Lateral pushing element, beam component, system including one or two beam components, vehicle including the system, method for manufacturing beam component, and method for manufacturing vehicle.

Abstract

This disclosure relates to a lateral thrust element (10) configured to generate a lateral force on a vehicle (1) by changing the direction of a force generated during a collision, wherein the lateral thrust element (10) is configured to be disposed at an end (111) of a beam member (11) located at the end of the beam member (11) along its longitudinal axis (LB), the beam member (11) being disposed on the front side (F) of the vehicle (1) and configured to absorb and / or dissipate energy during a collision. This disclosure also relates to a beam member (11), a system (2), a vehicle (1), a method for manufacturing the beam member (11), and a method for manufacturing the vehicle.

Description

Technical Field

[0001] This disclosure relates to a lateral thrust element configured to generate a lateral force on a vehicle by changing the direction of a force generated during a vehicle collision. This disclosure also relates to a beam member configured to be disposed on the front side of a vehicle, a system configured to be disposed on the front side of a vehicle, a vehicle including the system, a method for manufacturing the beam member, and a method for manufacturing the vehicle. Background Technology

[0002] To ensure the safety of vehicle occupants, vehicles are equipped with increasingly advanced safety systems. Furthermore, the vehicle's structure itself should be specifically designed to be sufficiently robust in the event of a collision. Therefore, the front structure of a vehicle, in particular, can be designed so that in a so-called small overlap collision (SAC), the vehicle tends to move laterally away from the object of impact. A SAC occurs when the front corner of a vehicle collides with another vehicle or an object such as a tree or utility pole. In this type of collision, only a portion of the front width of the vehicle overlaps with the object it impacts, as the impact is primarily at either front corner of the vehicle. SAC is particularly challenging for vehicle safety systems for several reasons. For example, the impact force may primarily affect the outer edges of the vehicle, which are not well protected by typical crush zone structures. Additionally, the collision often causes the front wheels to be forced rearward into the footwell, resulting in significant intrusion into the passenger compartment. Furthermore, occupants may move forward and laterally towards the vehicle, challenging some seatbelt and airbag designs.

[0003] Therefore, the front structure of a vehicle is designed so that, as a result of a collision, lateral forces act on the vehicle. The advantage of this is that less energy is transferred to the main structure of the vehicle, thus protecting the occupants; consequently, the vehicle absorbs a small amount of kinetic energy. For example, in the case of a small overlap collision, the forces on the occupants can be reduced by introducing lateral movement of the vehicle. Therefore, one object of this disclosure is to reduce collision impact on the vehicle and improve occupant safety. Summary of the Invention

[0004] This problem is at least partially solved or mitigated by the subject matter of this disclosure.

[0005] According to a first aspect, a lateral thrust element is provided, which is configured to generate a lateral force on a vehicle by changing the direction of the force generated during a collision, wherein the lateral thrust element is configured to be disposed at an end of a beam member along its longitudinal axis, the beam member being disposed on the front side of the vehicle and configured to absorb and / or dissipate energy during a collision.

[0006] Therefore, a lateral thrust element can be understood as a component that provides resistance against the forces generated during a vehicle collision. By arranging a lateral thrust element at the front of the vehicle, lateral thrust of the vehicle can be generated, for example, during a frontal collision such as a small overlap collision. The lateral thrust element can be considered as a side-thrusting component of the front structure of the vehicle.

[0007] A lateral pushing element is configured to be disposed at an end of a beam member of the front structure of a vehicle. The beam member may include two ends at opposite ends along its longitudinal axis. The longitudinal axis of the beam member may be defined as extending along the length of the beam member. Therefore, the ends can be understood as being on the same plane along the beam member. The ends may occupy approximately 25% of the portion of the beam member extending from its end along its longitudinal axis. Thus, the beam member includes two ends at its longitudinal ends, and the lateral pushing element may be disposed at at least one of the two ends of the beam member. Therefore, the lateral pushing element may be a small component compared to the front structure of the vehicle or at least the entire beam member of the front structure of the vehicle. Therefore, the lateral pushing element does not add additional weight to the front structure of the vehicle. Additional weight may be disadvantageous for the following reasons.

[0008] For example, a heavier vehicle may possess more kinetic energy during a collision, potentially leading to a more severe impact and greater damage. Furthermore, a heavy front structure can reduce vehicle handling and performance, as the increased weight of the front end can affect its weight distribution, thereby potentially impacting handling characteristics and overall performance. Small lateral thrust elements, compared to the entire front structure of the vehicle, may not substantially increase the weight of the front structure and can avoid the aforementioned disadvantages. By implementing lateral thrust elements according to this disclosure, crash resilience can be improved while essentially maintaining the weight of the entire vehicle, particularly the front structure.

[0009] An object may slip after the initial impact, so that the vehicle's total kinetic energy does not need to be absorbed by the vehicle's front structure. For this purpose, lateral thrust is generated for the vehicle's front structure. The idea proposed here is to add lateral thrust elements at the corners / sides of the vehicle's front structure, particularly at the ends of at least one beam member of the vehicle's front structure, to generate improved lateral thrust for the vehicle. In other words, the lateral thrust elements can reduce the impact force on the vehicle by causing it to "slip" from the object it collided with. Therefore, occupant safety of the vehicle is improved during a forward collision. This disclosure improves the front structure of the vehicle. The forces generated in a collision can prevent strong (or even complete) compression of the vehicle's front structure (particularly the beam members of the front structure). The forces generated in a collision can also have the ability to enter the front wheels, suspension system, and / or firewall. Typically, the front wheels may be forced into the footwell, resulting in more intrusion into the passenger compartment, which can lead to serious leg and foot injuries. For example, the improvement to the vehicle's front structure aims to avoid or at least reduce its complete compression (particularly complete compression of the corresponding beam ends) during a small overlap forward collision by generating improved lateral thrust for the vehicle.

[0010] According to one example of this disclosure, the lateral thrust element is configured to prevent full compression of the beam component and / or reduce the compression of the beam component. Therefore, the lateral thrust element can help maintain the stability of the entire front structure of the vehicle and the safety of the vehicle occupants.

[0011] According to an example of the invention, the lateral pushing element is configured to be disposed within the beam member. According to another example, which can be combined with the previous example, the lateral pushing element is configured to be disposed at least partially around the beam member. According to yet another example, when disposed at least partially around the beam member, the lateral pushing element can be configured to be disposed on one or more of the upper, lower, and rear sides of the beam member.

[0012] According to one example of this disclosure, the collision is a small overlap forward collision. During a small overlap forward collision, the vehicle may strike an object at either of its two front corners, for example, with an overlap of 25% or less between the front width of the vehicle and the object. An overlap greater than 25% but, for example, less than 50%, can also be considered a small overlap forward collision. Therefore, the lateral thrust element reduces damage to the front structure of the vehicle and increases the safety of the vehicle occupants, particularly in the case of a small overlap forward collision, as described above, when such a collision occurs, especially when the front corner of the vehicle collides with another vehicle or an object such as a tree or utility pole. Furthermore, adding a lateral thrust element at the front of the vehicle, particularly at the end of at least one beam member, will provide improved lateral thrust in all collisions in which the vehicle slides away from the object (and possibly when the overlap between the front of the vehicle and the object is greater than 50%).

[0013] According to one example of this disclosure, a lateral actuating element may be arranged at the end of a beam member and / or partially surrounding the beam member. According to another example of this disclosure, the lateral actuating element may be arranged at the end of a beam member by at least one of the following: inserting the lateral actuating element into the beam member at the end of the beam member; and / or arranging the lateral actuating element at least partially surrounding the beam member at the end of the beam member. The beam member may have a tubular form. The tubular form may have a rectangular or circular cross-section. In this case, the beam member may be referred to as a hollow beam member. The lateral actuating element may be at least partially disposed within the tubular form of the beam member. Hollow beam members and / or beam members including hollow parts may have the advantage of being lightweight. By removing material at least partially from the interior of the beam member, a significant reduction in the overall weight of the beam member can be achieved while maintaining structural integrity. This weight reduction can contribute to improved fuel and / or energy efficiency and overall vehicle performance. Furthermore, hollow beam components or hollow portions of beam components can effectively absorb impact energy during a collision because they offer a longer collapse distance compared to less hollow / solid beam components or their less hollow / solid portions, allowing for better energy absorption during a collision / impact. Additionally, hollow beam components or hollow portions of beam components can be designed to deform in a controlled manner, thereby dissipating kinetic energy from the collision. Moreover, hollow beam components or hollow portions of beam components can provide excellent collision resilience because they can be designed to absorb a portion of the total energy in a collision, and their design can be optimized to provide protection in both low-speed and high-speed collision / impact scenarios. Therefore, hollow beam components or beam components including hollow parts can offer safety and / or efficiency advantages.

[0014] Alternatively or additionally, lateral thrust elements may be disposed on the outer periphery of the beam member. The lateral thrust elements may at least partially cover the outer periphery of the beam member. Preferably, there may be no lateral thrust element on the outer periphery at the front side of the beam member. The outer periphery at the front side of the beam member may be away from the vehicle body. For example, lateral thrust elements may be disposed on three sides of a rectangular hollow beam member other than the front side of the beam member. Inserting lateral thrust elements into the beam member at its ends effectively utilizes the space of the vehicle's front structure, while simultaneously achieving additional advantages associated with the lateral thrust elements of this disclosure during collisions such as small overlap forward collisions and / or improved lateral thrust of the vehicle (e.g., at least partially avoiding or at least reducing full compression of the beam member). Arranging lateral thrust elements at least partially around the beam member at its ends also does not occupy much space in the vehicle's front structure and similarly achieves the further advantages associated with the lateral thrust elements of this disclosure.

[0015] The lateral thrust element can be arranged at the end of the beam member simultaneously in the two disclosed arrangements. In other words, the lateral thrust element can be inserted into the beam member at its end and arranged at least partially around the beam member. Therefore, the lateral thrust element can generate more lateral force on the vehicle by changing the direction of the force generated during a vehicle collision.

[0016] Furthermore, lateral thrust elements can work in conjunction with other structural components of the vehicle to form a combined safety system. Lateral thrust elements can interact with structural components of the vehicle to enhance overall crash performance (e.g., improve occupant protection, reduce compression at the corners of beams rather than the beam itself). For example, beam components can be attached to the vehicle via at least a rear support. When the ends of beam components bend against the rear support, lateral thrust elements located at the ends of the beam components can work in conjunction with or interact with the rear support to enhance overall crash performance. This interaction can result in earlier lateral forces on the vehicle, thereby increasing the vehicle's lateral movement away from objects.

[0017] By generating lateral forces on the vehicle during a collision, the lateral thrust element can reduce the compression of beam components and / or prevent full compression of beam components. This arrangement further improves the stability of the vehicle's front structure in a collision and provides additional safety for vehicle occupants.

[0018] According to one example of this disclosure, the lateral thrust element can be made of a material configured to generate lateral forces on the vehicle by changing the direction of the forces generated during a collision. For example, the material used to make the lateral thrust element may include, or be made of, foam and / or plastic. Lateral thrust elements made of foam and / or plastic enable the realization of lightweight lateral thrust elements and avoid a substantial increase in the weight of the vehicle's front structure. Thus, compared to alternative solutions and / or alternative / heavier materials, the vehicle's weight, cost, and / or carbon footprint can be reduced in particular.

[0019] The foam used in the lateral thrust element can be, for example, flexible polyurethane foam, IMPAXX™ foam, closed-cell styrenic foam, polypropylene, and / or any other foam (e.g., high-density foam) designed to distribute force and thereby improve vehicle crash safety.

[0020] The plastics used in the lateral thrust elements can be, for example, polypropylene (PP), acrylonitrile butadiene styrene (ABS), polycarbonate (PC), expanded polypropylene (EPP), composites (such as carbon fiber reinforced polymer (CFRP), etc.) and / or any other plastics designed to distribute forces and thereby improve vehicle crash safety.

[0021] Lateral thrust elements can also be (at least partially) made of metal. The metal used in lateral thrust elements can be, for example, aluminum, steel, and / or any other metal designed to distribute forces and thereby improve vehicle crash safety. However, the use of metal should be limited so as not to increase the weight of the vehicle's front structure.

[0022] Generally, the lateral actuating element of this disclosure can be made of any suitable material or any combination of suitable materials. This disclosure is not limited to the specific materials used to form the lateral actuating element.

[0023] For example, when a lateral thrust element comprises a first portion inserted into a beam member at its end (e.g., inserted into a tubular form of the beam member) and a second portion arranged at least partially around the beam member at its end (e.g., at the outer periphery of the beam member), the combination of materials can be appropriate. For example, the first and second portions of the lateral thrust element can be formed of different materials. Materials can be selected such that optimal lateral forces generated on the vehicle can be achieved by altering the direction of the forces generated during a vehicle collision. The stability of the vehicle's front structure can be improved by selecting appropriate materials for the lateral thrust element.

[0024] According to a second aspect, a beam member configured to be disposed on the front side of a vehicle is provided. The beam member is configured to absorb and / or dissipate energy during a collision. Corresponding lateral thrust elements according to a first aspect of this disclosure are disposed at each end of the beam member.

[0025] The beam member can be configured to be attached to the front of the vehicle via at least two rear supports, and lateral thrust elements can be disposed on the beam member laterally outside the two rear supports (towards the ends of the beam member). The beam member can have a curved / circular shape. The curved shape of the beam member can provide improved stiffness when the beam member (away from the vehicle body) bends outward. This can be advantageous in the event of a collision. For example, in the event of a collision (e.g., a small overlap forward collision), full compression of the beam member can be prevented, and / or compression of the beam member can be reduced.

[0026] As an example, a beam component can be a bumper beam and / or a lower beam component of a vehicle. Bumper beams can serve several critical functions in a vehicle. For example, bumper beams can be positioned to absorb energy and reduce impact forces transmitted to the vehicle's passenger compartment. Furthermore, bumper beams can provide bending drag to minimize damage to the vehicle, particularly to the front structure, in collisions such as low-speed collisions. Bumper beams can also provide structural support as they can act as a primary structural component of the bumper system, working in conjunction with other elements of the vehicle's structural components, such as energy-absorbing boxes and mounting plates. Bumper beams can provide front corner protection for a vehicle because they can extend laterally to protect the vehicle's corners in collisions such as low-speed collisions and / or small overlap frontal collisions.

[0027] The lower beam component can be positioned below the bumper beam, preferably parallel to it. The lower beam component may include a similar geometry and / or length to the bumper beam. In high-speed collision scenarios, the lower beam component can enhance overall performance by providing additional energy absorption capabilities. When the lower beam component protrudes beyond the bumper beam, it can absorb some of the collision energy and reduce intrusion in severe collisions.

[0028] Providing corresponding lateral actuating elements at each end of the lower beam component can enhance the effectiveness of the lower beam component in performing these functions. When the lateral actuating elements are made of lightweight materials (e.g., foam, plastic), the corresponding lightweight characteristics of the lower beam component can also be supported.

[0029] Bumper beams can be attached to the front structure of a vehicle by at least one of the following: struts, mounting brackets, energy-absorbing boxes, etc. For example, a strut can be a structural element that connects the bumper beam to the front structure of the vehicle. Mounting brackets can be used, for example, to connect to the strut (preferably not to the bumper beam) and to attach to the side members or front structure of the vehicle. Energy-absorbing boxes, such as impact boxes, are also well known. They can be placed between the bumper beam and the front structure of the vehicle to absorb and dissipate collision / impact energy. This disclosure is not limited to the components described above, and any other suitable (known) components can be used according to this disclosure. Methods for attaching the bumper beam to the front side / front structure of the vehicle can include, for example, at least one of the following: securing the bumper beam to the front / front structure of the vehicle using bolts and nuts, welding and / or insertion and interlocking. However, this disclosure is not limited to the methods described above, and any other suitable methods can be used according to this disclosure.

[0030] When the beam component is a lower beam component, it can also be attached to the front / front structure of the vehicle using various known components and methods. This disclosure is not limited to any one known component or method. Components for attaching the lower beam component to the front / front structure of the vehicle may include, for example, the vehicle's frame members, mounting units to be attached to chassis pickup points, ball joints, subframes integrated into the lower beam component, connections to the upper structure in the front of the vehicle, energy absorption boxes such as crash boxes, etc.

[0031] Bumper beams and lower beam components (without lateral thrust elements) are known components of the front structure of a vehicle. Bumper beams and / or lower beam components are typically configured to absorb and / or dissipate energy during a collision. Lateral thrust elements may be provided on the bumper beams and / or lower beam components. Lateral thrust elements provided on the lower beam components may be larger than those provided on the bumper beams. By implementing the corresponding lateral thrust elements of this disclosure at each end of the bumper beams and / or lower beam components, the energy dissipation characteristics or function of the respective bumper beams and / or lower beam components are enhanced and strengthened, which is important in the event of a collision. Furthermore, at least partial compression of the bumper beams and / or lower beam components can be prevented more effectively without further increasing their weight. Additionally, compression of the bumper beams and / or lower beam components can be reduced more effectively without further increasing their weight.

[0032] According to a third aspect, a system configured to be arranged on the front side of a vehicle is provided, wherein the system includes two beam members according to a second aspect of the present disclosure. According to one example, the system may be an integrated beam system. Furthermore, the system may include a bumper beam as a first beam member of the two beam members of the system and a lower beam member as a second beam member of the two beam members of the system. More specifically, the bumper beam, as the upper beam member, is generally designed to withstand higher forces during a frontal forward collision, while the lower beam member is designed to handle forces in low-impact, lower-position collisions (such as curbs or low objects). As described above, the first beam member and the second beam member may comprise different materials based on the forces they will each experience during a vehicle-object collision.

[0033] According to a fourth aspect, a vehicle is provided that includes the system according to a third aspect of this disclosure. The vehicle is an electrically driven vehicle and may include an electric motor, or the vehicle may be a fuel-powered vehicle and may include an internal combustion engine. Each beam component of the system may be designed differently depending on the type of vehicle (such as an electric vehicle or a fuel-powered vehicle).

[0034] According to a fifth aspect, a method for manufacturing a beam component configured to be disposed on the front side of a vehicle is provided, wherein the beam component is configured to absorb and / or dissipate energy during a collision, wherein the method includes arranging a lateral agitator element according to a first aspect of the present disclosure at each end of the beam component. The method may include arranging the lateral agitator element on the beam component using an adhesive such as an epoxy, polyurethane, or silicone adhesive; or via mechanical fasteners such as clamps, bolts, or screws; or by using a head adhesive or thermoplastic adhesive.

[0035] According to a sixth aspect, a method for manufacturing a vehicle is provided, wherein the method includes arranging a system according to a third aspect of the present disclosure on the front side of the vehicle.

[0036] It should be noted that the above examples can be combined with each other, regardless of the aspects involved. These and other aspects of this disclosure will become apparent from the examples described below and will be illustrated with reference to the examples described below. Attached Figure Description

[0037] An example of this disclosure will now be described with reference to the following figures.

[0038] Figure 1 The vehicle is shown in a top view prior to a small overlap forward collision, according to an example of this disclosure; Figure 2 A front view of a beam component during the attachment of a lateral push element, according to an example of this disclosure, is shown; Figure 3 A front view of a beam component including a lateral pushing element, according to an example of this disclosure, is shown; Figure 4A A front view of a system comprising two beam components, according to an example of this disclosure, is shown; Figure 4B A front view of an alternative system comprising two beam components, according to an example of this disclosure, is shown; Figure 5A A side cross-section of a beam component according to the prior art is shown; Figure 5B A side cross-section of a beam component including a lateral pushing element according to the present disclosure is shown; Figures 6A to 6C A side cross-section of an alternative beam member according to an example of this disclosure is shown; Figures 7A to 7C A side cross-section of an alternative beam member according to an example of this disclosure is shown; Figure 8The diagram schematically shows a top view of a vehicle during a small overlap forward collision at different time points A, B, C, and D, according to an example of this disclosure. Detailed Implementation

[0039] The accompanying drawings are merely illustrative and are intended to illustrate only one example of this disclosure. In principle, identical or equivalent elements have the same reference numerals.

[0040] Figure 1 A top view of vehicle 1 prior to a small overlap forward collision, according to an example of this disclosure, is shown. The longitudinal axis L of vehicle 1 is shown along its length. Therefore, the orientation of vehicle 1, depicted by the O-axis, overlaps with the longitudinal axis L of vehicle 1. During the small overlap forward collision, vehicle 1 impacts an object 90 (e.g., Figure 1 (e.g., a rigid obstacle or wall in the example), where there is some overlap between the front corner of the vehicle and the side or portion of the object 90. According to a non-limiting example, the front corner can be defined as the outer portion of the front side F of the vehicle 1, whose width W1 totals 25% of the total width of the front side W of the vehicle 1. Figure 1 It depicts the state of vehicle 1 just before a forward collision with object 90 with a small overlap.

[0041] Figure 2 A front view of a beam member 11 prior to the attachment of the lateral push element 10, according to an example of this disclosure, is shown. Figure 2 As shown, the lateral pushing element 10 is configured to be disposed at the end 111 of the beam member 11. The end 111 is located on the longitudinal (bending) axis LB of the beam member 11. Figure 4A and Figure 4B (As shown in the figure) at the end of beam member 11.

[0042] Figure 3 A front view of a beam member 11 including lateral push elements 10 according to an example of the present disclosure is shown. A corresponding lateral push element 10 is arranged at each end 111 of the beam member 11. Thus, the beam member 11 includes two lateral push elements 10 arranged at its ends 111 on the longitudinal axis LB of the beam member 11. During a small overlap forward collision, complete compression of the beam member 11 is prevented and / or compression of the beam member 11 is reduced. Therefore, the lateral push elements 10 arranged at the ends 111 where the collision occurs generate lateral forces on the vehicle 1 by changing the direction of the forces generated during the collision of the vehicle 1.

[0043] Figure 4A A front view of a system 2 comprising two beam components 11, according to an example of this disclosure, is shown. Therefore, Figure 4ASystem 2 is an integrated bumper system, which includes two beam components 11_1 and 11_2, referred to herein as the upper beam component (or bumper beam) 11_1 and the lower beam component 11_2. This is achieved via... Figure 4A The connecting component 11_3 connects beam components 11_1 and 11_2, and the two beam components 11_1 and 11_2 are combined into a single full bumper system. Compared to the bumper beam 11_1, the lower beam component 11_2 of the vehicle 1 can be considered as an auxiliary structural element of the front structure of the vehicle 1 and is arranged to transfer collision energy. The beam component 11 is attached to the front side of the vehicle 1 (not shown) via two rear supports 11_4. The upper beam component 11_1 and the lower beam component 11_2 transfer collision energy to the front body structure of the vehicle via the rear supports 114. At each end 111 of the upper beam component 11_1 and / or the lower beam component 11_2, a lateral thrust element 10 is arranged on the longitudinal axis LB of the beam component 11. The lateral thrust element 10 is provided on the beam component 11 on the laterally outer side of the two rear supports 11_4 (towards the end 111 of the beam component 10). The arrangement of the lateral pushing element 10 at the two ends 111 of the upper beam component 11_1 is the same as the arrangement of the lateral pushing element 10 at the two ends 111 of the lower beam component 11_2.

[0044] Figure 4B A front view of an alternative system 2 comprising two beam members 11, according to an example of this disclosure, is shown. Figure 4A Compared to System 2, Figure 4B The system is not an integrated bumper system, but a split bumper system, in which the two beam components 11_1 and 11_2 are independent of each other (unlike...). Figure 4A (As shown in the example, it is connected via connecting component 11_3). Figure 4B System 2 includes two separate beam components 11_1 and 11_2, each of which is individually arranged at the front side / front structure (not shown) of the vehicle. Figure 4B The upper beam component 11_1 can be considered as a bumper beam. Similar to... Figure 4A Similarly in Figure 4B In the middle, the upper beam component or bumper beam 11_1 and / or the lower beam component 11_2 have corresponding lateral push elements 10 arranged at each end 111 on the longitudinal axis LB of the beam component 11.

[0045] Figure 5A A side or vertical cross-section of a beam member 11 according to the prior art is shown. The beam member 11 does not include the lateral pushing element 10 according to this disclosure. Figure 5A The front side FS of the beam component corresponds to the side facing away from vehicle 1 (depicted as a flat surface), and the rear side RS of the beam component corresponds to the side of the carriage facing the vehicle (the side of the vehicle facing the carriage). Figures 5A to 7C(Not shown in the image). At its rear side RS, beam member 11 is configured to be attached to the vehicle via at least one rear support member (not shown).

[0046] Figure 5B A side or vertical cross-section of a beam member 11 including a lateral pushing element 10 according to this disclosure is shown. The beam member 11 is hollow (having a tubular form). Figure 5A In comparison, Figure 5B In this configuration, the lateral pushing element 10 is arranged within the tubular form of the beam member 11. This can also be described as an example of an internally arranged lateral pushing element. The lateral pushing element 10 can be arranged by inserting it into the beam member 11. Figure 5B In the example shown, complete compression of beam member 11 can be avoided. Avoiding or at least reducing compression of the beam member helps to laterally propel vehicle 1, thereby reducing the tendency of vehicle 1 to "slip" off the obstacle during a collision. This will reduce the forces experienced by vehicle 1 during a collision.

[0047] Figures 6A to 6C Side or vertical cross-sections of alternative beam members 11 according to different examples of this disclosure are shown, wherein, in each example, a lateral actuating element 10 is arranged at least partially around the beam member 11 at the end 111 of the beam member 11. These may also be referred to as examples of external (arranged) lateral actuating elements. The end 111 of the beam member 11 has a tubular form. According to this disclosure, multiple corresponding arrangements are possible, and this disclosure is not limited to... Figures 6A to 6C The layout within.

[0048] exist Figure 6A In the example, the lateral pushing element 10, arranged at the end 111 of the beam member 11, partially surrounds the beam member 11 except for the front side FS of the beam member 11. In other words, the lateral pushing element 10 is arranged to cover the upper, lower, and rear sides of the beam member 11, that is, all sides of the beam member 11 except for the side of the beam member 11 facing away from the vehicle. Figure 6A In the example, complete compression of beam member 11 can be avoided. Figure 6B In the middle, the lateral pushing element 10 is arranged at the rear side RS of the beam member 11 and is partially arranged on the upper and lower sides of the beam member 11, but does not cover the entire upper and lower surfaces, and... Figure 6C In this configuration, the lateral pushing element 10 is only located at the rear RS position of the beam member 11. Figure 6A In the middle, the three sides of the rectangular beam component 11, namely the upper side, the lower side, and the rear side (the outer perimeter of the beam component 11 excluding the front side FS), are completely surrounded or covered by the lateral pushing element 10, while Figure 6B In the middle, the upper and lower sides of the rectangular beam component 11 are partially covered by the lateral pushing element 10. For Figure 6BIn the example shown, the lateral pushing element 10 also helps to prevent complete compression of the beam member 11. The extent to which the lateral pushing element 10 covers the beam member 11 can be determined based on a balance between the stiffness provided to the beam member 11 and the weight increase caused by the lateral pushing element 10. Accordingly, Figure 6C An exemplary end 111 of the beam member 11 is shown, which includes a lateral pushing element 10 only on its rear side RS. Figure 6C In the example, in the event of a collision, providing a lateral pushing element 10 at the rear RS of beam member 10 may not prevent compression of beam member 11, but it will still affect the compression of beam member 11. It will at least indirectly affect how beam member 10 deforms. Providing a lateral pushing element 11 at the rear RS will, for example, affect when beam member 10 interacts with the structure behind beam member 10, and the stiffness of beam member 11 may also be affected. Therefore, similarly for Figure 6C In the example shown, the lateral push element 10 helps generate a lateral force, and in the event of a small overlap forward collision, the vehicle “slips” away from the obstacle 90.

[0049] Figures 7A to 7C A side or vertical cross-section of an alternative beam member 11 according to an example of this disclosure is shown. In each example, a lateral pushing element 10 is arranged at least partially around the beam member 11 and inside the beam member 11 (within the tubular form of the beam member 11) at the end 111 of the beam member 11. Figures 7A-7C In the example, complete compression of beam member 11 can be avoided. At least one end 111 of beam member 11 is hollow, so that the lateral pushing element 10 can be inserted into beam member 11.

[0050] In general, Figures 7A to 7C An example is shown Figure 5B The layout and Figures 6A to 6C An exemplary combination of arrangements in the beam member 11. The combination of the two possible arrangements of the lateral push element means that the lateral push element 10 can be regarded as a composite element, which includes a first portion of the lateral push element 10 inserted into the beam member 11 at the end 111 of the beam member 11, and a second portion of the lateral push element 10 arranged at least partially around the beam member 11 at the end 111 of the beam member 11.

[0051] When the lateral thrust element 10 is added to the side of the front structure of the vehicle, and particularly to the end 111 of at least one beam member 11, 11_1, 11_2 (e.g., bumper beam and / or lower beam member) of the front structure of vehicle 1, the consequences listed herein caused by a collision can be avoided. In the event of a collision, arranging the lateral thrust element 10 on one side of the beam member 11 produces improved lateral / side thrust of the vehicle. In particular, the lateral thrust element 10 generates a lateral force on vehicle 1 by changing the direction of the force generated during a collision with vehicle 1. Therefore, in the event of a collision, the vehicle is able to slide laterally away from the object 90 without compressing the front structure of the vehicle, particularly the beam members 11, 11_1, 11_2 of the front structure, or reducing the compression of the front structure of the vehicle, particularly the beam members 11, 11_1, 11_2 of the front structure.

[0052] It should be emphasized that, despite Figures 6A to 6C or Figures 7A to 7C Not shown, but according to one example of this disclosure, the (externally arranged) lateral pushing elements may be arranged on one or both of the upper, lower, and rear sides of the beam member, and therefore not necessarily on all of the upper, lower, and rear sides. Arranging the lateral pushing elements on one or both of the upper, lower, and rear sides provides the same advantages as arranging subsequent pushing elements on all of them, although these advantages may be less significant.

[0053] Figure 8 A top-down (i.e., from above) view of an exemplary ideal event (hereinafter referred to as a collision) visualized by a sequence of four consecutive graphs (time points A to D, referred to as the event sequence) according to an example of this disclosure is illustrated, where vehicle 1 experiences a small-overlapping forward collision. (Although in Figure 8 Not visible in A through 8D, but for clarity, previously in Figure 2 (Referencing the features with reference numerals shown in Figure 7 to explain the process of the event.) Vehicle 1 includes a lateral pushing element disposed at the end of at least one beam member of the front structure of the vehicle. Figure 8 (Not shown in the image). Figure 8 The image shows vehicle 1 traveling with its right front side F facing object 90. Object 90 is depicted as a rigid object, such as a wall or barrier.

[0054] Time point A can be considered as just before the collision with object 90 begins. At time point A, vehicle 1, its front structure, and beam components are undamaged. At time point A, the orientation of vehicle 1, depicted using the O-axis, coincides with the longitudinal axis L of vehicle 1.

[0055] Time point B (a few milliseconds after time point A) can be considered the starting point of the collision. Also at time point B, the orientation of vehicle 1, depicted by the O-axis, coincides with the longitudinal axis L of vehicle 1. At time point B, the ends of the beam members of vehicle 1 begin to bend towards the rear support members of the beam members, which are attached / mounted to vehicle 1 (not shown) via the rear support members. Lateral thrust elements are arranged at the ends of the beam members (not shown), so vehicle 1 begins to experience collision forces at the end of time point B. Therefore, a lateral force is generated at time point B.

[0056] Time point C (a few milliseconds after time point B) shows vehicle 1 continuing to engage with obstacle 90. At time point C, lateral forces continue to be generated. The generation of lateral forces on vehicle 1 causes the initiation of lateral movement of vehicle 1. Therefore, vehicle 1 deviates from its initial orientation as depicted by the O-axis. Consequently, an angle is generated between the longitudinal axis L of vehicle 1 and the O-axis. Therefore, at time point C, the front side F of vehicle 1 is guided away from object 90, also referred to herein as vehicle “slipping” away from the object and drifting away from object 90.

[0057] Time point D (a few milliseconds after point C) shows that the vehicle continues substantially along the trajectory caused by the lateral movement of the previously initiated vehicle 1, and that the lateral actuation element 10 has already contributed to it. Prior to time point D, the lateral actuation element (not shown) has already engaged, and during engagement, it helps to generate a lateral force that causes the lateral movement of vehicle 1.

[0058] Figure 8 A series of events is illustrated in which the rear end R of the vehicle does not begin to rotate around the point of impact between vehicle 1 and object 90. This is because the lateral force has already pushed vehicle 1 away from object 90, allowing it to "slip" off object 90 instead of getting stuck there. Therefore, the lateral pushing element (not shown) helps to reduce the impact force on vehicle 1. By allowing vehicle 1 to "slip," object 90 prevents or reduces the tendency for vehicle 1 to get stuck on object 90 and rotate around the point of impact. Figure 8 At time point D, it is shown that vehicle 1 has slid off object 90 along a trajectory substantially the same as that contributed by the lateral pushing element 10. Therefore, at time point D, the angle between the longitudinal axis L and the O axis of vehicle 1 remains substantially the same as at time point C.

[0059] It should be noted that Figure 8 The behavior of vehicle 1 shown at times A through D represents the ideal behavior significantly contributed by the lateral thrust element 10 of this disclosure. As those skilled in the art will understand, the actual behavior of vehicle 1 during a collision with object 90 may differ depending on the specific conditions of a particular accident, the driver's actions during the accident, and the structural design of the particular vehicle using the example of the lateral thrust element according to this disclosure. Figure 8The diagram schematically illustrates the ideal behavior at time points A through D. For example, even undesirably, the rear end R of the vehicle might begin to rotate around the point of impact. However, this disclosure will still mitigate or counteract this behavior by providing the technical effects discussed herein.

[0060] As described above, this disclosure improves the vehicle's response in forward collision situations, such as small overlap forward collisions. Furthermore, this disclosure enhances the structural integrity of the vehicle during a collision and the safety of the vehicle occupants during a collision.

[0061] As used herein, the phrase “at least one” in relation to a list of one or more entities should be understood to mean at least one entity selected from any one or more entities in the entity list, but not necessarily at least one of each entity specifically listed in the entity list, and does not exclude any combination of entities in the entity list. This definition also allows for the optional presence of entities other than those specifically identified in the entity list referred to by the phrase “at least one,” whether related to or unrelated to those specifically identified entities. Thus, as a non-limiting example, “at least one of A and B” (or equivalently, “at least one of A or B”, or equivalently, “at least one of A and / or B”) could in one example mean at least one (optionally including more than one) A, without B (and optionally including entities other than B); in another example, at least one (optionally including more than one) B, without A (and optionally including entities other than A); and in yet another example, at least one (optionally including more than one) A and at least one (optionally including more than one) B (and optionally including other entities). In other words, the phrases “at least one,” “one or more,” and “and / or” are open-ended expressions that are both connected and separate in operation. For example, each of the expressions “at least one of A, B, and C,” “at least one of A, B, or C,” “one or more of A, B, or C,” and “A, B, and / or C” can mean a single A, a single B, a single C, A and B together, A and C together, B and C together, A, B, and C together, and optionally, any of the above combined with at least one other entity.

[0062] By studying the accompanying drawings, the disclosure, and the appended claims, those skilled in the art can understand and implement other variations of the disclosed examples in practice with respect to the claimed disclosure. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite articles "a" or "an" do not exclude multiple. A single processor or other unit can perform the functions of several items or steps recited in the claims. The fact that certain measures are recited in mutually different dependent claims does not mean that a combination of these measures cannot be used advantageously. Any reference numerals in the claims should not be construed as limiting the scope of the claims.

[0063] Further illustrative embodiments of this disclosure are provided in the following examples: Example 1. A lateral thrust element configured to generate a lateral force on a vehicle by changing the direction of a force generated during a collision, wherein the lateral thrust element is configured to be disposed at an end of a beam member located at an end on the longitudinal axis of the beam member, the beam member being disposed on the front side of the vehicle and configured to absorb and / or dissipate energy during the collision.

[0064] Example 2. The lateral pushing element according to Example 1, wherein: - The lateral pushing element is configured to prevent complete compression of the beam component; and / or - The lateral pushing element is configured to reduce the compression of the beam component.

[0065] Example 3. A lateral pushing element according to Example 1 or 2, wherein the collision is a small overlapping forward collision.

[0066] Example 4. A lateral thrust element according to any of the preceding examples, wherein the lateral thrust element is made of a material configured to generate the lateral force on the vehicle by changing the direction of the force generated during the collision.

[0067] Example 5. The lateral pushing element according to Example 4, wherein the material used to make the lateral pushing element includes foam, metal and / or plastic.

[0068] Example 6. A beam member configured to be disposed on the front side of a vehicle, wherein the beam member is configured to absorb and / or dissipate energy during a collision, and wherein a lateral thrust element according to any one of the preceding examples is correspondingly disposed at each end of the beam member.

[0069] Example 7. A beam component according to Example 6, wherein the beam component includes the bumper beam and / or lower beam component of the vehicle.

[0070] Example 8. A beam member according to any one of Examples 6 or 7 above, wherein the beam member is configured to be attached to the front side of the vehicle by means of at least one rear support member, wherein the lateral pushing element is disposed on the beam member on the laterally outer side of the rear support member, toward the end of the beam member.

[0071] Example 9. A system configured to be arranged on the front side of a vehicle, wherein the system includes two beam components according to any one of Examples 6 to 8.

[0072] Example 10. The system according to Example 9, wherein the system is an integrated beam system.

[0073] Example 11. The system according to Example 9 or 10, wherein the system includes a bumper beam as a first beam member of two beam members of the system and a lower beam member as a second beam member of the two beam members of the system.

[0074] Example 12. A vehicle including the system according to any one of Examples 9 to 11.

[0075] Example 13. A method for manufacturing a beam component according to any one of Examples 6-8, the beam component being configured to be disposed on the front side of a vehicle, wherein the beam component is configured to absorb and / or dissipate energy during a collision, wherein the method includes arranging a lateral thrust element according to any one of Examples 1 to 5 at each end of the beam component.

[0076] Example 14. A method for manufacturing a vehicle, wherein the method includes arranging a system according to any one of Examples 9 to 11 on the front side of the vehicle.

[0077] Example 15. The method according to Example 14, wherein the lateral pushing element according to any one of Examples 1 to 5 can be arranged at the end of the beam member according to any one of Examples 6 to 8, and wherein the lateral pushing element: - Inserted into the beam member at the said end of the beam member; and / or - Arranged at least partially around the end of the beam member.

[0078] List of reference numerals 1 vehicle 2 System 10 Lateral pushing element 11 Beam components 11_1 Upper beam components, bumper beam 11_2 Lower beam component 11_3 Connecting Components 11_4 Rear Support 111 End of beam component 90 objects A is exactly before the starting point of the collision. A few milliseconds after point B from point A Some milliseconds after point B at point C Some milliseconds after point C in D F The front side of the vehicle Front side of FS beam component L is the longitudinal axis of the vehicle. Longitudinal axis of LB beam component O Initial Orientation R - Rear side of vehicle Rear side of RS beam component upper side of US beam component The lower side of the LS beam component

Claims

1. A lateral pushing element (10) configured to generate a lateral force on the vehicle (1) by changing the direction of the force generated during a collision with the vehicle (1), wherein, A lateral thrust element (10) is configured to be disposed at an end (111) of a beam member (11) along its longitudinal axis (LB), the beam member (11) being disposed on the front side (F) of the vehicle (1) and configured to absorb and / or dissipate energy during a collision.

2. The lateral pushing element (10) according to claim 1, wherein: - The lateral pushing element (10) is configured to prevent complete compression of the beam member (11); and / or - The lateral pushing element (10) is configured to reduce the compression of the beam component (11).

3. The lateral pushing element (10) according to any one of the preceding claims, wherein, The lateral pushing element (10) is configured to be arranged within the beam member (11).

4. The lateral pushing element according to any one of the preceding claims, wherein, The lateral pushing element (10) is configured to be arranged at least partially around the beam member (11).

5. The lateral pushing element according to claim 4, wherein, The lateral pushing element (10) is configured to be arranged on one or more of the upper (US), lower (LS) and rear (RS) sides of the beam member.

6. The lateral pushing element (10) according to any one of the preceding claims, wherein, The lateral thrust element (10) is made of a material configured to generate a lateral force on the vehicle (1) by changing the direction of the force generated during a collision.

7. The lateral pushing element (10) according to claim 6, wherein, The materials used to make the lateral pushing element (10) include foam and / or plastic.

8. A beam member (11) configured to be arranged on the front side (F) of a vehicle (1), wherein, The beam member (11) is configured to absorb and / or dissipate energy during a collision, and wherein, at each end (111) of the beam member (11), a corresponding lateral pushing element (10) according to any one of the preceding claims is arranged.

9. The beam component (11) according to claim 8, wherein, The beam component (11) includes the bumper beam (11_1) and / or the lower beam component (11_2) of the vehicle (1).

10. The beam component (11) according to any one of claims 8 or 9, wherein, The beam member (11) is configured to be attached to the front side (F) of the vehicle (1) by means of at least one rear support (11_4), wherein the lateral push element (10) is disposed on the beam member (11) on the lateral outside of the rear support (11_4) toward the end (111) of the beam member (11).

11. A system (2) configured to be disposed on the front side (F) of a vehicle (1), wherein, The system (2) includes two beam components (11, 11_1, 11_2) according to any one of claims 8 to 10.

12. The system (2) according to claim 11, wherein, The system (2) includes a bumper beam of the first beam component (11_1) of the two beam components (11_1, 11_2) of the system (2) and a lower beam component of the second beam component (11_2) of the two beam components (11_1, 11_2) of the system (2).

13. A vehicle (1) comprising the system (2) according to claim 11 or 12.

14. A method for manufacturing a beam member (11) according to any one of claims 8 to 10, wherein, The beam member (11) is configured to be disposed on the front side (F) of the vehicle (1), and wherein the beam member (11) is configured to absorb and / or dissipate energy during a collision, wherein the method includes: - A lateral pushing element (10) according to any one of claims 1 to 7 is arranged at each end (111) of the beam member (11).

15. The method of claim 14, wherein, Arranging lateral pushing elements at each end (111) of the beam member (11) also includes: - Insert the lateral pushing element (10) into the beam member (11) at the end (111) of the beam member (11); and / or - The lateral pushing element (10) is arranged at least partially around the beam member (11) at the end (111) of the beam member (11).

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