Impact Features

Abstract

To provide generic functional vehicle platforms onto which numerous vehicle bodies may be easily attached without requiring any alteration of components of a vehicle platform itself while maintaining desired safety features.SOLUTION: The invention provides a vehicle platform with a variety of impact safety features including front and rear impact features as well as side impact features designed to protect a passenger compartment as well as a battery compartment and vehicle chassis components. Some features may include crumple zone components, deflectors and modular energy absorption units.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to U.S. Provisional Patent Application No. 62 / 869,823, filed July 2, 2019, the disclosure of which is incorporated herein by reference in its entirety.

[0002] The present invention relates generally to safety features often associated with vehicles, and more particularly to impact energy absorbing structures for use in vehicles that can be adjusted and / or tailored to account for several different vehicle configurations. [Background technology]

[0003] An automobile can be generally described in terms of a body or cabin designed to surround the occupants and various electrical, mechanical, and structural systems, subsystems, and components that enable the vehicle's operation. Hidden behind the functional features of an automobile are often numerous safety features designed not only to enable the automobile to operate safely, but also to prevent the vehicle's framework from intruding into the passenger compartment during a collision. Furthermore, many such elements serve to mitigate damage to many other functional components, such as the battery, powertrain, chassis, and others, in traditional automobile designs, where the body and various functional systems and components are closely intertwined. For example, mechanical linkages directly interconnect the steering and braking systems between the wheels and the passengers. Additionally, elements such as the motor and air conditioning system are located within the front compartment, which extends upward into the vehicle's body. Of all the systems and subsystems incorporated into an automobile's design, passenger safety is paramount. Much effort has been expended to ensure as much protection as possible for the passenger compartment during a collision.

[0004] The numerous interconnections between the body and the vehicle's functional components create numerous manufacturing and design inefficiencies, particularly related to the complexity of safety features required for vehicle functionality. For example, changing the motor may require a change in the body's dimensions, which may necessitate a change in safety features. Similarly, modifying the passenger compartment to include a new desired feature, such as changing the vehicle's profile or the passenger's seating position, may require a redesign of one or all of the vehicle's functional systems. In addition, changes to the vehicle design may affect the vehicle's fundamental safety for the passengers. Therefore, significant efforts have been made to design a versatile, functional vehicle platform (also referred to in the art as a "skateboard") onto which numerous vehicle bodies (also referred to in the art as "top hats") can be easily attached without requiring changes to the components of the vehicle platform itself, while maintaining the same desired safety features.

[0005] To achieve this, vehicle platform designers strive to locate as many of a vehicle's functional components as possible on the vehicle platform, reducing the number of interconnections between the vehicle body and the vehicle platform. Additionally, integrating different vehicle bodies into a universal vehicle platform can create numerous problems not anticipated in traditional vehicle design. For example, traditional vehicles can develop a single framework for a specific vehicle class, such as an SUV, that can be designed to maintain specific safety standards within that class. However, traditional designs would not allow an SUV body to be placed on a sedan frame and still maintain a desired level of safety for occupants, because the additional weight of the SUV would alter the function of the sedan frame.

[0006] Recent advances in electric motor and battery technology have made it practical to manufacture electric vehicles. Electric vehicles offer many advantages over traditional internal combustion engine vehicles, including a dramatic reduction in the footprint of drivetrain components and the potential for increased passenger space within the vehicle body. However, despite these advantages, many manufacturers continue to maintain design elements of the past, resulting in the same inefficiencies in the design and function of safety systems and components. Summary of the Invention [Means for solving the problem]

[0007] Many embodiments are directed to electric vehicle platforms and various safety features that can be implemented within the electric vehicle platforms. Many embodiments include features that are modular in nature and therefore adjustable to accommodate a wide range of different vehicle configurations that may require a wide range of associated structural and functional considerations. Some embodiments may be directed to materials, component systems, and manufacturing methods.

[0008] Many embodiments include a vehicle platform having a frame structure comprised of a plurality of interconnected structural elements generally forming a flat body having a front portion, a rear portion, a center portion, and front and rear transition portions connecting the front and rear portions to the center portion. The front portion has an upper energy absorbing unit having an elongated body connected to an upper lateral component and a portion of the frame structure. The upper energy absorbing unit is positioned such that it is longitudinally parallel to the longitudinal axis of the frame structure and aligned with the lateral frame component. The body of the upper energy absorbing unit has a crush zone such that upon introduction of an impact force, the crush zone is compressed a predetermined distance while absorbing energy from the impact force.

[0009] The forward portion also has a lower load path comprised of a lower energy-absorbing unit having an elongated body with a first end connected to a lateral forward component of the frame structure and a second end opposite the first end, the second end connected to a portion of the frame structure. The lower energy-absorbing unit has designated crush zones and bending zones with the body such that upon introduction of an impact force, the designated crush zones compress a predetermined distance while absorbing energy from the impact force, and the bending zones are configured to bend and deflect subsequent energy not absorbed by the designated crush zones. At least one of the upper energy-absorbing unit in the upper load path or the lower energy-absorbing unit in the lower load path has an adjustable control element having a body configurable to collapse a predetermined distance from receiving the impact force.

[0010] In another embodiment, the upper energy absorbing unit in the upper load path and the lower energy absorbing unit in the lower load path of the front section include adjustable control elements that are configurable to collapse over a predetermined distance range from being subjected to an impact force.

[0011] In yet another embodiment, a lower control element is positioned within the interface between the crush zone and the bending zone, the control element controlling the amount of compression that occurs in the crush zone.

[0012] In yet other embodiments, at least one of the upper and lower control elements has a length that extends from the interface to the crush zone, and the length of the control element can be adjusted to account for different impact forces.

[0013] In still yet other embodiments, the control element is connected to the crush zone using multiple mechanical fasteners.

[0014] In another embodiment, the plurality of mechanical fasteners is selected from the group consisting of rivets and bolts.

[0015] In yet another embodiment, the upper control element is disposed within the connection interface between the upper energy absorption unit and the vehicle frame structure.

[0016] In yet another embodiment, the upper and lower control elements have dimensions that can be adjusted to control the crush stack within the upper and lower energy absorbing units, respectively.

[0017] In still yet another embodiment, the vehicle platform has a lower deflection element having a corner body, an inboard side, and an outboard side, the inboard side extending parallel and rearward along a portion of the frame structure, and the outboard side extending outward and rearward from the front end of the framework at an angle such that it gradually diverges from the frame structure, such that when an impact force is introduced, the lower deflection element deflects impact energy away from the frame structure.

[0018] In another embodiment, the vehicle platform has an upper deflection unit having an elongated body having an outer surface and an inner surface, the elongated body extending outward from the frame and configured to deform during an impact with the outer surface such that the elongated body moves inward toward the frame structure, the upper deflection unit having a spacing element disposed on the inner surface having a predetermined body shape configured to contact an upper rear frame component during deformation, thereby arresting deformation of the deflection unit.

[0019] In yet another embodiment, the predetermined body shape is triangular.

[0020] In yet another embodiment, the vehicle platform has a plurality of support elements disposed across a frame structure and within the interior spaces of the interconnected structural elements.

[0021] In still yet another embodiment, at least two of the plurality of support elements are disposed within the front transition portion and separated by a predetermined distance such that, during exposure to an impact force, the at least two support elements can move toward one another until they contact, thereby reducing the amount of impact energy distributed to other components of the frame structure.

[0022] In another embodiment, the transition element is configured with a groove disposed in the vehicle frame structure between at least two support elements, the groove allowing a desired amount of bending in the transition portion.

[0023] In yet another embodiment, at least one of the at least two support elements has an elongated body that extends substantially along the lateral support elements of the framework such that it extends within at least a section of the central portion.

[0024] In still further embodiments, one of the support elements has a body that extends beyond the transition point.

[0025] In other embodiments, the support element is a bulkhead element.

[0026] In yet another embodiment, the central portion is formed of at least a first transverse element and a second transverse element separated by a space and a plurality of central spacing elements disposed within the space and extending between the first and second transverse elements, the first and second transverse elements being disposed near laterally outer portions of the frame structure.

[0027] In still yet another embodiment, each of the plurality of central spacing elements has an adjustable dimension to allow the frame structure to accommodate several impact energies.

[0028] In another embodiment, the vehicle platform has a plurality of longitudinal spacing elements disposed between at least one of the plurality of central spacing elements and the lateral support of the frame structure, whereby the longitudinal spacing elements are substantially perpendicular to the central spacing element.

[0029] In yet another embodiment, a vehicle platform includes a side impact energy absorption unit having an elongated casing element having an inner surface and an outer surface. Additionally, there are a plurality of hollow structural containers, each having an elongated body forming an outer shell with a first open end and a second open end, the first end attached to a rear backing plate and the second end attached to a front backing plate, whereby the front and rear backing plates enclose the plurality of hollow structural containers. Each of the front and rear backing plates is attached to an inner surface of the casing element such that the elongated body of the structural container extends substantially perpendicular to the longitudinal axis of the casing element. Additionally, there are a plurality of side structural support elements disposed on at least one side of the hollow structural container and arranged along the longitudinal length of the casing element such that the side structural support elements extend parallel to the elongated body of the structural container.

[0030] In still further embodiments, at least one side impact energy absorbing unit is disposed on an outer surface of each of the first and second transverse elements.

[0031] In another embodiment, a plurality of side impact energy absorbing units are disposed on an outer surface of each of the first and second transverse elements.

[0032] In yet another embodiment, the vehicle platform has a plurality of reinforcement patches disposed on the front or rear transition portion, the reinforcement patches having elongated bodies and extending substantially along the transition portion at a plurality of locations.

[0033] In still yet another embodiment, the reinforcement patch is an elongated body whose dimensions are adjustable to accommodate impact forces.

[0034] Another embodiment includes a side impact energy absorption unit having an elongated casing element having an inner surface and an outer surface. The side impact unit further includes a plurality of hollow structural containers, each having an elongated body forming an outer shell with a first open end and a second open end, the first end attached to a rear backing plate and the second end attached to a front backing plate, whereby the front and rear backing plates enclose the plurality of hollow structural containers. Each of the front and rear backing plates is attached to an inner surface of the casing element such that the elongated body of the structural container extends substantially perpendicular to the longitudinal axis of the casing element. There are also a plurality of side structural support elements disposed on at least one side of the hollow structural container and arranged along the longitudinal length of the casing element such that the side structural support elements extend parallel to the elongated body of the structural container.

[0035] In another embodiment, the casing includes a plurality of attachment points such that the side energy absorbing unit is interconnectable to the vehicle platform structure.

[0036] In yet another embodiment, at least some of the plurality of hollow structural vessels extend parallel to the longitudinal axis of the casing element.

[0037] In still further embodiments, the dimensions of each of the plurality of hollow structural vessels are adjustable to allow for higher or lower levels of impact energy absorption.

[0038] Additional embodiments and features are set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the specification or may be learned by practice of the present disclosure. A further understanding of the nature and advantages of the present disclosure may be realized by reference to the remaining portions of the specification and the drawings, which form a part of this disclosure.

[0039] This description will be understood in more detail with reference to the following figures, which are presented as exemplary embodiments of the invention and should not be construed as a complete description of the scope of the invention. [Brief explanation of the drawings]

[0040] [Figure 1] 1 illustrates a vehicle according to an embodiment. [Figure 2] 1 illustrates a vehicle platform according to an embodiment. [Figure 3A] 1 illustrates an electric vehicle platform integrated with a vehicle body, according to an embodiment. [Figure 3B] 1 illustrates an electric vehicle platform integrated with a vehicle body, according to an embodiment. [Figure 3C] 1 illustrates an electric vehicle platform integrated with a vehicle body, according to an embodiment. [Figure 3D] 1 illustrates an electric vehicle platform integrated with a vehicle body, according to an embodiment. [Figure 4] 1 illustrates an electric vehicle platform having an embodiment of a vehicle cabin configuration integrated therewith, according to an embodiment. [Figure 5] 1 illustrates a vehicle platform framework according to an embodiment. [Figure 6A] 1 illustrates a lower load path energy absorption unit according to an embodiment. [Figure 6B] 1 illustrates a lower load path energy absorption unit according to an embodiment. [Figure 6C] 6C, 6D, 6E, and 6F show lower load path energy absorption units according to embodiments. [Figure 6G] 1 illustrates a lower load path energy absorption unit according to an embodiment. [Figure 7] 1 illustrates a front deflection element according to an embodiment. [Figure 8A] 1 illustrates a transition section of a vehicle platform framework according to an embodiment. [Figure 8B]1 illustrates a transition section of a vehicle platform framework according to an embodiment. [Figure 9A] 1 illustrates a rear portion of a vehicle platform framework according to an embodiment. [Figure 9B] 1 illustrates a rear portion of a vehicle platform framework according to an embodiment. [Figure 10] 1 illustrates the rear of a vehicle platform according to an embodiment depicting post-impact positions of elements. [Figure 11] 1 illustrates a portion of a vehicle platform framework showing modular battery components according to an embodiment. [Figure 12] 1 shows a rocker panel surrounding a battery module according to the prior art. [Figure 13] 1 illustrates a cross-sectional view of a vehicle platform framework having top and bottom surfaces for a battery compartment according to an embodiment. [Figure 14] 1 illustrates a bottom view of a vehicle platform according to an embodiment. [Figure 15A] 1 illustrates a modular side impact component according to an embodiment. [Figure 15B] 1 illustrates a modular side impact component according to an embodiment. [Figure 15C] 1 illustrates a modular side impact component according to an embodiment. [Figure 16] 1 illustrates a vehicle equipped with a side impact component according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0041] Referring now to the drawings, embodiments of the present invention include a vehicle platform with various crash-resistant features for the front, rear, and sides of the vehicle. Specifically, embodiments include various safety components and / or systems that can be adjusted or adapted to provide appropriate protection for the vehicle platform's passenger compartment and other functional components. For example, some embodiments may have a crumple zone at the front of the vehicle. The crumple zone can be composed of various features that can be implemented individually or as a group to reduce potential intrusion of the framework or other functional components of the vehicle into the passenger compartment. Furthermore, such features can mitigate potential damage to components such as the drivetrain or battery compartment. Some embodiments may incorporate a lower load path structure connected to the framework designed with multiple adjustable sections or elements, such as compression and bending zones. Furthermore, some embodiments may allow compression and / or bending to a specific point to further deflect impact energy away from the passenger compartment and / or other functional components. Other embodiments may include one or more bulkhead reinforcement elements integrated into the framework rails that delay, reduce, and / or stop compression of the vehicle's front end. The bulkhead elements can also be adjusted or tailored in size, shape, and / or spacing to accommodate a variety of different impact energies. Additionally, other embodiments may include the use of one or more biasing elements attached to the front portion of the framework, where an upper component is bent and then designed to deflect the main body of the framework away from the point of impact. Similarly, some embodiments may have a lower component along the lower load path positioned at a similar deflection angle as the upper component and designed to assist in the deflection.

[0042] Many embodiments may also incorporate rear impact protection systems and components to absorb energy from an impact and do so in a manner that minimizes intrusion into the passenger compartment. For example, some embodiments may include reinforcement patches located along the side rails of the framework that act to minimize bending of the rear torque box in a rear-end impact. Additional embodiments may include various bulkhead elements located within the rear rails that add support and strength.

[0043] Various embodiments may also include side impact protection elements disposed between the body and framework of the vehicle. Side impact protection as described in embodiments herein may help prevent intrusion into the passenger compartment, as well as into the enclosed battery compartment.

[0044] Conventional vehicles may employ any number of crash features in the vehicle's body and / or frame, as well as various functional components. In some cases, features may be shared between vehicle platforms, and vehicles within the same vehicle class may share the same features. Conventional automobiles employ one of two manufacturing techniques: unibody or body-on-frame. Each of these manufacturing techniques offers various advantages and disadvantages, including the strength of the vehicle in a crash scenario. Unibody construction tends to distribute stress throughout the body. Body-on-frame, on the other hand, requires a reinforced frame to absorb the energy associated with a crash.

[0045] Advances in electric vehicles are allowing automobile manufacturers to rethink traditional automobile manufacturing methods to take advantage of the advantages offered by electric vehicles. Some advantages include increased available space above the vehicle's wheelbase. The absence of a bulky internal combustion engine and required transmission allows for an overall flat underbody of the vehicle. Many of the vehicle's functional components are housed in a vehicle platform commonly referred to as a skateboard. Thus, in connection with embodiments herein, the vehicle platform can be adapted for use with numerous body structures. With such advances and adaptability to various body structures, the safety features of such vehicle platforms need to be adaptable so that the overall level of safety for the occupants is maintained. A primary concern for such electric vehicles is having a generally universal vehicle platform designed to prevent intrusion into the passenger compartment during a crash.

[0046] Structural elements called crumple zones are often used in vehicle designs to absorb energy from an impact through controlled deformation of one or more components of the frame or other vehicle components. However, implementing such crumple zones in electric vehicles can present some unique challenges because the further expansion of the passenger compartment to the front and rear of the vehicle reduces the amount of deformation space for these crumple zones. Additionally, many such vehicles include battery compartments that contain potentially flammable or explosive battery elements. As a result, new safety features must be implemented to protect the battery compartment from unwanted intrusion.

[0047] Referring now to the drawings, numerous embodiments are shown in connection with electric vehicles having a uniform vehicle platform. Figure 1 illustrates an embodiment of a vehicle platform 100 having a framework structure 102 having a front portion and a rear portion. The platform 100 incorporates an embodiment of a body structure 108 having an occupant space 110 that ultimately represents the desired protection zone of the vehicle (i.e., has minimal crumple zones due to the absence of a front engine compartment or trunk). The front portion may have various elements, such as deflection elements and a forward crumple zone, that may be designed to absorb frontal crash energy in a manner that protects the occupant compartment.

[0048] 2 illustrates the overall layout of a vehicle platform 200 according to an embodiment that substantially integrates functional systems, including energy storage, drivetrain, suspension, steering, braking and safety systems, and additional other subsystems and components, within the boundaries of the vehicle platform. As used herein, the boundaries of the vehicle platform are considered to include a generally horizontal vehicle platform plane 202 that spans the width of the vehicle platform and extends from a top surface 204 of a top frame structure 206 to a bottom surface 207 of a frame structure 208. In various other embodiments, the boundaries of the vehicle platform may also include an area positioned anywhere within the dimensions above and below the wheels 210 and / or tires 211 of the vehicle. With respect to the platform plane, as shown in Figure 2, it should be noted that many embodiments of a vehicle platform may include a frame having portions located at different heights relative to one another (e.g., having front and rear portions elevated relative to a center portion, as shown in Figure 2), and in such embodiments, the platform plane 202 may be described as an undulating plane, whereby it will be understood that in some embodiments, functional components are defined as not extending above the undulating plane defined by the top surfaces of the portions of the vehicle platform frame. Regardless of the particular boundaries of the vehicle platform, it will be understood that in various embodiments, functional components within this platform plane may be positioned such that they do not extend into the interior volume defined by the vehicle body when secured onto the vehicle platform.

[0049] Vehicle platforms that can enable such a self-contained layout according to embodiments can be described with reference to various internal vehicle platform portions, i.e., a center portion generally located between the wheels, and front and rear portions extending from the ends of the center portion to the front and rear ends of the vehicle. Additionally, many embodiments can have transition portions connecting the front and rear portions to the center portion. A description of specific frame elements is provided in more detail below. However, as shown in FIG. 2, these portions are subdivided, and systems, subsystems, and components are configured internally to achieve a self-contained vehicle platform.

[0050] The embodiment shown in FIG. 2 includes one functional layout suitable for an electric vehicle, including an energy storage system (e.g., battery pack) 212), front 214 and rear 216 drivetrains (e.g., electric motors and associated power electronics, transmissions, etc.), and control systems such as suspension, steering, and braking 218. As can also be illustrated in the embodiment of FIG. 2, the drivetrain elements (e.g., motors, transmissions, etc.) may be located near the front and / or rear of the vehicle platform frame 206 in line with the wheels, thereby increasing passenger space within the vehicle cabin. In addition to the propulsion and suspension systems that may be incorporated into the vehicle platform 200, many embodiments may incorporate various other components, such as control systems designed to operate various other systems (e.g., braking, steering, cooling, etc.). In many embodiments, the frame 206 of the vehicle platform 200 also includes various safety systems or features incorporated therein. For example, the front portion of the frame 206 that surrounds or houses the front drivetrain 214 may include a protective feature (e.g., a crumple zone) 220 having an upper load path configuration 222 and a lower load path configuration 224 designed to absorb impact energy in various ways.

[0051] Additionally, the rear of frame 206 may include various safety features or elements, such as reinforcement patches 228 that may be placed over any number of frame element attachment points 226 to add additional strength to frame 206. Additionally, in some embodiments, reinforcement patches 228 may be adjustable in length, width, and / or other physical dimensions to accommodate a number of different impact forces.

[0052] Because many embodiments may incorporate any number of body structures, it is important to understand how and why the various safety systems described herein can be used and / or tailored to various vehicle bodies to ensure optimal occupant safety. For example, FIGS. 3A-3D illustrate several body structure embodiments that can provide different benefits to the underlying vehicle platform from a functional and safety standpoint. FIGS. 3A and 3B illustrate vehicle embodiments with a higher ride height, more open-concept body, or top-hat architecture, which may differ dramatically from the embodiment illustrated in FIG. 3C in terms of the impact loads the vehicle may be subjected to in any number of crash scenarios. Similarly, FIG. 3D illustrates another embodiment of a vehicle with a top-hat architecture designed for many different applications, such as cargo transportation. Accordingly, such embodiments may be subject to different loads during use, and thereby different impact scenarios. Therefore, the impact features of the embodiments illustrated in FIGS. 3A-3C may necessarily differ, even though the underlying platform may have a similar form and structure. Therefore, the need for modularity may be required in different architectures.

[0053] FIG. 4 illustrates a specific example of a passenger compartment according to embodiments. Following advancements in electric vehicles, many embodiments may incorporate an open passenger compartment 400 in which the front portion 410 is relatively minimal in that there may be very few interactive components. A steering column 403 may be present, along with a minimized dash panel. In some situations, a minimalist design approach is beneficial. However, such embodiments may present unique challenges from a safety perspective that may require further adaptability and adjustment to accommodate various interior design types. As previously mentioned, occupant safety is the primary function of safety features—ensuring that the passenger compartment remains intact, or at least minimizes intrusion, in the event of an accident. Accordingly, many embodiments incorporate various features that may help reduce and / or redirect the impact energy faced by the vehicle in any number of crash scenarios with any number of vehicle body types.

[0054] Referring to FIG. 5 , one embodiment of a vehicle platform frame 500 is shown. Within the frame 500 are a plurality of interconnected frame elements. These multiple interconnected frame elements may include various features designed to provide strength and support to the frame, integrated functional elements of the vehicle platform, and the overlying body structure. Additionally, the various interconnected elements may provide strength and rigidity that can be factored into the overall safety of the vehicle. Generally, these structural elements can be divided into left and right frame rails 502 that extend from the front 504 to the rear 506 of the vehicle and define the length of the vehicle, and a plurality of lateral structural cross-member elements (e.g., 508, 510, 512, 514, 515, 516, 517, 518, 519) that extend between the frame rails and define the interior width of the vehicle. While these frame rails and lateral structural elements are described collectively, it will be understood that, according to many embodiments, they can, and often are, formed from a plurality of interconnected structural elements.

[0055] In various embodiments, as shown in FIG. 5 , the frame rail 502 can be divided into multiple integral or separate interconnected structural members that extend longitudinally between the front and rear ends of the vehicle. Starting at the front 504 of the vehicle platform, left and right front frame rails 522 can extend rearward from near the front motor support cross-member 510. Aft of the front motor support cross-member 510, the front frame rails slope outward and extend rearward past the front torque box 523 to intersect with left and right mid-body side rails 524. Aft of the mid-body side rails, left and right rear frame rails 526 (which are either extensions of or jointly joined with the mid-body side rails) slope inward and extend to near the rear motor support cross-member 518. For additional strength and rigidity, multiple laterally disposed cross-member structural elements 512, 514, 515, 516, and 517 may extend between the mid-body side rails and the front / rear frame rails (e.g., 522, 524, 526). While FIG. 5 shows a specific number of lateral cross-member structural elements spanning the mid-body side rails, it will be understood that embodiments may incorporate any number of such cross-member structural elements in any number of sections suitable for providing sufficient lateral support to the vehicle platform frame. Additionally, many of the lateral structural elements may be dimensionally adjusted or tailored to provide additional impact support during a collision. Additionally, in the case of a frontal or rear impact, an additional inner longitudinal structural member 528 may be provided to further strengthen the mid-body interior space against collapse. In various embodiments, the rails and structural members may be formed from a common structural member (e.g., elements 524 and 538) to reduce the tooling required for manufacturing the various structural members.

[0056] Specific structural member arrangements, materials, and manufacturing methods are described. However, it will be understood that many possible arrangements of structural members can be implemented that result in the creation of multiple interior frame volumes. Specifically, as shown in FIG. 5 , lateral structural elements 508-512 extending between left and right front frame rail elements 522 define a front body space 534 within and around the front axle of the vehicle platform. Similarly, lateral structural elements 517-519 extending between left and right rear frame rail elements 526 define a rear body space 536 within and around the rear axle of the vehicle platform. Between the front and rear body spaces, lateral elements 512-517 extending between side rails 522-526 define an intermediate body space 538. This intermediate body space 538 itself, in many embodiments, can be formed from multiple separate volumes by internal lateral and longitudinal structural elements (as shown by elements 514, 515, 516, and 528 in the embodiment shown in FIG. 5 ). In various embodiments, portions of the front and rear rail elements 522, 526 and their respective front and rear body spaces 534, 536 may be elevated relative to the remainder of the vehicle frame to accommodate functional drivetrain components and establish optimal heights for the crash zones. The frame may also include other elements to enclose and protect the energy conversion system. It will be appreciated that if portions of the vehicle platform frame are located at different heights, the horizontal platform plane may assume an undulating configuration, as previously discussed.

[0057] Additionally, to provide adequate occupant safety, embodiments of the vehicle platform frame 500 may incorporate various front / rear and side impact crumple zones. For example, the front 532 and rear 533 frame rails, in conjunction with the front 508 and rear 519 cross members, may cooperate as impact absorption / deflection zones to absorb or redirect impacts occurring at either the front or rear of the vehicle. The impact absorption / deflection zones may incorporate various features known in the art, including, but not limited to, being made of energy-absorbing materials or otherwise configured to fracture or deform upon impact. Various materials may be used to manufacture the vehicle platform frame 500, including, for example, steel, aluminum, titanium, metal alloys, composites, carbon fiber, and various combinations thereof. Some embodiments may utilize honeycomb patterns and / or structures to provide additional energy absorption zones. Many embodiments may utilize various joining techniques, such as welding and / or bolting, to connect the various components. Additionally, some components may be manufactured in any manner suitable for producing a portion of the framework that meets the desired results in terms of strength, function, and / or appearance. Additionally, it should be understood that many of the embodiments described herein may be adapted or adjusted to accommodate a variety of different vehicle configurations that may require different loads as well as specific numbers and combinations of safety features.

[0058] The various embodiments described herein demonstrate a vehicle platform that dramatically increases design flexibility while maintaining essential comfort and safety requirements. The embodiments further demonstrate the adaptability of the vehicle platform to various operating environments that may require a variety of different safety features. While this disclosure addresses several different functions and safety elements as separate sections for clarity, it will be understood that a vehicle platform according to embodiments may combine, include, or omit any of the described functions and safety elements as desired for a particular vehicle design.

[0059] Embodiments Implementing a Frontal Impact Zone With reference to the front 504 and rear 506 volumes, many embodiments may incorporate various safety features and / or elements designed to absorb energy from an impact. For example, the front volume 504 may have an upper load path 545 and a lower load path 550, each of which experiences different loads during a vehicle impact. Load paths, as described herein, refer to the path through which energy is directed during an impact event. Because vehicles can be subjected to all types of impacts, different load paths can be designed to operate in various ways to help absorb or deflect the energy of an impact. For example, in the United States, the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA) routinely conduct numerous vehicle impact tests to evaluate vehicle safety features. These tests typically involve zero-degree full frontal impact tests and partial overlap tests for the passenger and driver sides of a vehicle. Among other things, the IIHS evaluates the amount of intrusion into the passenger compartment and examines various structural elements that may or may not have helped prevent that intrusion. Additionally, the IIHS conducts similar side impact tests to examine similar aspects of intrusion. Regulatory authorities in other countries conduct similar safety tests that apply to vehicles sold or distributed within their jurisdictions.

[0060] Many frontal impact tests have shown that the front of a vehicle can experience high energy absorption. Therefore, many embodiments may require higher energy absorption over a shorter distance when the length of the front motor section is shortened. Therefore, many embodiments may implement a rigid barrier, such as the upper rail element 532, to provide high energy absorption early in the frontal impact. However, it is undesirable for the load path to experience stacking, which occurs when energy absorption bottoms out or peaks during the impact event. Therefore, many embodiments may utilize an additional lower load path structural element 555 configured to engage at the beginning of the impact event, remain engaged until a desired point, and then later disengage from the impact direction. This disengagement can help remove the vehicle from the impact direction, for example, by deflecting the impact, deflecting the vehicle away from the impact.

[0061] The lower load path element 555, according to many embodiments, may function atypically from that of conventional features. Conventional features tend to be designed to function as deflection elements by breaking away from the framework and decoupling from the frame. In contrast, many embodiments may utilize a lower load path that can maintain connection to the vehicle framework structure while absorbing and deflecting impact energy. This deflection component works in conjunction with the frontal impact components during a full frontal impact, and can also deflect during an offset or partial offset impact.

[0062] 6A and 6B, an embodiment of a lower load path element 600 is presented. In many embodiments, the lower load path element 600 may be connected to and detachable from a portion of a frame 602 having a fixed length. The lower load path element may have multiple key elements designed to absorb energy from an impact in different ways. For example, the front of the lower load path may be comprised of a lower load path crush zone element 604 designed to collapse upon impact. The crush zone element 604 may have a controlled deformation similar to a conventional crumple zone. However, the collapse may only occur over a desired range or distance. According to many embodiments, the desired collapse distance can be controlled by various factors, such as the material, overall shape, and design. Some embodiments may utilize a crush control element 606. The crush control element 606, according to many embodiments, is designed to maintain collapse within a desired crush zone before transmitting impact forces to any additional elements. This may help prevent undesirable stacking, which can often occur in a typical crumple zone. According to some embodiments, the crush control element 606 can be adjusted or tailored in size and / or material to achieve a desired level of stacking. Once the lower load path crush zone 604 reaches a desired crush distance, the bending element 608 can then be designed to bend the lower load path element 600 in a direction that can facilitate moving or adjusting the vehicle away from the direction of impact. Furthermore, such an element can help reduce or eliminate impact to the frame structure 602, thereby increasing safety. As previously mentioned, the lower load path element is removable from the framework. Such adaptability and modularity of the element can be evaluated from various perspectives, including different vehicle body designs as well as vehicle maintenance.

[0063] According to many embodiments, the length of the crush zone 604 and control element 606 can be adjusted or tuned to account for changes in forces that may vary depending on the number of top-hat configurations a vehicle may assume. FIG. 6B shows the lower load path element 600 after an impact. It can be seen that the crush zone 604 is compressed and the bending element 608 has deformed to minimize damage to the vehicle. This can be a critical part of a frontal impact element. Therefore, many embodiments of a frontal impact element can incorporate different configurations of the lower path impact element to reduce the amount of impact that occurs and reduce the risk of the impact affecting the passenger compartment.

[0064] FIGS. 6C-6F provide illustrations of the impact energy absorption sequence that can occur during a vehicle collision. For example, FIG. 6C shows a lower load path 600 before impact energy is introduced, with an arrow 610 indicating the direction of the impact energy. FIG. 6D shows the initial collapse that can occur in a crush zone 604 and how a control element 606 can limit the amount of collapse that can occur before energy is transferred to a bending element 608. FIG. 6E further shows a bending element 608 that allows bending to occur to a desired extent so that the impact energy does not adversely affect portions of the frame structure 602. Frame damage can have a permanent impact on the functionality of the vehicle. As such, this can be important in the function of any vehicle. Furthermore, by reducing the impact on the frame, the use of a crush zone, control element, and bending element can help reduce the impact on the passenger compartment. Finally, FIG. 6F shows one embodiment of the final state of the lower load path after absorbing impact energy 610. It can be appreciated that numerous embodiments can incorporate impact control features along the lower load path to help protect the frame and passenger compartment.

[0065] The lower load path elements, such as those shown in Figures 6A-6F, as described in many of the embodiments illustrated herein, can help take advantage of many features found in electric vehicles and / or electric vehicle platforms. For example, as shown in some embodiments, the upper body can be extended near both ends of the platform to increase the volume of space within the passenger compartment. Such extensions can be aided by the modularity of the various embodiments described herein. Furthermore, in many embodiments, the lower load path elements can help prevent intrusion into the passenger compartment a short distance from the short motor compartment. This can dramatically improve the design capabilities of the body for the platform, reducing the overall vehicle footprint while utilizing available space within that footprint.

[0066] 6G, an embodiment of a collapse control element 606 can be seen within the lower load path. As discussed above, the collapse control element 606 can be positioned within the lower load path 600 to help reduce the amount of compression that a portion of the vehicle frame will ultimately see during an impact. In many embodiments, the control element 606 is located at the interface between the crush zone 604 and the bending element. As can be appreciated, some embodiments may incorporate overlapping interfaces such that portions of either the crush zone 604 or the bending element cooperatively engage with the other. In many embodiments, the control element 606 can be located within that engagement section.

[0067] Additionally, as previously mentioned, the length and / or size of the collapse control element 606 may be adjustable to account for a variety of different vehicle configurations. For example, in some embodiments, the collapse control element may be comprised of upper 612 and lower 614 components. Each of the upper 612 and lower 614 components may be configured with various designs that allow for reduced weight and increased strength, according to many embodiments. Additionally, many embodiments may incorporate one or more mounting holes 616 through the collapse control element 606 to facilitate securing the crush zone portion 604 to portions of the vehicle frame along the lower load path. In some embodiments, the collapse control element 606 may be secured with bushings or bolts, or any number of fastening elements sufficient for the desired operation of the crush zone. It may be appreciated that the mounting method and / or location of the mounting holes may vary depending on the configuration of the collapse control element 606 and the overall desired crashworthiness of the lower load path. It can be appreciated that various embodiments may use any number of materials and / or combinations of materials for the various elements of the lower load path structure, such as metal, plastic, and / or composites.

[0068] Referring back to FIG. 5 , many embodiments of the frame's front zone 504 can have various crash or impact protection features, as previously described. For example, the upper load path 545 can have crumple zones or crush components built into various structural elements, such as the upper front frame rail 532. Such elements can be essential for frontal impacts, and having multiple crush elements can help quickly absorb energy from a frontal impact. However, as previously mentioned, some impacts can occur offset relative to the front of the vehicle. For this reason, the IIHS conducts offset crash tests to evaluate impacts to the passenger compartment. Therefore, many embodiments can incorporate deflection elements (560 and 565) into the upper and lower load path components. According to many embodiments, the deflection elements can absorb a portion of the impact along the load path but then primarily act to deflect the vehicle away from the primary direction of the impact. It is more preferable to limit interaction with a shallow offset rigid barrier and allow the vehicle to depart from the barrier as quickly as possible. Therefore, many embodiments can implement a deflection system.

[0069] Referring now to FIG. 7 , an embodiment of the front of an electric vehicle platform framework can be seen. FIG. 7 shows a close-up view of an embodiment of upper and lower load path deflection elements 702. In many embodiments, the upper deflection element 702 is attached to an upper impact beam 704 and can extend outward from the upper impact beam 704 or away from the vehicle centerline. In many embodiments, the upper impact beam 704 can be connected to a portion of the vehicle framework 705 by some type of fastening mechanism, such as a weld, bolt, or other suitable connector. It can be appreciated that many embodiments can use removable fastening methods to allow for improved modularity of the design and further allow the upper impact beam to be removed or replaced if damaged or if a new vehicle design is desired. Additionally, the upper impact beam 704 can be configured to undergo several different impact loads and, according to various embodiments, can be designed to crush or shatter a certain distance to minimize impact to the vehicle framework 705. 6A-6G, upper load path embodiments may incorporate upper collapse control elements mounted at the interface between the framework 705 and the upper impact beam 704. It can be appreciated that various embodiments may use any number of materials and / or combinations of materials for the various elements of the upper load path structure, such as metal, plastic, and / or composite.

[0070] In many embodiments, the upper deflection element 702 can be contoured to match the vehicle body. As shown in FIG. 7 , many embodiments can maintain a space 706 between the outer portion of the upper deflection element 702 and the upper impact beam 704. In some embodiments, this space 706 can be reduced by a spacer element 708. The spacer element 708 in many embodiments can be a rigid element that can be formed on or attached to the upper deflection element 702. The spacer 708 can take on a variety of desired shapes, such as, for example, a triangular shape. The purpose of the spacer is to allow impact energy from an offset collision to apply a bending moment to the upper deflection element up to the point where the spacer impacts the upper impact beam. After absorbing some of the impact energy between the spacer 708 and the upper impact beam 704, the spacer 708 can redirect energy from the overall impact, acting to deflect or move the vehicle away from the impact source, such as a rigid barrier.

[0071] The upper deflection element 702 in some embodiments can be designed to work in conjunction with the lower deflection element 710. The lower deflection element 710 in many embodiments can be a rigid element attached to the lower load path impact beam 712. In many embodiments, the lower deflection element 710 can have a pre-formed portion 714 that engages the front of the lower load path impact beam 712, can connect to a front cross beam 716, and can extend rearward and outward at an angle away from the front of the vehicle. In some embodiments, the lower deflection element 710 can be attached to the lower load path impact beam 712 via a connecting bracket 718. It can be appreciated that both the upper and lower deflection elements 702 and 710 can be detached if desired. Furthermore, in some embodiments, the lower deflection element can have a variety of different shapes that can match the shape of the upper deflection element 702. Many embodiments of the lower deflection element can be designed to redirect energy from an offset impact to move the vehicle away from the impact source as quickly as possible. In many embodiments, the angle of the lower deflection element can be parallel to the angle of the bent upper deflection element. In other words, when the upper deflection element 702 is deformed or bent to the point where the spacer 708 impacts the upper impact beam, the brunt of the remaining impact force can be directed toward the lower deflection element 710 and the lower impact beam. Alternatively, when the lower deflection element 710 initially engages, the upper deflection element 702 can be configured to bend in response to contact. As engagement with the lower deflection element nears completion, the upper deflection element spacer 708 can contact the body element and continue deflecting the vehicle. Pairing the angles of the upper and lower deflection elements can help smoothly and quickly move the vehicle away from the impact source between two separate but consecutive thrusts between the lower and upper deflection elements. This can ultimately help reduce the likelihood of intrusion into the passenger compartment. While a specific embodiment of the deflection element is shown, it should be understood that the deflection element can be adjusted to accommodate a number of impact loads that can be identified depending on the number of upper body components used. Additionally, according to many embodiments, impact components such as spacers 708 and other deflection elements may be fabricated from a variety of materials, including metals, composites, carbon fiber, and the like.Additionally, many embodiments may have elements fabricated from similar materials as the rest of the framework. It should be understood that many embodiments of the electric vehicle platform may incorporate one or more of the impact features described in connection with the front impact zone. It can be understood that various embodiments may use any number of materials and / or combinations of materials for the various elements of the upper and lower deflection elements, such as metal, plastic, and / or composites.

[0072] Referring back to FIG. 5 , some embodiments may also incorporate additional crash or impact protection elements that may be incorporated into the rear and / or front frame rails (522 and 526, respectively). For example, referring now to FIGS. 8A and 8B , a cross-sectional view of a transition rail 800 is presented. The transition rail 800 may function as a transition portion between the front / rear and center sections of the vehicle framework. In numerous embodiments of the vehicle framework structure, the transition rail 800 may be configured to absorb impact energy in various ways. For example, some embodiments, such as those shown in FIG. 8A , may include multiple bulkhead elements (802, 804, 806, and 808) positioned centrally in the rail elements near the transition point 810 between the top rail portion 812 and the mid-body rail portion 814. The transition elements may be predefined stress reducers to allow some minimal compression to allow impact energy to be transferred to the bulkhead elements. The bulkhead elements (802, 804, 806, and 808) can be positioned such that there is a space 816 between each of the bulkheads located in the transition region. The bulkheads, according to many embodiments, can act as a stop mechanism to reduce bending or crushing due to an impact. For example, a frontal impact can cause bending or crushing along the length of the rail. The bulkheads, in many embodiments, can add strength and rigidity to the rail such that upon impact, the front and rear bulkheads can be designed to meet or connect by filling the space 816 between the bulkheads. This can help stop or mitigate the effects of the impact. Essentially, the bulkheads can help control and reduce intrusion into the passenger compartment. Specific spacing between the front and rear bulkhead elements is shown. However, it should be recognized that the spacing can be adjusted in various ways to accommodate different impact loads. Thus, the spacing can also be adjusted to accommodate variations in the vehicle body.

[0073] As shown in FIG. 8A , a bulkhead can be composed of multiple components. The forward bulkhead can have two parts (802, 804). These parts are designed to cooperatively engage one with the other. However, during an impact, the two forward bulkhead elements (802, 804) may have little or no contact. In other embodiments, the two bulkhead components can be joined in a manner that maintains contact with one another before and during impact. In some embodiments, the two forward bulkhead components can have one or more flanges (818, 820) designed to overlap various interconnection points between the two components. For example, one or both can have a flange portion that overlaps a portion of the rail, forming a connection point between the bulkhead element and the rail. Such mounting flanges can be present on both the forward and aft bulkhead elements. While specific designs for the forward and aft bulkhead elements are shown, it should be understood that the bulkhead design, overlap, layout, connections, and / or materials used can vary depending on safety requirements. Additionally, it can be appreciated that many embodiments may adjust the configuration, size, shape, and / or location of the bulkhead element to account for any number of impact loads. As with other frontal impact elements, the use of bulkhead elements in rails can help take advantage of many attributes of electric vehicles, including maximizing space within the passenger compartment, while maintaining desired safety requirements.

[0074] Other embodiments may implement additional or modified bulkhead elements within the rail. For example, FIG. 8B shows a cross-section of a rail element with a modified bulkhead component 822. Some embodiments may incorporate a transition point 810 or bend point within the modified bulkhead. The bend point 810 may be a depression in the rail and / or bulkhead 822 or some other feature intended to allow bending to direct impact loads away from the main structure. In various embodiments, the modified bulkhead may extend between the upper and mid-body rails (812 and 814), thereby acting as a connecting element that can function not only as an impact absorber within the rail, but also as a stiffening component. Some embodiments may also use a longitudinal bulkhead 824 that extends along the longitudinal axis of the rail. In other embodiments, the longitudinal bulkhead 824 may be located on any one of the rails where a potential impact may occur. Additionally, while many embodiments illustrate vehicle impact features that may be included or omitted from the vehicle platform as described herein, it will be understood that various combinations of such features may be used in various vehicle designs. Thus, it can be appreciated that many embodiments may utilize a variety of different bulkhead elements and bulkhead configurations to mitigate the overall effect of a vehicle impact. It can be appreciated that various embodiments may use any number of materials and / or combinations of materials for the various elements of the bulkhead support structure, such as metal, plastic, and / or composites.

[0075] The above discussion has focused on highlighting features of embodiments of the frontal impact zone suitable for application in a variety of vehicle designs. The following sections focus on embodiments of specific configurations of rear and side impact safety components that can be implemented individually and in combination to achieve desired functionality and safety performance.

[0076] Embodiments Implementing Rear Impact Zones Referring back to FIG. 5 in relation to the overall frame of the vehicle platform, many embodiments have a rear crush rail 533 and left and right rear frame rails 526 designed to absorb and / or deflect energy from a rear impact. Rear impacts can result from a variety of events, such as rearward movement into an oncoming vehicle or other moving or stationary object while moving or stopped. Therefore, protecting the passenger compartment from rearward intrusion can be just as important as frontward intrusion. This is especially true in relation to many embodiments of the vehicle platform that maximize passenger space. As previously mentioned, maximizing space creates short front and rear drivetrain sections that pose unique challenges in designing appropriate safety features. The front and rear sections 504, 506 can, in some embodiments, be reinforced to provide improved safety, but without the added weight that could dramatically impact the efficiency of vehicle operation.

[0077] 9A and 9B, one embodiment of a rear frame rail is shown in several cross-sectional views. In some embodiments, it may be desirable to reduce the overall weight of the vehicle platform while maintaining the necessary strength for the functional components of the overall vehicle. Some embodiments may incorporate multiple reinforcing bulkheads 902 along the length of the inner portion of the rear frame rail 900. Reinforcing bulkheads 902 according to embodiments may help strengthen and stiffen the frame rail 900 in two different scenarios. First, bulkheads 902, which may be positioned near the rear of the vehicle, may be positioned to provide additional stiffness and strength to the rail 900 to support the rear suspension system. Additionally, the rearmost bulkhead may add rigid material to help absorb impact energy from a rear impact. Similarly, other bulkheads 903 extending forward along the length of the rear frame rail 900 may be positioned at various intervals to add strength and stiffness to the rear frame rail 900. The additional bulkheads according to many embodiments may add additional strength and stiffness to the rear rail to minimize bending and compression along the length of the rail during a rear impact. It can be seen from FIGS. 9A and 9B that the reinforcing bulkheads 902 / 903 can be positioned along the centerline of the rail 900 and sandwiched between the outer and inner walls. While a specific arrangement of bulkheads is shown, it can be understood that any configuration of bulkheads within the rear frame rail 900 can be used to strengthen and stiffen the rail without dramatically increasing the vehicle's weight. In many embodiments, the bulkheads can be manufactured by a variety of methods, including stamping, molding, casting, and / or both cold and hot forming. Similarly, the bulkheads can be made from a variety of materials, including metal, carbon fiber, composites, etc. Furthermore, many embodiments can utilize various combinations of bulkhead elements within the rail. For example, some bulkheads can be concentrated in the aftmost portion, while other embodiments may place more emphasis on the contours or center portion of the rail. This allows for a wide range of impact scenarios to be considered and a wide range of vehicle configurations to be realized.

[0078] Impact energy can be absorbed during an impact in various ways and through various components. Therefore, as emphasized throughout, passenger compartment protection is a key element in vehicle safety features. As illustrated in FIGS. 9A and 9B , the rear frame rail has offset undulations 904 along the length of the rail 900. This can also be true for front vehicle embodiments, as shown in FIG. 5 . The undulations 904 according to various embodiments can help expand space within the passenger compartment while providing sufficient space on the vehicle platform to support additional functional elements. However, the undulations 904 can create stress points along the length of the frame rail 900, requiring additional stiffness. Conventional vehicles may add thickness to the rail. However, many platform embodiments may incorporate overlapping reinforcement patches 906. The reinforcement patches 906 can act as reinforcements for the rail 900 during a rear impact. In some embodiments, one or more reinforcement patches can be used to improve the overall strength of the undulations or offsets. It can further be appreciated that the reinforcement patches 906 can have any number of configurations. For example, some embodiments may have one or more elongated patches. Additionally, various embodiments may vary the length of one or all of the reinforcement patches 906 to tailor the energy absorption capacity of the rear impact zone.

[0079] The added stiffness, in many embodiments, can help prevent the rear drivetrain and other functional components from bending upward and into the passenger compartment. Similarly, such patches can help reduce the buckling seen by rails during a rear impact. The effectiveness of the reinforcement patches according to many embodiments can be illustrated in FIG. 10. As shown, the frame contours after a simulated rear impact exhibit small buckling areas or minimal buckling. Such reduced buckling is highly desirable for preventing damage to the passenger compartment. Many embodiments function to improve impact energy absorption, thereby reducing the impact's effect on the passenger compartment. This helps ensure a safer vehicle for occupants. Additionally, while many embodiments illustrate vehicle impact features for the rear of the vehicle, it will be understood that various combinations of such features can be included or omitted, as required by a particular vehicle design.

[0080] Battery Compartment Impact Protection Embodiments In addition to implementing impact control features in the front and rear of a vehicle, it may be even more important to consider the possibility of a vehicle side impact. As mentioned above, in many vehicle platform embodiments, the battery compartment or energy storage compartment may be located in an interior space, potentially making it vulnerable to side impacts. Referring now to FIGS. 11-16, elements and components configured for the protection of a vehicle platform's battery compartment are presented. FIG. 11 illustrates an electric vehicle platform frame 1100 with an energy storage system 1102 located in the framework's interior space 1104. This placement at the vehicle's midpoint and lowest point is advantageous for several reasons. The energy storage systems of most alternative fuel vehicles (pure electric or fuel cell) typically account for a large percentage of the vehicle's weight. By placing this heavy component in the vehicle's midpoint and as close to the ground as possible, the vehicle's center of gravity is shifted closer to the road. This lower center of gravity tends to improve the vehicle's maneuverability and rollover resistance. However, placing the energy storage system close to the ground in this manner also creates potential hazards. In electric vehicles, both fuel cells and batteries, energy storage components can combust if damaged by impact from a road hazard, such as during a collision or an object entering the containment vessel.

[0081] To address this issue, many electric vehicle manufacturers design energy storage systems as a single, pre-sealed unit. This unit is inserted into the mid-body interior space of the frame and individually sealed. While this double-shell construction increases the force required to penetrate the battery compartment, and the energy storage system enclosure frame can function as a rigid lateral stabilizing element within a wide, open frame, its drawback is that including such an enclosure in the vehicle significantly increases the weight of the energy storage system, ultimately potentially negatively impacting the vehicle's range while minimizing any improvements to vehicle safety. Similarly, conventional electric vehicles may implement conventional impact absorbing materials within and around pre-sealed battery components. Furthermore, some manufacturers may add additional reinforcing material near or around the battery components. For example, FIG. 12 shows a diagram of a battery compartment with an additional impact beam 1200 added to the locker. While these additional elements may help absorb side impact energy, they may also add significant weight to the vehicle and reduce its efficiency.

[0082] Referring back to FIG. 11 , one embodiment of a vehicle platform frame similar to FIG. 5 is shown. Specifically, FIG. 11 illustrates a vehicle platform frame having an energy storage system 1102 (e.g., a compartmentalized battery pack) disposed within the interior space of the mid-body space 1104 of the vehicle platform 1100. As discussed above in connection with FIG. 5 , the interior space of the vehicle platform can have any number of configurations. Similarly, the placement of the energy storage system can have any number of configurations according to numerous embodiments. Rather than incorporating pre-sealed battery units, numerous embodiments can incorporate modular units disposed within the framework of the vehicle platform such that any number of vehicle configurations can be achieved. Accordingly, many different embodiments of safety measures can be implemented to keep the battery compartments sealed and protected during an impact.

[0083] According to numerous embodiments, the battery compartment may be sealed using an upper plate 1302 and a lower plate 1304, as shown in the cross-sectional view of the platform frame in Figure 13. As can be seen in Figure 13, the upper plate 1302 may be disposed between a front rail 1320 and a rear rail 1325 and extend laterally across the vehicle platform. Although not fully discussed herein, the upper plate 1302 may be configured with a number of attachment points 1306 by which a body or other upper component may be attached to the vehicle platform.

[0084] Many embodiments may place the battery compartment lower on the vehicle for various reasons. As such, it may be necessary to ensure protection of the battery compartment from the vehicle's undercarriage. For example, FIG. 14 shows a diagram of a vehicle platform framework 1400 with a bottom cover plate 1402 connected to at least a portion of the framework 1400. Furthermore, the bottom cover plate 1402 may incorporate additional safety features to serve as the sole protection from object intrusion into the energy storage system space. A conventional approach is to install a bottom cover plate thick enough to fully absorb the energy of an impact. However, this solution results in a high mass penalty. Therefore, various embodiments may employ a sacrificial shear panel / layer attached below the energy storage system compartment, as shown in FIG. 14, configured to shear off when the bottom cover plate 1402 is impacted. In many such embodiments, the bottom cover plate 1402 may be formed of two or more plies of material bonded together. In such embodiments, the bottom layer is configured to be a sacrificial layer that shears off from the bottom cover plate upon impact, resulting in minimal damage to the bottom cover plate.

[0085] Vehicle side impacts are a significant safety concern in any vehicle design. However, in electric vehicles, for various reasons discussed above, most such vehicles house their battery compartment near the bottom of the vehicle. As such, such impacts can present unique design challenges. Therefore, side impacts are not only critical in considering passenger compartment intrusion, but also present problems in preventing battery compartment intrusion, as battery elements can explode or catch fire if damaged. As discussed above, many electric vehicle manufacturers use pre-sealed battery components and then add bulky, heavy additional material to the sides of the frame. Referring back to FIG. 12 , the prior art illustrates the thickness of additional material protecting the battery compartment at the sides of the rocker or frame. Such protection traditionally only adds additional bulkhead support to the rocker section, which is typically made of steel, thereby increasing weight and reducing vehicle efficiency. Therefore, lightweight solutions may be needed to improve vehicle efficiency and maintain safety.

[0086] For example, FIG. 15A illustrates one embodiment of a side impact energy absorption unit, which can help reduce unnecessary bulk and weight in the overall design of a vehicle platform. According to many embodiments, a vehicle can be configured with one or more modular energy absorption modules 1500, as shown in FIG. 15A. According to many embodiments, the energy absorption module 1500 can be configured with various components that allow for ease of installation, modularity, and improved side impact resistance. For example, in many embodiments of the module 1500, the main component can have one or more pre-engineered crush cans 1502 housed between a front backing plate 1504 and a rear backing plate 1506. Additionally, the module can be positioned between one or more bulkhead elements 1508, which can add additional crashworthiness.

[0087] As can be appreciated, the energy absorption module can be configured with multiple crush cans based on the overall vehicle design. For example, while the module 1500 shown in FIG. 15A has four crush cans 1502 displayed horizontally within the unit, the number of cans can be adjusted vertically as well as horizontally to accommodate different levels of energy absorption. Thus, the front crush can backing plate 1504 and the rear crush can backing plate 1506 can be modified to coordinate with the number of crush cans 1502 positioned between them. Furthermore, some limitations may apply based on the selected body design. However, the length of the crush cans can be adjusted to the desired level of energy absorption. Similarly, the thickness of the crush cans 1502 can be adjusted to be thinner or thicker depending on the desired level of impact resistance or compressibility. Furthermore, as shown in FIGS. 15A-15C, some embodiments may seal the ends of the energy absorption unit with one or more bulkhead elements 1508. The adjustability of the crush can elements in many embodiments allows for the incorporation of various vehicle configurations while maintaining the required level of safety and protection of the battery compartment.

[0088] As can be appreciated, the crush can 1502 can be adjusted in terms of cross-sectional aspect ratio (length, width, height, and cross-sectional shape), thickness, and size to accommodate various levels of safety or impact absorption. The ultimate goal of crush can 1502 embodiments is to prevent intrusion into the battery compartment while reducing vehicle weight. Therefore, many crush can 1502 embodiments can be designed to withstand a certain force required to protect the battery compartment from intrusion. Such embodiments can be configured to withstand a wide range of impact forces. While some embodiments can be configured to such levels, it should be understood that the crush can 1502 can be adjusted for any desired level of force compatibility.

[0089] 15B illustrates an embodiment of a pre-packaged energy absorption unit having multiple energy absorption modules 1500 disposed within a generalized casing 1510. As previously described, each of the energy absorption modules 1500 can include multiple crush cans 1502 and subsequent elements (1504, 1506, and 1508) that surround the crush cans. In many embodiments, the casing 1510 can function as a housing that surrounds or partially surrounds the energy absorption modules 1500 and additional support structures, such as bulkheads 1508. The additional bulkheads 1508 can be positioned along the length of the casing 1510 to provide additional strength and can also serve to reduce noise and vibration within the vehicle. While a specific configuration is shown, it should be understood that due to the modularity of the crush cans 1502, any variation or configuration of the crush cans 1502 and bulkheads 1508 can be used for a desired level of impact energy absorption. FIG. 15C illustrates an energy absorbing unit according to an embodiment showing a complete casing element 1510 around the bulkhead 1508 and crush can (not shown). It should also be appreciated that many embodiments of the casing 1510 may include multiple mounting holes 1512 to allow for ease of mounting. This may be beneficial during installation of the energy absorbing unit. Furthermore, it can be appreciated that the mounting holes 1512 may provide for an improved maintenance process. Given the modularity of the side impact feature, it can be appreciated that when an energy absorbing unit is damaged, it can be easily replaced with a new modular unit. Furthermore, the modularity of the components means that only the damaged unit may be replaced rather than replacing all units.

[0090] The modularity of the units allows for greater flexibility when vehicle embodiments incorporate different bodies for vehicle platforms. For example, a vehicle can be configured with multiple energy absorption units stacked vertically (not shown) along the length of the rocker or within the rocker. This allows for any number of vehicle configurations based on the desired body of the vehicle, according to many embodiments. Furthermore, it should be understood that energy absorption unit embodiments may be fabricated from any number of materials, including metals such as aluminum or steel, composites, carbon fiber, etc. It can be broadly understood that any such configuration may be used to accommodate the various vehicle bodies that may be used.

[0091] Referring now to FIG. 16 , a cross section of one embodiment of a vehicle body platform 1600 is illustrated, allowing the vehicle floor as well as the underlying frame to be visible. Along both sides of the battery compartment 1602 are provided embodiments of side impact energy absorbing units 1604. It can be seen that the energy absorbing units 1604 can be positioned between the vehicle body 1606 and the vehicle platform frame 1608. Generally, the vehicle body 1606 may also incorporate other side impact features, such as reinforced A, B, and C pillars (1610, 1612, 1614). Accordingly, many such embodiments may be configured to reinforce the energy absorbing units 1604 at their respective locations to provide some additional structural support to protect not only the battery compartment but also the passenger compartment. To further illustrate this point, several bulkhead elements 1616 are depicted in one of the side energy absorbing units 1604. As previously discussed, the side energy absorbing units 1604 can be comprised of multiple bulkheads 1616. As discussed herein, the bulkhead 1616 can be aligned with various other sections of the vehicle body for additional crashworthiness. Additionally, crush can modules (not shown) can be configured in any number of ways to fit between any number of bulkhead 1616 locations. The use of modular crush cans and infinite arrangements of bulkheads can reduce the amount of heavy material along the outer edges of the battery compartment, thereby reducing the overall weight of the vehicle. Such factors may increase the total number of parts. Nevertheless, the cost savings in weight reduction and vehicle efficiency may outweigh the complexity introduced by increasing the number of parts for production.

[0092] Many embodiments show energy storage systems and associated safety components and structures within embodiments of the vehicle platform, however, it will be understood that various combinations of such systems and their structural and functional components may be included or omitted in any number of designs included in many embodiments of the vehicle platform and associated impact safety features.

[0093] Abstraction and the Doctrine of Equivalents As can be inferred from the above discussion, the above-described concepts can be implemented in a variety of arrangements in accordance with embodiments of the present invention. Specifically, electric vehicles according to embodiments are based on the idea of ​​separating the vehicle's undercarriage (e.g., vehicle platform or skateboard) from the vehicle body (e.g., passenger cabin) to create a modular vehicle platform. The modularity of the vehicle body increases the complexity of maintaining the safety of the occupants and the vehicle's functional elements. Accordingly, many embodiments incorporate many different safety features, as well as the platform and body, which may be modular and adaptable in many configurations to maintain an overall desired level of safety for both the occupants and the vehicle components.

[0094] Thus, while the invention has been described in certain specific embodiments, many additional modifications and variations will be apparent to those skilled in the art. It is therefore to be understood that the invention can be practiced otherwise than as specifically described. The present embodiments, therefore, are to be considered in all respects as illustrative and not restrictive.

Claims

1. a plurality of hollow structural containers, each having an elongated body forming an outer shell having a first open end and a second open end, the elongated bodies of adjacent hollow structural containers being arranged in contact with each other, the first open end of each hollow structural container being attached to a single rear backing plate, and the second open end of each hollow structural container being attached to a single front backing plate, whereby the single front backing plate and the single rear backing plate close the plurality of hollow structural containers; one or more lateral structural support elements disposed on at least one side of the hollow structural vessel and extending substantially parallel to the elongated body of the hollow structural vessel; Side impact energy absorption unit.

2. further comprising an elongated casing element having an inner surface and an outer surface; 2. The side impact energy absorption unit of claim 1, wherein each of the single front backing plate and the single rear backing plate is attached to the inner surface of the casing element such that the elongated body of the hollow structural container extends substantially perpendicular to a longitudinal axis of the casing element.

3. the one or more side structural support elements include a plurality of side structural support elements; The side impact energy absorbing unit of claim 2 , wherein the side structural support elements are disposed along the longitudinal length of the casing element.

4. The side impact energy absorbing unit of claim 2 , wherein the casing element includes a plurality of attachment points such that the side impact energy absorbing unit is interconnectable to a vehicle platform structure.

5. 3. The side impact energy absorbing unit of claim 2, wherein the hollow structural vessel portion extends substantially parallel to the longitudinal axis of the casing element.

6. 3. The side impact energy absorbing unit of claim 2, wherein the dimensions of each of said hollow structural vessels are selected to allow for higher or lower levels of impact energy absorption.

7. The side impact energy absorbing unit of claim 1 , wherein the one or more side structural support elements include one or more bulkhead elements.

8. an elongated casing element having an inner surface and an outer surface; a plurality of side impact energy absorbing units disposed along a longitudinal length of the casing element, Each of the plurality of side impact energy absorbing units is a plurality of hollow structural containers, each having an elongated body forming an outer shell having a first open end and a second open end, the elongated bodies of adjacent hollow structural containers being arranged in contact with each other, the first open end of each hollow structural container being attached to a single rear backing plate, and the second open end of each hollow structural container being attached to a single front backing plate, whereby the single front backing plate and the single rear backing plate close the plurality of hollow structural containers; one or more lateral structural support elements disposed on at least one side of the hollow structural vessel and extending substantially parallel to the elongated body of the hollow structural vessel; Including, system.

9. 9. The system of claim 8, wherein in each side impact energy absorption unit, each of the single front backing plate and the single rear backing plate is attached to the inner surface of the casing element such that the elongated body of the hollow structural container extends substantially perpendicular to a longitudinal axis of the casing element.

10. The system of claim 9 , wherein in each side impact energy absorbing unit, the side structural support elements are disposed along the longitudinal length of the casing element.

11. The system of claim 8 , wherein the casing element includes a plurality of attachment points such that the system is interconnectable to a vehicle platform structure.

12. The system of claim 8 , wherein in each side impact energy absorbing unit, a portion of the hollow structural vessel extends substantially parallel to a longitudinal axis of the casing element.

13. 9. The system of claim 8, wherein in each of the side impact energy absorbing units, the dimensions of each of the hollow structural vessels are selected to allow for higher or lower levels of impact energy absorption.

14. The system of claim 8 , wherein in each side impact energy absorbing unit, the one or more side structural support elements include one or more bulkhead elements.

15. a frame defining a battery compartment; a body attached to the frame; a plurality of side impact energy absorbing units disposed between the frame and the body and configured to protect the battery compartment, Each of the plurality of side impact energy absorbing units is an elongated casing element having an inner surface and an outer surface; a plurality of hollow structural containers, each having an elongated body forming an outer shell having a first open end and a second open end, the elongated bodies of adjacent hollow structural containers being arranged in contact with each other, the first open end of each hollow structural container being attached to a single rear backing plate, and the second open end of each hollow structural container being attached to a single front backing plate, whereby the single front backing plate and the single rear backing plate close the plurality of hollow structural containers; one or more lateral structural support elements disposed on at least one side of the hollow structural vessel and extending substantially parallel to the elongated body of the hollow structural vessel; Including, vehicles.

16. In each side impact energy absorbing unit, each of the single front backing plate and the single rear backing plate is attached to the inner surface of the casing element such that the elongated body of the hollow structural container extends substantially perpendicular to a longitudinal axis of the casing element; 16. The vehicle of claim 15, wherein the one or more side structural support elements are disposed along a longitudinal length of the casing element.

17. 17. The vehicle of claim 16, wherein in each side impact energy absorbing unit, a portion of the hollow structural vessel extends substantially parallel to a longitudinal axis of the casing element.

18. 16. The vehicle of claim 15, wherein in each side impact energy absorbing unit, the casing element includes a plurality of attachment points such that the side impact energy absorbing unit is interconnectable to the frame.

19. 16. The vehicle of claim 15, wherein at least one side impact energy absorbing unit is disposed on an outer surface of each of the first and second lateral elements of the frame.

20. 16. The vehicle of claim 15, wherein two or more side impact energy absorbing units are disposed on an outer surface of each of the first and second lateral elements of the frame.

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