Vehicle beam components and assemblies

Abstract

The vehicle beam assembly includes a hollow tubular member configured to be formed from steel tube air forming. The tubular member includes a cross-section that varies along the length of the tubular member. For example, the hollow tubular member includes a central portion having a first cross-sectional shape, a pair of end portions that extend beyond a corresponding crush can in a direction away from the central portion, the pair of end portions extending at an angle of between 40 and 70 degrees, and at least one transition portion disposed between the central portion and one of the pair of end portions. The cross-sectional shape of the central portion, the cross-sectional shape of one of the end portions, and the cross-sectional shape of the transition portion are all different cross-sectional shapes.

Description

Technical Field

[0001] Cross - Reference to Related Applications This application claims the benefit and priority under 35 U.S.C. § 119(e) to U.S. Provisional Patent Application No. 63 / 217,856, filed Jul. 2, 2021, and U.S. Provisional Patent Application No. 63 / 267,336, filed Jan. 31, 2022. The content of these prior applications is hereby incorporated by reference in its entirety and made a part of this application.

[0002] The present disclosure generally relates to vehicle beam components, and more specifically to tubular beams having a hollow interior, such as for use as vehicle bumper reinforcements, structural frame components, battery tray components, and the like.

Background Art

[0003] Vehicle components are generally designed for specific vehicle model specifications in an effort to efficiently save and reduce mass and meet the impact and safety requirements of the vehicle. For example, the cross - sectional shape of a vehicle beam used as a bumper beam or a structural component is generally designed to be continuous along the length of the vehicle beam and to have a shape corresponding to the desired storage space, bending strength, and impact energy management characteristics. In the case of roll - formed or stamped vehicle beams, the welding positions on the cross - sectional shape can affect the performance of the component. Also, different materials and manufacturing processes result in design constraints for vehicle beams that need to be considered along with cost. One known manufacturing process is hot metal gas forming, which can form high - strength steel within a closed die by blowing pressurized air into a steel tube. Nevertheless, there is room for improvement in vehicle beams for structural components, including rocker panels, bumper beams, and battery tray components, that can improve overall performance and cost.

Summary of the Invention

Means for Solving the Problems

[0004] One aspect of the present disclosure provides a vehicle beam assembly having a hollow tubular beam formed by a steel tube air forming process. The vehicle beam assembly includes a pair of crush cans configured to be coupled to a vehicle frame and a hollow tubular member coupled to the crush cans. The tubular member includes a cross-section that varies along the length of the tubular member. The hollow tubular member includes a central portion having a first cross-sectional shape and a pair of end portions that extend outward from the crush cans in a direction away from the central portion at an angle, for example, of 40 to 70 degrees. Further, at least one transition portion is disposed between the central portion and one of the pair of end portions, and the cross-sectional shapes of the central portion, one of the end portions, and the transition portion are all different cross-sectional shapes.

[0005] Another aspect of the present disclosure provides a vehicle beam assembly component configured to be formed by steel tube air forming. The vehicle beam assembly component includes a hollow tubular member having an integral flange that extends along the length of the tubular member. Further, the integral flange includes a folded appearance defined by the abutting inner surfaces of adjacent wall sections of the tubular member. Further, the folded appearance terminates at the edge of the integral flange where the adjacent wall sections are integrally interconnected.

[0006] Yet another aspect of the present disclosure provides a vehicle beam assembly component including a hollow tubular member configured to be formed by a steel tube air forming process. The tubular member includes a cross-section that varies along the length of the tubular member. The hollow tubular member includes a central portion having a first cross-sectional shape, a pair of end portions that extend outward from the central portion, and at least one transition portion disposed between the central portion and one of the pair of end portions. The cross-sectional shapes of the central portion, one of the end portions, and the transition portion are all different cross-sectional shapes. The tubular member includes an integral flange disposed along the length of the tubular beam. The integral flange includes a folded appearance defined by the abutting inner surfaces of adjacent wall sections of the tubular member. The folded appearance may terminate at the edge of the integral flange where the adjacent wall sections are integrally interconnected.

[0007] Implementations of the present disclosure may include one or more of the following optional features. In some examples, the hollow tubular member is formed from high-strength steel.

[0008] In some examples, the end portion of the tubular member is formed with a reduced depth relative to the central portion of the tubular member.

[0009] In some examples, the tubular member includes a crush can attachment feature integrally formed at a selected end portion of the tubular member. In some implementations, the attachment feature includes a recessed area for receiving a crush can on the back side of a vehicle beam assembly component.

[0010] In some examples, the tubular member includes an integral flange adjacent to the recessed area, such that the integral flange can be positioned relative to the crush can to provide a welding interface.

[0011] In some examples, the cross-sectional shape of the tubular member at the end portion and the central portion each includes a rear wall portion, an upper wall portion, a lower wall portion, and a lower wall portion that interconnect with each other.

[0012] In some examples, the cross-sectional shape of the end portion includes a C shape, and the cross-sectional shape of the central portion includes a B shape.

[0013] In some examples, the cross-sectional shape of the end portion includes a B shape, and the cross-sectional shape of the central portion includes a D shape.

[0014] In some examples, the tubular member includes a battery tray component or a locker component.

[0015] In some examples, the pair of end portions extends at an angle of about 50 to 60 degrees.

[0016] In some examples, the tubular member includes local deformations in selected sections along the length of the beam. In some implementations, the local deformations include a crush initiation portion configured to deform the tubular member as a hinge and provide a resulting shape of the tubular member after impact that is substantially planar after contacting an object.

[0017] Details of one or more implementations of the present disclosure are set forth in the accompanying drawings and the description below. Other aspects, advantages, objects, and features will become apparent from the following specification when considered in conjunction with the drawings.

Brief Description of the Drawings

[0018]

Figure 1

Figure 2A

Figure 2B

Figure 2C

Figure 2D

Figure 2E

Figure 3

Figure 4

Figure 5A

Figure 5B

Figure 6

Figure 7

Figure 8

Figure 9A

Figure 9B

Figure 9C

Figure 9D

Figure 9E

Figure 10

Figure 11A

Figure 11B

Figure 11C

Figure 11D

Figure 11E

Figure 12A

Figure 12B

Figure 12C

Figure 12D

Figure 12E

Figure 13

Figure 14

Figure 15A

Figure 15B

Figure 16

Figure 17

Figure 18

Figure 19

Figure 20

Figure 21

Figure 22

Figure 23

Figure 24

Figure 25

Figure 26

Figure 27

Figure 28

Figure 29

Figure 30

Figure 31

DETAILED DESCRIPTION OF THE INVENTION

[0019] Like reference numerals indicate like parts throughout the drawings.

[0020] As shown in FIG. 1, a vehicle beam assembly component 10 includes a crush can 12 that supports an end portion of the vehicle beam assembly component 10 with a vehicle frame 14 such that the vehicle beam assembly component 10 extends generally longitudinally on the vehicle between a back side of a bumper beam 16 and a rail tip of the vehicle frame. In other examples, the vehicle beam assembly 10 is a component for a vehicle battery tray or a vehicle rocker. Vehicles and vehicle components typically undergo multiple collision tests during vehicle development. The various collision tests test the various functions of the vehicle and components at different speeds, angles, and collision targets to provide an energy absorption amount and corresponding evaluation for each collision test. In some examples, a front collision test provides a front impact that measures the energy absorption of the vehicle beam assembly component 10 and the support crush can 12. In one example, such as the example shown in FIG. 1, the vehicle beam assembly component 10 and the crush can 12 are configured to absorb impact energy before substantial deformation or damage occurs to the vehicle frame such that the design and length of the crush can 12 and the cross-sectional shape of the vehicle beam assembly component 10 can vary the impact energy absorption as shown in a force-displacement graph of the collision event.

[0021] Furthermore, vehicle crash tests include the Mobile Progressive Deformable Barrier (MPDB) test. This test reproduces the scenario of two oncoming vehicles colliding head-on at a moderate high speed. In this type of collision, in most cases, only a part of the front width structure of the vehicle is involved, that is, the two colliding vehicles are offset laterally. In a full-scale MPDB test, the test vehicle is driven at 50 km / h and 50% overlapped with a deformable barrier that also moves at 50 km / h. The barrier represents the front end of another vehicle and becomes gradually harder as it deforms. This test reproduces the collision between the test vehicle and a typical mid-size vehicle. It has been found that beam components with sharp edges or corners do not yield desirable results in the MPDB test. Also, beam components with a relatively small height of the section in contact with the barrier do not show good results in this test.

[0022] Here, referring to the drawings and examples useful in the description depicted therein, a vehicle beam assembly comprises at least one beam component formed by a process including hot metal gas forming or steel tube air forming (STAF). Conventionally, high-strength beams formed by roll forming mills have design constraints based on the hardness or ductility of the metal and typically have a consistent cross-sectional shape along the length of the beam. In some examples of the present disclosure, the vehicle beam assembly may include a hollow tubular member having flanges extending along the length of the tubular member. The flange includes a folded appearance defined by the abutting inner surfaces of adjacent wall sections of the tubular member. The folded appearance terminates at the edges of the flange where the adjacent wall sections are integrally interconnected. In some examples, the flange may include different sizes and different positions along the length of the beam. Such flanges generally cannot be formed of the same material in a roll forming process. Furthermore, in some examples, the vehicle beam assembly may include a hollow tubular member having a cross-section that varies along its length so as to provide a cross-section adjusted to meet the collision impact energy requirements, storage constraints, and accessory attachment in corresponding sections of the length.

[0023] As shown in FIGS. 2A - 2E, a vehicle beam assembly component 10 having a hollow tubular member 20 is provided, which in some examples may also be referred to as a bumper beam.

[0024] The hollow tubular member 20 is manufactured by a steel tube air forming (STAF) process and has a cross - section that varies along its length. In some examples, the STAF process includes resistance heating, high - pressure air injection, forming, and curing. This process enables the integral formation of the tubular member 20 and the flange 18, which is different from conventional welding methods. The STAF system improves rigidity and simplifies the overall manufacturing process. In the STAF process, the cross - sectional shape can be varied along a single tubular member 20, and components with high strength and high rigidity can also be obtained. Various cross - sectional shapes can be obtained by other methods including, but not limited to, hot stamping, cold pressing, and hydroforming. On the other hand, each of these results in components having either low strength, low rigidity, or both.

[0025] Referring now to the drawings and the examples helpful in the description depicted therein, the vehicle beam assembly component 10 may include a pair of crush cans 12 configured to be coupled to a vehicle frame and a tubular member 20 configured to be coupled to the pair of crush cans 12. The crush cans 12 are coupled to and supported by the frame of the vehicle 10 at the end portions 24 of the tubular member 20 such that they generally extend longitudinally on the vehicle between the back side of the tubular member 20 and the rail tip of the vehicle frame. In the example shown in FIG. 2, the crush cans 12 are approximately equidistant from the vertical centerline of the tubular member 20. However, in other examples, the crush cans 12 may be offset from being equidistant from the vertical centerline of the tubular member 20. Further, the end portions 24 of the tubular member 20 extend horizontally beyond the crush cans 12 and curve rearwardly to reduce the sharp corners or edges of the tubular member 20 that may contact an object being impacted near the crush cans. The crush cans 12 and the tubular member 20 may include a coupling plate or other coupling portion therebetween to assist in the coupling between the crush cans 12 and the tubular member 20. However, it is also contemplated that the crush cans 12 may be directly coupled to the tubular member 20.

[0026] In some examples, the tubular member 20 defines a hollow interior. It is contemplated that the tubular member 20 may have a consistent profile shape along its entire length when viewed from the front or the rear. Further, the cross-sectional shape of the tubular member 20 or the tubular section alone may include, but is not limited to, a rectangular shape, a B shape, a D shape, a C shape, or a b shape. The length of the tubular member 20 may be curved to fit the front storage space of a particular vehicle. For example, the tubular member 20 may include various sections along its length with different degrees of curvature, including a relatively straight section and a section with a relatively sharp curvature. The length of the tubular member 20 includes a central portion 22, two end portions 24, and transition portions 26 between the central portion 22 and each of the two end portions 24. In some examples, the profiles of the end portions 24 and the transition portions 26 are the same as the profile of the central portion 22 when viewed from the front or the rear. In other examples, one or more of the profiles of the end portions 24, the transition portions 26, or the central portion 22 may have a varying profile.

[0027] The cross-sectional shape of the tubular member 20 is formed so as to generally surround the hollow interior of the tubular member 20. The tubular member 20 includes a rear wall 49, an upper wall 50, a lower wall 52, and a front wall 47 of the tubular member 20. The front wall 47 forms the front surface of the tubular member 20. The impact load applied to the front surface is directed rearward along the upper and lower walls 50, 52 of the tubular member 20.

[0028] In some examples, the front wall 47 of the tubular member 20 includes at least one stiffening channel 39 defined therein. One or more stiffening channels 39 can be configured to provide additional strength and stiffening to the tubular member 20. In some examples, the stiffening channels 39 extend continuously along the length of the tubular member 20. In the example shown, the tubular member 20 includes an upper stiffening channel 39 and a lower stiffening channel 39 disposed at approximately equal distances from the center of the front surface. However, various other positions are contemplated. In additional examples, more than two or fewer stiffening channels 39 can be provided on the front surface. Further, in the example shown, the stiffening channels 39 have a generally curved profile with rounded stiffening channels 39. However, various other configurations are contemplated that include sharper transitions of the stiffening channels 39 such that more angular stiffening channels 39 are realized.

[0029] In some examples, the rear wall 49 can also be a generally smooth rectangular surface and / or can include stiffening features as described above. Further, the upper wall 50 and the lower wall 52 can be generally smooth rectangular surfaces that extend parallel to each other along the length of the tubular member 20. In some examples, the upper wall and / or the lower wall 52 can include apertures or other features that facilitate the coupling of additional components.

[0030] The vehicle beam assembly component 10 may include one or more flanges 18 formed on the beam from the material forming the beam. As shown in FIGS. 2D and 2E, the upper and lower flanges 18 extend along the length of the tubular member 20. The flange 18 includes a folded seam defined by the abutting inner surfaces of adjacent wall sections of the tubular member. The folded seam terminates at the edge of the flange 18. Thus, the front wall is aligned with the flange 18 and extends integrally within the flange 18. It is also conceivable that one or more flanges may be integrally formed with the vehicle beam component so that the one or more flanges replace individually attached brackets, for example.

[0031] As shown in FIGS. 2A - 2E, the hollow tubular member 20 includes a central portion 22 having a first cross-sectional shape and an end portion 24 having a second cross-sectional shape. In some examples, such as that shown in FIG. 2E, the first cross-sectional shape is a D shape. In other examples, such as that shown in FIG. 8D, the first cross-sectional shape is a B shape. Other first cross-sectional shapes are conceivable, including but not limited to a C shape or a b shape. The second cross-sectional shape in the end portion 24 is different from the first cross-sectional shape. In the example shown in FIG. 1D, the second cross-sectional shape is a B shape. In additional examples, the end portion 24 may have a different cross-sectional shape, such as a C shape, D shape, B shape, b shape, d shape, etc., as shown in FIG. 11D, or other conceivable shapes or dimensional differences from the cross-sectional shape in the central portion of the beam. Further, it is conceivable that one end portion 24 may have a different cross-sectional shape from the other end portion 24, if necessary.

[0032] As also shown in FIGS. 2A - 2C and FIG. 3, the tubular member 20 also includes at least one transition portion 26 disposed between a central portion 22 and an end portion 24. The transition portion 26 includes one or more third cross - sectional shapes that transitionally interconnect the first and second cross - sectional shapes along the length of the tubular member 20. Thus, one or more cross - sectional shapes along the transition portion 26 can be intermediate transition shapes formed when changing the tube's section profile between the first cross - sectional shape and the second cross - sectional shape, and thus be similar to the first cross - sectional shape or the second cross - sectional shape. As shown in FIG. 2C, the transition portion 26 tapers in depth as the beam extends outward from the D - shape of the central portion 22 to the B - shape of the end portion 24. Further, as the transition portion 26 extends outward from the central portion 22, the cross - sectional shape begins to form a recess in the rear wall in the shape of a channel 34 to divide the upper portion 30 from the lower portion 32. The channel 34 increases in depth outward from the central portion 22 while decreasing the overall cross - sectional shape's depth until the base of the channel 34 contacts the front wall of the beam. When the channel 34 contacts and engages the front wall of the beam, the upper portion forms the upper tube 30 and the lower portion forms the lower tube 32 of the tubular member 20. In an additional example, the transition portion including the channel and its features can have a depth, width, or other shape or dimension that changes at different rates along the length, such as a linear, exponential, or step - wise rate of formation change, along the length of the transition portion 26.

[0033] The length of the transition portion 26 may depend on the degree of difference between the cross-sectional shapes interconnected by the transition portion, such as the first and second cross-sectional shapes of the central portion 22 and the end portion 24 shown in FIGS. 2A to 2E and FIG. 3. Also, the length of the transition portion may have a length and a position along the length of the beam adjusted according to the desired impact energy absorption characteristics in that section. For example, the length of the transition portion may be shortened if the energy absorption characteristics of its profile are undesirable and / or may be disposed on the crushing can in such a situation. Further, it is conceivable that the transition portion may take a cross-sectional shape that is not an intermediate transition shape between the first cross-sectional shape and the second cross-sectional shape. For example, in one example, the third cross-sectional shape is a C shape. In another example, the third cross-sectional shape is a b shape. In yet another example, the third cross-sectional shape is a B shape. Other second cross-sectional shapes are conceivable including, but not limited to, a D shape or a d shape. Further, the transition portion may include at least one recess or channel. The recess may be configured to enable engagement with the crushing can or another feature of the vehicle.

[0034] As further shown in FIGS. 2A - 2E, the tubular member 20 includes an end portion 24 having a second cross - sectional shape as a B - shape. The end portion 24 includes an upper tubular member portion 30 and a lower tubular member portion 32 separated by a recessed section 34 that forms a B - shaped cross - section (see FIG. 2D). As shown in FIG. 2B, the recessed section 34 is disposed on the surface of the tubular member 20 that engages the crushed can 12. The tubular member 20 also includes a central portion 22 having a D - shaped cross - section such that the recessed section 34 does not extend into the central portion 22 (see FIG. 2E). There is a transition portion 26 between the central portion 22 and the end portion 24. This transition portion 26 may include a partially recessed section 34 that tapers as it extends toward the central portion 22. As described above, the transition portion 26 has a cross - sectional shape that is different from both the first cross - sectional shape of the central portion 22 and the second cross - sectional shape of the end portion 24. The transition portion 26 may include one or more recessed portions 38 configured to engage one or more other components of the bumper assembly. Further, as shown in FIG. 2C, the tubular member 20 may include one or more stiffening channels 40 that extend along the length of the surface of the tubular member 20 opposite the surface that engages the crushed can 12 and are disposed at the front of the vehicle. In the example shown in FIG. 2B, the two stiffening channels 40 extend parallel to each other along the length of the tubular member 20. However, more or fewer stiffening channels 40 are contemplated.

[0035] As described above, corners of sharp components such as the end edges of the bumper beam do not exhibit good performance in the MPDB test. Therefore, the end portion 24 of the tubular member 20 extends beyond the corresponding crushing can 12 in a direction away from the central portion 22, such as those shown in FIGS. 2A-6, FIGS. 9A-9E, and FIGS. 11A-12E. In other words, at least a part of the length of the tubular member 20, more specifically the end portion 24 of the tubular member 20, extends further than the crushing cans 12 on both sides. Further, in order to further prevent sharp corners, the end portion 24 extends obliquely from the central portion 22, such as to reduce the inactivity of the end edge with the impact barrier. In one example, the end portion 24 extends at an angle of about 30 to 80 degrees. In another example, the end portion 24 extends at an angle of about 40 to 70 degrees. In yet another example, the end portion 24 extends at an angle of about 50 to 60 degrees. In yet another example, the end portion 24 extends at an angle of about 55 degrees. The end portion 24 may also have a curvature that extends from the transition portion through the transition portion to the distal end of the intermediate region or the end portion.

[0036] Further, as shown in FIG. 4, the end portion 24 of the tubular member includes a reduced depth as compared to the central portion 22. Thereby, the additional rearward angle and the reduced depth at the end portion 24 enable the bumper beam to be housed within a vehicle fascia that would not normally allow the packaging of a bumper beam having a constant cross-sectional shape along its length, as indicated by the dashed line. The depth of the tubular member 20 tapers along the transition portion 26 and the section depth decreases at the end portion 24. The end portion 24 has a generally constant depth. The curvature of the tubular member 20 increases from the generally linear central portion 22 towards the transition portion 26, and there is curvature at the end portion 24. Also, in some examples, the curvature exists only at the transition portion, whereby it is also conceivable that the end portion is generally linear.

[0037] As shown in FIGS. 5A and 5B, the transition portion 26' similarly has a reduced section depth that tapers outwardly from the central portion 22' towards the end portion 24'. In contrast to the example shown in FIG. 4, where the tapered depth was used to move the front face of the beam at the end portion inwardly within the vehicle to allow the end portion to extend further within the provided storage space, the examples shown in FIGS. 5A and 5B move the rear face of the tubular member 20' forwardly within the vehicle at the transition portion 26' and the end portion 24' so as to provide additional space for the longer crushing can 12', as shown in FIG. 5A. The longer crushing can 12' increases the available crushing stroke by that distance, thereby increasing the potential energy absorption in the crushing can 12'. The crushing can 12' is configured to crush and break during impact before the vehicle frame 14' substantially receives a load or a shock force that could potentially cause damage. Also, a shallow section depth, such as that shown in FIG. 5B, allows for a steeper arc or an increase in curvature (i.e., a decrease in the radius of curvature) at the end section. In FIG. 5B, the difference in depth is shown as indicated between L2 and L3, and the rear wall where the section depth has not decreased at L3 effectively has a greater compressive force than the rear wall at L2, while showing that each maintains the same curvature at the front wall of the beam. The greater compressive force in the rear wall having the section depth of L3 has been shown to cause wrinkles in the seat. This is generally undesirable.

[0038] As shown in FIG. 6, generally, there are no wrinkles or warps on the rear surface of the bumper tubular member 20 formed by the STAF process, which are caused by bending the beam in post-forming operations such as a sweep unit or an offline vendor. By providing such a bumper tubular member 20 without wrinkles or warps, the rear surface of the beam generally becomes a flat surface, thereby becoming a surface effective for welding. As shown in FIG. 6, the crush can is welded directly to the beam rear surface. At that time, the interface plate generally used for roll-formed beams is omitted, thereby eliminating the weight and processing requirements of the interface plate. Also, as shown in FIG. 7, in this example, the crush can 12 is welded directly to the tubular member 20, omitting the front plate that was conventionally attached as an interface plate between the front surface of the crush can and the beam.

[0039] After the STAF forming process, in some examples, welding can be provided to further strengthen the tubular member 20. For example, as shown in FIG. 8, welding can be provided to a channel or recess section 34 at an intermediate position along the length of the tubular member 20 or to continuously connect the rear wall to the front wall along the length of the tubular member 20.

[0040] Here, referring to the examples shown in FIGS. 9A - 9E, the tubular member 120 includes an end portion 124 having a second cross-sectional shape as a B shape. The end portion 124 includes an upper tubular member portion 130 and a lower tubular member 132 separated by a recess section 134 that forms a B-shaped cross-section (FIG. 9D). As shown in FIG. 9B, the recess section 134 is disposed on the side of the tubular member 120 that engages the crushed can 112. Still referring to the examples shown in FIGS. 9A - 9E, the tubular member 120 also includes a central portion 122 having a B-shaped cross-section. In the examples shown in FIGS. 9A - 9C, the recess section 134 extends over the entire length of the tubular member 120. However, as shown in FIG. 9B, the recess section 134 varies in depth along its length to follow the overall depth of the beam, being deeper in the central portion and shallower in the end portions. As shown in FIG. 9D, the end portion 124 having a B-shaped cross-section is higher than the central portion 122. The recess section 134 defined in the end portion 124 of the tubular member is shallower than the central portion 122. Further, as shown in FIG. 9E, the B shape of the central portion 122 is shorter than the end portion 124. The recess section 134 is more deeply defined within the central portion 122. There may be a transition portion 126 between the central portion 122 and the end portion 124 that includes a height transition from the higher height of the end portion 124 to the shorter height of the central portion 122. Further, the transition portion 126 transitions from the shallower recess section 134 of the end portion 124 to the deeper recess section 134 of the central portion 122. As described above, the transition portion 126 has a cross-sectional shape different from both the first cross-sectional shape of the central portion 122 and the second cross-sectional shape of the end portion 24. The transition portion 126 may also include one or more recessed portions configured to engage one or more other components of the vehicle frame.

[0041] Further, as shown in FIG. 9C, the tubular member 120 may include one or more stiffening channels 140 that extend over the entire length on the side opposite to the side that engages the crushed can 112 and are disposed at the front of the vehicle. In the example shown in FIG. 9C, the two stiffening channels 140 extend parallel along the length of the tubular member. However, more or fewer stiffening channels 140 are conceivable.

[0042] Furthermore, as shown in FIG. 10, a tubular member 120 that strikes the barrier in the MPDB impact test is shown with an interfacing surface that is larger than the surface area of a beam having a constant cross-section along its length. The larger front face of the beam 120 is at least partially provided by the upper and lower flanges of the beam 120.

[0043] Here, referring to the examples shown in FIGS. 11A to 11E, the tubular member 220 includes an end portion 224 having a second cross-sectional shape as a C shape. Similar to the examples described above, the tubular member 220 includes a recess section 234. However, in the examples shown in FIGS. 11A to 11E, the recess section 234 extends in the width direction of the end portion 224 forming a C-shaped cross-section (FIG. 11D). As shown in FIG. 11B, the recess section 234 is disposed on the side of the tubular member 220 that engages with the crushed can 212. Still referring to the examples shown in FIGS. 11A to 11E, the tubular member also includes a central portion 222 having a B-shaped cross-section. In the examples shown in FIGS. 11A to 11C, the recess section 234 extends over the entire length of the tubular member 220. However, the recess section 234 has different widths along its length. As shown in FIG. 11C, it is higher in the end portion 224 having a C-shaped cross-section, and the recess section 234 defined in the end portion 224 of the tubular member 220 is shallower. The recess section 234 is wider at the end portion 224 and tapers inwardly towards the central portion 222 at the transition portion 226. Further, the recess section 234 is narrower at the central portion 222 compared to the end portion 224. There is a transition portion 226 between the central portion 222 and the end portion 224. This transition portion 226 may include the tapered width of the recess section 234 that starts with the width of the end portion 224 before tapering towards the width of the recess section 34 of the central portion 222. As described above, the transition portion 226 has a cross-sectional shape different from both the first cross-sectional shape of the central portion 222 and the second cross-sectional shape of the end portion 224. The transition portion 226 may also include one or more recessed portions configured to engage with one or more other components of the vehicle frame. Further, as shown in FIG. 11C, the tubular member 220 may include one or more stiffening channels 240 extending over the front length. In the example shown in FIG. 11C, the two stiffening channels 240 extend parallel to each other along the length of the tubular member 220. However, more or fewer stiffening channels 240 are conceivable.

[0044] Here, referring to the examples shown in FIGS. 12A to 12E, the tubular member 320 may have an end portion 324, a central portion 322, and a recess section 334 as described above with respect to FIGS. 11A to 1E. However, the examples shown in FIGS. 12A to 12E do not include a reinforcing channel on the front surface. The front surface is a continuous generally flat surface along its length that covers the end portion 24 and the central portion 22.

[0045] As described above with reference to FIGS. 5A and 7, the beam can be directly attached to the crushing can, such as to increase potential energy absorption by eliminating the interface plate and lengthening the crushing can. Also, in some examples, it may be advantageous to configure the engagement portion of the beam attached to the crushing can to further improve energy absorption, such as by providing a recessed area for receiving the crushing can on the rear side of the beam. For example, as shown in FIGS. 13 and 14, using a beam having a rectangular cross-section at the attachment portion of the crushing can may make the energy absorption during impact somewhat inefficient. This inefficiency can be solved by reducing the depth as shown in FIG. 5A or by having an alternative cross-section, such as a C-shaped cross-section as shown in FIGS. 11A to 11E, FIGS. 12A to 12E, and FIG. 14, to reduce the effective depth of the beam at the crushing can engagement portion.

[0046] As shown in FIGS. 15A and 15B, the tubular member 416 may similarly or alternatively include a crushing can attachment feature integrally formed in a selected area of the end portion 424 of the tubular member. As shown in FIGS. 15 and 16, the end portion of the tubular member includes a concave surface on the back side of the beam for receiving the crushing can 412. Such a recessed area may also result in flanges 418 formed above and below the concave surface. This flange can also be used to provide a surface with improved welding conditions for attaching the crushing can.

[0047] Also, in some examples, the tubular member can include at least one local deformation in a selected section along the length of the beam. In some examples, such as that shown in FIG. 17, a deformation in the top wall provided between the front flange 518a and the rear flange 518b provides front and rear attachment surfaces for the traction hook bushing. At this time, the front plate and the rear plate used to hold the bushing on the beam can generally be omitted. Similarly, as shown in FIG. 19, the front flange 618 is integrally disposed on the beam 620 and can extend upward from the front surface in a way that the bracket can be omitted, as shown in FIG. 18. Such a front flange 618 can provide an improvement in energy absorption by the top wall of the beam, as shown in FIG. 21 compared to FIG. 20. In additional examples, the beam has local adjustments such that it has a shape angled with respect to the wall as shown in FIG. 23 to provide improved impact absorption such as that improved from FIG. 22.

[0048] Furthermore, the local deformation can provide a gap to adjacent vehicle components during crushing caused by an impact. For example, as shown in FIG. 24, the local deformation is provided in a section of the beam to fit a radiator or a cooling pack. Further, as shown in FIG. 26, the local deformation can provide features at selected locations to control or initiate deformation during impact so as to deform the beam as a hinge, thereby providing a desired beam shape for contact with an object such as an object or a deformable barrier, etc., and providing an improvement in energy absorption over a single hinge break as shown in FIGS. 25 and 27.

[0049] The articles "a", "an", and "the" are intended to mean that one or more of the elements exist in the previous description. The terms "comprising", "including", and "having" are intended to be inclusive and mean that additional elements other than the recited elements may exist. Further, it should be understood that references to "one embodiment" or "an embodiment" of the present disclosure are not intended to be construed as excluding the existence of additional implementations that also incorporate the recited features. The numerical values, percentages, ratios, or other values described herein are intended to include that value and other values that would be understood by one of ordinary skill in the art as being "about" or "approximately" the recited value, including values within the scope of the present disclosure. Accordingly, the recited values should be construed broadly enough to include at least values that are sufficiently close to the recited values to perform the desired function or achieve the desired result. The recited values should include at least the variations expected in a suitable manufacturing or production process and may include values within 5%, 1%, 0.1%, or 0.01% of the recited value.

[0050] Also, for the purposes of the present disclosure, the terms "about," "approximately," and "substantially" as used herein represent an amount close to the recited amount that still performs the desired function or still achieves the desired result. For example, the terms "about," "approximately," and "substantially" can refer to amounts within less than 5%, less than 1%, less than 0.1%, and less than 0.01% of the recited amount. Further, it should be understood that any direction or reference frame in the foregoing description is merely a relative direction or movement. For example, the terms "up," "down," "right," "left," "rear," "front," "vertical," "horizontal," "inside the vehicle," "outside the vehicle" and their derivatives shall relate to the directions shown in FIG. 1. However, it is understood that various alternative orientations may be provided unless explicitly specified to the contrary. It should also be understood that the specific devices and processes shown in the accompanying drawings and described herein are merely exemplary embodiments of the inventive concepts defined in the appended claims. Accordingly, the specific dimensions and other physical characteristics related to the embodiments disclosed herein are not to be considered limiting unless explicitly recited in the claims.

[0051] Modifications and variations to the specifically described embodiments can be made without departing from the principles of the invention, which are intended to be limited only by the appended claims construed in accordance with the principles of patent law. The present disclosure is described in a manner that is illustrative. It will be understood that the terms used are not limiting but are within the nature of the language of the description. Many modifications and variations of the present disclosure are possible in light of the above teachings. The present disclosure can be practiced in a manner different from that specifically described.

Claims

1. A pair of crushing cans configured to be coupled to a vehicle frame, and a vehicle beam assembly including a hollow tubular member coupled to the pair of crushing cans and configured to be formed by a steel tube air forming process, wherein the tubular member includes a cross-section that varies along the length of the tubular member, the tubular member has a central portion with a first cross-sectional shape, a pair of end portions extending outward from the pair of crushing cans in a direction away from the central portion, and at least one transition portion disposed between the central portion and one of the pair of end portions, wherein the cross-sectional shape of the central portion, the cross-sectional shape of one of the end portions, and the cross-sectional shape of the transition portion are all different cross-sectional shapes, including at least one transition portion, wherein the cross-sectional shapes of the tubular member in the end portions and the central portion each include a rear wall portion, an upper wall portion, a lower wall portion, and a front wall portion that are integrally interconnected with each other as a substantially uniform wall surrounding the elongated hollow interior of the tubular member, the tubular member includes an integral flange disposed along the length of the tubular member on the uniform wall, and the integral flange includes a folded seam defined by the inner surface of the tubular member that abuts or substantially abuts near the edge of the integral flange, A vehicle beam assembly.

2. The pair of end portions extend rearward at an angle of 40 to 70 degrees from the central portion, The vehicle beam assembly according to claim 1.

3. The end portion of the tubular member has a depth that is narrowed with respect to the central portion of the tubular member, The vehicle beam assembly according to claim 1 or 2.

4. The rear wall portion of the tubular member includes an integrally formed crushing can attachment feature at a selected end portion of the tubular member, The vehicle beam assembly according to any one of claims 1 to 3.

5. The integrally formed crushing can attachment feature includes a recessed area for receiving the crushing can in the rear wall portion of the tubular member, The vehicle beam assembly according to claim 4.

6. The integral flange is adjacent to the recessed area, and the integral flange is disposed with respect to the crushing can to provide a welding interface, The vehicle beam assembly according to claim 4. **Claim 7**: The vehicle beam assembly according to any one of claims 1 to 6, wherein adjacent wall sections of the tubular member forming the integral flange are integrally interconnected so as to surround the hollow interior of the tubular member. **Claim 8**: The vehicle beam assembly according to any one of claims 1 to 7, wherein the front wall portion forms the front face of the tubular member, and the front wall portion includes a stiffening channel that extends continuously along the length of the tubular member. **Claim 9** The cross-sectional shape of the end portion includes a C shape, and The cross-sectional shape of the central portion includes a B shape, the vehicle beam assembly according to any one of claims 1 to 8. **Claim 10** The cross-sectional shape of the end portion includes a B shape, and The cross-sectional shape of the central portion includes a D shape, the vehicle beam assembly according to any one of claims 1 to 8. **Claim 11** A vehicle beam assembly component configured to be formed by steel tube air forming, A hollow tubular member, formed from high-strength steel, defining a substantially uniform wall surrounding the elongated hollow interior of the tubular member, and having an integral flange extending along the length of the tubular member comprising The integral flange includes a folded seam defined by the abutting inner surfaces of adjacent wall sections of the substantially uniform wall of the tubular member, The folded seam terminates at the edge of the integral flange where the adjacent wall sections are integrally interconnected, The tubular member includes a central portion having a first cross-sectional shape, a pair of end portions extending outwardly from a pair of crush cans in a direction away from the central portion, and a cross-section that varies along the length of the tubular member defined by a transition portion disposed between each of the central portion and the pair of end portions, a vehicle beam assembly component. **Claim 12** The vehicle beam assembly component according to claim 11, wherein the tubular member includes a crush can attachment feature integrally formed at an end section of the tubular member. **Claim 13** The vehicle beam assembly component according to claim 12, wherein the integrally formed crush can attachment feature includes a recessed area for receiving a crush can on the back side of the vehicle beam assembly component. **Claim 14** The pair of end portions extend rearward at an angle of 40 to 70 degrees, and the end portions of the tubular member are formed with a depth that is narrower than that of the central portion of the tubular member. The vehicle beam assembly component according to any one of claims 11 to 13.

15. The cross-sectional shape of the end portion and the cross-sectional shape of the central portion are different cross-sectional shapes. The vehicle beam assembly component according to claim 14.

16. The tubular member includes local deformation in a selected section along the length of the tubular member. The local deformation includes a fracture initiation portion configured to deform the vehicle beam assembly component as a hinge. The vehicle beam assembly component according to any one of claims 11 to 15.

17. The tubular member includes a battery tray component or a locker component. The vehicle beam assembly component according to claim 11.

18. A vehicle beam assembly component, A hollow tubular member configured to be formed by a steel tube air forming process, including a cross-section that varies along the length of the tubular member. A central portion having a first cross-sectional shape. A pair of end portions extending outward from the central portion, and At least one transition portion disposed between the central portion and one of the pair of end portions, wherein the cross-sectional shape of the central portion, the cross-sectional shape of one of the end portions, and the cross-sectional shape of the transition portion are all different cross-sectional shapes. At least one transition portion A hollow tubular member including Including The cross-sectional shapes of the tubular member in the end portion and the central portion each include a rear wall portion, an upper wall portion, a lower wall portion, and a front wall portion that are integrally interconnected with each other as substantially uniform walls surrounding the elongated hollow interior of the tubular member. The tubular member includes an integral flange disposed along the length of the tubular member on the substantially uniform wall. The integral flange includes a folded seam defined by the abutting inner surfaces of adjacent wall sections of the tubular member. The folded seam terminates at the edge of the integral flange where the adjacent wall sections are integrally interconnected. The vehicle beam assembly component.

19. The pair of end portions extend rearward at an angle of 40 to 70 degrees from the central portion. The vehicle beam assembly component according to claim 18.

20. The end portion of the tubular member is formed with a depth that is narrowed with respect to the central portion of the tubular member, the vehicle beam assembly component according to claim 18 or 19.

Images