VEHICLE FRONT AND BUMPER REINFORCEMENT ARRANGEMENT

Abstract

Vehicle front section (12), comprising: a bumper (14); a support (20) attached to the bumper (14); and several ribs (24) which are movably attached to the support (20) and spaced apart from each other; wherein the ribs (24) taper in a direction perpendicular to the bumper (14), further comprising a rack (58) supported by the carrier (20) and pinions (60) supported by the ribs (24) and engaging with the rack (58).

Description

[0001] The invention relates to a vehicle front end and a bumper reinforcement arrangement.

[0002] Vehicle bumpers can have a stiffness determined by the material and structure of the bumper. However, the desired stiffness of the bumper can vary depending on the vehicle speed. For example, at low vehicle speeds, high stiffness may be desired to prevent bumper damage, while at high vehicle speeds, lower stiffness may be desired to reduce energy absorption during a pedestrian impact.

[0003] Such vehicle front sections and bumper reinforcement arrangements for vehicles are known from DE 10 2015 112 315 A1, DE 10 2011 107 995 A1, DE 10 2009 007 410 A1 and EP 1 878 621 A1.

[0004] Many vehicle research institutes publish test protocols and standards for specific vehicle-specific results. For example, the RCAR (Research Council for Automobile Repairs) publishes impact test protocols and standards for vehicles. One example RCAR impact test protocol addresses low-speed damageability (LSD), which is damage to vehicle components at 15 kilometers per hour (km / h). In another example, the NHTSA (National Highway Traffic Safety Administration) publishes FMVSS (Federal Motor Vehicle Safety Standards) Part 581, which describes impact test protocols for LSD of vehicle bumper systems. However, as described above, the stiffness of the bumper system for LSD may differ from the stiffness desired for pedestrian protection at higher vehicle speeds, for example, above 30 km / h.In other words, LSD and pedestrian protection requirements create competing design principles. There is still a way to design a vehicle bumper that accommodates both low-speed damageability and pedestrian protection.

[0005] The object of the invention is achieved by the subject matter of the independent patent claims. Advantageous further developments are the subject matter of the dependent claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is an exploded perspective view of a vehicle having a bumper, a bumper reinforcement assembly, and a front fascia exploded from the rest of the vehicle. Fig. Figure 2A is a plan view of the bumper reinforcement assembly including a beam and ribs shown in hidden lines in a deployed position. Fig. 2B is a perspective view of an enlarged portion of the Fig. 2A shown bumper reinforcement arrangement. Fig. 3 is a plan view of the bumper reinforcement assembly with the ribs in an inactive position. Fig. 4A is a plan view of another embodiment of the bumper reinforcement assembly with the ribs in a deployed position. Fig. 4B is a cross-sectional view of a portion of the bumper reinforcement assembly taken along line 4B of Fig. 5. Fig. 5 is a plan view of the bumper reinforcement assembly with the ribs moved to a second position. Fig. 6 is a system block diagram of a vehicle speed detection subsystem. DETAILED DESCRIPTION

[0006] Referring to the figures, wherein like numerals indicate like parts throughout the several views, a bumper reinforcement assembly 16 for a vehicle 10 includes a beam 20 and ribs 24. The beam 20 has a longitudinal axis A and two ends 22 spaced apart along the longitudinal axis A. The ribs 24 are movably mounted to the beam 20 and spaced apart along the longitudinal axis A. The ribs 24 taper in a direction transverse to the longitudinal axis A.

[0007] The ribs 24 are from an extended position (also referred to as the “first position”) as shown in the Fig. 2A and Fig. 4A, into an inactive position (also referred to as the “second position”), as shown in the Fig. 3 and Fig. 5, rotatable. The taper of the ribs 24 provides proper stiffness for reinforcing a front fascia 18 of the vehicle 10 when the ribs 24 are in the deployed position, for example, at low vehicle speeds, to improve the damageability of the vehicle 10 at low speeds. In other words, the taper of the ribs 24 can reinforce the front fascia 18 to reduce the likelihood of damage to the front fascia during low-speed impacts. The taper of the ribs 24 also provides a pivot angle of the ribs 24 relative to the beam 20 from the deployed position to the inactive position.

[0008] With reference to Fig. 1, the vehicle 10 may include a front end 12 including a bumper 14 and the front fascia 18 covering the bumper 14. The vehicle 10 may be any type of passenger car or commercial vehicle, such as a passenger car, a truck, a sport utility vehicle, a taxi, a bus, etc.

[0009] The bumper 14 can absorb energy from a vehicle impact and can be positioned behind the bumper reinforcement assembly 16, that is, in a rearward vehicle direction. In particular, the bumper reinforcement assembly 16 can be disposed between the bumper 14 and the front fascia 18. The bumper 14 can be made of a metal, for example, steel, aluminum, etc. The bumper 14 can be attached to a frame 84 of the vehicle 10 in any suitable manner, for example, by fasteners, welds, press fitting, etc. The front fascia 18 can cover the bumper 14 and the bumper reinforcement assembly 16 to provide an aesthetic appearance. During a vehicle impact, the front fascia 18 can contact an impacted object and absorb energy from the object.The front fascia 18 may be made of any suitable material, for example, a metal, a polymer (e.g., a plastic), a composite material, etc. The front fascia 18 may be flexible and / or brittle relative to the bumper 14. The front fascia 18 may be attached to a body (not numerated) and / or the frame of the vehicle 10.

[0010] With reference to the Fig. 1-5, the support 20 may be attached to the bumper 14 or to any suitable part of the vehicle 10. The support 20 is disposed between the bumper 14 and the front fascia 18. The support 20 is elongated between two ends 22 spaced apart along the longitudinal axis A.

[0011] With reference to the Fig. 1-5, the bumper reinforcement assembly 16 may include any suitable number of ribs 24 spaced apart between the ends of the beam 20. For example, the number of ribs 24 may be selected based on the energy absorption requirements of a particular speed and impact load, for example, a 40% offset low-speed structural impact test protocol as described by the RCAR (Research Council for Automobile Repairs). The bumper reinforcement assembly 16 may include a left group of ribs 24 and a right group of ribs 24, as shown in FIGS. Fig. 1-5. The left group and the right group can move independently between the deployed position and the inactive position.

[0012] In the deployed position, the ribs 24 may extend in a direction substantially perpendicular to the bumper 14. Thus, in the deployed position, the ribs 24 may reinforce the front fascia 18 by transferring force from the front fascia 18 to the bumper 14. Further, the ribs 24 may absorb energy during impact, e.g., by deformation, fracture, etc., thereby reducing the energy absorbed by, for example, the bumper 14 and the front fascia 18. As noted below, the ribs 24 may be in the deployed position, for example, when the vehicle 10 is traveling at low speed to reduce the likelihood of damage to the front fascia 18 during a frontal impact. In the inactive position, the ribs 24 may extend in a direction non-perpendicular to the bumper 14.In other words, the ribs 24 may be flattened relative to the bumper 14. For example, in the inactive position, the ribs 24 may extend in a direction 40 degrees clockwise or counterclockwise relative to the direction in which the ribs 24 extend in the deployed position. Thus, in the inactive position, the ribs 24 do not reinforce the front fascia 18 and reduce the stiffness of the front fascia 18 relative to the deployed position. When the vehicle 10 is traveling at higher speeds, the ribs 24 may be moved to the inactive position to absorb energy from a pedestrian during a pedestrian-vehicle impact.In other words, the bumper reinforcement assembly 16 provides variable stiffness to reduce the likelihood of damage to the vehicle 10 at low speeds and reduce the likelihood of pedestrian injury at higher speeds.

[0013] As stated above, the ribs 24 may taper in the direction transverse to the longitudinal axis A. With reference to the Fig. 2A and Fig. 4A, the ribs 24 may taper in a direction transverse to the longitudinal axis A when the ribs 24 are in the deployed position. In the deployed position, the ribs 24 may taper in a direction transverse to the bumper 14. In the deployed position, each rib 24 widens in a direction from the front fascia 18 to the bumper 14, that is, in a rearward vehicle direction. As an example, the ribs 24 may form a substantially V-shaped configuration in the direction transverse to the longitudinal axis A and / or the bumper 14. Alternatively, the ribs 24 may taper in any suitable manner.

[0014] As in Fig. 2B, the ribs 24 may each include a top plate 34, side plates 36, and a bottom plate 44. In the example of Fig. 2B, the ribs 24 include two side plates 36. The side plates 36 may each extend from the upper plate 34 to the lower plate 44. The upper plate 34 and the lower plate 44 interconnect the side plates 36 and reinforce the side plates 36 when subjected to a force, for example, during an impact. The upper plate 34 and the lower plate 44 may be shaped to taper in the direction transverse to the longitudinal axis A, for example, in a substantially triangular shape. The side plates 36 may be shaped in any suitable manner, for example, in a substantially rectangular shape extending from the upper plate 34 to the lower plate 44.

[0015] Each rib 24 may include webs 46 extending along the side plates 36. The webs 46 reinforce the side plates 36 against buckling when subjected to an axial force. Each rib 24 may include a shoulder 48 extending from one of the side plates 36 to the other of the side plates 36 between the upper plate 34 and the lower plate 44. The shoulder 48 reinforces the side plates 36, the upper plate 34, and the lower plate 44 against buckling when subjected to an axial force.

[0016] As stated above, the ribs 24 are movably mounted to the support 20. For example, the ribs 24 may be rotatably mounted to the support 20. In particular, the ribs 24 may be arranged along the support 20 to allow the ribs 24 to rotate between the deployed position and the inactive position.

[0017] For example, the ribs 24 or the support 20 may include a pin 42, and the other of the ribs 24 and the support 20 may include holes 50 that rotatably receive the pins 42. For example, as shown in the figures, the ribs 24 each include pins 42, and the support includes holes 50 that rotatably receive the pins. The pins 42 are retained in the holes 50.

[0018] Some or all of the ribs 24 may vary in size and shape relative to each other. As shown in the Fig. 2A through 5, some of the ribs 24 may have a common size and shape, and some of the ribs 24 may have a different size and shape. The ribs 24 may be made of any suitable material, for example, a polymer (e.g., a plastic), a composite material, a metal, etc. The ribs 24 and the pins 42 may, for example, be made of a plastic that is different from the plastic from which the carrier 20 is made to reduce resistance of the ribs 24 and the pins 42 rotating in the holes 50 of the carrier 20. The ribs 24 may be molded into the carrier 20 as a one-piece construction and secured to the carrier 20 by pins 42 molded into the carrier 20 and engaging the ribs 24.

[0019] The bumper reinforcement assembly 16 includes a drive assembly 52 connected to the ribs 24 and an actuator 28 connected to the drive assembly 52. ​​The drive assembly 52 transmits movement from the actuator 28 to the ribs 24 to move the ribs 24 between the deployed position and the inactive position. Fig. 2A-3, a first embodiment of the drive assembly 52 is shown, and a second embodiment of the drive assembly 52 is shown in the Fig. 4A-5 shown.

[0020] In the first embodiment, the drive assembly 52 includes a linkage 26 connecting the ribs 24. The linkage 26 connects the actuator 28 to the ribs 24 and transmits motion from the actuator 28 to the ribs 24 to move the ribs 24 between the deployed position and the inactive position.

[0021] The linkage 26 may include links 30 that are pivotally coupled to one another. Each link 30 may be connected to adjacent ones of the ribs 24. For example, either the ribs 24 or the links 30 may each include a pin 38, and the other of the ribs 24 or the links 30 may each include a slot 32 that movably, for example, slidably, receives one of the pins 38. In particular, the ribs 24 in the embodiment shown in the Fig. 2A-3, each of the connecting links 30 includes a pin 38, and the connecting links 30 each include a slot 54 that receives a respective pin 38. The connecting links 30 may each have a specific length to indicate the angle by which each of the ribs 24 rotates from the deployed position to the inactive position, for example, 40 degrees. The specific lengths of the connecting links 30 allow the ribs 24 to rotate through larger angles in the inactive position without contacting other ribs 24. The connecting links 30 may be made of any suitable material, for example, a polymer (e.g., a plastic), a composite material, a metal, etc.

[0022] The actuator 28 can move the links 30, as noted below, to move the ribs 24 between the deployed position and the inactive position. With reference to the Fig. 2A through 3, for example, the actuator 28 can pull the links 30 to move the ribs 24 from the deployed position to the inactive position, and can push the links 30 to move the ribs 24 from the inactive position to the deployed position. Alternatively, the actuator 28 can push the links 30 to move the ribs 24 to the inactive position, and can pull the links 30 to move the ribs 24 to the deployed position. As the actuator 28 pushes / pulls the links 30, the pins 38 of the links 30 slide in their respective slots 32 upon rotation of each rib 24 about the pins 42 retained in the holes 50.

[0023] With reference to Fig. 2B, each group of ribs 24 may include an end rib 56 and a second rib 54. The actuator 28 may be directly connected to the second rib 54, for example, with a connecting link 30. In this configuration, another connecting link 30 may connect the second rib 54 to the end rib 56. Here, because space in the beam 20 may be limited toward the end 22, the end rib 56 may be too short to support one of the slots 32 and one of the pins 38. The linkage 36 may include a longer connecting link 30 extending from the actuator 28 to the second rib 54, and the second rib 54 may include the connecting link 30 connecting the second rib 54 to the end rib 56, for example, connected to the bottom plates 44 of the second rib 54 and the end rib 56.When the actuator 28 pulls on the link 30 connected to the second rib 54, the link 30 connecting the second rib 54 to the end rib 56 pushes the end rib 56.

[0024] The second embodiment of the drive assembly 52 is shown in the Fig. 4A-5. The drive assembly 52 of the Fig. 4A-5 includes a rack 58 and a plurality of pinions 60. The rack 58 connects the actuator 28 to the ribs 24 and transmits movement from the actuator 28 to the ribs 24 to move the ribs 24 from the deployed position as shown in the Fig. 4A, into the inactive position as shown in Fig. 5 shown to move.

[0025] The rack 58 may be an elongated bar having teeth 62 that engage teeth 64 of the pinion 60, as shown in Fig. 4B. The teeth 62 may be shaped to engage the pinions 60 such that movement of the rack 58 results in rotation of the pinions 60. That is, each of the teeth 62 of the rack 58 may fit into a gap between the teeth 64 of the pinion 60, and as the rack 58 moves longitudinally, i.e., along the longitudinal axis A, the teeth 62 push or pull the teeth 64. Upon rotation of the pinion 60, some of the teeth 64 rotate away from the rack 58, and some of the teeth 64 rotate toward the rack 58, engaging the teeth 62. Thus, the longitudinal movement of the rack 58 may be converted into rotational movement of the pinion 60. The rack 58 may be made of any suitable material, for example, a polymer (e.g., a plastic), a composite material, a metal, etc.

[0026] Each rib 24 is fixed to one of the pinions 60, meaning that the respective rib 24 and the pinion 60 move together as a unit. As shown in Fig. 4B, each of the pinions 60 may include one of the pins 42 extending through one of the holes 50 in the carrier 20 and connected to one of the ribs 24. The pins 42 may be fixedly attached to the pinions 60 and the ribs 24 such that rotational movement of the pinions 60 is transmitted to the ribs 24 via rotation of the pins 42. That is, when the rack 58 pushes the pinions 60, causing the pinions 60 to rotate, the pins 24 subsequently rotate about the pins 42, rotating the ribs 24 from the deployed position to the inactive position. The pinions 60 may be spaced apart from one another such that each of the ribs 24 can rotate to the inactive position without contacting other ribs 24, as in Fig. 5. The pinions 60 may be substantially circular or have any suitable shape to rotate the ribs 24 from the deployed position to the inactive position.

[0027] The rack 58 may be movably connected to the carrier 20 by lugs 66. For example, the carrier 20 may include a plurality of lugs 66 that engage the rack 58 to allow longitudinal movement of the rack 58. The lugs 66 may extend from the carrier 20 and engage the rack 58. As shown in Fig. 4B, one of the lugs 66 may include a flange 68 that allows the rack 58 to move only along the longitudinal axis A. One of the other lugs 66 may be positioned so that the rack 58 is between the pinion 60 and the lug 66, thereby preventing the rack 58 from moving transversely to the longitudinal axis A and losing contact with the pinion 60. That is, the lug 66 may ensure that the rack 58 moves only along the longitudinal axis A. The lugs 66 may be formed simultaneously with the carrier 20, that is, the lugs 66 may be a one-piece construction with the carrier 20.

[0028] The drive assembly 52 may include two racks 58, one of the racks 58 being connected to one of the actuators 28 and moving the left group of ribs 24, and the other of the racks 58 being connected to the other actuator 28 and moving the right group of ribs 24. The racks 58 may move the left group of ribs 24 in one direction, for example, clockwise around the pins 42, and the right group of ribs 24 in the other direction, for example, counterclockwise around the pins 42, as shown in Fig. 5 shown.

[0029] As stated above, the bumper reinforcement assembly 16 includes the actuator 28. In particular, the bumper reinforcement assembly 16 may include two actuators 28, as shown in the Fig. 2A-5. In other words, one of the actuators 28 can move the left group of ribs 24, and the other of the actuators 28 can move the right group of ribs 24. The support 20 can support the actuators 28, for example, at each end 22.

[0030] The actuator may, for example, be a stepper motor. The actuators 28 may be connected to the drive assembly 52 in any suitable manner. As shown in the Fig. 2A-3, the actuator 28 may include, for example, an arm 82 connected to the linkage 26. The actuator 28 may be connected to a wiring harness 86, as shown in Fig. 2B, be connected to a power source (not shown). In the example of Fig. 4A and Fig. 5, the actuators 28 may move the racks 58 linearly in any suitable manner, i.e., along a linear path of movement. For example, the actuators 28 may each include one of the pinions 60 that engages the rack 58 to drive the racks 58 to rotate the ribs 24. In another example, the actuators 28 may be linear actuators, solenoids, etc., or any other suitable device that drives the racks 58 in the direction along the longitudinal axis A.

[0031] Fig.6 illustrates a vehicle speed sensing subsystem 70. The subsystem 70 includes a controller 72, the actuator 28, a plurality of sensors 78, and a communication bus 80. The subsystem 70 can move the ribs 24 from the deployed position to the inactive position relative to the bumper 14 based on the speed of the vehicle. For example, the controller 72 can command the actuator 28 to move the ribs 24 to the deployed position in response to an instruction from the sensor 78 that the speed of the vehicle 10 is below a threshold value, for example, a value between 15 and 30 km / h. The controller 72 may instruct the actuator 28 to move the ribs 24 to the inactive position in response to an instruction from the sensor 78 that the speed of the vehicle 10 is above a threshold value, for example, a value between 15 and 30 km / h.The sensor 78 may, for example, be a speed sensor that detects the speed of the vehicle and transmits the speed of the vehicle to the controller 72.

[0032] The controller 72 includes a processor 74 and a memory 76. The processor 74 may be programmed to receive instructions stored in the memory 76 and send instructions to the actuator 28 to move the link. The processor 74 may include any number of electronic components programmed to receive and process signals sent by the subsystem 70. The processor 74 generally receives data from the sensor 78 and may generate instructions to control the actuator 28. The memory 76 may be a data storage device, for example, a hard disk drive, a solid-state drive, a server, or any volatile or non-volatile media. The memory 76 may store the data collected by the sensors 78.

[0033] Processor 74 may be programmed to detect the vehicle speed. Sensors 78, such as a speedometer, may detect the speed of vehicle 10 and send the speed to processor 74. Based on the vehicle speed, processor 74 may send instructions to actuator 28 to move the link, thereby moving ribs 24 from the deployed position to the inactive position.

[0034] Sensors 78 include a variety of devices. For example, sensors 78 may be devices that collect data relating to vehicle speed, acceleration, system and / or component functionality, etc. Furthermore, sensors 78 may include mechanisms such as radar, lidar, sonar, etc.

[0035] Subsystem 70 includes communication bus 80 for communicatively connecting sensors 78, actuator 28, and controller 72. Bus 80 sends and receives data throughout subsystem 70, for example, sending instructions from processor 74 to actuator 28 to move the link. Bus 80 may be a CAN (Controller Area Network) bus.

[0036] The subsystem 70 may send signals through a communication network 80 (such as a CAN bus (Controller Area Network), Ethernet, and / or any other wired or wireless communication network). The controller 72 may use information from the communication network 80 to control the actuator 28.

Claims

[1] Vehicle front section (12), comprising: a bumper (14); a support (20) attached to the bumper (14); and a plurality of ribs (24) movably mounted on the support (20) and spaced apart from one another; wherein the ribs (24) taper in a direction transverse to the bumper (14), further comprising a rack (58) supported by the carrier (20) and pinions (60) supported by the ribs (24) and engaged with the rack (58). [2] The vehicle front end (12) of claim 1, further comprising a drive assembly (52) connected to the ribs (24) and an actuator (28) connected to the drive assembly (52). [3] The vehicle front end (12) of claim 1, wherein each pinion (60) is fixed to each rib (24). [4] Vehicle front end (12) according to one of claims 1 to 3, further comprising a linkage (26) connecting the ribs (24). [5] The vehicle front end (12) of claim 4, wherein the linkage (26) includes links (30) pivotally coupled to one another, each link (30) being connected to adjacent ones of the ribs (24). [6] The vehicle front end (12) of claim 5, wherein one of the ribs (24) and the connecting members (30) each include a pin (42) and the other of either the ribs (24) or the connecting members (30) each include a slot (32) movably receiving one of the pins (42). [7] The vehicle front end (12) according to any one of claims 1 to 6, further comprising an actuator (28) supported by the carrier (20) and coupled to the ribs (24). [8] The vehicle front end (12) of claim 7, further comprising a controller (72) including a processor (74) and a memory (76), the processor (74) being programmed to determine a vehicle speed and, based on the vehicle speed, to actuate the actuator (28) to move the ribs (24) relative to the bumper (14) from a first position to a second position. [9] The vehicle front end (12) of claim 8, wherein the ribs (24) extend substantially perpendicular to the bumper (14) in the first position and extend at a non-perpendicular angle with respect to the bumper (14) in the second position. [10] A vehicle front end (12) according to any one of claims 1 to 9, wherein each rib (24) is substantially V-shaped. [11] Bumper reinforcement assembly (16) comprising: a support (20) having a longitudinal axis and two ends (22) spaced apart along the longitudinal axis (A); and Ribs (24) movably mounted on the support (20) and spaced apart along the longitudinal axis (A); wherein the ribs (24) taper in a direction transverse to the longitudinal axis (A), further comprising a rack (58) supported by the carrier (20) and pinions (60) supported by the ribs (24) and engaged with the rack (58). [12] The bumper reinforcement assembly (16) of claim 11, wherein each pinion (60) is fixed to each rib (24). [13] The bumper reinforcement assembly (16) of any one of claims 11 to 12, further comprising an actuator (28) supported by the bracket (20) and coupled to the rack (58). [14] The bumper reinforcement assembly (16) of any one of claims 11 to 13, further comprising a linkage (26) connecting the ribs (24). [15] The bumper reinforcement assembly (16) of claim 14, wherein the linkage (26) includes links (30) pivotally coupled to one another, each link (30) being connected to adjacent ones of the ribs (24). [16] The bumper reinforcement assembly (16) of claim 15, wherein one of the ribs (24) and the connecting members (30) each includes a pin (42) and the other of either the ribs (24) or the connecting members (30) each includes a slot (32) movably receiving one of the pins (42). [17] The bumper reinforcement assembly (16) of any one of claims 14 to 16, further comprising an actuator (28) supported by the bracket (20) and coupled to the linkage (26). [18] A bumper reinforcement assembly (16) according to any one of claims 11 to 17, wherein each rib (24) is substantially V-shaped.

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