Front rail for vehicles

Abstract

The front rail, configured to be supported by a vehicle frame, includes a tubular body formed of a rolled high-strength metal and configured to receive an axial load during a frontal vehicle impact. The high-strength metal sheet defines a cross-sectional shape along the length of the tubular body. The tubular body includes a central wall extending from a first sidewall to a second sidewall, defining at least a first longitudinal channel and a second longitudinal channel. A groove is disposed within the first sidewall of the tubular body and extends longitudinally along at least a portion of the length of the tubular body to reinforce the tubular body. A hole extends through the first sidewall of the tubular body adjacent the groove and is configured as a bend initiation.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims the benefit of and priority under 35 U.S.C. §119(e) to U.S. Provisional Patent Application No. 63 / 374,402, filed September 2, 2022, the disclosure of which is considered part of this application and is incorporated herein by reference in its entirety.

[0002] The present disclosure relates to vehicle frame assemblies, and more particularly to front rail configurations and assemblies for vehicle body structures. [Background technology]

[0003] Vehicle frames and body structures are designed to support the vehicle and to receive and absorb specific levels of impact forces, such as preventing inward movement into the vehicle, in accordance with insurance and other regulatory and legal requirements. Frontal impacts to vehicles are typically tested using frontal impact tests, which impart significant impact forces to the front of the vehicle. The vehicle frame primarily absorbs these frontal impacts through the front rails and front rail assemblies that extend longitudinally between the front bumper and the vehicle cab.

[0004] It is desirable to convert front impact forces into other forms of energy in a predictable and controllable manner. Improved front rail configurations are desired to achieve the goals of crashworthiness, light weight, and efficient material use. With the transition to electric vehicles, the presence of the engine in the front portion of the vehicle is no longer a given in vehicle design. Therefore, the front rail is increasingly important in absorbing front impact energy in a predictable and controlled manner, and an opportunity exists to provide improved front rails and front rail assemblies. Summary of the Invention

[0005] The present disclosure provides a front rail for a vehicle that absorbs front impact energy in a predictable and controlled manner. The front rail may include a high-strength metal sheet or other rigid material extending longitudinally along its length to form a tubular beam, which may be configured to direct longitudinal forces between a bumper assembly and a mid-frame component at either end of the tubular beam. The tubular beam may have a constant cross-sectional shape and area along its length. Alternatively, the tubular beam may have a substantially constant cross-sectional shape and area along its length, such as in a tapered or angulated manner.

[0006] The front rail may be formed from a single continuous piece of material, such as sheet material formed via roll forming, stamping, or a combination thereof. In some embodiments, the front rail may be formed from multiple pieces of material joined together. The front rail may be formed from multiple pieces of a single material or multiple materials, or from a first piece of a first material and a second piece of a second material. One or more edges of the sheet material may be welded or otherwise secured to form a closed cross-section. The front rail may have at least one longitudinally extending hollow channel within the closed cross-section, and in some embodiments, may have two or more longitudinally extending hollow channels within the closed cross-section.

[0007] The front rail may be configured to have a generally rectangular cross-sectional shape. In other embodiments, the front rail may be configured to have other cross-sectional shapes, such as a generally diamond-shaped cross-sectional shape. Additionally, in some embodiments, the front rail may be configured with an external flange extending outward from the cross-sectional shape. The front rail may be configured with one or more grooves or channels in one or more of its walls that project inward from the generally rectangular cross-sectional shape. The cross-sectional aspect of the grooves or channels may be square, trapezoidal, rounded, or other suitable shape. The cross-sectional shape of the front rail may be configured to absorb axial loads in a frontal vehicle impact.

[0008] The front rail may be configured with one or more bend initiations. The bend initiations may be configured with one or more holes or angled bends extending laterally and positioned longitudinally anywhere along the length of the front rail. The bend initiations may be located on one or more sides of the front rail cross section. The bend initiation placement may be equal between a pair of sides of the front rail cross section. The bend initiation placement may be unequal between multiple sides of the front rail cross section. For example, the bend initiations may form a group of vertically aligned holes.

[0009] The front rail may be a structural component of a vehicle frame and may comprise a tubular beam made of sheet metal roll-formed along its length to define an enclosed cross-sectional shape extending the length of the tubular beam having a front end configured to connect to a bumper assembly and a rear end opposite the front end configured to connect to a mid-frame component, the enclosed cross-sectional shape being configured to absorb an axial load in a front vehicle impact between the front and rear ends such that, upon axial load, impact energy is absorbed and deformed in a controlled and predictable manner by deformation of the cross-sectional shape along the length of the tubular beam.

[0010] The cross-sectional shape may define an enclosed shape with a hollow channel extending longitudinally along the length of the tubular beam, or an enclosed shape with multiple separated hollow channels extending the length of the tubular beam. The multiple hollow channels may be separated by a common wall formed from a high-strength metal sheet. The groove may protrude inwardly from the cross-sectional shape and extend longitudinally in a groove direction that is generally parallel to the length of the tubular beam. A hole extending through the metal sheet may be located proximate a first end of the tubular beam. The tubular beam may be formed from a roll-formed metal sheet. First and second edges of the metal sheet may be secured to first and second joining locations of the cross-sectional shape.

[0011] The present disclosure provides a structural beam for a vehicle, including an elongated body formed from a metal sheet material. The metal sheet material may be high-strength steel. The body may extend from a first end of the bumper assembly to a first end of the mid-frame assembly and have a cross-sectional shape extending the length of the body. Furthermore, the cross-sectional shape may be further defined by a central wall of the metal sheet material and at least one channel formed within the elongated body.

[0012] An outer wall, such as a sidewall portion, of the elongate body may be configured with a plurality of grooves projecting inwardly from the cross-sectional shape and extending longitudinally along a portion of the length of the elongate body, the plurality of grooves being positioned adjacent to at least one of the first end or the second end and configured to locally reinforce the elongate body upon axial loading of the structural beam.

[0013] The elongate beam may have a plurality of openings defining channels extending through the outer and inner walls of the tubular body, the plurality of openings being positioned adjacent the plurality of grooves and configured to initiate bending of the elongate body upon axial loading of the beam.

[0014] The structural beam may have a first recessed region and a second recessed region within the elongated body. The metal sheet material may have a first end disposed within the first recessed region and a second end disposed within the second recessed region. A first weld joint may be formed between the first end and the outer wall of the elongated body at the first recessed region. A second weld joint may be formed between the second end and the outer wall of the elongated body at the second recessed region. The outer walls of the elongated body may be disposed in a generally planar alignment.

[0015] The central wall may be configured in a stepped shape having a first horizontal portion, a second horizontal portion, and a vertical portion secured to the first and second horizontal portions. A plurality of securing members may be attached to the elongated body and disposed on an interior wall of the elongated body. At least one pair of securing members may be configured to be laterally aligned with the vertical portion of the central wall.

[0016] The front rail may be configured to be supported by a vehicle frame and may include a tubular body formed from a rolled high-strength metal sheet and defining a cross-sectional shape. The tubular body may include a central wall extending from a first inner wall to a second inner wall to form at least first and second longitudinal channels extending the length of the tubular body. The outer wall of the tubular body may have a groove extending longitudinally the length of the tubular body, and a hole may extend through the surface of the tubular body proximate the groove. The tubular body may be configured to receive an axial load during a frontal vehicle impact. During such axial load, the tubular body may be configured to flex at the hole.

[0017] Implementations of the present disclosure may include one or more of the foregoing configurations in various combinations. [Brief explanation of the drawings]

[0018] [Figure 1] FIG. 1 is a side view of a vehicle showing a front rail extending between a bumper assembly and a vehicle frame component adjacent the passenger cabin. [Figure 2] FIG. 2 is a partial perspective view of a portion of a vehicle frame including a pair of front rails extending between the mounting plate of the vehicle bumper assembly and the vehicle frame components proximate the passenger cabin. [Figure 3A] FIG. 3A is a front perspective view of an exemplary front rail according to the present disclosure. [Figure 3B] FIG. 3B is a rear perspective view of an exemplary front rail according to the present disclosure. [Figure 4] FIG. 4 is a side view of the example front rail of FIG. 3A. [Figure 5] FIG. 5 is a side view of the example front rail of FIG. 3B. [Figure 6] FIG. 6 is a top view of the exemplary front rail of FIG. [Figure 7] FIG. 7 is a bottom view of the exemplary front rail of FIG. [Figure 8] FIG. 8 is a cross-section of the exemplary front rail of FIG. 6 taken along line VIII-VIII. [Figure 9] FIG. 9 is a cross-section of the exemplary front rail of FIG. 6 taken along line IX-IX. [Figure 10] FIG. 10 is an end perspective view of the exemplary front rail of FIG. 3A. [Figure 11] FIG. 11 is an end view of the example front rail of FIG. 3A. [Figure 12] FIG. 12 is a perspective view of an exemplary front rail according to the present disclosure. [Figure 13] FIG. 13 is an end perspective view of the exemplary front rail of FIG. [Figure 14] FIG. 14 is a perspective view of a second exemplary front rail according to the present disclosure. [Figure 15] 15 is an end perspective view of the exemplary front rail of FIG. 14. FIG. [Figure 16] FIG. 16 is a perspective view of a third exemplary front rail according to the present disclosure. [Figure 17] 17 is an end perspective view of the exemplary front rail of FIG. 16. FIG. [Figure 18] FIG. 18 is a perspective view of a fourth exemplary front rail according to the present disclosure. [Figure 19] FIG. 19 is an end perspective view of the exemplary front rail of FIG. [Figure 20] FIG. 20 is a perspective view of a fifth front rail according to the present disclosure. [Figure 21]FIG. 21 is an end perspective view of the exemplary front rail of FIG. [Figure 22] FIG. 22 is a perspective view of a sixth exemplary front rail according to the present disclosure. [Figure 23] 23 is an end perspective view of the exemplary front rail of FIG. 22. FIG. [Figure 24] FIG. 24 is a perspective view of a seventh exemplary front rail according to the present disclosure. [Figure 25] 25 is an end perspective view of the exemplary front rail of FIG. 24. FIG. [Figure 26] FIG. 26 is a perspective view of an eighth exemplary front rail according to the present disclosure. [Figure 27] 27 is an end perspective view of the exemplary front rail of FIG. 26. FIG. [Figure 28] FIG. 28 is a perspective view of a ninth exemplary front rail according to the present disclosure. [Figure 29] 29 is an end perspective view of the exemplary front rail of FIG. 28. FIG. [Figure 30] FIG. 30 is a perspective view of a tenth exemplary front rail according to the present disclosure. [Figure 31] 31 is an end perspective view of the exemplary front rail of FIG. 30. FIG. [Figure 32] FIG. 32 is a perspective view of an eleventh exemplary front rail according to the present disclosure. [Figure 33] 33 is an end view of the exemplary front rail of FIG. 32. FIG. [Figure 34] FIG. 34 is a perspective view of a twelfth exemplary front rail according to the present disclosure. [Figure 35] 35 is an end view of the exemplary front rail of FIG. 34. FIG. [Figure 36] FIG. 36 is a perspective view of a thirteenth exemplary front rail according to the present disclosure. [Figure 37] 37 is an end view of the exemplary front rail of FIG. 36. FIG. [Figure 38]FIG. 38 is a perspective view of a fourteenth exemplary front rail according to the present disclosure. [Figure 39] FIG. 39 is an end view of the exemplary front rail of FIG. [Figure 40] FIG. 40 is a perspective view of a fifteenth exemplary front rail according to the present disclosure. [Figure 41] 41 is an end view of the exemplary front rail of FIG. [Figure 42] FIG. 42 is a perspective view of a sixteenth exemplary front rail according to the present disclosure. [Figure 43] 43 is an end view of the exemplary front rail of FIG. [Figure 44] FIG. 44 is a perspective view of a seventeenth exemplary front rail according to the present disclosure. [Figure 45] 45 is an end view of the exemplary front rail of FIG. [Figure 46] FIG. 46 is a perspective view of an eighteenth exemplary front rail according to the present disclosure. [Figure 47] 47 is an end view of the exemplary front rail of FIG. [Figure 48] FIG. 48 is a perspective view of a nineteenth exemplary front rail according to the present disclosure. [Figure 49] 49 is an end view of the exemplary front rail of FIG. [Figure 50] FIG. 50 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 51] FIG. 51 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 52] FIG. 52 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 53] FIG. 53 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 54] FIG. 54 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 55]FIG. 55 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 56] FIG. 56 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 57] FIG. 57 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 58] FIG. 58 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 59] FIG. 59 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 60] FIG. 60 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 61] FIG. 61 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 62] FIG. 62 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 63] FIG. 63 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. [Figure 64] FIG. 64 illustrates an alternative cross section that may be implemented in an exemplary front rail of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0019] The details of one or more embodiments of the present disclosure are set forth in the accompanying drawings and the description below. Other aspects, advantages, objects, and features will become apparent from consideration of the following specification in conjunction with the drawings, in which like parts are designated with like reference numerals.

[0020] The present disclosure provides various embodiments in which structural frames and assemblies for vehicle structures, such as vehicle front rails, are implemented as impact energy absorption and management devices used in conjunction with other vehicle components to absorb and control impact loads and energy to minimize damage and intrusion during vehicle impact. For example, a structural beam may be provided between the bumper assembly and the mid-frame assembly. In some instances, vehicle assemblies may have increased front-end stiffness and impact energy absorption requirements, such as for electric vehicles and rear-engine vehicles, which have greater vehicle mass and a front end that is more susceptible to impact intrusion. While it is generally known that front rail beams with greater mass can function to meet greater stiffness requirements, increased mass typically increases vehicle cost and reduces efficiency. The structural beams disclosed in the present disclosure may provide increased stiffness, for example, by roll-forming a single sheet of metal or other rigid material with impact-resistant features for converting impact forces into other forms of energy in a predictable and controlled manner.

[0021] Referring now to the drawings and the exemplary embodiments illustrated therein, a front rail 10 is provided for a vehicle 100, such as a body structure or frame 101 as illustrated in FIGS. 1 and 2. The vehicle frame 101 and associated components may have various designs and configurations, such as for different styles and types of vehicles. As shown in FIGS. 1 and 2, the vehicle frame 101 may be configured with a mid-frame assembly or firewall 102 and a bumper assembly 103, along with other vehicle frame components. The front rail 10 may be used as a structural frame component designed to absorb various impact forces and support and sustain various load conditions. By providing the front rail 10 of the present disclosure, the dimensions of the front rail 10 components may be reduced, and the overall weight of the front rail 10 may be reduced, while designing the vehicle to meet the necessary impact and load requirements. The vehicle 100 may be configured with a pair of front rails 10 extending like brackets at a front engine compartment. Because the vehicle 100 may not include a propulsion system with an internal combustion engine, the front engine compartment may be a front storage compartment. The front rail 10 may be configured to extend at least a portion of the distance between the front bumper assembly 103 and the firewall 102 or other structural component of the vehicle frame 101 .

[0022] 3A-3B, an exemplary front rail 20 is shown. The front rail 20 is a roll-shaped structural element formed from a single piece of thin plate material 22. The rail 20 has a closed cross-sectional shape. The rail 20 has a profile that defines an elongated body or tubular beam 34, which may be defined by a first sidewall portion 40, a second sidewall portion 42, a top wall portion 44, and a bottom wall portion 46. The first sidewall portion 40 may be located inwardly relative to the second sidewall portion 42, or, in other embodiments of the rail, may be located outwardly relative to the second sidewall portion. The first sidewall portion 40 and the first sidewall portion 42 may be connected by the top wall portion 44 and the bottom wall portion 46. The front end 30 of the beam 34 is configured to couple with a bumper assembly 103 or other vehicle frame component. The rear end 32, opposite the first end 30, is configured to couple to a mid-frame component, such as a firewall 102 or other vehicle frame component. The cross-sectional shape of the elongated body 34 extends along the length of the body 34 from the forward end 30 to the rear end 32. The elongated body 34 may have a central wall 28 extending longitudinally along the length of the body 34, with the central wall 28 defining multiple hollow channels in the cross-sectional shape. For example, the closed cross-section may have two hollow channels 24, 26, each extending longitudinally along the body 34, divided by the central wall 28. Alternatively, the cross-sectional shape may have a greater or lesser number of channels.

[0023] The metal sheet material 22 of the structural beam 34 may comprise any metal or metal alloy that has the desired properties, such as stiffness and tensile strength. For example, the material may be comprised of aluminum or steel, such as high-strength or ultra-high-strength steel, as well as various alloys of other related metal combinations. The sheet material may also be non-sheet material, such as injection-molded polymer, composite material, aluminum extrusion, or composite pultrusion, in whole or in part. The sheet material of the outer beam profile 20 may be formed by various processes, such as cold stamping, roll forming, roll stamping, hot stamping, press brake bending, or combinations thereof. While this disclosure refers to a particular forming process, this should be understood as non-limiting. It will be understood that selecting an appropriate forming process for a particular material and applying it to the structural beam 34 of the present disclosure is within the level of ordinary skill in the art.

[0024] The housing shape of the elongated body 34 is configured to receive axial loads in a frontal vehicle impact between the front and rear ends. As shown in Figures 3A-5, a plurality of grooves 36 and openings 38 may be disposed on a first sidewall portion 40 (Figure 4) and a second sidewall portion 42 (Figure 5) of the body 34 and are configured to act as reinforcements and bend initiators, respectively.

[0025] The plurality of grooves 36 include grooves that protrude inward from the cross-sectional shape and extend along a longitudinal direction. The groove direction is generally parallel to the length of the elongated body 34. One or more of the grooves may extend along a portion of the length of the elongated body, or in other embodiments, along the entire length or substantially the entire length of the elongated body. The body 34 may have a groove located adjacent to at least one of the first end 30 or the second end 32. For example, the body 34 may have a single groove 36 or multiple grooves 36. Near the first end 30, the body 34 may have one or more grooves 36 on the first sidewall portion 40 ( FIG. 4 ) and one or more grooves 36 on the second sidewall portion 42 ( FIG. 5 ). Near the second end 32, the body 34 may have one or more grooves 36 on the first sidewall portion 40 ( FIG. 4 ) and one or more grooves 36 on the second sidewall portion 42 ( FIG. 5 ).

[0026] The plurality of grooves 36 are formed as reinforcing channels that strengthen axial loads in selected regions of the body 34 to selectively increase the strength of the body 34 in those regions. The grooves 36 may selectively and locally strengthen portions of the otherwise flat sheet material 22. The grooves 36 may be localized near the front end 30 of the vehicle 100, which faces the bumper assembly 103, while fewer or no grooves 36 may be present near the rear end 32 of the vehicle 100, which faces the firewall 102 or mid-frame assembly. During a frontal vehicle impact, the impact force is applied axially to the front rail 20, so the portion of the beam having the grooves has increased axial load capacity. The grooves 36 may be formed by stamping before or after forming the cross-sectional structure via roll forming, or may be formed in parallel with the roll forming process.

[0027] The plurality of openings 38 comprise holes or voids in the sheet material 22 extending from an outer wall or surface 48 of the sheet material 22 to an inner wall or surface 50 of the material 22 (FIG. 9). As shown in FIG. 3A, the openings 38 may be located proximate to the grooves 36 so that the openings 38 are provided and correspond to the grooves 36. For example, the openings 38 may be located near the ends of the corresponding grooves 36 so that, when the beam is axially mounted, a localized stiffening of the beam forward of the openings 38 resists failure or pre-failure buckling at the openings. The vertically aligned openings 38 together define effective bend initiation lines B1-B3, which are configured such that, when an axial force causes failure at the bend initiation lines B1-B3, a controlled bending failure of the beam occurs with desired force deflection characteristics and a desired location for bending the beam. Thus, the bend initiation lines B1-B3 are located at different positions along the length of the beam on the first sidewall portion than on the second sidewall portion. Additional openings 38 may be provided at various locations along the body 34 that do not correspond to grooves 36 but are in areas that promote desired deformation characteristics of the beam, such as being located on the first sidewall portion 40 or the second sidewall portion 42. Alternatively, openings 38 may be provided on the top wall portion 44 or the bottom wall portion 46.

[0028] The plurality of openings 38 are shaped to selectively reduce the strength of the body 34 in areas that act as bend initiation points, such as exemplary bend initiation lines B1-B3. The openings 38 may be selective, localized weakening of the sheet material 22. During a frontal vehicle impact and axial loading of the impact force on the front rail 20, the openings 38 provide selective locations for the impact force to be translated by bending the body 34 at the openings 38. In other embodiments, the openings 38 may be configured as angled bends that extend laterally and are positioned longitudinally along the length of the front rail. The openings 38 may be formed by punching, stamping, or other similar processes after forming the cross-sectional structure via roll forming.

[0029] In other embodiments, the front rail may be configured with a crush initiator, such as at a corner of the beam, to weaken the body at a selected location and convert the impact force by crushing the body at the crush initiator. In some embodiments, the crush initiator may be configured as a void, depression, or localized thinning of the sheet material.

[0030] 4 and 5, there is shown a first sidewall portion 40 and a second sidewall portion 42. The first sidewall portion 40 (FIG. 4) and the second sidewall portion (FIG. 5) may be configured with grooves 36 and openings 38 that function as reinforcing channels and bend initiation points under axial loads of impact forces. Each of the first sidewall portion 40 and the second sidewall portion 42 may be configured with additional holes for attaching access points or the like.

[0031] 6 and 7, there is shown a top wall portion 44 and a bottom wall portion 46. The top wall portion 44 (FIG. 6) and the bottom wall portion 46 (FIG. 7) may be configured with additional openings 38 configured as flex initiation points upon axial loading of an impact force. Each of the top wall portion 44 and the bottom wall portion 46 may be configured with additional holes for attaching access points or the like.

[0032] 8 and 9, which illustrate cross-sections taken along lines VIII-VIII and IX-IX, respectively, of FIG. 6. First and second side wall portions 40, 42 are connected via top and bottom wall portions 44, 46 to define a closed cross-section of elongated body 34. Elongated body 34 may be constructed from a single sheet of material 22 formed, for example, via roll forming. Alternatively, elongated body 34 may comprise two or more sheets 22 joined via welding, adhesive, or the like.

[0033] The sheet of material 22 has a first end 52 and a second end 54 that extend along the length of the body 34. The first sidewall portion 40 has a first recessed area 56 that extends along the length of the body 34. The first recessed area 56 projects inwardly across the width of the sheet of material 22 such that the first end 52 of the sheet of material is positioned on the outer surface 48 of the first recessed area 56 and the first end 52 and the front wall portion 40 are aligned.

[0034] Similarly, the second sidewall portion 42 has a second recessed region 58 extending along the length of the body 34. The second recessed region 58 projects inwardly across the width of the sheet of material 22 when the second end 54 of the sheet of material is disposed over the second recessed region 58, the second end 52, and the outer surface 48 of the second sidewall portion 42. As shown in FIGS. 8 and 9, the first and second sidewall portions 40, 42 are disposed in a generally planar-parallel alignment along the length of the body. The first edge 52 and the second edge 54 may be joined to the respective first recessed region 56 and second recessed region 58 via welding, adhesive, or the like. As shown in FIG. 9, a first weld joint 60 is formed by the inner surface 50 of the first end 52 and the outer surface 48 of the first recessed region 56. Similarly, the second end 54 may be joined to the second recessed area 58 via welding, adhesive, etc., such that a second weld joint 62 is formed by the inner surface 50 of the second end 54 and the outer surface 48 of the second recessed area 58.

[0035] The central wall 28 may extend through the interior of the elongated body 34 from the first sidewall portion 40 of the first recessed region 56 to the second sidewall portion 42 of the second recessed region 58 to define the first channel 24 and the second channel 26. The central wall 28 is configured to substantially follow, or at least partially follow, the effective longitudinal or central load path extending longitudinally along the front rail. To accommodate the reinforcing channel 36, the bend initiation hole 38, and the fastening member 64 located at the vertical center of the beam, the central wall 28 may extend from a first vertical location below the vertical center of the beam at the first sidewall portion 40 to a second vertical location above the vertical center of the beam at the second sidewall portion 42, or vice versa in other embodiments. For example, as shown in FIGS. 8 and 9 , the central wall 28 may have a first horizontal portion 72, a second horizontal portion 74, and a vertical portion 76. The vertical portion 76 may connect the first horizontal portion 72 and the second horizontal portion 74 to form a stepped configuration. For example, the first horizontal portion 72 may extend inward from the front wall portion 40 in a direction parallel to the top wall portion 44 and the bottom wall portion 46. The first horizontal portion 72 may be integrally connected to the first recessed area 56 of the lower portion 66 of the body 34. The second horizontal portion 74 may extend inward from the rear wall portion 42 in a direction parallel to the top wall portion 44 and the bottom wall portion 46. The second horizontal portion may be integrally connected to the second recessed area 58 of the upper portion 70 of the body 34. The first horizontal portion 72 and the second horizontal portion 74 may have a length approximately half the width of the body 34 from the inner wall 50 of the front wall portion 40 to the inner wall 50 of the rear wall portion 42. The vertical portion 76 may extend from the innermost end of the first horizontal portion 72 to the innermost end of the second horizontal portion 74, connecting the first horizontal portion 72 and the second horizontal portion 74. The central wall 28 may have more or fewer horizontal and vertical portions between the front wall portion 40 and the rear wall portion 42. The multiple corners formed between the first horizontal portion 72, the vertical portion 76, and the second horizontal portion 74 provide axial strength to the central wall 28.However, in other embodiments, portions of the central wall may transition at angles other than 90 degrees, such as angles greater than 90 degrees, to reduce corner bending along the central wall. The central wall 28 may have different geometries and locations. The central wall 28 may extend longitudinally along the length of the beam 34. Alternatively, the central wall 28 may be selectively positioned along a portion of the length of the beam 34. The central wall 28 may define the first and second channels 24 and 26 in the cross-sectional shape of the beam 34. Alternatively, the central wall 28 may define more or fewer channels in the cross-sectional shape of the beam 34.

[0036] Referring to FIG. 8 , a plurality of grooves 36 or reinforcing channels project inwardly from the first and second sidewall portions 40, 42 in a cross-sectional configuration. The grooves 36 facilitate controlled deformation of the elongated body 34 during axial impact loading. The grooves 36 are discontinuous and are provided in only discrete, limited portions along the length of the body 34 (FIGS. 3A-5). In other embodiments, there may be more or fewer grooves 36 along the length of the body 34, and the grooves 36 may have different shapes, dimensions, or locations along the first and second sidewall portions 40, 42. Additionally, the grooves 36 have a vertical height and inward depth configured to allow the sheet material 22 to be formed inwardly into a generally curved shape without exceeding the allowable curvature (minimum bend radius) of the sheet material 22 without fracture.

[0037] 9 , the top and bottom wall portions 44, 46 may be configured with at least one of a plurality of openings 38. For example, a first opening 36 may extend through the sheet of material 22 on the top wall portion 44, defining a void of material configured to act as a flex initiation for the body 34 upon axial loading. A second opening 36 may extend through the sheet of material 22 on the bottom wall portion 46, defining a void of material configured to act as a flex initiation for the body 34 upon axial loading. The openings 36 may have different shapes, different dimensions, and different locations along the top and bottom wall portions 44, 46.

[0038] 10 and 11 , the first and second sidewall portions 40, 42 may be configured with a plurality of fastening members 64 positioned proximate the rear end 32 for attaching the front rail 20 to the mid-frame assembly 102. The fastening members 64 are located at a lower portion 66, an upper portion 70, and a central portion 68 along the height of the body 34 to optimize the strength of the connection between the front rail 20 and the mid-frame assembly 102. Alternatively, the beam 34 may be configured with more or fewer fastening members 64, and the fastening members 64 may be located at different positions along the beam's height. A corresponding first pair of fastening members 641 is located at the upper portion 70 of the first and second sidewall portions 40, 42, and is thereby positioned above the second horizontal portion 74 of the central wall 28. A second pair of corresponding fastening members 643 are disposed within the lower portions 66 of the first and second sidewall portions 40, 42 and are thereby positioned below the first horizontal portion 72 of the central wall 28. A third pair of corresponding fastening members 642 are disposed in the central portion 68 of the first and second sidewall portions 40, 42. The third pair of fastening members 642 are laterally aligned with the vertical portion 76 of the central wall 28. The shape of the central wall 28 is configured to define a space such that the third pair of fastening members 643 can be positioned within the central portion 68 without contacting the central wall 28.

[0039] 12 and 13, a second exemplary front rail 120 is shown. The front rail 120 is a roll-shaped structural element formed from a single sheet of material 122 shaped to form a closed cross-section having two longitudinally extending hollow cavities 124, 126 separated by a central wall 128. A first end 130 and a second end 132 of the material 122 may be folded inside the closed cross-section and secured in place, such as by resistance spot welding, laser welding, or the like.

[0040] The front rail 120 includes a milling initiator 134 on each of its four edges, located adjacent a first end 136 of the front rail 120. The first end 136 may be positioned adjacent a bumper assembly when assembled to a vehicle. The front rail 120 includes a first bend initiator 138 and a second bend initiator 140. The bend initiators 138, 140 are spaced apart and positioned closer to the second end 140 than to the first end 136. Each bend initiator 138, 140 provides approximately a ½° bend on two opposing sides. The bend initiators may be at least ¼° to 2°, or preferably within a range of ½° to less than 1°. The milling initiators 134 and the bend initiators 138, 140 may be formed by stamping after the cross-sectional structure is formed via roll forming.

[0041] 14 and 15, a third exemplary front rail 150 is shown. The front rail 150 is generally similar to the second exemplary front rail 120, but with the addition of two grooves 152, 154 formed on two opposing sides. The grooves 152, 154 are generally trapezoidal channels that project inwardly from a generally rectangular cross-sectional shape and extend longitudinally the length of the front rail 150. As used in this disclosure, the term "generally" (generally, substantially) means that understood manufacturing tolerances and variations are allowed for, as is common in automotive components such as structural frame components, and that references to mathematical or dimensional terms need not be met with absolute precision with respect to numerical values. For example, in geometric terms, a diamond is a shape with perfectly flat, straight sides and corner apexes, but an automotive part having a generally diamond-shaped cross-sectional shape has substantially flat sides that fall within manufacturing tolerances for flatness and rounded corners within bend radius tolerances dictated by good manufacturing practices based on the material, material thickness, and selected manufacturing process.

[0042] 16 and 17, a fourth exemplary front rail 160 is shown. The front rail 160 is generally similar to the second exemplary front rail 120 and the third exemplary front rail 150, with the addition of two grooves 162, 164 on two opposing sides such that each side of the generally rectangular cross-sectional shape has a groove. The grooves 162, 164 are generally trapezoidal channels that protrude inward and extend longitudinally the length of the front rail 160.

[0043] 18 and 19, a fifth exemplary front rail 170 is shown. The front rail 170 is a roll-shaped structural element formed from a single piece of thin plate material 122 shaped to form a closed cross-section extending longitudinally and having three hollow cavities 172, 174, 176 separated by two interior walls 178, 180. A first end 182 of the material 122 terminates within one of the hollow cavities, and a second end 184 terminates tangentially to one of the hollow cavities 174. The ends 182, 184 may be secured in place, such as by resistance spot welding, laser welding, or the like. The front rail 170 includes a crush starter 134 similar to the second and third exemplary front rails 120, 150. The front rail 170 also includes bend initiation portions 138, 140 similar to the second and third exemplary front rails 120, 150.

[0044] 20 and 21, a sixth exemplary front rail 190 is shown. The front rail 190 is a roll-shaped structural element formed from two separate pieces of thin plate material 192, 194. Each piece of thin plate material 192, 194 is roll-formed into a generally P-shaped cross-section and oriented oppositely to be joined, such as by welding. A recess 196 is formed in the P-shaped cross-section so that, when assembled, ends 198, 200 form a smooth-sided exterior shape when joined together. The resulting front rail 190 has three hollow voids 202, 204, and 206. The front rail 190 includes a crushed initiation 134 similar to the previously described exemplary front rail. The front rail 190 also includes bent initiation 138, 140 similar to the previously described exemplary front rail.

[0045] 22 and 23, a seventh exemplary front rail 210 is shown. The front rail 210 is a structural element formed from two separate pieces 212, 214 of thin plate material. The first piece 212 forms a generally D-shaped hollow outer shell and may be formed, for example, by roll forming, extrusion, pultrusion, or other similar processes. The second piece 214 forms an inner wall 216 having a first flange 218 and a second flange 219, dividing the hollow shell formed from the first piece 212. Once formed, the second piece 214 is added to the first piece 212 and may be secured in place by welding, bonding, or other suitable processes, depending on the material used. The front rail 210 has a milled initiation 134 similar to the previously described exemplary front rail. The front rail 210 also includes bent initiations 138, 140 similar to the previously described exemplary front rail.

[0046] Referring now to Figures 24 and 25, an eighth exemplary front rail 220 is shown. The front rail 220 is a roll-shaped structural element formed from a single piece of thin plate material. The front rail 220 has three hollow voids 222, 224, and 226 extending longitudinally along the length of the front rail 220. The front rail 220 has a double-thickness inner wall 228 that provides enhanced stiffness against axial loads. Ends 230 and 232 terminate tangentially to the first hollow void 222 and may be secured in place by welding, such as resistance spot welding or laser welding. The front rail 220 has a crushed start 134 similar to the previously described exemplary front rail. The front rail 220 also has bent starters 138 and 140 similar to the previously described exemplary front rail.

[0047] 26 and 27, a ninth exemplary front rail 240 is shown. The front rail 240 has a closed, generally rectangular cross-sectional shape. The front rail 240 may be formed by roll forming, extrusion, pultrusion, or the like. The front rail 240 includes a milled initiation 134 similar to the previously described exemplary front rail. The front rail 240 also includes bent initiations 138, 140 similar to the previously described exemplary front rail.

[0048] 28 and 29, a tenth exemplary front rail 250 is shown. The front rail 250 is generally similar to the ninth embodiment front rail 240, with the addition of two grooves 252, 254 formed on two opposing sides. The grooves 252, 254 are generally trapezoidal channels that protrude inwardly of a generally rectangular cross-sectional shape and extend longitudinally the length of the front rail 250.

[0049] 30 and 31, an eleventh exemplary front rail 260 is shown. The front rail 260 is generally similar to the front rails 240, 250 of the ninth and tenth embodiments, with the addition of two grooves 262, 264 formed on two opposing sides such that each side of the generally rectangular cross-sectional shape has a groove. The grooves 262, 264 are generally trapezoidal channels that protrude inward and extend longitudinally the length of the front rail 260.

[0050] 32 and 33, a twelfth exemplary front rail 270 is shown. The front rail 270 is a structural element formed from a single piece of thin plate material 272 shaped to form a closed cross section having a single hollow void 274 extending longitudinally the length of the front rail 270. Ends 276, 278 of the thin plate material 272 extend outward from the closed cross section as a single flange 280. The flange 280 may be positioned off-center relative to the cross-sectional shape. The ends 276, 278 may be secured to one another by welding, such as resistance spot welding or laser welding. The closed cross section of the front rail 270 defines a shape generally as a parallelogram having two pairs of generally parallel sides disposed at a first pair of acute angles 282 and a third pair of obtuse angles 284. The acute angles 282 may be approximately 87°, and the obtuse angles 284 may be approximately 93°. In other alternatives, acute angle 282 may be from 80° up to 89°, and obtuse angle 284 may be between 91° and 100°.

[0051] 34 and 35, a thirteenth exemplary front rail 290 is shown. The front rail 290 is a structural element formed similarly to the front rail 270 described above, and as shown, has an alternative cross-sectional shape extending longitudinally the length of the front rail 290. A first end of the thin plate material extends outward from the closed cross section as a single flange, and a second end of the thin plate material is folded inward to form a central wall in the cross section.

[0052] 36 and 37, a fourteenth exemplary front rail 310 is shown. The front rail 310 is a structural element formed similarly to the front rails 270, 290 described above, and as shown, has an alternative cross-sectional shape extending longitudinally along the length of the front rail 310. A first end of the thin plate material extends outward from the closed cross section as a single flange, and a second end of the thin plate material is folded inward to form a central wall in the cross section.

[0053] 38 and 39, a fifteenth exemplary front rail 330 is shown. The front rail 330 is a structural element formed similarly to the front rails 270-310 described above, and as shown, has an alternative cross-sectional shape extending longitudinally along the length of the front rail 330. A first end of the thin plate material extends outward from the closed cross section as a single flange, and a second end of the thin plate material is folded inward to form a central wall in the cross section.

[0054] 40 and 41, a sixteenth exemplary front rail 350 is shown. The front rail 350 is a structural element formed similarly to the front rails 270-330 described above, and as shown has an alternative cross-sectional shape extending longitudinally along the length of the front rail 350. A first end of the thin plate material extends outward from the closed cross section as a single flange, and a second end of the thin plate material is folded inward to form a central wall in the cross section.

[0055] 42 and 43, a seventeenth exemplary front rail 370 is shown. The front rail 370 is a structural element formed similarly to the front rails 270-350 described above, and as shown has an alternative cross-sectional shape extending longitudinally along the length of the front rail 370. A first end of the thin plate material extends outward from the closed cross section as a single flange, and a second end of the thin plate material is folded inward to form a central wall in the cross section.

[0056] 44 and 45, an eighteenth exemplary front rail 390 is shown. The front rail 390 is a structural element formed similarly to the front rails 270-370 described above, and as shown has an alternative cross-sectional shape extending longitudinally the length of the front rail 390. A first end of the thin plate material extends outward from the closed cross section as a single flange, and a second end of the thin plate material is folded inward to form a central wall in the cross section.

[0057] 46 and 47, a nineteenth exemplary front rail 410 is shown. The front rail 410 is a structural element formed similarly to the front rails 270-390 described above, and as shown has an alternative cross-sectional shape extending longitudinally the length of the front rail 410. A first end of the thin plate material extends outward from the closed cross section as a single flange.

[0058] 48 and 49, a twentieth exemplary front rail 430 is shown. The front rail 430 is a structural element formed similarly to the front rails 270-410 described above, and as shown has an alternative cross-sectional shape extending longitudinally the length of the front rail 430. A first end of the thin plate material extends outward from the closed cross section as a single flange.

[0059] 50, there is shown a cross-sectional shape of a 21st exemplary front rail 450. The front rail 450 is a structural element formed similarly to the front rails 270-430 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 450, as shown.

[0060] 51, there is shown a cross-sectional shape of a 22nd exemplary front rail 470. The front rail 470 is a structural element formed similarly to the front rails 270-450 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 470, as shown.

[0061] 52, there is shown a cross-sectional shape of a 23rd exemplary front rail 490. The front rail 490 is a structural element formed similarly to the front rails 270-470 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 490, as shown.

[0062] 53, there is shown a cross-sectional shape of a 24th exemplary front rail 510. The front rail 510 is a structural element formed similarly to the front rails 270-490 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 510, as shown.

[0063] 54, there is shown a cross-sectional shape of a 25th exemplary front rail 530. The front rail 530 is a structural element formed similarly to the front rails 270-510 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 530, as shown.

[0064] 55, there is shown a cross-sectional shape of a 26th exemplary front rail 550. The front rail 550 is a structural element formed similarly to the front rails 270-530 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 550, as shown.

[0065] 56, there is shown a cross-sectional shape of a 27th exemplary front rail 570. The front rail 570 is a structural element formed similarly to the front rails 270-550 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 570, as shown.

[0066] 57, there is shown a cross-sectional shape of a 28th exemplary front rail 590. The front rail 590 is a structural element formed similarly to the front rails 270-570 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 590, as shown.

[0067] 58, there is shown a cross-sectional shape of a 29th exemplary front rail 610. The front rail 610 is a structural element formed similarly to the front rails 270-590 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 610, as shown.

[0068] 59, there is shown a cross-sectional shape of a thirtieth exemplary front rail 630. The front rail 630 is a structural element formed similarly to the front rails 270-610 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 630, as shown.

[0069] Referring to Figure 60, there is shown a cross-sectional shape of a thirty-first exemplary front rail 650. The front rail 650 is a structural element formed similarly to the front rails 270-630 described above, with an alternative cross-sectional shape extending longitudinally along the length of the front rail 650, as shown.

[0070] Unless otherwise specified, it is generally understood that other implementations of the front rail may be implemented in other orientations than the illustrated and described example, such as when the structure is used as a rear rail or side support structure. The front rail may also be implemented in other alternative configurations, such as a mirror image of the illustrated structure.

[0071] It is also contemplated that the disclosed front rail structure may be incorporated into other types of structural beams, such as the frames and structures of automobiles and marine vehicles, buildings, storage tanks, furniture, and the like. With respect to vehicle applications, the vehicle components disclosed in this disclosure may be incorporated into a variety of different structural component applications. The vehicle components may be designed to support and sustain different load conditions, such as to support certain horizontal span or axial load conditions. The vehicle components may also be designed to absorb various impact forces, such as front impacts, side impacts, or rear impacts, as illustrated. The cross-sectional shape, material type selection, and material thickness in the cross-sectional profile of the vehicle component may be configured for such a specific use and desired load and performance characteristics, such as beam weight, load capacity, force deflection performance, and impact performance of the vehicle component.

[0072] For purposes of this disclosure, the articles "a," "an," and "the" are intended to mean that there are one or more elements in the foregoing description. The terms "comprising," "including," and "having" are intended to be inclusive and mean that there may be additional elements other than the listed elements. Furthermore, it will be understood that references to "one embodiment" or "embodiments" in this disclosure are not intended to be interpreted as excluding the existence of other implementations that also incorporate the described configuration. Furthermore, as used in this disclosure, the terms "first," "second," etc. do not denote any order, quantity, or importance, but rather are used to distinguish one element from another.

[0073] Any number, percentage, ratio, or other value set forth in this disclosure is intended to encompass not only that value, but also other values ​​that are about or approximately that stated value, as would be understood by one of ordinary skill in the art encompassed by the practice of this disclosure. Thus, stated values ​​should be interpreted broadly enough to encompass values ​​that are at least sufficiently close to the stated value to perform the desired function or achieve the desired result. For example, the terms "about," "approximately," and "substantially" can refer to an amount that is less than 5%, less than 1%, less than 0.1%, and less than 0.01% of the stated amount.

[0074] Furthermore, it will be understood that any directions or frames of reference in the foregoing description are merely relative directions or movements. For example, the terms "upper," "lower," "right," "left," "rear," "front," "vertical," "horizontal," "inward," and "outward," along with their derivatives, are based on the orientation shown in FIG. 1 . However, it will be understood that various alternative orientations may be provided unless expressly stated otherwise. It will also be understood that the specific devices and processes illustrated in the accompanying drawings and described herein are merely exemplary embodiments of the inventive concepts defined in the appended claims. Accordingly, specific dimensions and other physical configurations related to the embodiments disclosed in this disclosure are not to be considered limiting, unless the claims expressly state otherwise.

[0075] Changes and variations in the specifically described embodiments may be made without departing from the principles of the invention, which is intended to be limited only by the appended claims as interpreted in accordance with the principles of patent law. The disclosure has been described in an illustrative manner, and it will be understood that the terminology used is intended to be words of description, rather than of limitation. Many variations and modifications of the disclosure are possible in light of the above teachings, and the disclosure may be practiced other than as specifically described.

Claims

1. A front rail for a vehicle frame, comprising: a tubular beam including a high strength metal sheet formed along a length thereof and defining a cross-sectional shape extending the length of the tubular beam; the tubular beam having a front end configured to couple with a bumper assembly and a rear end opposite the front end configured to couple with a mid-frame component; The cross-sectional shape of the tubular beam is configured to receive an axial load in a front vehicle impact between the front and rear ends of the front rail.

2. The front rail of claim 1 , wherein the cross-sectional shape defines an enclosed shape having a hollow channel extending longitudinally the length of the tubular beam.

3. The front rail of claim 1 , wherein the cross-sectional shape defines an enclosed shape having a plurality of separated hollow channels extending longitudinally the length of the tubular beam.

4. The front rail of claim 3 , wherein the plurality of hollow channels are separated by a central wall formed from the high strength metal sheet.

5. 2. The front rail of claim 1, wherein the cross-sectional shape defines an enclosed shape including a first side wall, a second side wall, a top wall, and a bottom wall, and wherein a central wall extends from a first vertical position on the first side wall to a second vertical position on the second side wall, the first vertical position being lower than the second vertical position.

6. The front rail of claim 1 , wherein the cross-sectional shape comprises a groove projecting inwardly of the cross-sectional shape and extending longitudinally in a groove direction, the groove direction being generally parallel to the length of the tubular beam.

7. The front rail of claim 1 , wherein the tubular beam includes a hole extending through the metal sheet, the hole being proximate the first end of the tubular beam.

8. 2. The front rail of claim 1, wherein the tubular beam is formed by roll forming the metal sheet, and a first edge and a second edge of the metal sheet are fixed at a first joining location and a second joining location.

9. 1. A structural beam for a vehicle, comprising: an elongated body formed from metal sheet material and configured to extend from a first end of the bumper assembly to a second end of the midframe assembly, the elongated body having a cross-sectional shape extending a length of the elongated body; A structural beam wherein the elongated body is formed by a central wall of the metal sheet material and includes a plurality of hollow channels that define the cross-sectional shape.

10. 10. The structural beam of claim 9, wherein an outer wall of said elongate body has a plurality of grooves projecting inwardly of said cross-sectional shape and extending longitudinally along a portion of said length of said elongate body.

11. The structural beam of claim 10 , wherein the plurality of grooves are disposed adjacent to at least one opening configured to initiate bending of the elongated body upon axial loading of the structural beam.

12. 10. The structural beam of claim 9, wherein said cross-sectional shape has a first sidewall, a second sidewall, a top wall, and a bottom wall, said central wall extending from a first vertical position of said first sidewall to a second vertical position of said second sidewall, said first vertical position being less than said second vertical position.

13. The structural beam of claim 12 , wherein a securing member is disposed on said first sidewall at a vertically central location between said first vertical location and said second vertical location.

14. The structural beam of claim 9 , wherein the metal sheet material comprises high strength steel.

15. 13. A structural beam according to claim 12, a first recessed area disposed in the first sidewall and a second recessed area disposed in the second sidewall; a first end and a second end of the metal sheet material; a structural beam, wherein the first end is disposed within the first recessed area, the second end is disposed within the second recessed area, and the first and second sidewalls of the elongated body are disposed side-by-side and generally parallel.

16. 16. The structural beam of claim 15, wherein a first weld joint is formed between the first end and the first recess and a second weld joint is formed between the second end and the second recess.

17. 10. The structural beam of claim 9, wherein the central wall has a stepped shape having a first horizontal portion, a second horizontal portion, and a vertical portion secured to the first and second horizontal portions.

18. 18. The structural beam of claim 17, further comprising a plurality of fastening members on an interior wall of said elongated body, at least one pair of fastening members being laterally aligned with said vertical portion of said central wall.

19. A front rail configured to be supported by a vehicle frame, a tubular body formed from a high strength metal in roll form and defining a cross-sectional shape along a length of said tubular body; a central wall extending from a first sidewall to a second sidewall of the tubular body and defining at least a first longitudinal hollow channel and a second longitudinal hollow channel; a groove disposed in the first sidewall of the tubular body and extending longitudinally along the length of the tubular body; a hole extending through the first sidewall of the tubular body adjacent the groove; A front rail, wherein the tubular body is configured to receive an axial load during a frontal vehicle impact.

20. 20. The front rail of claim 19, wherein the tubular body is configured to flex in the hole under an axial load.

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