Side impact crash structure

Abstract

The side impact crash structure can be positioned proximate the end of the vehicle to reduce impact forces imparted to a passenger during a side impact. The side impact crash structure includes an energy absorbing device positioned on the side of the vehicle between the passenger compartment and the longitudinal end of the vehicle. The energy absorbing device is configured to absorb impact forces over a limited ride-down distance (the distance over which deceleration occurs) to prevent damage to both the passenger and one or more components or systems in the vehicle. The energy absorbing device can be configured to deform along a diagonal axis of the vehicle under compressive forces. The side impact crash structure can include one or more load distribution devices positioned between the energy absorbing devices that distribute impact forces to other components of the vehicle.

Description

[Technical Field]

[0001] The present invention relates to side impact crash structures. [Background technology]

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This PCT application claims the benefit of priority to U.S. Patent Application No. 16 / 717,928, filed December 17, 2019, the entire contents of which are incorporated herein by reference. background

[0004] Conventional vehicles are designed to provide protection to occupants during side impact collisions. In conventional passenger cars, all occupants face in the direction of forward movement of the vehicle, and there are several structures to protect the occupants during a side impact collision, including the sill, door pillars, or frame, to which the occupants' seating structures are attached. These structures generally absorb the energy generated by a side impact collision. In vehicles with carriage seat configurations in which occupants face each other, these structures are not in the same position relative to the occupants and therefore may not provide adequate energy absorption during a collision. [Brief explanation of the drawings]

[0005] The detailed description will now be described with reference to the accompanying drawings, in which the leftmost digit(s) of a reference number identifies the figure in which the reference number first appears. The use of the same reference number in different figures identifies similar or identical components or features.

[0006] [Figure 1] 1 is an overhead view showing an example of a vehicle having a side impact crash structure. [Figure 2A] 1 is a perspective view illustrating an example of a vehicle having a side impact crash structure. [Figure 2B] 1 is a perspective view showing an example of a side impact crash structure. [Figure 3A] 1 is a perspective view illustrating an example of an energy absorbing device for a side impact crash structure mounted on a vehicle. [Figure 3B] 1 is a perspective view illustrating an example of an energy absorbing device for a side impact crash structure. [Figure 3C] 3C is a perspective view illustrating the example of the energy absorbing device of FIG. 3B attached to a support structure. [Figure 4A] 10 is a perspective view illustrating a variation of an energy absorbing device for a side impact crash structure during a collision. FIG. [Figure 4B] FIG. 10 is an overhead view showing a modified side impact crush structure during a collision. [Figure 5] 1 is a schematic diagram showing an example of a vehicle having a side impact crash structure. [Figure 6] 10 is a perspective view illustrating another example of an energy absorbing device for a side impact crash structure. DETAILED DESCRIPTION OF THE INVENTION

[0007] Detailed explanation

[0008] As discussed above, passengers in vehicles with a carriage seat configuration are not positioned near traditional side impact crash structures, such as the sill or door frame. The sill, also known as a rocker, is a portion of the vehicle body located below the base of the door opening. In traditional vehicle seats, passengers may be positioned toward the center of the vehicle and reside adjacent to or directly above the sill. In traditional seating configurations, the sill helps absorb and distribute side impact forces in the vicinity of the passenger. In vehicles configured for carriage seats, passengers may be seated in front of or behind the longitudinal edges of the door, door frame, and sill. Furthermore, in vehicles configured for carriage seats, the distance between the passenger and the vehicle exterior from which the vehicle can absorb impact energy may be limited.

[0009] Vehicles undergo rigorous safety testing to help ensure passenger safety during a crash. One such test is a side-impact crash test called FMVSS 214 Dynamic Side Impact Protection - Rigid Pillar Side Impact Test. In this example side-impact crash test, a vehicle is struck by a rigid pillar while traveling at approximately 32 km / h and tilted approximately 75 degrees to the vehicle's longitudinal axis. The pillar is configured to strike the vehicle proximate to the center of gravity of the vehicle passenger's head. In vehicles with a conventional seating configuration, the pillar strikes the center of the vehicle, proximate to the sill and door frame. In vehicles with a carriage seating configuration, the car may strike beyond the longitudinal edge of the sill and proximate to the edge of the vehicle.

[0010] This application relates to a side impact crash structure configured to be positioned proximate an end of a passenger vehicle to reduce forces absorbed by a passenger during a side impact and / or protect the battery, driveline, or other vehicle systems. The side impact crash structure may include an energy absorbing device positioned on the side of the vehicle between the passenger compartment and a longitudinal end of the vehicle (e.g., the front or rear of the vehicle). In some examples, the side impact crash structure may be positioned between the longitudinal end of the vehicle's sill and the longitudinal end of the vehicle, proximate the passenger compartment. The energy absorbing device is configured to minimize forces applied to the passenger over a limited ride-down distance (the distance over which deceleration occurs) to prevent damage to both the passenger and one or more components or systems of the vehicle. The energy absorbing device can be configured to deform along a diagonal axis of the vehicle under compressive forces. As described herein, such energy absorbing devices can be designed based on specific geometric configurations, material compositions, or combinations thereof to facilitate such deformation. The side impact crash structure may include one or more load distribution devices disposed between each energy absorption device and the passenger compartment, battery housing, or other vehicle structure to distribute the impact force imparted to the energy absorption device over a larger area of ​​the passenger compartment, battery housing, or other vehicle structure. In some examples, the vehicle body or a portion of the drive unit frame interposed between each energy absorption device and the vehicle's battery housing may function as a load distribution device. In some examples, each load distribution device has a surface area of ​​each energy absorption device contacting the battery housing that is larger than the surface area of ​​each energy absorption device contacting the load distribution device. Like the energy absorption devices, such load distribution devices may include a particular geometric configuration, material composition, or combination thereof to facilitate such force distribution. In at least some examples, such energy absorption devices and load distribution devices may be integrally formed and comprise a single member.The crash structure may additionally or alternatively include one or more plates, housings, cross members, beams, and / or other structural members coupled directly or indirectly between the energy absorbing devices to provide one or more load paths for further transferring or distributing the impact force to the body or frame of the vehicle. In some examples, the load path structure is coupled to (and / or integrally formed with) the load distribution structure to distribute the impact force from the energy absorbing devices to the load paths.

[0011] In some examples, the vehicle includes two axles, each axle positioned between the passenger compartment and an end of the vehicle. In some examples, an energy absorbing device is positioned between one of the axles and the passenger compartment. The vehicle may include a battery at least partially surrounded by a battery housing. In some examples, a portion of the battery housing is positioned between the energy absorbing devices of the side impact crash structure, whereby the battery housing acts as a load sharer for forces applied to one of the energy absorbing devices. In some examples, a gap or clearance exists between the battery housing and the battery, allowing some deformation of the battery housing without damage to the battery during a collision.

[0012] In some examples, the vehicle includes a drive unit coupled to an end of the passenger compartment. The drive unit may include an axle and a pair of wheels of the vehicle. In some examples, the drive unit includes a motor, a gearbox, and / or other driveline components coupled to the axle to propel the vehicle. In some examples, the drive unit includes a battery and a battery housing. The energy absorption device of the side impact crash structure may be directly or indirectly coupled to the drive unit and may be located outside the battery housing. In some examples, the side impact crash structure may also include a load distribution structure, such as those described above, located between the energy absorption device and the battery housing.

[0013] In some instances, side impact crash structures may be used on vehicles that are bidirectional (i.e., both longitudinal ends of the vehicle can be leading ends of the vehicle depending on the direction of travel of the vehicle). Bidirectional vehicles may have side impact crash structures located at one or both ends of the vehicle.

[0014] In some examples, the energy absorbing device is formed from a plastically deformable material, such as aluminum, steel, or other metals, carbon fiber, polymers, plastics, foam, or a combination thereof. In some examples, the energy absorbing device includes an exterior wall. One or more meshes can divide the exterior wall into multiple cells. In some examples, a first side of the exterior wall can be shorter than a second side of the exterior wall, and the first side of the exterior wall is closer to a longitudinal edge of the vehicle than the second side of the exterior wall. In some examples, at least a portion of the exterior wall extends at an oblique angle relative to the vehicle's lateral axis (the lateral axis of the vehicle is perpendicular to the vehicle's direction of travel). By orienting the energy absorbing device at this oblique angle, the crash structure can absorb more energy from a crash that impacts the vehicle from the front or side of the vehicle. In some examples, the oblique angle is between about 0° and about 30° relative to the vehicle's lateral axis, and in some examples, the oblique angle is between about 10° and about 20°. In one particular example, the oblique angle is approximately 15° relative to the vehicle's lateral axis. The cells of the energy absorbing device can be formed in a variety of shapes, including square, rectangular, triangular, hexagonal, octagonal, or trapezoidal. In some examples, the cells can be formed in an open-cell or honeycomb structure. In some examples, the outer walls and / or intercellular mesh between each cell can have a uniform thickness of between about 2 mm and about 5 mm. The outer walls and intercellular mesh can have the same or different thicknesses. The open-cell configuration allows the energy absorbing device to crush or otherwise deform, thereby absorbing the energy of a crash without introducing other vehicle systems and structures (e.g., battery, drivetrain, passenger compartment, etc.).

[0015] In some examples, the energy absorbing device may be formed by extrusion. Other manufacturing processes, including, for example, casting, injection molding, three-dimensional printing (or other additive manufacturing techniques), or machining, may also be used to form the energy absorbing device. Energy absorbing devices formed by casting or injection molding have an outer wall thickness and / or web that varies along the length of the energy absorbing device. For example, the wall thickness of the energy absorbing device may be thicker at the proximal end of the energy absorbing device than at the distal end of the energy absorbing device. This allows the energy absorbing device to provide variable resistance or energy absorption over the distance it deforms. For example, the energy absorbing device may be configured so that thinner portions of the energy absorbing device deform relatively easily initially, gradually becoming more severe as the deformation increases. This allows the energy absorbing device to absorb more energy later in the crash pulse, minimizing the forces experienced by the vehicle and passengers during a lower-impact crash.

[0016] While this application describes examples of side impact crash structures applied to bidirectional, autonomous, and self-driving vehicles, this application is not limited to bidirectional or autonomous vehicles. The side impact crash structures described in this application can be applied to other non-directional and / or non-autonomous vehicles. The vehicle may be powered by one or more internal combustion engines, electric motors powered by one or more power sources (e.g., batteries, hydrogen fuel cells, etc.), or any combination thereof. Vehicles in this application are depicted as having four wheels or tires. However, other types and configurations of vehicles are contemplated, such as vans, sport utility vehicles, crossovers, trucks, buses, agricultural vehicles, construction vehicles, and rail vehicles. While this application describes and depicts side impact crash structures positioned at or near the ends of the vehicle, the side impact crash structures described in this application can be positioned anywhere along the length of the vehicle. Although this application describes and depicts a vehicle having a carriage seating arrangement, the side impact crash structures described in this application can be applied to vehicles having a variety of seating arrangements, including those in which all occupants face the forward direction of the vehicle, those in which all occupants face away from the forward direction of the vehicle, and / or those in which one or more occupants face the side of the vehicle.

[0017] The techniques and systems described herein can be implemented in a number of ways, examples of which are provided below with reference to the drawings.

[0018] 1 depicts an example of a vehicle 100 having a longitudinal axis that is generally aligned with the direction of travel when the vehicle is traveling straight (not turning) and a lateral axis that is perpendicular to the longitudinal axis. As shown, the vehicle 100 includes four wheels 102, each having two wheels or tires, disposed at each longitudinal end 104 of the vehicle 100. In some examples, the vehicle 100 may include multiple axles, including a first axle 106A extending between the wheels 102 at a first longitudinal end 104A of the vehicle and a second axle 106B extending between the wheels at a second longitudinal end 104B of the vehicle. The first axle 106A and / or the second axle 106B may be substantially parallel to the lateral axis of the vehicle 100. The first axle 106A and / or the second axle 106B may comprise a straight axle extending between the left and right wheels 102, or may comprise separate drive shafts associated with each wheel and supported by independent suspensions that allow each wheel on the same axle to move vertically independently. The vehicle 100 may include a door 110 positioned proximate to the longitudinal center of the vehicle. The door 110 may be surrounded by a door pillar or a frame. The vehicle 100 may include a sill structure (the sill structure is illustrated in FIG. 2A ) positioned below the door opening. The vehicle 100 may include a side impact crash structure 108 configured to provide protection to passengers in the vehicle 100 from side impacts where the impact point exceeds the door 110 and the sill of the vehicle. The side impact crash structure 108 may be positioned proximate to a longitudinal edge 104 of the vehicle 100, for example, between the longitudinal edge of the sill and the longitudinal edge of the vehicle. In some examples, a side impact crash structure 108 may be positioned between each axle of the vehicle and the passenger compartment 112 of the vehicle.

[0019] FIG. 1 depicts an example of a side impact collision between a vehicle and a support pillar 114. The support pillar 114 in FIG. 1 represents an example of a side impact location that the side impact crash structure is configured to protect against. In this example, the vehicle 100 is traveling in the direction of arrow 116, with the longitudinal end 104A representing the leading edge (or front) of the vehicle in this example. The support pillar 114 depicts an impact with the leading left corner of the vehicle 100 near or slightly behind the wheels 102 of the vehicle 100. The side impact crash structure 108 may include an energy absorbing structure (described with reference to FIGS. 2A and 2B, and 3A and 3C) that is bent at an angle Θ oblique to the lateral axis of the vehicle (such as the impact angle for the support pillar 114 in this example) to receive an impact force from a direction toward the front corner of the vehicle. In some examples, the energy absorbing structure may be positioned proximate all four corners of the vehicle.

[0020] 2A is a perspective view of a vehicle 100 showing a side impact crush structure 108 positioned proximate a longitudinal end 104 of the vehicle 100. The wheels have been omitted from the vehicle in the drawing to better illustrate the crash structure. Additionally, the first longitudinal end 104A is shown in perspective to illustrate the location of the crush structure 108 relative to the passenger compartment 112. The side impact crush structure 108 may be positioned between a sill 222 and the vehicle's longitudinal end 104A, and between the vehicle's leading axle and the passenger compartment, with the sill extending along the bottom of the opening in the vehicle 100. The side impact crush structure 108 may include an energy absorption device 202 positioned on the side of the vehicle 100. In some examples, the side impact crush structure 108 may include an energy absorption device 202 on each side of the vehicle 100. In some examples, the side impact crash structure 108 may include multiple energy absorbing devices 202 on each side of the vehicle 100, or may include an energy absorbing device on only one side of the vehicle. In some examples, the side impact crash structure 108 may include a first energy absorbing device positioned proximate a first corner of the vehicle, a second energy absorbing device positioned proximate a second corner of the vehicle, a third energy absorbing device positioned proximate a third corner of the vehicle, and a fourth energy absorbing device positioned proximate a fourth corner of the vehicle. The side impact crash structure 108 may be positioned longitudinally outboard of the occupant compartment 204. For example, the side impact crash structure 108 may be positioned between the occupant compartment 112 and the longitudinal end 104 of the vehicle 100. In some examples, the side impact crash structure 108 may be positioned between the wheels proximate the longitudinal end 104 of the vehicle. The energy absorbing devices 202 may be positioned inboard of and / or rearward of the wheels of the vehicle 100. The energy absorbing device 202 may be angled to receive and absorb a side impact in the direction of the center of gravity of the vehicle passenger's head.

[0021] In some examples, the passenger compartment 112 in the vehicle body 210 includes two seats 206, including a first seat 206A and a second seat 206B oriented toward each other (e.g., a "carriage seat" configuration). In other examples, one or more seats may be arranged in the vehicle in positions and / or orientations other than those depicted in FIG. 2A . For example, while illustrated as two bench-style seats capable of accommodating multiple passengers 208, in some examples, multiple individual bucket-style seats may be arranged in the vehicle. The passenger 208 in the first seat 206A may be positioned by the first seat to face the passenger in the second seat 206B. In this configuration, the head of the passenger 208 may be positioned adjacent to an outer corner of the passenger compartment 112. The side impact crash structure 108 is configured to protect the passenger 208 in this position.

[0022] In some examples, due to the bidirectional nature of the vehicle 100, each of the first seat 206A and the second seat 206B can be a front seat or a rear seat at different times, as determined by the direction of travel of the vehicle. Also, each of the first seat 206A and the second seat 206B can be a front-facing seat or a rear-facing seat at different times, as determined by the direction of travel of the vehicle. Thus, a bidirectional vehicle can include side impact crash structures proximate both the first longitudinal end 104A and the second longitudinal end 104B of the vehicle to protect passengers in both the first seat 206A and the second seat 206B in a side impact crash scenario. In other examples, the vehicle 100 can include a side impact crash structure 108 at only one longitudinal end 104 of the vehicle 100. Also, side impact crash structures 108 can be located at both longitudinal ends 104 of a non-bidirectional vehicle.

[0023] FIG. 2B is a perspective view illustrating the side impact crash structure 108. As described above, the side impact crash structure 108 may include an energy absorbing device 202 disposed on the side of the vehicle 100. The energy absorbing device 202 is configured to deform in response to a compressive force, as discussed in further detail below. In some examples, a portion of the energy absorbing device 202 extends at an oblique angle relative to the lateral axle of the vehicle 100. As described above, the energy absorbing device 202 is oriented to extend at an oblique angle Θ relative to the lateral axle of the vehicle to receive impact forces that are not perfectly horizontal relative to the vehicle 100. The side impact crash structure 108 may also include one or more load distribution devices configured to transfer cross-car impact loads and serve as backup structures for the energy absorbing device 202. Various structures function as load distribution devices for the side impact crash structure 108. The load distribution devices may be directly or indirectly coupled to the energy absorbing device 202. Energy generated by an impact force on the energy absorption devices 202 is transferred to the load distribution devices, which pass through the entire vehicle and distribute the force over a wide area. In some examples, the load distribution devices are coupled between or near the energy absorption devices 202 on each side of the vehicle 100. In some examples, the load distribution structures are formed from a harder material and / or structure than the energy absorption devices 202 and do not deform under the same forces as the energy absorption devices 202.

[0024] In some examples, the tub or body 210 of the vehicle 100 functions as a load distribution device. The energy absorption device 202 may be coupled directly or indirectly to the body 210. Impact forces not absorbed by the energy absorption device 202 may be transmitted to the body 210. The energy absorption device 202 may be coupled to the body 210 at a thicker, stiffer, and / or reinforced portion of the vehicle's body, thereby distributing the impact force throughout the vehicle 100. In some examples, the vehicle 100 includes a drive unit 212 coupled to the vehicle's body, including the passenger compartment. In some examples, a drive unit frame 214 may function as a load distribution device in addition to or instead of the body 210. The drive unit frame 214 may be coupled to the body 210 of the vehicle 100.

[0025] In addition to distributing impact forces through their own structures, load distribution devices such as the body 210 and / or the drive unit frame 214 may diffuse impact forces to other structures that serve as additional load transfer paths for the impact energy. The additional load paths may include cross members or beams. For example, the vehicle body may include an elongated body cross member 216 that is integrally formed with or coupled to the body 210. The drive unit frame 214 may include an elongated drive unit cross member 218. The body cross member 216 and the drive unit cross member 218 may be directly or indirectly coupled to the energy absorption device 202 through one or more load distribution structures, such as, but not limited to, those described above, to provide additional cross member load paths for the impact force. The side impact crash structure 108 contemplated in this application may include all or some of these load distribution structures and / or load path structures.

[0026] In some examples, vehicle 100 includes a battery coupled to one or more motors to propel the vehicle. In some examples, the battery and / or motor are disposed in drive unit 212. The battery may be fully or partially housed within drive unit frame 214. To protect the battery from impact damage, the battery may be fully or partially enclosed by battery housing 220. In some examples, battery housing 220 may be coupled to or integrated with body 210 or drive unit frame 214 of vehicle 100. In some examples, a portion of battery housing 220 is disposed between or adjacent energy absorption devices 202 to serve as a load path. In some examples, energy absorption devices 202 may be disposed outside of battery housing 220. In some examples, battery housing 220 may help transfer crash loads to the entire vehicle and / or to other structural components of vehicle 100. The battery housing 220 may be relatively stiffer than the energy absorption device 202 so that it does not substantially deform during load transfer, thereby protecting the vehicle's battery from impact during a collision. Portions of the battery housing 220 located between or adjacent to the energy absorption device 202 may be reinforced to provide greater structural integrity than other portions of the battery housing 220. For example, one or more walls of the battery housing 220 may include steel plates, ribs, gussets, trusses, or other reinforcing structures. In some examples, a gap or distance exists between the battery and the battery housing 220 to contain the impact ride-down distance, as described in more detail below. This gap may be between approximately 0 mm and approximately 10 mm. In some examples, this gap is between approximately 2 mm or approximately 6 mm. The side impact crash structure 108 is configured to limit the ride-down distance from an impact to avoid damage to the battery. In some examples, enclosures similar to battery enclosure 220 and / or side impact crash structures such as those described herein can be used to protect other structures, including fuel tanks, motors, controls, computers, cooling systems, etc., from impact damage.While the vehicle body 210, battery housing 220, drive frame 214, body cross member 216, and drive cross member 218 form the backup structure and are designed to distribute and transfer loads throughout the vehicle without substantially deforming, the energy absorber 202 is designed to deform during a collision, thereby providing a crush zone that absorbs energy during a collision. As such, the energy absorber 202 may include one or more initiators that initiate deformation, may be more plastic, have a thicker wall thickness, and / or have a lower stiffness than the backup structure.

[0027] 3A-3C are perspective views illustrating an energy absorber 202. While the energy absorber is shown by itself in FIG. 3B, as shown in FIG. 3A, the energy absorber 202 is coupled to a vehicle drive unit frame 214. In some examples, the energy absorber 202 includes an inner edge 300 attached proximate a portion of the vehicle, an outer edge 302 distal from the vehicle, and an outer wall 304. The outer wall 304 may comprise a perimeter wall that bounds the perimeter of the energy absorber 202. In this example, the outer wall 304 includes a first side 304A and a second side 304B. The energy absorber 202 may be formed from a plastically deformable material such as aluminum, steel, other deformable metals, carbon fiber, polymers, plastics, or foams, or a combination thereof. Depending on the material, the energy absorber may be manufactured by extrusion, casting, injection molding, three-dimensional printing, machining, a combination of the above, or other manufacturing techniques. In some embodiments, the energy absorber 202 is formed from extruded aluminum, such as A356 aluminum alloy. In some instances, the breaking force that completely deforms the energy absorber 202 is approximately equal to the peak breaking force of the load distribution devices described above.

[0028] In some examples, as best shown in FIG. 3B , the energy absorbing device 202 can have a width W of between about 100 mm and about 300 mm, a height H of between about 200 mm and about 400 mm, and a depth D of between about 25 mm and about 300 mm. In some examples, the energy absorbing device 202 can have a width W of between about 150 mm and about 200 mm, a height H of between about 250 mm and about 300 mm, and a depth D of between about 50 mm and about 250 mm. In some examples, the dimensions (W, H, and / or D) can be larger or smaller than the above examples. Also, in some examples, the width W, height H, and / or depth D can vary from one portion of the energy absorbing device 202 to another. For example, as shown in FIGS. 3A-3C , the energy absorbing device is wider at the top than at the bottom and has a greater depth on the right side than on the left side. The energy absorbing devices at the opposite sides of the vehicle and the energy absorbing devices at the opposite longitudinal ends of the vehicle will be mirror images of the respective energy absorbing devices shown in Figures 3A to 3C.

[0029] The energy absorber includes an outer wall 304 having an inner edge 300 for mounting to a vehicle. The energy absorber 202 depicted in Figures 3A-3C has a flat (or substantially planar) inner edge 300 or perimeter for mounting to a flat mounting surface of a vehicle. However, in some instances, the inner edge 300 of the energy absorber 202 can be angled or curved to complement the portion of the vehicle to which it is mounted. The energy absorber 202 extends outward from the inner edge 300 to the outer edge 302. extrusion moldingThe span between the inner edge 300 and the outer edge 302 defines an outer wall 304 of the energy absorber. The outer wall 304 may be divided into multiple cells 306 by one or more mesh or cell walls 308, forming an open-cell structure. The energy absorber 202 depicted in FIGS. 3A-3C includes six cells 306 having a substantially rectangular outer perimeter. In other words, the cells 306 in this example are rectangular-bottomed prisms with open longitudinal ends. However, the cells 306 of the energy absorber 202 may have any other perimeter shape, including, for example, a square, triangle, hexagon, octagon, or trapezoid. The outer wall 304 and / or mesh or cell walls 308 forming the cells 306 may have a uniform thickness. In some examples, the outer wall 304 and / or cell walls 308 have a thickness of between about 2 mm and about 5 mm. In other examples, the cell walls 308 have a thickness between about 0.5 mm and about 10 mm. In some examples, the thickness of the outer wall 304 can be the same as or different from the cell walls 308. In some examples, the thickness of the outer wall 304 and / or the cell walls 308 need not be uniform. Also, while the energy absorber 202 depicted in FIGS. 3A-3C has six cells 306, in some examples, the energy absorber 202 can have a greater or lesser number of cells. The energy absorber 202 can have as many cells 306 as allowed by the size, material, and method of manufacturing the energy absorber. The cells 306 can generally be uniform in size (e.g., have approximately the same cross-sectional area, volume, etc.) or can vary. In some examples, cells 306 of different sizes and shapes can be used in a single energy absorber 202. In some examples, one or more initiators (e.g., holes, dents, bends, etc.), or crumple zones, may be placed in the energy absorbing device 202 to initiate deformation of the energy absorbing device 202 during a collision to minimize damage to other vehicle systems.

[0030] As described above, the outer wall 304 and / or the cell wall 308 may extend at an oblique angle relative to the longitudinal edge of the vehicle. In some instances, the outer edge 302 of the first portion 310 is at an oblique angle relative to the inner edge 300, such that the first portion 310 of the outer wall 304 forms a bevel. The outer edge 302 of the second portion 312 is generally parallel to the inner edge 300, such that the second portion 312 of the outer wall 304 is conformal. As a result of the bevel of the first portion 310, the first side 304A of the outer wall 304 may be shorter than the second side 304B of the outer wall 304. In some instances, the bevel of the first portion 310 provides clearance for the vehicle's wheels, suspension, steering, and other vehicle systems while providing substantial side impact crash protection.

[0031] 3C illustrates the energy absorbing device 202 coupled to a mounting bracket or support structure 314 by one or more fasteners. The support structure 314 may be configured to receive and couple to the energy absorbing device 202, and the support structure 314 may be coupled directly or indirectly to the vehicle. In some examples, the inner edge 300 of the energy absorbing device 202 may be attached to a mounting plate 316 of the support structure 314. The mounting plate 316 of the support structure 314 may be attached to the vehicle. In some examples, the support structure 314 may include a sidewall 318 extending outward from the mounting plate 316. The sidewall 318 of the support structure 314 may surround and reinforce the outer wall 304 of the energy absorbing device 202 and may help transfer and spread loads from the energy absorbing device 202 to the rest of the vehicle. In some examples, the side wall 318 of the support structure 314 reinforces the second side 304B (the deeper side) of the energy absorbing device 202. The support structure 314 may help control deformation of the energy absorbing device 202 and distribute impact energy to other load distribution or load transfer structures.

[0032] FIG. 4A is a perspective view showing the energy absorption device 202 after it has been deformed or crushed under a compressive force. As shown, the energy absorption device 202 collapses axially as a result of a side impact force. In some examples, when the energy absorption device is subjected to a compressive force, the cells 306 of the energy absorption device 202 may collapse. The energy absorption device 202 absorbs the energy of the impact force by collapsing or deforming. The design of the energy absorption device 202, including its size, material, cell structure, shape, and angle, is selected to maximize the energy absorbed during the ride-down distance (the distance it takes for the vehicle to stop deforming after impact) to minimize the force applied to the passenger 208 and protect both the vehicle components and the passenger compartment 204. Forces not absorbed by the energy absorption device 202 can be distributed to additional load paths by one or more load distribution devices, as described above.

[0033] FIG. 4B is an overhead view showing the side impact crash structure 108 undergoing impact from the support pillar 114, as described above with reference to FIG. 1. The ride-down distance can be measured by the distance the support pillar 114 intrudes into the vehicle 100. As shown, the deformation of the energy absorption device 202 accounts for a large portion of the ride-down distance. Thus, intrusion into other vehicle structures is minimized. As shown in FIG. 4B, the deformation of the drive frame 214 and the battery housing 220 is minimized due to the energy absorbed by the energy absorption device 202. Furthermore, as the deformation of the energy absorption device 202 increases, the reaction force applied to the energy absorption device 202 increases, thereby transferring more force through the load distribution structure to other load paths (e.g., the body 210, the drive frame 214, the battery housing 220, the body cross member 216, and / or the drive cross member 218). In this example, as described above, a gap 400 exists between the battery housing 220 and the battery 402. This gap 400 may be large enough to accommodate a ride-down distance greater than deformation of the energy absorption device 202, drive unit frame 214, battery housing 220, and / or other structure disposed between the energy absorption device and battery 402, such that the battery housing 220 may deform into the gap 400 without damaging the battery 402. In some examples, the side impact crash structure 108 is configured such that the ride-down distance is less than the distance between the vehicle exterior and the battery 402 or passenger 208.

[0034] Generally, the crash structures described herein are designed to absorb the energy of a crash over a relatively short ride-down distance while minimizing the intrusion of struts or other obstacles into the passenger compartment, battery, driveline, or other vehicle systems. In some examples, the crash structures described herein may be configured to absorb the energy of a crash over a ride-down distance of less than 400 mm or less than 350 mm. In some examples, the crash structures described herein may be configured to absorb the energy of a crash over a ride-down distance of between about 200 mm and about 300 mm. In some examples, the energy absorption devices described in this application may be designed to absorb energy over a ride-down distance to minimize the maximum force transmitted to the passenger and / or vehicle systems while the vehicle is being decelerated. Additionally, in some instances, the reaction force of the side impact crash structure may increase as the intrusion distance increases, thereby minimizing the forces on the passengers and vehicle systems for low speed impacts while still absorbing more energy and transferring more energy to other parts of the vehicle to stop further intrusion during high speed impacts.

[0035] FIG. 5 is a schematic diagram illustrating a vehicle 500 with removable drive units 502 disposed at opposite longitudinal ends of the vehicle. FIG. 5 illustrates a first drive unit 502a in an installed state and a second drive unit 502b in an uninstalled state. In the assembled state, the drive units 502 are attached to the vehicle body 210. Each removable drive unit 502 includes wheels 102, axles 106, a battery 402, a motor, a cooling system, a steering system, a braking system, and / or other vehicle systems for operating the vehicle. A removable drive unit 502 is disposed at each longitudinal end 104 of the vehicle 500. In some examples, the vehicle 500 includes only one removable drive unit 502. In some examples, part or all of the side impact crash structure 108 may be directly or indirectly coupled to the removable drive unit 502. One such example in this regard is represented in FIG. 5 by the energy absorption device 202 shown in dashed lines and coupled to a detached second drive unit 502b. For example, the detachable drive unit 502 may include any or all of the energy absorption device 202, the battery housing 220, the drive unit frame 214, and / or the drive unit cross member 218. In examples where the energy absorption device 202 is disposed on the detachable drive unit 502, other portions of the vehicle, including the body 210 and the body cross member 216, may still function as load distribution devices for the side impact crash structure 108. In these examples, forces are transferred from the energy absorption device 202 to the vehicle body 210 via a connection between the vehicle body and the drive unit 502. In other examples, part or all of the side impact crash structure 108 may be coupled directly or indirectly to the body 210 or the passenger compartment of the vehicle 500. 5 by the energy absorbing device 202 shown in dashed lines coupled to the body 210 adjacent the detached second driver 500b. That is, the dashed line representation of the energy absorbing device 202 indicates one example configuration, and the dash-dotted line representation of the energy absorbing device 202 indicates another example configuration for the side impact crash structure of the present application.

[0036] FIG. 6 is a front perspective view of an energy absorber 600 according to another embodiment. The energy absorber 600 may be formed with a honeycomb structure formed from an array of hollow cells 602 aligned between walls 604. That is, the cells 602 may comprise a rectangular prism having a hexagonal perimeter or a cross-section that may be open or closed. In some examples, the hollow cells 602 may have a width W between about 10 mm and about 30 mm. The honeycomb energy absorber 600 may be formed from any of the materials described above for the energy absorber 202. In some examples, the honeycomb energy absorber 600 is formed from TL091 aluminum alloy. In some examples, the outer walls 606 of the honeycomb energy absorber 600 are curved to provide various bevel angles for receiving side impacts. The outer walls 606 may be open to provide an open-cell arrangement or may have a thin film or surface layer covering the open ends of the cells 602. In some examples, the energy absorbing device 600 may be formed of an injection molded composite material. In some examples, similar to the examples of Figures 3A-3C, the cell walls 604 in the energy absorbing device 600 extend at an oblique angle Θ relative to the lateral axis of the vehicle. However, in this example, the outer walls of the energy absorbing device 600 may extend at an angle other than the oblique angle Θ.

[0037] The subject matter described above is provided by way of illustration only and should not be construed as limiting. Moreover, the claimed subject matter is not limited to implementations that solve any or all of the shortcomings noted in any part of this disclosure. Various modifications or changes may be made to the subject matter described herein without following the examples or applications illustrated and described and without departing from the spirit and scope of the claims. Example clauses

[0038] The following paragraphs describe various examples. Any example in this section can be used with any other example in this section and / or any other example or embodiment described herein.

[0039] A: In some examples, a vehicle includes a first longitudinal end, a second longitudinal end opposite the first longitudinal end, a first side, and a second side opposite the first side, a passenger compartment disposed between the first longitudinal end and the second longitudinal end, a first axle disposed between the first longitudinal end and the passenger compartment, a second axle disposed between the second longitudinal end and the passenger compartment, a first energy absorbing device disposed at the first side between the first axle and the passenger compartment and configured to deform to absorb energy of a collision at the first side, and a second energy absorbing device disposed at the second side between the first axle and the passenger compartment and configured to deform to absorb energy of a collision at the second side, wherein the passenger compartment includes a seat proximate to the first longitudinal end and facing the second longitudinal end, the first energy absorbing device including an open-cell structure, and the second energy absorbing device including an open-cell structure.

[0040] B: The vehicle of Example A, wherein at least one of the first energy absorbing device and the second energy absorbing device includes an exterior wall divided into multiple cells by one or more meshes.

[0041] C: A vehicle according to any one of Examples A or B, wherein the exterior wall and the one or more screens extend at an oblique angle relative to a horizontal axis extending between the first side and the second side.

[0042] D: A vehicle according to example C, wherein the oblique angle is between about 1° and about 20°.

[0043] E: A vehicle according to any one of Examples A to D, wherein at least one of the first energy absorbing device or the second energy absorbing device is extrusion molding Including, vehicles.

[0044] F: The vehicle of any one of Examples A through E, wherein at least one of the first energy absorbing device or the second energy absorbing device comprises at least one of aluminum, steel, carbon fiber, or plastic.

[0045] G: A vehicle according to any one of Examples A to F, further comprising a drive unit coupled to the passenger compartment at a first longitudinal end, the drive unit including a first axle and a battery, and the first energy absorbing device and the second energy absorbing device coupled laterally outside the battery housing.

[0046] H: The vehicle of any one of Examples A to G, further comprising a load distribution device disposed between the first energy absorption device and the body of the vehicle.

[0047] I: A vehicle according to any one of Examples A to H, wherein the vehicle is a bidirectional vehicle, the seat includes a first seat, and the vehicle further comprises a second seat adjacent the second longitudinal end and facing toward the first longitudinal end, a third absorbing device disposed between the second axle and the passenger compartment on the first side, and a fourth energy absorbing device disposed between the second axle and the passenger compartment on the second side.

[0048] J: The vehicle of any one of Examples A through I, wherein at least one of the first energy absorbing device or the second energy absorbing device is configured to deform along the bevel of the vehicle under compressive forces.

[0049] K: An example of any one of examples A through J, further comprising a battery at least partially surrounded by a battery housing, wherein at least a portion of the battery housing is disposed between the first energy absorbing device and the second energy absorbing device, and wherein a gap exists between the battery and the battery housing.

[0050] L: In some examples, a side impact crash structure for a vehicle includes an elongated cross member configured to extend along a lateral axis of the vehicle, a first energy absorbing device coupled to a first end of the cross member, and a second energy absorbing device coupled to a second end of the cross member, wherein the first energy absorbing device includes a first outer wall divided into a number of cells by a first mesh, the first outer wall and the first mesh extending at a first angle inclined relative to the cross member, and the second energy absorbing device includes a second outer wall divided into a number of cells by a second mesh, the second outer wall and the second mesh extending at a second angle inclined relative to the cross member.

[0051] M: The side impact crash structure of Example L, wherein a portion of at least one of the first energy absorbing device or the second energy absorbing device comprises one of an open cell structure or a honeycomb structure.

[0052] N: The side impact crash structure of example M, wherein at least one of the first oblique angle or the second oblique angle is between about 0° and about 30°.

[0053] O: The side impact crash structure of any one of Examples L through N, wherein the cross member has a stiffness greater than the stiffness of the first energy absorbing device and the second energy absorbing device.

[0054] P: The side impact crash structure of any one of Examples L through O, wherein at least one of the first energy absorbing device or the second energy absorbing device comprises at least one of aluminum, steel, carbon fiber, or plastic.

[0055] Q: A side impact crash structure for any one of Examples L through P, wherein the first outer wall of the first energy absorbing device comprises: a peripheral wall defining a perimeter of the first energy absorbing device and having a distal end and a proximal end; a first mesh disposed within the peripheral wall and dividing the first energy absorbing device into a number of cells; an inner edge of the first outer wall disposed at the proximal end of the peripheral wall and configured for attachment to a vehicle; and an outer edge disposed at the distal end of the peripheral wall, wherein the inner edge has a substantially planar perimeter, a first portion of the outer edge spaced a first distance from the inner edge, and a second portion of the outer edge spaced a second distance from the inner edge, the second distance being different from the first distance.

[0056] R: In some examples, an energy absorbing device for use in a side impact crash structure includes a perimeter wall defining a perimeter of the energy absorbing device and having a proximal end and a distal end, a mesh disposed within the perimeter wall and dividing the energy absorbing device into a number of cells, an inner edge disposed at the proximal end of the perimeter wall and configured for attachment to a vehicle, and an outer edge disposed at the distal end of the perimeter wall, the inner edge having a substantially planar perimeter, a first portion of the outer edge spaced a first distance from the inner edge, and a second portion of the outer edge spaced a second distance from the inner edge, the second distance being different from the first distance.

[0057] S: The energy absorbing device of example R, wherein the energy absorbing device is fabricated from at least one of aluminum, steel, carbon fiber, or foam.

[0058] T: An energy absorbing device according to any one of Examples R or S, wherein the cells in the multiplicity of cells are generally prismatic in shape and have a perimeter that is substantially square, rectangular, triangular, hexagonal, octagonal, or trapezoidal.

[0059] Although the example clauses described above are described with respect to particular implementations, the contents of the example clauses in this document may also be implemented using other methods, devices, systems, and / or other implementations. conclusion

[0060] Although one or more of the techniques described herein have been illustrated, various alternatives, additions, permutations, and equivalents thereof fall within the scope of the techniques described herein.

[0061] In describing the examples, reference is made to the accompanying drawings, which form a part of this specification and which show, by way of illustration, specific examples of the claimed subject matter. It should be understood that other examples can be used and modifications, such as structural changes, or substitutions can be made. Such examples, modifications, or substitutions do not necessarily depart from the scope of the claimed subject matter. While features, components, and acts may be presented in a certain arrangement, configuration, and / or order, the arrangement, configuration, and / or order may be rearranged, combined, or omitted without changing the functionality of the systems and methods described.

Claims

1. A vehicle, a first longitudinal end, a second longitudinal end opposite the first longitudinal end, a first side, and a second side opposite the first side; a passenger compartment disposed between the first longitudinal end and the second longitudinal end, the passenger compartment including a seat adjacent the first longitudinal end and facing toward the second longitudinal end; a first axle disposed between the first longitudinal end and the passenger compartment; a second axle disposed between the second longitudinal end and the passenger compartment; a first energy absorbing device physically separated from the sill of the vehicle, at the first side, and configured to deform to absorb energy of a collision at the first side, the first energy absorbing device including an open-cell structure; a second energy absorbing device physically separated from the sill of the vehicle, at the second side, and configured to deform to absorb energy of a collision at the second side, the second energy absorbing device including an open-cell structure; and Equipped with The open-cellular structure of at least one of the first energy absorbing device or the second energy absorbing device includes an outer wall divided into multiple cells by one or more cell walls, the outer wall and the one or more cell walls extending at an oblique angle relative to a transverse axis extending between the first side and the second side. A vehicle characterized by:

2. 2. The vehicle of claim 1, wherein the oblique angle is between about 1° and about 20°.

3. 3. The vehicle of claim 1 or 2, wherein at least one of the first energy absorbing device or the second energy absorbing device comprises an extrusion.

4. 4. The vehicle of claim 1, wherein at least one of the first energy absorbing device or the second energy absorbing device comprises at least one of aluminum, steel, carbon fiber, or plastic.

5. 5. The vehicle of claim 1, further comprising a drive unit coupled to the passenger compartment at the first longitudinal end, the drive unit including the first axle and a battery housing, the first energy absorbing device and the second energy absorbing device being coupled laterally to an exterior of the battery housing.

6. 6. The vehicle of claim 1, further comprising a drive gear frame disposed between the first energy absorbing device and a body of the vehicle and coupled to the body, the drive gear frame functioning as a load distribution device.

7. The vehicle is a bidirectional vehicle, the seat includes a first seat, and the vehicle comprises: a second sheet adjacent the second longitudinal edge and facing toward the first longitudinal edge; a third energy absorbing device physically separated from the sill of the vehicle and located on the first side and on an opposite side of the passenger compartment from the first energy absorbing device; a fourth energy absorbing device physically separated from the sill of the vehicle and located on the second side and opposite the passenger compartment from the second energy absorbing device; 7. The vehicle according to claim 1, further comprising:

8. 8. The vehicle of claim 1, wherein at least one of the first energy absorbing device or the second energy absorbing device is configured to deform along a skew of the vehicle under a compressive force.

9. 9. The vehicle of claim 1, further comprising a battery at least partially surrounded by a battery housing, at least a portion of the battery housing being disposed between the first energy absorbing device and the second energy absorbing device, and a gap existing between the battery and the battery housing.

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