US20130088049A1 - Multi-cell motor compartment rail - Google Patents
Multi-cell motor compartment rail Download PDFInfo
- Publication number
- US20130088049A1 US20130088049A1 US13/253,891 US201113253891A US2013088049A1 US 20130088049 A1 US20130088049 A1 US 20130088049A1 US 201113253891 A US201113253891 A US 201113253891A US 2013088049 A1 US2013088049 A1 US 2013088049A1
- Authority
- US
- United States
- Prior art keywords
- rail member
- partition
- engine compartment
- outer rail
- inner rail
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T29/00—Metal working
- Y10T29/49—Method of mechanical manufacture
- Y10T29/49826—Assembling or joining
Definitions
- the technical field generally relates to motor compartment rails for vehicles, and more particularly to multi-cell motor compartment rails for vehicles.
- the motor compartment of a vehicle is often configured with an energy absorbing device, sometimes referred to as a crush box, located between a bumper and a longitudinally-extending motor compartment rail (commonly called a mid-rail).
- the crush box is configured to deform in the event of an impact force from a collision to minimize deformation and energy transfer rearward to the motor compartment rail. While functional, crush boxes are expensive, have a large number of parts (increasing vehicle mass) and require additional handling and installation.
- the mid-rail plays an important role.
- conventional mid-rail designs have not been efficient for use without crush boxes because the mid-rail is often compromised to accommodate packing requirements of the powertrain and chassis components.
- the mid-rail cross-section is reduced, which limits load carrying capacity of the mid-rails.
- ultra-high strength steel is sometimes used to increase mid-rail capacity.
- ultra-high strength steel does not provide a robust axial crush mechanism. That is, it is desirable to control the deformation of the mid-rail in an axial (fore-aft) direction so that the motor compartment rail may deform and absorb energy in a collision situation.
- a multi-cell motor compartment rail for a vehicle.
- the system comprises an inner rail member and an outer rail member.
- Partition members couple to the inner rail member and outer rail member and are configured to form multiple cells within the engine compartment rail system when the inner rail member and outer rail member are coupled together.
- a method for forming a multi-cell motor compartment rail comprises coupling a first partition member to an inner rail member of an engine compartment rail system and coupling a second partition member to an outer rail member of an engine compartment rail system. Next, the inner rail member and the outer rail member are coupled together to form the multi-cell motor compartment rail.
- FIG. 1 is an illustration of a vehicle suitable for using exemplary embodiments of the present disclosure
- FIGS. 2-3 are illustrations of a motor compartment rail according to exemplary embodiments
- FIG. 4 is a cross-section illustration of one embodiment of the motor compartment rail of FIG. 2 taken along section line A-A;
- FIG. 5 is a cross-section illustration of another embodiment of the motor compartment rail of FIG. 2 taken along section line A-A;
- FIG. 6 is an illustration of the axial deformation of the motor compartment rail of FIG. 2 from a frontal collision
- FIG. 7 is a cross-section illustration of the axial deformation of the motor compartment rail of FIG. 7 taken along section line B-B.
- connection may refer to one element/feature being directly joined to (or directly communicating with) another element/feature, and not necessarily mechanically.
- “coupled” may refer to one element/feature being directly or indirectly joined to (or directly or indirectly communicating with) another element/feature, and not necessarily mechanically.
- two elements may be described below, in one embodiment, as being “connected,” in alternative embodiments similar elements may be “coupled,” and vice versa.
- the schematic diagrams shown herein depict example arrangements of elements, additional intervening elements, devices, features, or components may be present in an actual embodiment.
- FIGS. 1-7 are merely illustrative and may not be drawn to scale.
- FIG. 1 shows a vehicle 10 suitable for use with the exemplary mechanical embodiments of the present disclosure.
- vehicle 10 may be any one of a number of different types of vehicles, such as, for example, a sedan, a wagon, a truck, or a sport utility vehicle (SUV), and may be two-wheel drive (2WD), four-wheel drive (4WD), or all-wheel drive (AWD).
- SUV sport utility vehicle
- AWD all-wheel drive
- the vehicle 10 may also incorporate a powertrain including any one of, or combination of, a number of different types of engines, such as, for example, a gasoline or diesel fueled combustion engine, a flex fuel vehicle (FFV) engine (i.e., using a mixture of gasoline and alcohol), a gaseous compound (e.g., hydrogen and/or natural gas) fueled engine, a combustion/electric motor hybrid engine, and an electric motor.
- a powertrain including any one of, or combination of, a number of different types of engines, such as, for example, a gasoline or diesel fueled combustion engine, a flex fuel vehicle (FFV) engine (i.e., using a mixture of gasoline and alcohol), a gaseous compound (e.g., hydrogen and/or natural gas) fueled engine, a combustion/electric motor hybrid engine, and an electric motor.
- a powertrain including any one of, or combination of, a number of different types of engines, such as, for example, a gasoline or diesel fueled combustion engine, a flex
- the vehicle 10 includes a frame, a motor compartment rail 12 portion of which is shown.
- the motor compartment rail 12 comprises two materials joined together.
- a first section 14 is made from ultra high strength (UHS) steel, while a second section 16 is made from high strength low alloy (HSLA) steel.
- UHS steel section 14 provides increased mid-rail capacity due to the strength of the material.
- UHS steel does not generally offer a robust axial crush mechanism.
- the HSLA steel section 16 of the present disclosure provides controlled deformation of the motor compartment rail 12 in an axial (fore-aft) direction, so that the motor compartment rail of the exemplary embodiments may deform and absorb energy in a collision, as will be discussed in more detail below.
- FIGS. 2-3 are illustrations of the motor compartment rail 12 according to exemplary embodiments.
- the motor compartment rail 12 comprises an inner rail member 18 and an outer rail member 20 .
- Both the inner rail member 18 and the outer rail member 20 are made from tailor welded blanks that comprise a section 14 of UHS steel and a section 16 of HSLA steel laser welded together forming a blank, which is formed (e.g., die stamped) into the inner rail member 18 and the outer rail member 20 .
- the basic motor compartment rail 12 comprises a two-piece, formed, tailor laser welded blank.
- partition members 22 are positioned within the motor compartment rail 12 at least in the HSLA steel section 16 to form cells.
- the partition members 22 comprise thin-gauge high strength steel that offers supporting strength, while the cells formed by the partition members provide sufficient space to allow the HSLA steel section 16 to deform and fold-back axially (fore-to-aft) to absorb energy during a collision.
- FIGS. 4 and 5 are cross-section illustrations of a first and second embodiment of the motor compartment rail taken along section line A-A of FIG. 2 .
- the partition members 22 are shown between the inner rail member 18 and the outer rail member 20 to form cells (five cells shown) 24 - 32 .
- Cells 24 - 30 are substantially triangular in shape while the central cell 32 has a substantially diamond shape. It will be appreciated that other cell shapes and number of cells are possible in any particular implementation.
- an assembly method for the embodiment of FIG. 4 comprises coupling the partition members 22 between the inner rail member 18 and the outer rail member 20 in a frame (or jig) and spot welding ( 34 ) the assembly together.
- each of the inner rail member 18 and the outer rail member 20 could be spot welded to a respective partition member 22 , and then the inner rail member 18 and the outer rail member 20 could be spot welded ( 34 ) together.
- the partition members 22 are first laser welded 36 to the inner rail member 18 and the outer rail member 20 and then the inner rail member 18 and the outer rail member 20 are spot welded 38 together.
- FIG. 6 is an illustration of the axial deformation of the motor compartment rail 12 from a frontal collision.
- the HSLA portion 16 of the motor compartment rail 12 has folded-back axially in a crush zone 40 to absorb energy.
- the folds are relatively uniform for even force distribution during the collision.
- FIG. 7 is a cross-section illustration of the axial deformation of the motor compartment rail 12 taken along section line B-B of FIG. 6 .
- the deformation of the partition members 22 ′ as well as the inner rail member 18 ′ and the outer rail member 20 ′ can be seen to provide a short fold-length in the crush zone 40 which can absorb sufficient energy to not require the use of a separate crush box assembly.
- a multi-cell motor compartment rail for a vehicle.
- the multi-cell motor compartment rail of the present disclosure offers sufficient collision mitigation that it can be used without the added mass, expense or assembly time of a conventional crush box.
Abstract
Description
- The technical field generally relates to motor compartment rails for vehicles, and more particularly to multi-cell motor compartment rails for vehicles.
- The motor compartment of a vehicle is often configured with an energy absorbing device, sometimes referred to as a crush box, located between a bumper and a longitudinally-extending motor compartment rail (commonly called a mid-rail). The crush box is configured to deform in the event of an impact force from a collision to minimize deformation and energy transfer rearward to the motor compartment rail. While functional, crush boxes are expensive, have a large number of parts (increasing vehicle mass) and require additional handling and installation.
- In frontal crash events, the mid-rail plays an important role. However, conventional mid-rail designs have not been efficient for use without crush boxes because the mid-rail is often compromised to accommodate packing requirements of the powertrain and chassis components. Typically, the mid-rail cross-section is reduced, which limits load carrying capacity of the mid-rails. Accordingly, ultra-high strength steel is sometimes used to increase mid-rail capacity. Unfortunately, ultra-high strength steel does not provide a robust axial crush mechanism. That is, it is desirable to control the deformation of the mid-rail in an axial (fore-aft) direction so that the motor compartment rail may deform and absorb energy in a collision situation.
- Accordingly, it is desirable to provide a motor compartment rail for a vehicle. Also, it is desirable to provide a motor compartment rail that can be used without the added complexity, mass and expense of a crush box. Additionally, other desirable features and characteristics of the present disclosure will become apparent from the subsequent description taken in conjunction with the accompanying drawings and the foregoing technical field and background.
- In accordance with exemplary embodiments, a multi-cell motor compartment rail is provided for a vehicle. The system comprises an inner rail member and an outer rail member. Partition members couple to the inner rail member and outer rail member and are configured to form multiple cells within the engine compartment rail system when the inner rail member and outer rail member are coupled together.
- In accordance with exemplary embodiments, a method for forming a multi-cell motor compartment rail is provided. The method comprises coupling a first partition member to an inner rail member of an engine compartment rail system and coupling a second partition member to an outer rail member of an engine compartment rail system. Next, the inner rail member and the outer rail member are coupled together to form the multi-cell motor compartment rail.
- The subject matter will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and:
-
FIG. 1 is an illustration of a vehicle suitable for using exemplary embodiments of the present disclosure; -
FIGS. 2-3 are illustrations of a motor compartment rail according to exemplary embodiments; -
FIG. 4 is a cross-section illustration of one embodiment of the motor compartment rail ofFIG. 2 taken along section line A-A; -
FIG. 5 is a cross-section illustration of another embodiment of the motor compartment rail ofFIG. 2 taken along section line A-A; -
FIG. 6 is an illustration of the axial deformation of the motor compartment rail ofFIG. 2 from a frontal collision; and -
FIG. 7 is a cross-section illustration of the axial deformation of the motor compartment rail ofFIG. 7 taken along section line B-B. - The following detailed description is merely exemplary in nature and is not intended to limit the subject matter of the disclosure or its uses. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description.
- In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Numerical ordinals such as “first,” “second,” “third,” etc. simply denote different singles of a plurality and do not imply any order or sequence unless specifically defined by the claim language.
- Additionally, the following description refers to elements or features being “connected” or “coupled” together. As used herein, “connected” may refer to one element/feature being directly joined to (or directly communicating with) another element/feature, and not necessarily mechanically. Likewise, “coupled” may refer to one element/feature being directly or indirectly joined to (or directly or indirectly communicating with) another element/feature, and not necessarily mechanically. However, it should be understood that, although two elements may be described below, in one embodiment, as being “connected,” in alternative embodiments similar elements may be “coupled,” and vice versa. Thus, although the schematic diagrams shown herein depict example arrangements of elements, additional intervening elements, devices, features, or components may be present in an actual embodiment.
- Finally, for the sake of brevity, conventional techniques and components related to vehicle mechanical parts and other functional aspects of the system (and the individual operating components of the system) may not be described in detail herein. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent example functional relationships and/or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in an embodiment of the invention. It should also be understood that
FIGS. 1-7 are merely illustrative and may not be drawn to scale. - Referring to the drawings, wherein like reference numbers refer to like components,
FIG. 1 shows avehicle 10 suitable for use with the exemplary mechanical embodiments of the present disclosure. Thevehicle 10 may be any one of a number of different types of vehicles, such as, for example, a sedan, a wagon, a truck, or a sport utility vehicle (SUV), and may be two-wheel drive (2WD), four-wheel drive (4WD), or all-wheel drive (AWD). Thevehicle 10 may also incorporate a powertrain including any one of, or combination of, a number of different types of engines, such as, for example, a gasoline or diesel fueled combustion engine, a flex fuel vehicle (FFV) engine (i.e., using a mixture of gasoline and alcohol), a gaseous compound (e.g., hydrogen and/or natural gas) fueled engine, a combustion/electric motor hybrid engine, and an electric motor. - According to exemplary embodiments, the
vehicle 10 includes a frame, amotor compartment rail 12 portion of which is shown. Themotor compartment rail 12 comprises two materials joined together. Afirst section 14 is made from ultra high strength (UHS) steel, while asecond section 16 is made from high strength low alloy (HSLA) steel. The UHSsteel section 14 provides increased mid-rail capacity due to the strength of the material. However, UHS steel does not generally offer a robust axial crush mechanism. Accordingly, the HSLAsteel section 16 of the present disclosure provides controlled deformation of themotor compartment rail 12 in an axial (fore-aft) direction, so that the motor compartment rail of the exemplary embodiments may deform and absorb energy in a collision, as will be discussed in more detail below. -
FIGS. 2-3 are illustrations of themotor compartment rail 12 according to exemplary embodiments. Themotor compartment rail 12 comprises aninner rail member 18 and anouter rail member 20. Both theinner rail member 18 and theouter rail member 20 are made from tailor welded blanks that comprise asection 14 of UHS steel and asection 16 of HSLA steel laser welded together forming a blank, which is formed (e.g., die stamped) into theinner rail member 18 and theouter rail member 20. Thus, the basicmotor compartment rail 12 comprises a two-piece, formed, tailor laser welded blank. Additionally, the present disclosure contemplates thatpartition members 22 are positioned within themotor compartment rail 12 at least in theHSLA steel section 16 to form cells. In some embodiments, thepartition members 22 comprise thin-gauge high strength steel that offers supporting strength, while the cells formed by the partition members provide sufficient space to allow theHSLA steel section 16 to deform and fold-back axially (fore-to-aft) to absorb energy during a collision. -
FIGS. 4 and 5 are cross-section illustrations of a first and second embodiment of the motor compartment rail taken along section line A-A ofFIG. 2 . In the embodiment ofFIG. 4 , thepartition members 22 are shown between theinner rail member 18 and theouter rail member 20 to form cells (five cells shown) 24-32. Cells 24-30 are substantially triangular in shape while thecentral cell 32 has a substantially diamond shape. It will be appreciated that other cell shapes and number of cells are possible in any particular implementation. To form themotor compartment rail 12, an assembly method for the embodiment ofFIG. 4 comprises coupling thepartition members 22 between theinner rail member 18 and theouter rail member 20 in a frame (or jig) and spot welding (34) the assembly together. Optionally, each of theinner rail member 18 and theouter rail member 20 could be spot welded to arespective partition member 22, and then theinner rail member 18 and theouter rail member 20 could be spot welded (34) together. - In the embodiment illustrated in
FIG. 5 , wherein like reference numbers refer to like components, thepartition members 22 are first laser welded 36 to theinner rail member 18 and theouter rail member 20 and then theinner rail member 18 and theouter rail member 20 are spot welded 38 together. -
FIG. 6 is an illustration of the axial deformation of themotor compartment rail 12 from a frontal collision. As can be seen, theHSLA portion 16 of themotor compartment rail 12 has folded-back axially in acrush zone 40 to absorb energy. As can be seen, the folds are relatively uniform for even force distribution during the collision. -
FIG. 7 is a cross-section illustration of the axial deformation of themotor compartment rail 12 taken along section line B-B ofFIG. 6 . In this view, the deformation of thepartition members 22′ as well as theinner rail member 18′ and theouter rail member 20′ can be seen to provide a short fold-length in thecrush zone 40 which can absorb sufficient energy to not require the use of a separate crush box assembly. - Accordingly, a multi-cell motor compartment rail is provided for a vehicle. The multi-cell motor compartment rail of the present disclosure offers sufficient collision mitigation that it can be used without the added mass, expense or assembly time of a conventional crush box.
- While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the disclosure as set forth in the appended claims and the legal equivalents thereof.
Claims (20)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US13/253,891 US8398152B1 (en) | 2011-10-05 | 2011-10-05 | Multi-cell motor compartment rail |
DE102012216370A DE102012216370A1 (en) | 2011-10-05 | 2012-09-14 | Multi-cell engine compartment carrier |
CN201210368256.9A CN103029557B (en) | 2011-10-05 | 2012-09-28 | Multicell engine compartment rail |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/253,891 US8398152B1 (en) | 2011-10-05 | 2011-10-05 | Multi-cell motor compartment rail |
Publications (2)
Publication Number | Publication Date |
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US8398152B1 US8398152B1 (en) | 2013-03-19 |
US20130088049A1 true US20130088049A1 (en) | 2013-04-11 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US13/253,891 Active US8398152B1 (en) | 2011-10-05 | 2011-10-05 | Multi-cell motor compartment rail |
Country Status (3)
Country | Link |
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US (1) | US8398152B1 (en) |
CN (1) | CN103029557B (en) |
DE (1) | DE102012216370A1 (en) |
Cited By (6)
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US20130249248A1 (en) * | 2012-03-26 | 2013-09-26 | Honda Motor Co., Ltd | Front portion structure of vehicle body |
US8936276B1 (en) * | 2013-12-19 | 2015-01-20 | GM Global Technology Operations LLC | Automotive frame rail design to manage an offset, frontal applied load |
US20150102623A1 (en) * | 2013-10-16 | 2015-04-16 | Toyota Jidosha Kabushiki Kaisha | Joint structure for vehicle body member, and vehicle body structure |
CN106275082A (en) * | 2015-06-26 | 2017-01-04 | 通用汽车环球科技运作有限责任公司 | The longitudinal beam of automobile frame stiffener of the load that the front of management skew applies |
WO2018025565A1 (en) * | 2016-08-02 | 2018-02-08 | 本田技研工業株式会社 | Vehicle body structure |
IT201800021217A1 (en) * | 2018-12-27 | 2020-06-27 | Ferrari Spa | ELECTRIC OR HYBRID SPORTS CAR |
Families Citing this family (5)
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DE102011112256A1 (en) * | 2011-09-02 | 2013-03-07 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Motor vehicle with crash box |
JP6169248B2 (en) | 2013-03-20 | 2017-07-26 | シロー インダストリーズ インコーポレイテッド | Energy absorption assembly for vehicles |
IT201600101007A1 (en) * | 2016-10-07 | 2018-04-07 | P Gevs S R L | ELECTRIC TRACTION MOTOR VEHICLE, AND ITS APPLICATION METHOD |
US10518811B2 (en) * | 2018-01-18 | 2019-12-31 | Honda Motor Co., Ltd. | Front side frame member for a vehicle front frame assembly |
US11332200B2 (en) * | 2019-10-25 | 2022-05-17 | Caterpillar Inc. | Haul truck space frame and body support arrangement |
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- 2012-09-28 CN CN201210368256.9A patent/CN103029557B/en active Active
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Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
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US20130249248A1 (en) * | 2012-03-26 | 2013-09-26 | Honda Motor Co., Ltd | Front portion structure of vehicle body |
US8727429B2 (en) * | 2012-03-26 | 2014-05-20 | Honda Motor Co., Ltd | Front portion structure of vehicle body |
US20150102623A1 (en) * | 2013-10-16 | 2015-04-16 | Toyota Jidosha Kabushiki Kaisha | Joint structure for vehicle body member, and vehicle body structure |
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US8936276B1 (en) * | 2013-12-19 | 2015-01-20 | GM Global Technology Operations LLC | Automotive frame rail design to manage an offset, frontal applied load |
CN106275082A (en) * | 2015-06-26 | 2017-01-04 | 通用汽车环球科技运作有限责任公司 | The longitudinal beam of automobile frame stiffener of the load that the front of management skew applies |
WO2018025565A1 (en) * | 2016-08-02 | 2018-02-08 | 本田技研工業株式会社 | Vehicle body structure |
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IT201800021217A1 (en) * | 2018-12-27 | 2020-06-27 | Ferrari Spa | ELECTRIC OR HYBRID SPORTS CAR |
Also Published As
Publication number | Publication date |
---|---|
CN103029557B (en) | 2016-05-04 |
US8398152B1 (en) | 2013-03-19 |
DE102012216370A1 (en) | 2013-04-11 |
CN103029557A (en) | 2013-04-10 |
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