Vehicle crash structure

Abstract

Aspects of the present invention relate to a vehicle crash structure (200) including a longitudinal energy absorption member (202), a load bearing element (204) including a first connecting portion (224) and a second connecting portion (226), and a traction battery mounting frame (210) configured to house a traction battery within a vehicle (100). The traction battery mounting frame (210) includes a load bearing portion (278). The first connecting portion (224) of the load bearing element (204) is coupled to the longitudinal energy absorption member (202) and the second connecting portion (226) of the load bearing element (204) is coupled to the load bearing portion (278) of the traction battery mounting frame (210). The load bearing element (204) and the load bearing portion (278) of the traction battery mounting frame (210) together define a load path (298) configured to dissipate energy in the event of an impact.

Description

[0001] VEHICLE CRASH STRUCTURE

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a vehicle crash structure. Aspects of the invention relate to a vehicle crash structure, to a vehicle body structure, and to a vehicle.

[0004] BACKGROUND

[0005] It is known to provide vehicles with crash structures to manage energy during an impact. These structures conventionally rely on dedicated longitudinal energy absorption members, which are usually coupled to a cross member of the vehicle body to dissipate impact forces. In the context of electric vehicles, the large traction battery must be protected, and so conventional crash structures direct load away from or around a traction battery mounting frame and thereby the traction battery. A disadvantage of these conventional crash structures is that they occupy valuable packaging space, particularly in the front and rear crush zone, which could otherwise be utilised for larger batteries or other powertrain components. Furthermore, designing these crash structures as separate, single-function systems adds to the overall vehicle weight, complexity, and cost.

[0006] It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

[0007] SUMMARY OF THE INVENTION

[0008] Aspects and embodiments of the invention provide a vehicle crash structure, a vehicle body structure, and a vehicle as claimed in the appended claims.

[0009] According to an aspect of the present invention, there is provided a vehicle crash structure including a load bearing element and a traction battery mounting frame having a load bearing portion. The load bearing element is coupled to the load bearing portion of the traction battery mounting frame, such that the load bearing element and the load bearing portion together define a load path configured to dissipate energy in the event of an impact. Advantageously, by utilising the traction battery mounting frame as part of the load path configured to dissipate energy in the event of an impact, space above a traction battery mounting frame can be freed up (since a separate crush structure may not be necessary), allowing for the integration of a larger, more powerful battery for the vehicle. Additionally, the vehicle crash structure is improved by utilising the existing traction battery mounting frame as part of the vehicle crash structure, thereby desirably reducing vehicle weight. The invention also enables loads resulting from an impact to be directed into the traction battery mounting frame and, advantageously, away from the occupant compartment or other key components positioned above the traction battery mounting frame.

[0010] According to another aspect of the invention, there is provided a vehicle crash structure including a longitudinal energy absorption member, a load bearing element having a first connecting portion and a second connecting portion and a traction battery mounting frame configured to house a traction battery within a vehicle. The traction battery mounting frame includes a load bearing portion. The first connecting portion of the load bearing element is coupled to the longitudinal energy absorption member and the second connecting portion of the load bearing element is coupled to the load bearing portion of the traction battery mounting frame. The load bearing element and the load bearing portion of the traction battery mounting frame together define a load path configured to dissipate energy in the event of an impact. Advantageously, by utilising the traction battery mounting frame as part of the load path configured to dissipate energy in the event of an impact, space above a traction battery mounting frame can be freed up allowing for the integration of a larger, more powerful battery for the vehicle. Additionally, the vehicle crash structure is improved by utilising the existing traction battery mounting frame as part of the vehicle crash structure, thereby reducing vehicle weight. The invention also enables loads resulting from an impact to be directed into the traction battery mounting frame and, advantageously, away from the occupant compartment or other key components positioned above the traction battery mounting frame.

[0011] In an embodiment, the first connecting portion of the load bearing element may be coupled to one end of the longitudinal energy absorption member. The first connecting portion may be, for example, at a first end of the load bearing element. The second connecting portion may be at an opposing second end of the load bearing element. Advantageously, load may be transferred from the longitudinal energy absorption memberto the second end of the load bearing element in the event of an impact.

[0012] In an embodiment, the second connecting portion of the load bearing element may be coupled to an uppersurface of the load bearing portion of the traction battery mounting frame, such that the load path is configured to direct impact forces from the load bearing element downwards to the load bearing portion of the traction battery mounting frame in the event of an impact. Advantageously, directing load downwards helps to avoid damage to vehicle components positioned above the traction battery mounting frame.

[0013] In an embodiment, the load bearing portion of the traction battery mounting frame may be configured to be coupled to a sill of the vehicle. Advantageously, by coupling the load bearing portion of the traction battery mounting frame to a sill of the vehicle, impact forces are efficiently distributed into the main body structure, thereby enhancing overall structural rigidity of the vehicle in which the vehicle crash structure is installed.

[0014] In an embodiment, the traction battery mounting frame may include a side wall. The load bearing portion of the traction battery mounting frame may form at least a part of the side wall. Advantageously, by forming the load bearing portion as part of the side wall, impact forces are directed down the side wall as part of the load path, enhancing the load-bearing capacity of the vehicle crash structure.

[0015] In an embodiment, the side wall of the traction battery mounting frame may include an elongate side member extending substantially parallel to a longitudinal axis of the vehicle. The load bearing portion of the traction battery mounting frame may extend between the second connecting portion of the load bearing element and an end of the elongate side member. Advantageously, by extending the load bearing portion between the load bearing element and the elongate side member, a rigid load path is formed from the longitudinal energy absorption member to the elongate side member of the traction battery mounting frame, thus helping to ensure the directing of impact forces towards a side of the vehicle and away from key vehicle components.

[0016] In an embodiment, the longitudinal energy absorption member may have a longitudinal energy absorption member stiffness and the load path defined by the load bearing element and the load bearing portion of the traction battery mounting frame may have a load path stiffness. The load path stiffness may be greater than the longitudinal energy absorption member stiffness. Advantageously, a more controlled and predictable vehicle crash structure is provided, wherein energy is first absorbed by deformation of the longitudinal energy absorption member, before remaining impact forces are transferred through the stiffer load path formed by the load bearing element and the load bearing portion of the traction battery mounting frame.

[0017] In an embodiment, the load bearing element may have a load bearing element stiffness and the load bearing portion of the traction battery mounting frame may have a traction battery mounting frame member stiffness. Each of the load bearing element stiffness and the traction battery mounting frame member stiffness may be greater than the longitudinal energy absorption member stiffness. Advantageously, a more controlled and predictable vehicle crash structure is provided, wherein energy is first absorbed by deformation of the longitudinal energy absorption member, before remaining impact forces are transferred through the stiffer load path formed by the load bearing element and the load bearing portion of the traction battery mounting frame.

[0018] In an embodiment, the load path stiffness may be the average of the load bearing element stiffness and the traction battery mounting frame member stiffness.

[0019] In an embodiment, the load bearing element stiffness may be different to the traction battery mounting frame member stiffness. Advantageously, this allows for the independent tuning of components to improve crash performance for different vehicle models or impact scenarios.

[0020] In an embodiment, the load bearing portion of the traction battery mounting frame may be a first load bearing portion and the traction battery mounting frame may include a second load bearing portion. The vehicle crash structure may further include a second longitudinal energy absorption member and a second load bearing element having a first connecting portion and a second connecting portion. The first connecting portion of the second load bearing element may be coupled to the second longitudinal energy absorption member and the second connecting portion of the second load bearing element may be coupled to the second load bearing portion of the traction battery mounting frame. The second load bearing element and the second load bearing portion of the traction battery mounting frame member may together define a second load path configured to dissipate energy in the event of an impact. Advantageously, by providing a second, symmetrical load path, the vehicle crash structure is able to dissipate more energy in the event of an impact.

[0021] In an embodiment, the first connecting portion of the second load bearing element may be coupled to one end of the second longitudinal energy absorption member. The first connecting portion may be, for example, at a first end of the second load bearing element. The second connecting portion may be at an opposing second end of the second load bearing element. Advantageously, the second load path mirrors the first load path on the opposite side of the vehicle for balanced energy dissipation across the width of the vehicle.

[0022] In an embodiment, the load path may be an upper load path, for example a first upper load path. In an embodiment, the second load path may be a second upper load path. Advantageously, the second load path mirrors the first load path on the opposite side of the vehicle for balanced energy dissipation across the width of the vehicle.

[0023] In an embodiment, the load path (e.g. the first upper load path) may extend along a first side of a vehicle within which the vehicle crash structure is provided and the second load path (e.g. the second upper load path) may extend along an opposing second side of a vehicle within which the vehicle crash structure is provided. Advantageously, the second load path mirrors the first load path on the opposite side of the vehicle for balanced energy dissipation across the width of the vehicle.

[0024] In an embodiment, the side wall may be a first side wall of the traction battery mounting frame. The traction battery mounting frame may include a second side wall, for example the first load bearing portion of the traction battery mounting frame may form at least a part of the first side wall of the traction battery mounting frame and the second load bearing portion of the traction battery mounting frame may form at least a part of the second side wall of the traction battery mounting frame. Advantageously, this provides a robust, mirrored structure on both sides of the battery frame, which contributes to balanced load distribution during an impact.

[0025] In an embodiment, the first side wall may extend in a direction that is parallel to a direction in which the second side wall extends. Advantageously, this provides a robust, mirrored structure on both sides of the battery frame, which contributes to balanced load distribution during an impact.

[0026] In an embodiment, the traction battery mounting frame may include a transverse memberwhich extends between the first side wall and the second side wall. In an embodiment, the transverse member extends between the first load bearing portion and the second load bearing portion of the traction battery mounting frame. In an embodiment, the transverse member defines an end wall of the traction battery mounting frame. Advantageously, the transverse member increases torsional rigidity of the traction battery mounting frame, further reinforcing the crash structure.

[0027] In an embodiment, the first load path may be configured to direct impact forces from the first load bearing element into the first load bearing portion of the traction battery mounting frame and towards a first side of the vehicle, and the second load path may be configured to direct impact forces from the second load bearing element into the second load bearing portion of the traction battery mounting frame and towards a second side of the vehicle. Advantageously, the vehicle crash structure offers balanced energy management on either side of a vehicle within which the vehicle crash structure is provided, thereby improving structural performance during both full and offset impact events. Additionally, impact forces are directed away from a vehicle’s longitudinal axis, or centreline and towards the sides of the vehicle, thereby reducing damage to internal components of the vehicle in the event of an impact.

[0028] In an embodiment, the load bearing element may include an inner bracing member configured to prevent inward deformation of the vehicle crash structure in the event of an impact. Advantageously, the provision of an inner bracing member reinforces the load path against inward collapse or buckling, thereby helping to maintain its structural integrity under complex, multi-axis impact forces and helping to ensure the desired directing of load is maintained by the load path.

[0029] In an embodiment, the or each load bearing portion of the traction battery mounting frame may be configured to be positioned forward or rearward of a dash panel plane of a vehicle within which the vehicle crash structure is provided. Advantageously, by positioning the load bearing portion of the traction battery mounting frame further forward or rearward in a vehicle provides room for larger traction battery mounting frames, and thus larger batteries.

[0030] According to yet another aspect of the invention, there is provided a vehicle body structure including the vehicle crash structure according to any preceding aspect of the invention, and a lower load structure. The lower load structure is coupled to the or each load bearing portion of the traction battery mounting frame. Advantageously, the lower load structure increases the total load-bearing capacity of the vehicle body structure.

[0031] In an embodiment, the load path of the vehicle crash structure may be an upper load path. The lower load structure may define a lower load path configured to dissipate energy in the event of an impact. Advantageously, the lower load structure increases the total load-bearing capacity of the vehicle body structure.

[0032] In an embodiment, the lower load structure may include a first lower load path and a second lower load path. In an embodiment, the first lower load path is configured for mounting on a first side of a vehicle within which the vehicle body structure is provided and the second lower load path is configured for mounting on an opposing second side of a vehicle within which the vehicle body structure is provided. Advantageously, by providing both the vehicle crash structure and the lower load structure, the performance of the vehicle body structure is improved across a wider range of impact scenarios.

[0033] In an embodiment, impact forces may be directed from the lower load structure via the lower load path, to the or each load bearing portion of the traction battery mounting frame, in the event of an impact. Advantageously, the traction battery mounting frame is configured to dissipate energy from both the upper load path and the lower load path in the event of an impact, thereby improving performance of the vehicle body structure across a wider range of impact scenarios.

[0034] According to a further aspect of the invention, there is provided a vehicle including the vehicle crash structure or the vehicle body structure as described above.

[0035] In an embodiment, the vehicle body structure may be provided at a front portion of the vehicle and / or at a rear portion of the vehicle. Advantageously, the vehicle body structure may be provided in the front and / or rear of a vehicle to protect components of the battery that are forward or rearward of the cabin space in the event of a front end impact and / or rear end impact.

[0036] 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. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0038] FIG. 1 illustrates a plan view of a vehicle according to an example of the invention;

[0039] FIG. 2A illustrates a perspective view of part of a vehicle crash structure according to an example of the invention; FIG. 2B illustrates another perspective view of the part of the vehicle crash structure of FIG. 2A.

[0040] FIG. 2C illustrates a plan view of a traction battery mounting frame according to an example of the invention;

[0041] FIG. 2D illustrates a perspective view of the traction battery mounting frame of FIG. 2C;

[0042] FIG. 2E illustrates a plan view of part of the traction battery mounting frame of FIG. 2D;

[0043] FIG. 3A illustrates a side view of a vehicle crash structure according to an example of the invention. FIG. 3B illustrates a bottom view of the vehicle crash structure of FIG. 3A.

[0044] DETAILED DESCRIPTION

[0045] A vehicle crash structure 200 in accordance with an embodiment of the present invention is described herein with reference to the accompanying FIG. 2A to FIG. 2E. A vehicle body structure 300 in accordance with an embodiment of the present invention is described herein with reference to the accompanying FIG. 3A and FIG. 3B. As shown in FIG. 1 , the vehicle body structure 300 is installed in a vehicle 100.

[0046] With reference to FIG. 1 , there is provided a vehicle 100 according to an embodiment of the invention. The vehicle 100 has a front portion 102, which faces in the direction of forward travel of the vehicle 100, a rear portion 104, which faces in the direction of rearward travel of the vehicle 100, a first (left) side 106 and a second (right) side 108. A cabin area 110 in which a driver of the vehicle 100 and any passengers may be seated is provided in a central portion of the vehicle 100. A longitudinal axis 112 of the vehicle 100 is defined to extend between the front portion 102 and the rear portion 104 of the vehicle 100. A transverse axis 114 of the vehicle 100 is defined to extend between the first (left) side 106 and the second (right) side 108 of the vehicle 100 (e.g. from driverto front row passenger sides). The vehicle 100 also includes sills 116 that run along each of the first (left) side 106 and the second (right) side 108 of the vehicle 100, parallel to the ground. The vehicle 100 also includes a cross member 118 that extends along a width of the vehicle 100 (i.e. between the first (left) side 106 and the second (right) side 108 of the vehicle 100) and defines a dash panel plane 120 of the vehicle 100.

[0047] The vehicle 100 is an electric vehicle, for example a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), or a hybrid electric vehicle (HEV), and so includes a traction battery (not shown).

[0048] The vehicle 100 includes a vehicle body structure 300 having a vehicle crash structure 200. The vehicle crash structure 200 includes a first longitudinal energy absorption member 202, a first load bearing element 204 a second longitudinal energy absorption member 206 and a second load bearing element 208 and a traction battery mounting frame 210. The first longitudinal energy absorption member 202 and the first load bearing element 204 are positioned toward the first (left) side 106 of the vehicle 100, and the second longitudinal energy absorption member 206 and the second load bearing element 208 are positioned toward the second (right) side 108 of the vehicle 100. A vehicle crash structure 200 in accordance with an embodiment of the invention will now be described with particular reference to FIG. 2A to FIG. 2D.

[0049] As shown in FIG. 2A, the vehicle crash structure 200 includes a first longitudinal energy absorption member 202 and a first load bearing element 204.

[0050] The first longitudinal energy absorption member 202 has an elongate structure with a longitudinal axis 212, a first end 214 and a second end 216. A length 218 of the first longitudinal energy absorption member 202 is defined between the first end 214 and the second end 216.

[0051] The first load bearing element 204 has a first end 220 and a second end 222. The first load bearing element 204 has a first connecting portion 224 positioned at the first end 220 and a second connecting portion 226 positioned toward the second end 222. A first portion 228 of the first load bearing element 204 extends from the first end 220 to a central angled portion 230 of the second first load bearing element 204 at a non-zero angle to the longitudinal axis 212 of the first longitudinal energy absorption member 202. A second portion 232 of the first load bearing element 204 extends from the central angled portion 230 to the second end 222 of the first load bearing element 204. The second portion 232 of the first load bearing element 204 extends in a direction that is parallel to the longitudinal axis 212 of the first longitudinal energy absorption member 202.

[0052] The first load bearing element 204 also includes an inner bracing member 234. The inner bracing member 234 may be an extruded member. The inner bracing member 234 has a first end 236 and a second end 238. The first end 236 of the inner bracing member 234 is attached to the first end 220 of the first load bearing element 204 by one or more fastener, or any other suitable connection means.

[0053] The inner bracing member 234 extends from the first end 220 of the first load bearing element 204 at a non-zero angle relative to the longitudinal axis 212 of the first longitudinal energy absorption member 202. The second end 238 of the inner bracing member 234 is coupled to a cross member 118 of the vehicle 100 in which the vehicle crash structure 200 is installed.

[0054] The first longitudinal energy absorption member 202 has a first longitudinal energy absorption member stiffness. The first load bearing element 204 has a first load bearing element stiffness. The first load bearing element stiffness is greater than the first longitudinal energy absorption member stiffness.

[0055] Referring now to FIG. 2B, the vehicle crash structure 200 also includes a second longitudinal energy absorption member 206 and a second load bearing element 208. The second longitudinal energy absorption member 206 is substantially the same as the first longitudinal energy absorption member 202 and the second load bearing element 208 is substantially the same as the second longitudinal energy absorption member 206 as described above with reference to FIG. 2A.

[0056] The second longitudinal energy absorption member 206 has a second longitudinal energy absorption member stiffness which corresponds to the first longitudinal energy absorption member stiffness of the first longitudinal energy absorption member 202. Similarly, the second load bearing element 208 has a second load bearing element stiffness which corresponds to the first load bearing element stiffness of the first load bearing element 204. The second load bearing element stiffness is greater than the second longitudinal energy absorption member stiffness.

[0057] The vehicle crash structure 200 has an outer end 240 and an inner end 242.

[0058] In embodiments of the invention for which the vehicle crash structure 200 is installed toward the front portion 102 of the vehicle 100 (i.e. forward of the cabin area 110), the outer end 240 of the vehicle crash structure 200 is oriented toward the front portion 102 of the vehicle 100 and the inner end 242 of the vehicle crash structure 200 is oriented toward the cabin area 110 of the vehicle 100.

[0059] In embodiments of the invention for which the vehicle crash structure 200 is installed toward the rear portion 104 of the vehicle 100 (i.e. rearward of the cabin area 110), the outer end 240 of the vehicle crash structure 200 is oriented toward the rear portion 104 of the vehicle 100 and the inner end 242 of the vehicle crash structure 200 is oriented toward the cabin area 110 of the vehicle 100.

[0060] The vehicle crash structure 200 includes a first side 244, which may extend along a first side of the vehicle 100 and a second side 246 which may extend along a second, opposing, side of the vehicle 100.

[0061] In embodiments of the invention for which the vehicle crash structure 200 is installed toward the front portion 102 of the vehicle 100 (i.e. forward of the cabin area 110), the first side 244, extends along the first (left) side 106 of the vehicle 100 and the second side 246, extends along the second (right) side 108 of the vehicle 100.

[0062] The first longitudinal energy absorption member 202 and the first load bearing element 204 are positioned on the first side 244 of the vehicle crash structure 200 and the second longitudinal energy absorption member 206 and the second load bearing element 208 are positioned on the second side 246 of the vehicle crash structure 200. Advantageously this symmetrical arrangement provides balanced impact protection across a width of a vehicle 100 within which the vehicle crash structure 200 is installed, helping to ensure predictable crushing in offset impact events, as well as in full-frontal and / or full-rear impact events.

[0063] When installed in a vehicle 100, the longitudinal axis 212 of each of the first longitudinal energy absorption member 202 and the second longitudinal energy absorption member 206 extend in directions that are substantially parallel to the longitudinal axis 112 of the vehicle 100.

[0064] A traction battery mounting frame 210 according to an example of the invention will be described with particular reference to FIG. 2C and FIG. 2D.

[0065] The traction battery mounting frame 210 is generally rectangular in shape having a first side wall 248, an opposing second side wall 250, a first end wall 252 and an opposing second end wall 254. The first side wall 248 and the second side wall 250 extend in directions parallel to one another. The first end wall 252 and the second end wall 254 extend in directions parallel to one another. Each of the first side wall 248 and the second side wall 250 extend in directions perpendicular to the first end wall 252 and the second end wall 254. The first side wall 248, the second side wall 250, the first end wall 252 and the second end wall 254 thus form a generally rectangular perimeter 256. The perimeter 256 circumscribes a cavity 258 configured to house a traction battery (not shown).

[0066] The traction battery mounting frame 210 has a longitudinal axis 260. That is, the longitudinal axis 260 extends from the first end wall 252 to the second end wall 254 of the traction battery mounting frame 210. The first side wall 248 and the second side wall 250 extend in directions that are generally parallel to the longitudinal axis 260. The first end wall 252 and the second end wall 254 extend in directions that are generally transverse to the longitudinal axis 260.

[0067] The traction battery mounting frame 210 includes a first corner portion 262 positioned between the first side wall 248 and the first end wall 252. The traction battery mounting frame 210 includes a second corner portion 264 positioned between the second side wall 250 and the first end wall 252. The first corner portion 262 extends outward to meet the first side wall 248, that is extends away from the longitudinal axis 260 of the traction battery mounting frame 210. The second corner portion 264 extends outward to meet the second side wall 250, that is extends away from the longitudinal axis 260 of the traction battery mounting frame 210. The first end wall 252 is thus shorter that the second end wall 254.

[0068] In the described examples, the first end wall 252 is provided at a front portion 266 of the traction battery mounting frame 210 and the second end wall 254 is provided at a rear portion 268 of the traction battery mounting frame 210.

[0069] The traction battery mounting frame 210 includes a plurality of frame members that define the perimeter 256. The plurality of frame members include a first elongate side member 270 and an opposing second elongate side member 272, a first transverse member 274 and an opposing second transverse member 276, a first load bearing portion 278 and a second load bearing portion 280.

[0070] More specifically, the first elongate side member 270 and a part of the first load bearing portion 278 form the first side wall 248. Similarly, the second elongate side member 272 and a part of the second load bearing portion 280 form the second side wall 250. The first transverse member 274 forms the first end wall 252 and the second transverse member 276 forms the second end wall 254. The first load bearing portion 278 and the second load bearing portion 280 are positioned at the first corner portion 262 and the second corner portion 264 of the traction battery mounting frame 210, respectively.

[0071] Each of the frame members of the traction battery mounting frame 210 have a traction battery mounting frame member stiffness. The traction battery mounting frame member stiffness is greater than the first longitudinal energy absorption member stiffness and the second longitudinal energy absorption member stiffness. In particular the first load bearing portion 278 and the second load bearing portion 280 have a traction battery mounting frame member stiffness greater than the first longitudinal energy absorption member stiffness and the second longitudinal energy absorption member stiffness.

[0072] A load bearing portion, in particular, the first load bearing portion 278 of the traction battery mounting frame 210 shown in FIG. 2C and FIG. 2D, will now be described in more detail with reference to FIG. 2E. The first load bearing portion 278 includes an upper surface 284 and an opposing lower surface (not shown), as well as a first portion 286, a second portion 288 and a connecting portion 282. The connecting portion 282 extends upwardly from the upper surface 284 of the first load bearing portion 278. The second portion 288 extends from the first portion 286 and is configured to be coupled to a sill 116 of a vehicle 100 in which the traction battery mounting frame 210 is installed in, such that the second portion 288 extends in a direction parallel to the sill 116 of the vehicle 100.

[0073] The first portion 286 of the first load bearing portion 278 includes a first end 290 and a second end 291 , and a first portion lengthwise axis 292 generally extending between the first end 290 and the second end 291 of the first portion 286.

[0074] The second portion 288 of the first load bearing portion 278 includes a first end 293, a second end 294 and a second portion lengthwise axis 295 generally extending between the first end 293 and the second end 294 of the second portion 288.

[0075] The second portion 288 extends from the second end 291 of the first portion 286 in a direction that is parallel to the sill 116 of the vehicle 100. In other words, the second portion 288 extends from the first portion 286 in a direction that is parallel to the longitudinal axis 260 of the traction battery mounting frame 210 as shown in FIG. 2C and FIG. 2D.

[0076] The first portion 286 is angularly disposed with respect to the second portion 288, that is, the first portion lengthwise axis 292 meets the second portion lengthwise axis 295 at an angle 296. The angle 296 may be from 110 degrees to 160 degrees. In the example shown in FIG. 2C to FIG. 2E, the angle 296 is approximately 135 degrees.

[0077] In use, the first end 290 of the first portion 286 is configured to be coupled to the first transverse member 274 of the traction battery mounting frame 210. In use, the second end 294 of the second portion 288 is configured to be coupled to the first elongate side member 270 of the traction battery mounting frame 210. The second portion 288 also includes a receiving aperture 297, for example a threaded hole, configured to receive a fastener for coupling the second portion 288 to the sill 116, in use.

[0078] A vehicle body structure 300 in accordance with an embodiment of the invention is shown in FIG. 3A and FIG. 3B. The vehicle body structure 300 includes the vehicle crash structure 200 as described above with reference to FIG. 2A and FIG. 2B and a traction battery mounting frame 210 as described above with reference to FIG. 2C to FIG. 2E. The vehicle body structure 300 also includes a lower load structure 302 defining a lower load path 304 configured to further dissipate energy in the event of an impact.

[0079] As shown in FIG. 3A, the first connecting portion 224 of the first load bearing element 204 is coupled to the first longitudinal energy absorption member 202 and the second connecting portion 226 of the first load bearing element 204 is coupled to the connecting portion 282 of the first load bearing portion 278 of the traction battery mounting frame 210. A similar arrangement (not shown) couples a first connecting portion of the second load bearing element 208 to the second longitudinal energy absorption member 206 and a second connecting portion of the second load bearing element 208 to a corresponding connecting portion 282 of the second load bearing portion 280 of the traction battery mounting frame 210 on an opposing side of the vehicle body structure 300.

[0080] In the event of an impact, for example a head-on impact or a rear-on impact, load is directed down the length 218 of the first longitudinal energy absorption member 202. Since the first longitudinal energy absorption member stiffness of the first longitudinal energy absorption member 202 is less than the first load bearing element stiffness of the first load bearing element 204, the first longitudinal energy absorption member 202 almost fully compresses before deformation of the first load bearing element 204 occurs.

[0081] At least a portion of the load that reaches the first load bearing element 204 is directed downwards into the traction battery mounting frame 210. In particular, at least a portion of the load is directed to the first load bearing portion 278 of the traction battery mounting frame 210 from the first load bearing element 204 via the connecting portion 282 of the first load bearing portion 278.

[0082] Since the first longitudinal energy absorption member stiffness of the first longitudinal energy absorption member 202 is less than the traction battery mounting frame member stiffness of the first load bearing portion 278, the first longitudinal energy absorption member 202 almost fully compresses before deformation of the first load bearing portion 278 occurs.

[0083] The first load bearing element 204 and the first load bearing portion 278 of the traction battery mounting frame 210 together define a first load path 298 configured to dissipate energy in the event of an impact. The first load path 298 is then directed by the first load bearing portion 278 towards the first elongate side member 270 of the traction battery mounting frame 210 as well as the sills 116 of the vehicle 100 in which the vehicle body structure 300 is installed.

[0084] In other words, the first load bearing element 204 and the first load bearing portion 278 together define a first load path 298 from the first connecting portion 224 of the first load bearing element 204 to the second end 294 of the first load bearing portion 278. The first load path 298 is configured to direct impact forces from the first load bearing element 204 downwards to the first load bearing portion 278 of the traction battery mounting frame 210 in the event of an impact. Advantageously, by directing load downwards into the traction battery mounting frame 210, load can be more efficiently dissipated and managed by the vehicle body structure 300 as well as avoiding unnecessary damage to vehicle components positioned above the traction battery mounting frame 210 in the event of an impact.

[0085] The first load path 298 defined by the first load bearing element 204 and the first load bearing portion 278 has a load path stiffness. The load path stiffness is greaterthan the first longitudinal energy absorption member stiffness The load path stiffness is the average (for example, the mean) of the first load bearing element stiffness and the traction battery mounting frame member stiffness. Similarly, a mirrored arrangement for the second longitudinal energy absorption member 206, the second load bearing element 208 and the second load bearing portion 280 is positioned on the other side of the vehicle body structure 300. The second load bearing element 208 and the second load bearing portion 280 of the traction battery mounting frame 210 together define a second load path (not shown) configured to dissipate energy in the event of an impact. The second load path is then directed by the second load bearing portion 280 towards the second elongate side member 272 of the traction battery mounting frame 210 as well as the sills 116 of the vehicle 100 in which the vehicle body structure 300 is installed.

[0086] In other words, the second load bearing element 208 and the second load bearing portion 280 together define a second load path from the first connecting portion of the second load bearing element 208 to the second end of the second load bearing portion 280. The second load path is configured to direct impact forces from the second load bearing element 208 downwards to the second load bearing portion 280 of the traction battery mounting frame 210 in the event of an impact. Advantageously, by directing load downwards into the traction battery mounting frame 210, load can be more efficiently dissipated and managed by the vehicle body structure 300 as well as avoiding unnecessary damage to vehicle components positioned above the traction battery mounting frame 210 in the event of an impact.

[0087] The second load path is substantially the same as the first load path 298, however the first load path 298 directs impact forces from the first load bearing element 204 into the first load bearing portion 278 toward a first side of a vehicle 100 in which the vehicle body structure 300 is installed, and the second load path directs impact forces from the second load bearing element 208 into the second load bearing portion 280 toward a second, opposing side of a vehicle 100 in which the vehicle body structure 300 is installed. In particular, the first load path 298 and the second load path direct impact forces into sills 1 16 on opposing respective sides of a vehicle 100 in which the vehicle body structure 300 is installed.

[0088] The lower load structure 302 is shown in more detail in FIG. 3B.

[0089] The lower load structure includes a first lower load member 306 that defines a first lower load path 308, and a second lower load member 310 that defines a second lower load path 312. The first lower load member 306 and the second lower load member 310 are coupled together by a support plate 314 to improve the structural rigidity of the lower load structure 302. The first lower load member 306 has an elongate structure and includes a first end 316 and a second end 318. The second lower load member 310 has an elongate structure and includes a first end 320 and a second end 322. The first end 316 of the first lower load member 306 and the first end 320 of the second lower load member 310 are positioned at a front portion 324 of the vehicle body structure 300. When the vehicle body structure 300 is installed in a vehicle 100, the front portion 324 of the vehicle body structure 300 is positioned toward the front portion 102 of the vehicle 100.

[0090] The second end 318 of the first lower load member 306 is coupled to the first end 290 of the first load bearing portion 278. Similarly, the second end 322 of the second lower load member 310 is coupled to a first end 299 of the second load bearing portion 280. In this way, the first lower load path 308 directs impact forces to the first load bearing portion 278 via the first lower load member 306, and the second lower load path 312 directs impact forces to the second load bearing portion 280 of the traction battery mounting frame 210 via the second lower load member 310 in the event of an impact. Advantageously, whilst the first load path 298 and the second load path (not shown) are configured to dissipate upper load energy, the first lower load path 308 and the second lower load path 312 are configured to dissipate lower load energy in the event of an impact, thereby improving performance of the vehicle body structure 300 across a wider range of impact scenarios.

[0091] While FIG. 1 shows the vehicle body structure 300 installed at the front portion 102 of the vehicle 100, it will be appreciated by a person skilled in the art, that the vehicle body structure 300 may be instead, or as well, installed at the rear portion 104 of the vehicle 100. In other examples, a first vehicle crash structure 200 may be installed at the front portion 102 of the vehicle 100 and a second vehicle crash structure 200 may be installed at the rear portion 104 of the vehicle 100. In this way, damage to components of the vehicle 100 is reduced in the event of both a front end impact and / or a rear end impact. 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.

Claims

CLAIMS1 . A vehicle crash structure comprising: a longitudinal energy absorption member; a load bearing element comprising a first connecting portion and a second connecting portion; and a traction battery mounting frame configured to house a traction battery within a vehicle, the traction battery mounting frame comprising a load bearing portion; wherein the first connecting portion of the load bearing element is coupled to the longitudinal energy absorption member and the second connecting portion of the load bearing element is coupled to the load bearing portion of the traction battery mounting frame, wherein the load bearing element and the load bearing portion of the traction battery mounting frame together define a load path configured to dissipate energy in the event of an impact.

2. The vehicle crash structure of claim 1 , wherein the second connecting portion of the load bearing element is coupled to an upper surface of the load bearing portion of the traction battery mounting frame, such that the load path is configured to direct impact forces from the load bearing element downwards to the load bearing portion of the traction battery mounting frame in the event of an impact.

3. The vehicle crash structure of claim 1 or 2, wherein the load bearing portion of the traction battery mounting frame is configured to be coupled to a sill of the vehicle.

4. The vehicle crash structure of any one of claims 1 to 3, wherein the traction battery mounting frame comprises a side wall, and wherein the load bearing portion of the traction battery mounting frame forms at least a part of the side wall.

5. The vehicle crash structure of claim 4, wherein the side wall of the traction battery mounting frame comprises an elongate side member extending substantially parallel to a longitudinal axis of the vehicle, and wherein the load bearing portion of the traction battery mounting frame extends between the second connecting portion of the load bearing element and an end of the elongate side member.

6. The vehicle crash structure of any one of claims 1 to 5, wherein the longitudinal energy absorption member has a longitudinal energy absorption member stiffness and the load path defined by the load bearing element and the load bearing portion of the traction battery mounting frame has a load path stiffness, wherein the load path stiffness is greater than the longitudinal energy absorption member stiffness.

7. The vehicle crash structure of any one of claims 1 to 6, wherein the load bearing portion of the traction battery mounting frame is a first load bearing portion and the traction battery mounting frame comprises a second load bearing portion, and the vehicle crash structure further comprises: a second longitudinal energy absorption member; and a second load bearing element comprising a first connecting portion and a second connecting portion, wherein the first connecting portion of the second load bearing element is coupled to the secondlongitudinal energy absorption member and the second connecting portion of the second load bearing element is coupled to the second load bearing portion of the traction battery mounting frame, wherein the second load bearing element and the second load bearing portion of the traction battery mounting frame together define a second load path configured to dissipate energy in the event of an impact.

8. The vehicle crash structure of claim 7, wherein the first load path is configured to direct impact forces from the first load bearing element into the first load bearing portion of the traction battery mounting frame and towards a first side of the vehicle, and the second load path is configured to direct impact forces from the second load bearing element into the second load bearing portion of the traction battery mounting frame and towards a second side of the vehicle.

9. The vehicle crash structure of any one of claims 1 to 8, wherein the load bearing element comprises an inner bracing member configured to prevent inward deformation of the vehicle crash structure in the event of an impact.

10. The vehicle crash structure of any one of claims 1 to 9, wherein the or each load bearing portion of the traction battery mounting frame is configured to be positioned forward or rearward of a dash panel plane of a vehicle within which the vehicle crash structure is provided.

11. A vehicle body structure comprising the vehicle crash structure of any one of claims 1 to 10 and a lower load structure, wherein the lower load structure is coupled to the or each load bearing portion of the traction battery mounting frame.

12. The vehicle body structure of claim 11 , wherein the load path of the vehicle crash structure is an upper load path, and wherein the lower load structure defines a lower load path configured to dissipate energy in the event of an impact.

13. The vehicle body structure of claim 12, wherein, in the event of an impact, impact forces are directed from the lower load structure via the lower load path, to the or each load bearing portion of the traction battery mounting frame.

14. A vehicle comprising the vehicle crash structure of any one of claims 1 to 10 or the vehicle body structure of any one of claims 11 to 13.

15. The vehicle of claim 14, wherein the vehicle body structure is provided at a front portion of the vehicle and / or at a rear portion of the vehicle.

Images