 and the second load-bearing arm 220 without adding unnecessary weight to the vehicle collision structure 200, and provide additional structural support to the load-bearing element 204.

[0083] Refer again Figure 2E A first load-bearing arm 218 extends from the first end 214 of the load-bearing element 204 at a first non-zero angle 242 relative to the longitudinal axis 206 of the longitudinal energy-absorbing member 202, and a second load-bearing arm 220 extends from the first end 214 of the load-bearing element 204 at a second non-zero angle 244 relative to the longitudinal axis 206 of the longitudinal energy-absorbing member 202. In this embodiment, the first non-zero angle 242 is different from the second non-zero angle 244. It will be understood that in alternative embodiments, the first non-zero angle 242 and the second non-zero angle 244 may be the same.

[0084] like Figure 2D As shown, the support leg 222 is a compression member and has a first end 228 and a second end 230. The first end 228 of the support leg is attached to the first end 214 of the load-bearing element 204 by one or more fasteners or any other suitable connecting means.

[0085] Figure 2E The diagram illustrates how the support leg 222 extends from the first end 214 of the load-bearing element 204 along a third direction 246 and at a third non-zero angle 248 relative to the longitudinal axis 206 of the longitudinal energy-absorbing member 202. The direction in which the support leg 222 extends from the first end 214 of the load-bearing element 204 provides additional support to the longitudinal energy-absorbing member 202 in a collision event.

[0086] The first load-bearing arm 218, the second load-bearing arm 220, and the support leg 222 each extend from the first end 214 of the load-bearing element 204 and define a space 232 (see [link]). Figure 2DThat is, space 232 extends below the first end 214 of load-bearing element 204 and between the first load-bearing arm 218, the second load-bearing arm 220, and the support leg 222. The arrangement of load-bearing element 204 provides a tripod-like structure. Advantageously, traction batteries and / or power electronics can extend at least partially into space 232 defined by load-bearing element 204.

[0087] The base of the load-bearing element 204, namely the second end 216 of the load-bearing element 204 and the second end 230 of the support leg 222, defines a cross-sectional area larger than that of the second end 210 of the longitudinal energy-absorbing member 202, thereby increasing the stability of the vehicle collision structure 200.

[0088] The longitudinal energy-absorbing member 202 and the load-bearing element 204 together define the load path. The load-bearing element 204 has a first longitudinal stiffness, and the longitudinal energy-absorbing member 202 has a second longitudinal stiffness. The first longitudinal stiffness is greater than the second longitudinal stiffness.

[0089] In a collision event, such as a frontal or rear-end collision, the load is directed downwards along the length 212 of the longitudinal energy-absorbing member 202. Because the second longitudinal stiffness of the longitudinal energy-absorbing member 202 is less than the first longitudinal stiffness of the load-bearing element 204, the longitudinal energy-absorbing member 202 is almost completely compressed before any deformation occurs in the load-bearing element 204. The load reaching the load-bearing element 204 is distributed laterally toward the vehicle in the first direction 236 and the second direction 238. Some load may also be transferred in the third direction 246.

[0090] In other words, at the first end 214 of the load-bearing element 204, the load path is divided into dispersed portions. A first load-bearing arm 218 defines a first dispersed portion 250 of the load path extending along a first direction 236. A second load-bearing arm 220 defines a second dispersed portion 252 of the load path extending along a second direction 238. A support leg 222 defines a third dispersed portion 254 of the load path extending along a third direction 246.

[0091] In this way, loads, for example, around any components at least partially housed within space 232, such as traction batteries and / or power electronics, are diverted. Advantageously, the configuration of the vehicle collision structure 200 allows components that would normally be housed within the passenger compartment area to extend at least partially beyond the passenger compartment area, and thus increase in size and / or be repositioned.

[0092] Now, special reference will be made Figure 3 , Figure 4A and Figure 4BTo describe a vehicle body structure 300 according to an embodiment of the present invention.

[0093] The vehicle body structure 300 has an outer end 302 and an inner end 304.

[0094] In an embodiment of the invention in which the vehicle body structure 300 is mounted toward the front portion 402 of the vehicle 400 (i.e., in front of the cab area 410), the outer end portion 302 of the vehicle body structure 300 is oriented toward the front portion 402 of the vehicle 400, and the inner end portion 304 of the vehicle body structure 300 is oriented toward the cab area 410 of the vehicle 400.

[0095] In an embodiment of the invention in which the vehicle body structure 300 is mounted toward the rear portion 404 of the vehicle 400 (i.e., the rear portion of the cab area 410), the outer end portion 302 of the vehicle body structure 300 is oriented toward the rear portion 404 of the vehicle 400, and the inner end portion 304 of the vehicle body structure 300 is oriented toward the cab area 410 of the vehicle 400.

[0096] The vehicle body structure 300 includes a first side portion 306 that can extend along a first side of the vehicle 400 and a second side portion 308 that can extend along the opposite second side of the vehicle 400.

[0097] In an embodiment of the invention in which the vehicle body structure 300 is mounted toward the front portion 402 of the vehicle 400 (i.e., in front of the cab area 410), a first side portion 306 extends along the first (left) side portion 406 of the vehicle 400, and a second side portion 308 extends along the second (right) side portion 408 of the vehicle 400.

[0098] The vehicle body structure 300 also includes a transverse member 310 and a partition panel 312, each of which extends across the width of the vehicle 400 (i.e., between a first side portion 306 and a second side portion 308 of the vehicle body structure 300).

[0099] In an embodiment of the invention in which the vehicle body structure 300 is mounted toward the front 402 of the vehicle 400 (i.e., in front of the cab area 410), the partition panel 312 may be the dashboard of the vehicle 400.

[0100] The vehicle body structure 300 also includes a first vehicle collision structure 314 and a second vehicle collision structure 316. As described above, each of the first vehicle collision structure 314 and the second vehicle collision structure 316 is a vehicle collision structure 200 according to an embodiment of the present invention.

[0101] In an embodiment of the invention in which the vehicle body structure 300 is mounted toward the front portion 402 of the vehicle 400 (i.e., the front portion of the cab area 410), a first vehicle collision structure 314 extends along a first (left) side portion 406 of the vehicle 400, and a second vehicle collision structure 316 extends along a second (right) side portion 408 of the vehicle 400.

[0102] The second end 216 of the load-bearing element 204 is attached to the transverse member 310 of the vehicle body structure 300 by welding, one or more fasteners or any other suitable connection or attachment device.

[0103] Similarly, the second end 230 of the support leg 222 is attached to the transverse member 310 of the vehicle body structure 300 by welding, one or more fasteners or any other suitable connecting or attaching device.

[0104] In a collision event, as described above, the load is directed downward along the length 212 of the longitudinal energy-absorbing member 202 to the load-bearing element 204 in each of the first vehicle collision structure 314 and the second vehicle collision structure 316.

[0105] This allows loads to be transferred, for example, around any components, such as traction batteries and / or power electronics, that are at least partially housed in the space 232 on each side of the vehicle. Advantageously, the configuration of the vehicle body structure 300 allows components that would normally be housed in the cab area to extend at least partially beyond the cab area, and thus increase in size and / or be repositioned.

[0106] Advantageously, the load-bearing element 204, along with the first dispersion portion 250, the second dispersion portion 252, and the third dispersion portion 254, allows a portion of the traction battery and / or power electronics (or virtually other components) to be positioned such that they extend from the vehicle's cab area beyond the bulkhead panel into the space 232 defined by the load-bearing element 204 of each of the first vehicle collision structure 314 and the second vehicle collision structure 316. The dispersion of the load path in front of the front bulkhead panel and / or behind the rear bulkhead panel advantageously provides space for the traction battery and / or power electronics to be at least partially accommodated within the space 232 defined by the load-bearing element 204. Larger traction batteries and / or additional electronic components can be accommodated. Alternatively, the vehicle's seats can be lowered in the cab area, as the electronic components can be moved from below the cab area into the space 232 defined by the load-bearing element 204, thereby providing a more comfortable journey for the occupants of the vehicle.

[0107] As described above, the vehicle collision structure 200 can be positioned at the front portion of the vehicle. In such an embodiment, a load-bearing element 204 is attached to a lateral member 310 located between the front bulkhead panel 312 (e.g., dashboard) and the longitudinal energy-absorbing members 202 of each of the first vehicle collision structure 314 and the second vehicle collision structure 316. In the event of a collision in which the front portion of the vehicle is impacted, the load path is divided into a first dispersion portion 250, a second dispersion portion 252, and a third dispersion portion 254 in front of the front bulkhead panel 312 on each side of the vehicle.

[0108] Additionally or alternatively, the vehicle collision structure 200 may be positioned at the rear of the vehicle. In such an example, the load-bearing element 204 is attached to a rear transverse member 310 located between the rear bulkhead panel and the longitudinal energy-absorbing members 202 of the first and second vehicle collision structures 314 and 316, respectively. In the event of a collision in which the rear of the vehicle is impacted, the load path is divided into a first dispersion portion 250, a second dispersion portion 252, and a third dispersion portion 254 on each side of the vehicle behind the rear bulkhead panel 312.

[0109] Now refer to Figure 4A and Figure 4B A vehicle according to an embodiment of the present invention is described. The vehicle 400 has a front portion 402, a rear portion 404, a first (left) side portion 406, and a second (right) side portion 408. A driver's cab area 410 is provided in the central portion of the vehicle 400, in which the driver and any passengers can be seated. A longitudinal axis 412 of the vehicle 400 is defined between the front portion 402 and the rear portion 404 of the vehicle 400. A lateral axis 414 of the vehicle 400 is defined between the first (left) side portion 406 and the second (right) side portion 408 of the vehicle 400.

[0110] As shown, vehicle 400 includes a first vehicle body structure 300 located at the front 402 of vehicle 400 and a second vehicle body structure 300 located at the rear 404 of vehicle 400. Each of the first vehicle body structure 300 and the second vehicle body structure 300 has a first vehicle collision structure 314 near a first (left) side 406 of vehicle 400 and a second vehicle collision structure 316 near a second (right) side 408 of vehicle 400.

[0111] like Figure 4A As shown, the first vehicle body structure 300 located at the front 402 of the vehicle is an upper load structure 420. The upper load structure 420 provides an upper load path for load transfer experienced during a collision event. The vehicle 400 also includes a lower load structure 422, which provides a lower load path for load transfer experienced during a collision event.

[0112] The lower load structure 420 may include a subframe passing beneath the traction battery and / or power electronics, which is attached to a lateral member of the vehicle body structure during use. Optionally, the subframe may also be attached to the upper load structure 420, such as to a first vehicle collision structure 314 or a portion thereof and / or to a second vehicle collision structure 316 or a portion thereof, such as a longitudinal energy-absorbing member 202. In other examples, the subframe bypasses the traction battery and / or power electronics (i.e., located outside the lateral aspect of the traction battery and / or power electronics). By adjusting the stiffness of the upper load structure 420 and the lower load structure 422, and the manner in which they are attached to the vehicle body structure 300 and to each other, deformation during a collision event can be managed.

[0113] like Figure 4B As illustrated, the vehicle 400 includes a vehicle body structure 300, which includes a vehicle collision structure 200 according to an embodiment of the invention located at each of the front portion 402 and the rear portion 404 of the vehicle 400.

[0114] In an alternative embodiment of the invention, the vehicle body structure 300 including the vehicle collision structure 200 according to an embodiment of the invention may be provided only at the front portion 402 of the vehicle 400. Alternatively, the vehicle body structure 300 including the vehicle collision structure 200 according to an embodiment of the invention may be provided only at the rear portion 404 of the vehicle 400.

[0115] In reference Figure 3 In the described embodiment, the transverse member 310 is separate from the partition panel 312. It will be understood that, in alternative embodiments of the invention, the transverse member 310 may be part of a partition assembly including the partition panel 312 and the transverse member 310.

[0116] like Figure 4A As shown, the upper load structure 420 and the lower load structure 422 are disposed at the front portion 402 of the vehicle 400. It will be understood that, in this example of the invention, the vehicle body structure 300 located at the rear portion 404 of the vehicle 400 may be the upper load structure, and the vehicle 400 may include a lower load structure located at the rear portion 404 of the vehicle 400. The upper load structure and / or the lower load structure may be disposed at the front portion 402 and / or the rear portion 404 of the vehicle 400.

[0117] It will be understood that various changes and modifications can be made to the invention without departing from the scope of this application.

Claims

1. A vehicle crash structure comprising: a longitudinal energy absorbing member; and a load carrying element; wherein the load carrying element comprises a first end, a second end, a first load carrying arm and a second load carrying arm, the first and second load carrying arms each extending between the first and second ends of the load carrying element; wherein the first end of the load carrying element is attached to one end of the longitudinal energy absorbing member, the second end of the load carrying element is attached, in use, to a cross member of a vehicle body structure, the cross member being located between a bulkhead panel of the vehicle body structure and the longitudinal energy absorbing member; wherein the longitudinal energy absorbing member and the load carrying element together define a load path for longitudinal loads generated during a crash event; and wherein the first load carrying arm defines a first dispersion of the load path and the second load carrying arm defines a second dispersion of the load path.

2. The vehicle crash structure of claim 1, wherein, The first and second load carrying arms of the load carrying element define, between the longitudinal energy absorbing member and the cross member of the vehicle body structure, a space for accommodating a portion of a traction battery and / or power electronics when the load carrying element is attached to the cross member of the vehicle body structure.

3. The vehicle collision structure according to claim 1 or 2, wherein The longitudinal energy absorbing member has a longitudinal axis, the first dispersion of the load path extends from the first end of the load carrying element at a first non-zero angle relative to the longitudinal axis of the longitudinal energy absorbing member, and the second dispersion of the load path extends from the first end of the load carrying element at a second non-zero angle relative to the longitudinal axis of the longitudinal energy absorbing member.

4. The vehicle crash structure of claim 3, wherein, The first dispersion of the load path extends from the first end of the load carrying element in a first direction and the second dispersion of the load path extends from the first end of the load carrying element in a second direction, and wherein the first direction is different to the second direction.

5. The vehicle crash structure according to claim 3 or 4, wherein, The first non-zero angle is between 10 and 60 degrees and / or the second non-zero angle is between 10 and 60 degrees.

6. The vehicle crash structure according to any one of claims 1 to 5, wherein, The load carrying element has a first longitudinal stiffness and the longitudinal energy absorbing member has a second longitudinal stiffness, wherein the first longitudinal stiffness is greater than the second longitudinal stiffness.

7. The vehicle crash structure according to any one of claims 1 to 6, wherein, The load carrying element comprises a support leg, and wherein a first end of the support leg is attached to the first end of the load carrying element and a second end of the support leg is attached, in use, to the cross member of the vehicle body structure.

8. The vehicle crash structure of claim 7, wherein, The support leg defines a third dispersion of the load path formed by the longitudinal energy absorbing member and the load carrying element.

9. A vehicle body structure comprising: a vehicle crash structure according to any one of claims 1 to 8; a cross member; and a bulkhead panel; wherein the cross member is positioned between the bulkhead panel and the longitudinal energy absorbing member of the vehicle crash structure, and wherein the second end of the load carrying element is attached to the cross member.

10. The vehicle body structure according to claim 9, wherein The cross member and the bulkhead panel form part of a bulkhead assembly.

11. The vehicle body structure according to claim 9 or 10, wherein The vehicle crash structure is a first vehicle crash structure, and wherein the vehicle body structure comprises a second vehicle crash structure according to any one of claims 1 to 8.

12. The vehicle body structure according to claim 11, wherein The first vehicle crash structure is configured for mounting, in use, on a first side of a vehicle, and the second vehicle crash structure is configured for mounting, in use, on a second side of a vehicle.

13. The vehicle body structure according to claim 11 or 12, wherein The first vehicle crash structure and the second vehicle crash structure together define an upper load path, and wherein the vehicle body structure comprises a lower load structure defining a lower load path.

14. A vehicle comprising a vehicle body structure according to any one of claims 9 to 13.

15. The vehicle of claim 14, wherein, The vehicle body structure is provided at a front portion of the vehicle and / or at a rear portion of the vehicle.

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