Wheel deflector

Abstract

Aspects of the invention relate to a vehicle body assembly (3) for a vehicle (1). The vehicle body assembly (3) comprises a front longitudinal support (19-1, 19-2); a side rocker (15-1, 15-2); and a cross structure (31-1, 31-2) connecting the front longitudinal support (19-1, 19-2) to the side rocker (15-1, 15-2). A wheel deflector (51-1, 51-2) is arranged between the front longitudinal support (19-1, 19-2) and the side rocker (15-1, 15-2). The wheel deflector (51-1, 51-2) is fixedly mounted to the vehicle body assembly (3) and has a wheel engaging section (53-1) for engaging a wheel (W1, W2) that is displaced rearward during a frontal impact. Aspects of the invention also relate to a vehicle (1) comprising at least one wheel deflector (51-1, 51-2); and to a wheel deflector (51-1, 51-2).

Description

Technical Field

[0001] This disclosure relates to wheel deflectors. Wheel deflectors are suitable for road vehicles, such as automobiles, and are configured to control the movement of the wheels of a road vehicle during a collision. Aspects of the invention relate to vehicle body assemblies including wheel deflectors; wheel deflectors; and vehicles. Background Technology

[0002] Road vehicles, such as automobiles, are known to have collision structures designed to control impact forces during a collision. In the event of a frontal impact, the impact force may cause one or both front wheels to shift rearward relative to the vehicle's body components.

[0003] In a series Figures 9A to 9D The diagram illustrates a frontal impact involving vehicle 101. Vehicle 101 has a vehicle body assembly 103, which includes side sills 115-1, 115-2 and front longitudinal supports 119-1, 119-2 disposed on respective sides. Vehicle 101 has a first front wheel W1 and a second front wheel W2, as well as a first rear wheel and a second rear wheel (not shown), each of wheels W1 and W2 including a hub H1, H2 and tires T1, T2. A frontal impact is a partially overlapping frontal impact, wherein there is a small overlap between vehicle 101 and an object O such as a barrier. Therefore, the impact force is applied only to a portion of the front region of vehicle 101. In the illustrated example, the impact occurs on the outside of the front longitudinal supports 119-1, 119-2. The impact force is transmitted to one of the front wheels W1, W2, causing the affected front wheel W1, W2 to shift rearward. In the illustrated example, the front wheel W1 shifts rearward.

[0004] Figures 9A to 9D The diagram illustrates the motion of the first front wheel W1 during a partially overlapping frontal impact. For clarity, Figures 9A to 9D The tire T1 of the first front wheel W1 is omitted. The frontal impact in the current scene involves vehicle 101 colliding with a stationary object O, such as a barrier or other obstacle. The direction of travel of vehicle 101 is indicated by arrows in each diagram. Object O is located outside the front longitudinal support 119-1. Figure 9A The diagram illustrates the initial stage of a frontal impact. Object O is positioned in front of the first front wheel W1 and offset relative to the front longitudinal support 119-1. Vehicle 101 moves forward, causing object O to contact the first front wheel W1, as... Figure 9BAs shown, the impact causes the first front wheel W1 to shift rearward relative to the vehicle body assembly 103. Because the first front wheel W1 pivots about the vertical axis Z, the motion of the first front wheel W1 includes a rotational component, causing the rear portion of the first front wheel W1 to shift inward. The first front wheel W1 impacts the lateral structure 131-1 extending between the vehicle's front longitudinal support 119-1 and the side sill 115-1. The first front wheel W1 may become trapped between the lateral structure 131-1 and the side sill 115-1, as... Figure 9C As shown, the continued forward movement of vehicle 101 may cause the first front wheel W1 to intrude into the area inside the side sill 115-1. This could potentially cause the first front wheel W1 to impact the traction battery housed in the floor of vehicle body assembly 103.

[0005] The purpose of this invention is to address one or more of the disadvantages associated with the prior art. Summary of the Invention

[0006] Various aspects and embodiments of the present invention provide vehicle body components, wheel deflectors, and vehicles as claimed in the appended claims.

[0007] According to one aspect of the present invention, a vehicle body assembly for a vehicle is provided, the vehicle body assembly comprising:

[0008] Front longitudinal support;

[0009] Side sill;

[0010] A transverse structure that connects the front longitudinal support to the side sill; and

[0011] A wheel deflector is disposed between a front longitudinal support and a side sill; the wheel deflector is fixedly mounted to a vehicle body assembly and has a wheel engagement section for engaging a rearwardly displaced wheel during a frontal impact. In at least some embodiments, the wheel engagement section is configured to engage the rearwardly displaced wheel to deflect the wheel away from the lateral structure, thereby reducing or preventing the wheel from penetrating the lateral structure. The wheel deflector may include or consist of wheel deflecting members for deflecting the wheel. The wheel deflecting members may be disposed in a generally horizontal plane. The wheel deflector is configured to deflect the front wheels of the vehicle.

[0012] The lateral structure can extend laterally behind the rear of the wheel. The lateral structure can extend at an angle between the longitudinal support and the side sill (relative to the longitudinal axis of the vehicle body). The lateral structure can be in the form of a torque box. The lateral structure can be configured to establish a load path between the front longitudinal support and the side sill. In the event of a frontal collision, the lateral structure operates to transfer the load from the front longitudinal support to the side sill. The lateral structure can, for example, transfer impact force (or collision force) from the longitudinal support to the side sill. The lateral structure may include a bracket. The bracket can connect the front longitudinal support to the side sill.

[0013] The transverse structure can form a reinforcing structure. In variations, the transverse structure can be integrally formed with the front longitudinal support and the side sills. The transverse structure, the front longitudinal support, and the side sills can, for example, include or be composed of beams.

[0014] The wheel engagement section is configured to engage a wheel that has been displaced rearward by an impact force. In at least some embodiments, the wheel engagement section includes at least one pivoting section profiled to cause pivoting motion of the wheel during a frontal impact. The at least one pivoting section may be disposed between the vehicle's front longitudinal support and the side sill. The at least one pivoting section may be disposed inside the side sill. The at least one pivoting section may be disposed outside the front longitudinal support. The at least one pivoting section may include a first pivoting section formed at an end of the wheel engagement section. Alternatively or additionally, the at least one pivoting section may include a second pivoting section formed within the wheel engagement section, for example, at the midpoint of the wheel engagement section.

[0015] In at least some embodiments, at least one pivoting segment may each include a corner. A corner, or each corner, may include or consist of rounded corners. A corner may be formed at the midpoint of the wheel joint segment. A corner may be formed at the end of the wheel joint segment. A corner may form a transition from the wheel joint segment to the return segment.

[0016] An angle includes an included angle. An included angle can be formed between the joint section and the return section. The included angle can be within one of the following ranges: 60 degrees to 120 degrees; 75 degrees to 105 degrees; and 90 degrees to 100 degrees.

[0017] The pivot section can be positioned in front of the front part of the side sill. The pivot section can be positioned closer to the front of the vehicle than the front part of the side sill. The pivot section can be offset laterally relative to the side sill. The pivot section can be positioned inside the side sill.

[0018] The wheel joint section may include or consist of the leading edge of a wheel deflector. The leading edge of the wheel deflector is an edge positioned towards the front of the vehicle. The leading edge may be oriented at an angle. The leading edge may be oriented at an angle relative to the longitudinal axis of the vehicle body assembly. The angle of inclination may be in the range of 45 degrees to 75 degrees relative to the longitudinal axis of the vehicle body assembly. By oriented the leading edge at an angle, the wheel can deflect outward toward the side sill during a frontal impact.

[0019] The lateral structure can extend obliquely. In other words, the lateral structure can extend at an oblique angle relative to the longitudinal axis of the vehicle body assembly. The lateral structure may include a front face. The front face of the lateral structure faces forward (i.e., toward the front of the vehicle). The front face of the lateral structure can extend obliquely. The front face can extend at an oblique angle relative to the longitudinal axis of the vehicle body assembly. At least in some embodiments, the front face can be generally planar. The front face can extend at least substantially vertically.

[0020] In at least some embodiments, the wheel joint section protrudes forward of the adjacent area of ​​the front face. The front face of the lateral structure may extend at an angle. The wheel joint section and the front face of the lateral structure may be substantially parallel to each other. In variations, the wheel joint section may diverge outward from the front face in an outward direction. In use, this diverging arrangement can help to deflect the wheel away from the lateral structure.

[0021] The lateral structure can be connected to the first end of the side sill. The wheel engagement section of the wheel deflector can be located at the front of the first end of the side sill.

[0022] The wheel deflector can be located inside the side sill. In other words, the wheel deflector can be positioned relative to the side sill towards the centerline of the vehicle body. The wheel deflector can also be located outside the front longitudinal support.

[0023] The wheel has a central (rotational) axis. The wheel deflector can be set at a vertical height less than or equal to the height of the central (rotational) axis.

[0024] The wheel deflector can be fastened to at least one of the front longitudinal support and the lateral structure.

[0025] In at least some embodiments, the vehicle body assembly may include a traction battery frame. The traction battery frame forms a housing for at least partially enclosing the traction battery used in the vehicle. The traction battery frame is located below the floor. The traction battery frame may extend laterally between side sills on opposite sides of the vehicle body. The traction battery frame may include opposing first and second side frame members. The first and second side frame members may extend longitudinally. The first and second side frame members may be fastened to side sills formed on corresponding sides of the vehicle body assembly. The traction battery frame may include a front frame member and a rear frame member. The front and rear frame members may extend laterally. The front frame member may be located behind the front firewall of the vehicle body assembly. The front frame member may be connected to the front firewall. The traction battery frame may include one or more corner frame members, for example, to connect the front frame member to the first and second side frame members.

[0026] The traction battery frame can be a single component, such as a casting. Alternatively, the traction battery frame can be an assembly comprising multiple parts and / or sub-assemblies fastened together.

[0027] The wheel deflector can be fastened (i.e., fixedly mounted) to the traction battery frame. In at least some embodiments, the wheel deflector can be fastened to one of the front frame member and / or the first side frame member and the second side frame member.

[0028] In a variant, the wheel deflector may be integrally formed with the traction battery frame. For example, the wheel deflector may be integrally formed with one of the front frame members or one of the first side frame members and the second side frame members. Alternatively, the wheel deflector may be integrally formed with one of the corner frame members.

[0029] The wheel deflector can take the form of a wheel deflector plate. The wheel deflector plate can extend substantially horizontally. For example, the wheel deflector plate can be positioned in a horizontal plane (XY plane).

[0030] Vehicle body assemblies typically include one or more wheel deflectors of the type described herein. The one or more wheel deflectors may include a first wheel deflector and a second wheel deflector. The first wheel deflector and the second wheel deflector are positioned on opposite sides of the vehicle body assembly. The vehicle body assembly is typically symmetrical about a central longitudinal plane (XZ plane). The positioning and / or orientation of the first wheel deflector and the second wheel deflector may be symmetrical about the central longitudinal plane (XZ plane). The vehicle body assembly typically includes two side sills positioned on opposite sides of the vehicle body assembly. Furthermore, the vehicle body assembly typically includes two front longitudinal supports positioned on opposite sides of the vehicle body assembly. Similarly, a transverse structure is replicated on opposite sides of the vehicle body assembly. At least in some embodiments, the positioning and orientation of the first wheel deflector and the second wheel deflector relative to the transverse structure are identical on each side of the vehicle body assembly. At least in some embodiments, the mounting arrangement of the first wheel deflector and the second wheel deflector relative to the transverse structure is identical on each side of the vehicle body assembly.

[0031] According to another aspect of the invention, a vehicle is provided that includes a vehicle body assembly as described herein.

[0032] According to another aspect of the present invention, a wheel deflector for mounting to a vehicle body assembly is provided, the wheel deflector comprising:

[0033] A wheel engagement section for engaging a wheel that has shifted rearward during a frontal impact;

[0034] The wheel joint section includes at least one of the following:

[0035] At least one pivoting section, the pivoting section being profiled to cause pivoting motion of the wheel during a frontal impact; and

[0036] Leading edge, which is oriented at an angle relative to the longitudinal axis of the vehicle body assembly during use.

[0037] Within the scope of this application, it is expressly intended that various aspects, embodiments, examples, and alternatives set forth in the preceding paragraphs, claims, and / or the following description and drawings may be adopted independently or in any combination, and in particular, the various features of various aspects, embodiments, examples, and alternatives. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or combination unless such features are incompatible. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including the right to modify any originally filed claim to be dependent on any other claim and / or incorporate any feature of any other claim, although not initially claimed in this manner. Attached Figure Description

[0038] One or more embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which:

[0039] Figure 1 A schematic representation of a road vehicle with a front wheel deflector according to an embodiment of the present invention is shown;

[0040] Figure 2 It shows Figure 1 The plan view of the vehicle shown is incorporated with a front wheel deflector according to an embodiment of the present invention.

[0041] Figure 3 It shows Figure 1 and Figure 2 The side view of the vehicle shown illustrates the vertical height of the front wheel deflector;

[0042] Figure 4 A plan view of the lower side of the first front wheel deflector in a front wheel deflector according to an embodiment of the present invention is shown;

[0043] Figure 5 It shows Figure 4 An enlarged view of the first front wheel deflector shown in the diagram;

[0044] Figures 6A to 6E These are a series of images illustrating the operation of a front wheel deflector according to an embodiment of the present invention, which deflects the first wheel during a collision.

[0045] Figure 7A The illustration shows the trajectory of the vehicle's front wheels during a collision involving partial frontal overlap.

[0046] Figure 7B The diagram illustrates the wheel deflector in... Figure 7AThe operation described in the collision establishes a load path for transferring the collision load from the front wheels to the vehicle structure.

[0047] Figure 8A A plan view of a front wheel deflector according to another embodiment of the present invention is shown;

[0048] Figure 8B It shows Figure 8A A perspective view of the front wheel deflector shown in the image;

[0049] Figure 8C The front wheel deflector is shown. Figure 8B The side view shown in direction A; and

[0050] Figures 9A to 9D It is a series of images illustrating the displacement of the first front wheel during a collision in a vehicle without a front wheel deflector. Detailed Implementation

[0051] This document describes a vehicle 1, including a vehicle body assembly 3, according to an embodiment of the present invention, with reference to the accompanying drawings. Vehicle 1 is a road vehicle. Figure 1 , Figure 2 and Figure 3 As shown, the vehicle 1 in this embodiment is an automobile. Vehicle 1 includes a first front wheel W1 and a second front wheel W2; and a first rear wheel W3 and a second rear wheel W4. The front wheels and rear wheels W1 to W4 have a conventional construction and include corresponding wheel hubs H1 to H4 and tires T1 to T4.

[0052] like Figure 1 As shown herein, a reference frame including a longitudinal axis X, a lateral axis Y, and a vertical axis Z is used to describe vehicle 1. The longitudinal, lateral, and vertical directions mentioned herein refer to directions along or parallel to the corresponding axes of the reference frame. Vehicle 1 includes a longitudinal centerline CL. The terms inner and outer are used herein to define the relative position of a component or feature to the longitudinal centerline CL in the lateral direction. Vehicle body assembly 3 is symmetrical about the longitudinal vertical plane XZ formed along the longitudinal centerline CL. The left and right sides of vehicle body assembly 3 mentioned herein refer to the sides of vehicle 1 when viewed from the rear and forward.

[0053] Vehicle body assembly 3 includes vehicle body 5. Vehicle body 5 is also referred to as the body-in-white (BIW) of vehicle 1. In this embodiment, vehicle body 5 includes multiple panels (not shown), which are fastened to each other, for example, by welding, joining, or mechanical fasteners such as bolts or rivets. The panels may be made of metal, such as aluminum or steel. Alternatively or additionally, vehicle body 5 may include panels made of composite materials, such as carbon fiber. In variations, vehicle body 5 may be a composite structure. Vehicle body 5 forms an occupant compartment 7 for the occupants of vehicle 1. Vehicle body 5 includes a floor section 9 and a front body structure 11. As described herein, floor section 9 houses a traction battery 10 (in... Figure 2 (Illustrated schematically). The front body structure 11 can form a front compartment 13 located at the front of the vehicle 1. The front compartment 13 can be referred to as a front storage compartment, front trunk, front luggage compartment, etc. In this embodiment, the front compartment 13 is a motor compartment for an electric drive unit EDU1. In use, the electric drive unit EDU1 is powered by a traction battery 10. Alternatively or additionally, the front compartment 13 can be an engine compartment for an internal combustion engine. The vehicle body 5 includes a front firewall 14 that extends laterally between the passenger compartment 7 and the front compartment 13. The front body structure 11 may include one or more compression tanks for absorbing impact forces; and / or lateral members for supporting the front bumper (not shown).

[0054] The vehicle body 5 includes a first side sill 15-1 and a second side sill 15-2 extending longitudinally. The first side sill 15-1 and the second side sill 15-2 extend along opposite sides of the floor section 9 of the vehicle body 5 between the front wheels W1, W2 and the rear wheels W3, W4. The first side sill 15-1 is located on the left-hand side of the vehicle body 5; and the second side sill 15-2 is located on the right-hand side of the vehicle body 5. The first side sill 15-1 has a first front end portion 17A located near the first front wheel W1 of the vehicle 1; and a second rear end portion (not shown) located near the first rear wheel W3. The second side sill 15-2 has a first front end portion 17B located near the second front wheel W2 of the vehicle 1; and a second rear end portion (not shown) located near the second rear wheel W4.

[0055] like Figure 2As shown, the vehicle body 5 includes a first front longitudinal support 19-1 and a second front longitudinal support 19-2. The first front longitudinal support 19-1 and the second front longitudinal support 19-2 extend forward from the front firewall 14. The first front longitudinal support 19-1 and the second front longitudinal support 19-2 are structural members supporting the front body structure 11 of the vehicle body 5. The first front longitudinal support 19-1 and the second front longitudinal support 19-2 are in the form of a first front longitudinal beam and a second front longitudinal beam. In this embodiment, the first front longitudinal support 19-1 and the second front longitudinal support 19-2 each include a transverse section with a box-shaped cross-section. The first front longitudinal support 19-1 is located on the left-hand side of the vehicle body 5; and the second front longitudinal support 19-2 is located on the right-hand side of the vehicle body 5.

[0056] The vehicle body 5 includes a first wheel arch assembly 21-1 for a first front wheel W1 of the vehicle 1. The first wheel arch assembly 21-1 is located on the left-hand side of the vehicle body 5. The first wheel arch assembly 21-1 is positioned on the outer side along a first front longitudinal support 19-1. An inner section of the first wheel arch assembly 21-1 is fastened to the first front longitudinal support 19-1. The first wheel arch assembly 21-1 is located at the front of a first side sill 15-1 on the left-hand side of the vehicle 1. In this embodiment, the first wheel arch assembly 21-1 is fastened to the front of the first side sill 15-1. The first front wheel W1 of the vehicle 1 is housed in the first wheel arch assembly 21-1. The first front wheel W1 is rotatable about a first central axis of rotation R1. The first front wheel W1 is supported by a first suspension assembly 25-1. In this embodiment, the first suspension assembly 25-1 is a tension-link suspension. It will be understood that the invention can be used in conjunction with other types of suspension, such as a compression-link suspension. Figure 3 As illustrated, the first central axis of rotation R1 of the first front wheel W1 is positioned at a first height H1 above the ground level under normal operating conditions (e.g., under a load less than or equal to the rated load capacity).

[0057] The vehicle body 5 includes a first lateral structure 31-1 connecting a first front longitudinal support 19-1 to a first side sill 15-1. The first lateral structure 31-1 is a structural assembly extending laterally from the first front longitudinal support 19-1 to the first side sill 15-1. In a variant, the first lateral structure 31-1 may be integrally formed with the first front longitudinal support 19-1 and the first side sill 15-1. The first lateral structure 31-1, the first front longitudinal support 19-1, and the first side sill 15-1 may, for example, include or be composed of a first beam. The first lateral structure 31-1 is connected to a first front end portion 17A of the first side sill 15-1. The first lateral structure 31-1 may be in the form of a torque box. The first lateral structure 31-1 is configured to transmit force from the first front longitudinal support 19-1 to the remainder of the vehicle body 5 in the event of a frontal impact. More specifically, the first lateral structure 31-1 operates to transmit impact force from the first front longitudinal support 19-1 to the first side sill 15-1. The first lateral structure 31-1 forms part of the main load path for impact forces. The first lateral structure 31-1 may include or be composed of a single component, which may be, for example, cast or machined. Alternatively, the first lateral structure 31-1 may be a sub-assembly comprising multiple components. The first lateral structure 31-1 is located at the rear of the first wheel arch assembly 21-1. The first lateral structure 31-1 includes a forward-facing first front surface 33-1. The first front surface 33-1 forms the rear portion of the first wheel arch assembly 21-1. The first front surface 33-1 may be oriented at an angle, for example, 60°, relative to the longitudinal axis X of the vehicle 1. In this embodiment, the first front surface 33-1 is planar and oriented at an angle of approximately 60° relative to the longitudinal vertical plane XZ.

[0058] The vehicle body 5 includes a second wheel arch assembly 21-2 for the second front wheel W2 of the vehicle 1. The second wheel arch assembly 21-2 is located on the left side of the vehicle body 5. The second wheel arch assembly 21-2 is located on the outer side next to the second front longitudinal support 19-2. The inner portion of the second wheel arch assembly 21-2 is fastened to the second front longitudinal support 19-2. The second wheel arch assembly 21-2 is located on the right side of the vehicle 1 at the front of the second side sill 15-2. In this embodiment, the second wheel arch assembly 21-2 is fastened to the front of the second side sill 15-2. The second front wheel W2 of the vehicle 1 is housed in the second wheel arch assembly 21-2. The second front wheel W2 is rotatable about a second central axis of rotation (not shown). The second front wheel W2 is supported by a second suspension assembly 25-2. In this embodiment, the second suspension assembly 25-2 is a tension link suspension. It will be understood that the present invention can be used in conjunction with other types of suspension, such as a pressure link suspension. Under normal operating conditions (e.g., under loads less than or equal to the rated load capacity), the second central axis of rotation of the second front wheel W2 is set at the same height H1 as the first central axis of rotation R1.

[0059] The vehicle body 5 includes a second lateral structure 31-2 connecting a second front longitudinal support 19-2 to a second side sill 15-2. The second lateral structure 31-2 is a structural assembly extending laterally from the second front longitudinal support 19-2 to the second side sill 15-2. In a variant, the second lateral structure 31-2 may be integrally formed with the second front longitudinal support 19-2 and the second side sill 15-2. The second lateral structure 31-2, the second front longitudinal support 19-2, and the second side sill 15-2 may, for example, include or be composed of a second beam. The second lateral structure 31-2 is connected to a first front end portion 17B of the second side sill 15-2. The second lateral structure 31-2 may be in the form of a torque box. The second lateral structure 31-2 is configured to transmit force from the second front longitudinal support 19-2 to the second side sill 15-2. More specifically, the second lateral structure 31-2 operates to transmit impact force from the second front longitudinal support 19-2 to the second side sill 15-2 in the event of a frontal impact. The second lateral structure 31-2 forms part of the main load path for impact forces. The second lateral structure 31-2 may include or be composed of a single component, which may be, for example, cast or machined. Alternatively, the second lateral structure 31-2 may be a sub-assembly comprising multiple components. The second lateral structure 31-2 is disposed at the rear of the second wheel arch assembly 21-1. The second lateral structure 31-2 includes a forward-facing second front surface 33-2. The second front surface 33-2 forms the rear portion of the second wheel arch assembly 21-2. The second front surface 33-2 may be oriented at an angle, for example, 60°, relative to the longitudinal axis X of the vehicle 1. In this embodiment, the second front surface 33-2 is planar and oriented at an angle of approximately 60° relative to the longitudinal vertical plane XZ.

[0060] like Figure 2As schematically shown, the vehicle body assembly 3 includes a traction battery frame 35 for the traction battery 10. The traction battery frame 35 extends around the periphery of the traction battery 10. The traction battery frame 35 is disposed in the floor section 9 of the vehicle body assembly 3 below the passenger compartment 7. The traction battery frame 35 is a structural assembly configured to protect the traction battery 10. An upper closing panel and a lower closing panel (not shown) are mounted to the traction battery frame 35 to enclose the traction battery 10. The traction battery frame 35 includes a first side frame member 37-1 and a second side frame member 37-2, a front frame member 39, and a rear frame member 41. The first side frame member 37-1 and the second side frame member 37-2 are disposed inside the first side sill 15-1 and the second side sill 15-2 on the left and right sides of the vehicle body assembly 3. The front frame member 39 extends laterally behind the front firewall 14. The front frame member 39 is connected to the first side frame member 37-1 and the second side frame member 37-2 via a first front bracket 43-1 and a second front bracket (not shown) respectively disposed on the left and right sides. The first front bracket 43-1 and the second front bracket are fastened to the first side frame member 37-1 and the second side frame member 37-2, for example, using mechanical fasteners (not shown). The first front bracket 43-1 and the second front bracket are formed of metal, such as aluminum. In this embodiment, the first front bracket 43-1 and the second front bracket are cast and machined components.

[0061] In the event of a frontal impact, one or both of the first front wheel W1 and the second front wheel W2 may shift rearward relative to the vehicle body assembly 3. The frontal impact may be a partial (small) frontal overlap impact, wherein the impact occurs outside the first front longitudinal support 19-1 and the second front longitudinal support 19-2 of the vehicle 1. The impact force may be transmitted to the first front wheel W1 or the second front wheel W2 on the affected side of the vehicle 1. Figure 2 As schematically shown, the vehicle body assembly 3 includes a first wheel deflector 51-1 and a second wheel deflector 51-2 for controlling the movement of the first front wheel W1 and the second front wheel W2 in the event of a collision. The first wheel deflector 51-1 and the second wheel deflector 51-2 are respectively located on the left and right sides of the vehicle body 5. The first wheel deflector 51-1 and the second wheel deflector 51-2 are configured to control the movement of the first front wheel W1 and the second front wheel W2 relative to the vehicle body 5 during a collision. As described herein, the first wheel deflector 51-1 and the second wheel deflector 51-2 are fixedly mounted to the vehicle body 5. In the event of a frontal impact, the first wheel deflector 51-1 and the second wheel deflector 51-2 can help control the transmission of the impact force.

[0062] The first wheel deflector 51-1 and the second wheel deflector 51-2 have similar configurations but are mirror images of each other (i.e., mirror symmetrical). The first wheel deflector 51-1 and the second wheel deflector 51-2 have similar mounting arrangements on the left and right sides of the vehicle body 5, respectively. For the sake of brevity, this document will specifically refer to... Figure 4 and Figure 5 The first wheel deflector 51-1 and its mounting configuration on the left side of the vehicle body 5 are described. It will be understood that the second wheel deflector 51-2 has a similar configuration and a similar mounting configuration on the right side of the vehicle body 5.

[0063] A first wheel deflector 51-1 is disposed between the first front longitudinal support 19-1 and the first side sill 15-1. The first wheel deflector 51-1 is located outside the first front longitudinal support 19-1 and at least partially overlaps with the first lateral structure 31-1. The first wheel deflector 51-1 is located inside the first side sill 15-1. In this embodiment, at least a portion of the first wheel deflector 51-1 is disposed at the front of the first front end portion 17A of the first side sill 15-1. In this embodiment, the first wheel deflector 51-1 is in the form of a plate member. The first wheel deflector 51-1 is fixedly mounted to the vehicle body assembly 3. The first wheel deflector 51-1 is mounted at a vertical height H2, which is less than or equal to the height H1 of the first central axis of rotation R1 of the first front wheel W1. Multiple mechanical fasteners are used to secure the first wheel deflector 51-1 to the vehicle body assembly 3. Figure 4 As shown, the first wheel deflector 51-1 is fastened to each of the following: a first front longitudinal support 19-1, a first lateral structure 31-1, and a traction battery frame 35. In this embodiment, the first wheel deflector 51-1 is fastened to a first front bracket 43-1 of the traction battery frame 35, but other mounting positions are contemplated. The first front bracket 43-1 includes a first mounting flange 55-1 for mounting the first wheel deflector 51-1. The first wheel deflector 51-1 and the first front bracket 43-1 have mating surfaces configured to engage with each other when the first wheel deflector 51-1 is displaced in a rearward direction. In a variation, the first wheel deflector 51-1 may be integrally formed with the first front bracket 43-1, for example, as a casting or machined component with an integral structure.

[0064] The first wheel deflector 51-1 includes a wheel engagement segment 53-1 for engaging the first front wheel W1. During normal use, the first wheel deflector 51-1 is spaced apart from the first front wheel W1. The first wheel deflector 51-1 does not impact the first front wheel W1 or restrict the rotation or steering of the first front wheel W1. As described herein, the first front wheel W1 can be displaced rearward relative to the vehicle body assembly 3 during a frontal impact. This rearward displacement allows the first front wheel W1 to engage the wheel engagement segment 53-1 of the first wheel deflector 51-1. The wheel engagement segment 53-1 is configured to control the movement of the first front wheel W1 during a frontal impact. The wheel engagement segment 53-1 includes a leading edge 57-1 of the first wheel deflector 51-1. The leading edge 57-1 is located at the front of the first wheel deflector 51-1. At least an inclined segment 57-1A of the leading edge 57-1 is oriented at a first angle θ1 relative to the longitudinal axis X. In this embodiment, the leading edge 57-1 includes or is composed of an inclined segment 57-1A, which is oriented at an inclined angle relative to the longitudinal axis X. In this embodiment, the inclined segment 57-1A is oriented at a first angle θ1 of approximately 60° relative to the longitudinal axis X. The first angle θ1 may be less than or greater than 60°. The inclined segment 57-1A protrudes in front of the adjacent segment of the first front face 33-1 of the first transverse structure 31-1. Therefore, the inclined segment 57-1A protrudes to the front of the proximal segment of the first transverse structure 31-1.

[0065] The wheel engagement section 53-1 includes at least one pivoting section for inducing pivoting movement of the first front wheel W1. In this embodiment, the wheel engagement section 53-1 includes a first pivoting section 60-1 and a second pivoting section 59-1. The first pivoting section 60-1 is located inside the second pivoting section 59-1 (i.e., closer to the centerline of the vehicle). The first pivoting section 60-1 is referred to herein as the inner pivoting section 60-1; and the second pivoting section 59-1 is referred to herein as the outer pivoting section 59-1. Figure 5 As shown, the wheel engagement section 53-1 includes a transverse section 57-1B disposed inside the inclined section 57-1A. The transverse section 57-1B extends substantially perpendicular to the longitudinal axis X of the vehicle body assembly 3. In a variant, the transverse section 57-1B may extend at an inclined angle.

[0066] The inner pivot segment 60-1 includes an inner corner 62-1 formed at the junction of the transverse segment 57-1B and the inclined segment 57-1A. The inner corner 62-1 is, for example, a rounded corner with a radius greater than 5 mm or 10 mm. The inner corner 62-1 has an included angle θ3 of approximately 135° (defined between the inclined segment 57-1A and the transverse segment 57-1B). For example, the third included angle θ3 can be in the range of 100° to 160°.

[0067] The outer pivot section 59-1 is located on the outer side of the first front longitudinal support 19-1 and on the inner side of the inner wall of the first side sill 15-1. Furthermore, as... Figure 4 As shown, the outer pivot section 59-1 is located in front of the first front end portion 17A of the first side sill 15-1. The outer pivot section 59-1 includes a first corner 61-1 formed in the outer position. In this embodiment, the first corner 61-1 is formed at the outer end of the wheel engagement section 53-1. The first corner 61-1 is formed at the junction of the inclined section 57-1A and the first return section 63-1. The first corner 61-1 is, for example, a rounded corner with a radius greater than or equal to 5 mm or 10 mm. The first corner 61-1 has an included angle θ2 of approximately 90° (defined between the inclined section 57-1A and the first return section 63-1). The included angle θ2 may be less than 90° or may be greater than 90°. For example, the included angle θ2 may be in the range of 60° to 120°.

[0068] During a collision, the wheel engagement section 53-1 of the first wheel deflector 51-1 is configured to engage the first front wheel W1 as it shifts rearward. The wheel engagement section 53-1 is configured to deflect the wheel away from the first lateral structure 31-1, for example, by deflecting the first front wheel W1 outward toward or past the first side sill 15-1. This can reduce or prevent the first front wheel W1 from penetrating into the first lateral structure 31-1. This can help reduce or prevent the first front wheel W1 from impacting the traction battery frame 35, thereby avoiding or reducing damage to the traction battery 10.

[0069] Alternatively or additionally, the first wheel deflector 51-1 may facilitate the pivoting motion of the first front wheel W1 during a collision. Specifically, the first wheel deflector 51-1 may facilitate the pivoting motion of the first front wheel W1 about a vertical axis. The motion of the first front wheel W1 during a partially overlapping frontal impact... Figures 6A to 6E as well as Figure 7A and Figure 7B The diagram is shown in the image. As described in this article, the first front wheel W1 includes a first hub H1 and a first tire T1 (for clarity, ...). Figures 6A to 6EThe first tire T1 is omitted in the text. The frontal impact in this scenario involves a collision with a stationary object O, such as a barrier. Object O is offset relative to the longitudinal centerline of vehicle 1, and the collision includes partial frontal overlap. Object O is located outside the first front longitudinal support 19-1. The initial phase of the frontal impact occurs in… Figure 6A The diagram shows an object O positioned in front of the first front wheel W1, offset relative to the first front longitudinal support 19-1. As the vehicle 1 moves forward, object O contacts the first front wheel W1, as shown in the diagram. Figure 6B As shown in the diagram. The impact causes the first front wheel W1 to shift rearward relative to the vehicle body assembly 3. The movement of the first front wheel W1 includes a rotational component, as the first front wheel W1 pivots about the vertical axis Z, thereby shifting the rear portion of the first front wheel W1 inward toward the first lateral structure 31-1. The first front wheel W1 shifts to contact the first wheel deflector 51-1, as shown in the diagram. Figure 6C As shown in the diagram, the first front wheel W1 engages with the wheel engagement section 53-1 of the first wheel deflector 51-1. The first wheel deflector 51-1 can resist or prevent the first front wheel W1 from impacting the first lateral structure 31-1. Furthermore, at least one of the inner pivot section 60-1 and the outer pivot section 59-1 of the first wheel deflector 51-1 can serve as a pivot center about which the first front wheel W1 rotates. Depending on the trajectory, the first front wheel W1 can engage the first wheel deflector 51-1 and initially rotate about the inner pivot section 60-1. Continuous forward movement of the vehicle 1 can cause the first front wheel W1 to rotate about the outer pivot section 59-1. Figure 6D As shown, the outer surface of the first front wheel W1 can engage the first front end portion 17A of the first side sill 15-1, thereby facilitating the continuous rotation of the first front wheel W1. Figure 6D and Figure 6E As shown, the continuous pivoting motion of the first front wheel W1 may cause the first front wheel W1 to be ejected from the first wheel arch to one side of the vehicle 1. Therefore, the first wheel deflector 51-1 can reduce or prevent the first front wheel W1 from impacting the traction battery 10. By controlling the movement of the first front wheel W1, the first wheel deflector 51-1 can also help dissipate energy from a frontal impact.

[0070] Figure 7A A schematic representation of the trajectory WT1 of the first front wheel W1 during a collision including a frontal impact is shown. The frontal impact is a partially frontal overlapping impact, wherein the object O is located outside the first front longitudinal support 19-1. The trajectory WT1 represents the initial phase of the collision (e.g., when the first front wheel W1 is displaced rearward toward the first wheel deflector 51-1). Figures 6A to 6C The path followed during the process (as shown in the diagram). Figure 7BA schematic representation of the load path for transferring impact (collision) force from the first front wheel W1 to the traction battery frame 35 is shown. In the illustrated example, the first front wheel W1 contacts the inclined segment 57-1A of the leading edge 57-1 of the first wheel deflector 51-1. First arrow A1 illustrates the contact point of the first front wheel W1 on the first wheel deflector 51-1. In this example, the first wheel deflector 51-1 is rearwardly displaced and contacts the traction battery frame 35. Thus, at least some of the impact load is transferred to the traction battery frame 35. Second arrow A2 and third arrow A3 indicate the contact point between the first wheel deflector 51-1 and the traction battery frame 35.

[0071] It will be understood that the second wheel deflector 51-2 will function in an equivalent manner to deflect the second front wheel W2 in the event of a frontal impact on the right side of vehicle 1.

[0072] The first front wheel W1 has been described as engaging the first wheel deflector 51-1. It will be understood that the first tire T1 and / or the first hub H1 of the first front wheel W1 can engage the first wheel deflector 51-1.

[0073] According to another embodiment of the present invention, the wheel deflector 51 is in Figure 8A , Figure 8B and Figure 8C As shown in the figure. Wheel deflector 51 is a second wheel deflector 51-2 for positioning on the right side of vehicle 1. A first wheel deflector 51-1 with a similar configuration but mirror-symmetric about the longitudinal axis X will be configured for positioning on the left side of vehicle 1. The second wheel deflector 51-2 is a variation of the embodiment described above. For brevity, the description herein focuses on the differences from the embodiments described above. Similar reference numerals are used for similar parts.

[0074] The second wheel deflector 51-2 has a one-piece (integral) construction, for example, as a single component. The second wheel deflector 51-2 can be, for example, made by metal casting or machining. Other manufacturing techniques and / or materials can be used to form the second wheel deflector 51-2. For illustrative purposes only, Figure 8A , Figure 8B and Figure 8C This includes the approximate dimensions and angles of the second wheel deflector 51-2. For example, the second wheel deflector 51-2 has a width of approximately 190 mm in the lateral direction Y and a length of approximately 130 mm in the longitudinal direction X. It will be understood that the wheel deflector 51 according to the invention is not limited to the indicated dimensions and angles.

[0075] The second wheel deflector 51-2 includes a wheel engagement segment 53-2 for engaging the front wheel W2. The wheel engagement segment 53-2 is formed along the front edge (leading edge) of the second wheel deflector 51-2. During normal use, the second wheel deflector 51-2 is spaced apart from the front wheel W2. The second wheel deflector 51-2 does not impact the front wheel W2 or restrict the rotation or steering of the front wheel W2. As described herein, the front wheel W2 can be displaced rearward relative to the vehicle body assembly 3 during a frontal impact. This rearward displacement allows the front wheel W2 to engage the wheel engagement segment 53-2 of the second wheel deflector 51-2. The wheel engagement segment 53-2 is configured to control the movement of the front wheel W2 during a frontal impact. The wheel engagement segment 53-2 includes a leading edge 57-2 of the second wheel deflector 51-2. The leading edge 57-2 is located at the front of the second wheel deflector 51-2. At least a first inclined segment 57-2A of the leading edge 57-2 is oriented at a first angle θ1 relative to the longitudinal axis X. In this embodiment, the leading edge 57-2 includes or is composed of a first inclined segment 57-2A, which is oriented at an inclined angle relative to the longitudinal axis X. In this embodiment, the first inclined segment 57-2A is oriented at a first angle θ1 of approximately 52° relative to the longitudinal axis X. The first angle θ1 can be less than or greater than 52°. The first angle θ1 can be, for example, in the range of 40° to 80°. The first inclined segment 57-2A protrudes in front of the adjacent segment of the front face 33-2 of the transverse structure 31-2. The front face 33-2 is in Figure 8A The dashed line in the middle illustrates the relative positioning of the second wheel deflector 51-2.

[0076] The wheel engagement section 53-2 includes at least one pivoting section for inducing pivoting movement of the front wheel W2. In this embodiment, the wheel engagement section 53-2 includes a first pivoting section 60-2 and a second pivoting section 59-2. The first pivoting section 60-2 is disposed inside the second pivoting section 59-2 (i.e., closer to the centerline of the vehicle). The first pivoting section 60-2 is referred to herein as the inner pivoting section 60-2; and the second pivoting section 59-2 is referred to herein as the outer pivoting section 59-2. Figure 8A As shown, the wheel engagement section 53-2 includes a lateral section 57-2B disposed inside the inclined section 57-2A. The lateral section 57-2B extends substantially perpendicular to the longitudinal axis X. In a variant, the lateral section 57-2B may project forward toward the front of the vehicle, for example, at an angle greater than 90° relative to the longitudinal axis X.

[0077] The inner pivot segment 60-2 includes an inner corner 62-2 formed at the junction of the transverse segment 57-2B and the inclined segment 57-2A. The inner corner 62-2 is, for example, a rounded corner with a radius greater than 5 mm or 10 mm. The inner corner 62-2 has an included angle θ3 of approximately 141° (defined between the first inclined segment 57-2A and the transverse segment 57-2B). A third included angle θ3 may be less than or greater than 141°. The third included angle θ3 may be in the range of 100° to 160°. In this embodiment, the inner pivot segment 60-2 has a thickness of approximately 26 mm (along the vertical axis Z).

[0078] The outer pivot section 59-2 is disposed on the outer side of the front longitudinal support 19-2 and the inner side of the inner wall of the side sill 15-2. The outer pivot section 59-2 includes a first corner 61-2 formed in the outer position. In this embodiment, the first corner 61-2 is formed at the outer end of the wheel joint section 53-2. The first corner 61-2 is formed at the joint of the first inclined section 57-2A and the first return section 63-2. The first corner 61-2 is, for example, a rounded corner with a radius greater than 5 mm or 10 mm. The first corner 61-2 has an included angle θ2 of approximately 97° (defined between the first inclined section 57-2A and the first return section 63-2). The included angle θ2 can be less than or greater than 97°. For example, the included angle θ2 can be in the range of 60° to 120°. In this embodiment, the outer pivot section 59-2 has a thickness of approximately 26 mm (along the vertical axis Z).

[0079] A mounting lug 73 is provided for mounting the second wheel deflector 51-2. The mounting lug 73 is aligned with the inner pivot section 60-2 in the longitudinal direction (parallel to the longitudinal axis X). This arrangement helps to strengthen the second wheel deflector 51-2, for example, to transfer the collision load applied to the inner pivot section 60-2 to the vehicle structure. The mounting lug 73 has an increased thickness (compared to the inner pivot section 60-2 and the outer pivot section 59-2). In this embodiment, the mounting lug 73 has a thickness of 70 mm (along the vertical axis Z).

[0080] like Figure 8B and Figure 8CAs most clearly shown, the second wheel deflector 51-2 includes a protrusion 71. The protrusion 71 and mounting lug 73 are offset from each other along the longitudinal axis X. In this embodiment, the protrusion 71 is integrally formed with the mounting lug 73. The protrusion 71 may help reinforce the mounting lug 73. The protrusion 71 and adjacent vehicle structures may have complementary profiles. The protrusion 71 can provide an additional load path for transmitting collision loads. The protrusion 71 includes a rear face 75, which, in use, is oriented toward the rear of the vehicle 1. The rear face 75 is spaced apart from corresponding features (not shown) of vehicle structures, such as the traction battery frame 35. The rear face 75 is oriented at an acute angle relative to the longitudinal axis X. Alternatively or additionally, the rear face 75 may be oriented at an angle relative to the horizontal (XY) plane. In this embodiment, the rear face 75 is configured to face downward toward the rear of the vehicle 1 when the second wheel deflector 51-2 is mounted. In this embodiment, the rear face 75 extends at an angle of approximately 35.5° relative to the longitudinal axis X, but may extend at a larger or smaller angle. The rear face 75 is oriented at an angle of approximately 96° relative to the horizontal (XY) plane, but may extend at a larger or smaller angle.

[0081] It will be understood that the first wheel deflector 51-1 will function in an equivalent manner to deflect the first front wheel W1 in the event of a frontal impact on the right side of the vehicle 1.

[0082] It will be understood that various changes and modifications can be made to the invention without departing from the scope of this application.

[0083] In each of the above embodiments, the wheel deflectors 51-1, 51-2 include a second pivot segment 59-1, 59-2 in the form of an outer pivot segment 59-1, 59-2 and an inner pivot segment 60-1, 60-2, and a first pivot segment 60-1, 60-2. It will be understood that one of the first pivot segment 60-1, 60-2 and the second pivot segment 59-1, 59-2 may be omitted. For example, wheel deflector 51-2, or each wheel deflector 51-2, may include an outer pivot segment 59-1, 59-2 or an inner pivot segment 60-1, 60-2.

Claims

1. A vehicle body assembly for a vehicle, the vehicle body assembly comprising: Front longitudinal support; Side sill; A transverse structure that connects the front longitudinal support to the side sill. as well as A wheel deflector is disposed between the front longitudinal support and the side sill; the wheel deflector is fixedly mounted to the vehicle body assembly and has a wheel engagement section for engaging a wheel that has shifted rearward during a frontal impact.

2. The vehicle body assembly according to claim 1, wherein, The wheel joint section includes at least one pivoting section profiled to cause pivoting motion of the wheel during the frontal impact, the at least one pivoting section being disposed between the front longitudinal support and the side sill.

3. The vehicle body assembly according to claim 2, wherein, The at least one pivoting section includes a corner formed at the end of the wheel joint section, wherein the corner includes an angle in the range of 60 degrees to 120 degrees.

4. The vehicle body assembly according to claim 2 or 3, wherein, The pivot section is located in front of the front part of the side sill.

5. The vehicle body assembly according to any one of the preceding claims, wherein, The wheel joint section includes the leading edge of the wheel deflector, the leading edge being oriented at an inclined angle.

6. The vehicle body assembly according to any one of the preceding claims, wherein, The lateral structure includes a front face, and the wheel joint section protrudes forward of an adjacent area of ​​the front face.

7. The vehicle body assembly according to any one of the preceding claims, wherein, The lateral structure is connected to the first end of the side sill; the wheel engagement section of the wheel deflector is disposed at the front of the first end of the side sill.

8. The vehicle body assembly according to any one of the preceding claims, wherein, The wheel deflector is located inside the side sill.

9. The vehicle body assembly according to any one of the preceding claims, wherein, The wheel deflector is positioned at a vertical height less than or equal to the height of the wheel's central axis.

10. The vehicle body assembly according to any one of the preceding claims, wherein, The wheel deflector is fastened to at least one of the front longitudinal support and the lateral structure.

11. The vehicle body assembly according to any one of the preceding claims, comprising a traction battery frame, wherein, The wheel deflector is fastened to the traction battery frame, or the wheel deflector is integrally formed with the traction battery frame.

12. The vehicle body assembly according to any one of the preceding claims, wherein, The wheel deflector is in the form of a wheel deflector plate.

13. The vehicle body assembly according to any one of the preceding claims, wherein, The wheel deflector extends horizontally.

14. A vehicle comprising a vehicle body assembly according to any one of the preceding claims.

15. A wheel deflector for mounting to a vehicle body assembly, the wheel deflector comprising: A wheel engagement section for engaging a wheel that has shifted rearward during a frontal impact; The wheel joint section includes at least one of the following: At least one pivoting section, the pivoting section being profiled to cause pivoting motion of the wheel during the frontal impact; and Leading edge, which is oriented at an angle relative to the longitudinal axis X of the vehicle body assembly during use.

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