Energy-absorbing system to stabilize the side wall of a vehicle against lateral deformation

Abstract

Body structure (22) for a vehicle (10), the body structure (22) comprising: a floor panel (26); a sill (46) extending longitudinally; a central support (32) spaced laterally from the sill (46); a side bar (50) extending longitudinally along a bar axis (56) between a pair of ends (58); wherein the side bar (50) is operatively arranged between the central support (32) and the sill (46) such that the ends (58) of the side bar (50) are arranged in a mutually facing relationship with the central support (32) and the sill (46); a seat frame rail (40) extending transversely and spaced apart from the side bar (50); a spacer (52) operatively arranged between the side bar (50) and the seat frame rail (50); characterized in that the seat frame rail (40) is supported on the base plate (26) via several support elements (42);and that the spacer (52) is attached either to the seat frame rail (40), with a gap between the spacer (52) and the side bar (50), or to the side bar (50), with a gap (62) between the spacer (52) and the seat frame rail (40), so that the side bar (50) can move in the direction of the seat frame rail (40) when compressed between the center support (32) and the sill (46) in response to an axial load acting on one of the center supports (32) and the sill (46) along the bar axis (56); and wherein the spacer (52) can counteract the side bar (50) and the seat frame rail (40) to transfer loads between the two, thus preventing the side bar (50) from moving through the seat frame rail (40).

Description

TECHNICAL FIELDThe present disclosure relates to a body structure for an energy absorbing system vehicle that can oppose a seat frame rail to stabilize against deformation. In particular, the invention relates to a body structure according to the preamble of claim 1, as it has become substantially known from U.S. Pat. No. 8,167,360 B2.BACKGROUNDA vehicle may include a body structure extending between front and rear ends. The body structure defines a passenger compartment, a plurality of cross-members are disposed within the passenger compartment and extend laterally between the opposing sides of the body structure. The cross members extend a length between the opposite ends. Each end is connected to the body structure in a spaced relationship to each other. One side of the body structure may be exposed to an external force. In some embodiments, the external force along its length may be applied to one or more cross members in a lateral direction, such as compressive stress. When the cross member is loaded, the cross member deforms.The object of the invention is to specify a body structure for a vehicle which protects the occupants from lateral crash loads.SUMMARYThis object is achieved with a body structure having the features of claim 1.In another aspect of the disclosure, a vehicle includes a body structure extending longitudinally between a front end and a rear end. The body structure includes a central portion disposed between the front end and the rear end. The body structure includes a first rocker, a second rocker, a center beam, a pair of seat frame rails, a pair of side rods, and a pair of spacers. The first rocker and the second rocker both extend longitudinally in spaced relationship to each other. The central carrier is arranged laterally between the first sill and the second sill. Each pair of side bars extends longitudinally, along a respective axis of the bar, between a pair of ends. Each pair of side bars is operatively disposed between the center beam and the first rocker or the second rocker such that each end of each pair of side bars is disposed in facing relationship with the center beam and the corresponding rocker. The seat frame rails each extend transversely and in spaced relationship to a respective one of the side bars. Each side rail may translate toward the seat frame rail when compressed between the center beam and the corresponding rocker in response to an axial load acting on one of the center beams and the corresponding rocker along the corresponding rod axis. The spacers are operatively disposed between each of the side bars and a seat frame rail. Each spacer may counteract the corresponding side bar and the corresponding seat frame rail to transfer loads therebetween, such that displacement of the corresponding side bars from the corresponding seat frame rail is prevented.The above features and advantages, as well as other features and advantages of the present teachings, will become apparent from the following detailed description of the best mode contemplated for carrying out the present claims when taken in connection with the accompanying drawings.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is a schematic plan view of a vehicle having a body structure that includes a plurality of energy absorbing systems. FIG. 2 is a schematic rear perspective view of a center portion of the body structure including a floor panel having a pair of seats supported by a pair of seat frame rails and energy absorbing systems disposed between the floor panel and the seat frame rails of the respective seat. FIG. 3 is a schematic enlarged view of the area "FIG. 3" of FIG. 2 showing the energy absorbing system. FIG. 4A is a cross-sectional side view, taken along line 4- 4 of FIG. 3, with the energy absorbing system including a side bar and a spacer with the energy absorbing system in a neutral position. FIG. 4B is a cross-sectional view from the side illustrating the energy absorbing system in a displaced position. FIG. 5 is a schematic perspective view of a portion of a sidewall of the center portion of the vehicle, with the energy absorbing system adjacent the sidewall.DETAILED DESCRIPTIONReferring to the drawings, wherein like reference numerals correspond to the same or similar components throughout the several figures, a vehicle 10 is shown in FIG. 1 upon which an external force F may be applied. The vehicle 10 includes an energy absorbing system 12 that can stabilize lateral deformation of a side wall 28 of the vehicle 10 when loaded due to the external force F, as described in more detail below.The vehicle 10 extends longitudinally, along a longitudinal axis X, i.e., in a longitudinal direction between a front end 14 and a rear end 16, opposite the front end 14. The vehicle 10 also extends along a lateral axis Y, i.e., in a lateral direction, between a first side 18 (e.g., a left side) and a second side 20 (e.g., a right side).The vehicle 10 includes a body structure 22 having body portions, i.e., a front portion 24A, a center portion 24B, and a rear portion 24C. The front end 14 is disposed in the front portion 24A of the body structure 22, and the rear end 16 is disposed in the rear portion 24C of the body structure 22. The front portion 24A defines an engine compartment (not shown) in which a drive may be housed (not shown), as known to those skilled in the art, such drive serves to transmit power to a road surface through one or more wheels 11. The rear portion 24C may define a storage space (not shown) as known to those skilled in the art. It should be understood that the front and rear portions 24A and 24C are not limited to the portions described herein, as the front and rear portions 24A and 24C may have other configurations and uses, as known to those skilled in the art. The center portion 24B defines a passenger compartment 33 configured to accommodate one or more vehicle occupants.The center portion 24B of the body structure 22 includes a floor panel 26, a pair of side walls 28, a roof panel 30, and the like that together define the passenger compartment 33. The body structure 22 may be made of any suitable material, such as steel, carbon fiber, aluminum, composites, or other suitable materials. The floor panel 26 extends longitudinally, between the front portion 24A and the rear portion 24C, and extends laterally, between the first side 18 and the second side 20. The center carrier 32 may be a tunnel that is raised from the floor panel 26 and may delimit the passenger compartment 33 from a drive axle (not shown) or other similar components below the floor panel 26. It will be appreciated, however, that the floor panel 26 is not necessary to define the tunnel, as the center beam 32 may be lifted from the floor panel 26.Referring to FIGS. 1-3, the floor panel 26 operatively supports one or more seats 34 disposed in one or more rows in the passenger compartment 33 of the vehicle 10. Each seat 34 includes a frame 38 having a pair of seat frame rails 40 extending in spaced and generally parallel relationship to one another. The seat 34 is operatively attached to the floor panel 26. In one embodiment, referring to FIGS. 2 and 3, a plurality of vertical support members 42, i.e., support members of the seats 34, may be operatively disposed and secured to the floor panel 26 and these vertical support members 42 operatively support the seat 34.The side walls 28 each include a plurality of pillars 44A, 44B, 44C and sills 46. the pillars 44A, 44B and 44C are vertical body components that extend between the roof panel 30 and the floor panel 26 and maintain the roof panel 30 in spaced relationship to the floor panel 26. The pillars 44A, 44B, and 44C include one or more pairs of front pillars 44A (A pillars); center pillars 44B (B pillars); and rear pillars 44C (C pillars), as known to those skilled in the art. The pillars collectively define the door openings 43 on the first and second sides 18, 20 of the vehicle 10.Door sills 46, which may also be referred to as first and second sills, are one or more solid beams that are attached to the floor panel 26 and the corresponding pillars 44A, 44B, and 44C on the first and second sides 18, 20, respectively, of the vehicle 10. The door sills 46 are disposed on each side of the vehicle 10. The door sills 46, pillars 44A, 44B, and 44C, and the roof panel 30 collectively define the door openings 43 and the doors 48 are operatively disposed in the corresponding door openings 43, as known to those skilled in the art.Referring to FIGS. 1-3, each energy absorbing system 12 may include a side bar 50 and a pair of spacers 52 operatively attached to a support side 55 of the side bar 50. A plurality of energy absorbing systems 12 may be disposed in each of the two rows 36A, 36B. Specifically, a pair of energy absorbing systems 12 are disposed in laterally spaced relationship to each other in a first row 36A and a pair of energy absorbing systems 12 are also disposed in laterally spaced relationship to each other in a second row 36B. The second row 36B is longitudinally spaced from the first row 36A such that the second row 36B is longitudinally disposed between the first row 36A and the rear portion 24C of the body structure 22.With further reference to FIGS. 1-3, the side bars 50, also known as cross beams or push members, are operatively disposed in the passenger compartment 33, proximate the floor panel 26, transversely, and in spaced relationship to at least one seat frame rail 40. Each side bar 50 extends longitudinally, along a bar axis 56, between a pair of ends 58. Each energy absorbing system 12 is laterally disposed between the side walls 28 and the center beam 32 of the floor panel 26 such that the ends 58 of each side bar 50 are disposed in laterally facing relation to the corresponding side walls 28 and the center beam 32. Specifically, the energy absorbing system 12 may be laterally disposed between the respective door sills 46 and the center beam 32 such that the ends 58 of each side bar 50 are disposed in laterally facing relationship of the respective door sills 46. As will be described in more detail below, at least a portion of the sills 46 and the center beam 32 may function as the reaction surface 47 for the respective ends 58 of the side bar 50 in the event that the respective side wall 28 is acted upon by the external force F. It should be appreciated that while FIGS. 1-3 depict the external force F acting only on the first side 18, it is conceivable that the external force F may act on the first side 18 and / or the second side 20 of the vehicle 10, as described herein.Each side bar 50 is capable of forming a hollow profile cross-section as illustrated in the cross-sectional view of FIGS. 4A, 4B. The hollow profile cross section can contain one or more cells. It should be appreciated that while FIGS. 4A, 4B are a cross-sectional view taken along line 4- 4 of FIG. 3 facing the sill 46, FIGS. 4A, 4B also illustrate a cross-sectional view facing the center beam 32, i.e., facing the sill 46.The side bar 50 defines an outer wall 54 that includes a plurality of sides including a support side 55. The cross-section may have a different shape, provided the cross-section includes the support side 55 and the side bar 50 may operatively support a lateral load displacement of a lateral load YLalong the lateral axis Y and operatively support a vertical load displacement of a vertical load ZLalong the vertical axis Z arising from the application of the external force F to one of the side walls 28, as described in more detail below. The side bar 50 may be secured to the corresponding door sill 46, the center bracket 32, and / or the floor panel 26 by weld, mechanical fasteners, adhesive bonding, and / or other suitable attachment methods.Referring to FIGS. 2 and 3, if the force F acts on one of the side walls 28, in the lateral direction Y, toward the center beams 32, the door sill 46 may deform laterally toward the center beam 32. When the door sill 46 is laterally deformed, the ends 58 of one or more corresponding lateral rods 50 may be compressed between the door sill 46 and the center beam 32, thereby causing a lateral load YL einwirkt along the axis 56 of the lateral rod 50, as shown in FIG. 4B. Because the lateral load YL einwirkt along the rod axis 56, the side rod 50 may be displaced from the bottom plate 26 from a neutral position (as shown in FIG. 4A ) to a displaced position (as shown in FIG. 4B ). Specifically, the energy absorbing system 12 may be configured such that the side bar 50 is displaced vertically along the vertical axis Z, i.e., is displaced upward away from the bottom plate 26.Referring again to FIGS. 2-5, a pair of spacers 52 are operatively disposed between the side bar 50 and the respective seat frame rails 40 of the respective seat 34 and a gap 62 (as best shown in FIG. 4A ) that may also be defined between the spacer 52 and the seat frame rail 40. However, it should be understood that a pair of spacers 52 are not necessarily required, a single spacer 52 may be used. Referring to FIGS. 4A, 4B, each spacer 52 has a height 64 that can define the desired gap 62, and the amount of vertical displacement depends on the size of the gap 62. When the side bar 50 is vertically displaced, as shown in FIG. 4B, the vertical displacement causes the corresponding spacer(s) 52 to vertically move and come into contact with the corresponding seat frame rail 40, such that the spacer 52 opposes the side bar 50 and the corresponding seat frame rail 40 of the seat 34. The vertical displacement of the side bar 50 causes the side bar 50 and the spacer 52 to exert a vertical load ZLon the seat frame rail 40 of the seat 34 along a vertical axis Z, i.e., in the vertical direction. The spacers 52 may limit the amount of vertical displacement of the side bar 50 toward the seat frame rail 40, and thus also deformation of the seat frame rail 40, such that a lateral load YLalong the bar axis 56 of the side bar 50, resulting from the application of the external force F, is transmitted to the corresponding seat frame rail 40. The vertical displacement of the side bar 50 refers to the displacement of the side bar 50 toward the seat frame rail(s) 40. Thus, the limitation on the amount of vertical displacement of the side bar 50, in response to the application of the external force F, causes the seat frame rail 40 to act as a reinforcing structure that helps the side bar 50 maintain its shape, i.e., limits the amount of buckling, resulting in an improvement in energy absorption by the side bar 50. As such, the existing highly stable seat frame rail 40 is used for stabilization to improve the load capacity of the side bar 50 at low cost. As a result, the remaining vehicle interior can be maintained even under the action of the external force F.Referring primarily to FIGS. 4A and 4B, each spacer 52 is capable of forming the hollow profile cross-section that may have one or more cells. The spacer 52 may be made of any material, such as steel, carbon, fiber material, aluminum, composites, and other suitable materials. The spacers 52 may be secured to the side bar 50 by weld, mechanical fasteners, adhesive bonding, and / or other suitable attachment methods. It should be appreciated that in an alternative embodiment, the spacers 52 may be operatively attached to the seat frame rail 40 of the seat 34 such that the space 62 may be defined between the side bar 50 and the spacer 52. The size of the gap 62 may be configured to achieve the desired amount of vertical deformation of the side bar 50 before the seat frame rail 40 is engaged by the spacer 52 to maintain the load capacity of the side bar 50.The spacer 52 extends longitudinally along a second axis 63 between a pair of opposing surfaces 61. Each spacer 52 has a first side 59 and a second side 60 disposed opposite the first side 59. Each side 59, 60 may extend generally in perpendicular relationship to each of the sides 61. The first side 59 faces the side bar 50 and the second side 60 faces the seat frame rail 40. The first side 59 is configured to be in a contact relationship with the side bar 50 as illustrated in FIGS. 4A and 4B. Likewise, the second side 60 is configured to be in contact relationship with the seat frame rail 40 in response to the vertical displacement of the side bar 50 as described above and illustrated in FIG. 4B.Referring to FIGS. 4A, 4B, and 5, the cross section may be square or rectangular. Other shapes may also be used as long as the cross-section for the first side 59 provides sufficient contact with the support side 55 of the side bar 50 and the second side 60 to allow the seat frame rail 40 and the cross-section of the spacer 52 to operatively support load displacement of the vertical load ZLalong the Z-axis without collapsing to limit vertical displacement of the side bar 50, as desired. The spacer 52 includes a width 66, a length 68, and the height 64. the width 66 of the spacer 52 may be approximately equal to the corresponding width 70 of the side bar 50, i.e., longitudinally, to maximize contact between the first side 59 of the spacer 52 and the support side 55 of the side bar 50 in the loaded state. It should be appreciated that in some embodiments, the width 66 of the spacer 52 may be less than the width 70 of the side bar 50 to accommodate the welds when the operative attachment of the spacer 52 to the side bar 50 with certain welding types is required. The length 68 of the spacer 52 may correspond to at least a corresponding width 72 of the seat frame rail 40, i.e., in the longitudinal direction Y, to maximize contact between the second side 60 of the spacer 52 and the seat frame rail 40 in the loaded state. Further, the height 64 of the spacer 52 is capable of reducing a clearance in the vertical direction Z, i.e., the clearance 62 between the side bar 50 and the seat frame rail 40, to control the amount of vertical displacement or deformation of the side bar 50.

Claims

A body structure (22) for a vehicle (10), the body structure (22) comprising: a floor panel (26); a rocker (46) extending longitudinally; a center beam (32) laterally spaced from the rocker (46); a side bar (50) extending longitudinally, along a bar axis (56), between a pair of ends (58); the side bar (50) being operatively disposed between the center beam (32) and the rocker (46) such that the ends (58) of the side bar (50) are disposed in facing relationship with the center beam (32) and the rocker (46); a seat frame rail (40) extending transversely and in spaced relationship with the side bar (50); a spacer (52) operatively disposed between the side bar (50) and the seat frame rail (50); characterized in that the seat frame rail (40) is supported on the bottom plate (26) via a plurality of support members (42); and in that the spacer (52) is either secured to the seat frame rail (40) with a space between the spacer (52) and the side bar (50) or secured to the side bar (50) with a space (62) between the spacer (52) and the seat frame rail (40) such that the side bar (50) can slide toward the seat frame rail (40) when compressed between the center beam (32) and the rocker (46) in response to an axial load acting on one of the center beams (32) and the rocker (46) along the bar axis (56); and wherein the spacer (52) can counteract the side bar (50) and the seat frame rail (40) to transfer loads therebetween such that the displacement of the side bar (50) by the seat frame rail (40) is prevented.

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