Vehicle frame structure

Abstract

A vehicle includes a body having a first longitudinal beam and an upper longitudinal beam spaced apart from the first longitudinal beam. The upper longitudinal beam has a base portion and a top fork portion and a bottom fork portion each extending from the base portion. The vehicle includes a bumper connected to the first longitudinal beam and the top fork portion, and a subframe connected to the bottom fork portion.

Description

Technical Field

[0001] The present invention generally relates to vehicles, and more particularly to vehicle frame structures. Background Art

[0002] The vehicle body supports various components, such as the engine, drivetrain, and / or suspension of the vehicle. During a vehicle frontal collision, such as those defined by Federal Motor Vehicle Safety Standards (FMVSS) and Insurance Institute for Highway Safety (IIHS) standards, including frontal collisions, angled frontal collisions, small overlap rigid barrier (SORB) collisions, etc., the front structural components of the vehicle may deform to absorb energy. However, rigid components such as the engine, drivetrain, etc. may not deform to absorb energy. Thus, these rigid components can transmit pulses through the rest of the vehicle during a frontal collision. Summary of the Invention

[0003] According to the present invention, there is provided a vehicle comprising:

[0004] a body having a first longitudinal beam and an upper longitudinal beam spaced apart from the first longitudinal beam;

[0005] the upper longitudinal beam having a base and a top fork portion and a bottom fork portion each extending from the base;

[0006] a bumper connected to the first longitudinal beam and the top fork portion; and

[0007] a subframe connected to the bottom fork portion.

[0008] According to an embodiment of the present invention, wherein the body includes a hinge pillar, and the base of the first longitudinal beam and the upper longitudinal beam extends from the hinge pillar.

[0009] According to an embodiment of the present invention, wherein the first longitudinal beam, the top fork portion, and the bottom fork portion each have a distal end spaced apart from the hinge pillar, and wherein the bumper is connected to the distal ends of the first longitudinal beam and the top fork portion, and wherein the subframe is connected to the distal end of the bottom fork portion.

[0010] According to an embodiment of the present invention, wherein the subframe extends from the body to the bottom fork portion in the longitudinal direction of the vehicle, and wherein the subframe includes a bending point between the body and the bottom fork portion, the bending point being designed to bend downward in response to a vehicle frontal collision.

[0011] According to an embodiment of the present invention, wherein the top fork portion has a bending point designed to bend upward in response to a frontal collision.

[0012] According to an embodiment of the present invention, the vehicle further includes a crush can disposed between the distal ends of the bumper and the first longitudinal beam.

[0013] According to one embodiment of the present invention, the vehicle further includes a crushing can disposed between the bumper and the distal end of the top fork.

[0014] According to one embodiment of the present invention, the vehicle further includes a first crushing can between the first longitudinal beam and the bumper, and a second crushing can between the top fork and the bumper.

[0015] According to one embodiment of the present invention, the vehicle further includes a plate connected to the first longitudinal beam and the top fork, and the first crushing can and the second crushing can are connected to the plate.

[0016] According to one embodiment of the present invention, the vehicle further includes a third crushing can, which is connected to the plate and the bumper and is disposed between the first crushing can and the second crushing can.

[0017] According to the present invention, there is provided a vehicle body, which includes:

[0018] A bulkhead;

[0019] A hinge pillar;

[0020] A shock tower having an outer side and an inner side;

[0021] A first longitudinal beam extending from the bulkhead in the vehicle front direction on the inner side of the shock tower; and

[0022] An upper longitudinal beam on the outer side of the shock tower, the upper longitudinal beam having a base portion, and a top fork portion and a bottom fork portion respectively extending from the base portion in the vehicle front direction.

[0023] According to one embodiment of the present invention, the base portion of the upper longitudinal beam extends from the hinge pillar.

[0024] According to one embodiment of the present invention, the top fork portion has a bending point designed to bend upward in response to a frontal collision.

[0025] According to one embodiment of the present invention, the vehicle body further includes:

[0026] A plate connected to the first longitudinal beam and the top fork portion; and

[0027] A first crushing can and a second crushing can connected to the plate.

[0028] According to one embodiment of the present invention, the top fork portion has an end spaced apart from the bulkhead, and the end of the top fork portion and the distal end of the first longitudinal beam are spaced from the bulkhead at substantially equal distances.

[0029] According to one embodiment of the present invention, the vehicle body further includes a crushing can disposed on the distal end of the first longitudinal beam.

[0030] According to one embodiment of the present invention, the vehicle body further includes a crushing tank disposed at the distal end of the top fork portion.

[0031] According to one embodiment of the present invention, the vehicle body further includes a first crushing tank on the first longitudinal beam and a second crushing tank on the top fork portion. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a perspective view of a part of the vehicle body and a vehicle subframe connected to the body;

[0033] Figure 2 is Figure 1 a side view of

[0034] Figure 3 is Figure 1 a top view of

[0035] Figure 4A is a top view of the vehicle body, subframe and engine before a frontal collision;

[0036] Figure 4B is a top view of the vehicle body, subframe and engine after a frontal collision;

[0037] Figure 5 shows an exemplary graph of the collision pulse applied to the vehicle during a frontal collision;

[0038] Figure 6 shows an exemplary graph of the intrusion threshold for different positions of the vehicle body;

[0039] Figure 7A is a side view of the vehicle body, engine and subframe before a frontal collision;

[0040] Figure 7B is a side view of the vehicle body, engine and subframe after a frontal collision;

[0041] Figure 8A is a top view of the vehicle body before an oblique collision;

[0042] Figure 8B is a top view of the vehicle body after an oblique collision. DETAILED DESCRIPTION

[0043] Disclosed herein is a vehicle including a body having a first longitudinal beam and an upper longitudinal beam spaced apart from the first longitudinal beam. The upper longitudinal beam has a base and a top fork portion and a bottom fork portion each extending from the base. The vehicle includes a bumper connected to the first longitudinal beam and the top fork portion, and a subframe connected to the bottom fork portion.

[0044] The vehicle body may include hinge pillars, and the bases of the first longitudinal beam and the upper longitudinal beam may extend from the hinge pillars.

[0045] The first longitudinal beam, the top fork portion, and the bottom fork portion may each have a distal end spaced apart from the hinge pillar. A bumper may be connected to the distal ends of the first longitudinal beam and the top fork portion, and a subframe may be connected to the distal end of the bottom fork portion.

[0046] The subframe may extend from the vehicle body to the bottom fork portion in the vehicle longitudinal direction, and the subframe may include a bending point between the vehicle body and the bottom fork portion, and the bending point is designed to bend downward in response to a frontal collision of the vehicle.

[0047] The top fork portion may have a bending point designed to bend upward in response to a frontal collision.

[0048] The vehicle may further include a crush can disposed between the bumper and the distal end of the first longitudinal beam.

[0049] The vehicle may further include a crush can disposed between the bumper and the distal end of the top fork portion.

[0050] The vehicle may further include a first crush can between the first longitudinal beam and the bumper, and a second crush can between the top fork portion and the bumper.

[0051] The vehicle may further include a plate connected to the first longitudinal beam and the top fork portion, and the first crush can and the second crush can may be connected to the plate.

[0052] The vehicle may further include a third crush can connected to the plate and the bumper and disposed between the first crush can and the second crush can.

[0053] Further disclosed herein is a vehicle body including a bulkhead, hinge pillars, a shock tower having an outer side and an inner side, and a first longitudinal beam extending from the bulkhead on the inner side of the shock tower in the vehicle forward direction. The vehicle body further includes an upper longitudinal beam on the outer side of the shock tower, the upper longitudinal beam having a base and a top fork portion and a bottom fork portion each extending from the base in the vehicle forward direction.

[0054] The base of the upper longitudinal beam may extend from the hinge pillar.

[0055] The top fork portion may have a bending point designed to bend upward in response to a frontal collision.

[0056] The vehicle body may further include a plate connected to the first longitudinal beam and the top fork portion; and the first crush can and the second crush can may be connected to the plate.

[0057] The top fork portion can have an end spaced from the bulkhead, and the ends of the top fork portion and the distal end of the first longitudinal beam can be spaced from the bulkhead by substantially equal distances.

[0058] The vehicle body can further include a crush can disposed at the distal end of the first longitudinal beam.

[0059] The vehicle body can further include a crush can disposed at the distal end of the top fork portion.

[0060] The vehicle body can further include a first crush can on the first longitudinal beam and a second crush can on the top fork portion.

[0061] Referring to the drawings, in which like reference numerals represent like components throughout the several views, vehicle 100 includes a body 105 having a first longitudinal beam 110 and an upper longitudinal beam 120 spaced from the first longitudinal beam 110. The upper longitudinal beam 120 has a base 125 and a top fork portion 130 and a bottom fork portion 135 each extending from the base 125. Vehicle 100 includes a bumper 140 connected to the first longitudinal beam 110 and the top fork portion 130, and a subframe 145 connected to the bottom fork portion 135.

[0062] Figures 1-3 A portion of the body 105 of vehicle 100 and the subframe 145 connected to the body 105 are shown. Vehicle 100 can be, for example, a sedan, a truck, a van, a bus, etc. Vehicles (such as vehicle 100) are subject to various standards, including frontal collision standards defined by Federal Motor Vehicle Safety Standards (FMVSS) and Insurance Institute for Highway Safety (IIHS) standards. Frontal collisions can include, for example, head-on collisions, angled frontal collisions, small overlap rigid barrier (SORB) collisions, etc.

[0063] Vehicle 100 can have a unitized body structure, that is, a unibody structure. In a unitized body structure, the body 105 serves as the vehicle frame, and the body 105 (including rocker panels, pillars, roof rails, etc.) is unitary, that is, a continuous single-piece unit.

[0064] The body 105 can be formed of any suitable material (such as steel, aluminum, etc.). The body 105 can be sheet metal (such as steel). The sheet metal can be 0.7 - 1.5 mm thick. Optionally, the body 105 can be any suitable material of any suitable thickness.

[0065] Referring Figures 1-3 and Figures 4A-4B, the vehicle body 105 may include a passenger compartment 150 and an engine compartment 155. The passenger compartment 150 may include seats and the like. The engine compartment 155 may include an engine 160, shock towers 165, and the like. The shock towers 165 may have an inner side 170 facing the engine 160 and an outer side 175 facing away from the engine 160. The shock towers 165 may include struts, shock absorbers, etc. that are part of the vehicle suspension system.

[0066] The vehicle body 105 may include a bulkhead 180. The bulkhead 180 herein refers to a part of the vehicle body 105 that separates the passenger compartment 150 and the engine compartment 155. The bulkhead 180 may be formed of metal or any other suitable material.

[0067] The passenger compartment 150 may include a floor panel 185, a roof (not shown), and a plurality of uprights 190 that interconnect the floor panel 185 and the roof. The uprights 190 located near the bulkhead 180 may be referred to as hinge posts 190 or A-pillars. Typically, the hinges of the vehicle front doors are mounted to the hinge posts 190.

[0068] The subframe 145 supports various components such as the engine 160, the powertrain, etc. of the vehicle 100. The subframe 145 extends from the vehicle body 105 of the vehicle 100 toward the bumper 140 in the longitudinal direction (e.g., parallel to the vehicle longitudinal axis A1). The subframe 145 may be formed of, for example, steel, aluminum, or any suitable material. The subframe 145 includes a base 195 and (a plurality of) beams 200 extending from the base 195. Specifically, the subframe 145 includes a pair of beams 200 that are spaced apart from each other and extend from the base 195 of the subframe 145. As further discussed below Figures 4A-4B the subframe 145 may absorb impact energy and may deform due to a collision.

[0069] As Figure 2 shown, the subframe 145 may be connected to the vehicle body 105 by connectors 205. For example, the subframe 145 may be connected to the lower end 210 of the bulkhead 180. Additionally or alternatively, the subframe 145 may be connected to the first longitudinal beam 110 (e.g., the first end 215 of the first longitudinal beam 110). The connectors 205 are spaced apart from each other and connect the subframe 145 and the vehicle body 105. The two connectors 205 may be the same.

[0070] Continuing to refer to Figures 1-3, the vehicle 100 may include a body 105 having a first longitudinal beam 110 with a distal end 115 and an upper longitudinal beam 120 spaced apart from the first longitudinal beam 110. The upper longitudinal beam 120 may have a base 125 and a top fork 130 and a bottom fork 135 each extending from the base 125. The vehicle 100 may include a bumper 140 connected to the first longitudinal beam 110 and the top fork 130. The vehicle 100 may include a subframe 145 connected to the bottom fork 135.

[0071] The first longitudinal beam 110 may have a longitudinally elongated shape (e.g., a beam) with its longitudinal axis A2 parallel to the longitudinal axis A1 of the vehicle 100. The first longitudinal beam 110 may have a first end 215 adjacent (e.g., within 30 cm) to the passenger compartment 150 and a distal end 115 remote from the passenger compartment 150. The first end 215 of the first longitudinal beam 110 may be connected to the bulkhead 180 by welding or any other suitable mechanical connection. As described below, the first longitudinal beam 110 and / or the upper longitudinal beam 120 may absorb impact energy and may deform due to a collision.

[0072] The base 125 of the upper longitudinal beam 120 may be mechanically connected to the bulkhead 180 on the inner side 170 of the shock tower 165. The base 125 and the bulkhead 180 may be connected by welding or any other suitable mechanical connection. The top and bottom forks 130, 135 of the upper longitudinal beam 120 each have a first end 132, 136 and a distal end 134, 138. The first ends 132, 136 of the top fork 130 and the bottom fork 135 may be connected to the base 125. The distal ends 134, 138 of the top fork 130 and the bottom fork 135 extend away from the base 125. The forks 130, 135 of the upper longitudinal beam 120 may have a curved shape. The forks 130, 135 of the upper longitudinal beam 120 may be formed of metal beams.

[0073] The bumper 140 may include a structure connected to or integrated with the front end and / or the rear end of the vehicle 100, e.g., in order to absorb the impact in a collision. The bumper 140 may be mounted parallel to the ground and perpendicular to the vehicle longitudinal axis A1. The bumper 140 may include a cross beam 142 having first and second ends 144. The bumper 140 may deform due to a collision. The bumper 140 may be formed of metal, composite material, or any other suitable material.

[0074] In one example, the distal end 115 of the first longitudinal beam 110, the top fork 130, and the bottom fork 135 may be spaced apart from the hinge pillar 190. The bumper 140 may be connected to the distal ends 115, 134 of the first longitudinal beam 110 and the top fork 130. The distal end 202 of the subframe beam 200 may be connected to the distal end 138 of the bottom fork 135.

[0075] The first end 215 of the first longitudinal beam 110 and the base 125 of the upper longitudinal beam 120 may extend from the hinge column 190. In one example, the first end 215 of the first longitudinal beam 110 may extend from the inner side 170 of the shock tower 165. As Figures 1-3 shown, the vehicle 100 may include two first longitudinal beams 110: a right first longitudinal beam 110 connected to the inner side 170 of the right shock tower 165 and a left first longitudinal beam 110 connected to the inner side 170 of the left shock tower 165. Additionally or alternatively, the first end 215 of the first longitudinal beam 110 may be connected to the inner side 170 of the shock tower 165.

[0076] Crush cans 220, 221, 222 may be included in the vehicle 100, for example as part of the body 105 to absorb impact energy. The crush cans 220, 221, 222 may include hollow cans (or boxes) formed of sheet metal or any other suitable material. The crush cans 220, 221, 222 may have a cylindrical, solid rectangular, or any other suitable shape. In one example, upon a frontal collision, the crush cans 220, 221, 222 may deform (compress) along an axis generally parallel to the vehicle longitudinal axis A1. The crush cans 220, 221, 222 may absorb energy to deform. Thus, advantageously, the crush may then reduce the magnitude of the energy pulse that would otherwise be applied to the passenger compartment 150.

[0077] The vehicle 100 may include a plate 225 connected (e.g., welded) to the distal end 115 of the first longitudinal beam 110 and the top fork 130. In one example, the vehicle 100 may include one or more crush cans 220, 221, 222 connected to the plate 225. The crush cans 220, 221, 222 may be separate components that can be welded, threaded, or otherwise connected to the body 105. Additionally or alternatively, the crush cans 220, 221, 222 may be included as part of the body 105, for example manufactured as part of the body 105. In one example, the first and second plates 225 may be connected to the distal ends 115 of the right and left first longitudinal beams 110.

[0078] The first crushing can 220 may be disposed between the bumper 140 and the distal end 115 of the first longitudinal beam 110. The first crushing can 220 may be fixed to both the plate 225 and the bumper 140. In one example, the first crushing can 220 may be welded to both the plate 225 and the bumper 140. In another example, the first crushing can 220 is welded to the plate 225 and screwed to the bumper 140. Thus, during a frontal collision, the first crushing can 220 may absorb at least a portion of the impact energy transmitted from the bumper 140 to the first longitudinal beam 110. In other words, a portion of the impact energy may travel on a first energy path P1 from the bumper 140 through the first crushing can 220, the plate 225, and the first longitudinal beam 110 to the bulkhead 180. A portion of the impact energy traveling through the first path P1 may be absorbed by the first crushing can 220.

[0079] Additionally or alternatively, a second crushing can 221 may be disposed between the bumper 140 and the distal end of the top fork 130. Specifically, the second crushing can 221 may be fixed to both the plate 225 and the bumper 140. During a frontal collision, the second crushing can 221 may absorb at least a portion of the impact energy transmitted from the bumper 140 to the upper cross member. In other words, a portion of the impact energy may travel on a second path P2 from the bumper 140 through the second crushing can 221, the plate 225, and the upper longitudinal beam 120 to the bulkhead 180. A portion of the impact energy traveling through the second path P2 may be absorbed by the second crushing can 221. Additionally or alternatively, more crushing cans (such as a third crushing can 222) may be disposed between the bumper cross member 142 and the plate 225. The third crushing can 222 may be fixed to both the plate 225 and the bumper 140. In one example, the third crushing can 222 may be disposed between the first and second crushing cans 220, 221.

[0080] The beam 200 of the subframe 145 may extend between the vehicle body 105 and the distal end 138 of the bottom fork 135. For example, the top fork 130 may be bent downward (i.e., bent downward toward the ground) such that the distal end of the top fork 130 and the distal end of the subframe 145 may be connected. Thus, during a frontal collision, a portion of the impact energy may travel on a third path P3 to the bulkhead 180 via the subframe 145. Additionally, a portion of the impact energy may travel through the top fork 130 to the bulkhead 180.

[0081] Figure 5 is an example graph showing an exemplary acceleration of a vehicle passenger caused by a frontal collision. As described above, a frontal collision, for example caused by a collision with another vehicle, may cause impact energy to be transmitted to the vehicle passengers in the passenger compartment 150. The impact energy causes an acceleration of the vehicle passengers.

[0082] In the present invention, a frontal collision may include a collision having an impact force generally in the direction of the longitudinal axis A1 of the vehicle 100, and / or an oblique collision including an impact force direction transverse to the longitudinal axis A1 of the vehicle 100. "Impact force transverse to the longitudinal axis A1" means that the impact force direction intersects the longitudinal axis A1 of the vehicle 100.

[0083] Figures 4A-4B Vehicles 100 before and after a frontal collision are shown respectively. Once a frontal collision occurs, vehicle components (such as the subframe 145, bumper 140, first longitudinal beam 110, upper longitudinal beam 120, etc.) may deform and absorb energy during deformation. Based on the available cavities between components (such as between the engine 160 and the bulkhead 180, etc.), the deformation of the vehicle components can reach a compressed state. Herein, the compressed state refers to the state of the vehicle 100 in which the engine compartment 155 may not deform further without deforming the passenger compartment 150. For example, the engine compartment 155 may not have any available cavities to further compress the components of the engine compartment 155 against each other, so the impact force begins to cause deformation of, for example, the bulkhead 180.

[0084] Figure 5 An example curve graph showing the magnitude of the impact force applied to the vehicle occupants during a frontal collision is included. Figure 5 Time 0 (zero) in shows the time when a reference frontal collision pulse is applied to the vehicle 100. The reference collision pulse herein refers to a step collision pulse (for example, a frontal collision in a collision laboratory environment). Therefore, based on the reference collision pulse, the performance of different vehicles regarding the force applied to the vehicle occupants can be compared with each other.

[0085] As Figure 5 shown, the collision can first cause a first force level (for example, approximately -25G), and then an increasing force level or a second force level (for example, -30G). In one example, for example, before reaching the above-mentioned compressed state, the first force level is applied to the vehicle occupants while the components of the engine compartment 155 are deforming. Therefore, during the first force level, vehicle components (such as the crush cans 220, 221, 222) absorb a part of the impact energy. After reaching the compressed state (for example, the crush cans 220, 221, 222, etc. in the engine compartment 155 are completely deformed), a larger force magnitude (for example, the second force level) can be applied to the vehicle occupants. In other words, after reaching the compressed state, the vehicle components in the engine compartment 155 do not absorb the impact energy, and more force may be applied to the passenger compartment 150. Therefore, more impact force can be applied to the vehicle occupants. A reduction in the force applied to the vehicle occupants may be beneficial because it can reduce the likelihood of occupant injury. As discussed below, refer to Figures 7A-7BAs shown in FIGS. 8A - 8B, the first, second, and third energy paths P1, P2, P3 can be beneficial for reducing the magnitude of the impact force applied to a vehicle occupant.

[0086] Figure 6 Including example curves G1, G2, G3, which depict multiple deformation thresholds for various positions of the vehicle 100 (e.g., relative to the vehicle seat position). The X - axis of curves G1, G2, G3 represents various positions (components) of the vehicle 100, such as the footrest, brake pedal, steering device, etc. For example, based on applying a reference collision pulse to the vehicle 100, the Y - axis shows the magnitude of the maximum motion threshold (in millimeters) applicable to the respective vehicle components. Thus, each curve G1, G2, G3 can define the maximum motion (deformation) applicable to the corresponding component of the vehicle 100 when the reference collision pulse is applied.

[0087] Curves G1, G2, G3 each depict the motion (deformation) threshold of the respective vehicle component shown on the X - axis. The vehicle 100 can conform to (or be designed to conform to) one of curves G1, G2, G3. In other words, the vehicle 100 can be designed in such a way that, in response to the reference collision pulse, the deformation (motion) applied to each of the vehicle components is less than the threshold of the corresponding curve. Thus, compared to a second vehicle 100 that conforms to another curve, such as curve G2, a reference collision pulse applied to the first vehicle 100 that conforms to a curve, such as curve G1, with a lower threshold can cause less deformation (i.e., motion of the vehicle components). Thus, the vehicle body 105, bumper 140, sub - frame 145, etc. can be designed and manufactured to conform to a lower curve, such as curve G1, that is, in order to reduce the maximum deformation applied to each of the respective vehicle components as Figure 5 shown. Various example ways of reducing the deformation applied to the passenger compartment 150 are described below.

[0088] Figure 7A is a side view of the vehicle body 105, engine 160, and sub - frame 145 prior to a frontal collision (e.g., applying a reference collision pulse). Figure 7BA side view of the vehicle body 105, the engine 160, and the subframe 145 after the application of a reference impact pulse. In one example, the beam 200 of the subframe 145 may include a bending point 230 between the body 105 (e.g., the bulkhead 180) and the distal end 138 of the bottom fork 135, which is designed to bend downward (i.e., toward the ground) due to a frontal collision. For example, the beam 200 of the subframe 145 may be manufactured in a weaker manner at the bending point 230 compared to the rest of the beam 200. Additionally or alternatively, the top fork 130 may have a bending point 240 that is designed to bend upward due to a frontal collision. The top fork 130 may be manufactured in a weaker manner at the bending point 240 compared to the rest of the top fork 130.

[0089] Reference Figures 7A-7B , the bending points 235, 240 included in the subframe beam 200 and / or the top fork 130 can result in an increase in the absorption of impact energy. As described above, the first, second, and third energy paths P1, P2, P3 each transfer a portion of the impact energy to the bulkhead 180 while each absorbing a portion of the transferred energy. Thus, the bending points 235, 240 in the subframe beam 200 and / or the top fork 130 can reduce the magnitude of the impact force applied to various vehicle components. This may result in a reduction in the impact force that may be applied to the vehicle occupants.

[0090] As previously referenced Figures 4A-4B and 5, after reaching the compressed state, the impact force absorbed by the vehicle components in the engine compartment 155 can be reduced and more impact force can be applied to the vehicle occupants. As discussed in the following example, a delay in reaching the compressed state (relative to Figure 5 the X-axis) can reduce the second force level. In other words, when the impact energy can be absorbed by the vehicle components in the engine compartment 155 for a longer time period, more impact energy can be absorbed and thus the magnitude of the second force level can be reduced.

[0091] In Figures 7A-7BIn one example shown, the bulkhead 180, the first longitudinal beam 110, the upper longitudinal beam 120, and the subframe 145 can define a spatial grid having a geometric center point 245 positioned generally on the longitudinal axis A1 of the vehicle 100, and once the bumper 140 is impacted, the geometric center point 245 can move to a crush position generally at the bottom 250 of the vehicle body 105. In one example, moving the geometric center point 245 to a crush position below the longitudinal axis A1 of the vehicle 100 can delay the start of deformation of the passenger compartment 150, that is, it can delay reaching the compression state. In other words, the distance d1 from the geometric center point 245 to the center of the bulkhead 180 (the intersection of the longitudinal axis A1 and the bulkhead 180) can be shorter than the deployment distance d2 of the geometric center point 245 moving to the crush position in the compression state. Therefore, the time for deformation until reaching the compression state may be longer. Thus, it is possible to (relative to Figure 5 ) reduce the second force level.

[0092] In Figures 8A-8B one example shown, an oblique collision can be applied to the vehicle body 105. In the context of the present invention, an oblique collision includes a collision applied in a direction transverse to the longitudinal axis A1 of the vehicle. The oblique collision can be caused by an object 260. Compared with a frontal collision, during an oblique collision, the oblique collision energy can be mainly applied to a part of the engine compartment 155, such as the left side in the example shown in FIGS. 8A-8B. For example, the oblique collision energy can cause the left subframe beam 200, the left first longitudinal beam 110, and / or the left upper longitudinal beam 120 to be generally deformed.

[0093] The subframe 145 can include a second cross beam 255 that mechanically connects the distal ends 202 of the subframe beams 200. Thus, during an oblique collision, the second cross beam 255 can transfer a part of the collision energy to the right subframe beam 200. In other words, a part of the oblique collision energy can travel to the right subframe beam 200 on the fourth energy path P4 via the second cross beam 255. Therefore, advantageously, compared with when the subframe 145 lacks the second cross beam 255, the deformation of the left side of the engine compartment 155 can be reduced.

[0094] The present invention has been described in an illustrative manner, and it should be understood that the terms used are intended to be of a descriptive nature rather than restrictive. Given the above teachings, many modifications and variations of the present invention are possible, and the present invention can be implemented in a manner different from the specific description.

Claims

1. A vehicle, comprising: a body having a first longitudinal beam and an upper longitudinal beam spaced apart from the first longitudinal beam; the upper longitudinal beam having a base portion and a top fork portion and a bottom fork portion each extending from the base portion; a bumper connected to the first longitudinal beam and the top fork portion; and a subframe connected to the bottom fork portion; wherein the top fork portion has a bending point designed to bend upward in response to a frontal collision.

2. The vehicle according to claim 1, wherein the body includes a hinge pillar, and the base portions of the first longitudinal beam and the upper longitudinal beam extend from the hinge pillar.

3. The vehicle according to claim 2, wherein the first longitudinal beam, the top fork portion, and the bottom fork portion each have a distal end spaced apart from the hinge pillar, and wherein the bumper is connected to the distal ends of the first longitudinal beam and the top fork portion, and wherein the subframe is connected to the distal end of the bottom fork portion.

4. The vehicle according to claim 1, wherein the subframe extends from the body to the bottom fork portion in the vehicle longitudinal direction, and wherein the subframe includes a bending point between the body and the bottom fork portion, the bending point being designed to bend downward in response to a frontal collision of the vehicle.

5. The vehicle according to any one of claims 1-4, further comprising a crush can disposed between the bumper and the distal end of the first longitudinal beam.

6. The vehicle according to any one of claims 1-4, further comprising a crush can disposed between the bumper and the distal end of the top fork portion.

7. The vehicle according to any one of claims 1-4, further comprising a first crush can between the first longitudinal beam and the bumper, and a second crush can between the top fork portion and the bumper.

8. The vehicle according to claim 7, further comprising a plate connected to the first longitudinal beam and the top fork portion, and the first crush can and the second crush can are connected to the plate.

9. A vehicle body, comprising: a bulkhead; a hinge pillar; a shock tower having an outer side and an inner side; A first longitudinal beam, the first longitudinal beam extending in a vehicle forward direction from the bulkhead on the inner side surface of the shock tower; and an upper longitudinal beam on the outer side of the shock tower, the upper longitudinal beam having a base portion and a top fork portion and a bottom fork portion each extending from the base portion in the vehicle forward direction; wherein the top fork portion has a bending point designed to bend upward in response to a frontal collision.

10. The vehicle body according to claim 9, wherein the base portion of the upper longitudinal beam extends from the hinge pillar.

11. The vehicle body according to claim 9, further comprising: a plate connected to the first longitudinal beam and the top fork portion; and a first crush can and a second crush can connected to the plate.

12. The vehicle body according to any one of claims 9-11, wherein the top fork portion has an end spaced apart from the bulkhead, and the end of the top fork portion and the distal end of the first longitudinal beam are spaced from the bulkhead by substantially equal distances.

13. The vehicle body according to any one of claims 9-11, further comprising a crushing tank disposed at a distal end of the first longitudinal beam.

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