Vehicle impact structure

Abstract

Aspects of the present invention relate to a vehicle impact structure (10) comprising a beam (12) and an impact attenuation block (14). The beam (12) comprises a hollow section (16) and the impact attenuation block (14) is received within at least a portion of the hollow section (16) of the beam (12).

Description

[0001] VEHICLE IMPACT STRUCTURE

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a vehicle impact structure. Aspects of the invention relate to a vehicle impact structure, to a vehicle sub-assembly, and to a vehicle.

[0004] BACKGROUND

[0005] It is known to provide a vehicle with a crash bar (e.g. a rear crash bar), where the crash bar is configured to absorb and distribute kinetic energy generated in a front or rear-end collision. Known crash bars tend to comprise hollow steel beams, and are configured to deform in such a manner as to improve vehicle performance during a high-speed collision (e.g. 30 miles per hour, mph, or more). However, such crash bars tend to not adequately protect parts, e.g. light fittings, disposed on the front or rear of the vehicle. Even at low speeds (e.g. 10 mph or less), front or rear-end collisions tend to result in damage to the lights (e.g. tail or brake lights) of the vehicle.

[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 impact structure, a vehicle sub-assembly, and a vehicle, as claimed in the appended claims.

[0009] According to an aspect of the present invention there is provided a vehicle impact structure, the vehicle impact structure comprising a beam and an impact attenuation block. The vehicle impact structure may be an impact structure for a vehicle. Advantageously, the impact attenuation block reinforces the beam, such that a likelihood of a colliding object intruding past the vehicle impact structure to cause further damage to the vehicle is reduced.

[0010] According to another aspect of the present invention there is provided a vehicle impact structure comprising a beam and an impact attenuation block, wherein the beam comprises a hollow section and the impact attenuation block is received within at least a portion of the hollow section of the beam. Advantageously, the impact attenuation block may be securely positioned within the hollow section of the beam to thereby reinforce the beam. Accordingly, a likelihood of a colliding object intruding past the vehicle impact structure to cause further damage to the vehicle may be reduced. Further, in comprising a hollow section, an overall weight of the beam and therefore the vehicle impact structure may be reduced.

[0011] Optionally, the impact structure comprises a mount attached to the beam, the mount being configured to mount the beam to a vehicle frame. Advantageously, the mount may enable the vehicle impact structure to be securely coupled to a vehicle frame.

[0012] Optionally, the mount comprises a mounting plate and a support part, the support part being disposed between the mounting plate and the beam. The support part may be configured to at least partially crumple during a collision. Advantageously, the support part may increase an overall robustness of the vehicle impact structure.Further, the support part spaces apart the beam from the mounting plate such that, when mounted to a vehicle, the mounting plate may be proximate to an interior (e.g. a cabin) of the vehicle and / or the beam may be proximate to an exterior panel or surface of the vehicle. Accordingly, an object colliding with the vehicle may be met by resistance from the beam and impact attenuation block before the support part crumples or deforms. Advantageously, due to the increased reinforcement provided by the beam and the impact attenuation block, the support part may be less likely to deform or crumple during a low-speed collision. This, in turn, may improve a robustness of the vehicle impact structure, as it may not be required to replace the support part after a low-speed collision. Optionally, the support part is a crush can.

[0013] Optionally, the beam is configured to be mounted to the vehicle frame to extend in a transverse direction of the vehicle and, optionally, wherein the beam is configured to be mounted a vehicle frame to form part of a rear impact structure of the vehicle. Advantageously, a rear impact structure of a vehicle comprising the vehicle impact structure may be more robust. Further, mounting the beam such that the beam extends in a transverse direction of the vehicle may reinforce a greater proportion of the vehicle frame, structure, orsurface(s) that are more likely to be involved in a collision.

[0014] Optionally, the impact attenuation block is disposed in line with the mount and / or a housing along the length of the beam. Advantageously, such an arrangement locally increases an overall stiffness of the beam in a location along the length of the beam that is proximate to the housing and / or mount. Accordingly, a part disposed within the housing, e.g. a light fitting, may be better protected during a collision.

[0015] Optionally, the impact attenuation block comprises an exterior surface that conforms to an interior surface of the hollow section of the beam. Advantageously, the impact attenuation block may be at least partially press fit or friction fit into the hollow section of the beam. Accordingly, a likelihood of the impact attenuation block being dislodged, displaced, or otherwise moved from its position within the hollow section of the beam may be reduced.

[0016] Optionally, the hollow section comprises an upper portion and a lower portion and the impact attenuation block is received entirely within the lower portion of the hollow section. Advantageously, the beam may be reinforced by the impact attenuation in a select or desirable location. The vehicle impact structure may therefore simultaneously be made lighter and more robust in collisions.

[0017] Optionally, the impact attenuation block is monobloc. Advantageously, in being a single part, the impact attenuation block may function (e.g. deform) reliably and / or predictably during a collision.

[0018] Optionally, the impact attenuation block is formed of one of: a metal or metal alloy; or a polymer. Advantageously, a manufacturing cost and complexity associated with the impact attenuation block may be reduced. Further, a metal or metal alloy, or a polymer, may suitably reinforce the beam without significantly increasing the overall weight of the vehicle impact structure.

[0019] Optionally, the impact attenuation block comprises an expanded foam. Advantageously, a manufacturing cost and complexity associated with the impact attenuation block may be reduced. Further, expanded foam maycomprise desirable material properties or characteristics for reinforcing the beam without significantly increasing the overall weight of the vehicle impact structure.

[0020] Optionally, the impact attenuation block comprises a solid volume. Advantageously, in being a solid volume, the impact attenuation block may function (e.g. deform) reliably and / or predictably during a collision.

[0021] Optionally, the impact attenuation block comprises a fixing to locate a body of the impact attenuation block within the hollow section of the beam. Advantageously, the impact attenuation block may be located in a desirable position within the hollow section of the beam. Once located, engagement between the at least one fixing and the beam may reduce a likelihood of the impact attenuation block being moved, e.g. under a force from an impact, or otherwise dislodged from the desirable position within the hollow section. A desirable position within the hollow section may be one in which the impact attenuation block is at least partially in line with the mount and / or housing along the length of the beam.

[0022] Optionally, the fixing comprises clips that are configured to locate over an edge of the beam. Advantageously, a manufacturing cost and complexity associated with the fixing may be reduced. Additionally, engagement between the clips and the beam may reduce a likelihood of the impact attenuation block moving from position.

[0023] Optionally, the fixing comprises barbs that depend from an exterior surface of the body. Advantageously, a manufacturing cost and complexity associated with the fixing may be reduced. Additionally, engagement between the barbs and the beam may reduce a likelihood of the impact attenuation block moving from position.

[0024] According to another aspect of the present invention, there is provided a vehicle sub-assembly comprising: a vehicle impact structure according to the present invention; a vehicle frame; and an auxiliary feature housing; wherein both the vehicle impact structure and the auxiliary feature housing are attached to the vehicle frame; and, wherein, the auxiliary feature housing is disposed in line with the impact attenuation block along the length of the beam. Advantageously, such an arrangement locally increases an overall stiffness of the beam in a location along the length of the beam that is proximate to the auxiliary feature housing. Accordingly, an auxiliary feature disposed within the housing, e.g. a light fitting, may be better protected during a collision.

[0025] According to another aspect of the present invention, there is provided a vehicle comprising a vehicle subassembly according to the present invention. Advantageously, the vehicle sub-assembly may reduce a likelihood of a colliding object intruding past the vehicle impact structure to cause further damage to the vehicle.

[0026] Optionally, the auxiliary feature housing is a housing for a light fitting. Advantageously, such an arrangement locally increases an overall stiffness of the beam in a location along the length of the beam that is proximate to the light fitting. Accordingly, the light fitting may be better protected during a collision.

[0027] 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 anyway 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.

[0028] BRIEF DESCRIPTION OF THE DRAWINGS

[0029] One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0030] Figure 1 shows a side view of a schematic representation of a vehicle impact structure;

[0031] Figure 2 shows a side view of a schematic representation of a beam of the vehicle impact structure;

[0032] Figure 3 shows a side view of a schematic representation of a beam of the vehicle impact structure;

[0033] Figure 4 shows an end view of a schematic representation of the vehicle impact structure;

[0034] Figure 5 shows an end view of a schematic representation of an impact attenuation block of the vehicle impact structure;

[0035] Figure 6 shows an end view of a schematic representation of a beam of the vehicle impact structure;

[0036] Figure 7 shows a side view of a schematic representation of an impact attenuation block of the vehicle impact structure;

[0037] Figure 8 shows an end view of a schematic representation of an auxiliary feature housing and a vehicle impact structure comprising a mount;

[0038] Figure 9 shows an end view of a schematic representation of an auxiliary feature housing and a vehicle impact structure comprising a mount, wherein the mount comprises a mounting plate and a support part;

[0039] Figure 10 shows an end view of a schematic representation of an auxiliary feature housing and a vehicle impact structure comprising a mount, wherein the mount is coupled to a vehicle part and the housing is coupled to a vehicle panel;

[0040] Figure 11 shows a side view of a schematic representation of an auxiliary feature housing and a vehicle impact structure comprising a mount;

[0041] Figure 12 shows a side view of a schematic representation of two auxiliary feature housings and a vehicle impact structure comprising two mounts;

[0042] Figure 13 shows a rearview of a schematic representation of a vehicle comprising a vehicle impact structure; and

[0043] Figure 14 shows a rearview of a schematic representation of a vehicle comprising a vehicle impact structure.

[0044] DETAILED DESCRIPTION FIG. 1 shows a vehicle impact structure 10 comprising a beam 12 and an impact attenuation block 14, wherein the beam 12 comprises a hollow section 16 and the impact attenuation block 14 is received within at least a portion of the hollow section 16 of the beam 12.

[0045] In an example of the present invention, there is provided a vehicle impact structure 10 comprising a beam 12 and at least one impact attenuation block 14. The beam 12 comprises at least one hollow section 16. The impact attenuation block 14 is received within at least a portion of a corresponding hollow section 16 of the beam 12. The impact attenuation block 14, in being received within at least a portion of a corresponding hollow section 16 of the beam 12, increases an overall stiffness of the portion of the beam 12 in which it is received. The vehicle impact structure 10 further comprises at least one mount 48 (see e.g. FIG. 8) attached to the beam12. The at least one mount 48 is configured to mount the beam 12 to a vehicle part (e.g. a vehicle frame), and comprises a mounting plate 49 and a support part 53. An auxiliary feature housing 50 (referred to herein simply as housing 50) is disposed between the mounting plate 49 and the beam 12 (see e.g. FIG. 9). The housing 50 is provided for any auxiliary vehicle system such as, for example, a light fitting. The impact attenuation block 14 is disposed to at least partially overlap or be in line with the mount 48 and / or housing 50 along the length of the beam 12. Accordingly, the impact attenuation block 14 locally increases an overall stiffness of the beam 12 in a location along the length of the beam 12 that is proximate to the housing 50. Therefore, the at least one impact attenuation block 14 reduces a likelihood of a colliding object causing damage to the housing 50 or to any object (e.g. lamp or light fitting) disposed within the housing 50. It is noted that the beam 12 is configured to be mounted to the vehicle (e.g. vehicle 100) to extend in a transverse direction of the vehicle. Specifically, the beam 12 is configured to be mounted to the vehicle to form part of a rear impact structure of the vehicle. The rear impact structure, in comprising the beam 12 and the at least one impact attenuation block 14 of the vehicle impact structure, better protects vehicle parts disposed on the rear of the vehicle. For example, an impact attenuation block 14 can be disposed along the length of the beam 12 to be in line with a light fitting on the rear of the vehicle. Therefore, a likelihood of a colliding object intruding past the vehicle impact structure or rear impact structure to cause damage to said light fitting is reduced.

[0046] The rear impact structure may be part of a rear bumper structure of the vehicle, in which the rear bumper structure comprises an exterior body panel of the vehicle covering the rear impact structure. For example, referring to FIG. 13, the exterior body panel is a panel that extends beneath a rear closure of the vehicle 100 (such as a boot lid or tailgate hatch).

[0047] It is noted that the vehicle impact structure 10 may alternatively be mounted to the vehicle to form part of a front bumper structure of the vehicle. In other words, the beam 12 may be mounted to the vehicle to form part of a front impact structure of the vehicle. Accordingly, the vehicle impact structure may be termed a front or rear impact structure. The front impact structure, in comprising the beam 12 and at least one impact attenuation block 14, may better protect vehicle parts disposed on the front of the vehicle. For example, an impact attenuation block 14 can be disposed along the length of the beam 12 to be in line with a light fitting on the front of the vehicle. Therefore, a likelihood of a colliding object intruding past the vehicle impact structure to cause damage to said light fitting is reduced.

[0048] In the example illustrated by FIG. 14, the impact structure 10 comprises two mounts (e.g. two of mount 48) spaced apart along the length of the beam 12 for attachment to corresponding attachment points of the vehicle frame. It will be appreciated that in this example the impact structure 10 forms part of the most rearward structure of the vehicle frame so that, in the event that the rear of the vehicle is collided (or in a collision) with an object (e.g. another vehicle), the beam 12 is one of the first parts of the vehicle frame (if not the first part of the vehicle frame) to make contact with the colliding object. In lower speed impacts (e.g. impacts below 5mph) the beam 12 and impact attenuation block 14 are configured to withstand the force of the impact without significant structural damage, while protecting the vehicle body panel covering the rear impact structure from significant damage (e.g. cosmetic damage). This includes damage to any light fittings that are mounted in the body panel. This is achieved by the resistance of the impact structure 10 to intrusions by the colliding object that would otherwise cause permanent cosmetic damage to the body panel and any light fittings. It will beappreciated that the placement of the impact attenuation block 14 in line with the housing 50 along the length of the beam 12 further enhances the resistance of the rear impact structure to low-speed collisions, thereby protecting the light fitting provided in the housing 50. The impact attenuation block 14 therefore allows the beam 12 to made lighter than it would otherwise have to be, contributing to a lower overall vehicle weight and reducing the energy and materials required for its manufacture. In particular, inserting the impact attenuation block 14 within at least a portion of the hollow section 16 of the beam 12, may remove a need for arranging steel blocks around the beam 12. This, in turn, may lower an overall vehicle weight and improve an effectiveness and / or efficiency associated with enhancing the resistance of the vehicle impact structure 10 in low-speed collisions.

[0049] As best shown in FIG. 2, the hollow section 16 of the beam 12 may extend along the beam 12. Along the beam 12 may refer to a direction, e.g. a longitudinal direction, from one end face of the beam 12 to the other end face of the beam 12. The hollow section 16 ofthe beam 12 may extend from a first end face 18 (herein referred to as first end 18) of the beam 12 toward a second end face 20 (herein referred to as second end 20) of the beam 12. Alternatively, the hollow section 16 ofthe beam 12 may extend from the second end 20 ofthe beam 12 toward the first end 18 of the beam 12. The first end face 18 of the beam 12 may comprise an opening to the hollow section 16. Additionally or alternatively, the second end face 20 of the beam 12 may comprise an opening to the hollow section 16. Accordingly, the impact attenuation block 14 may be slid into or otherwise disposed in the hollow section 16 of the beam 12. For example, impact attenuation block 14 may be slid into or be otherwise disposed in the hollow section 16 of the beam 12 via the opening at the first end 18 or via the opening at the second end 20 of the beam 12. The length of the hollow section 16 of the beam 12 may be equal to or greater than a length ofthe impact attenuation block 14.

[0050] Referring still to FIG. 2, the beam 12 may comprise an adjoining section 22. The adjoining section 22 of the beam 12 may be adjacent or proximate to the hollow section 16 of the beam 12. The adjoining section 22 of the beam 12 may be spaced apart from the hollow section 16. The adjoining section 22 may overlap, or at least partially surround or envelope hollow section 16. As shown in FIG. 1 and FIG. 2, the adjoining section 22 may extend along an upper portion ofthe beam 12. In particular, the adjoining section 22 may extend between the first end 18 and the second end 20 ofthe beam 12. Specifically, the adjoining section 22 may extend from the first end 18 of the beam 12 to the second end 20 of the beam 12. Accordingly, the adjoining section 22 may extend along the upper portion of the beam 12, and the hollow section 16 may extend along a lower portion ofthe beam 12. The adjoining section 22 may be at least partially hollow. Where the adjoining section 22 is at least partially hollow, the hollow section 16 may be considered to comprise a first portion and a second portion. In other words, a hollow portion of adjoining section 22 may be considered a second portion of hollow section 16. The first portion and the second portion of the hollow section 16 may be separated by a block or sheet of material. The material may be a metal, plastic, plastic composite, or any other suitable material. The first portion of the hollow section 16 may be distinct to the second portion of the hollow section 16. The first portion ofthe hollow section 16 may extend along the lower portion ofthe beam 12. The second portion ofthe hollow section 16 may extend along the upper portion of the beam 12. Therefore, the hollow section 16 may be considered to comprise an upper portion and a lower portion. In particular, the hollow section 16 may be considered to comprise an upper portion and a lower portion, wherein the two portions are separated by a sheet of material. The impact attenuation block 14 may be received entirely within the lower portion of thehollow section 16. It is noted that the adjoining section 22 may comprise a solid volume. The adjoining section 22 may at least partially comprise a metal, such as steel or aluminium, plastic, plastic composites, or any other material suitable for providing impact resistance. The adjoining section 22 of the beam 12 may be unitary with the beam 12.

[0051] The beam 12 may comprise at least one hollow section, including e.g. hollow section 16. For example, referring now to FIG. 3, the beam 12 may comprise a first hollow section 24 and a second hollow section 26. The first hollow section 24 and the second hollow section 26 may be spaced apart longitudinally and / or laterally. A length of beam 12 may separate or space apart the first hollow section 24 from the second hollow section 26. Such a length may be in a longitudinal direction along the beam 12. In other words, the first hollow section 24 and the second hollow section 26 may be spaced apart by a length that extends in a longitudinal direction of the beam 12. The first hollow section 24 may extend from the first end 18 of the beam 12 toward the second end 20 of the beam 12. The second hollow section 26 may extend from the second end 20 of the beam 12 toward the first end 18 of the beam 12. The first hollow section 24 may extend from the first end 18 of the beam 12 toward an inner-facing end or inner-facing face of the second hollow section 26. Similarly, the second hollow section 26 may extend from the second end 20 of the beam 12 toward an inner-facing end or inner-facing face of the first hollow section 24. The first and second hollow sections 24, 26 may extend along a lower portion of the beam 12. A first impact attenuation block may be disposed in the first hollow section 24. For example, the first impact attenuation block may be slid into the first hollow section 24 via an opening at the first end 18 of the beam 12. Additionally or alternatively, a second impact attenuation block may be disposed in the second hollow section 26. For example, the second impact attenuation block may be slid into the second hollow section 26 via an opening at the second end 20 of the beam 12.

[0052] As shown in FIG. 4, a width of the hollow section 16 may be substantially or approximately equal to, or may approach, a width of the beam 12. In other words, a width of the hollow section 16 may be equal to or greater than half the width of beam 12. Similarly, a height of the hollow section 16 may be substantially or approximately equal to, or may approach, a height of the beam 12. In other words, a height of the hollow section 16 may be equal to or greater than half the height of beam 12. Alternatively, the width of the hollow section 16 may be equal to or less than half the width of the beam 12. Further, the height of the hollow section 16 may be equal to or less than half the height of the beam 12.

[0053] Referring still to FIG. 4, the hollow section 16 may extend between a first side or first face 28 of the beam 12, e.g. a first lateral side or face of beam 12, and a second side or second face 30, e.g. a second lateral side or face, of the beam 12. The first face 28 and the second face 30 of the beam 12 may oppose one another. Similarly, the hollow section 16 may extend between a third side or third face 32 of beam 12, e.g. a bottom side or face, and a fourth side or fourth face 34, e.g. a top side or face, of beam 12. The third side 32 and the fourth side 34 of the beam 12 may oppose one another. The hollow section 16 may extend from the first side 28 to the second side 30 of the beam, and may extend from the third side 32 towards the fourth side 34. The at least one opening, e.g. the opening on end 18 of the beam 12 and / or the opening on end 20 of the beam 12, may be considered to define an entrance to the at least one hollow section 16. The at least one opening may comprise at least one edge proximate to or adjacent a corresponding edge of the beam 12. Similarly, the at least one opening may comprise at least one vertex proximate to or adjacent a corresponding vertex of thebeam 12. Alternatively, the edges defining the at least one opening may be spaced apart from the edges of the beam 12. It is noted that the at least one opening may comprise a first opening at or substantially towards end 18 of the beam 12, and / or a second opening at or substantially towards end 20 of the beam 12. Accordingly, an impact attenuation block may be disposed with an end face flush with or adjacent a corresponding opening. In other words, impact attenuation block 14 may be disposed in the hollow section 16, such that an end face of the impact attenuation block is flush with an end face (i.e. end face 18 or end face 20) of the beam 12. It is noted whilst the at least one opening may be at, adjacent, or flush to an end face (i.e. end 18 and / or end 20) of the beam, the at least one opening may alternatively be recessed into the end face of the beam 12.

[0054] Referring still to FIG. 4, hollow section 16 may comprise a width and a height greater than or equal to a corresponding width and height of the impact attenuation block 14. Width of the hollow section 16 may be defined as a direction across the beam, e.g. a transverse direction, from one lateral face of the beam 12 to the opposing lateral face ofthe beam 12. Height of the hollow section 16 may also be defined as a direction, which is orthogonal to, or perpendicular to, a direction in or across the width of the beam. In other words, a width of the hollow section 16 may be in reference to a length, distance, or amount that the hollow section extends between opposing sides or faces 28 and 30 ofthe beam 12. On the other hand, a height ofthe hollow section 16 may be in reference to a length, distance, or amount that the hollow section extends between opposing sides or faces 32 and 34 of the beam 12. The hollow section 16 may be shaped or otherwise sized to allow the impact attenuation block 14 to be at least partially inserted or received within it. It is noted that at least one of a width and height of the impact attenuation block 14 may vary along its length. For example, one end of the impact attenuation block 14 may be wider than the other end. It is further noted that a width of the impact attenuation block 14 may vary along its height. For example, as depicted in FIG. 5, an upper portion 36 ofthe impact attenuation block 14 may be wider than a lower portion 38 of the impact attenuation block 14. Or, in other words, the upper portion 36 ofthe impact attenuation block 14 may comprise at least one section that is wider than a widest section ofthe lower portion 38 ofthe impact attenuation block 14. As shown by construction line 40, the lower portion 38 ofthe impact attenuation block 14 may be considered to comprise a substantially rectangular orsquare profile or cross-section. On the other hand, the upper portion 36 ofthe impact attenuation block 14 may be considered to comprise a substantially trapezoidal profile or cross-section. The shorter ofthe two parallel sides of the cross-section of the upper portion 36 of the impact attenuation block 14 may be proximate to or share a side (e.g. coterminous) with the lower portion 38 of the impact attenuation block 14. The upper portion 36 ofthe impact attenuation block 14 may be disposed proximate to the upper portion ofthe beam 12. To allow the impact attenuation block 14 to be at least partially received within the hollow section 16, the hollow section 16 may comprise a width greater than or equal to a corresponding max width of the impact attenuation block 14. Similarly, the hollow section 16 may comprise a height greater than or equal to a corresponding max height of the impact attenuation block 14. Additionally or alternatively, and as shown in FIG. 6, a profile or cross-section of the hollow section 16 and / or lower portion of the beam 12 may be substantially similar to a profile or cross-section ofthe impact attenuation block 14. Additionally or alternatively, to allow the impact attenuation block 14 to be at least partially received within the hollow section 16, the impact attenuation block 14 may comprise an exterior surface that conforms to an interior surface ofthe hollow sectionTurning to FIG. 7, the impact attenuation block 14 may comprise at least one resiliently deformable material. The impact attenuation block 14 may comprise at least one resiliently deformable material, and further comprise at least one other material that is rigid relative to the at least one resiliently deformable material. The at least one resiliently deformable material may be configured to compress or otherwise deform to enable the impact attenuation block 14 to be received within the hollow section 16 of the beam 12. The at least one resiliently deformable material may be disposed at least partially around or over the impact attenuation block 14. Accordingly, the exterior surface of the impact attenuation block may comprise or be formed by at least one resiliently deformable material. Accordingly, the impact attenuation block 14 may comprise an exterior surface that conforms to an interior surface of the hollow section 16 of the beam 12. The resiliently deformable material may comprise any suitable material, including e.g. polymers, metals, plastics, foams etc.

[0055] Referring still to FIG. 7, the impact attenuation block 14 may comprise one or more materials. For example, the impact attenuation block 14 may comprise or be formed of at least one of a metal or metal alloy, or a polymer. The polymer may comprise an expanded foam. The polymer may comprise polycarbonate / acrylonitrile butadiene styrene (PC-ABS). The impact attenuation block 14 may comprise a first material and a second material. The first material may be disposed at least partially around or over the second material. The first material may be different to the second material. The first material may comprise a polymer, e.g. expanded foam or PC-ABS, and the second material may comprise a metal or metal alloy. At least one of the first and second materials may be resiliently deformable. The second material may be rigid relative to the first material.

[0056] The impact attenuation block 14 may be formed by any one suitable or combination of suitable manufacturing process, including e.g. subtractive manufacturing processes, additive manufacturing processes, casting, etc. The impact attenuation block 14 may be monobloc. In other words, the impact attenuation block 14 may comprise a single piece. A monobloc impact attenuation block 14 may be formed by a single casting. Therefore, the impact attenuation block may be a single piece comprising a metal or metal alloy, or a polymer. Alternatively, the impact attenuation block 14 may comprise a first monobloc part and a second part. The second part may or may not be a monobloc part. The second part may be disposed at least partially around or over the first part. The second part may comprise a resiliently deformable material. The second part may comprise the same material as the first part. It is noted that the impact attenuation block 14 may comprise a solid volume. In other words, the impact attenuation block 14 may not be hollow. A material distribution of the impact attenuation block 14 may be such that the impact attenuation block 14 is considered solid throughout. The impact attenuation block may not comprise a cavity or an internal space. The impact attenuation block may not comprise any internal fluid-filled, i.e. air-filled, spaces or gaps. Where the impact attenuation block 14 is formed of, or comprises, a plurality parts, then at least one part of said plurality may be solid volume.

[0057] As shown in FIG. 7, the impact attenuation block 14 may comprise at least one fixing, such as fixing 42. The at least one fixing may be configured to locate the impact attenuation block 14 within the hollow section 16 of the beam 12. The at least one fixing may be configured to locate a body of the impact attenuation block 14 within the hollow section 16 of the beam 12. The at least one fixing may be unitary with the impact attenuation block 14. Alternatively, the at least one fixing may be a distinct part that is couplable to the impact attenuation block 14. The impact attenuation block 14 may comprise a leading face 44 and a trailing face 46. The leadingface 44 of the impact attenuation block 14 may be disposed adjacent or proximate to an inner-facing face, or an end face, of the hollow section 16. The trailing face 46 of the impact attenuation block may be disposed proximate or adjacent to an end face (i.e. end face 18 or end face 20) of the beam 12. The at least one fixing may be disposed anywhere between the leading face 44 of the impact attenuation block 14 and the trailing face 46 of the impact attenuation block 14. The at least one fixing may be disposed proximate or adjacent to the trailing face 46 of the impact attenuation block 14. Alternatively, the at least one fixing may be disposed proximate or adjacent to the leading face 44 of the impact attenuation block 14. The at least one fixing may be moveable between a plurality of discrete positions along the impact attenuation block 14. For example, in one example, the at least one fixing may be positioned or disposed proximate to the leading face 44 of the impact attenuation block 14. However, in another example, the at least one fixing may be positioned or disposed proximate to the trailing face 46 of the impact attenuation block 14. The at least one fixing may therefore be decoupled or detached from one discrete position and then attached or coupled to another discrete position on the impact attenuation block 14. The impact attenuation block 14 may be e.g. slid into the hollow section 16 until the at least one fixing engages or otherwise interacts with the beam 12. Engagement between the at least one fixing and the beam 12 may be configured to prevent the impact attenuation block 14 from being disposed, e.g. slid, too far into the hollow section 16. Engagement between the at least one fixing and the beam 12 may be configured to locate the impact attenuation block 14 in a desirable position within the hollow section 16. Once located, engagement between the at least one fixing and the beam 12 may reduce a likelihood of the impact attenuation block 14 being moved, e.g. under a force from an impact, or otherwise dislodged from the desirable position within the hollow section 16. A desirable position within the hollow section 16 may be one in which the trailing face 46 of the impact attenuation block 14 is proximate, adjacent, or flush with an end face (i.e. end face 18 or end face 20) of the beam 12. Additionally or alternatively, desirable position within the hollow section 16 may be one in which the impact attenuation block 14 is at least partially in line with the mount 48 and / or housing 50 along the length of the beam 12.

[0058] The at least one fixing may comprise at least one clip. The at least one clip may be configured to locate over an edge of the beam. For example, where the hollow section 16 comprises an upper portion separated from a lower portion, e.g. by a sheet of material, the at least one clip may be configured to located over an edge of said sheet of material. Additionally or alternatively, the at least one clip may be configured to locate over an edge any of the lateral faces of the beam 12. In other words, the at least one clip may be configured to locate over an edge of any of faces 28, 30, 32, 34 of the beam 12. It is noted that the impact attenuation block 14 may comprise a plurality of clips. The plurality of clips may be arranged on the impact attenuation block 14 such that at least some of the clips locate over different edges of the beam 12. Additionally or alternatively, the at least one fixing may comprise at least one barb. Accordingly, the impact attenuation block 14 may comprise at least clip and / or may comprise at least one barb. The at least one barb may extend or depend from the impact attenuation block 14. The at least one barb may extend or depend from an exterior surface of the impact attenuation block 14. In particular, the at least one barb may extend or depend from the body of the impact attenuation block 14, e.g. an exterior surface of the body, locatable within the hollow section 16 of the beam 12.

[0059] Referring now to FIG. 8, the first face 28 of the beam 12 may comprise at least one surface that is angled relative to an adjacent surface. The first face 28 of the beam 12 may be configured to face outwardly, i.e. maybe configured to face away from a vehicle to which the vehicle impact structure 10 is couplable to. On the other hand, the second face 30 of the beam 12 may comprise a substantially flat surface. As shown in FIG. 8, the vehicle impact structure 10 may comprise a mount 48. The mount 48 may be attached or coupled to the beam 12. The mount 48 may be attached or coupled to the side or face of the beam 12 that is substantially flat. The mount 48 may be attached or coupled to the side or face of the beam 12 that at least partially opposes the outwardly facing face of the beam 12. For example, the mount 48 may be attached or coupled to the second face 30 of the beam 12. The mount 48 may be attached or coupled by any suitable fastening technique, including e.g. screws, nuts, bolts, rivets. It is further envisaged that the mount 48 and the beam 12 may be unitary. For example, the mount 48 and the beam 12 may be manufactured, e.g. cast, as a single piece. Alternatively, the mount 48 may be manufactured as a separate part to the beam 12, and the two parts may subsequently be coupled together through a permanent joining method, such as soldering, welding, etc.

[0060] Turning to FIG. 9, the mount 48 may comprise a mounting plate 49 and a support part 53. Support part 53 may comprise a crumple part, i.e. a part configured to crumple during a collision, such as a crush can. Where there are a plurality of mounts 48 spaced along the beam 12, at least one of said mounts may comprise a mounting plate (e.g. mounting plate 49) and a support part (e.g. support part 53). The support part 53 may be welded to the beam 12. The support part 53 may be otherwise coupled or attached to the beam 12. The support part 53 may be disposed in a location along the length of the beam 12 such that it is proximate or adjacent to end face 18 or end face 20 of the beam 12.

[0061] In one example, such as that shown in FIG. 12, there may be a first mount and a second mount, each mount comprising a mounting plate 49 and a support part 53. The first mount may be disposed proximate or adjacent to end face 18 of the beam 12, and the second mount may be disposed proximate or adjacent to end face 20 of the beam 12. It is noted, however, that the at least one mount (e.g. the first mount and / orthe second mount) may be disposed elsewhere along the length of the beam 12.

[0062] Turning back to FIG. 9, the support part 53 may comprise a first face, e.g. face 54, adjacent the beam 12. The support part 53 may comprise a second face, e.g. face 55, adjacent the mounting plate 49. During an impact or collision upon the vehicle impact structure 10, the support part 53 may be configured to deform, e.g. plastically deform. In particular, the support part 53 may be configured to deform or crumple in a direction from the face adjacent beam 12 (i.e. face 54) to the face adjacent mounting plate 49 (i.e. face 55). The mounting plate 49 may be a distinct part from support part 53. In such a case, mounting plate 49 may be coupled or attached to support part 53 by any suitable method. Alternatively, mounting plate 49 and support part 53 may be unitary.

[0063] As shown in FIGs. 8 - 10, at least one auxiliary feature housing 50 may be disposed between the mount 48 and the beam 12. In particular, the at least one housing 50 may be disposed between mounting plate 49 of the mount 48 and the beam 12. The at least one housing may be disposed at least partially over mount 48 and / or beam 12. The at least one housing 50 may be considered to form part of the vehicle impact structure 10. In other words, the vehicle impact structure 10 may comprise the at least one housing 50. Alternatively, the at least one housing 50 may be considered to be distinct or separate to the vehicle impact structure 10. The vehicle impact structure 10 and the at least one housing may both be attached to a vehicle frame.The housing 50 may be configured to house a lamp or light fitting, e.g. a fog light fitting. It is noted that there may be a plurality of different housings. For example, there may be at least one housing configured to comprise or house fog lights and at least one housing configured to comprise or house taillights. The at least one housing 50 may comprise a first face configured to face outwardly, e.g. face 51. Face 51 of the housing 50 may comprise an at least partially transparent surface. For example, a lens may be coupled to end face 51 . Accordingly, light generated from a lamp or light fitting in the housing 50 may be directed towards a surrounding environment. The housing 50 may be at least partially disposed over or under the beam 12. Specifically, end face 51 of the housing 50 may disposed proximate or adjacent to the first face 28 of the beam 12. End face 51 of the housing 50 may be in line with or substantially in line with the face of the beam 12 configured to face outwardly. In other words, end face 51 of the housing 50 may be in line with or substantially in line with first face 28 of the beam 12. The housing 50 may further comprise a second face 52 that at least partially opposes first face 51. Second face 52 may be disposed proximate to, adjacent to, ortowards the mount 48. In particular, second face 52 of the mount 48 may be disposed proximate to, adjacent to, ortowards the mounting plate 49 of the mount 48.

[0064] The housing 50 may be configured to be coupled to a vehicle panel. For example, the housing 50 may be configured to be coupled adjacent to, proximate to, or to a panel of a vehicle rear or front bumper. Referring to FIG. 10, the housing 50 may comprise at least one through-hole 59. The at least one through-hole 59 may be configured to receive a bolt, screw, rivet, or any other fastener. The at least-one through-hole 59 may enable the housing 50 to be attached to a vehicle frame. In the illustrated embodiment, the housing 50 is coupled to a vehicle panel 60 (e.g. a panel of a vehicle rear or front bumper) which is attached to the vehicle frame.

[0065] As shown in FIG. 10, the mount 48 may be configured to mount the beam 12 to a part, e.g. part 57, of a vehicle. The mount 48 may be configured to mount the beam 12 to a vehicle frame. In other words, the part 57 to which the beam 12 may be configured to be mounted may be a vehicle frame. The beam 12 may be configured to be mounted to the vehicle frame to extend in a transverse direction of the vehicle. The beam 12 may be configured to be mounted to the vehicle frame to extend between a nearside (or passenger-side) of the vehicle and an offside (or driver-side) of the vehicle. In other words, the beam 12 may be configured to be mounted to the vehicle frame such that the beam 12 may extend across a substantial portion of a width of the vehicle. The beam 12 may be configured to form part of a rear or front impact structure of a vehicle. Accordingly, the mount 48 may be configured to couple or attach adjacent to, proximate to, or directly to the rear or front impact structure of a vehicle. The beam 12 may be configured to be mounted to the vehicle frame with the hollow section 16 proximate to a ground plane. The vehicle impact structure 10 may be configured to be mounted to the vehicle frame such that the impact attenuation block 14 is less than one metre from a ground plane. In some examples, the vehicle impact structure 10 may be configured to be mounted to the vehicle frame such that the impact attenuation block 14 is between 0.1 -0.9 metres from the ground plane. Specifically, the vehicle impact structure 10 may be configured to be mounted to the vehicle frame such that the impact attenuation block 14 is between 0.2 - 0.68 metres from the ground plane.

[0066] As is also shown in FIG. 10, the mount 48 may comprise at least one through-hole, such as through-hole 58. Through-hole 58 may be configured receive a fastener, said fastener being configured to fasten into the vehiclepart 57. Where the mount 48 comprises mounting plate 49, then the mounting plate 49 may comprise the at least one through-hole 58. Accordingly, the at least one fastener may be at least partially disposed in orthrough the mounting plate 49. Accordingly, the at least one fastener may couple or attach mounting plate 49 of the mount 48 to vehicle part 57, such that the beam forms part of a rear or front impact structure of a vehicle. The at least one through-hole 58 may be disposed proximate or adjacent to a periphery of the mount 48. The at least one through-hole 58 may be disposed proximate or adjacent to a periphery of the mounting plate 49 of the mount 48.

[0067] Referring to FIG. 11 and FIG. 12, at least one mount 48 may be attached or coupled to the beam 12. The at least one mount 48 may be disposed proximate to an end face (i.e. end face 18 or end face 20) of the beam 12. For example, a first mount may be coupled proximate to end face 18 of the beam 12, and a second mount may be coupled proximate to end face 20 of the beam 12. Alternatively, the at least one mount 48 may be disposed or located elsewhere along the length of the beam 12, e.g. between end faces 18, 20 of the beam 12. It is noted that the vehicle impact structure 10 may comprise a plurality of mounts. In such a case, at least one mount of the plurality may be attached or coupled proximate to an end face (i.e. end face 18 or end face 20) of the beam 12, and / or at least one mount of the plurality may be attached or coupled elsewhere along the length of the beam 12. The at least one mount 48 may be attached or coupled to the beam 12 proximate to the impact attenuation block 14. Accordingly, the impact attenuation block 14 may be disposed at least partially in line with the mount 48 along the length of the beam 12, e.g. as shown in FIG. 11 . Similarly, where the vehicle impact structure 10 comprises further impact attenuation blocks, then further mounts may be attached or coupled to the beam 12. Accordingly, each of the further impact attenuation blocks may be disposed at least partially in line with a corresponding mount along the length of the beam 12, e.g. as shown in FIG. 12. Further, where there are a plurality of housings, e.g. of housing 50, then the vehicle impact structure 10 may comprise further impact attenuation blocks. Accordingly, each of the further impact attenuation blocks may be disposed at least partially in line with a corresponding housing or housings along the length of the beam 12.

[0068] FIG. 13 and FIG. 14 illustrate a vehicle 100 according to an embodiment ofthe present invention. The vehicle 100 may comprise a vehicle impact structure 10 according to an embodiment of the present invention. The beam 12 of the vehicle impact structure 10 may be mounted to a frame of the vehicle 100 to extend in a transverse direction of the vehicle 100. The beam 12 of the vehicle impact structure 10 may be mounted to a frame of the vehicle 100 to form part of a rear impact structure of the vehicle 100. Although not shown, the vehicle 100 may comprise at least one light fitting. The at least one light fitting may be disposed on a rear side or a rearward-facing surface of the vehicle 100. The at least one light fitting may be rearward-facing. The at least one light fitting may include one or more of a light fitting for e.g. sidelights, fog lights, indicator or hazards light, reversing lights, brake lights, and / or any other lights which may be disposed on a rearward-facing surface or rear of a vehicle. It is noted that the beam 12 ofthe vehicle impact structure 10 may be mounted to a frame ofthe vehicle 100 to form part of a front impact structure ofthe vehicle 100, and that the at least one light fitting may be disposed on a front side or a forward-facing surface of the vehicle 100. The at least one light fitting may be forward-facing. The at least one light fitting may include one or more of a light fitting for e.g. fog lights, sidelights, high beam, low beam, and / or any other lights which may be disposed on a forward-facing surface or front of a vehicle. The impact attenuation block 14 of the vehicle impact structure 10 may at least partially overlap or be in line with the at least one light fitting or housing ofthe vehicle 100 along the length ofthe beam12. Where the vehicle impact structure 10 comprises a plurality of impact attenuation blocks, then at least some, e.g. each, of said impact attenuation blocks may at least partially overlap or be in line with a corresponding housing or light fitting of the at least one housing or light fitting of the vehicle 100.

[0069] 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 impact structure comprising a beam and an impact attenuation block, wherein the beam comprises a hollow section and the impact attenuation block is received within at least a portion of the hollow section of the beam.

2. The vehicle impact structure of claim 1 , wherein the impact structure comprises a mount attached to the beam, the mount being configured to mount the beam to a vehicle frame and, optionally, wherein the mount comprises a mounting plate and wherein a support part is disposed between the mounting plate and the beam and, optionally, wherein the support part is a crush can.

3. The vehicle impact structure of claim 2, wherein the beam is configured to be mounted to the vehicle frame to extend in a transverse direction of the vehicle and, optionally, wherein the beam is configured to be mounted a vehicle frame to form part of a rear impact structure of the vehicle.

4. The vehicle impact structure of any preceding claim, wherein the impact attenuation block comprises an exterior surface that conforms to an interior surface of the hollow section of the beam.

5. The vehicle impact structure of any preceding claim, wherein the hollow section comprises an upper portion and a lower portion and the impact attenuation block is received entirely within the lower portion of the hollow section.

6. The vehicle impact structure of any preceding claim, wherein the impact attenuation block is monobloc.

7. The vehicle impact structure of any preceding claim, wherein the impact attenuation block is formed of one of:a metal or metal alloy; ora polymer.

8. The vehicle impact structure of claim 7, wherein the impact attenuation block comprises an expanded foam.

9. The vehicle impact structure of claim 7, wherein the impact attenuation block comprises a solid volume.

10. The vehicle impact structure of any preceding claim, wherein the impact attenuation block comprises a fixing to locate a body of the impact attenuation block within the hollow section of the beam.11 . The vehicle impact structure of claim 10, wherein the fixing comprises one of: clips that are configured to locate over an edge of the beam; or barbs that depend from an exterior surface of the body.

12. A vehicle sub-assembly comprising:the vehicle impact structure of any of claims 1 to 11 ;a vehicle frame; andan auxiliary feature housing;wherein both the vehicle impact structure and the auxiliary feature housing are attached to the vehicle frame; and, wherein, the auxiliary feature housing is disposed in line with the impact attenuation block along the length of the beam.

13. A vehicle comprising the vehicle sub-assembly of claim 12.

14. The vehicle of claim 13, wherein the auxiliary feature housing is a housing for a light fitting.

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