US20200122662A1 - Vehicle energy absorber - Google Patents
Vehicle energy absorber Download PDFInfo
- Publication number
- US20200122662A1 US20200122662A1 US16/166,554 US201816166554A US2020122662A1 US 20200122662 A1 US20200122662 A1 US 20200122662A1 US 201816166554 A US201816166554 A US 201816166554A US 2020122662 A1 US2020122662 A1 US 2020122662A1
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- US
- United States
- Prior art keywords
- fin
- fins
- axis
- distal end
- bumper
- 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.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/023—Details
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/03—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by material, e.g. composite
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/04—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R2019/186—Additional energy absorbing means supported on bumber beams, e.g. cellular structures or material
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
- B60R2019/1893—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact comprising a multiplicity of identical adjacent shock-absorbing means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
- B60R2021/343—Protecting non-occupants of a vehicle, e.g. pedestrians using deformable body panel, bodywork or components
Definitions
- Vehicle bumpers may have a stiffness determined by the material and structure of the bumper.
- 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 or vehicle impact.
- RCAR Research Council for Automobile Repairs
- LSD low speed damageability
- FMVSS Federal Motor Vehicle Safety Standards
- the European New Car Assessment Programme (EURO NCAP) protocols for lower leg impact at 40 kph may be benefited by a lower stiffness for the bumper in comparison to the stiffness desired for FMVSS protocols for LSD.
- requirements for LSD and pedestrian protection may create competing design principles. There remains an opportunity to design a vehicle bumper that accounts for low speed damageability and pedestrian impact.
- FIG. 1 is an exploded view of a vehicle with a bumper assembly.
- FIG. 2 is a front view of a plurality of fins and a plurality of secondary fins.
- FIG. 3 is a front view of one of the plurality of fins.
- FIGS. 4A-4B illustrate the bumper assembly impacting an object.
- FIGS. 5A-5C illustrate the bumper assembly impacting another object.
- a bumper assembly includes a bumper beam and a fin supported by the bumper beam.
- the fin extends along an axis from a proximate end proximate to the bumper beam to a distal end distal to the bumper beam.
- the fin has a sinuous cross section and a thickness each normal to the axis. The thickness at the distal end is less than the thickness at the proximate end.
- the fin may include a plurality of segments disposed along the axis from the proximate end to the distal end. The thickness of each segment decreases relatively along the axis from the proximate end to the distal end.
- the bumper assembly may include a plurality of fins.
- the plurality of fins may include the fin.
- Each of the plurality of fins may be supported by the bumper beam and each may extend along an axis from a proximate end proximate to the bumper beam to a distal end distal to the bumper beam.
- Each fin may have a sinuous cross section and a thickness each normal to the respective axis. The thickness at the distal end may be less than the thickness at the proximate end.
- Each of the fins may include a plurality of segments disposed along the axis from the proximate end to the distal end.
- the thickness of each segment may decrease relatively along the axis from the proximate end to the distal end.
- the fins may be spaced along the bumper beam in a cross-vehicle direction.
- the bumper assembly may include a plate supported by the bumper beam.
- the fins may be supported by the plate.
- the plate may extend in a cross-vehicle direction from a first end to a second end and includes a center between the first and second ends.
- the fins may include a first fin attached to the plate between the first end and the center and a second fin attached to the plate between the center and the second end.
- the first fin may have a different orientation that the second fin.
- the bumper assembly may include a fascia.
- the fin is disposed between the bumper beam and the fascia.
- a bumper assembly includes a bumper beam, a fin, and a secondary fin each supported by the bumper beam and extending along an axis from a proximate end to a distal end.
- the fin has a sinuous cross section normal to the respective axis.
- the distal end of the secondary fin is disposed between the bumper beam and the distal end of the fin.
- the secondary fin may have a sinuous cross section.
- the secondary fin may be stiffer than the fin.
- the fin may include a plurality of segments disposed along the axis from the proximate end to the distal end. The thickness of each segment decreases relatively along the axis from the proximate end to the distal end.
- the bumper assembly may include a plurality of fins.
- the plurality of fins may include the fin.
- Each of the plurality of fins may be supported by the bumper beam and each may extend along an axis from a proximate end proximate to the bumper beam to a distal end distal to the bumper beam.
- Each fin may have a sinuous cross section and a thickness each normal to the respective axis.
- Each fin may have a plurality of segments disposed along the respective axis from the respective proximate end to the respective distal end, the thickness of each segment decreases relatively along the respective axis from the respective proximate end to the respective distal end.
- the bumper assembly may include a plurality of secondary fins.
- the plurality of secondary fins may include the secondary fin.
- Each of the plurality of secondary fins may be supported by the bumper beam and each may extend along an axis from a proximate end to a distal end. The distal ends of the secondary fins may be disposed between the bumper beam and the distal ends of the fins.
- the distal ends of the fins each may present a flat surface.
- the flat surfaces of the fins may define a plane, and each fin may have a sinuous cross section in the plane.
- the distal ends of the secondary fins each may present a flat surface.
- the flat surfaces of the secondary fins may define a second plane parallel to the plane.
- Each secondary fin may have a sinuous cross section in the second plane.
- the bumper assembly may include a plate supported by the bumper beam.
- the fin and the secondary fin may be supported by the plate.
- the plate may extend from a top to a bottom in a direction transverse to a cross-vehicle direction.
- the fin may be disposed adjacent to one of the top and the bottom of the plate, and the secondary fin may be disposed adjacent to the other of the top and the bottom of the plate.
- the bumper assembly may include a fascia.
- the fascia may cover the fin and the secondary fin.
- the vehicle 10 includes a bumper assembly 12 having a bumper beam 14 and a fin 16 supported by the bumper beam 14 .
- the fin 16 extends along an axis A 1 from a proximate end 18 proximate to the bumper beam 14 to a distal end 20 distal to the bumper beam 14 .
- the fin 16 has a sinuous cross section and a thickness both taken in a plane normal to the axis A 1 . The thickness at the distal end 20 is less than the thickness at the proximate end 18 .
- the bumper assembly 12 includes a secondary fin 22 supported by the bumper beam 14 .
- the secondary fin 22 extends along an axis A 2 from a proximate end 24 proximate the bumper beam 14 to a distal end 26 distal to the bumper beam 14 .
- the distal end 26 of the secondary fin 22 is disposed between the bumper beam 14 and the distal end 20 of the fin 16 .
- the fin 16 may absorb energy from an object during an impact, deforming toward the bumper beam 14 . By absorbing energy from the object, the fin 16 may satisfy low speed damageability (LSD) test protocols and pedestrian protection test protocols.
- LSD low speed damageability
- the fin 16 may have a lower stiffness at the distal end 20 relative to the proximate end 18 , i.e., the distal end 20 may be softer than the proximate end 18 .
- the stiffness of the fin 16 may decrease along the axis A 1 from the proximate end 18 to the distal end 20 .
- the decreasing stiffness of the fin 16 along the axis A 1 from the proximate end 18 to the distal end 20 provides specific deformation characteristics for the fin 16 to absorb energy from the object.
- the decreasing relative stiffness along the axis A 1 may allow axial deformation, e.g., bending, crushing, etc., when absorbing energy from the object, which may allow deformation at the distal end 20 and resist deformation at the proximate end 18 .
- the sinuous shape provides specific deformation characteristics for the fin 16 to absorb energy from the object.
- the sinuous shape may provide axial deformation characteristics when absorbing energy from the object, which may resist deformation at low speeds and may allow deformation at high speeds.
- the fin 16 with the sinuous shape may have a high stiffness during a low speed impact and a low stiffness during a high-speed impact.
- the secondary fin 22 may absorb energy from the object during the impact, deforming toward the bumper beam 14 . By absorbing energy from the object, the secondary fin 22 may satisfy low speed damageability (LSD) test protocols.
- the secondary fin 22 may have a uniform stiffness along the axis A 2 from the proximate end 24 to the distal end 26 .
- the uniform thickness provides specific deformation characteristics for the secondary fin 22 to absorb energy from the object. For example, the uniform thickness may resist axial deformation, e.g., bending, crushing, etc., as compared to the fin 16 .
- the secondary fin 22 may have a higher relative stiffness than the fin 16 to prevent the object from impacting, i.e., bottoming out against, the bumper beam 14 during the impact.
- the vehicle 10 includes the bumper assembly 12 .
- the bumper assembly 12 may absorb energy during the impact.
- the bumper assembly 12 includes the bumper beam 14 , a plurality of fins 16 , and a plurality of secondary fins 22 .
- the fins 16 and the secondary fins 22 are supported by the bumper beam 14 , as shown in FIGS. 1-2 and 4A-5C .
- the fins 16 and the secondary fins 22 may absorb energy from the impact.
- the impact may be a dual stage impact, i.e., the impact may include a first stage and a second stage. For example, during the first stage of the impact, an object may contact the fins 16 , as shown in FIGS. 4B and 5B , deforming the fins 16 .
- the object may, for example, be spaced from the secondary fins 22 during the first stage impact.
- the fins 16 may prevent the object from intruding to the secondary fins 22 .
- the object may contact the secondary fins 22 , as shown in FIG. 5C , deforming the secondary fins 22 .
- the object may deform the fins 16 and continue to intrude along the axis A 1 to impact the secondary fins 22 .
- the bumper beam 14 may extend from a first end 28 to a second end 30 spaced from the first end 28 .
- the bumper beam 14 may define a longitudinal axis L between the first end 28 and the second end 30 of the bumper beam 14 .
- the longitudinal axis L may extend in a cross-vehicle direction, i.e., in a direction perpendicular to forward motion of the vehicle 10 .
- the bumper beam 14 may be elongated in the cross-vehicle direction.
- the bumper assembly 12 may include a plate 32 , as shown in FIGS. 1-2 and 4A-5C .
- the plate 32 may be supported by the bumper beam 14 .
- the plate 32 may be attached to the bumper beam 14 with a fastener, e.g., a bolt, a screw, a press-fit dowel, a weld, etc.
- the plate 32 may extend along the longitudinal axis L of the bumper beam 14 from a first end 34 to a second end 36 .
- the first end 34 of the plate 32 may, for example, be adjacent to the first end 28 of the bumper beam 14
- the second end 36 of the plate 32 may, for example, be adjacent to the second end 30 of the bumper beam 14 .
- the plate 32 may extend along the bumper beam 14 from the first end 28 of the bumper beam 14 to the second end 30 of the bumper beam 14 .
- the plate 32 may be constructed of, e.g., a plastic, a metal, a composite, etc.
- the plate 32 may be constructed of the same material as one of the fin 16 and the secondary fin 22 .
- the plate 32 has a center 38 , as shown in FIG. 2 .
- the center 38 of the plate 32 may divide the plate 32 into a first side 40 and a second side 42 .
- the center 38 may be disposed between the first end 34 of the plate 32 and the second end 36 of the plate 32 .
- the center 38 may be disposed substantially halfway between the first end 34 of the plate 32 and the second end 36 of the plate 32 .
- the first side 40 of the plate 32 may, for example, extend from the first end 34 of the plate 32 to the center 38 of the plate 32
- the second side 42 of the plate 32 may, for example, extend from the second end 36 of the plate 32 to the center 38 of the plate 32 .
- the plate 32 may include a top 44 and a bottom 46 spaced from the top 44 in a direction transverse to the longitudinal axis L, i.e., the cross-vehicle direction, as shown in FIG. 2 .
- the top 44 and the bottom 46 may each extend from the first end 34 of the plate 32 to the second end 36 of the plate 32 .
- the top 44 and the bottom 46 may each be elongated along the longitudinal axis L.
- the bumper assembly 12 may include a fascia 48 , as shown in FIG. 1 .
- the fascia 48 may be supported by the bumper beam 14 .
- the fascia 48 may be attached to a body (not numbered) and/or to the bumper beam 14 .
- the fascia 48 may be a portion of an exterior of the vehicle 10 .
- the fascia 48 may cover the bumper beam 14 .
- the fascia 48 may extend along the bumper beam 14 from the first end 28 to the second end 30 , i.e., along the longitudinal axis L.
- the fascia 48 may be spaced from the bumper beam 14 , e.g., in a vehicle fore-and-aft direction.
- the fascia 48 and the bumper beam 14 may define a cavity 50 therebetween.
- the fins 16 and secondary fins 22 may be disposed in the cavity 50 , i.e., between the bumper beam 14 and the fascia 48 , as shown in FIG. 1 .
- the fins 16 and the secondary fins 22 may be supported by the plate 32 in the cavity 50 .
- the fins 16 and the secondary fins 22 may each extend across the cavity 50 , e.g., in the vehicle fore-and-aft direction, from the bumper beam 14 toward the fascia 48 .
- the fins 16 extend farther across the cavity 50 , e.g., in the vehicle fore-and-aft direction, then the secondary fins 22 , as set forth further below.
- the fins 16 each have a proximate end 18 and a distal end 20 , as shown in FIGS. 1 and 4A-5C .
- Each fin 16 defines the axis A 1 from the proximate end 18 to the distal end 20 .
- the axis A 1 is shown for one of the fins 16 , and the other fins 16 may extend along respective axes parallel to the axis A 1 .
- the fins 16 may not be parallel to each other, i.e., the respective axes may not be parallel to the axis A 1 .
- Each respective axis A 1 extends from the respective proximate end 18 to the respective distal end 20 .
- the proximate end 18 is proximate to the bumper beam 14
- the distal end 20 is distal to the bumper beam 14 .
- the proximate end 18 may be attached to the plate 32 .
- the proximate end 18 may be integral with the plate 32 , i.e., formed as a unitary construction.
- the distal end 20 may receive the object during the first stage impact, as shown in FIGS. 4B and 5B . Thus, the distal end 20 may deform relative to the proximate end 18 during the impact.
- Each fin 16 has a respective proximate end 18 and a respective distal end 20 .
- Each fin 16 may extend from the proximate end 18 to the distal end 20 along the axis A 1 .
- Each proximate end 18 of each fin 16 may present a proximal flat surface 52 .
- the proximal flat surfaces 52 may contact the plate 32 .
- the proximal flat surface 52 may be attached to the plate 32 , e.g., with an adhesive, a braze, a weld, etc.
- Each distal end 20 of each fin 16 may present a distal flat surface 54 .
- the distal flat surfaces 54 may receive the object during the first stage impact.
- the distal flat surfaces 54 may define a plane C, as shown in FIGS. 1 and 3 .
- Each fin 16 may have a plurality of segments 56 , 58 , 60 disposed along the axis A 1 from the proximate end 18 to the distal end 20 .
- each fin 16 may have a first segment 56 , a second segment 58 , and a third segment 60 .
- the first segment 56 may be disposed adjacent to the proximate end 18
- the third segment 60 may be disposed adjacent to the distal end 20
- the second segment 58 may be disposed between the first segment 56 and the third segment 60 .
- the second segment 58 may be sandwiched between the first segment 56 and the third segment 60 .
- first segment 56 may extend from the proximate end 18 to the second segment 58
- third segment 60 may extend from the distal end 20 to the second segment 58
- the fin 16 may have any suitable number of segments 56 , 58 , 60 .
- Each segment 56 , 58 , 60 may extend any suitable amount along the axis A 1 .
- the segments 56 , 58 , 60 may, for example, extend different amounts along the axis A 1 .
- the first segment 56 and the second segment 58 may extend farther along the axis A 1 than the third segment 60 , as shown in FIGS. 1, 4A-5C .
- the first segment 56 may extend farther along the axis A 1 than the second segment 58 , as shown in FIGS. 1, 4A-5C .
- the second segment 58 may extend farther along the axis A 1 than the first segment 56 .
- each of the segments 56 , 58 , 60 may extend the same amount along the axis A 1 .
- the thickness i.e., material thickness
- the thickness of each segment 56 , 58 , 60 decreases relatively along the axis A 1 from the proximate end 18 to the distal end 20 .
- the thickness of the fin 16 is greater in the first segment 56 , i.e., adjacent to the proximate end 18 , than in the third segment 60 , i.e., adjacent to the distal end 20 .
- the first segment 56 may have a first thickness T 1
- the second segment 58 may have a second thickness T 2
- the third segment 60 may have a third thickness T 3 .
- the first thickness T 1 is greater than each of the second thickness T 2 and the third thickness T 3 . Additionally, the second thickness T 2 is greater than the third thickness T 3 .
- the fins 16 may include a transition between each of the segments 56 , 58 , 60 . The transition may be rounded or angular.
- the thickness of the fins 16 may be uniform along each segment 56 , 58 , 60 .
- the thickness of each segment 56 , 58 , 60 may be constant along the axis A 1 .
- the thickness at each segment 56 , 58 , 60 i.e., the first thickness T 1 , the second thickness T 2 , and the third thickness T 3 , may be directly proportional to the stiffness of each segment 56 , 58 , 60 .
- the first segment 56 is stiffer than each of the second segment 58 and the third segment 60 .
- the second segment 58 is stiffer than the third segment 60 .
- the stiffness of the fin 16 decreases along the axis A 1 from the proximate end 18 to the distal end 20 , i.e., from the first segment 56 to the third segment 60 .
- Each fin 16 has a cross section, as shown in FIG. 3 .
- the cross section has a sinuous shape, i.e., serpentine, wavy, etc.
- the sinuous shape may be a repeating pattern of curves in opposite directions, i.e., in the shape of a sine wave.
- the cross section has a sinuous shape taken in a plane normal to the axis A 1 .
- the cross section may be sinuous from the proximate end 18 to the distal end 20 , i.e., in any plane therebetween.
- the cross section is sinuous in the plane C defined by the distal flat surfaces 54 . That is, the axis A 1 may be normal to the plane C.
- the sinuous shape may be substantially S-shaped.
- the sinuous cross section may provide deformation characteristics for the fin 16 that are similar to a closed cylindrical tube. Furthermore, the sinuous cross section may provide the tube-like deformation characteristics to a shape that is not a closed circle, e.g., the sinuous shape extending along the rectangular bumper beam 14 . Thus, the fin 16 can provide specific deformation characteristics for various shapes of bumper assemblies.
- the sinuous shape includes a plurality of curves.
- the sinuous shape may include a first curve 62 , a second curve 64 , a third curve 66 , and a fourth curve 68 .
- the first curve 62 defines a first opening 70
- the second curve 64 defines a second opening 72
- the third curve 66 defines a third opening 74
- the fourth curve 68 defines a fourth opening 76 .
- Each of the curves may be substantially C-shaped.
- the sinuous shape may define a first center line D and a second center line E in the plane C.
- the sinuous shape may be symmetric about the second center line E.
- the first and third openings 70 , 74 may oppose the second and fourth openings 72 , 76 about the first center line D.
- the first and second openings 70 , 72 may oppose the third and fourth openings 74 , 76 about the second center line E.
- the sinuous shape may define a mirror image about the second center line E.
- the fins 16 may be disposed adjacent to the bottom 46 of the plate 32 .
- the fins 16 may be spaced from each other along the bumper beam 14 .
- the fins 16 may be spaced from each other along the longitudinal axis L of the bumper beam 14 , i.e., in the cross-vehicle direction, from the first end 34 of the plate 32 to the second end 36 of the plate 32 .
- the fins 16 may be spaced evenly along the bumper beam 14 . Alternatively, the spacing between the fins 16 may vary.
- the fins 16 may be spaced to provide specific deformation characteristics during the vehicle impact.
- a first fin 16 a may be attached to the first side 40 of the plate 32
- a second fin 16 b may be attached to a second side 42 of the plate 32 , as shown in FIG. 2 .
- Each fin 16 may have a fin orientation, i.e., a position of the fin 16 on the plate 32 about one or more of the axis A 1 , the first center line D, and the second center line E.
- the first fin 16 a may have a different orientation than the second fin 16 b , as shown in FIG. 2 , e.g., the fin orientation of the first fin 16 a may mirror the fin orientation of the second fin 16 b .
- the first fin 16 a may have a fin orientation transverse to a fin orientation of the second fin 16 b.
- the secondary fins 22 each have a proximate end 24 and a distal end 26 , as shown in FIGS. 1 and 5A-5C .
- Each secondary fin 22 defines the axis A 2 from the proximate end 24 to the distal end 26 .
- the axis A 2 is shown for one of the secondary fins 22 , and the other secondary fins 22 may extend along respective axes parallel to the axis A 2 .
- the secondary fins 22 may not be parallel to each other, i.e., the respective axes may not be parallel to the axis A 2 .
- the secondary fins 22 may extend parallel to the fins 16 , i.e., the respective axes of the secondary fins 22 may be parallel to the respective axes of the fins 16 . Alternatively, the secondary fins 22 may not be parallel with the fins 16 .
- Each respective axis A 2 extends from the respective proximate end 24 to the respective distal end 26 .
- the proximate end 24 is proximate to the bumper beam 14
- the distal end 26 is distal to the bumper beam 14 .
- the proximate end 24 may be attached to the plate 32 .
- the proximate end 24 may be integral with the plate 32 , i.e., formed as a unitary construction.
- the distal end 26 may receive the object during the second stage impact, as shown in FIG. 5C . Thus, the distal end 26 may deform relative to the proximate end 24 during the second stage impact.
- Each secondary fin 22 has a respective proximate end 24 and a respective distal end 26 .
- Each secondary fin 22 may extend from the proximate end 24 to the distal end 26 along the axis A 2 .
- Each proximate end 24 of each secondary fin 22 may present a proximal flat surface 78 .
- the proximal flat surfaces 78 may contact the plate 32 .
- the proximal flat surface 78 may be attached to the plate 32 , e.g., with an adhesive, a braze, a weld, etc.
- Each distal end 26 of each secondary fin 22 may present a distal flat surface 80 .
- the distal flat surfaces 80 may receive the object during the second stage impact.
- the distal flat surfaces 80 may define a second plane P, as shown in FIG. 1 .
- the second plane P is disposed between the plane C and the bumper beam 14 , as shown in FIG. 1 .
- the distal ends 26 of the secondary fins 22 are disposed between the bumper beam 14 and the distal ends 20 of the fins 16 .
- the secondary fins 22 are spaced from the fascia 48 , and the fins 16 , for example, may abut the fascia 48 .
- the distal ends 26 of the secondary fins 22 are spaced from the fascia 48 , and the distal ends 20 of the fins 16 may abut the fascia 48 .
- the secondary fins 22 extend partially across the cavity 50 from the bumper beam 14 toward the fascia 48 , and the fins 16 may extend entirely across the cavity 50 , e.g., from the bumper beam 14 to the fascia 48 .
- the fins 16 may be spaced from the fascia 48 .
- the distal ends 20 of the fins 16 may be spaced from the fascia 48 . In this situation, the fins 16 extend partially across the cavity 50 toward the fascia 48 farther than the secondary fins 22 .
- Each secondary fin 22 may have a cross section in the second plane P, i.e., normal to the respective axis A 2 .
- the cross section of each secondary fin 22 may be any suitable shape, e.g., circular, rectangular, etc.
- the cross section of the secondary fin 22 may, for example, have a sinuous shape in a plane normal to the respective axis A 2 .
- the cross section may be sinuous from the proximate end 24 to the distal end 26 , i.e., in any plane therebetween. In this situation, the cross section of the secondary fin 22 may be sinuous in the second plane P defined by the distal flat surfaces 80 of the secondary fins 22 .
- the secondary fins 22 may be disposed adjacent to the top 44 of the plate 32 , i.e., the secondary fins 22 may be disposed above the fins 16 .
- the fins 16 may be disposed adjacent to the top 44 of the plate 32
- the secondary fins 22 may be disposed adjacent to the bottom 46 of the plate 32 .
- the secondary fins 22 may be spaced from each other along the longitudinal axis L of the bumper beam 14 .
- the secondary fins 22 may, for example, extend from each end 34 , 36 of the plate 32 toward the center 38 of the plate 32 . As shown in FIG.
- the secondary fins 22 extend along the longitudinal axis L from each end 34 , 36 of the plate 32 to a position spaced from the center 38 of the plate 32 , i.e., the secondary fins 22 may be spaced from the center 38 of the plate 32 along the longitudinal axis L.
- the secondary fins 22 may extend from each end 34 , 36 of the plate 32 to the center 38 of the plate 32 .
- the secondary fins 22 may be spaced to provide specific deformation characteristics during the vehicle impact.
- the secondary fins 22 may have a same or different spacing as the fins 16 along the longitudinal axis L.
- the secondary fins 22 may be closer together than the fins 16 , as shown in FIG. 2 .
- Each of the secondary fins 22 may have a fin orientation, i.e., a position of the secondary fin 22 on the plate 32 .
- the secondary fins 22 disposed on the first side 40 of the plate 32 may have a different orientation than the secondary fins 22 disposed on the second side 42 of the plate 32 .
- the secondary fins 22 disposed on the first side 40 of the plate may have the same orientation as the first fin 16 a
- the secondary fins 22 disposed on the second side 42 of the plate 32 may have the same orientation as the second fin 16 b , as shown in FIG. 2
- the fin orientation of the secondary fins 22 disposed on the first side 40 of the plate 32 may mirror the fin orientation of the secondary fins 22 disposed on the second side 42 of the plate 32
- the secondary fins 22 disposed on the first side 40 of the plate 32 may have a fin orientation transverse to a fin orientation of the secondary fins 22 disposed on the second side 42 of the plate 32 .
- the secondary fins 22 are more resistive to deformation, i.e., stiffer, than the fins 16 .
- the fins 16 and the secondary fins 22 may, for example, be constructed of a different material.
- the material of the fins 16 may have a higher ductility, i.e., a percentage of elongation, than the material of the secondary fins 22 .
- the fins 16 may be formed of a softer material than the secondary fins 22 .
- the secondary fins 22 may have a thickness, i.e., a width along the longitudinal axis L the same or greater than the thickness of the first segment 56 of the fins 16 .
- the secondary fins 22 may be at least as stiff as the first segment 56 of the fins 16 , i.e., stiffer than the second segment 58 and the third segment 60 .
- the fins 16 and the secondary fins 22 may be constructed of any suitable material, e.g., a polymer, a plastic, a thermoplastic, a metal, a composite, etc.
- the bumper assembly 12 may absorb energy during a high-speed impact test.
- the high-speed impact test may be a high-speed pedestrian impact test, e.g., a European New Car Assessment Program (EURO NCAP) Pedestrian Testing Protocol Version 8.4 (November 2017), that simulates an impact between a pedestrian's leg and the vehicle 10 .
- the test uses a legform 82 , which is a test device including a plurality of sensors (not shown) designed to simulate a human leg.
- the legform 82 is attached to a launcher (not shown), e.g., an air, spring, or hydraulic gun, in front of the vehicle 10 .
- the launcher propels the legform 82 toward the vehicle 10 and into the bumper assembly 12 .
- the launcher is positioned to propel the legform 82 at a specific angle relative to the axis A 1 , e.g., 0 degrees to simulate a front impact.
- the launcher propels the legform 82 to the bumper assembly 12 such that the legform 82 moves at 11.11 meters per second (40 kilometers per hour) upon contacting the bumper assembly 12 .
- a computer collects data from the sensors in the legform 82 on the forces and moments applied to different parts of the legform 82 , e.g., parts representing an upper femur, a lower tibia, a knee, a position above the knee (e.g. 40 mm), and a position below the knee (e.g., 40 mm).
- FIGS. 4A-4B show the legform 82 impacting the vehicle 10 in a high-speed pedestrian impact test.
- FIG. 4A shows the legform 82 prior to impacting the bumper assembly 12
- FIG. 4B shows the legform 82 upon impacting the bumper assembly 12 in the first stage impact.
- the legform 82 engages one or more fins 16 , deforming the distal ends 20 of the fins 16 toward the plate 32 .
- the fin 16 may axially deform, e.g., bend, crush, etc., absorbing energy from the legform 82 and reducing acceleration of the legform 82 during impact. Furthermore, in the impact shown in FIGS. 4A-4B , only a few of the plurality of fins 16 receive the legform 82 , providing a controlled deceleration and controlled movement of the legform 82 as the fins 16 deform and absorb energy from the legform 82 .
- the fins 16 may prevent intrusion of the legform 82 to the secondary fins 22 .
- the fins 16 may absorb the energy of the legform 82 such that the legform 82 remains spaced from the secondary fins 22 .
- the bumper assembly 12 may absorb energy during a low speed vehicle impact test.
- the low speed vehicle impact test may be an RCAR low speed damageability test or an Insurance Institute for Highway Safety (IIHS) bumper test.
- the test uses an impact barrier 84 that simulates an end of another vehicle.
- the impact barrier 84 may be a rigid object with an energy absorber designed to simulate a bumper on another vehicle.
- the vehicle 10 moves toward the impact barrier 84 at a specified speed, e.g., 15-16 kilometers per hour, such that the bumper assembly 12 impacts the impact barrier 84 .
- the vehicle 10 decelerates. Images of the bumper assembly 12 are collected to measure the deformation of the bumper assembly 12 , e.g., the deformation of the fins 16 .
- FIGS. 5A-5C show the impact barrier 84 impacting the vehicle 10 in a low speed damageability test.
- FIG. 5A shows the impact barrier 84 prior to impacting the bumper assembly 12
- FIG. 5B shows the impact barrier 84 upon impacting the fins 16 in the first stage impact
- FIG. 5C shows the impact barrier 84 upon impacting the secondary fins 22 in the second stage impact.
- the impact barrier 84 may engage the distal ends 20 of the fins 16 .
- most or all of the plurality of fins 16 may engage the impact barrier 84 , distributing the impact load and reducing the force on each individual fin 16 .
- the fins 16 absorb energy from the impact barrier 84 while reducing the deformation in each individual fin 16 .
- the fins 16 reduce intrusion of any specific part of the impact barrier 84 to the vehicle 10 , improving low speed damageability.
- the impulse from the first stage impact is spread over a longer time during the impact, reducing impact energy transmitted to the impact barrier 84 .
- the impact barrier 84 may impact the distal ends 26 of the secondary fins 22 .
- the impact barrier 84 may have deformed the fins 16 , i.e., one or more segments 56 , 58 , 60 , in the first stage impact and continued to intrude toward the bumper beam 14 .
- most or all of the plurality of secondary fins 22 may engage the impact barrier 84 , distributing the impact load and reducing the force on each individual secondary fin 22 .
- the secondary fins 22 absorb energy from the impact barrier 84 while reducing the deformation of each individual secondary fin 22 .
- the secondary fins 22 reduce intrusion of any specific part of the impact barrier 84 to the vehicle 10 .
- the secondary fins 22 prevent the impact barrier 84 from impacting the bumper beam 14 , i.e., bottoming out against the bumper beam 14 , improving low speed damageability.
- the impulse from the second stage impact is spread over a longer time during the impact, reducing impact energy transmitted to the impact barrier 84 .
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Abstract
Description
- 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 or vehicle impact.
- Several 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 components 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 521, 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. For example, the European New Car Assessment Programme (EURO NCAP) protocols for lower leg impact at 40 kph may be benefited by a lower stiffness for the bumper in comparison to the stiffness desired for FMVSS protocols for LSD. In other words, requirements for LSD and pedestrian protection may create competing design principles. There remains an opportunity to design a vehicle bumper that accounts for low speed damageability and pedestrian impact.
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FIG. 1 is an exploded view of a vehicle with a bumper assembly. -
FIG. 2 is a front view of a plurality of fins and a plurality of secondary fins. -
FIG. 3 is a front view of one of the plurality of fins. -
FIGS. 4A-4B illustrate the bumper assembly impacting an object. -
FIGS. 5A-5C illustrate the bumper assembly impacting another object. - A bumper assembly includes a bumper beam and a fin supported by the bumper beam. The fin extends along an axis from a proximate end proximate to the bumper beam to a distal end distal to the bumper beam. The fin has a sinuous cross section and a thickness each normal to the axis. The thickness at the distal end is less than the thickness at the proximate end.
- The fin may include a plurality of segments disposed along the axis from the proximate end to the distal end. The thickness of each segment decreases relatively along the axis from the proximate end to the distal end.
- The bumper assembly may include a plurality of fins. The plurality of fins may include the fin. Each of the plurality of fins may be supported by the bumper beam and each may extend along an axis from a proximate end proximate to the bumper beam to a distal end distal to the bumper beam. Each fin may have a sinuous cross section and a thickness each normal to the respective axis. The thickness at the distal end may be less than the thickness at the proximate end.
- Each of the fins may include a plurality of segments disposed along the axis from the proximate end to the distal end. The thickness of each segment may decrease relatively along the axis from the proximate end to the distal end.
- The fins may be spaced along the bumper beam in a cross-vehicle direction.
- The bumper assembly may include a plate supported by the bumper beam. The fins may be supported by the plate.
- The plate may extend in a cross-vehicle direction from a first end to a second end and includes a center between the first and second ends. The fins may include a first fin attached to the plate between the first end and the center and a second fin attached to the plate between the center and the second end. The first fin may have a different orientation that the second fin.
- The bumper assembly may include a fascia. The fin is disposed between the bumper beam and the fascia.
- A bumper assembly includes a bumper beam, a fin, and a secondary fin each supported by the bumper beam and extending along an axis from a proximate end to a distal end. The fin has a sinuous cross section normal to the respective axis. The distal end of the secondary fin is disposed between the bumper beam and the distal end of the fin.
- The secondary fin may have a sinuous cross section.
- The secondary fin may be stiffer than the fin.
- The fin may include a plurality of segments disposed along the axis from the proximate end to the distal end. The thickness of each segment decreases relatively along the axis from the proximate end to the distal end.
- The bumper assembly may include a plurality of fins. The plurality of fins may include the fin. Each of the plurality of fins may be supported by the bumper beam and each may extend along an axis from a proximate end proximate to the bumper beam to a distal end distal to the bumper beam. Each fin may have a sinuous cross section and a thickness each normal to the respective axis. Each fin may have a plurality of segments disposed along the respective axis from the respective proximate end to the respective distal end, the thickness of each segment decreases relatively along the respective axis from the respective proximate end to the respective distal end.
- The bumper assembly may include a plurality of secondary fins. The plurality of secondary fins may include the secondary fin. Each of the plurality of secondary fins may be supported by the bumper beam and each may extend along an axis from a proximate end to a distal end. The distal ends of the secondary fins may be disposed between the bumper beam and the distal ends of the fins.
- The distal ends of the fins each may present a flat surface. The flat surfaces of the fins may define a plane, and each fin may have a sinuous cross section in the plane.
- The distal ends of the secondary fins each may present a flat surface. The flat surfaces of the secondary fins may define a second plane parallel to the plane.
- Each secondary fin may have a sinuous cross section in the second plane.
- The bumper assembly may include a plate supported by the bumper beam. The fin and the secondary fin may be supported by the plate.
- The plate may extend from a top to a bottom in a direction transverse to a cross-vehicle direction. The fin may be disposed adjacent to one of the top and the bottom of the plate, and the secondary fin may be disposed adjacent to the other of the top and the bottom of the plate.
- The bumper assembly may include a fascia. The fascia may cover the fin and the secondary fin.
- With reference to the Figures, wherein like numerals indicate like parts throughout the several views, a
vehicle 10 is generally shown. Thevehicle 10 includes abumper assembly 12 having abumper beam 14 and afin 16 supported by thebumper beam 14. Thefin 16 extends along an axis A1 from aproximate end 18 proximate to thebumper beam 14 to adistal end 20 distal to thebumper beam 14. Thefin 16 has a sinuous cross section and a thickness both taken in a plane normal to the axis A1. The thickness at thedistal end 20 is less than the thickness at theproximate end 18. - Additionally, the
bumper assembly 12 includes asecondary fin 22 supported by thebumper beam 14. Thesecondary fin 22 extends along an axis A2 from aproximate end 24 proximate thebumper beam 14 to adistal end 26 distal to thebumper beam 14. Thedistal end 26 of thesecondary fin 22 is disposed between thebumper beam 14 and thedistal end 20 of thefin 16. - The
fin 16 may absorb energy from an object during an impact, deforming toward thebumper beam 14. By absorbing energy from the object, thefin 16 may satisfy low speed damageability (LSD) test protocols and pedestrian protection test protocols. For example, thefin 16 may have a lower stiffness at thedistal end 20 relative to theproximate end 18, i.e., thedistal end 20 may be softer than theproximate end 18. In other words, the stiffness of thefin 16 may decrease along the axis A1 from theproximate end 18 to thedistal end 20. The decreasing stiffness of thefin 16 along the axis A1 from theproximate end 18 to thedistal end 20 provides specific deformation characteristics for thefin 16 to absorb energy from the object. For example, the decreasing relative stiffness along the axis A1 may allow axial deformation, e.g., bending, crushing, etc., when absorbing energy from the object, which may allow deformation at thedistal end 20 and resist deformation at theproximate end 18. Furthermore, the sinuous shape provides specific deformation characteristics for thefin 16 to absorb energy from the object. For example, the sinuous shape may provide axial deformation characteristics when absorbing energy from the object, which may resist deformation at low speeds and may allow deformation at high speeds. Thus, thefin 16 with the sinuous shape may have a high stiffness during a low speed impact and a low stiffness during a high-speed impact. - The
secondary fin 22 may absorb energy from the object during the impact, deforming toward thebumper beam 14. By absorbing energy from the object, thesecondary fin 22 may satisfy low speed damageability (LSD) test protocols. Thesecondary fin 22 may have a uniform stiffness along the axis A2 from theproximate end 24 to thedistal end 26. The uniform thickness provides specific deformation characteristics for thesecondary fin 22 to absorb energy from the object. For example, the uniform thickness may resist axial deformation, e.g., bending, crushing, etc., as compared to thefin 16. In other words, thesecondary fin 22 may have a higher relative stiffness than thefin 16 to prevent the object from impacting, i.e., bottoming out against, thebumper beam 14 during the impact. - As shown in
FIG. 1 , thevehicle 10 includes thebumper assembly 12. Thebumper assembly 12 may absorb energy during the impact. Thebumper assembly 12 includes thebumper beam 14, a plurality offins 16, and a plurality ofsecondary fins 22. Thefins 16 and thesecondary fins 22 are supported by thebumper beam 14, as shown inFIGS. 1-2 and 4A-5C . Thefins 16 and thesecondary fins 22 may absorb energy from the impact. The impact may be a dual stage impact, i.e., the impact may include a first stage and a second stage. For example, during the first stage of the impact, an object may contact thefins 16, as shown inFIGS. 4B and 5B , deforming thefins 16. The object may, for example, be spaced from thesecondary fins 22 during the first stage impact. In other words, thefins 16 may prevent the object from intruding to thesecondary fins 22. During the second stage of the impact, the object may contact thesecondary fins 22, as shown inFIG. 5C , deforming thesecondary fins 22. In other words, the object may deform thefins 16 and continue to intrude along the axis A1 to impact thesecondary fins 22. - With continued reference to
FIG. 1 , thebumper beam 14 may extend from afirst end 28 to asecond end 30 spaced from thefirst end 28. Thebumper beam 14 may define a longitudinal axis L between thefirst end 28 and thesecond end 30 of thebumper beam 14. The longitudinal axis L may extend in a cross-vehicle direction, i.e., in a direction perpendicular to forward motion of thevehicle 10. In other words, thebumper beam 14 may be elongated in the cross-vehicle direction. - The
bumper assembly 12 may include aplate 32, as shown inFIGS. 1-2 and 4A-5C . Theplate 32 may be supported by thebumper beam 14. Theplate 32 may be attached to thebumper beam 14 with a fastener, e.g., a bolt, a screw, a press-fit dowel, a weld, etc. Theplate 32 may extend along the longitudinal axis L of thebumper beam 14 from afirst end 34 to asecond end 36. Thefirst end 34 of theplate 32 may, for example, be adjacent to thefirst end 28 of thebumper beam 14, and thesecond end 36 of theplate 32 may, for example, be adjacent to thesecond end 30 of thebumper beam 14. In other words, theplate 32 may extend along thebumper beam 14 from thefirst end 28 of thebumper beam 14 to thesecond end 30 of thebumper beam 14. Theplate 32 may be constructed of, e.g., a plastic, a metal, a composite, etc. Theplate 32 may be constructed of the same material as one of thefin 16 and thesecondary fin 22. - The
plate 32 has acenter 38, as shown inFIG. 2 . Thecenter 38 of theplate 32 may divide theplate 32 into afirst side 40 and asecond side 42. Thecenter 38 may be disposed between thefirst end 34 of theplate 32 and thesecond end 36 of theplate 32. Thecenter 38 may be disposed substantially halfway between thefirst end 34 of theplate 32 and thesecond end 36 of theplate 32. Thefirst side 40 of theplate 32 may, for example, extend from thefirst end 34 of theplate 32 to thecenter 38 of theplate 32, and thesecond side 42 of theplate 32 may, for example, extend from thesecond end 36 of theplate 32 to thecenter 38 of theplate 32. - The
plate 32 may include a top 44 and a bottom 46 spaced from the top 44 in a direction transverse to the longitudinal axis L, i.e., the cross-vehicle direction, as shown inFIG. 2 . The top 44 and the bottom 46 may each extend from thefirst end 34 of theplate 32 to thesecond end 36 of theplate 32. In other words, the top 44 and the bottom 46 may each be elongated along the longitudinal axis L. - The
bumper assembly 12 may include afascia 48, as shown inFIG. 1 . Thefascia 48 may be supported by thebumper beam 14. For example, thefascia 48 may be attached to a body (not numbered) and/or to thebumper beam 14. Thefascia 48 may be a portion of an exterior of thevehicle 10. In other words, thefascia 48 may cover thebumper beam 14. For example, thefascia 48 may extend along thebumper beam 14 from thefirst end 28 to thesecond end 30, i.e., along the longitudinal axis L. Thefascia 48 may be spaced from thebumper beam 14, e.g., in a vehicle fore-and-aft direction. In other words, thefascia 48 and thebumper beam 14 may define acavity 50 therebetween. - The
fins 16 andsecondary fins 22 may be disposed in thecavity 50, i.e., between thebumper beam 14 and thefascia 48, as shown inFIG. 1 . Thefins 16 and thesecondary fins 22 may be supported by theplate 32 in thecavity 50. Thefins 16 and thesecondary fins 22 may each extend across thecavity 50, e.g., in the vehicle fore-and-aft direction, from thebumper beam 14 toward thefascia 48. Thefins 16 extend farther across thecavity 50, e.g., in the vehicle fore-and-aft direction, then thesecondary fins 22, as set forth further below. - The
fins 16 each have aproximate end 18 and adistal end 20, as shown inFIGS. 1 and 4A-5C . Eachfin 16 defines the axis A1 from theproximate end 18 to thedistal end 20. InFIGS. 1 and 4A-5C , the axis A1 is shown for one of thefins 16, and theother fins 16 may extend along respective axes parallel to the axis A1. Alternatively, thefins 16 may not be parallel to each other, i.e., the respective axes may not be parallel to the axis A1. Each respective axis A1 extends from the respectiveproximate end 18 to the respectivedistal end 20. Theproximate end 18 is proximate to thebumper beam 14, and thedistal end 20 is distal to thebumper beam 14. Theproximate end 18 may be attached to theplate 32. Alternatively, theproximate end 18 may be integral with theplate 32, i.e., formed as a unitary construction. Thedistal end 20 may receive the object during the first stage impact, as shown inFIGS. 4B and 5B . Thus, thedistal end 20 may deform relative to theproximate end 18 during the impact. - Each
fin 16 has a respectiveproximate end 18 and a respectivedistal end 20. Eachfin 16 may extend from theproximate end 18 to thedistal end 20 along the axis A1. Eachproximate end 18 of eachfin 16 may present a proximalflat surface 52. The proximalflat surfaces 52 may contact theplate 32. For example, the proximalflat surface 52 may be attached to theplate 32, e.g., with an adhesive, a braze, a weld, etc. Eachdistal end 20 of eachfin 16 may present a distalflat surface 54. The distalflat surfaces 54 may receive the object during the first stage impact. The distalflat surfaces 54 may define a plane C, as shown inFIGS. 1 and 3 . - Each
fin 16 may have a plurality ofsegments proximate end 18 to thedistal end 20. For example, as shown inFIGS. 1, 3, and 4A-5C , eachfin 16 may have afirst segment 56, asecond segment 58, and athird segment 60. Thefirst segment 56 may be disposed adjacent to theproximate end 18, thethird segment 60 may be disposed adjacent to thedistal end 20, and thesecond segment 58 may be disposed between thefirst segment 56 and thethird segment 60. Thesecond segment 58 may be sandwiched between thefirst segment 56 and thethird segment 60. In other words, thefirst segment 56 may extend from theproximate end 18 to thesecond segment 58, and thethird segment 60 may extend from thedistal end 20 to thesecond segment 58. Thefin 16 may have any suitable number ofsegments - Each
segment segments first segment 56 and thesecond segment 58 may extend farther along the axis A1 than thethird segment 60, as shown inFIGS. 1, 4A-5C . Also, thefirst segment 56 may extend farther along the axis A1 than thesecond segment 58, as shown inFIGS. 1, 4A-5C . As another example, thesecond segment 58 may extend farther along the axis A1 than thefirst segment 56. Alternatively, each of thesegments - With reference to
FIG. 3 , the thickness, i.e., material thickness, is taken in a plane normal to the axis A1. The thickness of eachsegment proximate end 18 to thedistal end 20. In other words, the thickness of thefin 16 is greater in thefirst segment 56, i.e., adjacent to theproximate end 18, than in thethird segment 60, i.e., adjacent to thedistal end 20. For example, thefirst segment 56 may have a first thickness T1, thesecond segment 58 may have a second thickness T2, and thethird segment 60 may have a third thickness T3. The first thickness T1 is greater than each of the second thickness T2 and the third thickness T3. Additionally, the second thickness T2 is greater than the third thickness T3. Thefins 16 may include a transition between each of thesegments - The thickness of the
fins 16 may be uniform along eachsegment segment segment segment first segment 56 is stiffer than each of thesecond segment 58 and thethird segment 60. Additionally, thesecond segment 58 is stiffer than thethird segment 60. In other words, the stiffness of thefin 16 decreases along the axis A1 from theproximate end 18 to thedistal end 20, i.e., from thefirst segment 56 to thethird segment 60. - Each
fin 16 has a cross section, as shown inFIG. 3 . The cross section has a sinuous shape, i.e., serpentine, wavy, etc. The sinuous shape may be a repeating pattern of curves in opposite directions, i.e., in the shape of a sine wave. The cross section has a sinuous shape taken in a plane normal to the axis A1. The cross section may be sinuous from theproximate end 18 to thedistal end 20, i.e., in any plane therebetween. For example, the cross section is sinuous in the plane C defined by the distal flat surfaces 54. That is, the axis A1 may be normal to the plane C. The sinuous shape may be substantially S-shaped. The sinuous cross section may provide deformation characteristics for thefin 16 that are similar to a closed cylindrical tube. Furthermore, the sinuous cross section may provide the tube-like deformation characteristics to a shape that is not a closed circle, e.g., the sinuous shape extending along therectangular bumper beam 14. Thus, thefin 16 can provide specific deformation characteristics for various shapes of bumper assemblies. - With reference to
FIG. 3 , the sinuous shape includes a plurality of curves. For example, the sinuous shape may include afirst curve 62, asecond curve 64, athird curve 66, and afourth curve 68. Thefirst curve 62 defines afirst opening 70, thesecond curve 64 defines asecond opening 72, thethird curve 66 defines athird opening 74, and thefourth curve 68 defines afourth opening 76. Each of the curves may be substantially C-shaped. - With continued reference to
FIG. 3 , the sinuous shape may define a first center line D and a second center line E in the plane C. The sinuous shape may be symmetric about the second center line E. The first andthird openings fourth openings second openings fourth openings - As shown in
FIGS. 1-2 and 4A-5B , thefins 16 may be disposed adjacent to the bottom 46 of theplate 32. Thefins 16 may be spaced from each other along thebumper beam 14. For example, thefins 16 may be spaced from each other along the longitudinal axis L of thebumper beam 14, i.e., in the cross-vehicle direction, from thefirst end 34 of theplate 32 to thesecond end 36 of theplate 32. Thefins 16 may be spaced evenly along thebumper beam 14. Alternatively, the spacing between thefins 16 may vary. - The
fins 16 may be spaced to provide specific deformation characteristics during the vehicle impact. Afirst fin 16 a may be attached to thefirst side 40 of theplate 32, and asecond fin 16 b may be attached to asecond side 42 of theplate 32, as shown inFIG. 2 . Eachfin 16 may have a fin orientation, i.e., a position of thefin 16 on theplate 32 about one or more of the axis A1, the first center line D, and the second center line E. Thefirst fin 16 a may have a different orientation than thesecond fin 16 b, as shown inFIG. 2 , e.g., the fin orientation of thefirst fin 16 a may mirror the fin orientation of thesecond fin 16 b. Alternatively, thefirst fin 16 a may have a fin orientation transverse to a fin orientation of thesecond fin 16 b. - The
secondary fins 22 each have aproximate end 24 and adistal end 26, as shown inFIGS. 1 and 5A-5C . Eachsecondary fin 22 defines the axis A2 from theproximate end 24 to thedistal end 26. InFIGS. 1 and 5A-5C , the axis A2 is shown for one of thesecondary fins 22, and the othersecondary fins 22 may extend along respective axes parallel to the axis A2. Alternatively, thesecondary fins 22 may not be parallel to each other, i.e., the respective axes may not be parallel to the axis A2. Thesecondary fins 22 may extend parallel to thefins 16, i.e., the respective axes of thesecondary fins 22 may be parallel to the respective axes of thefins 16. Alternatively, thesecondary fins 22 may not be parallel with thefins 16. Each respective axis A2 extends from the respectiveproximate end 24 to the respectivedistal end 26. - The
proximate end 24 is proximate to thebumper beam 14, and thedistal end 26 is distal to thebumper beam 14. Theproximate end 24 may be attached to theplate 32. Alternatively, theproximate end 24 may be integral with theplate 32, i.e., formed as a unitary construction. Thedistal end 26 may receive the object during the second stage impact, as shown inFIG. 5C . Thus, thedistal end 26 may deform relative to theproximate end 24 during the second stage impact. - Each
secondary fin 22 has a respectiveproximate end 24 and a respectivedistal end 26. Eachsecondary fin 22 may extend from theproximate end 24 to thedistal end 26 along the axis A2. Eachproximate end 24 of eachsecondary fin 22 may present a proximalflat surface 78. The proximalflat surfaces 78 may contact theplate 32. For example, the proximalflat surface 78 may be attached to theplate 32, e.g., with an adhesive, a braze, a weld, etc. Eachdistal end 26 of eachsecondary fin 22 may present a distalflat surface 80. The distalflat surfaces 80 may receive the object during the second stage impact. The distalflat surfaces 80 may define a second plane P, as shown inFIG. 1 . - The second plane P is disposed between the plane C and the
bumper beam 14, as shown inFIG. 1 . In other words, the distal ends 26 of thesecondary fins 22 are disposed between thebumper beam 14 and the distal ends 20 of thefins 16. Thesecondary fins 22, for example, are spaced from thefascia 48, and thefins 16, for example, may abut thefascia 48. Specifically, the distal ends 26 of thesecondary fins 22 are spaced from thefascia 48, and the distal ends 20 of thefins 16 may abut thefascia 48. In other words, thesecondary fins 22 extend partially across thecavity 50 from thebumper beam 14 toward thefascia 48, and thefins 16 may extend entirely across thecavity 50, e.g., from thebumper beam 14 to thefascia 48. Alternatively, thefins 16 may be spaced from thefascia 48. In other words, the distal ends 20 of thefins 16 may be spaced from thefascia 48. In this situation, thefins 16 extend partially across thecavity 50 toward thefascia 48 farther than thesecondary fins 22. - Each
secondary fin 22 may have a cross section in the second plane P, i.e., normal to the respective axis A2. The cross section of eachsecondary fin 22 may be any suitable shape, e.g., circular, rectangular, etc. The cross section of thesecondary fin 22 may, for example, have a sinuous shape in a plane normal to the respective axis A2. The cross section may be sinuous from theproximate end 24 to thedistal end 26, i.e., in any plane therebetween. In this situation, the cross section of thesecondary fin 22 may be sinuous in the second plane P defined by the distalflat surfaces 80 of thesecondary fins 22. - As shown in
FIGS. 1 and 2 , thesecondary fins 22 may be disposed adjacent to the top 44 of theplate 32, i.e., thesecondary fins 22 may be disposed above thefins 16. Alternatively, thefins 16 may be disposed adjacent to the top 44 of theplate 32, and thesecondary fins 22 may be disposed adjacent to the bottom 46 of theplate 32. Thesecondary fins 22 may be spaced from each other along the longitudinal axis L of thebumper beam 14. Thesecondary fins 22 may, for example, extend from eachend plate 32 toward thecenter 38 of theplate 32. As shown inFIG. 2 , thesecondary fins 22 extend along the longitudinal axis L from eachend plate 32 to a position spaced from thecenter 38 of theplate 32, i.e., thesecondary fins 22 may be spaced from thecenter 38 of theplate 32 along the longitudinal axis L. Alternatively, thesecondary fins 22 may extend from eachend plate 32 to thecenter 38 of theplate 32. - The
secondary fins 22 may be spaced to provide specific deformation characteristics during the vehicle impact. Thesecondary fins 22 may have a same or different spacing as thefins 16 along the longitudinal axis L. For example, thesecondary fins 22 may be closer together than thefins 16, as shown inFIG. 2 . Each of thesecondary fins 22 may have a fin orientation, i.e., a position of thesecondary fin 22 on theplate 32. Thesecondary fins 22 disposed on thefirst side 40 of theplate 32 may have a different orientation than thesecondary fins 22 disposed on thesecond side 42 of theplate 32. For example, thesecondary fins 22 disposed on thefirst side 40 of the plate may have the same orientation as thefirst fin 16 a, and thesecondary fins 22 disposed on thesecond side 42 of theplate 32 may have the same orientation as thesecond fin 16 b, as shown inFIG. 2 , e.g., the fin orientation of thesecondary fins 22 disposed on thefirst side 40 of theplate 32 may mirror the fin orientation of thesecondary fins 22 disposed on thesecond side 42 of theplate 32. Alternatively, thesecondary fins 22 disposed on thefirst side 40 of theplate 32 may have a fin orientation transverse to a fin orientation of thesecondary fins 22 disposed on thesecond side 42 of theplate 32. - The
secondary fins 22 are more resistive to deformation, i.e., stiffer, than thefins 16. Thefins 16 and thesecondary fins 22 may, for example, be constructed of a different material. As one example, the material of thefins 16 may have a higher ductility, i.e., a percentage of elongation, than the material of thesecondary fins 22. In other words, thefins 16 may be formed of a softer material than thesecondary fins 22. Alternatively, thesecondary fins 22 may have a thickness, i.e., a width along the longitudinal axis L the same or greater than the thickness of thefirst segment 56 of thefins 16. In other words, thesecondary fins 22 may be at least as stiff as thefirst segment 56 of thefins 16, i.e., stiffer than thesecond segment 58 and thethird segment 60. Thefins 16 and thesecondary fins 22 may be constructed of any suitable material, e.g., a polymer, a plastic, a thermoplastic, a metal, a composite, etc. - The
bumper assembly 12 may absorb energy during a high-speed impact test. The high-speed impact test may be a high-speed pedestrian impact test, e.g., a European New Car Assessment Program (EURO NCAP) Pedestrian Testing Protocol Version 8.4 (November 2017), that simulates an impact between a pedestrian's leg and thevehicle 10. The test uses alegform 82, which is a test device including a plurality of sensors (not shown) designed to simulate a human leg. In the high-speed pedestrian impact test, thelegform 82 is attached to a launcher (not shown), e.g., an air, spring, or hydraulic gun, in front of thevehicle 10. The launcher propels thelegform 82 toward thevehicle 10 and into thebumper assembly 12. The launcher is positioned to propel thelegform 82 at a specific angle relative to the axis A1, e.g., 0 degrees to simulate a front impact. The launcher propels thelegform 82 to thebumper assembly 12 such that thelegform 82 moves at 11.11 meters per second (40 kilometers per hour) upon contacting thebumper assembly 12. A computer (not shown) collects data from the sensors in thelegform 82 on the forces and moments applied to different parts of thelegform 82, e.g., parts representing an upper femur, a lower tibia, a knee, a position above the knee (e.g. 40 mm), and a position below the knee (e.g., 40 mm). -
FIGS. 4A-4B show thelegform 82 impacting thevehicle 10 in a high-speed pedestrian impact test.FIG. 4A shows thelegform 82 prior to impacting thebumper assembly 12, andFIG. 4B shows thelegform 82 upon impacting thebumper assembly 12 in the first stage impact. Upon impact, thelegform 82 engages one ormore fins 16, deforming the distal ends 20 of thefins 16 toward theplate 32. Because the thickness at thedistal end 20 is less than the thickness at theproximate end 18, i.e., thefin 16 is stiffer at theproximate end 18 than thedistal end 20, thefin 16 may axially deform, e.g., bend, crush, etc., absorbing energy from thelegform 82 and reducing acceleration of thelegform 82 during impact. Furthermore, in the impact shown inFIGS. 4A-4B , only a few of the plurality offins 16 receive thelegform 82, providing a controlled deceleration and controlled movement of thelegform 82 as thefins 16 deform and absorb energy from thelegform 82. Thus, the impulse from the impact is spread over a longer time during the impact, reducing impact energy transmitted to thelegform 82. In this situation, thefins 16 may prevent intrusion of thelegform 82 to thesecondary fins 22. In other words, thefins 16 may absorb the energy of thelegform 82 such that thelegform 82 remains spaced from thesecondary fins 22. - The
bumper assembly 12 may absorb energy during a low speed vehicle impact test. The low speed vehicle impact test may be an RCAR low speed damageability test or an Insurance Institute for Highway Safety (IIHS) bumper test. The test uses animpact barrier 84 that simulates an end of another vehicle. Theimpact barrier 84 may be a rigid object with an energy absorber designed to simulate a bumper on another vehicle. Thevehicle 10 moves toward theimpact barrier 84 at a specified speed, e.g., 15-16 kilometers per hour, such that thebumper assembly 12 impacts theimpact barrier 84. Upon impacting theimpact barrier 84, thevehicle 10 decelerates. Images of thebumper assembly 12 are collected to measure the deformation of thebumper assembly 12, e.g., the deformation of thefins 16. -
FIGS. 5A-5C show theimpact barrier 84 impacting thevehicle 10 in a low speed damageability test.FIG. 5A shows theimpact barrier 84 prior to impacting thebumper assembly 12,FIG. 5B shows theimpact barrier 84 upon impacting thefins 16 in the first stage impact, andFIG. 5C shows theimpact barrier 84 upon impacting thesecondary fins 22 in the second stage impact. During the first stage, theimpact barrier 84 may engage the distal ends 20 of thefins 16. In this situation, most or all of the plurality offins 16 may engage theimpact barrier 84, distributing the impact load and reducing the force on eachindividual fin 16. Thefins 16 absorb energy from theimpact barrier 84 while reducing the deformation in eachindividual fin 16. Thus, thefins 16 reduce intrusion of any specific part of theimpact barrier 84 to thevehicle 10, improving low speed damageability. The impulse from the first stage impact is spread over a longer time during the impact, reducing impact energy transmitted to theimpact barrier 84. - During the second stage, the
impact barrier 84 may impact the distal ends 26 of thesecondary fins 22. In other words, theimpact barrier 84 may have deformed thefins 16, i.e., one ormore segments bumper beam 14. In this situation, most or all of the plurality ofsecondary fins 22 may engage theimpact barrier 84, distributing the impact load and reducing the force on each individualsecondary fin 22. Thesecondary fins 22 absorb energy from theimpact barrier 84 while reducing the deformation of each individualsecondary fin 22. Thus, thesecondary fins 22 reduce intrusion of any specific part of theimpact barrier 84 to thevehicle 10. Furthermore, thesecondary fins 22 prevent theimpact barrier 84 from impacting thebumper beam 14, i.e., bottoming out against thebumper beam 14, improving low speed damageability. The impulse from the second stage impact is spread over a longer time during the impact, reducing impact energy transmitted to theimpact barrier 84. - 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.
Claims (20)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US16/166,554 US10640066B1 (en) | 2018-10-22 | 2018-10-22 | Vehicle energy absorber |
CN201910999923.5A CN111071188A (en) | 2018-10-22 | 2019-10-21 | Vehicle energy absorber |
DE102019128408.2A DE102019128408A1 (en) | 2018-10-22 | 2019-10-21 | VEHICLE ENERGY ABSORBER |
Applications Claiming Priority (1)
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US16/166,554 US10640066B1 (en) | 2018-10-22 | 2018-10-22 | Vehicle energy absorber |
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US20200122662A1 true US20200122662A1 (en) | 2020-04-23 |
US10640066B1 US10640066B1 (en) | 2020-05-05 |
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US16/166,554 Active US10640066B1 (en) | 2018-10-22 | 2018-10-22 | Vehicle energy absorber |
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US (1) | US10640066B1 (en) |
CN (1) | CN111071188A (en) |
DE (1) | DE102019128408A1 (en) |
Cited By (2)
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CN112406754A (en) * | 2020-11-04 | 2021-02-26 | 东风越野车有限公司 | Vehicle collision buffer device and vehicle |
US20230234525A1 (en) * | 2022-01-21 | 2023-07-27 | Hyster-Yale Group, Inc. | Object-sensing bumper extension |
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Also Published As
Publication number | Publication date |
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CN111071188A (en) | 2020-04-28 |
US10640066B1 (en) | 2020-05-05 |
DE102019128408A1 (en) | 2020-04-23 |
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