Collision bar with integrated heat exchange core

Abstract

The present aspect includes an impact structure of a vehicle that includes a body member including an outer wall defining a cavity. The body member defines a compression region configured to receive the first force and to transfer a smaller second force. The impingement structure further includes a heat exchange member within the cavity, the heat exchange member including: a first fluid chamber having a first input port and a first output port; and a second fluid chamber in thermal communication with the first fluid chamber and including a second input port and a second output port. The heat exchange member is configured to receive a first fluid at a first temperature at a first input port and to output the first fluid at a second, lower temperature at a first output port. The heat exchange member is additionally configured to receive a second fluid at a third temperature at a second input port and to output the second fluid at a fourth, higher temperature at a second output port.

Description

[0001] Cross - reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 414,851, filed on October 10, 2022, entitled "CRASH RAIL WITH INTEGRATED HEAT - EXCHANGING CORE", and U.S. Non - Provisional Application No. 18 / 483,408, filed on October 9, 2023, entitled "CRASH RAIL WITH INTEGRATED HEAT EXCHANGING CORE". Both of these applications have been assigned to the assignee of this application and are hereby incorporated by reference in their entireties as if fully set forth herein. Technical field

[0003] The present disclosure generally relates to a crash or crush structure of a vehicle, and more particularly, to a crash structure further including a heat - exchange structure embedded and integrated within the crash structure. Background art

[0004] Crash or crush structures are implemented in vehicles to allow specific regions of the vehicle's structure to "crush" in the event of a collision, in order to reduce the maximum collision impact force transmitted to vehicle passengers. Additionally, separate heat - exchange structures are implemented in vehicles to provide cooling or heating of critical vehicle components. These heat - exchange structures are often filled with hazardous fluids, such as hot coolant or other extremely hot fluids or other hazardous fluids. During a collision, these heat - exchange structures may be damaged and thus may pose a potential dangerous situation where hot liquids are ejected and can burn vehicle passengers or bystanders. Summary of the invention

[0005] A brief summary of one or more aspects is presented below to provide a basic understanding of these aspects. This summary is not an extensive review of all contemplated aspects and is neither intended to identify key or critical elements of all aspects nor to delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that follows.

[0006] According to one example, this aspect includes a collision structure of a vehicle, comprising: a main body member including an outer wall defining a cavity, wherein the main body member defines a squeezing region configured to receive a first force and transmit a second force smaller than the first force; and a heat exchange member within the cavity, and the heat exchange member includes: a first fluid chamber including a first input port and a first output port; a second fluid chamber in thermal communication with the first fluid chamber and including a second input port and a second output port; wherein the heat exchange member is configured to receive a first fluid at a first temperature at the first input port and output the first fluid at a second temperature at the first output port, wherein the first temperature is greater than the second temperature; and wherein the heat exchange member is configured to receive a second fluid at a third temperature at the second input port and output the second fluid at a fourth temperature at the second output port, wherein the third temperature is less than the fourth temperature.

[0007] Another example aspect includes a collision structure, wherein the outer wall includes a squeezing feature, and wherein the squeezing feature further includes a squeezing initiator wall portion having a second wall thickness smaller than a first wall thickness outside the squeezing initiator wall portion.

[0008] Another example aspect includes a collision structure, wherein the squeezing feature is configured to generate escape channels for the first fluid and the second fluid when squeezed.

[0009] Another example aspect includes a collision structure, wherein the outer wall includes a squeezing feature including a pit or a bend.

[0010] Another example aspect includes a collision structure, wherein the main body member extends along a longitudinal axis corresponding to the compression direction of the squeezing region.

[0011] Another example aspect includes a collision structure, wherein the first fluid chamber and the second fluid chamber extend along the longitudinal axis.

[0012] Another example aspect includes a collision structure, wherein the first fluid chamber and the second fluid chamber include a triply periodic minimal surface (TPMS)-type honeycomb structure.

[0013] Another example aspect includes a collision structure, further including a fluid containment reservoir, wherein the fluid containment reservoir is fluidly separated from at least the first fluid chamber or the second fluid chamber through an escape port configured to open in the event of a vehicle collision to allow at least the first fluid or the second fluid to flow into the fluid containment reservoir.

[0014] Another exemplary aspect includes a collision structure, wherein the escape port includes a collision feature configured to crack when the fluid pressure of at least the first fluid or the second fluid increases due to a collision.

[0015] Another exemplary aspect includes a collision structure, wherein the first fluid input port and the second fluid input port are configured to be controllable by a sensor to close in response to a collision of the vehicle.

[0016] Another exemplary aspect includes a vehicle bumper, comprising: a bumper body; and a collision structure within the bumper body, the collision structure including a body member that includes an outer wall defining a cavity, wherein the body member defines a squeezing region configured to receive a first force and transmit a second force less than the first force; and a heat exchange member within the cavity, and the heat exchange member includes: a first fluid chamber that includes a first input port and a first output port; a second fluid chamber that is in thermal communication with the first fluid chamber and has a second input port and a second output port; wherein the heat exchange member is configured to receive a first fluid at a first temperature at the first input port and output the first fluid at a second temperature at the first output port, wherein the first temperature is greater than the second temperature; and wherein the heat exchange member is configured to receive a second fluid at a third temperature at the second input port and output the second fluid at a fourth temperature at the second output port, wherein the third temperature is less than the fourth temperature.

[0017] Another exemplary aspect includes a collision structure, wherein the outer wall includes a squeezing feature, and wherein the squeezing feature further includes a squeezing initiator wall portion having a second wall thickness that is less than a first wall thickness on the outside of the squeezing initiator wall portion.

[0018] Another exemplary aspect includes a collision structure, wherein the squeezing feature is configured to create an escape channel for the first fluid and the second fluid when squeezed.

[0019] To achieve the foregoing and related purposes, one or more aspects include the features that are fully described hereinafter and particularly pointed out in the claims. The following description and the drawings detail certain illustrative features of one or more aspects. However, these features merely indicate a few of the various ways in which the principles of the various aspects may be employed, and this description is intended to include all such aspects and their equivalents. Brief Description of the Drawings

[0020] Figure 1A and Figure 1B is a top view of an exemplary collision structure.

[0021] Figure 2 is an enlarged view of an exemplary heat exchange member before squeezing.

[0022] Figure 3 is an enlarged view of an exemplary heat exchange member after extrusion.

[0023] Figure 4A and Figure 4B is a top view of an exemplary heat exchange structure.

[0024] Figure 5 is a perspective view of an exemplary three - period minimum surface heat exchange structure. DETAILED DESCRIPTION

[0025] Aspects of the present disclosure will now be described with reference to the accompanying drawings, in which like reference numerals are used throughout to refer to like elements. In the following description, for purposes of explanation, numerous specific details are set forth in order to facilitate a thorough understanding of one or more aspects of the present disclosure. However, in some or all instances, it will be apparent that any aspect described below can be practiced without the use of the specific design details described below.

[0026] Aspects of the present disclosure include a crash or crush structure for a vehicle, the crash or crush structure including a heat exchange structure embedded and integrated within the crash structure.

[0027] In one non - limiting exemplary embodiment, the crash structure can include a main body member configured to house a heat exchange member. The main body member is configured to absorb forces from a crash or impact and is further configured to crush in a specific area, thereby transferring a second, lower force to a specific area of the heat exchange member. Additionally, the heat exchange member is configured to crush in a specific area such that a fluid located within the heat exchange member exits through designated escape channels and enters a fluid reservoir. This allows for the controlled discharge of the hazardous fluid of the heat exchange member, thereby preventing the ejection of these hazardous fluids in a dangerous manner.

[0028] Specifically referring to FIGS. 1 - Figure 3 , in one non - limiting embodiment, the crash structure 100 includes a main body member 102, which further includes an outer wall 104. The outer wall 104 defines a cavity 106, wherein the cavity 106 is configured to house or contain a heat exchange member 108. As can be seen in Figure 1B , the outer wall 104 can further include a plurality of crush features defined by a plurality of crush initiator wall portions 110. The crush initiator wall portions 110 can be indentations or bends located along the outer wall 104 and are designed to be more easily crushed or ruptured in the event of a crash or impact. In other words, the outer wall member 104 can have a first thickness, and each of the plurality of crush initiator wall portions 110 can have a second thickness that is less than the thickness of the outer wall member 104.

[0029] The heat exchange member 108 includes a first fluid chamber 112 and a second fluid chamber 114 that are in thermal communication with each other. The first fluid chamber 112 may include a microtube core that may have the same or substantially similar orientation as the outer wall 104. Alternatively, as can be seen in Figure 5 , the first fluid chamber 112 may include microchannels and a triply periodic minimal surface (TPMS)-type honeycomb structure, and these structures may also be used according to the combination required by the application. For example, as can be seen in FIG. 1- Figure 3 , the first fluid chamber 112 may include a series of tubes that extend longitudinally and substantially parallel to the outer wall member 104. The first fluid chamber 114 may further include a first input port 116 and a first output port 118. The second fluid chamber 114 may further include a second input port 120 and a second output port 122.

[0030] Specifically, as can be seen in Figure 1A and Figure 1B , the first fluid may enter the first fluid chamber 112 through the first input port 116 and then enter the heat exchange member 108. The first fluid may enter the first input port 116 at a high temperature. Similarly, the second fluid may enter the second fluid chamber 114 through the second input port 120 and then enter the heat exchange member 108. The second heat-reduced fluid may enter the second input port 120 at a temperature lower than that of the first fluid. As can be seen in Figure 1A and Figure 1B , the first fluid chamber 112 extends through the second fluid chamber 114. More specifically, the tubes including the first fluid chamber 112 may meander through the second fluid chamber 114 and then through the second fluid located within the second fluid chamber 114. This orientation creates maximum contact between the tubes including the first fluid chamber 112 and the second fluid located within the second fluid chamber 114.

[0031] Once the first high-temperature fluid has entered the first fluid chamber 112, it may flow through the first fluid chamber 112, which is located within the second fluid chamber 114, and thus may be surrounded by the second low-temperature fluid. The second fluid may include a coolant or other fluid with a high heat capacity and is configured to absorb the heat emitted from the first fluid and thus from the first fluid chamber 112. The second fluid may thus absorb heat from the first fluid as the second fluid travels through the first fluid chamber 112.

[0032] The first fluid can then leave the first fluid chamber 112 through the first output port 118 and thus leave the heat exchange member 108. The first fluid can further leave the first output port 118 at a temperature significantly lower than the temperature at which it enters the first fluid chamber 112. Similarly, the second fluid can leave the second fluid chamber 114 through the second output port 122 and thus leave the heat exchange member 108. The second fluid can leave the second output port 122 at a temperature significantly higher than the temperature at which it enters the second fluid chamber 114.

[0033] Referring to additional examples as can be seen in Figure 4A and Figure 4B the tubes of the first fluid chamber 112 can be additionally connected by support members 134. Specifically referring to Figure 4A these additional support members 134 or connection structures between the tubes provide manufacturing support for the structure and also act as extended surfaces for heat transfer and collision energy dissipation. Specifically referring to Figure 4B which shows a network of hollow tubes of the support member 134 and this network of hollow tubes further allows fluid communication between the parallel "tubes" which can enhance the heat exchange function by resetting the boundary layer growth.

[0034] Similar to the outer wall member 104, the first fluid chamber 112 can include a plurality of first fluid chamber extrusion initiator portions 124 and the second fluid chamber 114 can include a plurality of second fluid chamber extrusion initiator portions 126. Additionally included within the collision structure 100 can be a fluid containment reservoir 128 or a plurality of fluid containment reservoirs 128. The fluid containment reservoir 128 can be positioned adjacent to the plurality of first fluid chamber extrusion initiator portions 124 and the plurality of second fluid chamber extrusion initiator portions 126.

[0035] During a collision or impact, the plurality of extrusion initiator wall portions 110, the plurality of first fluid chamber extrusion initiator portions 124, the plurality of second fluid chamber extrusion initiator portions 126 and the fluid containment reservoir 128 should work in concert to produce a controlled extrusion of the collision structure 100 and a controlled fluid flow out of the heat exchange member 108.

[0036] As can be seen in Figure 1B the extrusion initiator wall portions 110 are longitudinally arranged along the sides of the heat exchange member 108. In the event of an impact, these weakened portions will rupture or be extruded, first causing the heat exchange member 108 to compress and then causing the first fluid chamber 112 and the second fluid chamber 114 to compress. As can be seen in Figure 2 and Figure 3As can be seen, a plurality of first fluid chamber extrusion initiator portions 124 may be located at the bottom of the heat exchange member 108. Similarly, a plurality of second fluid chamber extrusion initiator portions 126 may additionally be located at the bottom of the heat exchange member 108. Thus, during an impact or collision, when the heat exchange member 108 including the first fluid chamber 112 and the second fluid chamber 114 is compressed by the outer wall member 104, the first fluid chamber 112 and the second fluid chamber 114 may rupture or be extruded at a specific location or specific locations at the bottom of the heat exchange member 108. Additionally, the fluid containment reservoir 128 may be positioned adjacent to the plurality of second fluid chamber extrusion initiator portions 126.

[0037] As can be seen in Figure 2 and Figure 3 the tubing of the first fluid chamber 112 may be extruded or ruptured at the first fluid chamber extrusion initiator portion 124 located within the second fluid chamber 114, thereby forming a first escape channel 130 or a plurality of first escape channels 130 into the second fluid chamber 114. This may cause the fluid within the first chamber 112 to mix with the fluid of the second chamber 114. Simultaneously or substantially simultaneously, the second fluid chamber 114 may be extruded or ruptured at the plurality of second fluid chamber extrusion initiator portions 126. The plurality of second fluid chamber extrusion initiator portions 126 may then form a second escape channel 132 or a plurality of second escape channels 132 into the fluid containment reservoir 128. This allows the fluid located within the first fluid chamber 112 and the fluid located within the second fluid chamber 114 to both flow into the designated fluid containment reservoir 128 through the plurality of first and second escape channels 130, 132 formed at the first fluid chamber extrusion initiator portion 124 and the second fluid chamber extrusion initiator portion 126. When the heat exchange member 108 is compressed by the outer wall 104, this in turn results in a controlled escape of the fluid located within the heat exchange member.

[0038] In an additional example, the plurality of extrusion initiator wall portions 110, the plurality of first fluid chamber extrusion initiator portions 124, the plurality of second fluid chamber extrusion initiator portions 126, and the fluid containment reservoir 128 may be arranged at different locations for compression, thereby causing the fluid of the heat exchange member 108 to escape at the top or side of the heat exchange member 108.

[0039] In another additional example, a crash structure 100 including a body member 102 can be partially located within or adjacent to a vehicle bumper, the body member further including an outer wall 104 and a heat exchange member 108. Thus, when the bumper is impacted, the crash structure 100 including the heat exchange member 108 positioned adjacent to the bumper can be squeezed in a controlled manner as described above. For example, the bumper may be impacted, causing the bumper to deform, and then the bumper may impact the outer wall 104 of the crash structure 100. The plurality of crush initiator wall portions 110, the plurality of first fluid chamber crush initiator portions 124, the plurality of second fluid chamber crush initiator portions 126, and the fluid containment reservoir 128 should work in coordination with each other to produce a controlled crush of the crash structure 100 impacted by the bumper by the method described above.

[0040] In the above aspect, the structure can be 3-D printed. This allows for easier fabrication of small complex structures, many of which are not feasible with standard machining. This allows the outer wall and the heat exchange member to be highly variable and thus allows for different load-bearing combinations that may be more readily acceptable in different applications.

Claims

1. A collision structure of a vehicle, comprising: A main body member, the main body member including an outer wall defining a cavity, wherein the main body member defines a compression region configured to receive a first force and transmit a second force less than the first force; and A heat exchange member within the cavity, and the heat exchange member includes: A first fluid chamber including a first input port and a first output port; A second fluid chamber in thermal communication with the first fluid chamber and including a second input port and a second output port; Wherein the heat exchange member is configured to receive a first fluid at a first temperature at the first input port and output the first fluid at a second temperature at the first output port, wherein the first temperature is greater than the second temperature; and Wherein the heat exchange member is configured to receive a second fluid at a third temperature at the second input port and output the second fluid at a fourth temperature at the second output port, wherein the third temperature is less than the fourth temperature.

2. The collision structure according to claim 1, wherein, The outer wall includes a compression feature, and wherein the compression feature further includes a compression initiator wall portion having a second wall thickness less than a first wall thickness outside the compression initiator wall portion.

3. The collision structure according to claim 2, wherein The compression feature is configured to create escape channels for the first fluid and the second fluid when compressed.

4. The collision structure according to claim 1, wherein, The outer wall includes a compression feature including a pit or a bend.

5. The collision structure according to claim 1, wherein, The main body member extends along a longitudinal axis corresponding to the compression direction of the compression region.

6. The collision structure according to claim 5, wherein, The first fluid chamber and the second fluid chamber extend along the longitudinal axis.

7. The collision structure according to claim 1, wherein The first fluid chamber and the second fluid chamber include a triply periodic minimal surface (TPMS)-type honeycomb structure.

8. The collision structure according to claim 1, further comprising a fluid containment reservoir, wherein, The fluid containment reservoir is fluidly separated from at least the first fluid chamber or the second fluid chamber by an escape port configured to open in the event of a vehicle collision to allow at least the first fluid or the second fluid to flow into the fluid containment reservoir.

9. The collision structure according to claim 8, wherein, The escape port includes a collision feature configured to rupture when the fluid pressure of at least the first fluid or the second fluid increases due to a collision.

10. The collision structure according to claim 1, wherein, The first fluid input port and the second fluid input port are configured to be controllable by a sensor to close in response to a vehicle collision.

11. A vehicle bumper, comprising: A bumper body; And A collision structure within the bumper body, the collision structure including a main body member including an outer wall defining a cavity, wherein the main body member defines a compression region configured to receive a first force and transmit a second force less than the first force; and A heat exchange member within the cavity, and the heat exchange member includes: A first fluid chamber including a first input port and a first output port; A second fluid chamber in thermal communication with the first fluid chamber and having a second input port and a second output port; Wherein, the heat exchange member is configured to receive a first fluid at a first temperature at the first input port and output the first fluid at a second temperature at the first output port, wherein the first temperature is greater than the second temperature; and Wherein, the heat exchange member is configured to receive a second fluid at a third temperature at the second input port and output the second fluid at a fourth temperature at the second output port, wherein the third temperature is less than the fourth temperature.

12. The collision structure according to claim 11, wherein, The outer wall includes an extrusion feature, and wherein the extrusion feature further includes an extrusion initiator wall portion having a second wall thickness that is less than a first wall thickness outside the extrusion initiator wall portion.

13. The collision structure according to claim 12, wherein, The extrusion feature is configured to generate escape channels for the first fluid and the second fluid when being extruded.

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