Wheel deflector

Abstract

Aspects of the present invention relate to a vehicle body assembly (3) for a vehicle (1). The vehicle body assembly (3) includes a front longitudinal support (19-1, 19-2); a side sill (15-1, 15-2); and a transverse structure (31-1, 31-2) connecting the front longitudinal support (19-1, 19-2) to the side sill (15-1, 15-2). A wheel deflector (51-1, 51-2) is disposed between the front longitudinal support (19-1, 19-2) and the side sill (15-1, 15-2). The wheel deflector (51-1, 51-2) is fixedly mounted to the vehicle body assembly (3) and has a wheel engagement section (53-1) for engaging a wheel (W1, W2) displaced rearwardly during a frontal impact. Aspects of the invention also relate to a vehicle (1) comprising at least one wheel deflector (51-1, 51-2); and a wheel deflector (51-1, 51-2).

Description

[0001] WHEEL DEFLECTOR

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a wheel deflector. The wheel deflector is suitable for a road vehicle, such as an automobile, and is configured to control the movement of a wheel of the road vehicle during a collision. Aspects of the invention relate to a vehicle body assembly comprising a wheel deflector; a wheel deflector; and a vehicle.

[0004] BACKGROUND

[0005] It is known to provide a road vehicle, such as an automobile, with crash structures to control impact forces during a collision event. In the event of a frontal impact, the impact forces may cause one or both of the front wheels to be displaced in a rearward direction relative to a vehicle body assembly.

[0006] A frontal impact involving a vehicle 101 is illustrated in a series of Figures 9A to 9D. The vehicle 101 has a vehicle body assembly 103 comprising side sills 115-1 , 1 15-2 and front longitudinal supports 119-1 , 119-2 disposed on respective sides. The vehicle 101 has first and second front wheels W1 , W2 and first and second rear wheels (not shown), each of the wheels W1 , W2 comprising a hub H1 , H2 and a tyre T1 , T2. The frontal impact is a partial frontal overlap impact in which there is a small overlap between the vehicle 101 and an object O, such as a barrier. Consequently, the collision forces are applied to only a portion of the frontal area of the vehicle 101 . In the illustrated example, the impact occurs outboard of the front longitudinal supports 119- 1 , 1 19-2 The impact forces are transmitted into one of the front wheels W1 , W2, causing the affected front wheel W1 , W2 to be displaced in a rearward direction In the illustrated example, the front wheel W1 is displaced rearwardly.

[0007] The movement of the first front wheel W1 during a partial overlap frontal impact is illustrated in Figures 9A to 9D. The tyre T1 of the first front wheel W1 is omitted from Figures 9A to 9D for clarity. The frontal impact in the present scenario involves the vehicle 101 colliding with a stationary object O, such as a barrier or other obstacle The direction of travel of the vehicle 101 is illustrated by an arrow in each figure. The object O is outboard of the front longitudinal support 119-1 . An initial stage of the frontal impact is illustrated in Figure 9A. The object O is disposed in front of the first front wheel W1 and offset from the front longitudinal support 119- 1 . The vehicle 101 advances causing the object O to contact the first front wheel W1 , as shown in Figure 9B. The impact displaces the first front wheel W1 in a rearward direction relative to the vehicle body assembly 103. The movement of the first front wheel W1 comprises a rotational component as the first front wheel W1 pivots about a vertical axis Z causing a rear section of the first front wheel W1 to be displaced inwardly. The first front wheel W1 impinges on a transverse structure 131 -1 extending between the front longitudinal support 1 19-1 and a side sill 115-1 of the vehicle. The first front wheel W1 may become entrapped between the transverse structure 131-1 and the side sill 115-1 , as shown in Figure 9C. The continued forward motion of the vehicle 101 may cause the first front wheel W1 to intrude into the region inboard of the side sill 115-1. This could potentially cause the first front wheel W1 to impinge on a traction battery housed in the floor of the vehicle body assembly 103.

[0008] It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION

[0009] Aspects and embodiments of the invention provide a vehicle body assembly, a wheel deflector and a vehicle as claimed in the appended claims.

[0010] According to an aspect of the present invention there is provided a vehicle body assembly for a vehicle, the vehicle body assembly comprising: a front longitudinal support; a side sill; a transverse structure connecting the front longitudinal support to the side sill; and a heel deflector disposed between the front longitudinal support and the side sill; the wheel deflector being fixedly mounted to the vehicle body assembly and having a wheel engagement section for engaging a wheel displaced rearwardly during a frontal impact. At least in certain embodiments, the wheel engagement section is configured to engage the rearwardly displaced wheel to deflect the wheel away from the transverse structure in order to reduce or prevent penetration of the wheel into the transverse structure. The wheel deflector may comprise or consist of a wheel deflecting member for deflecting the wheel. The wheel deflecting member may be disposed in a substantially horizontal plane The wheel deflector is configured to deflect a front wheel of the vehicle.

[0011] The transverse structure may extend transversely behind a rear of the wheel. The transverse structure may extend between the longitudinal support and the side sill at an oblique angle (relative to a longitudinal axis of the vehicle body). The transverse structure may be in the form of a torque box. The transverse structure may be configured to establish a load path between the front longitudinal support and the side sill. In the event of a frontal collision, the transverse structure is operative to transmit loads from the front longitudinal support into the side sill. The transverse structure may, for example, transmit impact forces (or collision forces) from the longitudinal support into the side sill. The transverse structure may comprise a bracket. The bracket may connect the front longitudinal support to the side sill.

[0012] The transverse structure may form a reinforcing structure. In a variant, the transverse structure may be formed integrally with the front longitudinal support and the side sill. The transverse structure, the front longitudinal support and the side sill may, for example, comprise or consist of a beam.

[0013] The wheel engagement section is configured to engage the wheel which is displaced rearwardly by the impact forces. At least in certain embodiments, the wheel engagement section comprises at least one pivot section profiled to induce a pivoting motion of the wheel during the frontal impact. The at least one pivot section may be disposed between the front longitudinal support and the side sill of the vehicle. The at least one pivot section may be disposed inboard of the side sill. The at least one pivot section may be disposed outboard of the front longitudinal support. The at least one pivot section may comprise a first pivot section formed at an end of the wheel engagement section. Alternatively, or in addition, the at least one pivot section may comprise a second pivot section formed within the wheel engagement section, for example at a mid-point of the wheel engagement section. At least in certain embodiments, the at least one pivot section may each comprise a corner. The or each corner may comprise or consist of a radiused corner. The corner may be formed at a mid-point of the wheel engagement section. The corner may be formed at an end of the wheel engagement section. The corner may form a transition from the wheel engagement section into a return section.

[0014] The corner comprises an included angle. The included angle may be formed between the engagement section and the return section. The included angle may be in one of the following ranges: 60 to 120 degrees; 75 to 105 degrees; and 90 to 100 degrees.

[0015] The pivot section may be disposed forwards of a front of the side sill. The pivot section may be disposed closer to the front of the vehicle than the front of the side sill The pivot section may be offset from the side sill in a transverse direction. The pivot section may be disposed inboard of the side sill.

[0016] The wheel engagement section may comprise or consist of a leading edge of the wheel deflector. The leading edge of the wheel deflector is the edge disposed towards the front of the vehicle. The leading edge may be oriented at an oblique angle. The leading edge may be oriented at an oblique angle to a longitudinal axis of the vehicle body assembly The oblique angle may be in the range 45 to 75 degrees relative to the longitudinal axis of the vehicle body assembly. By orienting the leading edge at an oblique angle, the wheel may be deflected outwardly towards the side sill during the frontal impact.

[0017] The transverse structure may extend obliquely. In other words, the transverse structure may extend at an oblique angle relative to a longitudinal axis of the vehicle body assembly. The transverse structure may comprise a front face. The front face of the transverse structure faces in a forward direction (i.e. towards the front of the vehicle). The front face of the transverse structure may extend obliquely. The front face may extend at an oblique angle relative to the longitudinal axis of the vehicle body assembly. At least in certain embodiments, the front face may be substantially planar. The front face may extend at least substantially vertically.

[0018] At least in certain embodiments, the wheel engagement section projects forwards of an adjacent area of the front face. The front face of the transverse structure may extend at an oblique angle. The wheel engagement section and the front face of the transverse structure may be substantially parallel to each other. In a variant, the wheel engagement section may diverge away from the front face in an outboard direction. In use, this diverging arrangement may help to deflect the wheel away from the transverse structure.

[0019] The transverse structure may be connected to a first end of the side sill. The wheel engagement section of the wheel deflector may be disposed in front of the first end of the side sill.

[0020] The wheel deflector may be disposed inboard of the side sill. In other words, the wheel deflector may be disposed towards a centreline of the vehicle body relative to the side sill. The wheel deflector may be disposed outboard of the front longitudinal support.

[0021] The wheel has a central (rotational) axis. The wheel deflector may be disposed at a vertical height which is less than or equal to the height of the central (rotational) axis. The wheel deflector may be fastened to at least one of the front longitudinal support and the transverse structure.

[0022] At least in certain embodiments, the vehicle body assembly may comprise a traction battery frame. The traction battery frame forms a housing for at least partially enclosing a traction battery for the vehicle. The traction battery frame is disposed in an under-floor location. The traction battery frame may extend transversely between the side sills on the opposing sides of the vehicle body. The traction battery frame may comprise opposing first and second side frame members. The first and second side frame members may extend longitudinally. The first and second side frame members may be fastened to the side sills formed on the respective sides of the vehicle body assembly. The traction battery frame may comprise front and rear frame members. The front and rear frame members may extend transversely. The front frame member may be disposed behind a front firewall of the vehicle body assembly. The front frame member may be connected to the front firewall. The traction battery frame may comprise one or more corner frame members, for example to connect the front frame member to the first and second side frame members.

[0023] The traction battery frame may have a unitary composition, for example comprising a casting Alternatively, the traction battery frame may be an assembly comprising a plurality of components and / or sub-assemblies which are fastened together.

[0024] The wheel deflector may be fastened (i.e. fixedly mounted) to the traction battery frame. At least in certain embodiments, the wheel deflector may be fastened to the front frame member and / or one of the first and second side frame members.

[0025] In a variant, the wheel deflector may be formed integrally with the traction battery frame. For example, the wheel deflector may be formed integrally with the front frame member or one of the first and second side frame members. For example, the wheel deflector may be formed integrally with the front frame member or one of the first and second side frame members. Alternatively, the wheel deflector may be formed integrally with one of the corner frame members.

[0026] The wheel deflector may be in the form of a wheel deflector plate. The wheel deflector plate may extend substantially horizontally. For example, the wheel deflector plate may be disposed in a horizontal plane (XY plane).

[0027] The vehicle body assembly typically comprises one or more said wheel deflector of the type described herein. The one or more wheel deflector may comprise a first wheel deflector and a second wheel deflector. The first and second wheel deflectors are disposed on opposing sides of the vehicle body assembly. The vehicle body assembly is generally symmetrical about a central longitudinal plane (XZ plane). The positioning and / or orientation of the first and second wheel deflector may be symmetrical about the central longitudinal plane (XZ plane). The vehicle body assembly typically comprises two side sills disposed on opposing sides of the vehicle body assembly. Furthermore, the vehicle body assembly typically comprises two front longitudinal supports disposed on opposing sides of the vehicle body assembly. Similarly, the transverse structure is replicated on opposing sides of the vehicle body assembly. At least in certain embodiments, the positioning and orientation of the first and second wheel deflectors in relation to the transverse structure is the same on each side of the vehicle body assembly. At least in certain embodiments, the mounting arrangement of the first and second wheel deflectors in relation to the transverse structure is the same on each side of the vehicle body assembly.

[0028] According to a further aspect of the present invention there is provided a vehicle comprising a vehicle body assembly as described herein.

[0029] According to a further aspect of the present invention there is provided a wheel deflector for mounting to a vehicle body assembly, the wheel deflector comprising: a wheel engagement section for engaging a wheel displaced rearwardly during a frontal impact; wherein the wheel engagement section comprises at least one of the following: at least one pivot section profiled to induce a pivoting motion of the wheel during the frontal impact; and a leading edge which, in use, is orientation at an oblique angle to a longitudinal axis of the vehicle body assembly

[0030] Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner.

[0031] BRIEF DESCRIPTION OF THE DRAWINGS

[0032] One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0033] Figure 1 shows a schematic representation of a road vehicle having front wheel deflectors in accordance with an embodiment of the present invention;

[0034] Figure 2 shows a plan view of the vehicle shown in Figure 1 incorporating front wheel deflectors in accordance with an embodiment of the present invention;

[0035] Figure 3 shows a side elevation of the vehicle shown in Figures 1 and 2 illustrating a vertical height of the front wheel deflectors;

[0036] Figure 4 shows a plan view of an underside of a first one of the front wheel deflectors in accordance with an embodiment of the present invention;

[0037] Figure 5 shows an enlarged view of the first front wheel deflector shown in Figure 4;

[0038] Figures 6A to 6E are a series of images illustrating the operation of the front wheel deflector in accordance with an embodiment of the present invention to deflect a first wheel during a collision;

[0039] Figure 7A illustrates a trajectory of a front wheel of the vehicle during a collision comprising a partial frontal overlap;

[0040] Figure 7B illustrates the operation of the wheel deflectorto establish a load path for transmitting collision loads from the front wheel into the vehicle structure in the collision represented in Figure 7A; Figure 8A shows a plan view of a front wheel deflector in accordance with a further embodiment of the present invention;

[0041] Figure 8B shows a perspective view of a front wheel deflector shown in Figure 8A;

[0042] Figure 8C shows a side view of the front wheel deflector in the direction A shown in Figure 8B; and Figures 9A to 9D are a series of images illustrating the displacement of a first front wheel during a collision in a vehicle not having a front wheel deflector.

[0043] DETAILED DESCRIPTION

[0044] A vehicle 1 comprising a vehicle body assembly 3 in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figures. The vehicle 1 is a road vehicle. As shown in Figure 1 , 2 and 3, the vehicle 1 in the present embodiment is an automobile. The vehicle 1 comprises first and second front wheels W1 , W2; and first and second rear wheels W3, W4. The front and rear wheels W1 to W4 are of conventional construction and comprise respective wheel hubs H1 to H4 and tyres T1 to T4.

[0045] As shown in Figure 1 , the vehicle 1 is described herein using a reference frame comprising a longitudinal axis X, a transverse axis Y and a vertical axis Z. References herein to a longitudinal direction, a transverse direction and a vertical direction refer to directions along, or parallel to the corresponding axis of the reference frame. The vehicle 1 comprises a longitudinal centreline CL The terms inboard and outboard are used herein to define the relative position of components or features in a transverse direction with reference to the longitudinal centreline CL. The vehicle body assembly 3 is symmetrical about a longitudinal vertical plane XZ formed along the longitudinal centreline CL. The references herein to the left- and right-hand sides of the vehicle body assembly 3 are to the sides of the vehicle 1 when viewed from the rear and looking forwards.

[0046] The vehicle body assembly 3 comprises a vehicle body 5. The vehicle body 5 is also known as the body-in- white (BIW) of the vehicle 1. The vehicle body 5 in the present embodiment comprises a plurality of panels (not shown) which are fastened to each other, for example by welding, bonding or mechanical fasteners, such as bolts or rivets. The panels may, for example, be composed of a metal, such as aluminium or steel. Alternatively, or in addition, the vehicle body 5 may comprise panels formed of a composite material, such as carbon fibre. In a variant, the vehicle body 5 may be a composite structure. The vehicle body 5 forms a cabin 7 for occupants of the vehicle 1 The vehicle body 5 comprises a floor section 9 and a front body structure 1 1 . As described herein, the floor section 9 houses a traction battery 10 (shown schematically in Figure 2). The front body structure 11 may form a front compartment 13 provided at the front of the vehicle 1. The front compartment 13 may be referred to as a front storage compartment, a frunk, a froot or the like. In the present embodiment, the front compartment 13 is a motor bay for an electric drive unit EDU1 . In use, the electric drive unit EDU1 is supplied with electrical energy by the traction battery 10. Alternatively, or in addition, the front compartment 13 may be an engine bay for an internal combustion engine. The vehicle body 5 comprises a front firewall 14 which extends in a transverse direction between the cabin 7 and the front compartment 13. The front body structure 11 may comprise one or more crush cans for absorbing collision force(s); and / or a cross member for supporting a front bumper (not shown).

[0047] The vehicle body 5 comprises first and second side sills 15-1 , 15-2 which extend in a longitudinal direction. The first and second side sills 15-1 , 15-2 extend along the opposing sides of the floor section 9 of the vehicle body 5 between the front and rear wheels W1-4. The first side sill 15-1 is disposed on the left-hand side ofthe vehicle body 5; and the second side sill 15-2 is disposed on the right-hand side of the vehicle body 5. The first side sill 15-1 has a first front end 17A disposed proximal to the first front wheel W1 of the vehicle 1 ; and a second rear end (not shown) disposed proximal to the first rear wheel W3. The second side sill 15-2 has a first front end 17B disposed proximal to the second front wheel W2 of the vehicle 1 ; and a second rear end (not shown) disposed proximal to the second rear wheel W4.

[0048] As shown in Figure 2, the vehicle body 5 comprises first and second front longitudinal supports 19-1 , 19-2. The first and second front longitudinal supports 19-1 , 19-2 extend forwards from the front firewall 14. The first and second front longitudinal supports 19-1 , 19-2 are structural members which support the front body structure 1 1 of the vehicle body 5. The first and second front longitudinal supports 19-1 , 19-2 are in the form of first and second front longitudinal beams. In the present embodiment, the first and second front longitudinal supports 19-1 , 19-2 each comprise a box section in transverse section. The first front longitudinal support 19- 1 is disposed on the left-hand side of the vehicle body 5; and the second front longitudinal support 19-2 is disposed on the right-hand side of the vehicle body 5.

[0049] The vehicle body 5 comprises a first wheel arch assembly 21 -1 for a first front wheel W1 of the vehicle 1 . The first wheel arch assembly 21 -1 is disposed on the left-hand side of the vehicle body 5 The first wheel arch assembly 21 -1 is disposed alongside the first front longitudinal support 19-1 in an outboard location. An inner section of the first wheel arch assembly 21 -1 is fastened to the first front longitudinal support 19-1. The first wheel arch assembly 21-1 is disposed in front of the first side sill 15-1 on the left-hand side of the vehicle 1. In the present embodiment, the first wheel arch assembly 21 -1 is fastened to a front of the first side sill 15-1 . The first front wheel W1 of the vehicle 1 is housed in the first wheel arch assembly 21-1 . The first front wheel W1 is rotatable about a first central rotational axis R1 . The first front wheel W1 is supported by a first suspension assembly 25-1 . The first suspension assembly 25-1 in the present embodiment is a tension link suspension. It will be understood that the present invention may be used in conjunction with other types of suspension, such as a compression link suspension. As illustrated in Figure 3, the first central rotational axis R1 of the first front wheel W1 is disposed at a first height H1 above ground level under normal operating conditions (for example, at loads less than or equal to a rated load capacity).

[0050] The vehicle body 5 comprises a first transverse structure 31 -1 which connects the first front longitudinal support 19-1 to the first side sill 15-1 . The first transverse structure 31-1 is a structural assembly which extends in a transverse direction from the first front longitudinal support 19-1 to the first side sill 15-1 . In a variant, the first transverse structure 31 -1 may be formed integrally with the first front longitudinal support 19-1 and the first side sill 15-1 . The first transverse structure 31 -1 , the first front longitudinal support 19-1 and the first side sill 15-1 may, for example, comprise or consist of a first beam. The first transverse structure 31-1 is connected to the first front end 17A of the first side sill 15-1 . The first transverse structure 31 -1 may be in the form of a torque box. The first transverse structure 31 -1 is configured to transmit forces from the first front longitudinal support 19-1 into the remainder of the vehicle body 5 in the event of a frontal impact. More particularly, the first transverse structure 31 -1 is operative to transmit impact forces from the first front longitudinal support 19-1 into the first side sill 15-1 . The first transverse structure 31 -1 forms a part of a primary load path for impact forces. The first transverse structure 31-1 may comprise or consist of a single component which may, for example, be cast or machined. Alternatively, the first transverse structure 31-1 may be a sub-assembly comprising a plurality of components. The first transverse structure 31-1 is disposed at a rear of the first wheel arch assembly 21-1. The first transverse structure 31-1 comprises a first front face 33-1 which is forwardfacing. The first front face 33-1 forms a rear portion of the first wheel arch assembly 21-1 . The first front face 33-1 may be oriented at an oblique angle, for example 60°, relative to the longitudinal axis X of the vehicle 1 . The first front face 33-1 in the present embodiment is planar and oriented at the oblique angle of approximately 60° to the longitudinal vertical plane XZ.

[0051] The vehicle body 5 comprises a second wheel arch assembly 21 -2 for a second front wheel W2 of the vehicle 1 . The second wheel arch assembly 21-2 is disposed on the left-hand side of the vehicle body 5. The second wheel arch assembly 21-2 is disposed alongside the second front longitudinal support 19-2 in an outboard location. An inner section of the second wheel arch assembly 21 -2 is fastened to the second front longitudinal support 19-2. The second wheel arch assembly 21-2 is disposed in front of the second side sill 15-2 on the right-hand side of the vehicle 1 . In the present embodiment, the second wheel arch assembly 21 -2 is fastened to a front of the second side sill 15-2. The second front wheel W2 of the vehicle 1 is housed in the second wheel arch assembly 21-2. The second front wheel W2 is rotatable about a second central rotational axis (not shown). The second front wheel W2 is supported by a second suspension assembly 25-2. The second suspension assembly 25-2 in the present embodiment is a tension link suspension. It will be understood that the present invention may be used in conjunction with other types of suspension, such as a compression link suspension. The second central rotational axis of the second front wheel W2 is disposed at the same height H1 as the first central rotational axis R1 under normal operating conditions (for example, at loads less than or equal to the rated load capacity).

[0052] The vehicle body 5 comprises a second transverse structure 31-2 which connects the second front longitudinal support 19-2 to the second side sill 15-2. The second transverse structure 31-2 is a structural assembly which extends in a transverse direction from the second front longitudinal support 19-2 to the second side sill 15-2. In a variant, the second transverse structure 31-2 may be formed integrally with the second front longitudinal support 19-2 and the second side sill 15-2. The second transverse structure 31 -2, the second front longitudinal support 19-2 and the second side sill 15-2 may, for example, comprise or consist of a second beam. The second transverse structure 31-2 is connected to the first front end 17B of the second side sill 15-2. The second transverse structure 31-2 may be in the form of a torque box. The second transverse structure 31 -2 is configured to transmit forces from the second front longitudinal support 19-2 to the second side sill 15-2. More particularly, the second transverse structure 31-2 is operative to transmit impact forces from the second front longitudinal support 19-2 to the second side sill 15-2 in the event of a frontal impact. The second transverse structure 31 -2 forms a part of a primary load path for impact forces. The second transverse structure 31 -2 may comprise or consist of a single component which may, for example, be cast or machined. Alternatively, the second transverse structure 31 -2 may be a sub-assembly comprising a plurality of components. The second transverse structure 31-2 is disposed at a rear ofthe second wheel arch assembly 21-1. The second transverse structure 31 -2 comprises a second front face 33-2 which is forward-facing. The second front face 33-2 forms a rear portion of the second wheel arch assembly 21 -2. The second front face 33-2 may be oriented at an oblique angle, for example 60°, relative to the longitudinal axis X of the vehicle 1. The second front face 33-2 in the present embodiment is planar and oriented at an oblique angle of approximately 60° to the longitudinal vertical plane XZ. As shown schematically in Figure 2, the vehicle body assembly 3 comprises a traction battery frame 35 for the traction battery 10. The traction battery frame 35 extends around a periphery of the traction battery 10. The traction battery frame 35 is disposed in the floor section 9 of the vehicle body assembly 3 beneath the cabin 7. The traction battery frame 35 is a structural assembly configured to protect the traction battery 10. Upper and lower closure panels (not shown) are mounted to the traction battery frame 35 to enclose the traction battery 10. The traction battery frame 35 comprises first and second side frame members 37-1 , 37-2, a front frame member 39 and a rear frame member 41. The first and second side frame members 37-1 , 37-2 are disposed inboard of the first and second side sills 15-1 , 15-2 on the left- and right-hand sides of the vehicle body assembly 3. The front frame member 39 extends in a transverse direction behind the front firewall 14. The front frame member 39 is connected to the first and second side frame members 37-1 , 37-2 by a first front bracket 43-1 and a second front bracket (not shown) disposed on the left- and right-hand sides respectively. The first and second front brackets 43-1 are fastened to the first and second side frame members 37-1 , 37-2, for example using mechanical fasteners (not shown). The first and second front brackets 43-1 are formed of metal, such as aluminium. In the present embodiment, the first and second front brackets 43-1 are cast and machined components.

[0053] In the event of a frontal impact, one or both of the first and second front wheels W1 , W2 may be displaced in a rearward direction relative to the vehicle body assembly 3. The frontal impact may be a partial (small) frontal overlap impact in which the impact occurs outboard of the first and second front longitudinal supports 19-1 , 19-2 of the vehicle 1 . The impact forces may be transmitted into the first or second front wheel W1 , W2 on the affected side of the vehicle 1 . As shown schematically in Figure 2, the vehicle body assembly 3 comprises first and second wheel deflectors 51-1 , 51-2 to control the movement of the first and second front wheels W1 , W2 in the event of a collision. The first and second wheel deflectors 51-1 , 51-2 are disposed on the left- and righthand sides of the vehicle body 5 respectively. The first and second wheel deflectors 51-1 , 51 -2 are configured to control the movement of the first and second front wheels W1 , W2 relative to the vehicle body 5 during a collision. As described herein, the first and second wheel deflectors 51-1 , 51 -2 are fixedly mounted to the vehicle body 5. In the event of a frontal impact, the first and second wheel deflectors 51-1 , 51-2 may help to control the transmittal of the collision force(s).

[0054] The first and second wheel deflectors 51-1 , 51 -2 have like configurations but are a mirror image of each other (i.e. mirror symmetrical). The first and second wheel deflectors 51-1 , 51 -2 have like mounting arrangement on the left- and right-hand sides of the vehicle body 5 respectively. For the sake of brevity, the first wheel deflector 51 -1 and the mounting configuration thereof on the left-hand side of the vehicle body 5 will be described herein with particular reference to Figures 4 and 5. It will be understood that the second wheel deflector 51 -2 has a like configuration and a like mounting configuration on the right-hand side of the vehicle body 5.

[0055] The first wheel deflector 51 -1 is disposed between the first front longitudinal support 19-1 and the first side sill 15-1. The first wheel deflector 51-1 is located outboard of the first front longitudinal support 19-1 and at least partially overlaps the first transverse structure 31-1 . The first wheel deflector 51-1 is located inboard of the first side sill 15-1. In the present embodiment, at least a portion of the first wheel deflector 51-1 is disposed in front of the first front end 17A of the first side sill 15-1 . The first wheel deflector 51-1 is in the form of a plate member in the present embodiment. The first wheel deflector 51-1 is fixedly mounted to the vehicle body assembly 3. The first wheel deflector 51-1 is mounted at a vertical height H2 which is less than or equal to the height H1 of the first central rotational axis R1 of the first front wheel W1 . A plurality of mechanical fasteners are used to fasten the first wheel deflector 51 -1 to the vehicle body assembly 3. As shown in Figure 4, the first wheel deflector 51 -1 is fastened to each of the following: the first front longitudinal support 19-1 , the first transverse structure 31 -1 and the traction battery frame 35. In the present embodiment, the first wheel deflector 51-1 is fastened to the first front bracket 43-1 of the traction battery frame 35, but other mounting locations are contemplated. The first front bracket 43-1 comprises a first mounting flange 55-1 for mounting the first wheel deflector 51 -1 . The first wheel deflector 51 -1 and the first front bracket 43-1 have cooperating faces configured to engage each other if the first wheel deflector 51-1 is displaced in a rearward direction. In a variant, the first wheel deflector 51 -1 may be formed integrally with the first front bracket 43-1 , for example as a casting or a machined part having a unitary structure.

[0056] The first wheel deflector 51-1 comprises a wheel engagement section 53-1 for engaging the first front wheel W1. During normal use, the first wheel deflector 51-1 is spaced apart from the first front wheel W1. The first wheel deflector 51 -1 does not impinge or restrict rotation or steering of the first front wheel W1 . As described herein, the first front wheel W1 may be displaced in a rearward direction relative to the vehicle body assembly 3 during a frontal impact. This rearward displacement may cause the first front wheel W1 to engage the wheel engagement section 53-1 of the first wheel deflector 51 -1 The wheel engagement section 53-1 is configured to control the movement of the first front wheel W1 during the frontal impact. The wheel engagement section 53-1 comprises a leading edge 57-1 ofthe first wheel deflector 51-1 . The leading edge 57-1 is disposed at the front of the first wheel deflector 51-1. At least an oblique section 57-1A of the leading edge 57-1 is oriented at a first angle 01 relative to the longitudinal axis X. In the present embodiment, the leading edge 57-1 comprises or consists of an oblique section 57-1 A which is oriented at an oblique angle relative to the longitudinal axis X. In the present embodiment, the oblique section 57-1A is oriented at the first angle 01 of approximately 60° relative to the longitudinal axis X. The first angle 01 may be less than or greaterthan 60°. The oblique section 57-1 A projects forwards of an adjacent section of the first front face 33-1 ofthe first transverse structure 31 -1 . Thus, the oblique section 57-1 A projects in front of a proximal section of the first transverse structure 31-1 .

[0057] The wheel engagement section 53-1 comprises at least one pivot section to induce the pivoting motion of the first front wheel W1. In the present embodiment, the wheel engagement section 53-1 comprises a first pivot section 60-1 and a second pivot section 59-1. The first pivot section 60-1 is disposed inboard of the second pivot section 59-1 (i.e. closer to a centreline of the vehicle). The first pivot section 60-1 is referred to herein as the inboard pivot section 60-1 ; and the second pivot section 59-1 is referred to herein as the outboard pivot section 59-1. As shown in Figure 5, the wheel engagement section 53-1 comprises a transverse section 57- 1 B disposed inboard of the oblique section 57-1 A. The transverse section 57-1 B extends substantially perpendicular to the longitudinal axis X ofthe vehicle body assembly 3. In a variant, the transverse section 57- 1 B may extend at an oblique angle.

[0058] The inboard pivot section 60-1 comprises an inboard corner 62-1 formed at a junction ofthe transverse section 57-1 B and the oblique section 57-1 A. The inboard corner 62-1 is a radiused corner, for example having a radius greater than 5mm or 10mm. The inboard corner 62-1 has an included angle 03 (defined between the oblique section 57-1 A and the transverse section 57-1 B) of approximately 135°. The third included angle 03 may be in the range 100° to 160°, for example. The outboard pivot section 59-1 is disposed outboard of the first front longitudinal support 19-1 and inboard of an inner wall of the first side sill 15-1. Furthermore, as shown in Figure 4, the outboard pivot section 59-1 is disposed forward of the first front end 17A of the first side sill 15-1 . The outboard pivot section 59-1 comprises a first corner 61-1 formed in an outboard position. In the present embodiment, the first corner 61-1 is formed at an outboard end of the wheel engagement section 53-1. The first corner 61 -1 is formed at the junction of the oblique section 57-1 A and a first return section 63-1. The first corner 61-1 is a radiused corner, forexample having a radius greaterthan or equal to 5mm or 10mm. The first corner 61-1 has an included angle 02 (defined between the oblique section 57-1 A and the first return section 63-1) of approximately 90°. The included angle 02 may be less than 90° or may be greater than 90°. The included angle 02 may be in the range 60° to 120°, for example

[0059] During a collision, the wheel engagement section 53-1 of the first wheel deflector 51-1 is configured to engage the first front wheel W1 as it is displaced rearwardly. The wheel engagement section 53-1 is configured to deflect the wheel away from the first transverse structure 31-1 , for example by deflecting the first front wheel W1 outwardly towards or past the first side sill 15-1 . This may reduce or prevent penetration of the first front wheel W1 into the first transverse structure 31 -1 . This may help to reduce or prevent the first front wheel W1 impinging on the traction battery frame 35, thereby avoiding or reducing damage to the traction battery 10

[0060] Alternatively, or in addition, the first wheel deflector 51-1 may promote a pivoting motion of the first front wheel W1 during the collision. In particular, the first wheel deflector 51-1 may promote a pivoting motion of the first front wheel W1 about a vertical axis. The movement of the first front wheel W1 during a partial overlap frontal impact is illustrated in Figures 6A to 6E; and Figures 7A and 7B. As described herein, the first front wheel W1 comprises a first hub H1 and a first tyre T1 (the first tyre T1 is omitted from Figures 6A to 6E for clarity). The frontal impact in the present scenario involves a collision with a stationary object O, such as a barrier. The object O is offset from a longitudinal centreline of the vehicle 1 and the collision comprises a partial frontal overlap. The object O is outboard of the first front longitudinal support 19-1 . An initial stage of the frontal impact is illustrated in Figures 6A. The object O is disposed in front of the first front wheel W1 offset from the first front longitudinal support 19-1. The vehicle 1 advances and the object O contacts the first front wheel W1 , as shown in Figure 6B. The impact displaces the first front wheel W1 in a rearward direction relative to the vehicle body assembly 3. The movement of the first front wheel W1 comprises a rotational component as the first front wheel W1 pivots about a vertical axis Z causing a rear section of the first front wheel W1 to be displaced inwardly towards the first transverse structure 31 -1 . The first front wheel W1 is displaced into contact with the first wheel deflector 51-1 , as shown in Figure 6C. The first front wheel W1 engages the wheel engagement section 53-1 of the first wheel deflector 51-1 . The first wheel deflector 51-1 may resist or prevent impingement of the first front wheel W1 into the first transverse structure 31-1 . Furthermore, at least one of the inboard pivot section 60-1 and the outboard pivot section 59-1 of the first wheel deflector 51 -1 may function as a pivot centre about which the first front wheel W1 rotates. Depending on the trajectory, the first front wheel W1 may engage the first wheel deflector 51 -1 and initially rotate about the inboard pivot section 60-1. The continued forward motion of the vehicle 1 may cause the first front wheel W1 to rotate about the outboard pivot section 59-1 . As shown in Figure 6D, an outer face of the first front wheel W1 may engage the first front end 17A of the first side sill 15-1 , promoting continued rotation of the first front wheel W1. As shown in Figures 6D and 6E, the continued pivoting motion of the first front wheel W1 may result in the first front wheel W1 being ejected out of from the first wheel arch to a side of the vehicle 1 . The first wheel deflector 51 -1 may thereby reduce or prevent the first front wheel W1 impinging on the traction battery 10. By controlling the movement of the first front wheel W1 , the first wheel deflector 51 -1 may also help to dissipate the energy from the frontal impact.

[0061] Figure 7A shows a schematic representation of a trajectory WT1 of the first front wheel W1 during a collision comprising a frontal impact. The frontal impact is a partial frontal overlap impact in which the object O is outboard of the first front longitudinal support 19-1 . The trajectory WT1 represents the path followed during the initial stages of the collision (for example represented in Figures 6A to 6C) as the first front wheel W1 is displaced rearwardly towards the first wheel deflector 51 -1 . Figure 7B shows a schematic representation of a load path for transmittal of the impact (collision) forces from the first front wheel W1 into the traction battery frame 35. In the illustrated example, the first front wheel W1 contacts the oblique section 57-1A of the leading edge 57-1 of the first wheel deflector 51-1 . A first arrow A1 illustrates a contact point of the first front wheel W1 on the first wheel deflector 51-1 The first wheel deflector 51 -1 in this example is displaced rearwardly and contacts the traction battery frame 35. At least some of the collision loads are thereby transmitted into the traction battery frame 35. Second and third arrows A2, A3 represent contact points between the first wheel deflector 51 -1 and the traction battery frame 35.

[0062] It will be understood that the second wheel deflector 51 -2 would function in an equivalent manner to deflect the second front wheel W2 in the event of a frontal impact on the right-hand side of the vehicle 1 .

[0063] The first front wheel W1 has been described as engaging the first wheel deflector 51-1 . It will be understood that the first tyre T1 and / or the first hub H1 of the first front wheel W1 may engage the first wheel deflector 51- 1.

[0064] A wheel deflector 51 in accordance with a further embodiment of the present invention is shown in Figures 8A, 8B and 8C. The wheel deflector 51 is a second wheel deflector 51-2 for positioning on the right-hand side of the vehicle 1. A first wheel deflector 51-1 having a like configuration, albeit mirror symmetrical about the longitudinal axis X, would be provided for positioning on the left-hand side of the vehicle 1 . The second wheel deflector 51 -2 is a variant of the embodiment described above. For the sake of expediency, the description herein focuses on the differences over the above embodiment. Like reference numerals are used for like components.

[0065] The second wheel deflector 51 -2 has a one-piece (unitary) construction, for example in the form of a single component. The second wheel deflector 51-2 may, for example, be cast or machined from a metal. Other fabrication techniques and / or materials may be used to form the second wheel deflector 51 -2. Figures 8A, 8B and 8C include approximate dimensions and angles of the second wheel deflector 51 -2 for illustrative purposes only. For example, the second wheel deflector 51 -2 has a width of approximately 190mm in the transverse direction Y; and a length of approximately 130mm in the longitudinal direction X. It will be understood that the wheel deflector 51 according to the present invention is not limited to the indicated dimensions and angles.

[0066] The second wheel deflector 51 -2 comprises a wheel engagement section 53-2 for engaging the front wheel W2. The wheel engagement section 53-2 is formed along a front (leading) edge of the second wheel deflector 51 -2. During normal use, the second wheel deflector 51-2 is spaced apart from the front wheel W2. The second wheel deflector 51-2 does not impinge or restrict rotation or steering of the front wheel W2. As described herein, the front wheel W2 may be displaced in a rearward direction relative to the vehicle body assembly 3 during a frontal impact. This rearward displacement may cause the front wheel W2 to engage the wheel engagement section 53-2 of the second wheel deflector 51-2. The wheel engagement section 53-2 is configured to control the movement of the front wheel W2 during the frontal impact. The wheel engagement section 53-2 comprises a leading edge 57-2 of the second wheel deflector 51-2. The leading edge 57-2 is disposed at the front of the second wheel deflector 51-2. At least a first oblique section 57-2A of the leading edge 57-2 is oriented at a first angle 01 relative to the longitudinal axis X. In the present embodiment, the leading edge 57-2 comprises or consists of a first oblique section 57-2A which is oriented at an oblique angle relative to the longitudinal axis X. In the present embodiment, the first oblique section 57-2A is oriented at a first angle 01 of approximately 52° relative to the longitudinal axis X. The first angle 01 may be less than or greater than 52°. The first angle 91 may, for example, be in the range 40° to 80°. The first oblique section 57- 2A projects forwards of an adjacent section of a front face 33-2 of the transverse structure 31 -2. The front face 33-2 is represented by a dashed line in Figure 8A to illustrate the relative positioning of the second wheel deflector 51 -2.

[0067] The wheel engagement section 53-2 comprises at least one pivot section to induce the pivoting motion of the front wheel W2 In the present embodiment, the wheel engagement section 53-2 comprises a first pivot section 60-2 and a second pivot section 59-2. The first pivot section 60-2 is disposed inboard of the second pivot section 59-2 (i.e. closer to a centreline of the vehicle). The first pivot section 60-2 is referred to herein as the inboard pivot section 60-2; and the second pivot section 59-2 is referred to herein as the outboard pivot section 59-2. As shown in Figure 8A, the wheel engagement section 53-2 comprises a transverse section 57-2B disposed inboard of the oblique section 57-2A. The transverse section 57-2B extends substantially perpendicular to the to the longitudinal axis X. In a variant, the transverse section 57-2B may project forwards towards the front of the vehicle, for example at an angle relative to the to the longitudinal axis X greater than 90°.

[0068] The inboard pivot section 60-2 comprises an inboard corner 62-2 formed at a junction ofthe transverse section 57-2B and the oblique section 57-2A. The inboard corner 62-2 is a radiused corner, for example having a radius greater than 5mm or 10mm. The inboard corner 62-2 has an included angle 03 (defined between the first oblique section 57-2A and the transverse section 57-2B) of approximately 141 °. The third included angle 03 may be less than or greater than 141 °. The third included angle 03 may be in the range 100° to 160°. The inboard pivot section 60-2 has a thickness (along the vertical axis Z) of approximately 26mm in the present embodiment.

[0069] The outboard pivot section 59-2 is disposed outboard of the front longitudinal support 19-2 and inboard of an inner wall of the side sill 15-2. The outboard pivot section 59-2 comprises a first corner 61 -2 formed in an outboard position. In the present embodiment, the first corner 61-2 is formed at an outboard end ofthe wheel engagement section 53-2. The first corner 61-2 is formed at the junction of the first oblique section 57-2A and a first return section 63-2. The first corner 61-2 is a radiused corner, for example having a radius greater than 5mm or 10mm. The first corner 61 -2 has an included angle 02 (defined between the first oblique section 57- 2A and the first return section 63-2) of approximately 97°. The included angle 92 may be less than or greater than 97° The included angle 02 may be in the range 60° to 120°, for example. The outboard pivot section 59- 2 has a thickness (along the vertical axis Z) of approximately 26mm in the present embodiment. A mounting lug 73 is provided for mounting the second wheel deflector 51 -2. The mounting lug 73 is aligned with the inboard pivot section 50-2 in a longitudinal direction (parallel to the longitudinal axis X). This arrangement helps to reinforce the second wheel deflector 51 -2, for example to transmit collision loads applied to the inboard pivot section 60-2 into the vehicle structure. The mounting lug 73 has an increased thickness (compared to the inboard pivot section 60-2 and the outboard pivot section 59-2). In the present embodiment, the mounting lug 73 has a thickness (along the vertical axis Z) of 70mm.

[0070] As shown most clearly in Figures 8B and 8C, the second wheel deflector 51-2 comprises a protuberance 71 . The protuberance 71 and the mounting lug 73 are offset from each other along the longitudinal axis X. In the present embodiment, the protuberance 71 is formed integrally with a mounting lug 73. The protuberance 71 may help to reinforce the mounting lug 73. The protuberance 71 and the adjacent vehicle structure may have complementary profiles. The protuberance 71 may provide an additional load path for transmitting collision loads. The protuberance 71 comprises a rear face 75 which, in use, is oriented towards a rear of the vehicle 1 . The rear face 75 is spaced apart from a corresponding feature of the vehicle structure, such as the traction battery frame 35 (not shown) . The rear face 75 is oriented at an acute angle relative to the longitudinal axis X Alternatively, or in addition, the rear face 75 may be oriented at an oblique angle relative to a horizontal (XY) plane The rear face 75 in the present embodiment is configured to face downwardly towards the rear of the vehicle 1 when the second wheel deflector 51-2 is installed. In the present embodiment, the rear face 75 extends at an angle of approximately 35.5° relative to the longitudinal axis X but may be extend at larger or smaller angles. The rear face 75 is oriented at an oblique angle of approximately 96° relative to the horizontal (XY) plane but may be extend at larger or smaller angles.

[0071] It will be understood that the first wheel deflector 51-1 would function in an equivalent manner to deflect the first front wheel W1 in the event of a frontal impact on the right-hand side of the vehicle 1 .

[0072] It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

[0073] The wheel deflector 51-1. 51 -2 in each of the above embodiments comprises first and second pivot sections

[0074] 59-1 , 59-2; 60-1 , 60-2 in the form of the outboard pivot section 59-1 , 59-2 and the inboard pivot section 60-1 ,

[0075] 60-2. It will be understood that the one of the first and second pivot sections 59-1 , 59-2; 60-1 , 60-2 may be omitted. For example, the or each wheel deflector 51 -2 may comprise either the outboard pivot section 59-1 , 59-2 or the inboard pivot section 60-1 , 60-2.

Claims

CLAIMS1 . A vehicle body assembly for a vehicle, the vehicle body assembly comprising: a front longitudinal support; a side sill; a transverse structure connecting the front longitudinal support to the side sill; and awheel deflector disposed between the front longitudinal support and the side sill; the wheel deflector being fixedly mounted to the vehicle body assembly and having a wheel engagement section for engaging a wheel displaced rearwardly during a frontal impact.

2. A vehicle body assembly as claimed in claim 1 , wherein the wheel engagement section comprises at least one pivot section profiled to induce a pivoting motion of the wheel during the frontal impact, the at least one pivot section being disposed between the front longitudinal support and the side sill.

3. A vehicle body assembly as claimed in claim 2, wherein the at least one pivot section comprises a corner formed at an end of the wheel engagement section wherein the corner comprises an included angle in the range 60 to 120 degrees4. A vehicle body assembly as claimed in claims 2 or 3, wherein the pivot section is disposed forwards of a front of the side sill.

5. A vehicle body assembly as claimed in any one of the preceding claims, wherein the wheel engagement section comprises a leading edge of the wheel deflector, the leading edge being oriented at an oblique angle.

6. A vehicle body assembly as claimed in any one of the preceding claims, wherein the transverse structure comprises a front face, the wheel engagement section projecting forwards of an adjacent area of the front face.

7. A vehicle body assembly as claimed in any one of the preceding claims, wherein the transverse structure is connected to a first end of the side sill; the wheel engagement section of the wheel deflector being disposed in front of the first end of the side sill.

8. A vehicle body assembly as claimed in any one of the preceding claims, wherein the wheel deflector is disposed inboard of the side sill.

9. A vehicle body assembly as claimed in any one of the preceding claims, wherein the wheel deflector is disposed at a vertical height which is less than or equal to a height of a central axis of the wheel.

10. A vehicle body assembly as claimed in any one of the preceding claims, wherein the wheel deflector is fastened to at least one of the front longitudinal support and the transverse structure.

11. A vehicle body assembly as claimed in any one of the preceding claims comprising a traction battery frame, wherein the wheel deflector is fastened to the traction battery frame or the wheel deflector is formed integrally with the traction battery frame.

12. A vehicle body assembly as claimed in any one of the preceding claims, wherein the wheel deflector is in the form of a wheel deflector plate.

13. A vehicle body assembly as claimed in any one of the preceding claims, wherein the wheel deflector extends horizontally.

14. A vehicle comprising a vehicle body assembly as claimed in any one of the preceding claims.

15. A wheel deflector for mounting to a vehicle body assembly, the wheel deflector comprising: a wheel engagement section for engaging a wheel displaced rearwardly during a frontal impact; wherein the wheel engagement section comprises at least one of the following: at least one pivot section profiled to induce a pivoting motion of the wheel during the frontal impact; and a leading edge which, in use, is orientation at an oblique angle to a longitudinal axis X of the vehicle body assembly

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