VEHICLE WITH VEHICLE FRAME AND VEHICLE FRAME COMPONENT

Abstract

Vehicle (1) which includes the following: a vehicle frame (10) with a left frame element (11) extending in a direction aligned with the forward direction of the vehicle; a right frame element (12) extending in a direction aligned with the forward direction of the vehicle; and a first transverse frame element (13) which extends in a direction aligned with the transverse direction of the carriage and couples the right and left frame elements (12; 11); wherein the vehicle frame (10) includes the following: i. a front blocker structure (100) coupled to the right and left frame elements (12; 11) at a location in front of and proximal to a front wheel (2) of the vehicle (1), the front blocker structure (100) extending outside the frame element (11) of one side, the front blocker structure (100) having a longitudinal axis oriented in a direction normal to the forward direction of the vehicle, and the frame element (11) of one side having a first opening (41) and a second opening (51), and the front blocker structure (100) being located in and welded to the first and second openings (41; 51) of the frame element (11) of one side; and comprising a cabin mounting bracket (150) coupled to the front blocker structure (100); and ii. a rear blocker structure (200) coupled to the frame element (11) of one side at a location behind and proximal to the front wheel (2) of the vehicle (1), wherein the rear blocker structure (200) extends outside the frame element (11) of one side; and a cabin, on the vehicle frame (10); wherein the front and rear blocker structures (100; 200) limit the movement of the front wheel towards the cabin of the vehicle during an offset frontal impact, wherein the offset is less than twenty-five percent (25%) of the width of the vehicle.

Description

[0001] The invention relates to a vehicle having a vehicle frame and a vehicle frame component for improving impact or crumple behavior.

[0002] It is generally known to provide a vehicle with a vehicle frame. It is generally known to provide a cab-on-a-frame type vehicle, wherein a cab or body is manufactured and then installed on the separately manufactured and shipped vehicle frame. It is generally known to provide a body-on-a-frame structure for use with a light truck type vehicle.

[0003] DE 10 2013 015 701 A1 discloses a device for the targeted guidance of a wheel relative to a vehicle body in the event of a collision. For this purpose, a safety device and an adapted rim are described. This device is particularly intended for the impact of a vehicle with an obstacle with a small vehicle overlap.

[0004] US 6,364,358 B1 discloses a bracket for preventing the deflection of a wheel under a side sill of a motor vehicle. This load path trigger for the side sill is intended for the event of an offset impact.

[0005] WO 2012 / 110529 A1 describes a vehicle body comprising a longitudinal member and a bumper cross member. Additionally, a cantilever beam is described, which runs transversely to the longitudinal member and protrudes into a space between the wheel hub and the bumper cross member.

[0006] US 2014 / 0 062 129 A1 discloses an impact deflection and absorption structure of a vehicle body. This structure includes a bumper assembly attached to a frame rail. The bumper assembly includes an impact beam arranged substantially transversely to the frame rail and a side member attached to the impact beam.

[0007] DE 10 2012 004 682 A1 discloses a protective device for the body of a passenger car. It describes a safety element arranged in front of a vehicle wheel.

[0008] US 6 866 115 B2, DE 10 2004 021 165 A1, US 6 460 889 B2 and DE 10 2010 031 089 A1 show further features relating to a front body structure for adsorbing impact energy in frontal collisions.

[0009] A small overlap frontal impact test is designed to reflect what happens when only a relatively small portion of a vehicle's front corner collides with another object, such as a vehicle, a tree, a utility pole, or the like. A small overlap frontal impact test was developed for testing vehicles for this type of operation. In the small overlap frontal impact test, the vehicle travels at 40 mph toward a 5-foot-high rigid barrier, and only the outer 25% of the vehicle's width impacts the barrier—see Fig. 1. It is generally understood that most modern vehicles are designed to incorporate safety cages that encapsulate the passenger compartment and are constructed to withstand direct-on and overlapping frontal collisions with controlled and limited deformation. This is because the crumple zones of the main body and frame structures are designed to manage collision energy to reduce the forces on the passenger compartment and its occupants. When a collision involves these structures, the passenger compartment is generally protected from intrusion, and the airbags and seatbelts can act to restrain and help protect occupants. Small-overlap frontal collisions primarily affect the outer edges of a vehicle, which cannot be directly protected by the familiar crumple zone structures.The collision forces can act directly on the front wheel, the suspension system, and the firewall. In a small overlap collision that does not affect the main vehicle structures, the wheel may be forced rearward toward the passenger compartment. It is assumed that the safety cage or cabin must withstand such collision forces that are not mitigated by crumple zone structures.

[0010] Although such crumple zone and body (or cabin)-on-a-frame type structures have long been known, there remains a significant need to provide further improved impact or crush behavior. The invention is therefore based on the object of creating an improved vehicle and an improved vehicle frame component that have further improved impact and crush behavior. In particular, the invention is intended to achieve further improved impact behavior by better reducing the penetration of the vehicle's front structures into the body or cabin of the vehicle.

[0011] According to the invention, the stated object is achieved by a vehicle according to claim 1 and a vehicle frame component according to claim 6. Preferred embodiments of the invention are the subject of the dependent claims.

[0012] They show: Fig. 1 is a graphical plan view of a simulation of a small overlap frontal collision test, including a vehicle, Fig. 2 is a partial perspective diagrammatic view of a vehicle having front and rear tire blocker structures according to an exemplary embodiment of the present disclosure; Fig. 3 is a perspective diagrammatic view of a vehicle having front and rear tire blocker structures according to an exemplary embodiment of the present disclosure; Fig. 4 is a partial perspective graphic view of the exemplary embodiment of Fig. 3, with the vehicle cabin structure removed and the frame shown, Fig. 5 is a partial perspective graphic view of the exemplary embodiment of Fig. 3, Fig. 6 is a partial perspective graphic view of the front blocker structure according to the exemplary embodiment of Fig. 3, Fig. 7 is a partially exploded perspective view showing details of the components of the front blocker structure of Fig. 6 are presented in detail, Fig. 8 is an alternative perspective partial graphic view of the exemplary embodiment of Fig. 6, in which the integration of the front blocker structure with the side frame rail of the vehicle frame is shown in detail, Fig. 9 is a graphical sectional view of the exemplary embodiment of the blocker structure of Fig. 5 along the line 9 - 9 shown therein, Fig. 10 is a partial sectional graphic view of the exemplary embodiment of the blocker structure of Fig. 8 along the line 10 - 10 shown therein, Fig. 11 is a partially exploded perspective view detailing the components of a front blocker structure according to an exemplary embodiment of the present disclosure. Fig. 12 is a partial graphical perspective view of the rear blocker structure according to the exemplary embodiment of Fig. 3, Fig. 12A is a plan view of the bracket support structure of the exemplary embodiment of Fig. 12, Fig. 13 is a partial perspective diagrammatic view of a front blocker structure with a tire air deflation device according to an exemplary embodiment of the present disclosure; Fig. 14 is a plan view of the exemplary embodiment of Fig. 13, Fig. 15 is a partial perspective graphic view of the exemplary embodiment of Fig. 13 before the collision with the barrier of the test arrangement Fig. 1, and Fig. 16 is a partial perspective graphic view of the exemplary embodiment of Fig. 13 after the vehicle collided with the barrier of the test setup Fig. 1.

[0013] Generally with reference to all figures and in particular with reference to the Fig. 3 to 10, an exemplary embodiment of a portion of a vehicle 1 is disclosed. The vehicle 1 may include a wheel 2 to provide mobility to the vehicle 1. The wheel 2 may include a tire 3 and a rim 4. The vehicle 1 may include a vehicle frame 10 and a cab or body 7, as best shown in Fig. 2. Accordingly, the vehicle 1 has a cab (or body) on a frame construction, as may be known for use as a light truck or the like. The vehicle 1 further includes a bumper or shock absorber 6 located at the front end of the vehicle 1. With particular focus on Fig. 4, it can now be observed that the vehicle frame 10 may comprise right and left beams, frame rails, or members 11 and 12, respectively, as may be generally known for a cab-on-a-frame type vehicle. It should be noted that the side frame rails 11 and 12 generally extend in a direction aligned with the forward direction of the vehicle 1, as indicated by the directional arrows on the left side of the Fig. 2 and Fig. 4 is specified.

[0014] The vehicle frame 10 further includes a plurality of cross members for coupling the left and right frame rail members 11 and 12, respectively. A first cross frame member 13 is located proximal to the forward direction of the vehicle and extends between the left frame rail 11 and the right frame rail 12. A second cross frame member 14 also extends between the left frame rail 11 and the right frame rail 12 at a location rearward of the cross frame member 13 and is substantially aligned with and proximal to the wheels 2 of the vehicle 1. The vehicle frame 10 further includes a cross frame member 15 located rearward of the cross frame members 13 and 14 and substantially aligned below a passenger compartment 5 of the cab 7 of the vehicle 1.The cross frame members 13, 14 and 15 extend in the longitudinal and transverse directions of the carriage and are coupled to the left frame rail 11 and the right frame rail 12 using any known or suitable structure or process.

[0015] The vehicle frame 10 may further include left and right cab mounting brackets 16 and 17, respectively, located proximal to the second and third cross frame members 14 and 15, respectively, and coupled to the left and right frame rails 11 and 12, respectively, as best shown in Fig. 4. Each of the cab mounting brackets 16 and 17 may include a passage or hole for receiving a rod or other extension member of the cab 7 for coupling the cab 7 to the vehicle frame 10. The vehicle frame 10 may further include a pair of left and right shock tower brackets 31 and 32, respectively, located proximal to the wheels 2 and between the first and second cross frame members 13 and 14, respectively, and coupled to the left and right frame rails 11 and 12, respectively. The left and right shock tower brackets 31 and 32 may each include a passage or hole for receiving a rod or other extension member of the cab 7 for coupling the cab 7 to the vehicle frame 10. The vehicle frame 10 may further include left and right frontal impact absorber or bumper mounting brackets 21 and 22, respectively, which are connected to the vehicle front ends of the left and right frame rails 11 and 12, respectively.12 are coupled. The vehicle frame 10 and its various components may preferably be made of a high-strength and / or very high-strength steel and coupled together using a known or suitable fastening or coupling structure or process, including, in particular, a metal inert gas (MIG) welding process.

[0016] The vehicle frame 10 may further include left and right front blocker structures 100 and left and right rear blocker structures 200 coupled to the left and right frame members 11 and 12, respectively. The front blocker structure 100 is coupled to the side frame rail 11 at a location of the vehicle forward of and proximal to the wheel 2. The left vehicle frame rail 11 has a first hole or passage 41, and the left side wall of the frame rail 11 has a second hole or passage 51 in the right side wall of the frame 11. The front blocker structure 100 is located in and extends through the first passage 41 and the second passage 51.The front blocker structure 100 extends in a direction substantially aligned with the transverse direction of the vehicle (which is normal or perpendicular to the forward direction of the vehicle) and outwardly of the frame rail 11 so that in a frontal impact with a small offset (where the impact occurs at less than 25% of the vehicle width (see . Fig. 1)) the impact on the front blocker structure 100 occurs before the impact on the wheel 2. Because the front blocker structure 100 is coupled to the left vehicle frame rail 11, at least a portion of the energy of the impact is transferred to the left frame rail 11 with a small offset and therefore not transferred to the wheel 2. Because less energy is transferred to the wheel 2, there is less energy to move the wheel 2 toward the cabin 6 of the vehicle 1 and therefore necessarily less intrusion into the passenger compartment 5. Accordingly, it can be understood that the front blocker structure 100 can function to limit, control, and guide the movement of the wheel 2 during an offset impact on the vehicle 1.

[0017] Now, the details of the front blocker structure 100 will be described with more detailed reference to the Fig. 7 to 10. In particular, the front blocker structure 100 includes a base member 110 and an extension member 120. The front blocker structure 100 may also include, according to a particular exemplary embodiment, a cab mounting bracket or base member 150 coupled to the base member 110. The cab mounting bracket 150 may preferably be a stamped high-strength or very high-strength steel material having a substantially planar central portion 151 and depending or folded legs 156. The central portion 151 and the legs 156 may preferably be sized to correlate with the outer perimeter of the base member 110. The mounting bracket 150 has a first end 152 and a second end 153, as best shown in the Fig. 6 and Fig. 7. The mounting bracket 150 may further include an opening, hole, or passage 155 in the planar central portion 151. The hole 155 may preferably be aligned with the hole 115 in the base member 110 and the passage 145 in the extension member 120, as best shown in Fig. 9. According to an exemplary embodiment of the present disclosure, the distal ends of the legs 156 may be welded to the outer periphery of the base member 110 using a MIG welding process.

[0018] According to a specific exemplary embodiment, the base member 110 of the front blocker structure 100 may be a substantially tubular structure that may be fabricated from high-strength or very high-strength steel using a stamping, forming, and welding process or other known and suitable process for creating an object of such material. The base member 110 has a first end 112 and a second end 113 and has a substantially longitudinal extension therebetween that defines a substantially longitudinal axis. The base member 110 has a substantially rectangular cross-section in a direction perpendicular to the longitudinal axis, but may also have other known and suitable cross-sectional shapes. The base member 110 has a substantially tubular shape, including a cavity, chamber, or passageway 111 that mayextending from the first end 112 to the second end 113. The base member 110 further includes a plurality of holes or passages 116 in its upper and lower surfaces located proximal to the end 112. The base member 110 is coupled to the left frame rail 11 by welding, as best shown in FIGS. Fig. 8 and Fig. 9 is shown.

[0019] The base member 110 of the front blocker structure 100 is welded to the holes 41 and 51 in the left frame rail 11. The end 113 of the base member 110 may extend inward from the left frame rail 11 in the transverse direction of the vehicle by a sufficient amount so that a MIG weld can be formed around the entire perimeter of the base member 110 and the opening hole 51 of the left frame rail 11. Similarly, a MIG weld can be formed around at least a portion (or alternatively, the perimeter) of the base 110 and the opening hole 41 of the left frame rail 11 to securely couple the base member 110 of the front blocker structure 100 to the vehicle frame 10. Alternatively, the weld can be of any known or suitable type and can be formed around the entire perimeter of the openings 41 and 51.The base member 110 further includes an opening, hole, or passage 115 in the upper surface located between the first end 112 and the second end 113. The base member 110 further includes an opening, hole, or passage 117 in the lower surface located between the first end 112 and the second end 113, and the hole 117 is substantially aligned with and overlaps the hole 115 to provide for the passage of structure (such as a mounting rod of the cab 6) and assembly tools through the components of the base member 110.

[0020] The front blocker structure 100 may further include the extension member 120, which may be coupled to the base member 110. According to a particular exemplary embodiment of the present disclosure, the extension member 120 may include a first or lower portion 130 and a second or upper portion 140, as best shown in the Fig. 7 to 10. The extension member 120 may preferably be coupled to the first end 112 of the base member 110 using any known or suitable type of removable coupling, such as the fasteners 160. The extension member 120 has a substantially longitudinal extension from a first end 122 to a second end 123. The extension member 120 has a substantially tubular construction having a substantially longitudinal axis and a substantially rectangular cross-section in a direction perpendicular to the longitudinal axis of the extension member 120. Significantly unlike the base member 110, which has a substantially constant cross-section in a direction perpendicular to its longitudinal axis, the extension member 120 has a cross-section of substantially variable size in a direction perpendicular to its longitudinal axis.The extension member 120 may have either a constant cross-section or a cross-section of varying size (or a combination thereof) in a direction perpendicular to its longitudinal axis. Accordingly, the extension member 120 may have a substantially hollow passage or chamber 121 extending from the first end 122 to the second end 123. The outer periphery of the first end 122 of the extension member 120 may preferably be sized and shaped to be quickly and securely received within the passage 111 of the base member 110.

[0021] The first or lower portion 130 of the extension member 120 may be formed from a high-gauge or very high-gauge steel in a stamping process to include a first surface 131 having a substantially planar extent and a pair of depending lateral extensions 134 and 137. The width of the first surface 131 varies between the first end 122 and the second end 123 of the lower portion 130. The second or upper portion 140 of the extension member 120 may also be formed from a high-gauge or very high-gauge steel in a stamping process to include a first surface 141 having a substantially planar extent and a pair of depending lateral extensions 144 and 147 having complementary shapes to the depending lateral extensions 134 and 137 of the lower portion 130.Because the depending side portions 144 and 147 overlap at least a portion of the depending lateral extensions 134 and 137 of the lower portion 130, the shape of the first surface 131 of the lower portion 130 substantially matches the shape of the first surface 141 of the upper portion 140, but may be slightly larger. Accordingly, the extension member 120 may be assembled by fabricating the lower portion 130 and the upper portion 140, and by joining the portions together and then welding them using MIG welding or a similar process.

[0022] According to an exemplary embodiment of the present disclosure, the first surface 141 of the upper portion 140 may include a passage or opening 145 extending from the first end 122 and to the second end 123. The opening 145 in the upper surface 141 of the upper or top portion 140 of the extension member 120 overlaps at least a portion of the openings 115 and 117 in the upper and lower surfaces, respectively, of the base member 110. Accordingly, as best shown in Fig. 9, the mounting rod of the cabin 7 extends through openings in the base element 110 and in the extension element 120 so that the cabin 7 can be attached to the vehicle frame 10.

[0023] According to an exemplary embodiment of the present disclosure, the first surface 141 of the upper portion 140 may include holes 146 to be aligned with the holes 116 of the base member 110 when the first end 122 of the extension member 120 is received in the passageway 111. Similarly, the first surface 131 of the lower portion 130 may include holes 136 to be aligned with the holes 116 of the base member 110 and the holes 146 of the upper portion 140 when the first end 122 of the extension member 120 is received in the passageway 111 of the base member 110.Accordingly, the extension member 120 can be coupled to the base member 110 using fasteners 160, which can be secured using nuts 161 that can be MIG or projection welded to the outer surface of the base member 110. Once the fasteners 160 are inserted through the holes 146, 116, and 136 of the respective components and the nuts 161 are tightened, the design and construction of the front blocker structure 100 according to the present disclosure provides for an extension member 120 that can be bolted to the base member 110, thereby enabling more flexible mounting options.

[0024] According to an exemplary embodiment of the present disclosure, the front blocker structure 100 may further include a cab mounting pad, cab mounting bracket, cab mounting member, or cab mounting structure 170 coupled to the cab mounting bracket 150. The cab mounting bracket 170 may include a passage 172 extending through the cab mounting bracket 170 and aligned with the hole 155 of the cab mounting bracket 150. The cab mounting bracket 170 may comprise any known or suitable material and is preferably made of a suitably resilient yet sufficiently strong material to securely mount the cab 6 to the vehicle frame 10 while also helping to isolate the passenger compartment 5 of the cab 6 from forces transmitted from the vehicle frame 10.

[0025] According to a particular exemplary embodiment of the present disclosure, the extension member 120 may be coupled to the base member 110 at any suitable time during the vehicle assembly process. According to an exemplary embodiment, the extension member 120 may be coupled to or mounted on the base member 110 during the manufacture and assembly of the vehicle frame 10. According to a particular exemplary embodiment of the present disclosure, the extension member 120 may be manufactured separately from the vehicle frame 10 and mounted to the vehicle frame 10 at any time before the cab 6 is mounted to the vehicle frame 10. In particular, the extension member 120 may be mounted to the vehicle frame 10 after the vehicle frame 10 has been manufactured and transported to the vehicle assembly facility where the cab 6 may be mounted to the vehicle frame 10.

[0026] According to an exemplary embodiment of the present disclosure, the manufacturing of the vehicle frame 10 and the assembly of the vehicle 1 may include the process step of mounting the extension member 120 of the front blocker structure 100 to the base member 110 after the vehicle frame 10 has been transported from the vehicle frame manufacturing facility or vehicle frame manufacturing site to the assembly facility. As indicated, the extension member 120 is coupled to the base member 110 using fasteners 160. In this manufacturing scenario, it is possible to manufacture the vehicle frames 10, including the base members 110 welded to the side frame rails 11 and 12, at a first vehicle frame manufacturing or manufacturing site and then ship the vehicle frames 10 to another location, such as a vehicle assembly facility.The vehicle frames 10 can be stacked vertically, and the stacks of vehicle frames 10 can then be loaded onto a railroad car or other carrier for shipping between locations. To reduce shipping costs, it is desirable for the stacks of vehicle frames 10 to be arranged as close together as possible. According to this particular exemplary embodiment, it should be understood that because the vehicle frame 10 is shipped without the extension member 120 coupled to the base member 110, there is no loss in the shipping density of the stacks of vehicle frames 10 on the railroad car.Accordingly, according to the present exemplary embodiment, the base members 110 are welded to the side frame members 11 and 12 during assembly and manufacture of the vehicle frame 10, and the base members 110 are sized such that the first end 112 of the base member 110 extends only a limited distance outside the side frame members 11 and 12, so that multiple vehicle frames 10 can be stacked for shipping to the vehicle assembly facility without any loss in the stacking density of the stacks of vehicle frames 10 compared to the stacking density of the stacks of vehicle frames prior to incorporation of the front blocker structure 100 according to the present disclosure. The same principles can also be applied to the other blocker structures of the exemplary embodiments of the present disclosure.

[0027] According to an alternative exemplary embodiment of the present disclosure, it may be noted that it is possible for both the base member 110 and the extension member 120 to be assembled to the vehicle frame 10 at the vehicle assembly facility after the vehicle frames 10 have been shipped to the vehicle assembly facility without any loss of stacking density of the vehicle frames 10. According to an alternative exemplary embodiment, the vehicle frame 10 may be manufactured with the plurality of openings 41 and 51 in the side frame rails 11 and 12, and the base members 110 may then be coupled to the side frame rails 11 and 12 at the vehicle assembly facility. This alternative construction and method of manufacturing the front blocker structure 100 is particularly useful when a one-piece front blocker structure may be desired.

[0028] With particular reference to the alternative exemplary embodiment of the present disclosure of the Fig. 2 and Fig. 11, a front blocker structure 180 is disclosed. The front blocker structure 180 may have a similar overall construction and application to the front blocker structure 100. The front blocker structure 180 may include a base member 110, a cab mounting bracket 150, and a cab mounting support 170 substantially similar to those of the front blocker structure 100. The front blocker structure 180 may include an extension member 190 having a unique construction compared to the extension member 120 of the blocker structure 100.

[0029] The extension member 190 has a substantially rectangular design and extends substantially longitudinally and has a longitudinal axis. The extension member 190 may include a first end 192 having an opening or passageway 195 extending distally from the end 192, similar to the opening 145 in the end 122 of the extension member 120. The extension member 190 may further include holes 196 disposed distally from the end of the opening 195. The holes 196 may be disposed distally to align with the holes 116 of the base member 110 when the end 192 of the extension member 190 is received within the passageway 111 of the base member 110. The holes 196 can be suitably arranged and sized to receive the fasteners 160 for coupling the extension member 190 to the base member 110 or for screwing the extension member 190 to the base member 110.The extension member 190 may include a carriage front 188 having an angle 182 from which an angled portion 185 extends, and a carriage rear 189 having an angle 183 from which the angled portion 185 extends to the end 191. The end 191 of the extension member 190 includes a lower portion 193 folded from the lower surface of the extension member 190 and extending upwardly, and an upper portion 194 folded from the upper surface of the extension member 190 and extending downwardly, as best shown in FIG. Fig. 11. According to an exemplary embodiment of the present disclosure, the extension member 190 may preferably be fabricated as a single piece of very strong or ultra-strong sheet metal that may be punched, stamped, folded, and formed into the shaped extension member 190 and having a seam 181.

[0030] Although the vehicle 1 according to the present disclosure is illustrated as having both a front blocker structure 100 and a rear blocker structure 200, it should be understood that it is possible to incorporate either one of the blocker structures and / or both of the blocker structures into the vehicle, as may be desired or appropriate for managing the crash forces and movement of the tire 3 during the offset frontal impact of the vehicle 1 to limit intrusion into the passenger compartment 5. In general, the rear blocker structure 200 may be designed and constructed similarly to the front blocker structure 100. The rear blocker structure 200 may be coupled to the left and right frame rail members 11 and 12, respectively, of the vehicle frame 10.The left frame rail member 11 may in turn include the opening 41 into which one end of the rear blocker structure 200 may be inserted and guided through the left frame rail member 11. The end of the rear blocker structure 200 may be coupled to the left frame rail 11 using a MIG welding process. Now, with particular reference to FIG. Fig. 2 to 5 and 12, the rear blocker structure 200 is disclosed in further detail according to an exemplary embodiment of the present disclosure.

[0031] The rear blocker structure 200 may comprise a base element 210 which is Fig. 12 is shown in phantom lines to better illustrate the coupling of an extension member 230 of the blocker structure 200 to the base member 210. The base member 210 has an end 212 and has a substantially square tubular cross-sectional shape including an opening or passageway 211 extending between the ends of the base member 210. The base member 210 extends longitudinally and may have a bend or angle 205 along its longitudinal axis. The bend 205 is located outboard of the side of the left frame rail 11 and orients the end 212 of the base member, and thus the extension member 230, in a direction to avoid disturbing the envelope of the wheel 2 defined by the movement of the wheel 2 during normal operation of the vehicle 1.The extension member 230 may be a substantially rectangular or tubular member with a square cross-section including a passage extending from a first end 231 to a second end 232, which is inserted into the passage 211 of the base member 210. The extension member 230 may generally have any shaped cross-section suitable for the mentioned application. The extension member 230 may have a substantially longitudinal extension, including a longitudinal axis. The extension member 230 has a first portion 233 having a first portion of the longitudinal axis and a second portion 234 having a second portion of the longitudinal axis. The first portion 233 is offset at an angle from the second portion 234 by a bend 235.Accordingly, the longitudinal axis of the first section 233 is also offset at an angle from the longitudinal axis of the second section 234. The sizes and angles of the first and second sections 233 and 234, respectively, and the bend 235 are selected to position the second blocker structure 200 near the envelope of the wheel 2, such that the second blocker structure 200 only engages the wheel 2 as a result of an impact with the vehicle 1, causing the wheel 2 to move toward and engage the rear blocker structure 200. The rear blocker structure 200, because it is not anchored to the frame rail 11, limits the movement of the wheel 2 toward the passenger compartment 5 of the cab 6.

[0032] The base member 210 and the extension member 230 each include holes (not shown) for receiving bolts or fasteners 260 for coupling the extension member 230 to the base member 210 or for bolting the extension member 230 to the base member 210. Similar to the front blocker structure 100, the bolt-on feature and structure of the rear blocker structure 200 enable the extension member 230 to be coupled to the base member 210 at the vehicle assembly facility, and therefore enable continued use of existing transportation resources for the vehicle frame 10 and maintenance of the existing shipping density of the vehicle frame 10. The use of the extension member 230 boltable to the base member 210 further enables continued use of the suspension alignment assemblies and existing frame and base lines in the vehicle assembly facility.The rear blocker 200 may include the screw-on bracket 240 located in the passageway 211 of the base member 210, as best shown in FIGS. Fig. 12 and Fig. 12A is shown.

[0033] The clamp or retaining member 240 may be a substantially planar sheet metal piece of material having a first shaped end 241 and a second shaped end 242 separated by a central or bulged portion 243. The ends 241 and 242 of the clamp retainer 240 are formed to have substantially circular or round passages 245 and 246, respectively, to provide a passage between the hole in the upper surface of the base member 210 and the hole in the lower surface of the base member 210, so that the shank of the fastener 260 can be easily and accurately passed through the passage 211 of the base member 210.In particular, the clamp retainer 240 may be located within the passageway 211 of the base member 210 and extend substantially between the upper surface and the lower surface of the passageway 211 and may be welded in place using any known or suitable welding type or process. The clamp retainer 240 may provide additional support to the tubular structures of the base member 210 and the extension member 230 to enable the fasteners 260 to be sufficiently torqued without compromising the members 210, 230, respectively, and their connection. It is contemplated that the clamp retainer 240 may be used with any of the blocker structures 100, 180, 200, and 300 according to the present disclosure.

[0034] The bolt-on front and rear blocker structures 100 and 200, respectively, provide many advantages, including the ability to develop and implement a better and more tunable design by providing the ability to select different material thicknesses for the base members 110 and 210 from the extension members 120 and 230, respectively.

[0035] According to an exemplary embodiment of the present disclosure, as best shown in the Fig. 13 to 16, a blocker structure 300 is disclosed that includes a tire puncture or deflation device 310. The tire deflation device 310 of the blocker structure 300 can cause the tire 3 of the wheel 2 to be deflated during an offset frontal impact, thereby reducing the size of the mass and structure of the wheel 2 moving toward the passenger compartment 5 of the vehicle cabin 6. With particular reference to Fig. 14, it should be noted that the blocker structure 300 includes an extension member 310 having a carriage rear side 313 and a carriage front side 334. The extension member 310 is a substantially longitudinal structure having a first end that is bolted to the base member 110 using the bolts or fasteners 160. The extension member 310 has a substantially rectangular cross-section in a direction perpendicular or normal to its longitudinal axis. In particular, the side 334 is at an angle to the side 313 such that the cross-section is smaller or distal from the base member 110.The extension element 310 extends to an end 335 which has a tire deflation device 336 directed towards the rear of the car in the form of a sharp or angled point or edge oriented in a direction intersecting the tire 3 of the wheel 2 so as to provide an offset impact similar to that shown in . Fig. 1 causes the blocking elements 300 to move towards the wheel 2. Once the blocking element 300 has moved sufficiently towards the wheel 2, the tire air release device 336 engages the tire 3 sufficiently to break its integrity and release the compressed air or other fluid contained therein, as best shown in Fig.16. The tire deflation device 336 is preferably sufficiently designed so that any body structure or other materials, such as those used to complete the internal vehicle structures and provide the vehicle 1 with a suitable finished external appearance, located between the blocker element 300 and the tire 3 of the wheel 2 do not prevent the tire deflation device 336 from being effective during the offset frontal impact to the vehicle 1.

[0036] According to an exemplary embodiment of the present disclosure, it is to be understood that any of the features of the various blocker structures 100, 180, 200, and 300 may be used with any of the other blocker structures. In one specific example, it may be possible to use the extension member 120 of the blocker structure 100 and incorporate a tire deflation device 310 therein. Additionally, it is expressly contemplated by the present disclosure that it may be possible to incorporate the tire deflation device 310 into the rear blocker structure 200 so that the tire 3 of the wheel 2 is only deflated by the tire deflation device 310 when the frontal impact causes the front blocker structure 100 or 180 or 300 to move rearward in the vehicle until it impacts the wheel 2 and moves it into engagement with the rear blocker structure 200.The present disclosure expressly contemplates that any and all such combinations and substitutions of parts are possible. In another specific example, it is expressly contemplated that the bracket 240 of the rear blocker structure 200 may be used to couple any extension member to any base member. For example, the bracket 240 may be welded into the passage 111 of the base member 110 to bolt the extension member 120 using the bolts 160.

[0037] Any numerical values ​​mentioned here or in the figures are intended to include all values ​​from the lower value to the upper value in increments of one unit, provided that there is a separation of at least 2 units between a lower value and a higher value. For example, if the magnitude of a component or a value of a process variable, such as temperature, pressure, time, and the like, is stated to range from 1 to 90, preferably from 20 to 80, more preferably from 30 to 70, it is intended that values ​​such as 15 to 85, 22 to 68, 43 to 51, 30 to 32, etc., will be expressly numbered in this description. For values ​​less than one, a unit such as 0.0001, 0.001, 0.01, or 0.1 is considered suitable.These are only examples of what is specifically contemplated, and all possible combinations of numerical values ​​between the lowest and highest numerated values ​​are to be considered as similarly expressly contemplated in this application. As will be appreciated, the teaching of amounts expressed as "parts by weight" herein also contemplates the same ranges expressed in terms of weight percent. Accordingly, in the Detailed Description of the Invention, an expression of a range in terms of "'x' parts by weight of the resulting polymer blend composition" also contemplates a teaching of ranges of the same mentioned amount of "'x' in weight percent of the resulting polymer blend composition."

[0038] Unless otherwise expressly stated, all ranges are intended to include both endpoints and all numbers between the endpoints. The use of "about" or "approximately" in connection with a range applies to both ends of the range. Accordingly, "about 20 to 30" is intended to cover "about 20 to about 30," including at least the specified endpoints.

[0039] The use of the term "consisting essentially of" to describe a combination is intended to include the identified elements, ingredients, components, or steps and such other elements, ingredients, components, or steps that do not materially affect the basic and novel features of the combination. The use of the terms "comprising" or "having" to describe combinations of elements, ingredients, components, or steps herein also contemplates embodiments consisting essentially of the elements, ingredients, components, or steps. The use of the term "may" herein is intended to indicate that any described attributes that "may" be included are optional.

[0040] The disclosure of "a" or "an" or "another" to describe an element, ingredient, component, or step is not intended to exclude additional elements, ingredients, components, or steps. Multiple elements, ingredients, components, or steps may be provided by a single integrated element, ingredient, component, or step. Alternatively, a single integrated element, ingredient, component, or step could be divided into multiple separate elements, ingredients, components, or steps.

[0041] It is to be understood that the present description is intended to be illustrative and not restrictive. Many embodiments, as well as many applications apart from the examples provided, will occur to those skilled in the art upon understanding the present disclosure. The scope of the claimed invention should, therefore, not be determined with limited reference to the description, but should instead be determined with reference to the appended claims, along with the full range of equivalence to which such claims are entitled. Any disclosure of an article or reference, including patent applications and publications, is incorporated herein by reference for all purposes. Any omission from the following claims of any aspect of the subject matter disclosed herein is not a disclaimer of that subject matter.

Claims

[1] Vehicle (1) comprising: a vehicle frame (10) having a left frame member (11) extending in a direction aligned with the forward direction of the vehicle; a right frame member (12) extending in a direction aligned with the forward direction of the carriage; and a first transverse frame member (13) extending in a direction aligned with the transverse direction of the carriage and coupling the right and left frame members (12; 11); wherein the vehicle frame (10) comprises: i. a front blocker structure (100) coupled to one of the right and left frame members (12; 11) at a location in front of and proximal to a front wheel (2) of the vehicle (1), the front blocker structure (100) extending outside the one-side frame member (11), the front blocker structure (100) having a longitudinal axis oriented in a direction normal to the forward direction of the vehicle, the one-side frame member (11) having a first opening (41) and a second opening (51), the front blocker structure (100) being located in and welded to the first and second openings (41; 51) of the one-side frame member (11); and a cab mounting bracket (150) coupled to the front blocker structure (100); and ii. a rear blocker structure (200) coupled to the one-side frame member (11) at a location rearward of and proximal to the front wheel (2) of the vehicle (1), the rear blocker structure (200) extending outwardly of the one-side frame member (11); and a cab on the vehicle frame (10); the front and rear blocker structures (100; 200) limiting movement of the front wheel toward the cab of the vehicle during an offset frontal impact, the offset being less than twenty-five percent (25%) of the width of the vehicle. [2] The vehicle of claim 1, wherein said one side of the vehicle is the driver's side. [3] A vehicle according to claim 1, wherein the rear blocker structure (200) has a longitudinal axis offset by an acute angle from a direction normal to the forward direction of the vehicle, and wherein the one-side frame member has a third opening and a fourth opening, and the rear blocker structure (200) is located in and welded to the third and fourth openings of the one-side frame member. [4] The vehicle of claim 1, wherein the cab of the vehicle includes a mounting bar, and wherein the cab mounting bracket (150) and the front blocker structure (100) each include a respective passageway receiving the cab mounting bar therethrough and coupling the cab to the front blocker structure (100) and the vehicle frame (10). [5] The vehicle of claim 1, wherein the front blocker structure (300) includes a tire piercing device (336) aligned with the tire (3) of the wheel (2) such that movement of the front blocker structure (300) toward the wheel (2) during a frontal impact causes the tire piercing device (336) to impact the tire (3) of the wheel (2) and deflate the tire (3) before the wheel (2) impacts the rear blocker structure (200). [6] A vehicle frame component for coupling to a vehicle frame (10) of a cab-on-a-frame vehicle, the vehicle frame component serving to limit the movement of a wheel (2) of the vehicle (1) during a frontal impact, the vehicle frame component comprising: a base member (110) having a first end (112), a second end (113) and a longitudinal axis for alignment with a direction aligned in the transverse direction of the vehicle, wherein the base member (110) has a first end for coupling to the vehicle frame (10) and the base member (110) extends outwardly from the frame member (11) of one side, wherein the base member (110) has a rectangular cross-section in a direction transverse to the longitudinal axis and wherein the base member (110) is provided for coupling to the vehicle frame member (11) at a location proximal to a front wheel of the vehicle; an extension element (120) having a longitudinal axis, which is aligned in a direction with the longitudinal axis of the base member (110), wherein the extension member (120) has a first end and a second end, wherein the extension member has a rectangular cross-section in a direction transverse to the longitudinal axis, wherein the first end of the extension member is coupled to the second end of the base member (113); and a cab mounting bracket (150) coupled to the base member (110), the cab mounting bracket (150) having a passage for receiving a cab mounting rod of the vehicle's cab for coupling the cab (7) to the front blocker structure (100) and the vehicle frame (10). [7] The vehicle frame component of claim 6, further comprising a tire piercing device (336) coupled to the second end (335) of the extension member (310) for aligning with a tire (3) of a wheel (2) of the cab-on-a-frame vehicle such that movement of the vehicle frame component toward the wheel (2) during a frontal impact causes the tire piercing device (336) to impact the tire (3) of the wheel (2) and deflate the tire (3). [8] The vehicle frame component of claim 6, wherein the vehicle frame component is coupled to a side frame member of the cab-on-a-frame vehicle at a location rearward of and proximal to a front wheel (2) of the vehicle (1) and extends outwardly from the side frame member to limit movement of the front wheel toward the cab (7) of the vehicle during an offset frontal impact, the offset being less than twenty-five percent (25%) of the width of the vehicle. [9] The vehicle frame component of claim 6, wherein the vehicle frame component is coupled to a side frame member of the cab-on-a-frame vehicle at a location forward of and proximal to a front wheel (2) of the vehicle (1) and extends outwardly from the side frame member to limit movement of the front wheel toward the cab of the vehicle during an offset frontal impact, the offset being less than twenty-five percent (25%) of the width of the vehicle. [10] A vehicle frame component according to claim 8, wherein the vehicle frame component extends from the vehicle frame (10) in a direction extending at an acute angle from a direction normal to the forward direction of the car. [11] A vehicle frame component according to claim 9, wherein the vehicle frame component extends from the vehicle frame (10) in a direction normal to the forward direction of the car. [12] The vehicle frame component of claim 6, wherein the longitudinal axis of the extension member (310) includes a first portion proximal to the first end of the base member that is oriented in the same direction as the longitudinal axis of the base member (110), and wherein the longitudinal axis of the extension member (310) includes a second portion distal to the first end of the base member (110) that is oriented in a different direction than the longitudinal axis of the base member (110).

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