Spring-supported, lockable and releasable lower leg front brace

Abstract

Vehicle front stiffening (12), comprising: a support bracket (24); a hinge bracket (14) which is pivotably connected to the support bracket (24); a stiffening beam (36) which is supported by the hinge bracket (14); and a spring (40) between the support bracket (24) and the hinge bracket (14), whereby the stiffening beam (36) is pre-tensioned into an operating position, further comprising a locking mechanism (48) with a movable element (50) which retractably engages in the hinge bracket (14) or in the support bracket (24) in the operating position, characterized by the fact that the hinge bracket (14) and / or the support bracket (24) defines an opening (22, 28) which is aligned with the movable element (50) in the operating position; and the locking mechanism (48) is a solenoid.

Description

BACKGROUND

[0001] The invention relates to a vehicle front stiffener according to the preamble of claim 1.

[0002] The Global Technology Regulation (GTR) and the New Car Assessment Program (NCAP) in Europe and Japan specify leg injury criteria for pedestrian protection. The regulations aim to prevent a pedestrian's legs from slipping under a vehicle's bumper during a vehicle-to-pedestrian collision.

[0003] For example, light trucks and sport utility vehicles (SUVs) may have a relatively high bumper height, which could cause the lower leg to flex and slide under the bumper. Light trucks, in particular, have relatively high bumper heights to provide ground clearance for negotiating bumps, curbs, parking blocks, sloped ramps, hills, uneven roads, etc., at lower speeds. Some SUVs and light trucks may also be capable of off-roading at low speeds, eliminating components below the bumper. Thus, there is an opportunity to design a vehicle front end to direct the impact energy of a pedestrian's leg while taking ground clearance requirements into account.

[0004] GB 2 122 551 A discloses a beam supported by two arms from the rear, front or sides of the vehicle so that, upon impact, the beam can be displaced from its rest position in a direction X. A spring is associated with each of the arms to bias the beam to the rest position where it is held by retaining means which prevent the beam from being displaced in the opposite direction Y unless the beam is subjected to a predetermined force.

[0005] US 2004 / 0 046 403 A1 discloses an active bumper assembly for mounting on a vehicle. The active bumper assembly includes a bumper that can be hinged to a vehicle. When the bumper is in the inactive position, it is positioned behind the outer edge of the vehicle. Upon activation, the bumper is moved to an activated position that is lower than the inactivated position and extends below the outer edge of the vehicle.

[0006] In the bumper device for a vehicle disclosed in JP H11-78735 A, the base end of an arm is pivotally mounted to the front end of a chassis frame, and a bumper body is fixed to the tip of the arm below the front end of the chassis frame. A damping device is arranged between the tip of the arm and the chassis frame, and the damping device prevents the arm from bouncing by a certain amount or more when an impact load is applied to the bumper body.

[0007] Another design of an underrun protection main body of a vehicle underrun protection device is shown in JP 2005-225 460 A. The main body is divided into a plurality of protection bars. Sections of a support arm pivotably mounted about a mounting bolt are attached to both ends of each protection bar.

[0008] DE 600 17 697 T2 discloses a bumper system for a motor vehicle, comprising an energy absorber made of a deformable material extending laterally over the front end of the motor vehicle, a bumper beam connected to the energy absorber and extending laterally over the front end of the motor vehicle, and a bumper extending laterally over the front end of the motor vehicle and arranged below the bumper beam.

[0009] JP 2000 - 255 350 A shows a bumper with a drive mechanism consisting of a piston mechanism, a rack of the tip part and a pinion which is rotated on the basis of a signal from a collision detection sensor.

[0010] A device for preventing a colliding object from plunging under a vehicle is disclosed in JP 2015-224 012 A. The device includes a plunging prevention element, left and right torsion springs, left and right connecting arms, a locking unit, an acceleration sensor, and a controller. The device is mounted on a front underrun bar so as to be rotatable around a pivot shaft rotation axis as the center and is held in a storage position by the locking unit. When the acceleration sensor and the control unit detect a pedestrian collision with the front bumper, the holding in the storage position is released, and the underrun bar tilts to an extended position.

[0011] JP 2010-264 811 A discloses a manually movable rear bumper. The bumper is mounted for forward and reverse rotation in the driving position and includes a locking mechanism for holding the driving position and a storage position.

[0012] The object of the invention is to provide a vehicle front stiffener that is an alternative to the prior art. This object is achieved by a vehicle front stiffener having the features of claim 1. Advantageous embodiments of the invention are specified in the dependent claims and the following description. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective view of a front end of a vehicle with a front stiffener shown in hidden lines. Fig. 2 is a perspective view of the vehicle assembly of Fig. 1, which shows a stiffening beam of the front stiffener in an operational position. Fig. 3 is a perspective view of a rear side of a portion of the front stiffener showing a movable member of a locking mechanism locked with a hinge bracket. Fig. 4 is the same view of the Fig. 3, showing the movable element of the locking mechanism in a retracted position. Fig. 5 is the same view of the Fig. 3, showing the front stiffener beam in an unused position. Fig. Figure 6 is an exploded view of the exemplary front stiffener. Fig. Figure 7 is a schematic view of a control system. Fig. Figure 8 is an example of speed-based deployment logic. DETAILED DESCRIPTION

[0013] Referring to the figures, wherein like numerals indicate like parts throughout the several views, a front stiffener 12 for a vehicle 10 includes a hinge bracket 14 pivotally connected to a support bracket 24. The hinge bracket 14 supports a stiffener beam 36. A spring 40 engages the support bracket 24 and the hinge bracket 14, biasing the stiffener beam 36 into a deployed position.

[0014] The stiffening beam 36 is between the Fig. 1-4 shown insert position and one in Fig. 5. The stiffener beam 36 is pivotally movable in an upward, vehicle-rearward path from the deployed position to the undeployed position. As will be further explained below, for example, the spring 40 may bias the stiffener beam 36 to the deployed position to provide reinforcement that may be beneficial to pedestrian leg impact requirements. Conversely, the spring 40 may allow the hinge bracket 14 to pivot with respect to the support bracket 24 so that the stiffener beam 36 can be moved from the deployed position to the undeployed position when the stiffener beam 36 contacts ground obstructions such as bumps, curbs, parking blocks, sloped driveways, ramps, hills, uneven roads, etc., to reduce the likelihood of damage to the stiffener beam 36.As another example, the spring 40 may allow the hinge bracket 14 to move relative to the support bracket 24 when the vehicle 10 is used off-road where impact with ground obstacles is more likely.

[0015] As further discussed below, the front stiffener 12 may include a locking mechanism 48 having a movable member 50 that retractably engages the hinge bracket 14 and the support bracket 24 to hold the stiffener beam 36 in the deployed position when the vehicle 10 exceeds a threshold speed, e.g., more than 25 kilometers per hour. When the vehicle 10 is traveling at a speed at or below the threshold speed and / or off-road, the movable member 50 of the locking mechanism 48 may be retracted to disengage the hinge bracket 14 to allow the hinge bracket 14 to rotate upward and rearward relative to the support bracket 24. When the stiffener beam 36 contacts ground obstacles, such as bumps, curbs, parking blocks, sloped driveways, ramps, hills, uneven roads, etc.While the movable element 50 is retracted, the stiffener beam 36 can pivot into the undeployed position, after which the spring 40 elastically biases the stiffener beam 36 back into the deployed position once the ground obstacle is cleared. The front stiffener 12 thereby minimizes complicated connections and mechanisms, thereby reducing the cost and complexity of manufacturing the front stiffener 12, while also increasing reliability and durability.

[0016] With reference to the Fig. 1 and Fig. 2, the vehicle 10 may include a bumper 54. The bumper 54 may be supported by a frame 56 of the vehicle 10, which may include rails (not shown) extending in the vehicle's front-to-rear direction. The bumper 54 may include bumper reinforcement bars 60 that support the front stiffener 12, as further discussed below.

[0017] In the examples of the front stiffener 12 shown in the figures, the stiffener beam 36 is located in the deployed position below and in front of a front end 58 of the vehicle frame 56 and extends transversely in the vehicle direction. The stiffener beam 36 can be formed from metal, such as steel or aluminum, plastic, a carbon fiber composite, etc. The stiffener beam 36 is sufficiently rigid to dissipate the impact energy of a pedestrian's leg.

[0018] With reference to Fig. 1, the vehicle 10 may include a front fascia 64. The front stiffener 12 may be concealed by the front fascia 64, for example, located in a vehicle forward direction relative to the front stiffener 12. The front fascia 64 may have a Class A surface, i.e., a surface specifically manufactured to provide a high-quality finished aesthetic appearance without imperfections. In cases where the bumper beam 54 is exposed without a front fascia, a lower air deflector (not shown) may be constructed forward of the stiffener beam 36 to conceal the front stiffener 12.

[0019] As stated above, the front stiffener 12 includes the hinge bracket 14 and the support bracket 24. As shown in the figures, the front stiffener 12 may specifically include a pair of hinge brackets 14 and support brackets 24. Alternatively, the front stiffener 12 may include any number of hinge brackets 14 and support brackets 24. The hinge brackets 14 and support brackets 24 may be formed from metal, such as steel, aluminum, etc., or any other suitable materials.

[0020] Now referring to Fig. 6, a first end 16 of the hinge bracket 14 may define one or more holes 20. The stiffener beam 36 may also define holes 38 that align with the holes 20 of the hinge bracket 14. Fasteners 66, such as threaded bolts, may extend through the holes 38 of the stiffener beam 36 and into the aligned holes 20 of the hinge bracket 14 to removably attach the stiffener beam 36 to the hinge bracket 14. A separator 68, such as a rubber gasket, may be inserted between the stiffener beam 36 and the hinge bracket 14. One example in which the insertion of the separator 68 between the stiffener beam 36 and the hinge bracket 14 may be desirable is when the stiffener beam 36 and the hinge bracket 14 are formed from dissimilar metals. Alternatively, the hinge bracket 14 may be welded to the stiffening beam 36 or otherwise secured thereto in any suitable manner.

[0021] A second end 18 of the hinge bracket 14 is pivotally connected to the support bracket 24. For example, the second end 18 of the hinge bracket 14 may define an opening 22.

[0022] As in the Fig. As can be seen in Figures 2-6, the support bracket 24 may include a first segment 76 and a second segment 94. The first segment 76 and the second segment 94 may sandwich the hinge bracket 14 between them. Alternatively, the support bracket 24 may be a single piece.

[0023] The first segment 76 may be configured such that the locking mechanism 48 may be removably attached to the first segment 76. The first segment 76 may also define an opening 78 that aligns with the opening 22 in the hinge bracket 14.

[0024] The first segment 76 may include a portion 82 defining at least one hole 80 that aligns with at least one hole 62 in the bumper reinforcement bar 60. Referring again to Fig. 6, fasteners 88, such as threaded bolts, may extend through the at least one hole 62 of the bumper reinforcement bar 60 into the at least one aligned hole 80 of the first segment 76 to removably secure the first segment 76 to the bumper reinforcement bar 60.

[0025] Alternatively, the first segment 76 may be welded or otherwise secured to the bumper reinforcement bar 60 in any suitable manner. The first segment 76 may also be removably attached, welded, or otherwise directly and permanently connected to the vehicle frame 56. The first segment 76 may be formed from metal, such as steel, aluminum, etc., or any other suitable materials.

[0026] The second segment 94 of the support bracket 24 may include a first portion 26 and a second portion 30. The first portion 26 may define an opening 28 that aligns with the opening 22 in the hinge bracket 14.

[0027] The second portion 30 may extend transversely with respect to the first portion 26. The second portion 30 may define at least one hole 32. The bumper reinforcement bar 60, which is attached to the vehicle frame 56, may also define at least one hole 62 that aligns with the at least one hole 32 defined by the second portion 30. As shown in Fig. 6, fasteners 86, such as threaded bolts, may extend through the at least one hole 62 of the bumper reinforcement bar 60 into the at least one aligned hole 32 of the second segment 94 of the support bar 24 to removably secure the support bar 24 to the bumper reinforcement bar 60.

[0028] Alternatively, the second segment 24 may be welded or otherwise secured to the bumper reinforcement bar 60 in any suitable manner. The second segment 24 may also be removably attached, welded, or otherwise directly fixed to the vehicle frame 56. The second segment 94 may be formed from metal, such as steel, aluminum, etc., or any other suitable materials.

[0029] A pivot pin 70 can pivotally connect the support bracket 24 to the hinge bracket 14. In particular, the pivot pin 70 can pivotally connect the hinge bracket 14 to both the first segment 76 and the second segment 94 of the support bracket 24. The pivot pin 70 can have a shaft 72. In the example shown in the figures, the shaft 72 of the pivot pin 70 can extend through the opening 78 of the first segment 76 of the support bracket 24, the opening 22 of the hinge bracket 14, and the opening 28 of the second segment 94 of the support bracket 24.

[0030] The hinge pin 70 may include a head 74 with the shank 72 extending from the head 74. The head 74 of the hinge pin 70 has a circumference that is larger than a circumference of at least one of the openings 22, 28, and 78 of the first segment 76, the hinge bracket 14, and the second segment 94. The head 74 of the hinge pin 70 may abut the first segment 76, the hinge bracket 14, or the second segment 94, with the shank 72 of the hinge pin 70 extending through the openings 22, 28, and 78 to pivotally connect the first segment 76, the hinge bracket 14, and the second segment 94. The hinge pin 70 may be formed from metal, such as steel or aluminum.

[0031] As noted above, the locking mechanism 48 may include the movable member 50 that retractably engages the hinge bracket 14 and the support bracket 24 to hold the stiffener beam 36 in the deployed position. Specifically, the locking mechanism 48 may include a base 52, and the movable member 50 may extend from and retract into the base 52. The locking mechanism may be any suitable type of locking mechanism, such as a solenoid.

[0032] As can be seen in the example shown in the figures, the base 52 of the locking mechanism 48 can be attached to the first segment 76 of the support bracket 24, and the movable element 50 can extend from the base 52 and into engagement with the hinge bracket 14, i.e., to prevent the hinge bracket 14 from pivotally moving upward and rearward in the vehicle direction. In Fig. 3, the movable element 50 is in an extended position in which it retractably engages the hinge bracket 14 to hold the stiffening support 36 in the deployed position. In Fig. 4, the movable element 50 is in a retracted position in which it non-retractably engages the hinge bracket 14. As shown in the Fig. 3 and Fig. 4, the first segment 76 of the support bracket 24 may also define an opening 84 through which the movable member 50 of the locking mechanism 48 may extend and retract. Alternatively, the base 52 of the locking mechanism 48 may be attached, for example, to the hinge bracket 14, and the movable member 50 may retractably extend from the base 52 into engagement with the support bracket 24, i.e., for locking with the support bracket 24.

[0033] Still referring to Fig. 4, the spring 40 biases the stiffener beam 36 into the deployed position when the movable member 50 of the locking mechanism 48 is in the retracted position. The spring 40 may have a first end 42 that engages the second end 94 of the support bracket 24. The second segment 94 of the support bracket 24 may have a notch 34 for securing the first end 42 of the spring 40. A second end 44 of the spring 40 engages the hinge bracket 14. A body 46 of the spring 40 may be attached to the shaft 72 of the pivot pin 70. The spring 40 is configured to apply a force to the hinge bracket 14 that biases the stiffener beam 36 into the deployed position. The spring 40 may be made of metal, such as steel or aluminum, and it may be any suitable type of spring, e.g. a torsion spring.

[0034] As in Fig. 5, when the movable member 50 of the locking mechanism 48 is in the retracted position, the stiffener beam 36 may be subjected to an external force of sufficient magnitude (as represented by arrow F) to overcome the force applied by the spring 40 to the hinge bracket 14. In this case, the stiffener beam 36 may pivot upwardly and rearwardly in the vehicle direction to the undeployed position. When the external force is removed, or the magnitude of the external force is less than the force applied by the spring 40 to the hinge bracket 14, the spring 40 biases the stiffener beam 36 to the deployed position.

[0035] With reference to Fig. 7, the vehicle 10 may include a control system 200 including a control unit 90 in communication with the locking mechanism 32. The control unit 90 may be a microprocessor-based control unit. The control unit 90 may include a processor, memory, etc. The memory of the control unit 90 may store instructions executable by the processor. A sensor (not shown) communicates with the control unit 90 to communicate data to the control unit 90. Based on the data communicated to the control system 200, the control unit 90 instructs the locking mechanism 48 to position the movable member 50 of the locking mechanism 48 to extend or retract relative to the base 52.

[0036] The control system 200 may transmit signals through a communications network 96 (e.g., a Controller Area Network (CAN) bus), Ethernet, and / or any other wired or wireless communications network. The control unit 90 may use information from the communications network to control the locking mechanism 48. The locking mechanism 48 may be connected to the control unit 90, or it may be connected directly to the communications network 96.

[0037] The control system 200 may be in communication with a powertrain module 92 of the vehicle 10. In particular, the powertrain module 90 may transmit a signal to the control system indicative of the speed of the vehicle 10.

[0038] The control unit 90 is programmed to move the locking mechanism 48 into a locked position, i.e., in which the movable member 50 is extended from the base 52, when the vehicle 10 is traveling at a speed above a threshold. Specifically, when the vehicle 10 is traveling at a speed above the threshold, the control unit 90 may instruct the locking mechanism 48 such that the movable member 50 extends from the base 52 and locks the support bracket 24 and the hinge bracket 14 to lock the stiffening beam 36 in the deployed position.When the vehicle 10 is traveling at a speed below the threshold speed, the control unit 90 can command the locking mechanism 48 to retract the movable member 50 relative to the base 52, allowing relative rotation between the hinge bracket 14 and the support bracket 24 to rotate the stiffening beam 36 to the undeployed position when a ground obstacle is encountered. The threshold speed can be, for example, 25 kilometers per hour.

[0039] Some vehicles, e.g., light trucks, can be operated in an off-road mode in which certain vehicle systems (e.g., suspension and / or drivetrain) have settings for operation on unpaved, uneven surfaces and typically at lower speeds. Such an off-road mode can be manually selected by the vehicle operator (if such a switch is provided for the operator) and / or it can be automatically initiated based on certain verified parameters. When the vehicle 10 is traveling in the off-road mode, it is assumed that it is traveling in an area where pedestrians are unlikely to be present, and it is assumed that the vehicle 10 needs the greatest possible ground clearance to avoid striking obstacles. Therefore, the movable member 50 of the locking mechanism 48 can be maintained in the retracted position in the off-road mode regardless of the vehicle speed.

[0040] Fig.8 shows an example of speed-based retractable engagement logic 300. When the vehicle control system 200 is in off-road mode, the movable member 50 of the locking mechanism 48 is in the retracted position at a block 310, regardless of the vehicle speed, as shown in a box 320. When the vehicle control system 200 is not in off-road mode, the vehicle speed is checked at a box 330 to determine if it exceeds the threshold speed, e.g., 25 kilometers per hour. If the vehicle speed exceeds the threshold speed, the control unit 90 sends a signal to the locking mechanism 48 at a block 350 to move the movable member 50 to retractably engage the hinge bracket 14 and the support bracket 24 and hold the stiffening beam 36 in the deployed position.If the vehicle speed is equal to or less than the threshold speed, the control signal 90 sends a signal to the locking mechanism 48 at block 340 to move the movable member 50 of the locking mechanism 48 to the retracted position.

[0041] The disclosure has been described in an illustrative manner, and it is understood that the terminology used is for the purpose of description rather than limitation. Many modifications and variations of the present disclosure are possible in light of the above teachings, and the disclosure may be practiced otherwise than as specifically described.

Claims

[1] Vehicle front stiffener (12), comprising: a support bracket (24); a hinge bracket (14) pivotally connected to the support bracket (24); a stiffening beam (36) supported by the hinge bracket (14); and a spring (40) between the support bracket (24) and the hinge bracket (14), whereby the stiffening support (36) is biased into an deployed position, further comprising a locking mechanism (48) with a movable element (50) which retractably engages the hinge bracket (14) or the support bracket (24) in the deployed position, characterized by , that the hinge bracket (14) and / or the support bracket (24) defines an opening (22, 28) aligned with the movable element (50) in the deployed position; and the locking mechanism (48) is a solenoid. [2] The vehicle front stiffener (12) of claim 1, wherein the spring (40) has a first end (42) and a second end (44), the first end (42) of the spring (40) engaging the hinge bracket (14) and the second end (44) of the spring (40) engaging the support bracket (24). [3] The vehicle front stiffener (12) of claim 1, further comprising a pivot pin (70) pivotally connecting the support bracket (24) and the hinge bracket (14). [4] Vehicle front stiffener (12) according to claim 3, wherein a body (46) of the spring (40) is attached to the pivot pin (70). [5] Vehicle front stiffener (12) according to claim 1, wherein the spring (40) is a torsion spring. [6] The vehicle front stiffener (12) of claim 1, wherein the locking mechanism (48) locks the stiffener beam (36) in the deployed position when the vehicle (10) exceeds a threshold speed. [7] Vehicle front stiffener (12) according to claim 1, wherein the locking mechanism (48) is attached to the support bracket (24).

Images