VEHICLE FRAME WITH BRACKET FOR TESTING WITH SMALL OFFSET RIGID OBSTACLES

Abstract

Vehicle frame (12), comprising: a first frame rail (14) and a second frame rail (16) which are arranged at a distance from each other; a housing (18) which is supported by the first frame rail (14), wherein the housing (18) is deformable with respect to the first frame rail (14), an electrical component (20) housed in the casing (18), wherein the electrical component (20) is a powertrain control module (60) or a PTC heating element (62); and wherein the housing (18) extends in an outboard direction extending from the first frame rail (14) and away from the second frame rail (16).

Description

BACKGROUND

[0001] During a small offset frontal impact, a vehicle impacts at an offset from major structural components of the vehicle. Offset frontal impacts can be simulated using a small offset rigid barrier (SORB) frontal impact test. The Insurance Institute for Highway Safety (IIHS) sets the standards for SORB frontal impact tests. In a SORB frontal impact test, the vehicle impacts a rigid barrier at 40 mph (approximately 64 km / h), with 25% of an outer portion of the front end overlapping the rigid barrier.

[0002] The impact contact area during a small offset frontal collision is offset from the vehicle's large structural components, such as the front rails and longitudinal members of the subframe. As a result, these large structural components do not effectively absorb the energy during the impact. Instead, the load path of the offset impact can travel through a bumper support to the support structures behind a wheel of the vehicle. These support structures include, for example, the floor, dashboard, and a pivot pillar. The impact load is transferred along this load path, and the impact energy is absorbed along this path.

[0003] In publication JP H07-25357A, a vehicle frame is described comprising a first frame rail and a second frame rail spaced apart from each other, and further a housing supported by the first frame rail, wherein the housing is traceable with respect to the first frame rail and wherein the housing extends in an outboard direction from the first frame rail and away from the second frame rail. Further prior art relating to the background of the invention is provided in publications DE 10324270A1, JP 2011-152828A, and DE 102006023550A1.

[0004] During a small offset frontal impact, the bumper support moves rearward. The vehicle's wheel can bridge the load path between the bumper support and the supporting structures if the bumper support moves rearward into the wheel, forcing the wheel to move into the supporting structures. Because the wheel bridges the load path, its orientation affects the load path and energy absorption during the frontal impact. If the wheel is oriented such that a front portion of the wheel is positioned outboard relative to a rear portion of the wheel, the wheel will be wedged between the bumper support and the supporting structures, and this can adversely cause the wheel to penetrate the vehicle's floor, dashboard, or hinge pillar.Penetration of the wheel into the floor, dashboard, or hinge column of the vehicle is among the metric features recorded in the IIHS SORB frontal impact test.

[0005] If the vehicle is deflected laterally during impact, some of the impact energy can be diverted away from the supporting structures. Furthermore, orienting the wheel so that its front portion is positioned inboard relative to its rear portion can minimize the load transferred to the supporting structures and reduce the likelihood of the wheel penetrating the floor, dashboard, or hinge pillar. Orienting the wheel with its front portion inboard can result in improved structural and overall ratings in the IIHS SORB frontal impact test.

[0006] Consequently, there is an opportunity to construct a system that deflects the impact energy away from the support structures and additionally orients the wheel so that a front section of the wheel is positioned inboard to help minimize the extent of the load transferred to the support structures, thereby reducing the risk of the wheel penetrating the floor, dashboard, or hinge pillars. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a perspective view of a vehicle, showing a section of a frame, a body, components and a bumper support in hidden lines; Fig. Figure 2 is a lower view of a front end of the vehicle during a frontal impact test with small offset rigid obstacles (“SORB”) at the exact moment when a rigid obstacle touches a front end of the vehicle, showing an embodiment of the housing in an initial position; Fig. Figure 3 is a lower view of the front end of the vehicle during a SORB frontal impact test just before the time the rigid barrier touches the front end of the vehicle, and it shows another embodiment of the housing in an initial position; Fig. Figure 4 is a perspective view of the casing. Fig. 2, where a powertrain control module is shown in hidden lines; Fig. Figure 5 is a perspective view of the casing. Fig. 3, where a PTC (Positive Temperature Coefficient) heating element is shown in hidden lines; Fig. Figure 6 is a perspective view of the casing. Fig. 2 with a bracket attached to a first end of the housing, the bracket having holes through which threaded bolts can extend for fastening the housing to the frame of the vehicle; Fig. Figure 7 is a lower view of the front end of the vehicle during the SORB frontal impact test, after the rigid barrier has touched the bumper support but before SORB contact has penetrated the body. Fig. 2 distracts; and Fig. Figure 8 is a bottom view of the front end of the vehicle during the SORB frontal impact test, after the rigid barrier has pushed the body out. Fig. 2 has deflected into a deflected position against a wheel in order to move a front section of the wheel inboard. DETAILED DESCRIPTION

[0007] Referring to the figures, in which identical numbers in each of the multiple views indicate identical parts, a vehicle 10 comprises a frame 12 with a first frame rail 14 and a second frame rail 16, which are spaced apart from each other. A housing 18 in which an electrical component 20 is housed (see Fig. 4 and Fig. 5), is supported in an initial position by the first frame rail 14. The housing 18 is in a direction D (see Fig. 2 and Fig. 3) extends from the first frame rail 14 and away from the second frame rail 16. The housing 18 is deformable with respect to the first frame rail 14.

[0008] During an impact with an object 22, such as a rigid obstacle in a frontal impact test with small offset rigid obstacles (“SORB”), the impact of the object 22 with the vehicle 10 moves the housing 18 into a deflected position, as described in the Fig. 7 and Fig. Figure 8 shows that the housing 18 is moved into the deflected position by the impact. In other words, the housing 18 can also be referred to as the SORB bar. Since the electrical component 20 is housed in the housing 18, which would otherwise have to be located elsewhere in the vehicle 10, such as under the hood, the vehicle design is simplified, a part of the vehicle assembly process can be eliminated, and vehicle weight and costs can be further reduced.

[0009] When the housing 18 is moved into the deflected position by the impact of the object 22 on the vehicle 10, the housing 18 can deflect the vehicle 10 in a lateral direction, thereby diverting some of the impact energy away from supporting structures 24 of the vehicle 10, such as a floor 26, a (not shown) dashboard and a hinge column 28.

[0010] As in Fig. As can be seen in Figure 8, the housing 18 can also contact a front section 30 of a wheel 32. This causes the front section 30 of the wheel 32 to move towards the first frame rail 14 relative to a rear section 34 of the wheel 32. In this position, the wheel 32 is oriented to reduce the extent of the impact load transferred to the support structures 24. The risk of the wheel 32 penetrating a passenger compartment 36 of the vehicle 10 is also reduced. In this position, the wheel 32 can also detach from the vehicle 10. This can also reduce the extent of the impact load transferred to the support structures 24 and the risk of the wheel 32 penetrating the passenger compartment 36.

[0011] Referring again to the Fig. 2 and Fig. 3. The frame 12 of the vehicle 10 can be of any type, e.g., cast in one piece, frame construction, etc., and made of any suitable material, such as steel, aluminum, etc. The frame 12 of the vehicle 10 has the first frame rail 14 and the second frame rail 16. The frame 12 supports numerous components, such as a steering and suspension system 38, a bumper support 40, and the housing 18.

[0012] The steering and suspension system 38 supports the wheel 32. As in Fig. As can be seen in Figure 1, the wheel 32 has a rim 42, which can be made of metal. A tire 44, which can be made of rubber, is mounted on the rim 42. The wheel can be of any type.

[0013] The bumper support 40 can be made of metal, such as steel or aluminum, and supports a front panel 46 of the vehicle 10. The bumper support 40 can deform during a frontal impact, as shown in the Fig. 7 and Fig. Figure 8 can be seen. Alternatively, the bumper support 40 can remain rigid during the frontal impact.

[0014] The bumper support 40 can be supported on the frame 12 by one or more elements 48. As shown in the Fig. As can be seen in Figures 1-3, two elements 48 extend in particular between the frame 12 and the bumper support 40 to support the bumper support 40 on the frame 12. The elements 48 can be connected to the bumper support 40 and the frame 12 in any suitable way.

[0015] The elements 48 can be made of metal or other suitable materials and generally have an energy-absorbing function. For example, the elements 48 can be crumple cans. The elements 48 can buckle during a frontal impact against the bumper support 40 to absorb energy from the frontal impact of the object 22, as described in the Fig. 7 and Fig. 8 can be seen.

[0016] As stated above, the housing 18 can be supported by the first frame rail 14. In other words, the housing 18 can be connected to the first frame rail 14 directly or indirectly. For example, a first end 50 of the housing 18 can be attached to a bracket 52. The first end 50 of the housing 18 can be attached to the bracket 52 in any suitable way, e.g., by welding. Alternatively, the bracket 52 can be integral with the housing 18, i.e., it can be formed simultaneously with the housing as a single, continuous unit.

[0017] Alternatively, the bracket 52 can be removablely attached to the frame 12. With reference to Fig. For example, the bracket 52 can have a plurality of holes 54. The frame 12 of the vehicle 10 can also define (not shown) holes that align with the holes 54 of the bracket 52. Fasteners, such as M10 threaded studs 56, can extend through the holes 54 of the bracket 52 and into the aligned holes of the frame (not shown) to detachably attach the bracket 52 to the frame 12 of the vehicle 10. Alternatively, the bracket 52 can be welded to the frame 12 or otherwise permanently connected to it in a suitable manner. The bracket 52 can be formed from metal, e.g., high-strength steel. As an alternative to the bracket 52, the housing 18 can be fixed directly to the first frame rail 14 by welding, fastening, etc.

[0018] Referring again to the housing 18, the housing 18 extends in direction D, which extends from the first frame rail 14 and away from the second frame rail 16, as shown in the Fig. 2, Fig. 3, Fig. 7 and Fig. Figure 8 shows that the casing 18 can extend from the first end 50 to a second end 58 at a distance from the first end in the direction of D, and the casing 18 can be stretched from the first end 50 to the second end 58.

[0019] The housing 18 can project from the frame 12. In other words, the first end 50 of the housing 18 can be fixed with respect to the first frame rail 14, i.e., it can be attached directly or indirectly to the first frame rail 14, and the second end 58 of the housing 18 can be free from the first end 50 to the second end 58, i.e., unsupported. Alternatively, the second end 58 of the housing 18 can be attached to or supported by another structure, such as the bumper support 40.

[0020] As stated above, the housing 18 extends in direction D, which extends from the first frame rail 14 and away from the second frame rail 16. In other words, direction D is on the outboard side of the first frame rail 14. The first frame rail 14 is located between the housing 18 and the second frame rail 16.

[0021] As stated above, the electrical component 20 is housed in the casing 18. The electrical component 20 can, for example, receive and / or provide instructions for controlling the operation of the components of the vehicle 10. The electrical component 20 can include a processor, memory, sensors, etc. This electrical component 20 can include hardware such as printed circuit boards, electrical connectors, wires, etc. In an embodiment described in Fig. As shown in Figure 4, the electrical component 20 is, for example, a powertrain control module 60, which is shown in hidden lines. In another embodiment, shown in Figure 4, the electrical component 20 is, for example, a powertrain control module 60. Fig. As can be seen in Figure 5, the electrical component 20 is a PTC heating element 62, shown in hidden lines. Alternatively, the electrical component 20 can be of any suitable type.

[0022] Since the electrical component 20 is located in the housing 18 on the outside side of the first frame rail 14, the electrical component 20 does not occupy any crumpleable space in a front end 64 of the vehicle 10. This crumpleable space can absorb energy from the frontal impact.

[0023] The housing 18 can be made of suitable materials, such as plastics, composites, and metals, for example, steel, aluminum, and the like. The housing 18 may have ribs or other structures (not shown) for reinforcing the housing 18 and / or for fine-tuning the degree and location of the bend.

[0024] The housing 18 and / or the bracket 52 can be designed to deform, e.g., bend, with respect to the first frame rail 14. For example, the housing 18 and / or the bracket 52 can be constructed from a material type, with a wall thickness, and / or with a shape designed to deform, e.g., bend, with respect to the first frame rail 14.

[0025] The functioning of the housing 18 during a small offset frontal impact is described in the Fig. 7 and Fig. Figure 8 shows that in the initial position, the first end 50 of the housing 18 is proximal to the frame 12, and the housing 18 extends to the second end 58 between the bumper support 40 and the wheel 32. Alternatively, the second end 58 of the housing 18 can be in contact with the bumper support 40 or another structure of the vehicle 10.

[0026] As in Fig. As can be seen in Figure 7, the object 22 can deform the bumper support 40 during the impact. One or more of the elements 48 that support the bumper support 40 on the frame 12 can buckle, thereby absorbing impact energy. If the impact of the object 22 continues, the housing 18 begins to move from its initial position to the deflected position. During this process, the housing 18 can deflect the vehicle laterally, diverting energy away from the supporting structures 24, such as the floor 26, the (not shown) dashboard, and the hinge column 28, while also absorbing energy during the movement from the initial position to the deflected position.

[0027] As in Fig.As can be seen in Figure 8, the housing 18, in the deflected position, can touch the front section 30 of the wheel 32. The front section 30 of the wheel 32 moves towards the first frame rail 14 with respect to a rear section 34 of the wheel 32.

[0028] In this position, the wheel 32 is oriented to reduce the extent of the impact load transferred to the support structures 24. The risk of the wheel 32 penetrating a passenger compartment 36 of the vehicle 10 is also reduced.

[0029] The wheel 32 can also detach from the vehicle 10 if the housing 18 touches the front section 30 of the wheel 32 in the manner described above, thereby also reducing the extent of the impact load transferred to the support structures 24 and the risk of the wheel 32 penetrating the passenger compartment 36.

[0030] The revelation has been described in an illustrative manner, and it is understood that the terminology used serves descriptive purposes and is not intended to be restrictive. Many modifications and variations of the present revelation are possible in light of the above teachings, and the revelation can be put into practice in ways other than those specifically described.

Claims

[1] Vehicle frame (12), comprising: a first frame rail (14) and a second frame rail (16) which are arranged at a distance from each other; a housing (18) which is supported by the first frame rail (14), wherein the housing (18) is deformable with respect to the first frame rail (14), an electrical component (20) housed in the casing (18), wherein the electrical component (20) is a powertrain control module (60) or a PTC heating element (62); and wherein the housing (18) extends in an outboard direction extending from the first frame rail (14) and away from the second frame rail (16). [2] Vehicle frame (12) according to claim 1, wherein the housing (18) cantilevers from the first frame rail (14). [3] Vehicle frame (12) according to claim 1 or 2, wherein the housing (18) is made of metal. [4] Vehicle frame (12) according to one of the preceding claims, wherein the housing (18) is made of steel. [5] Vehicle frame (12) according to one of the preceding claims, wherein the housing (18) is made of aluminium. [6] Vehicle frame (12) according to one of the preceding claims, further comprising a bracket (52) which is attached to the housing (18) and to the first frame rail (14). [7] Vehicle frame (12) according to claim 6, wherein the bracket (52) is made of steel. [8] Vehicle frame (12) according to claim 6 or 7, wherein the bracket (52) is detachably attached to the first frame rail (14). [9] Vehicle frame (12) according to claim 8, wherein the bracket (52) defines at least one mounting hole. [10] Vehicle (10), comprising: a frame (12); a wheel (32) connected to the frame (12); a bumper support (40) connected to the frame (12); a housing (18) which is supported by the frame (12) and is arranged between the wheel (32) and the bumper support (40), wherein the housing (18) is deformable with respect to the frame (12); an electrical component (20) housed in the casing (18), wherein the electrical component (20) is a powertrain control module (60) or a PTC heating element (62); and wherein the housing (18) extends in an outboard direction extending away from the frame (12). [11] Vehicle (10) according to claim 10, wherein the housing (18) cantilevers from the first frame rail (14). [12] Vehicle (10) according to claim 10 or 11, wherein the wheel (32) is arranged in the outboard direction with respect to the frame (12). [13] Vehicle (10) according to one of claims 10-12, wherein the housing (18) is made of metal. [14] Vehicle (10) according to claim 10, further comprising a bracket (52) which is attached to the housing (18) and to the frame (12). [15] Vehicle (10) according to claim 14, wherein the bracket (52) is detachably attached to the frame (12). [16] Vehicle (10) according to claim 14 or 15, wherein the bracket (52) defines at least one mounting hole.

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