Vehicle bumpers may have a stiffness determined by the material and structure of the bumper. However, the desired stiffness of the bumper may be different depending on vehicle speed. For example, at a low vehicle speed, a higher stiffness may be desired to prevent damage to the bumper, while at a high vehicle speed, a lower stiffness may be desired to absorb energy during a pedestrian impact.
Several vehicle research organizations release test protocols and standards for vehicles directed to specific outcomes. For example, the Research Council for Automobile Repairs (RCAR) releases impact test protocols and standards for vehicles. One example RCAR impact test protocol is directed toward low speed damageability (LSD), i.e., damage to vehicle component at 15 kilometers per hour (kph). In another example, the National Highway Traffic Safety Administration (NHTSA) releases the Federal Motor Vehicle Safety Standards (FMVSS) Part 581, which describes impact test protocols for LSD of vehicle bumper systems. However, as described above, the stiffness of the bumper system for LSD may differ from the stiffness desired for pedestrian protection at higher vehicle speed, e.g., greater than 30 kph. In other words, requirements for LSD and pedestrian protection create competing design principles. There remains an opportunity to design a vehicle bumper that accounts for both low speed damageability and pedestrian impact.
With reference to the Figures, wherein like numerals indicate like parts throughout the several views, a bumper assembly 16 for a vehicle 10 includes a bumper 20 and two crush cans 14.
With reference to
The carrier 120 includes stiffening ribs 94 fixed to the first leg 90 and the second leg 92. The stiffening ribs 94 are in a vehicle-rearward direction relative to the fins 24 when the bumper assembly 16 is mounted to the vehicle 10. The stiffening ribs 94 extend along the longitudinal axis A between the two ends 22 of the carrier 120. The stiffening ribs 94 reinforce the carrier 120 and the fins 24. Thus, the carrier 120 may be mounted directly to the crush cans 14 without intermediate reinforcing components.
The stiffening ribs 94 and the carrier 120 may be integral, i.e., formed together simultaneously as a single continuous unit. For example, the stiffening ribs 94 and the carrier 120 may be integrally formed by injection molding, extrusion, etc. Alternatively, the stiffening ribs 94 and the carrier 120 may be formed separately and subsequently assembled together. The stiffening ribs 94 and the carrier 120 may be the same type of material or different types of material. For example, the stiffening ribs 94 and the carrier 120 may be any suitable type of plastic, any suitable type of fiber reinforced plastic, any suitable type of plastic composite, etc.
As yet another alternative, the carrier 120 may include a metal insert (not shown). The metal insert can be encased in any of the above-identified materials, e.g., plastic, fiber reinforced plastic, plastic composite, etc.
The legs 90, 92 of the carrier 120 may extend from the wall 88 in a common direction. For example, as shown in the Figures, the legs 90, 92 may extend in a vehicle-rearward direction when the bumper assembly 16 is mounted to the vehicle 10. The first leg 90 and the second leg 92 may be parallel to each other. Alternatively, the first leg 90 and the second leg 92 may extend from the wall 88 in a vehicle-rearward direction at a non-parallel angle relative to each other.
As set forth above, the stiffening ribs 94 extend between the two ends 22 of the carrier 120. For example, the stiffening ribs 94 may extend from one of the ends 22 to the other of the ends 22. The stiffening ribs 94 may be elongated from one of the ends 22 to the other of the ends 22. The stiffening ribs 94 may be of any suitable shape, e.g., X-shaped as shown in
With reference to
The crush cans 14 may absorb energy from a vehicle impact and may be positioned behind the bumper 20, i.e., in a vehicle-rearward direction relative to the bumper 20 when the bumper assembly 16 is mounted to the vehicle 10. Specifically, the bumper 20 may be disposed between the crush cans 14 and the fascia 18.
The crush cans 14 have a proximal end 98 that may be mounted to a frame 84 of the vehicle 10. The crush cans 14 may be mounted to the frame in any suitable manner, e.g., fasteners, adhesives, ultrasonic welding, etc. When mounted to the frame 84, the crash cans 14 extend in a vehicle-forward direction to a distal end 100.
The crush cans 14 include a plurality of sides 102 extending from the proximal end 98 to the distal end 100. The crush cans 14 may have a polygonal cross-section, and may taper between the proximal end 98 and the distal end 100. The taper may be constant from the proximal end 98 to the distal end 100. The sides 102 of the crush cans may define a cavity (not numbered).
The sides 102 of the crush cans 14 may have a substantially constant thickness T from the proximal end 98 to the distal end 100. The thickness T may vary between the proximal end 98 and the distal end 100 as a result of tolerances and imperfections in the manufacturing process, e.g., 1-5%. As one example, the thickness of the sides 102 may be about 4.0 mm when the crush cans 14 are constructed of plastic.
The crush cans 14 may include a stiffening shelf 104. The stiffening shelf 104 may extend between the sides 102 in the cavity defined by the sides 102. The stiffening shelf 104 may extend from the proximal end 98 to the distal end 100 between the sides 102 of the crush cans 14. The stiffening shelf 104 may be constructed from the same type of material or a different type of material as the crush cans 14. The stiffening shelf 104 and the sides 102 may be integral with each other, i.e., formed together simultaneously as a single continuous unit, or may be formed separately and subsequently attached. A first embodiment of the crush cans 14 is shown in
With reference to
With continued reference to the embodiment of the crush cans 14 shown in
The fins 24 and the ribs 94 are disposed between the wall 88 and the plates 96. The plates 96 may be integral with the first leg 90 and the second leg 92 of the carrier 120, i.e., formed together simultaneously as a single continuous unit. Alternatively, the plates 96 may be formed separately from and subsequently attached to the first leg 90 and the second leg 92. The plates 96 may be the same type or a different type of material as the first leg 90 and the second leg 92.
The second embodiment of the crush cans 14 is shown in
As discussed above, the crush cans 14 may be constructed of plastic. Alternatively, the crush cans 14 may be constructed of metal, e.g., steel, aluminum, etc.
Referring to
With reference to
The fins 24 are rotatable from a deployed position (also referred to as the “first position”), as shown in
In the inactive position, the fins 24 may extend in a direction that is non-perpendicular to the longitudinal axis A, as shown in
With reference to
The fins 24 taper in a direction transverse to the longitudinal axis A. The tapering of the fins 24 provide proper stiffness to reinforce a fascia 18 of the vehicle 10 when the fins 24 are in the deployed position, e.g., at low vehicle speed, to improve low-speed damageability of the vehicle 10. In other words, the tapering of the fins 24 may reinforce the fascia 18 to reduce the likelihood of damage to the fascia 18 during low-speed impacts. The tapering of the fins 24 also provides a swing angle of the fins 24 relative to the carrier 120 from the deployed position to the inactive position.
Specifically, with reference to
As shown in
Each fin 24 may include ribs 46 extending along the side panels 36. The ribs 46 reinforce the side panels 36 against buckling when subjected to an axial force. Each fin 24 may include a shelf 48 extending from one of the side panels 36 to the other of the side panels 36 between the top panel 34 and the bottom panel 44. The shelf 48 reinforces the side panels 36, the top panel 34, and the bottom panel 44 against buckling when subjected to an axial force.
As set forth above, the fins 24 are movably attached to the carrier 120. For example, the fins 24 may be rotatably attached to the carrier 120. Specifically, the fins 24 may be arranged along the longitudinal axis A of the bumper 20 to allow the fins 24 to rotate between the deployed position and the inactive position.
As one example, one of the fins 24 and the carrier 120 may include a pin 42 and the other of the fins 24 and the carrier 120 may include holes 50 rotatably receiving the pins 42. For example, as shown in
Some or all of the fins 24 may vary in size and shape relative to each other. For example, as shown in
The bumper assembly 16 includes a driving assembly 52 connected to the fins 24, and an actuator 28 connected to the driving assembly 52. The driving assembly 52 transfers movement from the actuator 28 to the fins 24 to move the fins 24 between the deployed position and the inactive position. A first embodiment of the driving assembly 52 is shown in
In the first embodiment, the driving assembly 52 includes a linkage 26 connecting the fins 24. The linkage 26 connects the actuator 28 to the fins 24 and transmits movement from the actuator 28 to the fins 24 to move the fins 24 between the deployed position and the inactive position.
The linkage 26 may include links 30 pivotally coupled to each other. Each link 30 may be connected to adjacent ones of the fins 24. For example, one of either the fins 24 or the links 30 each include a pin 38 and the other of either the fins 24 or the links 30 each include a slot 32 movably, e.g., slideably, receiving one of the pins 38. Specifically, in the embodiment shown in
The actuator 28 may move the links 30, as set forth below, to move the fins 24 between the deployed position and the inactive position. For example, with reference to
With reference to
The second embodiment of the driving assembly 52 is shown in
The rack 58 may be an elongated bar having teeth 62 that engage teeth 64 of the pinions 60, as shown in
Each fin 24 is fixed to one of the pinions 60, i.e., the respective fin 24 and pinion 60 move together as a unit. As shown in
The rack 58 may be movably connected to the carrier 120 with tabs 66. For example, the carrier 120 may include a plurality of tabs 66 that engage the rack 58 to allow longitudinal motion of the rack 58. The tabs 66 may extend from the carrier 120 and engage the rack 58. As shown in
The driving assembly 52 in the second embodiment may include two racks 58, with one of the racks 58 connected to one of the actuators 28 and moving the left bank of fins 24, and the other of the racks 58 connected to the other actuator 28 and moving the right bank of fins 24. The racks 58 may move the left bank of fins 24 in one direction, e.g., clockwise about the pins 42, and the right bank of fins 24 in another direction, e.g., counterclockwise about the pins 42, as shown in
As set forth above, the bumper assembly 16 includes the actuator 28. Specifically, the bumper assembly 16 may include two actuators 28, as shown in
The actuator 28 may be, e.g., a stepper motor. The actuators 28 may be connected to the driving assembly 52 in any suitable manner. For example, as shown in
The controller 72 includes a processor 74 and a memory 76. The processor 74 may be programmed to receive instructions stored in the memory 76 and to send instructions to the actuator 28 to move the fins 24. The processor 74 may include any number of electronic components programmed to receive and process signals sent through the subsystem 70. The processor 74 generally receives data from the sensor 78 and may generate instructions to control the actuator 28. The memory 76 may be a data store, e.g., a hard disk drive, a solid-state drive, a server, or any volatile or non-volatile media. The memory 76 may store the data collected by the sensors 78.
The processor 74 may be programmed to detect the vehicle speed. The sensors 78, e.g., a speedometer, may detect the speed of the vehicle 10 and send the speed to the processor 74. Based on the vehicle speed, the processor 74 may send instructions to the actuator 28 to move the fins 24 from the deployed position to the inactive position.
The sensors 78 include a variety of devices. For example, the sensors 78 may be devices that collected data relating to, e.g., vehicle speed, acceleration, system and/or component functionality, etc. Further, sensors 78 may include mechanisms such as radar, lidar, sonar, etc.
The subsystem 70 includes the communications bus 80 to communicatively connect the sensors 78, the actuator 28, and the controller 72. The bus 80 sends and receives data throughout the subsystem 70, e.g., sending instructions from the processor 74 to the actuator 28 to move the fins 24. The bus 80 may be a controller area network (CAN) bus.
The subsystem 70 may transmit signals through a communication network 80 (such as a controller area network (CAN) bus), Ethernet, and/or by any other wired or wireless communication network. The controller 72 may use information from the communication network 80 to control the actuator 28.
The disclosure has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present disclosure are possible in light of the above teachings, and the disclosure may be practiced otherwise than as specifically described.
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Entry |
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Co-pending U.S. Appl. No. 15/067,244, filed Mar. 11, 2016; application and drawings (21 pages). |
UKIPO Search Report for Application No. GB1710081.9 dated Nov. 14, 2017 (4 pages). |
Number | Date | Country | |
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20170369013 A1 | Dec 2017 | US |