Collision structure for vehicle

Abstract

A crash structure for a vehicle, comprising a body (2) extending along an impact absorbing axis and a mount adapted to establish a connection between the crash structure and a frame (F); the crash structure is shaped at least partially opposite the aerodynamic means and is connectable to the aerodynamic means that can be attached to the frame (F) or the body (B).

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the priority of European Patent Application No. 23202382.0 filed on October 9, 2023, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The present application relates to so-called "crash structures" which may include structural components located at the front or rear of a vehicle (eg a car) and dedicated to absorbing a given amount of kinetic energy during a collision or accident of the vehicle itself.

[0004] The present application also relates to a subassembly 10 that can be associated with the frame F and / or the body B, which subassembly 10 can include one or more of the aforementioned collision structures and an aerodynamic device, which aerodynamic device can be a front spoiler or splitter, or a rear aerodynamic device, such as a so-called "diffuser". Background Art

[0005] It is known in the prior art that modern vehicles must be equipped with suitable devices for preventing (or in any case limiting) injury to the vehicle's occupants by absorbing the energy of impacts and accidents: such devices are usually called "bumpers" and are usually arranged across the front and rear of the vehicle and / or underneath the body B and frame F.

[0006] In order to prevent damage to the vehicle structure (e.g. in the event of an impact from the rear), deformable elements are used in combination with the bumper beam: such deformable elements may be referred to as "crash boxes" and they are typically thin-walled elements, typically rectangular / parallelepiped in shape and made of metal (e.g. steel, aluminum) or plastic.

[0007] The crash boxes located between the longitudinal members and the bumper beam absorb the kinetic energy generated upon impact by converting the impact energy into deformation work, and this absorption prevents permanent damage to the longitudinal rails, occupants and vehicle components when critical stress levels are exceeded.

[0008] Crash boxes of known type (and their associated bumpers) are usually made of sheet metal shells or extruded metal (usually aluminium) sections and are therefore bulky, heavy and very limited in terms of possible geometries and / or spatial layouts: crash boxes of known type are therefore substantially difficult to integrate into super sports car or ultimate sports car bodies, since these usually have very high demands on their front and rear aerodynamic efficiency (and since they are designed with very large front and / or rear aerodynamically active parts or devices, such as so-called “aero devices”).

[0009] Indeed, as long as the front or rear part of the vehicle body B is "occupied" by a large aerodynamic device, the technical limitations that determine the overall shape of this aerodynamic device mean that a conventional crash structure based on the combination of "prismatic / parallelepiped crash box + bumper beam" does not have sufficient space and a technically valid position relative to the frame F (it should also be noted that the crash structure needs to "protrude" from the main vehicle structure / frame F, otherwise the kinetic energy from the impact will not be adequately dispersed / absorbed), and this lack of "useful space" leads to an inherent unsafety of the vehicle itself... and to the inability to obtain road suitability during homologation procedures. Summary of the invention

[0010] Having stated the disadvantages of the prior art, the object of the present disclosure is to provide a crash structure and a subassembly 10 comprising the crash structure and at least one of the aerodynamic devices, which are able to overcome the above-mentioned disadvantages and therefore ensure a high degree of structural and functional integration with the frame F or the body B (specifically, the front or rear part of the frame F or the body B) without compromising the ability to absorb kinetic energy during an impact or collision, while maintaining maximum aerodynamic efficiency of the device connected to the crash structure itself.

[0011] At the same time, the present disclosure is directed to achieving a crash structure whose overall geometry and / or space occupancy can be designed in a variety of shapes and proportions, thereby enabling it to be assembled into a corresponding variety of vehicles having different sizes, proportions and performance ranges. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] These objects and other technical advantages are achieved by the crash structure of the present disclosure as hereinafter described and claimed and illustrated by way of exemplary and non-limiting embodiments in the accompanying drawings, in which:

[0013] - Figure 1 is a top front perspective view of a possible embodiment of a crash structure according to the present disclosure;

[0014] - Figure 2 is a bottom-up rear perspective view of a collision structure according to the present disclosure;

[0015] - Figure 3A is a top rear perspective view of a collision structure according to the present disclosure;

[0016] - Figure 3B is a front view of a crash structure according to the present disclosure;

[0017] - Figure 4 The collision structure according to the present disclosure is Figure 3A A cross-sectional view of line IV-IV;

[0018] - Figure 5 is a schematic longitudinal view of a crash structure according to the present disclosure depicted along some geometric reference axis relative to the frame F and / or the body B;

[0019] - Figure 6 is a perspective view of a so-called “subassembly” in which an aerodynamic device is structurally connected to two crash structures according to the present disclosure; and

[0020] - Figure 7 is a schematic side view of a vehicle having a crash structure coupled to an aerodynamic device and implemented in accordance with the present disclosure. DETAILED DESCRIPTION

[0021] In the accompanying drawings, the collision structure of the present disclosure (whose main but not limiting “use / application target” may be conveniently used in / for land vehicles, such as automobiles, etc.) is numbered as a whole with the reference numeral 1, and mainly comprises a main body 2 extending along an impact absorbing axis 2a and a suitable mounting seat 3 which will be described in more detail later: the mounting seat 3 is suitable for establishing a connection between the collision structure 1 itself and at least one frame F, and when the collision structure 1 is assembled to a vehicle, the impact absorbing axis 2a just mentioned is positioned in a given relative layout relative to the longitudinal axis of the frame F (for example, the impact absorbing axis may be parallel to the longitudinal axis).

[0022] Advantageously, in a crash structure 1 according to the present disclosure, the body 2 may be associated with the aerodynamic device 100 , while the aerodynamic device 100 is connected or integrated to the body 2 .

[0023] In other words, the present disclosure provides an aerodynamic device 100 that is structurally and functionally combined with the main body 2, and the main body 2 and / or the aerodynamic device 100 can be attached to the frame F and / or to the vehicle body B connected to the frame F just mentioned.

[0024] In other words, the present disclosure provides a highly integrated crash structure in which two main components are structurally and functionally associated: these two components are the body 2 (whose main function is to absorb kinetic energy during an impact or collision) and the aerodynamic device 100, which is tightly connected to the body 2 in a manner that performs its airflow "control" function without hindering the function of the body 2 itself.

[0025] According to different possible embodiments of the present disclosure, the body 2 may be suitably attached / connected to the aerodynamic device 100 or may also be tightly integrated into the aerodynamic device 100 itself (eg in a so-called “monolithic layout”).

[0026] According to another functional advantage of the present disclosure, the body 2 may be at least partially shaped inversely of and connectable to the aerodynamic device 100 , which in turn may be attached to the frame F (and / or to the body B connected to the frame F).

[0027] The relative interconnection relationship just described and claimed hereinafter allows for an optimal functional synergy between the crash structure, the frame F and the remaining vehicle components, in particular with regard to the impact absorption capabilities of vehicles whose external construction / appearance does not allow the presence of a traditional bumper: in fact, the crash structure 1 according to the present disclosure is capable of receiving and properly dissipating the kinetic energy resulting from the impact, which is mainly transmitted to the aerodynamic device (this is likely to be the case in super sports cars or ultra sports cars, the front / rear end of which is mainly occupied by this aerodynamic device), thus requiring an unconventional setting of the crash structure itself.

[0028] In order to allow the aerodynamic device to generate the correct downforce under "normal driving conditions" (i.e. when no impact or collision occurs / exists), the body 2 of the collision structure can conveniently define at least one (or if necessary, more than one) concave or "channel-shaped" structure: the concave structure is at least partially shaped in the opposite direction to the channel flow duct or surface of the aerodynamic device 100, so that the collision structure 1 can be advantageously connected to the aerodynamic device 100.

[0029] In general, the body 2 can conveniently define a 3D prismatic body 2, such as a cube, a parallelepiped, a truncated cone, a truncated pyramid or a prism, and in any case, the overall three-dimensional shape of the body 2 can be designed and geometrically adapted to the aerodynamic device 100, as shown below.

[0030] With regard to possible embodiments of the present disclosure, and taking into account that the collision structure 1 can be engaged / connected to different types of aerodynamic devices (such as spoilers, splitters, aerodynamic devices, etc.), it can be seen that the concave structure of the collision structure 1 itself is designed to be connected / connected to a "hidden" surface or volume portion of the (broadly defined) aerodynamic device, so that the surface or volume portion of the aerodynamic device directly exposed to the airflow will not be hindered by mechanical interference or protrusions from the collision structure 1 itself.

[0031] Studying the details more deeply and looking at the accompanying drawings, it can be seen that in a possible embodiment of the present disclosure, the collision structure 1 includes a bottom surface 3a (on which the aforementioned mounting seat 3 can be conveniently positioned) and a predetermined number of side surfaces extending from the bottom surface 3a: conveniently, the side surfaces cooperate to define a variable cross-section of the collision structure 1 along the impact absorbing axis 2a.

[0032] The crash structure 1 also comprises / defines at least one so-called “end” 5, which is arranged opposite to the bottom surface 3a along the impact absorption axis 2a, and advantageously, the end 5 and / or at least one of the side surfaces is at least partially shaped opposite to a corresponding surface or portion of a channel flow duct or surface of the aerodynamic device 100.

[0033] Looking closely at the sides, it can be seen that they may include: at least one top side surface 4a, which extends along the impact absorbing axis 2a toward the first end edge 5a; and (at least) one first lateral outer side surface 4b, connected to the first edge 4d of the top side surface 4a: the first lateral outer side surface 4b extends along the impact absorbing axis 2a toward the second end edge 5b connected to the first end edge 5a just mentioned and toward the end edge 5c connected to the second end edge 5b itself.

[0034] From the attached figure, we can also see the following parts:

[0035] - a first transverse inner side 4i, opposite to said first transverse outer side 4b;

[0036] a bottom side 4h extending along the impact-absorbing axis 2a towards the first end edge 5a (this bottom side 4h being substantially opposite to the top side 4a); and

[0037] - A lower surface 4g connected to the lower part of the first inner side surface 4i and / or the first outer side surface 4b.

[0038] According to the exemplary embodiment shown in the figures, the faces of the body 2 shaped opposite to the aerodynamic device 100 are the first transversely inner side face 4i and the bottom side face 4h.

[0039] In a possible embodiment of the present disclosure, a second lateral side 4c connected to the second edge 4e of the top side 4a may also be realized: the second lateral side 4c conveniently extends along the impact absorbing axis 2a at least towards the first end edge 5a.

[0040] From a geometric / volumetric point of view, the top side 4a, the first lateral outer side 4b, the first lateral inner side 4i and the lower surface 4g jointly define a fin-like protrusion 6: the fin-like (or fin-shaped) protrusion 6 is connected to the first edge 4d of the top side 4a and extends along the impact absorption axis 2a toward the second end edge 5b (the second end edge 5b is in turn connected to the first end edge 5a) and toward the end edge 5c (as shown in the accompanying drawings, the end edge 5c is conveniently connected to the second end edge 5b).

[0041] According to various design and / or operational requirements, another embodiment of the present collision structure 1 can be foreseen, in which at least two or more fin-like protrusions 6 are (at least) defined by the side: in this possible embodiment, when the collision structure 1 is connected or assembled with the aerodynamic device 100, each of these two (or more) fin-like protrusions is suitable for being at least partially oppositely shaped and positioned in a suitable space of the aerodynamic device 100 itself.

[0042] As another example of a "multi-fin" embodiment of the crash structure 1 just described, it can be illustrated that if the aerodynamic device 100 defines a plurality of channel flow underbody / tail beam ducts separated by longitudinal blades, each fin-like protrusion 6 can be conveniently formed at least partially opposite to the inner / hidden end of the blade so that when the crash structure 1 is connected to the aerodynamic device 100, its fin-like protrusion 6 is accommodated within the inner / hidden end of the blade itself.

[0043] Conveniently, the top side 4a, the first lateral outer side 4b, the second lateral side 4c and the bottom side 4h together define a conical prism overall shape of the impact structure 1; in the custom vocabulary of the present disclosure, this "conical prism overall shape" can be exemplified by a truncated cone or a truncated pyramid, for example.

[0044] Referring again to the drawings, it can be seen that the crash structure 1 may further include a connector 30 adapted to connect the top side 4a and / or the first lateral outer side 4b and / or the second lateral side 4c and / or the fin-shaped protrusion 6 to the aerodynamic device 100: In more detail, according to various possible embodiments of the present disclosure, the connector 30 may include at least one detachable connecting element extending from the top side 4a and / or the first lateral outer side 4b and / or the second lateral side 4c and / or the fin-shaped protrusion 6, for example:

[0045] - nut and bolt joints; and / or

[0046] - a press-fit connector; and / or

[0047] An adhesive layer that can be placed between the crash structure 1 and the aerodynamic device 100 .

[0048] Turning attention now to the interior of the crash structure 1, one aspect of the present disclosure can advantageously provide for the fact that it comprises a plurality of structural layers 40 which are superimposed on one another along the impact absorbing axis 2a and which together define its body 2: in order to obtain a high weight / performance ratio, the just-mentioned structural layers 40 can be made of composite materials (for example, carbon fibers and / or Kevlar fibers (aramid fibers) and / or natural fibers and / or short fibers and / or polymer fibers, or any combination of composite materials known in the art).

[0049] Advantageously, in order to give the crash structure 1 optimal behavior during an impact absorption event, the predetermined number of structural layers 40 decreases from the bottom surface 3a towards the end 5 (for example towards the edge 5a): in this way, the impact absorption occurs by a progressive crushing of the crash structure 1, and this progressive crushing occurs by a progressive crushing of the layers (the layers thus collapse in a predictable / controlled manner).

[0050] According to the final technical needs, in the present disclosure, the thickness of a single structural layer 40 may be constant, or may be gradually increased or decreased, so as to adapt the collision structure to various performance requirements in terms of tolerable load and / or kinetic energy dissipation.

[0051] According to functionally equivalent aspects of the present disclosure, the degradation associated with the structural layer 40 may be described in terms of thickness and / or density, and such degradation may be appropriately tailored and / or quantified to obtain the correct behavior of the crash structure 1 during a damaging vehicle impact.

[0052] The total thickness and number of layers can be determined based on design requirements (e.g., the maximum amount of dynamic impact energy to be absorbed, the maximum total "longitudinal space" allowed in the design of the crash structure and / or aerodynamic device... and the maximum overall size availability in the final vehicle design), and can, for example, be in the range of 50 layers and 1 layer, wherein the 50 layers are positioned at a position corresponding to or close to the bottom surface 3a and the 1 layer is positioned at a position corresponding to or close to the end 5.

[0053] Depending on the design and / or operational requirements, the crash structure according to the present disclosure may comprise a given number of composite (material) layers or may also comprise one or more composite fiber layers laid on a so-called "core material" (e.g., the core material may conveniently comprise at least one structural foam layer based on polymethacrylimide, e.g., in the form of However, according to another possible embodiment of the present disclosure, the crash structure may include one or more composite fiber layers mutually defining an internal hollow core.

[0054] In various possible embodiments of the present disclosure, the aerodynamic device 100 as part of the crash structure 1 can be of any given / known type, depending on the position of the crash structure 1 itself relative to the frame F and / or the body B: for example, if the crash structure 1 is positioned at the rear of the vehicle, the aerodynamic device can be a so-called "diffuser" (as shown in the exemplary but non-limiting figures), but, if the crash structure is positioned differently, the aerodynamic device can be of a different type (for example, a so-called front spoiler or splitter at the front of the vehicle, or a so-called "mini skirt" at the side of the vehicle, etc.).

[0055] The present disclosure also includes a so-called "sub-assembly" 10, which can be connected to the frame F and / or the body B (for example, to the front or rear end of the vehicle), and the sub-assembly includes: at least one collision structure 1 according to the above and / or claimed protection below, and at least one aerodynamic device 100, which defines at least one channel or surface: in this sub-assembly 10, the (at least one) collision structure 1 is at least partially formed opposite to the aerodynamic device 100 and connected to the aerodynamic device to obtain maximum downforce generation capability and maximum impact absorption preparation in situations such as rear-end or frontal impacts.

[0056] It should be noted that, with appropriate design adjustments, the aerodynamic device that can be combined with one or more crash structures 1 can be a "diffuser" or, depending on the operational requirements, also a "lateral" device, such as a so-called mini skirt or side vents / ports or side exhaust or discharge channels.

[0057] In the specific and exemplary case where the aerodynamic device 100 is a "diffuser" (and this device can generally be connected to the rear end of the frame F and / or the body B, defining therein one or more channel ducts 101 extending along the longitudinal axis of the vehicle itself), at least one collision structure 1 is conveniently connected to at least one of said channel ducts 101 (for example, the collision structure is connected above the duct or to the side of the duct, on the inside of the diffuser).

[0058] To ensure proper structural conformity with the subassembly 10, couplers 30 act operatively between the crash structure 1 and the aerodynamic device, and they may include:

[0059] a predetermined number of engagement elements between the crash structure 1 and the aerodynamic device (which may be reversible, thus allowing the crash structure 1 to be decoupled relative to the aerodynamic device); and / or

[0060] - A predetermined number of interference-based joints or interlocking joints acting between the crash structure 1 and the aerodynamic device.

[0061] Depending on the operational requirements of the subassembly 10 and / or the entire vehicle in which / in which the subassembly 10 may be designed and connected, the subassembly 10 may also be realized as a single integral piece, as will be described in more detail later: Nevertheless, returning to the possible presence of interference-based joints or interlocking joints, it can be seen that they may be positioned in the following manner:

[0062] - positioned along an edge of the top side 4a and / or the first lateral outer side 4b and / or the second lateral side 4c (e.g., along a lower surface 4g of the first lateral outer side 4b and along a lower surface 4f of the second lateral side 4c); and / or

[0063] - positioned corresponding to the rear outlet or terminal portion of one or more channeling ducts 101 (in which case the interference-based joint or interlocking joint may generally at least partially include one or more fin-like protrusions 6 and a corresponding assembly cavity 102 located in the aerodynamic device 100).

[0064] See also Figure 6 , an exemplary embodiment of a subassembly 10 is shown in which an aerodynamic device 100 is connected to at least two crash structures 1: the two crash structures 1 are symmetrically positioned relative to the longitudinal center axis 103 of the aerodynamic device so that in the event of an impact, a large transverse vehicle (rear) section occupied by the aerodynamic device 100 can be effectively arranged to be connected to the crash structure (thus, so that the two crash structures 1 act in cooperation to dissipate the kinetic energy associated with the impact).

[0065] As already mentioned earlier in this specification, one or more collision structures 1 can be integrally formed with the aerodynamic device 100 in order to obtain better structural consistency of the subassembly 10 and, to a certain extent, "active cooperation" of the aerodynamic device itself in absorbing and / or dissipating the kinetic energy associated with the impact (it should also be noted that this functional cooperation can also be found in subassemblies in which the collision structure is connected to the aerodynamic device by removable connecting elements, even though in these cases the effective share of the kinetic energy that can be absorbed by the aerodynamic device may be lower).

[0066] Back again Figure 6 , taking into account the possibility of a one-piece integral structure, in the case of a "(bi)symmetrical crash structure", the resulting subassembly 10 comprises (at least) two integrally formed crash structures 1 positioned symmetrically relative to the longitudinal center axis 103 of the aerodynamic device 100 itself.

[0067] The present disclosure also includes within its scope a vehicle, the essential components of which are not described, since the nature of these vehicles is obvious to a person skilled in the art to which the present disclosure relates: the vehicle essentially comprises a frame F extending from the rear of the vehicle to the front of the vehicle along a corresponding longitudinal axis, and the frame F is connected to a vehicle body B, which may accommodate an aerodynamic device 100 and / or one or more other types of aerodynamic devices, which other types of aerodynamic devices may be connected to the vehicle body B or the frame F having one or more collision structures 1 according to the present disclosure.

[0068] Conveniently, the aerodynamic device 100 is connected to the frame F and / or body B in correspondence with a suitable vehicle portion (typically the rear of the vehicle): in any case, if the aerodynamic device is a splitter or spoiler (rather than the aerodynamic device 100 exemplified herein), or in the case where it has one or more ducts for delivering air to the brakes and / or radiators and / or other "downstream" aerodynamic devices (e.g. Venturi effect channels which create downforce by discharging airflow over the bonnet and / or along the sides of the vehicle), these other possible forms of aerodynamic devices may be appropriately located in the corresponding parts of the vehicle where their functionality is appropriately maximized.

[0069] In the overall vehicle architecture according to the present disclosure, the crash structure 1 extends along an impact absorbing axis 2a, which (see, for example Figure 5 ) is typically parallel to and / or coincident with said longitudinal axis of the vehicle and advantageously said at least one crash structure 1 together with said aerodynamic device 100 defines a subassembly 10 as described above and / or claimed below.

[0070] It is noteworthy that it can be observed that the best realization of the impact absorption capacity of this subassembly is associated with the following geometric conditions that can be realized / implemented in the vehicle:

[0071] a first inclination axis 1001 of the bottom side 4h of the crash structure 1 defines a first inclination angle A between 0° and 45° relative to the impact absorbing axis 2a; and / or

[0072] The second inclination axis 1002 of the top side 4a of the crash structure 1 defines a second inclination angle C between 0° and 45° relative to the impact absorbing axis 2a, preferably between 0° and 20°, even more preferably equal to or less than 5°.

[0073] In order to best understand the present disclosure, it can be observed that Figure 5 , the first tilt axis 1001 is shown as a straight line connecting the bottom edge and the top edge of the surface 4h, which is a curved surface: therefore, the straight line represents the geometry and ideal approximation of the surface (4h) and it is useful for determining the relevant relative angles described (and also claimed) in this article.

[0074] According to the present disclosure, the angular ranges A and C just reviewed are determined to obtain the optimal performance of the subassembly 10 (and thus the optimal performance of the crash structure) in terms of receiving and absorbing / dissipating the kinetic energy associated with the impact: this optimal performance is closely related to this angular range (particularly with respect to the second angle C) to avoid the insurgence of transverse cracks within the crash structure itself.

[0075] In fact, in the collision structure according to the present disclosure, the outbreak of so-called "transverse cracks" can be described as a sudden interruption of the integrity of the collision structure along a plane / direction essentially perpendicular to its impact absorption axis 2a: therefore, this crack does not occur gradually, and it occurs transversely to the laying plane of the composite layer, resulting in a sudden reduction in the structural integrity and a neat step-down in the kinetic energy absorption process.

[0076] Taking into account the adverse effects of possible transverse cracks, the present disclosure therefore designs the angle range of the first angle A and the second angle C to maintain the collision structure 1 in an inclined state under a wide range of vehicle driving conditions (thus taking into account the spatial misalignment caused by the pitch / roll / yaw of the vehicle itself), so that any possible collision or impact will maintain the collision structure in a state where transverse cracks are extremely unlikely to occur and a gradual crushing process will occur.

[0077] The disclosure described, shown and claimed achieves the above technical objectives and overcomes the shortcomings of the above-mentioned prior art, and its advantages include but are not limited to the very high volume compactness of the collision structure itself, as well as top-notch kinetic energy absorption capabilities, and full integration within the shape and geometric dimensions of the aerodynamic device to which such a collision structure can be connected.

[0078] In more detail, it can be observed that the particular shape of the crash box according to the present disclosure allows perfect geometrical integrity within aerodynamically efficient devices (for example, large rear aerodynamic devices, where it is necessary to design and implement very wide and fairly long channel flow ducts in order to obtain a sufficiently high "Venturi effect" to generate downforce on the bottom of the vehicle) without affecting the airflow flowing over the "exposed surface" of the aerodynamic device itself, and this geometric adaptability is also achieved by the fact that the crash box according to the present disclosure can be stretched in the longitudinal direction to the very edge of the aerodynamic device, thereby maximizing its ability to withstand the kinetic energy of the impact and eliminating any intervention delay in the case where the impact is initially discharged only to the aerodynamic device itself (in the best case, the aerodynamic device may have extremely limited shock absorption capabilities).

[0079] It should also be noted that the different degrees of structural connection between the aerodynamic device and one or more crash boxes according to the present disclosure allow for a very convenient selection of assembly and / or production processes: for example, the ability to produce the entire subassembly 10 of the crash box and the rear aerodynamic device 100 in a single piece allows for the determination of a high-performance device that combines (e.g. simultaneously has) excellent impact performance, very good efficiency in generating downforce, and reduced overall implementation time and costs.

[0080] The overall structural architecture of the collision structure according to the present disclosure can allow a wide range of "sub-assemblies" to be determined, comprising one or more of the collision structures and a variety of aerodynamic devices (front spoiler or splitter, rear aerodynamic device, etc.), thereby allowing the vehicle to be optimally defined / designed from the perspective of aerodynamic efficiency without compromising the certification requirements and safety features of the vehicle itself.

[0081] Finally, the collision structure assembly of the present disclosure may also be implemented in any other embodiment contained in the inventive concept claimed therein, also through the accompanying modifications accessible to those skilled in the art in the technical field to which the present disclosure itself relates, and thus maintaining the functional achievements of the present disclosure and the practicality of production, use and maintenance.

Claims

1. A subassembly connectable to a vehicle frame, comprising: at least one crash structure including a body extending along an impact absorbing axis and a mounting adapted to establish a connection between said body and said frame; and at least one aerodynamic device defining at least one channeling duct or surface, wherein the aerodynamic device is connected or integrated to the body, and the aerodynamic device and / or the body is attached to the frame; wherein the at least one crash structure is shaped opposite to the aerodynamic device and is connected to or integrated with the aerodynamic device; and The aerodynamic device is a diffuser which can be connected to the rear end of the frame and / or body and defines one or more channel flow ducts, and the at least one collision structure is connected or integrated to at least one and / or at least one surface and / or an edge of the one or more channel flow ducts of the aerodynamic device.

2. The subassembly of claim 1 further comprising a coupler operatively acting between the at least one crash structure and the aerodynamic device, the coupler comprising: at least one coupling element positioned between the at least one crash structure and the aerodynamic device; and / or An interference-based joint or an interlocking joint acts between the at least one crash structure and the aerodynamic device, the interference-based joint or the interlocking joint being positioned as follows: Located along a lower edge of the first transverse outer side or along a lower edge of the second transverse side; and / or Positioned corresponding to the rear outlet or terminal portion of the one or more channeling conduits, at least partially including one or more fin-like protrusions and a corresponding mounting cavity located in the aerodynamic device.

3. The subassembly of claim 1, wherein the aerodynamic device is connected to at least two crash structures, each of the at least one crash structure being symmetrically positioned relative to a longitudinal center axis of the aerodynamic device.

4. The subassembly of claim 1, wherein the at least one impact structure is integrally formed with the aerodynamic device, the aerodynamic device being a diffuser including at least two integrally formed impact structures symmetrically positioned relative to a longitudinal center axis of the aerodynamic device.

5. The subassembly of claim 1, wherein the body comprises: a bottom surface, the mounting seat being positioned on the bottom surface; a predetermined number of side surfaces extending from the bottom surface; as well as At least one end portion is opposite to the bottom surface along the impact absorbing axis.

6. The subassembly of claim 1, wherein: The body defines a concave structure shaped opposite to a channeling duct or surface of the aerodynamic device; Side surfaces extending from the bottom surface define a variable cross-section of the at least one crash structure along the impact absorbing axis; and At least one of the side faces and / or end portions is shaped opposite to a corresponding face or portion of the channeling duct or surface of the aerodynamic device.

7. The subassembly according to claim 1, wherein: The body defines a three-dimensional prism, including: a cube, a parallelepiped, a truncated cone, a truncated pyramid or a prism.

8. The subassembly of claim 6, wherein the side comprises: a top side surface extending along the impact absorbing axis toward the first end edge; and a first transverse outer side surface connected to the first edge of the top side surface and extending along the impact absorbing axis toward a second end edge connected to the first end edge and toward an end edge connected to the second end edge; a first transverse inner side surface, opposite to the first transverse outer side surface; a bottom side surface extending along the impact absorbing axis toward the first end edge and opposite to the top side surface; a lower surface connected to a lower portion of the first transverse outer side surface and / or the first transverse inner side surface; and A second lateral side is connected to the second edge of the top side and extends along the impact absorbing axis at least toward the first end edge.

9. The subassembly of claim 8, wherein the top side, the first lateral outer side, the second lateral side, and the bottom side together define the overall shape of a conical prism of the at least one collision structure, the overall shape of the conical prism being: a truncated cone, a truncated pyramid, a half-open truncated cone, or a half-open truncated pyramid.

10. The subassembly of claim 8, wherein at least the top side surface, the first lateral outer side surface, the first lateral inner side surface, and the lower surface jointly define a fin-shaped protrusion, the fin-shaped protrusion being connected to a first edge of the top side surface and extending along the impact absorbing axis toward a second end edge connected to the first end edge and toward an end edge connected to the second end edge.

11. The subassembly according to claim 8 further includes a connector, which is suitable for connecting the top side and / or the first lateral outer side and / or the second lateral side and / or the fin-shaped protrusion to the aerodynamic device, and the connector includes at least one detachable connecting element extending from the top side and / or the first lateral outer side and / or the second lateral side and / or the fin-shaped protrusion, and the at least one detachable connecting element includes a mechanical fastener and / or a press-fit joint and / or an adhesive layer that can be placed between the at least one collision structure and the aerodynamic device.

12. The subassembly of claim 1, wherein the at least one impact structure further comprises one or more structural layers superimposed on one another along the impact absorbing axis and collectively defining the body, the one or more structural layers being made of a composite material.

13. A subassembly according to claim 12, wherein the predetermined number and / or thickness and / or density of the one or more structural layers decreases from the bottom surface toward the end, and the composite material includes carbon fiber and / or Kevlar fiber and / or natural fiber and / or short fiber and / or polymer fiber.

14. The subassembly of claim 1, wherein the at least one crash structure further comprises one or more structural layers laid up on a core material.

15. The subassembly of claim 1, wherein the at least one crash structure further comprises one or more structural layers mutually defining an internal hollow core.

16. The subassembly of claim 1, wherein the aerodynamic device is a diffuser attachable to a rear portion of a vehicle frame and / or body.

17. A means of transport, comprising: a frame extending from a rear portion of the vehicle to a front portion of the vehicle along a longitudinal axis of the vehicle, the frame being connected to the vehicle body; an aerodynamic device connected to the frame and / or body corresponding to the rear portion of the vehicle; and at least one crash structure connecting the aerodynamic device to the frame, the at least one crash structure extending along an impact absorbing axis parallel to and / or coincident with the longitudinal axis of the vehicle, wherein the at least one crash structure and the aerodynamic device together define a subassembly; The subcomponents include: at least one crash structure including a body extending along said impact absorbing axis and a mounting adapted to establish a connection between said body and said frame; and at least one aerodynamic device defining at least one channeling duct or surface, wherein the aerodynamic device is connected or integrated to the body, and the aerodynamic device and / or the body is attached to the frame; wherein the at least one crash structure is shaped opposite to the aerodynamic device and is connected to or integrated with the aerodynamic device; and The aerodynamic device is a diffuser which can be connected to the rear end of the frame and / or body and defines one or more channel flow ducts, and the at least one collision structure is connected or integrated to at least one and / or at least one surface and / or an edge of the one or more channel flow ducts of the aerodynamic device.

18. A vehicle according to claim 17, wherein: A first inclined axis of the bottom side of the at least one crash structure defines a first inclination angle between 0° and 45° relative to the impact absorbing axis; and / or The second inclined axis of the top side of the at least one crash structure defines a second inclination angle between 0° and 45° relative to the impact absorbing axis.

19. The vehicle of claim 18, wherein the second inclination angle is between 0° and 20°.

20. The vehicle of claim 18, wherein the second inclination angle is equal to or less than 5°.

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