Vehicle front rail

Abstract

To provide a vehicle front rail that absorbs frontal impact energy in a predictable and controlled manner. [Solution] The front rail, configured to be supported by the vehicle frame, includes a tubular body formed from roll-shaped high-strength metal and configured to withstand axial loads during frontal vehicle impact. The high-strength metal steel defines a cross-sectional shape along the length of the tubular body. The tubular body includes a central wall extending from a first side wall to a second side wall, defining at least a first longitudinal hollow channel and a second longitudinal hollow channel. A first grinding initiation is located on the first side wall of the tubular body in the first grinding region and is formed from high-strength metal before the roll formation of the tubular body. A second grinding initiation is located at the corner of the tubular body in the second grinding region and is formed from high-strength metal after the roll formation of the tubular body.

Description

Technical Field

[0001] Cross - Reference to Related Applications This application is a continuation - in - part of U.S. Utility Patent Application No. 18 / 461,363, filed on September 5, 2023, which claims the benefit and priority under 35 U.S.C. § 119(e) to U.S. Provisional Patent Application No. 63 / 374,402, filed on September 2, 2022. The disclosure of the aforementioned provisional patent application is hereby incorporated by reference in its entirety and made a part of this application.

[0002] This disclosure relates to a vehicle frame assembly, and more particularly, to a front rail configuration and assembly for a vehicle body structure.

Background Art

[0003] Vehicle frames and body structures are designed to support the vehicle and withstand and absorb a certain level of impact force, such as preventing the distance of inward intrusion into the vehicle according to insurance requirements and other regulatory and legal requirements. Frontal impacts on a vehicle are typically tested using a frontal impact test, which applies a significant impact force to the front of the vehicle. The vehicle frame mainly absorbs these frontal impacts through front rails and front rail assemblies that extend longitudinally between the front bumper and the vehicle cab.

[0004] It is desirable for the frontal impact force to be converted into other forms of energy in a predictable and controllable manner. In order to achieve the goals of impact resistance, lightweight, and efficient material use, an improved configuration for the front rail is desired. In the transition to electric vehicles, the presence of an engine in the front part of the vehicle is no longer a premise in vehicle design. Therefore, the front rail is becoming increasingly important for absorbing frontal impact energy in a predictable and controlled manner, and there is an opportunity to provide an improved front rail and front rail assembly.

Summary of the Invention

[0005] This disclosure provides a front rail for a vehicle that absorbs frontal impact energy in a predictable and controlled manner. The front rail may comprise a high-strength metal sheet or other rigid material extending longitudinally along its length to form a tubular beam, and may be configured to direct longitudinal forces between the bumper assembly and mid-frame components at both ends 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 a tapered or angular configuration.

[0006] The front rail may be formed from a single continuous piece of material, such as a sheet material formed by 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 fixed by welding or other means to form a closed cross section. The front rail may have at least one hollow channel extending longitudinally within the closed cross section, and in some embodiments, it may have two or more hollow channels extending longitudinally within the closed cross section.

[0007] The front rail may be formed to have a substantially rectangular cross-sectional shape. In other embodiments, the front rail may be formed to have other cross-sectional shapes, such as a substantially rhomboid cross-sectional shape. Furthermore, in some embodiments, the front rail may be configured to have an external flange extending outward from the cross-sectional shape. The front rail may be configured to have one or more grooves or channels projecting inward from one or more of the walls, with a substantially rectangular cross-sectional shape. The cross-sectional shape of the groove or channel may be square, trapezoidal, rounded, or other preferred shape. The cross-sectional shape of the front rail may be configured to withstand axial loads in front of a vehicle impact.

[0008] The front rail may be configured with one or more bend initiations. The bend initiations may have one or more holes or angled bends that extend laterally and are located somewhere longitudinally along the length of the front rail. The bend initiations may be provided on one or more sides of the front rail cross section. The placement of the bend initiations may be equal between a pair of sides of the front rail cross section. The placement of the bend initiations may be uneven 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 the vehicle frame and comprises a tubular beam made of a metal sheet, the metal sheet being roll-formed along its length to define an enclosed cross-sectional shape extending over the length of the tubular beam, with 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 is configured to withstand axial loads in a frontal vehicle impact between the front and rear ends such that, under axial loads, the 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 a housing shape including a hollow channel extending longitudinally along the length of the tubular beam, or a housing shape including a plurality of separate hollow channels extending along the length of the tubular beam. The plurality of hollow channels may be separated by a common wall formed from a high-strength metal sheet. Grooves may protrude inward from the cross-sectional shape and extend longitudinally in the groove direction, which is substantially parallel to the length of the tubular beam. Holes extending through the metal sheet may be located close to the first end of the tubular beam. The tubular beam may be formed from roll formation of a metal sheet. The first and second edges of the metal sheet may be fixed to the first and second joining positions of the cross-sectional shape.

[0011] This disclosure provides a structural beam for a vehicle, comprising an elongated body formed from a metal sheet material. The metal sheet material may be high-strength steel. The body may have a cross-sectional shape that extends from a first end of a bumper assembly to a first end of a mid-frame assembly and extends along 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] The outer walls, such as the side walls of the elongated main body, may have a configuration in which multiple grooves protrude inward from the cross-sectional shape and extend longitudinally along a portion of the length of the elongated main body. The multiple grooves may be positioned adjacent to at least one of the first or second ends and configured to locally reinforce the elongated main body when the structural beam is subjected to axial loads.

[0013] The elongated beam may have a configuration that defines a channel extending through the outer and inner walls of the tubular body. The multiple openings may be arranged adjacent to multiple grooves and configured to initiate bending of the elongated body when the beam is subjected to axial load.

[0014] The structural beam may have a configuration having a first recessed region and a second recessed region within an elongated body. The metal sheet material may have a configuration having a first edge portion located within the first recessed region and a second edge portion located within the second recessed region. The first welded joint may be formed in the first recessed region between the first v and the outer wall of the elongated body. The second welded joint may be formed in the second recessed region between the second edge portion and the outer wall of the elongated body. The outer walls of the elongated body may be arranged in a substantially 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 fixed to the first and second horizontal portions. Multiple fixing members may be attached to an elongated body and arranged on the inner wall of the elongated body. At least one pair of fixing members may be configured to be aligned laterally with the vertical portion of the central wall.

[0016] The front rail may be configured to be supported by the vehicle frame, formed from a roll of high-strength metal sheet, and comprising a tubular body defining its cross-sectional shape. The tubular body may include a central wall extending from a first inner wall to a second inner wall, forming at least a first and second longitudinal channel extending along the length of the tubular body. The outer wall of the tubular body may include a groove extending longitudinally along the length of the tubular body, and a hole may extend through the surface of the tubular body at a position adjacent to the groove. The tubular body may be configured to withstand axial loads during frontal vehicle impact. Under the aforementioned axial loads, the tubular body may be configured to bend at the holes.

[0017] The implementation of this disclosure may include one or more of the above-described configurations in various combinations. [Brief explanation of the drawing]

[0018] [Figure 1] This is a side view of the vehicle showing the front rail extending between the bumper assembly and the vehicle frame components adjacent to the passenger cabin. [Figure 2] Partial perspective view of a part of a vehicle frame, including a pair of front rails extending between a mounting plate of a vehicle bumper assembly and a vehicle frame component adjacent to the passenger cabin. [Figure 3A] Front perspective view of an exemplary front rail according to the present disclosure. [Figure 3B] Rear perspective view of an exemplary front rail according to the present disclosure. [Figure 4] Side view of the exemplary front rail of FIG. 3A. [Figure 5] Side view of the exemplary front rail of FIG. 3B. [Figure 6] Top view of the exemplary front rail of FIG. 4. [Figure 7] Bottom view of the exemplary front rail of FIG. 4. [Figure 8] Cross-sectional view of the exemplary front rail of FIG. 6 taken along line VIII-VIII. [Figure 9] Cross-sectional view of the exemplary front rail of FIG. 6 taken along line IX-IX. [Figure 10] End perspective side of the exemplary front rail of FIG. 3A. [Figure 11] End view of the exemplary front rail of FIG. 3A. [Figure 12] Perspective view of an exemplary front rail according to the present disclosure. [Figure 13] End perspective view of the exemplary front rail of FIG. 12. [Figure 14] Perspective view of a second exemplary front rail according to the present disclosure. [Figure 15] End perspective view of the exemplary front rail of FIG. 14. [Figure 16] Perspective view of a third exemplary front rail according to the present disclosure. [Figure 17] End perspective view of the exemplary front rail of FIG. 16. [Figure 18] Perspective view of a fourth exemplary front rail according to the present disclosure. [Figure 19] Figure 18 is an illustrative perspective view of the end of the front rail. [Figure 20] This is a perspective view of the fifth front rail as disclosed herein. [Figure 21] Figure 20 is an illustrative perspective view of the end of the front rail. [Figure 22] This is a perspective view of the sixth exemplary front rail as described in this disclosure. [Figure 23] Figure 22 is an illustrative perspective view of the end of the front rail. [Figure 24] This is a perspective view of the seventh exemplary front rail as described in this disclosure. [Figure 25] Figure 24 is an illustrative perspective view of the end of the front rail. [Figure 26] This is a perspective view of the eighth exemplary front rail as described in this disclosure. [Figure 27] Figure 26 is an illustrative perspective view of the end of the front rail. [Figure 28] This is a perspective view of the ninth exemplary front rail as described in this disclosure. [Figure 29] Figure 28 is an illustrative perspective view of the end of the front rail. [Figure 30] This is a perspective view of the tenth exemplary front rail as described in this disclosure. [Figure 31] Figure 30 is an illustrative perspective view of the end of the front rail. [Figure 32] This is a perspective view of the eleventh exemplary front rail as described in this disclosure. [Figure 33] Figure 32 is an exemplary end view of the front rail. [Figure 34] This is a perspective view of the twelfth exemplary front rail as described herein. [Figure 35] Figure 34 is an exemplary end view of the front rail. [Figure 36] This is a perspective view of the thirteenth exemplary front rail as described in this disclosure. [Figure 37] Figure 36 is an exemplary end view of the front rail. [Figure 38] This is a perspective view of the 14th exemplary front rail as described in this disclosure. [Figure 39] Figure 38 is an exemplary end view of the front rail. [Figure 40] This is a perspective view of the 15th exemplary front rail as described in this disclosure. [Figure 41] Figure 40 is an exemplary end view of the front rail. [Figure 42] This is a perspective view of the 16th exemplary front rail as described in this disclosure. [Figure 43] Figure 42 is an exemplary end view of the front rail. [Figure 44] This is a perspective view of the 17th exemplary front rail as described in this disclosure. [Figure 45] Figure 44 is an exemplary end view of the front rail. [Figure 46] This is a perspective view of the 18th exemplary front rail as described in this disclosure. [Figure 47] Figure 46 is an exemplary end view of the front rail. [Figure 48] This is a perspective view of the 19th exemplary front rail as described in this disclosure. [Figure 49] Figure 48 is an exemplary end view of the front rail. [Figure 50] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 51] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 52] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 53] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 54] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 55] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 56]An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 57] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 58] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 59] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 60] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 61] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 62] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 63] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 64] An alternative cross-section that may be implemented with the exemplary front rail of this disclosure is shown. [Figure 65] This is an exemplary perspective view of the front rail as described in this disclosure. [Figure 66] Figure 65 is an illustrative perspective view of the front rail. [Figure 67A] Figure 65 is an exemplary top view of the front rail. [Figure 67B] Figure 65 is a cross-sectional view of an exemplary front rail along the line LXVII-LXVII. [Figure 68] Figure 67A shows a cross-section of an exemplary front rail along the line LXVII-LXVII. [Figure 69] Figure 67A shows a cross-section of an exemplary front rail along the line LXIX-LXIX. [Figure 70] This is an exemplary perspective view of the front rail as described in this disclosure. [Figure 71] Figure 70 is an illustrative perspective view of the front rail. [Figure 72A] Figure 70 is an exemplary top view of the front rail. [Figure 72B] Figure 70 is a cross-sectional view of an exemplary front rail along line LXXII-LXXII. [Figure 73] Figure 72A shows a cross-section of an exemplary front rail along line LXXIII-LXXIII. [Figure 74] Figure 72A shows an exemplary front rail, a cross-section along line LXXIV-LXXIV. [Figure 75] This is an example of a metal sheet before roll formation according to the present disclosure. [Figure 76] This is a perspective view of an exemplary front rail that will undergo post-forming. [Modes for carrying out the invention]

[0019] Details of one or more embodiments of this disclosure are described in the accompanying drawings and the following description. Other embodiments, advantages, purposes, and configurations will become apparent when considered in conjunction with the drawings and the following specification. In the drawings, similar parts are indicated by the same reference numerals.

[0020] This disclosure describes various embodiments of structural frames and assemblies for vehicle structures, such as front rails for vehicles, 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 to the vehicle during impact. For example, a structural beam may be provided between a bumper assembly and a mid-frame assembly. In some examples, there may be increased requirements for front-end stiffness and impact energy absorption for vehicle assemblies, such as electric vehicles or rear-engine vehicles with a front end that has a larger vehicle mass and may be more susceptible to the effects of impact intrusion. While it is generally known that front rail beams with greater mass may function to meet greater stiffness requirements, increased mass typically increases vehicle cost and reduces efficiency. The structural beams disclosed in this disclosure may provide increased stiffness, for example, formed by the roll formation of a single sheet of metal or other rigid material, having an impact-resistant mechanism for converting impact forces into other forms of energy in a predictable and controlled manner.

[0021] Referring here to the drawings and the exemplary embodiments illustrated therein, a front rail 10 is provided for a vehicle 100, such as a vehicle body structure or frame 101 as illustrated in Figures 1 and 2. The vehicle frame 101 and associated components may have various designs and configurations, such as different styles and types of vehicles. As shown in Figures 1 and 2, the vehicle frame 101 may be configured with a mid-frame assembly or firewall 102 and bumper assembly 103 together with other vehicle frame components. The front rail 10 may be used as a structural frame component designed to withstand various impact forces and to support and maintain various load conditions. By providing the front rail 10 of this 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 required impact and load requirements. The vehicle 100 may include a pair of front rails 10 extending armwise in the front engine compartment. Since the vehicle 100 may not include a propulsion system having an internal combustion engine, the front engine compartment may be a front storage compartment. The front rail 10 may extend to at least a portion of the distance between the front bumper assembly 103 and the firewall 102 or other structural components of the vehicle frame 101.

[0022] Referring here to Figures 3A and 3B, a first 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 contour of the rail 20 defines an elongated body or tubular beam 34, which may be defined by a first side wall portion 40, a second side wall portion 42, an upper wall portion 44, and a bottom wall portion 46. The first side wall portion 40 may be located inward relative to the second side wall portion 42, or, in other embodiments of the rail, may be located outward relative to the second side wall portion. The first side wall portion 40 and the first side wall portion 42 may be connected by the upper wall portion 44 and the bottom wall portion 46. The front end 30 of the beam 34 is configured to connect to a bumper assembly 103 or other vehicle frame components. The rear end 32 opposite the first end 30 is configured to connect 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 front end 30 to the rear end 32. The elongated body 34 may include a central wall 28 that extends longitudinally along the length of the body 34, and the cross-sectional shape includes a plurality of hollow channels defined by the central wall 28. For example, a closed cross-section may include two hollow channels 24, 26 divided by the central wall 28, each extending longitudinally along the body 34. Alternatively, the cross-sectional shape may have more or fewer channels.

[0023] The metal sheet material 22 of the structural beam 34 may contain any metal or metal alloy, provided that it has desired properties such as rigidity and tensile strength. For example, the material may consist of aluminum or various alloys, such as steels like high-strength steel or ultra-high-strength steel, and combinations of other relevant metals. The sheet material may be entirely or partially a non-sheet material, such as an injection-molded polymer, composite material, aluminum extruded product, or composite pultruded product. 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 a combination thereof. While this disclosure mentions specific forming processes, this should be understood as non-limiting. It will be understood that selecting an appropriate forming process for a particular material and applying the structural beam 34 of this disclosure is within the scope of the ordinary level of skill of those skilled in the art.

[0024] The slender housing shape of the main body 34 is configured to withstand the axial load during a frontal vehicle impact between the front and rear ends. As shown in Figures 3A to 5, the multiple grooves 36 and openings 38 may be located on the first side wall portion 40 (Figure 4) and the second side wall portion 42 (Figure 5) of the main body 34, and are configured to act as a reinforcing portion and a bending start portion, respectively.

[0025] The multiple grooves 36 include grooves that project inward from the cross-sectional shape and extend longitudinally in the groove direction. The groove direction is substantially 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 grooves 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 (Figure 4) and one or more grooves 36 on the second sidewall portion 42 (Figure 5). Near the second end portion 32, the main body 34 may include one or more grooves 36 on the first side wall portion 40 (Figure 4) and one or more grooves 36 on the second side wall portion 42 (Figure 5).

[0026] Multiple grooves 36 are formed as reinforcing channels that strengthen the axial load on the body 34 in selected areas, selectively increasing the strength of the body 34 in those areas. The grooves 36 may selectively and locally reinforce portions of the sheet material 22 that would be flat in the absence of grooves. The grooves 36 may be localized close to the front end 30 on the bumper assembly 103 side of the vehicle 100, and there may be fewer or no grooves 36 close to the rear end 32 on the firewall 102 or mid-frame assembly side of the vehicle 100. During a frontal vehicle impact, the impact force is applied axially to the front rail 20, so the portion of the beam with grooves has increased axial load capacity. The grooves 36 may be formed by stamping before or after the formation of the cross-sectional structure via roll forming, or they may be formed in parallel with the roll forming process.

[0027] Multiple openings 38 include holes or voids in the sheet material 22 that extend from the outer wall or surface 48 of the sheet material 22 to the inner wall or surface 50 of the material 22 (Figure 9). As shown in Figure 3A, the openings 38 may be positioned close to the groove 36 so that the openings 38 are provided and corresponding to the groove 36. For example, the openings 38 may be positioned near the end of the corresponding groove 36 so that when the beam is mounted axially, the local hardened portion of the beam in front of the opening 38 is resistant to damage at the opening or buckling before damage. The vertically aligned openings 38 together form effective bending initiation lines B1-B3, and when axial force causes damage at the bending initiation lines B1-B3, they are configured to result in controlled bending damage of the beam with desired force deflection characteristics and desired positions for bending the beam. Thus, the bending initiation lines B1-B3 are positioned on the first sidewall portion at different locations along the length of the beam from the second sidewall portion. Additional openings 38 may be provided along the main body 34 at various locations in regions that promote the desired deformation characteristics of the beam, such as being located on the first side wall portion 40 or the second side wall portion 42, even if they do not correspond to the grooves 36. Alternatively, the openings 38 may be provided on the upper wall portion 44 or the bottom wall portion 46.

[0028] Multiple openings 38 are formed in such a manner that they selectively reduce the strength of the body 34 in areas acting as bending initiation points, such as exemplary bending initiation lines B1-B3. The openings 38 may also be selective and localized weakening of the sheet material 22. During frontal vehicle impact and axial loads of impact forces on the front rail 20, the openings 38 provide a selective location for impact forces that are converted 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 processing after the formation of the cross-sectional structure via roll forming.

[0029] In other embodiments, the front rail may be configured to have a grinding initiation section, such as at the corner of a beam, which weakens the body at a selective location for impact forces converted by grinding the body at the grinding initiation section. In some embodiments, the grinding initiation section may be configured as a void, depression, or localized thinning of the sheet material.

[0030] Referring here to Figures 4 and 5, a first sidewall portion 40 and a second sidewall portion 42 are shown. The first sidewall portion 40 (Figure 4) and the second sidewall portion (Figure 5) may be configured to include grooves 36 and openings 38 that function as reinforcing channels and bending initiations under axial loads of impact forces. Each of the first sidewall portion 40 and the second sidewall portion 42 may be further configured to include additional holes for mounting access points or similar.

[0031] Referring here to Figures 6 and 7, the upper wall portion 44 and the bottom wall portion 46 are shown. The upper wall portion 44 (Figure 6) and the bottom wall portion 46 (Figure 7) may be configured to have additional openings 38 which are configured as bending initiation points when an axial load of impact force is applied. Each of the upper wall portion 44 and the bottom wall portion 46 may be configured to have additional holes for mounting access points or similar.

[0032] Referring now to Figures 8 and 9, these show cross-sections along lines VIII-VIII and IX-IX in Figure 6, respectively. The first side wall portion 40 and the second side wall portion 42 are connected via the upper wall portion 44 and the bottom wall portion 46 to define a closed cross-section of the elongated body 34. The elongated body 34 may consist of a single sheet material 22 formed, for example, by roll forming. Alternatively, the elongated body 34 may comprise two or more sheets 22 joined together by welding, adhesive, or similar means.

[0033] The sheet material 22 includes a first edge portion 52 and a second edge portion 54 that extend along the length of the main body 34. The first side wall portion 40 includes a first recessed region 56 that extends along the length of the main body 34. The first recessed region 56 protrudes inward in the width direction of the sheet material 22 such that the first edge portion 52 of the sheet material is positioned on the outer surface 48 of the first recessed region 56 and the first edge portion 52 and the front wall portion 40 are aligned.

[0034] Similarly, the second sidewall portion 42 includes a second recessed region 58 that extends along the length of the main body 34. The second recessed region 58 protrudes inward in the width direction of the sheet material 22 when the second edge portion 54 of the sheet material is positioned on the outer surface 48 of the second recessed region 58, the second edge portion 52, and the second sidewall portion 42. As shown in Figures 8 and 9, the first and second sidewall portions 40 and 42 are aligned substantially parallel to the plane along the length of the main body. The first edge portion 52 and the second edge portion 54 may be joined to the first recessed region 56 and the second recessed region 58, respectively, by welding, adhesive, etc. As shown in Figure 9, the first welded joint 60 is formed by the inner surface 50 of the first edge portion 52 and the outer surface 48 of the first recessed region 56. Similarly, the second edge portion 54 may be joined to the second recessed region 58 by welding, adhesive, or the like, such that the second welded joint 62 is formed by the inner surface 50 of the second edge portion 54 and the outer surface 48 of the second recessed region 58.

[0035] The central wall 28 may extend through the interior of the elongated body 34 from the first side wall portion 40 of the first recessed region 56 to the second side wall portion 42 of the second recessed region 58, defining the first channel 24 and the second channel 26. The central wall 28 is configured to run along, or at least partially substantially along, the entire effective long axis or central load path that extends longitudinally along the front rail. To accommodate the reinforcing channel 36 located at the vertical center of the beam, the bending start hole 38, and the fixing member 64, the central wall 28 may be formed to extend from a first vertical position below the vertical center of the beam in the first side wall portion 40 to a second vertical position above the vertical center of the beam in the second side wall portion 42, or in other embodiments, to extend in the reverse direction. For example, as shown in Figures 8 and 9, the central wall 28 may be configured to 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, forming 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 upper 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 part 66 of the main body 34. The second horizontal portion 74 may extend inward from the rear wall portion 42 in a direction parallel to the upper 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 part 70 of the main body 34. The first horizontal portion 72 and the second horizontal portion 74 may have a length of approximately half the width of the main 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. Multiple angles formed between the first horizontal portion 72, the vertical portion 76, and the second horizontal portion 74 provided axial strength to the central wall 28.However, in other embodiments, the central wall may have a configuration that reduces the curvature of the corner along the central wall by making an angle transition different from 90 degrees, such as an angle greater than 90 degrees. The central wall 28 may have different shapes, dimensions, and positions. 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 be configured to form a first channel 24 and a second channel 26 in the cross-sectional shape of the beam 34. Alternatively, the central wall 28 may have more or fewer channels defined in the cross-sectional shape of the beam 34.

[0036] Referring to Figure 8, the multiple grooves 36 or reinforcing channels project inward in cross-sectional shape from the first sidewall portion 40 and the second sidewall portion 42. The grooves 36 contribute to the controlled deformation of the elongated body 34 under axial impact load. The grooves 36 are discontinuous and are provided only in separate, limited portions along the length of the body 34 (Figure 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, different dimensions, and different positions along the first sidewall portion 40 and the second sidewall portion 42. The grooves 36 also have vertical height and inward depth, configured to allow them to be formed inward in a generally curved shape without exceeding the allowable curvature (minimum bending radius) of the sheet material 22 without damaging the sheet material 22.

[0037] Referring to Figure 9, the upper wall portion 44 and the bottom wall portion 46 may be configured to have at least one of a plurality of openings 38. For example, the first opening 36 may extend through the sheet material 22 on the upper wall portion 44 and define a gap in the material configured to act as the bending start point of the main body 34 under axial load. The second opening 36 may extend through the sheet material 22 on the bottom wall portion 46 and define a gap in the material configured to act as the bending start point of the main body 34 under axial load. The openings 36 may have different shapes, different dimensions, and different positions along the upper wall portion 44 and the bottom wall portion 46.

[0038] Referring to Figures 10 and 11, the first side wall section 40 and the second side wall section 42 may be configured with a plurality of fasteners 64 positioned close to the rear end 32 for attaching the front rail 20 to the mid-frame assembly 102. The fasteners 64 are positioned along the height of the main body 34 at the lower 66, upper 70, and central 68 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 fasteners 64 or fewer fasteners 64, and the fasteners 64 may be positioned at different locations along the height of the beam. The corresponding first pair of fasteners 641 are positioned at the upper 70 of the first side wall section 40 and the second side wall section 42, and as a result are positioned above the second horizontal section 74 of the central wall 28. The second pair of corresponding fasteners 643 are positioned within the lower part 66 of the first and second side wall portions 40 and 42, and as a result are positioned below the first horizontal portion 72 of the central wall 28. The corresponding third pair of fasteners 642 are positioned in the central portion 68 of the first and second side wall portions 40 and 42. The third pair of fasteners 642 are aligned laterally with the vertical portion 76 of the central wall 28. The shape of the central wall 28 is configured to define space so that the third pair of fasteners 643 can be positioned within the central portion 68 without contacting the central wall 28.

[0039] Referring here to Figures 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 material 122 that extends longitudinally and is shaped to form a closed cross section having two hollow gaps 124, 126 separated by a central wall 128. The first end 130 and the second end 132 of the material 122 may be folded inward into the closed cross section and fixed in place by resistance spot welding, laser welding, or similar methods.

[0040] The front rail 120 has a crushing start 134 at each of its four edges, located close to the first end 136 of the front rail 120. The first end 136 may be located close to the bumper assembly when assembled to the vehicle. The front rail 120 also has a first bend start 138 and a second bend start 140. The bend start 138 and 140 are spaced apart from each other, with the second end 140 being closer to the first end 136. Each bend start 138, 140 imparts a bend of approximately 1 / 2° to two opposing sides. The bend start may be in the range of at least 1 / 4° to 2°, or preferably 1 / 2° to less than 1°. The crushing start 134 and the bend start 138, 140 may be formed by stamping after the formation of the cross-sectional structure via roll forming.

[0041] Referring here to Figures 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, except that two grooves 152, 154 are added and formed on two opposing sides. The grooves 152, 154 are substantially trapezoidal channels that project inward in a substantially rectangular cross-sectional shape and extend longitudinally along the length of the front rail 150. Where used in this disclosure, the term “substantially” means that a common and understood manufacturing tolerance and variability is permitted in automotive components such as structural frame components, and that, in terms of numerical values, references to mathematical or dimensional terms do not need to be met with perfect precision. For example, in geometric terms, a rhombus is a shape with perfectly flat and straight sides and corner vertices, but an automotive component having a substantially rhombus cross-sectional shape has substantially flat sides that fall within manufacturing tolerances for flatness and rounded corners within a tolerance range for bending radius defined by good manufacturing practices based on the material, material thickness, and selected manufacturing process.

[0042] Referring here to Figures 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 substantially rectangular cross-sectional shape has a groove. The grooves 162, 164 are substantially trapezoidal channels that project inward and extend longitudinally along the length of the front rail 160.

[0043] Referring here to Figures 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 that extends longitudinally and is shaped to form a closed cross-section having three hollow voids 172, 174, and 176 separated by two inner walls 178, 180. The first end 182 of the material 122 terminates inside one hollow void, and the second end 184 terminates tangentially to one hollow void 174. The ends 182, 184 may be fixed in place by resistance spot welding, laser welding, or similar methods. The front rail 170 includes a grinding initiation section 134 similar to the second and third exemplary front rails 120, 150. Furthermore, the front rail 170 includes bend initiation sections 138 and 140 similar to the second and third exemplary front rails 120 and 150.

[0044] Referring here to Figures 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 substantially P-shaped cross-section and oriented opposite to each other so as to be joined by welding or the like. The recess 196 is formed in the P-shaped cross-section so as to form a smooth side surface external shape when the ends 198, 200 are joined to each other when assembled. The resulting front rail 190 has three hollow gaps 202, 204, and 206. The front rail 190 includes a crushing start section 134 similar to the exemplary front rail described above. The front rail 190 also has bending start sections 138, 140 similar to the exemplary front rail described above.

[0045] Referring here to Figures 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 substantially D-shaped hollow outer shell, which 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 fixed in place by welding, joining, or other appropriate processes, depending on the material used. The front rail 210 includes a crushing starter 134 similar to the exemplary front rail described above. The front rail 210 also includes bending starters 138, 140 similar to the exemplary front rail described above.

[0046] Referring here 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 includes three hollow gaps 222, 224, and 226 that extend longitudinally along the length of the front rail 220. The front rail 220 has a double-thickness inner wall 228 that exhibits improved rigidity against axial loads. The ends 230, 232 terminate tangentially with respect to the first hollow gap 222 and may be fixed in place by welding, such as resistance spot welding or laser welding. The front rail 220 includes a crushing initiation section 134 similar to the exemplary front rail described above. The front rail 220 also includes bending initiation sections 138, 140 similar to the exemplary front rail described above.

[0047] Referring here to Figures 26 and 27, a ninth exemplary front rail 240 is shown. The front rail 240 has a closed, substantially rectangular cross-sectional shape. The front rail 240 may be formed by roll forming, extrusion forming, pultrusion forming, etc. The front rail 240 includes a grinding start section 134 similar to the exemplary front rail described above. The front rail 240 also has bending start sections 138, 140 similar to the exemplary front rail described above.

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

[0049] Referring here to Figures 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, but with the addition of two grooves 262, 264 formed on two opposing sides, such that each side of the substantially rectangular cross-sectional shape has a groove. The grooves 262, 264 are substantially trapezoidal channels that project inward and extend longitudinally along the length of the front rail 260.

[0050] Referring here to Figures 32 and 33, a twelfth exemplary front rail 270 is shown. The front rail 270 is a structural element formed from a single piece 272 of thin plate material shaped to form a closed cross section having a single hollow void 274 extending longitudinally along the length of the front rail 270. The 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 fixed to each other by welding, such as resistance spot welding or laser welding. The closed cross section of the front rail 270 defines its shape as a substantially parallelogram having two pairs of substantially parallel sides arranged at a first pair of acute angles 282 and a third pair of obtuse angles 284. The acute angles 282 may be about 87° and the obtuse angles 284 may be about 93°. In other alternatives, the acute angle 282 may be between 80° and a maximum of 89°, and the obtuse angle 284 may be between 91° and 100°.

[0051] Referring here to Figures 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 has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 290, as shown. The first end of the thin plate material extends outward from the closed cross-section as a single flange, and the second end of the thin plate material folds inward to form a central wall in the cross-section.

[0052] Referring here to Figures 36 and 37, a 14th exemplary front rail 310 is shown. The front rail 310 is a structural element formed similarly to the front rails 270 and 290 described above, and has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 310, as shown. The first end of the thin plate material extends outward from the closed cross-section as a single flange, and the second end of the thin plate material folds inward to form a central wall in the cross-section.

[0053] Referring here to Figures 38 and 39, a 15th 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 has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 330, as shown. The first end of the thin plate material extends outward from the closed cross-section as a single flange, and the second end of the thin plate material folds inward to form a central wall in the cross-section.

[0054] Referring here to Figures 40 and 41, a 16th 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 has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 350, as shown. The first end of the thin plate material extends outward from the closed cross-section as a single flange, and the second end of the thin plate material folds inward to form a central wall in the cross-section.

[0055] Referring here to Figures 42 and 43, a 17th 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 has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 370, as shown. The first end of the thin plate material extends outward from the closed cross-section as a single flange, and the second end of the thin plate material folds inward to form a central wall in the cross-section.

[0056] Referring here to Figures 44 and 45, an 18th 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 has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 390, as illustrated. The first end of the thin plate material extends outward from the closed cross-section as a single flange, and the second end of the thin plate material folds inward to form a central wall in the cross-section.

[0057] Referring here to Figures 46 and 47, a 19th 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 has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 410, as shown. The first end of the thin plate material extends outward from the closed cross-section as a single flange.

[0058] Referring here to Figures 48 and 49, a 20th 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 has an alternative cross-sectional shape that extends longitudinally along the length of the front rail 430, as shown. The first end of the thin plate material extends outward from the closed cross-section as a single flange.

[0059] Referring to Figure 50, the cross-sectional shape of the 21st exemplary front rail 450 is shown. The front rail 450 is a structural element formed similarly to the front rails 270-430 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 450.

[0060] Referring to Figure 51, the cross-sectional shape of the 22nd exemplary front rail 470 is shown. The front rail 470 is a structural element formed similarly to the front rails 270-450 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 470.

[0061] Referring to Figure 52, the cross-sectional shape of the 23rd exemplary front rail 490 is shown. The front rail 490 is a structural element formed similarly to the front rails 270-470 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 490.

[0062] Referring to Figure 53, the cross-sectional shape of the 24th exemplary front rail 510 is shown. The front rail 510 is a structural element formed similarly to the front rails 270-490 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 510.

[0063] Referring to Figure 54, the cross-sectional shape of the 25th exemplary front rail 530 is shown. The front rail 530 is a structural element formed similarly to the front rails 270-510 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 530.

[0064] Referring to Figure 55, the cross-sectional shape of the 26th exemplary front rail 550 is shown. The front rail 550 is a structural element formed similarly to the front rails 270-530 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 550.

[0065] Referring to Figure 56, the cross-sectional shape of the 27th exemplary front rail 570 is shown. The front rail 570 is a structural element formed similarly to the front rails 270-550 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 570.

[0066] Referring to Figure 57, the cross-sectional shape of the 28th exemplary front rail 590 is shown. The front rail 590 is a structural element formed similarly to the front rails 270-570 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 590.

[0067] Referring to Figure 58, the cross-sectional shape of the 29th exemplary front rail 610 is shown. The front rail 610 is a structural element formed similarly to the front rails 270-590 described above, and as shown, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 610.

[0068] Referring to Figure 59, the cross-sectional shape of the 30th exemplary front rail 630 is shown. The front rail 630 is a structural element formed similarly to the front rails 270-610 described above, and as shown in the figure, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 630.

[0069] Referring to Figure 60, the cross-sectional shape of the 31st exemplary front rail 650 is shown. The front rail 650 is a structural element formed similarly to the front rails 270-630 described above, and as shown, has an alternative cross-sectional shape that extends in the longitudinal direction of the length of the front rail 650.

[0070] Unless otherwise specified, other implementations of the front rail are generally understood to be oriented differently from the illustrated and described embodiments, 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] Referring here to Figures 65 and 66, an exemplary front rail 820 is shown. The front rail 820 is a structural element formed from a single piece of thin plate material 822, such as by roll forming. The rail 820 has a closed cross-sectional shape. The contour of the rail 820 defines an elongated body or tubular beam 834, which may be defined by a first side wall portion 840, a second side wall portion 842, an upper wall portion 844, and a bottom wall portion 846. The first side wall portion 840 may be located inward relative to the second side wall portion 842, or, in other embodiments of the rail, may be located outward relative to the second side wall portion. The first side wall portion 840 and the second side wall portion 842 may be connected by the upper wall portion 844 and the bottom wall portion 846. The front end 830 of the beam 834 is configured to connect to a bumper assembly or other vehicle frame components. The rear end 832 opposite the first end 830 is configured to connect to a mid-frame component such as a firewall or other components of the vehicle frame. The cross-sectional shape of the elongated body 834 generally extends along the length of the body 834 from the front end 830 to the rear end 832. The elongated body 834 may include a central wall 828 that extends longitudinally along the length of the body 834, and the cross-sectional shape includes a number of hollow channels defined by the central wall 828. For example, a closed cross-section may include two hollow channels 824, 826 that are divided by the central wall 828 and each extends longitudinally along the body 834. Alternatively, the cross-sectional shape may have more or fewer hollow channels.

[0072] The metal sheet material 822 of the structural beam 834 may contain any metal or metal alloy, provided it has desired properties such as stiffness and tensile strength. For example, the material may consist of aluminum or various alloys, such as steels like high-strength steel or ultra-high-strength steel, and combinations of other relevant metals. The sheet material may be a non-sheet material, such as an injection-molded polymer, composite material, aluminum extruded product, or composite pultruded product, either entirely or partially. The sheet material of the outer beam profile 820 may be formed by various processes, including those described below with respect to Figures 75 and 76. The sheet material of the outer beam profile 820 may also be formed by various processes, such as cold stamping, roll forming, roll stamping, hot stamping, press brake bending, or a combination thereof. While this disclosure mentions specific forming processes, this should be understood as non-limiting. It will be understood that selecting an appropriate forming process for a particular material and applying the structural beam 834 of this disclosure is within the scope of the ordinary level of art for those skilled in the art.

[0073] The casing shape of the elongated body 834 is configured to withstand axial loads in front vehicle impacts between the front and rear ends. As shown in Figures 65 and 66, the elongated body may include at least one crushing region having at least one groove configured as a recessed region for initiating bending of the elongated body 834 when the tubular beam 820 is subjected to axial load. For example, the elongated body 834 may include a first crushing region C1 and a second crushing region C2. The first crushing region C1 may include at least one groove located on the second sidewall portion 842 (Figure 65). The second crushing region C2 may include at least one groove located on the second sidewall portion 842 of the body 834 (Figure 66). The first crushing region C1 may be provided on the outer board side of the front rail 820, and the second crushing region C2 may be provided on the inner side of the front rail 820 to promote Z-shaped buckling of the front rail 820. The body 834 may include a first grinding region C1 located between the rear end 832 and the middle portion of the body 834. The body 834 may include a second grinding region C2 located between the front end 830 and the middle portion of the body 834. In other embodiments, the body may include grinding regions at other locations based on a desired bending position which may vary based on the vehicle profile.

[0074] In some embodiments, the first grinding region C1 and the second grinding region C2 may include at least one groove 836 positioned on their respective sidewall portions 840, 842, which protrudes inward into the cross-sectional shape within the grinding region. The groove 836 may be provided in the grinding region where bending of the elongated body 834 under axial load is desired. The first grinding region C1 and the second grinding region C2 may include two grooves 836, 838. The first groove 836 may be a circular groove, and the second groove 838 may be an elliptical groove extending in a groove direction substantially perpendicular to the length of the elongated body 834. The first groove 836 and the second groove 838 may be substantially aligned vertically within the grinding region such that the first groove 836 is positioned on their respective sidewall portions 840, 842 directly above or directly below the second groove 838.

[0075] The vertically aligned grooves 836 and 838 together form effective bending initiation lines B4 to B5, and are configured such that when an axial force causes damage at the bending initiation lines B4 to B5, it results in controlled bending damage of the beam with desired force deflection characteristics and a desired position for bending the beam. Thus, the bending initiation lines B4 to B5 are located on the first sidewall portion 840 along the length of the beam, at a different position from the second sidewall portion 842. The grooves 836 and 838 are formed in such a way that they selectively reduce the strength of the body 834 in the region acting as a bending initiation, such as the exemplary bending initiation lines B4 to B5. The grooves 836 and 838 may also be selective and localized weakening of the sheet material 822. During frontal vehicle impact and axial loads of impact forces on the front rail 820, the grooves 836 and 838 provide a selective location for impact forces that are converted by bending the body 834 in the grooves 836 and 838 within the crushing region.

[0076] Referring here to Figures 67A and 67B, the body 834 is shown in the top view and top section view along line LXVII-LXVII in Figure 65, respectively. In a localized region along the length of the elongated body 820, the central wall 828 may include a first shear wall section 882 and a second shear wall section 884 separated from the first shear wall section 882. The separation between the first shear wall section 882 and the second shear wall section 884 may define a slot 886 in the central wall 828, which may also be called an opening or opening formed in the sheet material. The central wall 828 may include two or more slots 886 along the length of the beam 834. The slots 886 may be aligned with the grinding region along the length of the elongated body 834. For example, the first slot 886 may be provided on the central wall 828 in a position aligned with the first grinding region C1, and the second slot 888 may be provided on the central wall 828 in a position aligned with the second grinding region C2. The first slot 886 and the second slot 888 may be provided to assist in initiating grinding at a desired location by weakening the shear wall at a selective location so that the elongated body 834 can be ground under impact force.

[0077] Referring now to Figures 68 and 69, these show cross-sections along the lines LXVIII-LXVIII and LXIX-LXIX in Figure 67A, respectively. Figure 68 shows a cross-section of the elongated body 834 generally along the length of the beam 820. Figure 69 shows a cross-section of the elongated body 834 generally within the first grinding region C1. The first sidewall portion 840 and the second sidewall portion 842 are connected via the upper wall portion 844 and the bottom wall portion 846 to define a closed cross-section of the elongated body 834. The elongated body 834 may consist of a single sheet material 822 formed, for example, by roll forming. Alternatively, the elongated body 834 may comprise two or more sheets 822 joined together via welding, adhesive, or similar means.

[0078] The sheet material 822 includes a first edge portion 852 and a second edge portion 854 that extend along the length of the main body 834. The first side wall portion 840 includes a first recessed region 856 that extends along the length of the main body 834. The first recessed region 856 protrudes inward in the width direction of the sheet material 822 such that the first edge portion 852 of the sheet material is positioned on the outer surface 848 of the first recessed region 856 and the first edge portion 852 and the front wall portion 840 are aligned.

[0079] Similarly, the second sidewall portion 842 includes a second recessed region 858 that extends along the length of the main body 834. The second recessed region 858 protrudes inward in the width direction of the sheet material 822 when the second edge portion 854 of the sheet material is positioned on the second recessed region 858, the second edge portion 852, and the outer surface 848 of the second sidewall portion 842. As shown in Figures 68 and 69, the first and second sidewall portions 840 and 842 are aligned substantially parallel to the plane along the length of the main body. The first edge portion 852 and the second edge portion 854 may be joined to the first recessed region 856 and the second recessed region 858, respectively, by welding, adhesive, etc. As shown in Figure 68, the first welded joint 860 is formed by the inner surface 850 of the first edge portion 852 and the outer surface 848 of the first recessed region 856. Similarly, the second edge portion 854 may be joined to the second recessed region 858 by welding, adhesive, or the like, such that the second welded joint 862 is formed by the inner surface 850 of the second edge portion 854 and the outer surface 848 of the second recessed region 858.

[0080] The central wall 828 may extend through the interior of the elongated body 834 from the first side wall portion 840 of the first recessed area 856 to the second side wall portion 842 of the second recessed area 858, defining the first channel 824 and the second channel 826. The central wall 828 is configured to run along, or at least partially substantially along, the entire effective long axis or central load path that extends longitudinally along the front rail.

[0081] Referring to Figure 69, in the first grinding region C1, grooves 836 and 838 project inward into the cross-sectional shape from a second sidewall portion 842 that forms a recessed region on the outer periphery of the cross-sectional shape of the elongated beam 834. In other embodiments, for example, in the second grinding region C2, grooves 836 and 838 may project from the first sidewall portion 840. The grooves 836 and 838 may project into the cross-sectional shape to a depth of less than 10 mm, preferably 2 mm to 6 mm. The grooves 836 and 838 contribute to the controlled deformation of the elongated body 834 under axial impact load. The grooves 836 are discontinuous and are provided only in separate, limited portions along the length of the body 834 (Figures 65 and 66). In other embodiments, there may be more or fewer grooves 836 along the length of the body 834, and the grooves 836 may have different shapes, different dimensions, and different positions along the first sidewall portion 840 and / or second sidewall portion 842. The grooves 836, 838 also have vertical height and inward depth, configured to allow them to be formed inward in a generally curved shape without exceeding the acceptable curvature (minimum bending radius) of the sheet material 822 without damaging the sheet material 822. The first groove 836 may have a substantially circular shape. The second groove 838 may have a substantially elliptical shape and may extend in a groove direction perpendicular to the elongated body 834.

[0082] Referring here to Figures 70 and 71, another exemplary front rail 920 is shown. The front rail 920 is a structural element formed from a single piece of thin plate material 922, such as by roll forming. The rail 920 has a closed cross-sectional shape. The contour of the rail 920 defines an elongated body or tubular beam 934, which may be defined by a first side wall portion 940, a second side wall portion 942, an upper wall portion 944, and a bottom wall portion 946. The first side wall portion 940 may be located inward relative to the second side wall portion 942, or, in other embodiments of the rail, may be located outward relative to the second side wall portion. The first side wall portion 940 and the first side wall portion 942 may be connected by the upper wall portion 944 and the bottom wall portion 946. The front end 930 of the beam 934 is configured to connect to a bumper assembly or other vehicle frame components. The rear end 932 opposite the first end 930 is configured to connect to a mid-frame component such as a firewall or other vehicle frame component. The cross-sectional shape of the elongated body 934 generally extends along the length of the body 934 from the front end 930 to the rear end 932. The elongated body 934 may include a central wall 928 that extends longitudinally along the length of the body 934, and the cross-sectional shape includes a number of hollow channels defined by the central wall 928. For example, a closed cross-section may include two hollow channels 924, 926 that are divided by the central wall 928 and each extends longitudinally along the body 934. Alternatively, the cross-sectional shape may have more or fewer channels.

[0083] The metal sheet material 922 of the structural beam 934 may contain any metal or metal alloy, provided it has desired properties such as stiffness and tensile strength. For example, the material may consist of aluminum or steel such as high-strength steel or ultra-high-strength steel, as well as various alloys of other relevant metals in combination. The sheet material may be a non-sheet material, such as an injection-molded polymer, composite material, aluminum extruded product, or composite pultruded product, either entirely or partially. The sheet material of the outer beam profile 920 may be formed by various processes, including those described below with respect to Figures 75 and 76. The sheet material of the outer beam profile 920 may also be formed by various processes, such as cold stamping, roll forming, roll stamping, hot stamping, press brake bending, or a combination thereof. While this disclosure mentions specific forming processes, this should be understood as non-limiting. It will be understood that selecting an appropriate forming process for a particular material and applying the structural beam 934 of this disclosure is within the scope of the ordinary level of art for those skilled in the art.

[0084] The casing shape of the elongated body 934 is configured to withstand axial loads in front of a vehicle impact between the front and rear ends. As shown in Figures 70 and 71, the elongated body 934 may include at least one grinding region having at least one groove or recessed area for initiating bending of the elongated body 934 when the tubular beam 920 is subjected to axial load. At least one groove may protrude inward from the cross-sectional shape within the grinding region. For example, the elongated body 934 may include a first grinding region C3 and a second grinding region C4. The first grinding region C3 may include at least one groove 936 located at the outer corner of the cross-sectional shape, for example, a first groove 936 at the corner of the upper wall portion 944 and the second side wall portion 942, and a second groove 938 at the corner of the bottom wall portion 946 and the second side wall portion 942 (Figure 70). The second grinding region C4 may include at least one groove 936 located at the outer corner of the cross-sectional shape, for example, a first groove 936 at the corner of the upper wall portion 944 and the first side wall portion 940, and a second groove 938 at the corner of the bottom wall portion 946 and the first side wall portion 940 (Figure 71). The first groove 936 and the second groove 938 may be substantially aligned vertically within the grinding region such that the first groove 936 is positioned directly above or directly below the second groove 938.

[0085] The first grinding region C3 may be provided on the outer board side of the front rail 920, and the second grinding region C4 may be provided on the inner side of the front rail 920 to promote z-shaped buckling of the front rail 920. The body 934 may include the first grinding region C3 at a position between the rear end 932 and the middle part of the body 934. The body 934 may include the second grinding region C4 at a position between the front end 930 and the middle part of the body 934. In other embodiments, the body may include grinding regions at other positions based on a desired bending position which may vary based on the vehicle profile.

[0086] The vertically aligned grooves 936 and 938 together form effective bending initiation lines B6-B7, and are configured such that when an axial force causes damage at the bending initiation lines B6-B7, it results in controlled bending damage of the beam with desired force deflection characteristics and a desired position for bending the beam. Thus, the bending initiation lines B6-B7 are located on the first sidewall portion 940 along the length of the beam, at a different position from the second sidewall portion 942. The grooves 936 and 938 are formed in such a way as to selectively reduce the strength of the body 934 in the region acting as a bending initiation, such as the exemplary bending initiation lines B6-B7. The grooves 936 and 938 may also be selective and localized weakening of the sheet material 922. During frontal vehicle impact and axial loads of impact forces on the front rail 920, the grooves 936 and 938 provide a selective location for impact forces that are converted by bending the body 934 in the grooves 936 and 938 within the crushing region.

[0087] Referring here to Figures 72A and 72B, the elongated body 934 is shown in the top view and top section view along line LXXII-LXXII in Figure 70, respectively. In a localized region along the length of the elongated body 934, the central wall 928 may include a first shear wall section 982 and a second shear wall section 984 separated from the first shear wall section 982. The separation between the first shear wall section 982 and the second shear wall section 984 may define a slot 986 in the central wall 928, which may also be called an opening or opening in the sheet material. The slot 986 may be aligned with one of the grinding regions along the length of the elongated body 934. For example, the slot 986 may be provided on the central wall 928 in a position aligned with a second grinding region. In other embodiments, the central wall 928 may include two or more slots 986 along the length of the beam 934. Slot 986 may be provided to assist in initiating pulverization at a desired location by weakening the shear wall at a selective location so that the elongated body 934 can be pulverized under impact force.

[0088] Referring now to Figures 73 and 74, these show cross-sections along lines LXXIII-LXXIII and LXXIV-LXXIV in Figure 72A, respectively. Figure 73 shows a cross-section of the elongated body 934 generally along the length of the beam 920. Figure 74 shows a cross-section of the elongated body 934 generally within the first grinding region C3. The first sidewall portion 940 and the second sidewall portion 942 are connected via the upper wall portion 944 and the bottom wall portion 946 to define a closed cross-section of the elongated body 934. The elongated body 934 may consist of a single sheet material 922 formed, for example, by roll forming. Alternatively, the elongated body 934 may comprise two or more sheets 922 joined together via welding, adhesive, or similar means.

[0089] The sheet material 922 includes a first edge portion 952 and a second edge portion 954 that extend along the length of the body 934. The first sidewall portion 940 includes a first recessed region 956 that extends along the length of the body 934. The first recessed region 956 protrudes inward in the width direction of the sheet material 922 such that the first edge portion 952 of the sheet material is positioned on the outer surface 948 of the first recessed region 956 and the first edge portion 952 and the first sidewall portion 940 are aligned.

[0090] Similarly, the second sidewall portion 942 includes a second recessed region 958 that extends along the length of the main body 934. The second recessed region 958 protrudes inward in the width direction of the sheet material 922 when the second edge portion 954 of the sheet material is positioned on the second recessed region 958, the second edge portion 952, and the outer surface 948 of the second sidewall portion 942. As shown in Figures 73 and 74, the first and second sidewall portions 940 and 942 are aligned substantially parallel to the plane along the length of the main body. The first edge portion 952 and the second edge portion 954 may be joined to the first recessed region 956 and the second recessed region 958, respectively, by welding, adhesive, etc. The first welded joint 960 is formed by the inner surface 950 of the first edge portion 952 and the outer surface 948 of the first recessed region 956. Similarly, the second edge portion 954 may be joined to the second recessed region 958 by welding, adhesive, or the like, such that the second welded joint 962 is formed by the inner surface 950 of the second edge portion 954 and the outer surface 948 of the second recessed region 958.

[0091] The central wall 928 may extend through the interior of the elongated body 934 from the first side wall portion 940 of the first recessed area 956 to the second side wall portion 942 of the second recessed area 958, defining the first channel 924 and the second channel 926. The central wall 928 is configured to run along, or at least partially substantially along, the entire effective long axis or central load path that extends longitudinally along the front rail.

[0092] Referring to Figure 74, in the first grinding region C3, grooves 936 and 938 project inward into the outer corner cross-sectional shape, forming recessed regions around the periphery of the cross-sectional shape at the corners. The first groove 936 projects into the upper outer corner where the upper wall 944 and the second side wall portion 942 intersect. The second groove 938 projects into the lower outer corner where the bottom wall 946 and the second side wall portion 942 intersect. In other embodiments, for example, in the second grinding region C4, grooves may project into the upper and lower inner corners where the upper and lower walls intersect with the first side wall portion. The grooves 936 and 938 contribute to the controlled deformation of the elongated body 934 under axial impact load. The grooves 936 are discontinuous and are provided only in separate, limited portions along the length of the body 934 (Figures 70 and 71). In other embodiments, there may be more or fewer grooves 936 along the length of the body 934, and the grooves 936 may have different shapes, different dimensions, or different positions along the first sidewall portion 940 and / or second sidewall portion 942. The grooves 936, 938 also have an inward depth and are configured to be formed inward in a generally curved shape without exceeding the acceptable curvature (minimum bending radius) of the sheet material 922 without damaging the sheet material 922.

[0093] Referring to Figures 75 and 76, a method for forming an exemplary front rail 1020 having the grooves described and illustrated above with reference to Figures 65–74 is illustrated. A preferred forming process includes pre-forming the grinding regions and central wall slots provided on the sidewall portions of the elongated beam (Figures 65–69) before the elongated beam 1034 is formed, and post-forming the grinding regions provided on the outer corners of the elongated beam (Figures 70–74) after the elongated beam 1034 is formed. While this disclosure refers to specific forming processes, this should be understood as non-limiting. It will be understood that selecting an appropriate forming process for a particular material and applying the structural beam 1034 of this disclosure is within the scope of the ordinary level of art for those skilled in the art.

[0094] Referring to Figure 75, the exemplary front rail 1020 may be formed of a metal sheet material 1022 which may include any metal or metal alloy having desired properties such as rigidity and tensile strength. For example, the material may consist of aluminum or steel such as high-strength steel or ultra-high-strength steel, as well as various alloys by combinations of other relevant metals. The sheet material 1022 may be a non-sheet material, either entirely or partially, such as an injection-molded polymer, composite material, aluminum extruded product, or composite pultruded product. The sheet material 1022 may be formed to include slots 1086, 1088 and first grinding regions 1836, 1838 configured to be positioned on the first and second sidewalls of the beam profile 1034 as shown in Figures 65 to 69. The slots 1086, 1088 and grooves 1836, 1838 may be formed by various processes, such as using cold stamping, roll forming, roll stamping, hot stamping, or a combination thereof. Once the metal sheet material 1022 is provided with desired slots 1086, 1088 and grooves 1836, 1838 for the sidewall portions, the metal sheet material 1022 can be formed within the elongated beam 1034. Referring to Figure 76, once the elongated body 1034 of the beam 1020 is formed, grooves can be formed at the outer corners of the beam 1020, as shown in Figures 70–74. In one example, a forming die 1090 may be provided within the hollow channels 1024, 1026 of the elongated beam 1034. A forming press 1092 may be provided at the desired grinding region to press the grooves into the elongated beam 1020 in the grinding region. Thus, the exemplary front rail 1020 may be formed to have a first set of grinding regions provided on the first and second sidewall portions of the elongated beam and a second set of grinding regions provided on the outer corners of the elongated beam.

[0095] Accordingly, according to this disclosure, a front rail which may be configured to be supported by a vehicle frame includes a tubular body formed of roll-shaped high-strength metal and configured to withstand axial loads during a frontal vehicle impact. The high-strength metal steel defines a cross-sectional shape along the length of the tubular body. The tubular body has a central wall extending from a first side wall to a second side wall and defines at least a first longitudinal hollow channel and a second longitudinal hollow channel. A first grinding initiation is located on the first side wall of the tubular body in the first grinding region and is formed in the high-strength metal before the roll formation of the tubular body. A second grinding initiation is located at the corner of the tubular body in the second grinding region and is formed in the high-strength metal after the roll formation of the tubular body.

[0096] Furthermore, the disclosed front rail structure may be incorporated into other types of structural beams, such as frames and structures for automobiles and marine vehicles, buildings, storage tanks, furniture, and the like. With regard to vehicle applications, the vehicle components disclosed in this disclosure may be incorporated into various applications of different structural components. Vehicle components may be designed to support and maintain different load conditions, such as supporting certain horizontal span or axial load conditions. Vehicle components may also be designed to withstand various impact forces, such as the exemplified frontal, side, or rear impacts. The cross-sectional shape, material type selection, and material thickness in the cross-sectional profile of the vehicle component may be configured for these specific uses, as well as for desired load and performance characteristics such as beam weight, load capacity, force deflection performance, and impact performance of the vehicle component.

[0097] For the purposes of this disclosure, the articles “a,” “an,” and “the” are intended to mean that there are one or more elements in the preceding description. The terms “comprising,” “including,” and “having” are intended to be comprehensive and mean that there may be additional elements other than those listed. Furthermore, it will be understood that any reference in this disclosure to “one embodiment” or “embodiment” is not intended to be construed as excluding the existence of other implementations that also incorporate the described configuration. Furthermore, as used in this disclosure, the terms “first,” “second,” etc., are used to distinguish one element from another without indicating any order, quantity, or importance.

[0098] Any number, percentage, ratio, or other value described herein is intended to encompass not only that value but also other values ​​that are “about” or “approximately” that value, as understood by a person skilled in the art who is included by the implementation of this disclosure. Accordingly, the described values ​​should be interpreted broadly to include values ​​that are at least sufficiently close to the described value in order to perform the desired function or achieve the desired result. For example, the terms “approximately,” “about,” and “substantially” may refer to quantities that are less than 5%, less than 1%, less than 0.1%, and less than 0.01% of the described quantity.

[0099] Furthermore, it will be understood that any direction or reference frame in the above description is merely a relative direction or movement. For example, the terms “top,” “bottom,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” “inside,” and “outside,” and their derivatives, are based on the orientation shown in Figure 1. However, it will be understood that various alternative orientations may be provided unless otherwise expressly stated. It will also be understood that the specific apparatus and processes illustrated in the accompanying drawings and described herein are merely exemplary embodiments of the concept of the invention as defined in the accompanying claims. Therefore, unless otherwise expressly stated in the claims, the specific dimensions and other physical configurations relating to the embodiments disclosed herein should not be considered limiting.

[0100] Modifications and variations in the embodiments described herein can be carried out without departing from the principles of the present invention, and the present invention is intended to be limited only by the appended claims, which shall be interpreted in accordance with the principles of patent law. It will be understood that this disclosure is described in an exemplary manner, and the terms used are intended to be descriptive and not restrictive. Many modifications and variations of this disclosure are possible in light of the above teachings, and this disclosure may be carried out in manners other than those specifically described herein.

Claims

1. A front rail for a vehicle frame, A tubular beam comprising a high-strength metal sheet formed along its length and defining a cross-sectional shape extending over the length of the tubular beam, The tubular beam has a front end configured to connect to the bumper assembly, and a rear end opposite to the front end, configured to connect to the midframe component, The cross-sectional shape of the tubular beam is configured to withstand the axial load during a frontal vehicle impact between the front end and the rear end. A front rail wherein the tubular beam includes at least one of a first grinding initiation section in a first grinding region along the tubular beam and a second grinding initiation section in a second grinding region along the tubular beam.

2. The front rail according to claim 1, wherein the cross-sectional shape defines a housing shape that includes a hollow channel extending longitudinally along the length of the tubular beam.

3. The front rail according to claim 1, wherein the cross-sectional shape defines a housing shape including a plurality of separate hollow channels extending longitudinally along the length of the tubular beam.

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

5. The front rail according to claim 1, wherein the cross-sectional shape defines a housing shape including a first side wall, a second side wall, an upper wall, and a bottom wall, and the central wall extends from the first side wall to the second side wall.

6. The front rail according to claim 5, wherein the first grinding initiation portion includes at least one groove, which is located in at least one of the first side wall and the second side wall and protrudes inward into the cross-sectional shape within the first grinding region.

7. The front rail according to claim 6, wherein the first grinding initiation section comprises a circular groove and a groove extending in the groove direction, the groove direction being substantially perpendicular to the length of the tubular beam, and the circular groove and the groove extending in the groove direction being substantially aligned vertically within the first grinding region.

8. The front rail according to claim 1, wherein the second grinding initiation portion includes a groove formed at at least one corner of the tubular beam within the second grinding region.

9. The front rail according to claim 1, wherein the tubular beam is formed by roll forming of the metal sheet, and the first edge and the second edge of the metal sheet are fixed to the first joining position and the second joining position.

10. The front rail according to claim 9, wherein the first crushing initiation portion is provided to the metal sheet before the metal sheet is rolled.

11. The front rail according to claim 9, wherein at least one second crushing initiation portion is provided to the metal sheet after the metal sheet has been rolled.

12. The front rail according to claim 4, wherein in the first crushing region and the second crushing region, the central wall includes a first shear wall section and a second shear wall section separated from the first shear wall section.

13. A structural beam for vehicles, An elongated body, formed from a metal sheet material, configured to extend from a first end of the bumper assembly to a second end of the mid-frame assembly, and having a cross-sectional shape that extends to the length of the elongated body, The elongated body includes a plurality of hollow channels, which are formed by the central wall of the metal sheet material and define the cross-sectional shape. A structural beam wherein the metal sheet material includes at least a first grinding initiation portion and a second grinding initiation portion along a portion of the length of the elongated body, and is configured to initiate bending of the elongated body when an axial load is applied to the structural beam.

14. The structural beam according to claim 13, wherein the cross-sectional shape includes a first side wall, a second side wall, an upper wall, and a bottom wall, and the central wall extends from the first side wall to the second side wall.

15. The structural beam according to claim 14, wherein the central wall includes a first opening in a first grinding region defined by the first grinding initiation portion and a second opening in a second grinding region defined by the second grinding initiation portion.

16. The structural beam according to claim 14, wherein the metal sheet material includes high-strength steel, and the elongated body is formed from the roll formation of the metal sheet material.

17. The structural beam according to claim 16, wherein the first grinding initiation portion includes a first recessed region located on the first side wall and a second recessed region located on the second side wall, and the first grinding initiation portion is formed from the metal sheet material before roll formation.

18. The structural beam according to claim 16, wherein the second grinding initiation portion includes at least a first recessed region located at the corner of the elongated body, and the second grinding initiation portion is formed of the metal sheet material after roll formation.

19. A front rail configured to be supported by the vehicle frame, A tubular body formed from a roll-shaped high-strength metal, with a cross-sectional shape defined along the length of the tubular body, A central wall extending from the first side wall to the second side wall of the tubular body, defining at least a first longitudinal hollow channel and a second longitudinal hollow channel, A first grinding initiation portion is located on the first side wall of the tubular body in the first grinding region, and is formed of the high-strength metal before the roll formation of the tubular body. A second grinding initiation section is located at the corner of the tubular body in the second grinding region, and is formed of the high-strength metal after the roll formation of the tubular body. The aforementioned tubular body is configured to withstand axial loads during frontal vehicle impacts, a front rail.

20. The front rail according to claim 19, wherein the tubular body is configured to bend in the first and second grinding regions under an axial load.

Images