Vehicle with brill load transfer member

Abstract

According to an example implementation, a vehicle includes a front portion, a rear portion, and a chassis extending longitudinally between the front portion and the rear portion. The at least one vertical suspension assembly has an upper end coupled to the chassis and a lower end coupled to the wheel. A load transfer member is disposed between the at least one vertical suspension assembly and the front or rear portion, where the load transfer member includes a distal end, a raised end higher than the distal end, and a ramped portion having an outer ramped surface extending between the distal end and the raised end, wherein the distal end is closer to the front or rear than the raised end such that the ramped surface is outward over the vehicle, and wherein the raised end extends upward toward an upper end of the vertical suspension assembly.

Description

TECHNICAL FIELD

[0001] The technical field is generally related to vehicles, and more specifically to vehicles having load transfer structures to handle impact loads experienced by the vehicle. BACKGROUND

[0002] Many vehicles have structures for absorbing or directing impact forces or loads from external objects that come into contact with the vehicle. It can be desirable to manage loads, such as to control longitudinal compression of components at the engine bay.

[0003] Accordingly, it is desirable to provide structures that manage longitudinal forces. Furthermore, other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field. SUMMARY

[0004] In an example implementation, a vehicle includes a front, a rear, and a chassis extending longitudinally between the front and the rear. At least one vertical suspension assembly has an upper end coupled to the chassis and a lower end coupled to a wheel. A load transfer member is disposed between the at least one vertical suspension assembly and the front or the rear. The load transfer member includes a distal end, a raised end higher than the distal end, and a ramp portion having an outer ramp surface extending between the distal end and the raised end. The distal end is closer to the front or the rear than the raised end, such that the ramp surface faces outward above the vehicle. The raised end extends upward toward the upper end of the vertical suspension assembly.

[0005] Also, in an example implementation, the chassis includes a longitudinal rail. At least a portion of the load transfer member is disposed directly above and coupled to the longitudinal rail to transfer loads from the load transfer member to the longitudinal rail.

[0006] Also, in an example implementation, the vertical suspension assembly includes a sidewall extending downward from the upper end and at least partially around the vertical suspension assembly.

[0007] Also, in an example implementation, the vehicle includes a vertical brace extending upward from the longitudinal rail and proximate the sidewall. The raised end faces toward the vertical brace.

[0008] Also, in an example implementation, the raised end is coupled to the vertical brace.

[0009] Also, in an example implementation, the load transfer member is arranged such that a horizontal force impacting at the ramp portion causes the raised end to move downward against the vertical brace or the sidewall, thereby creating a downwardly directed load on the vertical suspension assembly.

[0010] Similarly, in the example implementation, the load transfer member is wedge-shaped. The protruding end forms the top of the wedge shape, and the vertical side of the load transfer member faces or is connected to a vertical support or sidewall.

[0011] Similarly, in the example implementation, the load transfer member is triangular and has a solid web.

[0012] Similarly, in the example implementation, the load transfer member is triangular and has a bottom side, a vertical side extending between the bottom side and the protruding end, and at least one rib extending from the diagonal portion to the bottom side or the vertical side.

[0013] Similarly, in the example implementation, the ramp surface is at least one of the following: planar, curved, concave, convex, wave-shaped, sinusoidal, uniformly stepped, and non-uniformly stepped.

[0014] In the example implementation, the vehicle's load transfer component includes a web with a triangular shape, having an outer bottom surface with a distal end, an outer vertical surface with a raised upper end, and a ramp surface located between the raised upper end and the distal end. Furthermore, the web includes a bottom beam and a vertical beam. The bottom beam has a bottom surface and is coupled to a longitudinal track of the vehicle chassis, and the vertical beam has a vertical surface and is coupled to a vertical shock absorber tower bracket extending upward from the longitudinal track. The vertical shock absorber tower bracket is coupled to a sidewall covering the vertical suspension assembly, and the web is positioned between the vertical suspension assembly and the front of the vehicle. The distal end is further outward on the vehicle than the raised end, such that the ramp surface faces outward on the vehicle, and the raised end extends upward toward the upper end of the vertical suspension assembly.

[0015] Similarly, in the example implementation, the web includes at least one rib positioned to guide an external load impacting the slope surface vertically downward through the web, at least partially.

[0016] Similarly, in the example implementation, the component includes a ramp beam with a sloping surface. At least one rib extends from the ramp beam and toward the vertical surface, the bottom surface, or both.

[0017] Similarly, in the example implementation, the web includes a thin plate portion located between multiple ribs or an opening located between multiple ribs, or both.

[0018] Similarly, in the example implementation, the web is formed by multiple diagonal parallel ribs extending downward and backward from the ramp beam.

[0019] Similarly, in the example implementation, the web is formed by multiple ribs that form a triangular truss pattern or a non-parallel rib pattern.

[0020] In an example implementation, an impact load transfer system includes a vehicle comprising: a front section, a rear section, and a chassis extending longitudinally between the front and rear sections; and at least one vertical suspension assembly having an upper end connected to the chassis and a lower end connected to a wheel. A load transfer member is disposed between the at least one vertical suspension assembly and the front or rear section. The load transfer member includes a distal end, a protruding end above the distal end, and a ramp portion having an external ramp surface extending between the distal end and the protruding end. The distal end is closer to the front or rear section than the protruding end, such that the ramp surface faces outwards on the vehicle surface, and the protruding end is close to the vertical suspension assembly.

[0021] Similarly, in the example implementation, the load transfer component is formed of a material and structure that can break when subjected to the expected load.

[0022] Similarly, in the example implementation, the load transfer member is arranged on the vehicle such that the ramp surface causes external obstacles to impact the vertical suspension assembly, and this impact is closer to the top of the vertical suspension assembly than the impact that would occur without the load transfer member.

[0023] Similarly, in the example implementation, the load transfer component comprises two parts, each made of a different material than the other, to provide different load absorption and load transfer characteristics at the two parts. Attached Figure Description

[0024] The present disclosure will be described below in conjunction with the accompanying drawings, wherein the same reference numerals denote the same elements and the drawings are not drawn to scale, and in the drawings:

[0025] Figure 1 It is a schematic cross-sectional perspective view of the outward-facing side and top of the vehicle for applying a load transfer component according to at least one implementation of this article.

[0026] Figure 1A This is a perspective view of a vehicle with an axle system used for reference. Figure 1 Components;

[0027] Figure 2 This is a schematic diagram of a cross-sectional view of the outward-facing side of the left front side of a vehicle having an example load transfer member according to at least one implementation of this article.

[0028] Figure 3 It is an example load transfer component based on at least one implementation of this paper. Figures 1-2 A schematic diagram of a cross-sectional perspective view of the left front side and upper part of the vehicle, facing outwards.

[0029] Figure 3A It is based on at least one implementation method described in this paper. Figure 3 A schematic diagram of the front cross-sectional view of the load transfer component;

[0030] Figure 4 This is a schematic diagram of an inwardly facing cross-sectional view of the left front side of a vehicle having an example load transfer member and an example vertical suspension assembly, according to at least one implementation of this article.

[0031] Figure 5 This is a schematic side view of an example load transfer component according to at least one implementation of this article;

[0032] Figure 6 This is a schematic side view of another example load transfer component according to at least one implementation of this article;

[0033] Figure 7 This is a schematic side view of yet another example load transfer component according to at least one implementation of this article;

[0034] Figure 8 This is a schematic side view of an alternative example load transfer component according to at least one implementation of this article;

[0035] Figure 9 This is a schematic side view of another alternative example of a load transfer component according to at least one implementation of this article;

[0036] Figure 10 This is a schematic side view of a load transfer component, which is yet another alternative example of at least one implementation of this article.

[0037] Figure 11 This is a schematic side view of an optional example load transfer component according to at least one implementation of this document; and

[0038] Figure 12 It is based on at least one implementation of this paper and has Figure 11 A schematic diagram of the cross-sectional perspective view of the outward-facing side and top of the left front side of an alternative vehicle for example load transfer components. Detailed Implementation

[0039] The following detailed description describes only exemplary implementations and is not intended to limit this disclosure or its application and use. Furthermore, it is not intended to be bound by the foregoing background technology or any theories presented in the following detailed description.

[0040] In this article, the terms “connection” and “linkage” are used interchangeably to refer to the relationship between objects, including direct contact between objects as well as connections through intermediate objects.

[0041] Furthermore, in this document, unless the context clearly indicates otherwise, the terms “vertical,” “horizontal,” “upward,” “downward,” “higher,” and “lower” are relative to each other on the vehicle and not necessarily relative to the ground. Additionally, the term “substantially” means within 5% of the specified amount.

[0042] Some vehicles experience underride contact loads when they come into contact with another object (referred to herein as an obstacle) in front of them (such as the rear of a truck, a guardrail, etc.). In these situations, the forward momentum of the vehicle can cause the front of the vehicle to move under the obstacle. In these cases, the impact load is typically managed solely by the vehicle's body structure, particularly by transferring the longitudinal load from the front of the vehicle to the engine compartment components. This typically results in longitudinal compression at the engine compartment.

[0043] To address this issue, the vehicle disclosed herein features a load transfer member designed to more effectively manage horizontal drill-and-ram contact loads by converting or transferring horizontal axial loads into vertical loads. The load transfer member redirects the horizontal load into vertical loads on the suspension and other systems, as well as the tires, to absorb load energy. The load transfer member may be wedge-shaped and has characteristics configured to establish a predetermined balance between load transfer and absorption. Therefore, the load transfer member allows multiple subsystems to contribute to load distribution and creates an integrated, more effective external object contact strategy that manages longitudinal compression and damage penetration distance, at least in drill-and-ram contact scenarios.

[0044] Reference Figure 1A , Figure 1 and Figure 2 To learn more, example vehicle 100 is a vehicle with suspension for transmitting vertical loads, such as an automobile, including, for example, a sedan, station wagon, truck, or sport utility vehicle (SUV), and can be two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD) and / or various other types of vehicles. In other respects, the vehicle may also include motorcycles or other vehicles such as aircraft, spacecraft, boats, skis, etc., and / or one or more other types of mobile platforms (e.g., robots and / or other mobile platforms).

[0045] First refer to Figure 1AVehicle 100 and any vehicles mentioned herein are referred to using an axle system, wherein vehicle 100 has a body 101, and vehicle 100 (and body 101) has a front 102, a rear 104, a right 106, and a left 108 relative to a driver facing forward. Body 101 also has a top 110 and a bottom 112. Vehicle 100 also has a longitudinal axis or direction Lo extending between the rear 104 and the front 102, while a lateral axis or direction La extends between the left 106 and the right 108 of the vehicle and is perpendicular to the longitudinal axis Lo. The lateral axis La and the longitudinal axis Lo define the horizontal direction on the vehicle, while a vertical axis V perpendicular to axes Lo and La extends between the top 110 and the bottom 112 of vehicle 100 and defines the vertical direction on vehicle 100. It should be understood that, unless the context otherwise indicates, the terms horizontal and vertical (or horizontal and vertical directions) in this document are not necessarily precisely perpendicular to each other and may refer to general directions relative to each other.

[0046] Reference Figures 1-2 The outward-facing view of vehicle 100 is from the interior of vehicle 100 and is located at the left front fender (or left front panel or corner) 114 of body 101 on the left side 108 of vehicle 100. Vehicle 100 has a chassis 116 having at least one longitudinal track 118 supporting body 101 (at a location not shown) and a trunk tube 120. The longitudinal track 118 and trunk tube 120 cooperate to support wheel arches 122 and shock absorber (or strut) towers 124. The shock absorber tower 124 has a cover (or upper end) 126 and an outer wall 128 extending downward from the cover 126 and surrounding the suspension components (such as suspension components) within the shock absorber tower 124. Figure 4 The vertical shock absorber tower bracket (or beam (or column or component)) 130 extends and connects to the lower suspension system 134 to absorb or reduce vertical forces. The vertical shock absorber tower bracket or beam (or column or component) 130 is located on the top surface 132 of the longitudinal track 118 and connects to the shock absorber tower 124 to provide further support for the shock absorber tower 124. The vertical shock absorber tower bracket 130 is located within the suspension system 134 (and the vertical suspension assembly (…). Figure 4 The vertical force is guided between the longitudinal track 118 and the longitudinal track 118.

[0047] Reference Figure 2The vehicle 100 has a load transfer member 200, which in this example is wedge-shaped 201. The load transfer member 200 has a bottom side 202 and a raised end 208 extending from a distal end 204 to an inner corner 206, the raised end being located at the top or upper portion of the vertical side 210 of the load transfer member 200. By way of an example, a ramp (or diagonal or inclined) side or surface 212 extends between the distal end 204 and the raised end 208 to form a generally triangular shape or triangle in the side view, as shown. The vertical bracket 130 has been removed to show the vertical bracket connection area or portion 131 of the damper tower sidewall or outer wall 128, where the vertical bracket 130 is attached to the wall 128.

[0048] The load transfer member 200 has a web or wall 214, which can be arranged in many different ways as needed to control the direction and amount of impact loads transferred and / or absorbed. Thus, the web 214 can be a single, flat, continuous plate. Alternatively, the web 214 can have thickened boundary beams (or channels) and / or ribs, as well as thinner web portions or openings between the beams and / or ribs. More details are provided below.

[0049] In one form, the vertical side 210 of the load transfer member 200 can extend from the top 132 of the longitudinal track 118 to the damper tower 126, and can depend on the height of the damper tower 124. In another form, the load transfer member 200 can be approximately six to twelve inches high at the vertical side 210. The bottom side 202 of the load transfer member 200 can extend from a vertical support (here at the vertical support connection area or portion 131) near the inner corner 206 of the load transfer member 200, and to the distal end of the longitudinal track 118, which can depend on the distance of the gap for the load transfer member on the top surface 132 of the track 118 and the forward extension or overhang length of the track 118. The angle and shape of the ramp surface 212 can also vary depending on the desired target load transfer and absorption, as explained in more detail below.

[0050] Reference Figure 3 Example load transfer member 300 has the same or similar components as load transfer member 200, so it is not necessary to describe the same components with similar numbers again. However, here, the web 314 has a thickened ramp beam (or channel) 358 and thickened ribs 316 and 318 extending downward and rearward from the ramp beam 358. The thinner web portion extends between the ribs 316, 318 and the beam 358, such that horizontal impact loads are guided by the ramp beam 358 and the ribs 316, 318 to produce the vertical load component as described below.

[0051] In one form, the load transfer member 300 can be fitted tightly onto, for example, the track 118 and abut against the vertical support 130 without the need for a permanent connector. However, in other alternatives, the load transfer member 200 is not merely engaged by contact or tight fit to better ensure that the member 200 remains in place in the event of any movement of the vehicle 100. In this case, the load transfer member 300 has a lower plate (or other shaped member) 352 attached to the top 132 of the track 118 and a vertical plate (or other shaped member) 357 attached to the vertical support 130. By way of an example, the lower plate 352 has a downwardly extending flange 356, shown here as having a short portion and a high portion, and engages with the inside of the track 118, while the vertical plate 357 has a longitudinally extending flange 364 that engages with the inside of the vertical support 130 to increase lateral stability.

[0052] Reference Figure 3A The lower plate 352 also supports the end of the ramp beam 358, while the ramp flange 320 may extend above the ramp beam 358 and be wider than the ramp beam. The load transfer member 300 is constructed on a single half of the track 118, but it should be understood that alternatively, a second mirror-image half 362 of the member 300, having the same construction as the illustrated half, including another downwardly extending flange 360 ​​on the outer side of the track 118, may be used to increase, or even further, lateral stability and absorb and / or transfer more load. Therefore, the load transfer member 300 may be narrower (in the lateral direction) than the track 118, the same width, or even wider as needed. When wider than the track 118, the load impact area on the load transfer member 300 increases.

[0053] To connect the load transfer component 300 to the track 118 and the vertical support 130, the component 300 can be spot welded, glued or otherwise adhered, riveted (such as self-joining rivets for aluminum and hybrid metal systems), bolted, etc., when the component is made of steel.

[0054] Reference Figure 4The vehicle 100 has a vertical suspension assembly 400 within a shock tower 124, which is compressively coupled to a suspension system 134 and a wheel 420. Specifically, in this example, the vertical suspension assembly 400 may have any (or substantially or generally vertically) compressed damping or strut components between the shock tower 124 and the wheel hub or axle or suspension system 134 (not shown) of the wheel 420. In this example, a single damping spring 402 is shown as residing in a cylinder or piston 404 and may be a single-tube or twin-tube shock absorber, or may be part of such a shock absorber. The assembly 400 may have a lower mounting portion that provides the lower portion of the piston 404 and is coupled to the suspension system 134, and further coupled to the wheel 420. Many other types of damping or strut components may be used as part of the vertical suspension assembly 400.

[0055] In this example, vehicle 100 has a load transfer member 430, which is similar to load transfer member 300. Figure 3 It also has a lower beam 432 connected to the vertical beam 434 and an inclined ramp beam 436 having a flat, straight outer ramp surface 412 that extends upward from the lower beam 432 to the vertical beam 434, thus forming a triangle with the three beams. Two ribs or channels (or ribs only) 438 and 440 extend downward and backward from the ramp beam 436. Here, the load transfer member 430 has an opening 442 instead of a solid web on the load transfer member 300.

[0056] To explain the response of the load transfer members and components of vehicle 100 to a horizontal impact load 460 upon contact with obstacle 450, obstacle 450 is shown here at an initial position 452 in front of vehicle 100. Such obstacle 450 is as described above. Whether the obstacle moves to the right toward vehicle 100 or vehicle 100 moves to the left toward obstacle 450, the first impact can occur at position 454 of obstacle 450, where obstacle 450 first impacts the body 101 of vehicle 100 and begins to press inward (to the right) against a portion of body 101.

[0057] Next, at position 456, obstacle 450 first impacts the ramp beam 436 of load transfer member 430 and begins to slide upwards on the ramp surface 412 relative to the cover 126 of shock absorber tower 124. Note that this is a simplified method of depicting motion. However, it should be understood that in reality, the obstacle may not change its vertical height, and as obstacle 450 moves inwards and to the right on load transfer member 430, load transfer member 430, and consequently, vehicle components near load transfer member 430, are actually pressed down and moved downwards, thus triggering the impact.

[0058] This also begins the initial load release, where the load transfer component 430 begins to absorb some horizontal load 460 from the obstacle 450.

[0059] Subsequently, as indicated by load arrow 462, obstacle 450 traverses the inclined or diagonal ramp beam 436 and ramp surface 412 (similar to traversing ramp surfaces 312 or 212). Applying force to ramp beam 436 also converts the horizontal load into both a horizontal load component and a vertical load component. Ribs 438 and 440 guide a portion of both the vertical and horizontal loads downward and backward, as indicated by rib load arrows 464 and 466. This transfers the vertical component load onto track 118 and downward, which in turn directs the vertical support 130 ( Figure 3 The downward pull of the vertical bracket 130 causes the vertical bracket to pull down the sidewall 128 and, in turn, the cover 126 of the shock absorber tower 124, which applies a downward load to the vertical suspension assembly 400. This thus pushes the front of the vehicle 100 downward while using the compression of the suspension assembly 400 to vertically absorb at least some of the load, but potentially a considerable amount. Through the assembly 400 and the suspension system 134, the wheel 420 also receives and absorbs some of the vertical load.

[0060] Simultaneously and / or after the obstacle 450 impacts the ramp beam 436, the angle of the ramp beam 436 causes the obstacle 450 to "rise" relative to the damper tower 124 and subsequently impact the sidewall 128. This may cause the obstacle 450 to push the sidewall 128 into the vertical suspension assembly 400. Alternatively, the obstacle 450 may cut through the sidewall 128 and other components around the assembly 400 and impact the assembly 400 itself. Either way, in this example, due to the ramp surface 412, the impact on the assembly 400 will be relatively high (at or near the damper spring 402), which, due to the higher point of impact, can impart additional significant vertical and downward loads on the assembly 400.

[0061] If the obstacle itself, or by making the load transfer member 430 horizontal and (here) against the vertical support 130 to the right (as... Figure 3 If the vertical suspension assembly 400 is moved (as shown), increasing or better ensuring the impact on the vertical suspension assembly 400, the action may pull the vertical support 130 downward or into the side wall 128, and then into the assembly 400, or both, so that this may apply even greater vertical downward force to the assembly 400.

[0062] Furthermore, the rise of the obstacle 450 on the load transfer member 430 will also cause the obstacle 450 and the vehicle components in front of the obstacle 450 to impact the wheel 420 at a higher position (closer to the top of the wheel), rather than just on one side of the wheel, which again can generate a larger vertical load component to press down on the top of the wheel 420.

[0063] As a result, the generation of these vertical loads, individually or in combination, redirects a large portion of the initial horizontal or longitudinal load 460, causing the remaining longitudinal load to result in a reduction in longitudinal compression at the engine compartment. This can be much shorter in the longitudinal direction than without the load transfer member 430.

[0064] The parameters of the load transfer component can be controlled to pre-set an impact load path that generates a vertical load (or a vertical load component) and balances the absorption (or "release") of load (or energy) with the rapid transfer of load to the vertical load as needed to achieve target performance requirements (this can also take into account load requirements from industry standards, such as the New Car Assessment Programme (NCAP), which provides target limits on the amount of force experienced by a passenger or driver). Performance requirements can be achieved by using topology strategies to set the geometry of the load transfer component to obtain the necessary stiffness, strength, and elasticity to establish the load path. Such techniques involve setting parameters of the load transfer component, such as its dimensions, the angle and shape of the ramp surface, and the boundary structures, web structures, materials, and mounting mechanisms within the vehicle. The resulting load transfer component is then tested.

[0065] Regarding the external dimensions of the load transfer component (as described above) Figures 2-3 As described above, the longer the longitudinal length and vertical height, the more load can be absorbed, and the load can be transferred to the vertical load with fewer parts and structures. The longitudinal attachment plane (and length) on the bottom surface of the load transfer member for engaging the longitudinal rail can vary from the vertical damper tower bracket at the inner end to the distal end, depending on the clearance or overhang length with the front extension of the longitudinal rail. The height of the load transfer member can extend from the top of the rail to the top of the damper tower (or the bottom of the damper tower tie rod, if present). Once adjustments to the other parameters described herein and balancing industry load limits have been made, the final length and height of the load transfer member can be 50%–75% of the maximum available clearance length and height. In one form, the height of the load transfer member is approximately 6–12 inches.

[0066] Much of the same development also applies to the transverse cross-section of load transfer components. Therefore, as described above... Figure 3A As shown, and through one example, the lateral width of the load transfer member can be adjusted to be less than the width of the track, or it can have the same width as the track. However, in other respects, the load transfer member can be wider than the track to accommodate any clearance provided for this width within the vehicle.

[0067] The approximate or exact angle of the ramp surface of the load transfer member can be set relative to the conversion of the initial load into a vertical load (or load component) and the transfer of the vertical load (and other) loads to manage the rate at which the load transfer member dissipates (or absorbs) the load. Therefore, this angle can be set to decelerate impact loads.

[0068] Boundary structures may include the aforementioned boundary beams or channels, and may have cross-sectional shapes, materials, and dimensions (length and thickness) to meet performance and manufacturing requirements. In one example, this could include the use of box-shaped or rectangular channels, where the channels may be integrally formed or formed from separate plates joined together, such as by welding. Examples of such structures are described below. Figures 5-11 Provided by China.

[0069] Similarly, the web structure of the load transfer member can have many different configurations, some of which are described below. Figures 5-11 As shown in the diagram. This can include providing support ribs or other thickening structures on the web of the load transfer member, which can be used to set the load path and align it, as well as to set load absorption and / or load transfer for loads received from the ramped surface of the load transfer member. The number of ribs, as well as the shape, material, location, and size of the ribs, can be set for these purposes (to achieve effective load absorption and / or transfer). Ribs can extend laterally on one or both sides of the thin web between the ribs. Ribs can also be used to control intentional deformation and / or breakage of the load transfer member. Ribs can be horizontal, vertical, diagonal, straight, curved, parallel to each other, or non-parallel. The cross-sectional shape of the ribs can be a flat plate parallel to or perpendicular to the web surface, or can have a C-shape, box shape, I-shape, circular shape, or any other desired cross-sectional shape. Many variations are envisioned. Ribs can have parameters to control the timing of load transfer. Therefore, as an example, thinner ribs (with less strength than thicker ribs) on the web can be positioned closer to the distal front end of the load transfer member to facilitate rapid conversion to vertical loads, while thicker ribs are positioned towards the rear of the load transfer member to emphasize load absorption. More detailed examples are provided below.

[0070] The ramp surface of a load transfer member can also have many different arrangements to control load transfer and absorption. The ramp surface can be flat and planar to allow for faster load transfer, or it can have curves, steps, or other irregularities to slow down load transfer. Examples are provided below. In one form, the ramp surface is configured such that impact loads do not cause the load transfer member to break. In this case, the obstacle can slide along the ramp surface without significant structural damage or deformation at the load transfer member, thus slowing the obstacle's velocity.

[0071] In other alternatives, the load transfer member is arranged to break (crack) or deform when an obstacle slides across it. In this case, the materials and dimensions of the diagonal or ramp beams and ramp surfaces are chosen to intentionally allow for such breakage, cracking, or deformation. This can be controlled to occur at initial contact before load transfer, or to transfer the load to a vertical load more quickly. Ribs on the web of the load transfer member can be positioned to help control the location of breakage or deformation. The ramp surface can be shaped with multiple different slopes, shapes, or even steps to vary the load absorption or transfer along its length, as described below.

[0072] Refer again Figures 3-4 As described above, load transfer members 300 and 430 each have two diagonally parallel ribs (316, 318 or 438, 440, respectively) extending downward and backward from the ramp beams 358 or 436. This converts the initial horizontal load impacting the ramp surface 312 or 412 into a downward vertical load component on the ribs (316, 318 or 438, 440).

[0073] Now refer to Figures 5-11 For different load transfer parameter priorities, and in addition to the load transfer parameter priorities on the load transfer components 200, 300 and 430 mentioned above, more examples of alternative load transfer components are provided.

[0074] Reference Figure 5 Example load transfer member 500 has a triangular planar web 502 with a straight, flat, sloping surface 504, thus forming a wedge shape. This shape provides a rapid load transfer from a horizontal load impacting the sloping surface 504 to a vertically downward load.

[0075] Reference Figure 6 Example load transfer member 600 has a generally triangular web 602 and a curved, concave ramp surface 604. As an obstacle slides along the ramp surface 604, the slope becomes steeper, which may slow down load transfer. Conversely, the ramp surface could be convex to achieve the opposite effect.

[0076] Reference Figure 7 The example load transfer member 700 has a web 702 with ribs 708, 710, and 712 between holes 706. Ribs 708 and 712 extend from a ramp beam 714, while rib 710 extends diagonally and parallel to the ramp beam 714. Small ribs 716 are also provided. This creates a truss-type structure to control the flow of load through the web 702, while the holes save on material costs. In this example, the ramp surface 704 is planar or flat.

[0077] ReferenceFigure 8 Similar to member 700, in this example, load transfer member 800 also has multiple ribs 808 and 810 between openings 806, only here arranged in a roughly radial manner starting from the center of ramp beam 814. Small ribs 816 are also provided here.

[0078] Reference Figure 9 The example load transfer member 900 has significantly narrower ribs 906 between the large openings 908, where the ribs 906 form a triangular truss structure. The ramp surface 902 can be convex or concave to form a roughly or precisely wavy or sinusoidal surface. This results in a change in load transfer velocity as an obstacle slides along the ramp surface 904.

[0079] Reference Figure 10 Example load transfer member 1000 has a solid web 1002 and an irregular sloping surface 1004, such as stepped in this case. This may result in a gradual deceleration of load transfer, alternating between slow and fast transfer as the obstacle slowly rises and then moves horizontally rapidly on the steps (relative to the rise). These steps can be used to limit the breakage of the load transfer member by reducing the transfer speed within the intervals caused by the steps.

[0080] Reference Figure 11 Example load transfer member 1100 has a lower beam 1102 that slopes from a distal end 1104 to an inner end 1106. A protruding end 1108 is located at the top of a vertical beam 1110, which connects to the lower beam 1102 at the inner end 1106. A ramp beam 1112 completes the triangle between the vertical beam 1110 and the lower beam 1102 and has a flat ramp surface. In this case, two narrow ribs 1116 and 1118 extend downward from the ramp beam 1112 and terminate at the vertical beam 1110 and the lower beam 1102, respectively. A relatively large opening 1120 is formed between beams 1102, 1110, 1112 and ribs 1116, 1118.

[0081] Reference Figure 12Example vehicle 1200 shows a load transfer member 1100 mounted on a track 1218 of chassis 1216. The distal end 1104 of the load transfer member 1100 is fastened to the track 1218 by fasteners (e.g., bolts or rivets) 1130, while both ends of the vertical beam 1110 are fastened in the same manner to the vertical damper support 1230 of the damper tower 1224. The lower beam 1102 is inclined to rise above the track 1218 as it extends to the vertical beam 1110. The load transfer member 1100 can be arranged to be held in place solely by fasteners and to transfer load to the track 1218 and the support, or it can be arranged to fold onto the track in the event of a sufficient impact load from an obstacle sliding on the ramp beam 1112. Also as described above, many different ways exist, in addition to or besides the fastener 1130, to attach the load transfer member to the track and the vertical support.

[0082] Figures 5-12 Any single feature or any combination of features described may be used as needed for load transfer components.

[0083] Regarding the material of the load transfer member, the higher the material density, the greater the load absorption at the load transfer member, and the less load is transferred from the load transfer member. Therefore, the material can be modified to effectively absorb and / or transfer the load. For example, laser-welded blanks can be used, where the front part (or the ribs at the front) of the load transfer member can be a softer material to absorb the load, while the rear part or ribs of the load transfer member can be a stronger steel to transfer the load. Many variations have been envisioned.

[0084] Non-metallic materials (such as carbon fiber) can be used to allow load transfer components to be arranged in a stepped configuration. Figure 10 Intentional fracture or plastic deformation of the load-transferring component can be achieved through molding. Alternatively, energy absorption through deformation can be used in conjunction with metal options to attempt to keep elastic deformation within the metal's elastic limit, rather than plastic deformation. The choice of material may also depend on other available manufacturing processes.

[0085] Load transfer members can be manufactured in several different ways. For example, for cold-stamped steel, load transfer members can be made of steel or aluminum, where any specification or grade can be used where available and required. For extrusion, aluminum load transfer members can be used, and the performance and function (whether to absorb or transfer load) can be changed by using variable wall thickness from one wall to another or on the same wall to form the aforementioned ribs. Here, the grade can also be selected as needed.

[0086] For casting, the load transfer member can be made of, for example, steel, magnesium, aluminum, or a combination thereof. Variable wall thickness, either from one wall to another or on the same wall, can also be used to alter properties and functions. For molding, the load transfer member can be made of sheet molding compound (SMC), carbon fiber, glass-filled composites, plastics, etc. The walls of the load transfer member can be varied as described for other manufacturing techniques. Casting may include the use of multi-metal tooling (MMT).

[0087] An example development process may include the following steps: First, the height of the obstacle is identified to set the same initial height for the load transfer member (referred to herein as a wedge), so that the obstacle contacts the wedge upon impact. Next, the packaging space is determined so that the dimensions of the wedge can be set as described above. Subsequently, the load path angle on the ramp of the wedge can be identified.

[0088] In further operations, a balance between absorption and transfer is determined to set the velocity that guides the initial impact load downwards to the vertical load. To achieve this, materials are selected and parameters (size, material, ramp angle) are adjusted for better performance. The load path angle can then be adjusted, and the shape of the ramp configuration can be set (as described above, straight, curved, multiple transitions, etc.). A web structure with ribs, solid webs, or openings is then configured to absorb energy and / or transfer energy along the desired load path.

[0089] Alternatively, the load transfer member can be placed at the rear of the vehicle, either in place of the front or in a different configuration. In this case, the load transfer member can extend laterally beyond the longitudinal track and may even be located in the vehicle's trunk or other body structure, such as a wing or fin. In one form, the load transfer member can have different orientations, such that the vertical side or member is at the rear, while the ramp faces downwards as it ascends to its distal end pointing towards the front of the vehicle. In this configuration, the load transfer member attempts to guide another vehicle or obstacle beneath the rear of the current vehicle.

[0090] It should be understood that systems, vehicles, equipment, devices, and methods may differ from those shown in the accompanying drawings and described herein. For example, Figures 1-4 Vehicle 100 and Figures 1-4 Any component can be with Figures 5-12 The differences described in the text.

[0091] Although at least one example implementation has been presented in the foregoing detailed description, it should be understood that numerous variations exist. It should also be understood that the example implementations or multiple example implementations are merely examples and are not intended to limit the scope, applicability, or configuration of this disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing the example implementations. It should be understood that various changes can be made to the function and arrangement of the elements without departing from the scope of this disclosure as set forth in the appended claims and their legal equivalents.

Claims

1. A vehicle, the vehicle comprising: A front section, a rear section, and a chassis, the chassis extending longitudinally between the front section and the rear section; At least one vertical suspension assembly, the at least one vertical suspension assembly having an upper end connected to the chassis and a lower end connected to a wheel; and A load transfer member disposed between the at least one vertical suspension assembly and the front or rear portion, wherein the load transfer member includes a distal end, a protruding end above the distal end, and a ramp portion having an external ramp surface extending between the distal end and the protruding end. The distal end is closer to the front or rear portion than the protruding end, such that the ramp surface faces outwards on the vehicle. The protruding end extends upward toward the upper end of the vertical suspension assembly.

2. The vehicle of claim 1, wherein the chassis includes a longitudinal track, and wherein at least a portion of the load transfer member is disposed directly above and connected to the longitudinal track to transfer a load from the load transfer member to the longitudinal track.

3. The vehicle of claim 1, wherein the vertical suspension assembly includes a sidewall that extends downward from the upper end and at least partially around the vertical suspension assembly.

4. The vehicle of claim 3, comprising a vertical support extending upward from the longitudinal track and close to the sidewall, wherein the protruding end faces the vertical support.

5. The vehicle according to claim 4, wherein the protruding end is connected to the vertical bracket.

6. The vehicle of claim 4, wherein the load transfer member is arranged such that a horizontal force impacting at the ramp portion causes the protruding end to move downward against the vertical bracket or sidewall, thereby generating a downward-pointing load on the vertical suspension assembly.

7. The vehicle of claim 4, wherein the load transfer member is wedge-shaped, wherein the protruding end forms the top of the wedge shape, and wherein the vertical side of the load transfer member faces or is connected to the vertical bracket or sidewall.

8. The vehicle according to claim 1, wherein the load transfer member is triangular and has a solid web.

9. The vehicle of claim 1, wherein the load transfer member is triangular and has a base, a vertical side extending between the base and the protruding end, and at least one rib extending from the diagonal portion to the base or the vertical side.

10. A load transfer member for a vehicle, the load transfer member comprising: A web having a triangular shape, the web having an outer bottom surface with a distal end, an outer vertical surface with a protruding upper end, and a sloping surface located between the protruding upper end and the distal end, the web comprising: A bottom beam, the bottom beam having the bottom surface and connected to longitudinal tracks of the vehicle chassis, and A vertical beam having the vertical surface and connected to a vertical damping tower bracket extending upward from the longitudinal track, wherein the vertical damping tower bracket is connected to a sidewall covering the vertical suspension assembly. The web is disposed between the vertical suspension assembly and the front of the vehicle. The distal end is further outward on the vehicle than the protruding end, such that the ramp surface faces outward on the vehicle. The protruding end extends upward toward the upper end of the vertical suspension assembly.

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