Lower Bunk Structure That Contracts During Vehicle Crashes
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Solution Overview
Problem
Existing lower bunk systems in industrial vehicles obstruct seat movement during crashes, reducing survival space for occupants, and are complex and expensive to implement.
Innovation Solution
A bunk system with a structural board divided into a main portion and movable secondary portions that can translate or rotate, allowing the bunk to contract and reduce its width, thereby creating space for seat movement during crashes, while maintaining occupant comfort and safety.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a rigid lower bunk system is used to support occupants and provide comfort, then occupant comfort is improved, but the bunk obstructs seat movement during crashes, reducing survival space
Solution Approach 1:
The structural board is divided into a main portion and one or more secondary portions that can move independently. The secondary portions are linked to the main portion through elastic links, allowing them to move relative to each other during crash events to create survival space while maintaining support functionality.
Solution Approach 2:
The bunk system transitions from a static rigid structure to a dynamic system where secondary portions can move relative to the main portion. The elastic links enable the secondary portions to deform and create space during crash while returning to their original position when not subjected to crash forces.
2Object-affected harmful factors
If a complex multi-part bunk structure with weakened connector portions is used to allow seat movement, then survival space is improved, but device complexity and manufacturing cost increase
Solution Approach 1:
The structural board is segmented into a main portion and secondary portions that can move independently. This segmentation allows the bunk to deform during crash to create survival space while maintaining a relatively simple overall structure compared to multi-part systems with weakened connectors.
Solution Approach 2:
The system changes its structural parameters during crash by allowing the secondary portions to move relative to the main portion through elastic links. This parameter change enables space creation without requiring complex multi-part structures or weakened connector portions.
3Strength
If the bunk structure remains rigid during crash to maintain structural integrity, then structural strength is improved, but forces from the rear are transferred to the seat and occupant, reducing survival space
Solution Approach 1:
The structural board is divided into a main portion and secondary portions connected by elastic links. During rear crash, the secondary portions can move independently to absorb and dissipate rearward forces, preventing direct force transfer to the seat and occupant while maintaining overall structural integrity.
Solution Approach 2:
The elastic links between the main and secondary portions act as pre-configured cushioning elements. During rear crash, these elastic links deform to absorb impact energy before forces can be transferred to the seat and occupant, providing beforehand cushioning against harmful force transfer.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The bunk system effectively provides additional survival space for occupants during frontal and rear crashes without obstructing seat movement, while being more cost-effective and adaptable to existing structures.
Implementation Method 1
at least a secondary portion (22) linked elastically to the main portion (20)
Data Source
AI summary
A bunk system for a truck, comprising a structural board, wherein the structural board comprises a main portion having a main front edge, extending in the longitudinal direction, and a main rear edge; and at least a movable secondary portion linked elastically to the main portion, having a secondary rear edge, and a secondary front edge. The secondary portion is movable between a first position in which the main rear edge, the main front edge, the secondary rear edge, and the secondary front edge are substantially in a same plane and the secondary portion may move in at least one of a translation or a rotational motion into a second position in the event of a crash, thereby contracting the length of the bunk.