WO2007116270A2 - Linear bar for an automobile frame - Google Patents
Linear bar for an automobile frame Download PDFInfo
- Publication number
- WO2007116270A2 WO2007116270A2 PCT/IB2007/000799 IB2007000799W WO2007116270A2 WO 2007116270 A2 WO2007116270 A2 WO 2007116270A2 IB 2007000799 W IB2007000799 W IB 2007000799W WO 2007116270 A2 WO2007116270 A2 WO 2007116270A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- thickness
- linear
- bar
- linear bar
- sides
- Prior art date
Links
- 229910052751 metal Inorganic materials 0.000 claims description 10
- 239000002184 metal Substances 0.000 claims description 10
- 238000005192 partition Methods 0.000 claims description 6
- 238000001125 extrusion Methods 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 239000003999 initiator Substances 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 238000005381 potential energy Methods 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 239000004411 aluminium Substances 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
- B62D23/005—Combined superstructure and frame, i.e. monocoque constructions with integrated chassis in the whole shell, e.g. meshwork, tubes, or the like
-
- 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
Definitions
- the present invention relates to a linear bar for an automobile frame.
- the present invention advantageously applies to a linear, controlled-strain bar for absorbing collision energy, to which the following description refers purely 15 by way of example.
- An automobile frame comprises controlled-strain members which, in the event of collision, deform in 20 controlled manner to absorb the kinetic energy of the collision and so reduce acceleration in the vehicle interior.
- a controlled-strain member typically comprises an extruded, constant-cro ⁇ s-section, linear metal bar which, 25 in the event of collision, is loaded longitudinally and so gradually deforms longitudinally like an accordion.
- the front portion of the bar is fitted with a strain initiator to ensure deformation of the bar begins at the front portion and travels uniformly along the whole length of the bar.
- Figure 2 shows an example of a known linear, controlled-strain bar, which has a rectangular cross 20 section and two interior partitions.
- Figure 1 shows a schematic view in perspective, with parts removed for clarity, of an automobile frame
- Figure 2 shows a cross section of a known linear, controlled-strain bar for absorbing collision energy
- Figure 3 shows a cross section of a linear, controlled-strain bar, for absorbing collision energy, in accordance with the present invention. 10
- Number 1 in Figure 1 indicates as a whole an automobile frame.
- Frame 1 comprises a number of extruded, constant-section, linear bars 2 welded to one another at 15 structural nodes defined by connecting bodies 3.
- Linear bars 2 are extruded from metal (steel or aluminium) , and therefore each have a constant cross section along its whole length.
- Each connecting body 3 is box-shaped, and has 20 pockets for housing the end portions of respective linear bars 2.
- Each connecting body 3 preferably comprises a supporting member - extruded and having a respective predetermined extrusion direction - joined to two flat sheet metal cover plates perpendicular to the extrusion 25 direction and welded to opposite sides of the supporting member.
- Two linear, controlled-strain bars 2a for absorbing collision energy are located at the front portion of frame 1.
- Two linear bars 2b with holes are located at the rear portion of frame 1, each at an attachment for a rear suspension (not shown) , and each having, on one side, a
- the two linear, controlled-strain bars 2a diverge outwards with
- each linear, controlled-strain bar 2a is hollow with a closed polygonal cross section comprising a number of sides 5, and a number of corners
- Each linear, controlled-strain bar 2a has a first thickness at sides 5, and a second thickness, greater than the first thickness, at corners 6. More specifically, each linear, controlled-strain bar 2a is of the second thickness about
- each linear, controlled- strain bar 2a is of constant second thickness about each corner 6, and of constant first thickness at the centre of each side 5, and varies gradually from the first thickness to the second thickness towards each corner 6.
- Each linear, controlled-strain bar 2a in the accompanying drawings has a rectangular outer section
- linear, controlled-strain bars 2a may have a differently shaped outer section or a
- Each linear, controlled-strain bar 2a is preferably symmetrical (i.e. specular) in shape with respect to a longitudinal plane, to simplify the extrusion process.
- the ratio between the second and first thickness ranges between 1.5 and 2.
- Linear, ⁇ ontrolled-strain bars 2a as described above are easy to produce, by being extruded and so enabling differences in thickness between sides 5 and corners 6 to be achieved cheaply and easily. Moreover, tests and calculations show that, with no change in performance, a
- linear, controlled-strain bar 2a as described above - of greater thickness at corners 6 - is 10-15% lighter than an equivalent linear, controlled-strain bar of constant thickness.
- the design of linear, controlled-strain bars 2a as described above also applies to any type of linear bar 2 of frame 1 called upon to withstand combined bending and compressive stress, i.e. a load applied parallel to the 5 longitudinal axis of linear bar 2.
- each linear bar 2 of frame 1 called upon to withstand combined bending and compressive stress may vary in thickness and be of greater thickness at corners 6.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
A linear, controlled-strain bar (2) for an automobile frame (1); the linear bar (2) is hollow with a closed polygonal cross section having a number of sides (5), and a number of corners (6), at each of which at least two sides (5) join; and the linear bar (2) is of a first thickness at the sides (5), and a second thickness,, greater than the first thickness, at the corners (6).
Description
LINEAR BAR FOR AN AUTOMOBILE FRAME
TECHNICAL FIELD 10 The present invention relates to a linear bar for an automobile frame.
The present invention advantageously applies to a linear, controlled-strain bar for absorbing collision energy, to which the following description refers purely 15 by way of example.
BACKGROUND ART
An automobile frame comprises controlled-strain members which, in the event of collision, deform in 20 controlled manner to absorb the kinetic energy of the collision and so reduce acceleration in the vehicle interior.
A controlled-strain member typically comprises an extruded, constant-croεs-section, linear metal bar which, 25 in the event of collision, is loaded longitudinally and so gradually deforms longitudinally like an accordion. To control and direct deformation of the linear bar, the front portion of the bar is fitted with a strain
initiator to ensure deformation of the bar begins at the front portion and travels uniformly along the whole length of the bar.
To increase potential energy absorption of a linear
5 bar without increasing the weight of the bar (i.e. using the same amount of material) , circular or near-circular
(e.g. hexagonal or octagonal) cross sections have been proposed. A linear bar with a circular or near-circular cross section, however, is harder to integrate in an
10 automobile frame, which is typically square-shaped.
Another proposal to increase potential energy absorption of a linear bar without increasing the weight of the bar (i.e. using the same amount of material), is to provide the bar with interior partitions. However, 15 since enough space must be left inside the bar to house the strain initiator, there is a limit to the number of partitions that can be formed in the bar.
Figure 2 shows an example of a known linear, controlled-strain bar, which has a rectangular cross 20 section and two interior partitions.
DISCLOSURE OF INVENTION
It is an object of the present invention to provide a linear bar, for an automobile frame, which is as 25 lightweight as possible for a given performance.
BRIEF DESCRIPTION OF THE DRAWINGS
A non-limiting embodiment of the present invention
will be described by way of example with reference to the accompanying drawings, in which:
Figure 1 shows a schematic view in perspective, with parts removed for clarity, of an automobile frame; 5 Figure 2 shows a cross section of a known linear, controlled-strain bar for absorbing collision energy;
Figure 3 shows a cross section of a linear, controlled-strain bar, for absorbing collision energy, in accordance with the present invention. 10
.BEST MODE FOR CARRYING OPT THE INVENTION
Number 1 in Figure 1 indicates as a whole an automobile frame. Frame 1 comprises a number of extruded, constant-section, linear bars 2 welded to one another at 15 structural nodes defined by connecting bodies 3. Linear bars 2 are extruded from metal (steel or aluminium) , and therefore each have a constant cross section along its whole length.
Each connecting body 3 is box-shaped, and has 20 pockets for housing the end portions of respective linear bars 2. Each connecting body 3 preferably comprises a supporting member - extruded and having a respective predetermined extrusion direction - joined to two flat sheet metal cover plates perpendicular to the extrusion 25 direction and welded to opposite sides of the supporting member.
Two linear, controlled-strain bars 2a for absorbing collision energy are located at the front portion of
frame 1.
Two linear bars 2b with holes are located at the rear portion of frame 1, each at an attachment for a rear suspension (not shown) , and each having, on one side, a
5 through opening (not shown) for passage of a rear suspension lever.
In a preferred embodiment/ as opposed to being parallel to a longitudinal axis 4 of frame 1, the two linear, controlled-strain bars 2a diverge outwards with
10 respect to longitudinal axis 4 by an angle of 10°, so that they deform and effectively absorb collision energy in the event of both a perfect head-on collision (i.e. with a front obstacle perpendicular to longitudinal axis 4), and a front-lateral collision (i.e. with a front
15 obstacle inclined at an angle with respect to longitudinal axis 4) .
As shown in Figure 3, each linear, controlled-strain bar 2a is hollow with a closed polygonal cross section comprising a number of sides 5, and a number of corners
20 6, at each of which at least two sides 5 join. Each linear, controlled-strain bar 2a has a first thickness at sides 5, and a second thickness, greater than the first thickness, at corners 6. More specifically, each linear, controlled-strain bar 2a is of the second thickness about
25 each corner 6.
In a preferred embodiment, each linear, controlled- strain bar 2a is of constant second thickness about each corner 6, and of constant first thickness at the centre
of each side 5, and varies gradually from the first thickness to the second thickness towards each corner 6.
Each linear, controlled-strain bar 2a in the accompanying drawings has a rectangular outer section;
5 and two inner partitions 7 equally spaced inside linear, controlled-strain bar 2a and parallel to the short sides 5 of the rectangular outer section. In alternative embodiments not shown, linear, controlled-strain bars 2a may have a differently shaped outer section or a
10 different number of inner partitions 7. Each linear, controlled-strain bar 2a is preferably symmetrical (i.e. specular) in shape with respect to a longitudinal plane, to simplify the extrusion process.
The linear, controlled-strain bar 2a in Figure 3 is
15 130 mm wide, 90 mm high, and has a first thickness of 1.6 mm and a second thickness of 2.7 mm, so that the ratio between the second and first thickness is about 1.7. More generally speaking, the ratio between the second and first thickness ranges between 1.5 and 2.
20 Linear, σontrolled-strain bars 2a as described above are easy to produce, by being extruded and so enabling differences in thickness between sides 5 and corners 6 to be achieved cheaply and easily. Moreover, tests and calculations show that, with no change in performance, a
25 linear, controlled-strain bar 2a as described above - of greater thickness at corners 6 - is 10-15% lighter than an equivalent linear, controlled-strain bar of constant thickness.
The design of linear, controlled-strain bars 2a as described above also applies to any type of linear bar 2 of frame 1 called upon to withstand combined bending and compressive stress, i.e. a load applied parallel to the 5 longitudinal axis of linear bar 2. In other words, each linear bar 2 of frame 1 called upon to withstand combined bending and compressive stress may vary in thickness and be of greater thickness at corners 6.
Claims
1) A linear bar (2) for an automobile frame (1) ; the linear bar (2) is hollow with a closed polygonal cross
5 section comprising a number of sides (5), and a number of corners (S), at each of which at least two sides (5) join; and the linear bar (2) is characterized by being of a first thickness at the sides (5), and, of a second 10 thickness, greater than the first thickness, at the corners (6) .
2) A linear bar (2) as claimed in Claim 1, and which varies gradually in thickness from the first thickness to the second thickness towards each corner (6) .
IS 3) A linear bar (2) as claimed in Claim 2, and which is of the second thickness about each corner (6) .
4) A linear bar (2) as claimed in Claim I1 2 or 3, and which is of constant second thickness about each corner (6), and of constant first thickness at the centre
20 of each side (5) .
5) A linear bar (2) as claimed in one of Claims 1 to 4, wherein the ratio between the second thickness and the first thickness ranges between 1.5 and 2.
6) A linear bar (2) as claimed in one of Claims 1 to 25 5, and having a rectangular outer section.
7) A linear bar (2) as claimed in Claim 6, and comprising two inner partitions (7) equally spaced inside the linear bar (2) and parallel to the short sides (5) of
the rectangular outer section.
8) A linear bar (2) as claimed in one of Claims 1 to
7, and which deforms in controlled manner to absorb collision energy. 5 9) A metal automobile frame (1) comprising a number of extruded, constant-section linear bars (2) welded to one another at structural nodes defined by connecting bodies (3) having, pockets for housing the linear bars
(2); each linear bar (2) being hollow with a closed 10 polygonal cross section comprising a number of sides (5) , and a number of corners (6), at each of which at least two sides (5) join; and the metal frame (1) being characterized in that at least one linear bar (2) is of a first thickness at 15 the sides (5), and of a second thickness, greater than the first thickness, at the corners (6) .
10) A metal frame (1) as claimed in Claim B, and comprising at least one linear, controlled-strain bar (2a) for absorbing collision energy, and which is of a
20 first thickness at the sides (5) r and a second thickness, greater than the first thickness, at the corners (6) .
11) A metal frame (1) as claimed in Claim 9 or 10, wherein the thickness varies gradually from the first thickness to the second thickness towards each corner
25 (6) .
12) R metal frame (1) as claimed in Claim 9, 10 or 11, and of the second thickness about each corner (6) .
13) A metal frame (1) as claimed in one of Claims 9
to 12, wherein the thickness is constant and equal to the second thickness about each corner (6), and is constant and equal to the first thickness at the centre of each side (5) .
14) A metal frame (1) as claimed in one of Claims 9 to 13, wherein the ratio between the second thickness and the first thickness ranges between 1.5 and 2.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ITBO20060228 ITBO20060228A1 (en) | 2006-03-31 | 2006-03-31 | LINEAR BAR FOR A CHASSIS OF A CAR. |
| ITBO2006A000228 | 2006-03-31 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| WO2007116270A2 true WO2007116270A2 (en) | 2007-10-18 |
| WO2007116270A3 WO2007116270A3 (en) | 2007-12-21 |
Family
ID=38566079
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/IB2007/000799 WO2007116270A2 (en) | 2006-03-31 | 2007-03-29 | Linear bar for an automobile frame |
Country Status (2)
| Country | Link |
|---|---|
| IT (1) | ITBO20060228A1 (en) |
| WO (1) | WO2007116270A2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102233901A (en) * | 2010-04-23 | 2011-11-09 | 本田技研工业株式会社 | Polygonal cross-sectional frame |
| EP3131791A4 (en) * | 2014-04-17 | 2018-01-03 | Tesla Motors Inc. | Vehicle crush rail with substantially square cells and initiators |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06127428A (en) * | 1992-10-21 | 1994-05-10 | Kobe Steel Ltd | Construction of construction member |
| US5996645A (en) * | 1996-03-22 | 1999-12-07 | The Furukawa Electric Co., Ltd. | Aluminum alloy extruded square pipe excellent in axially compressive properties for automobile front side member |
| US20040201254A1 (en) * | 2002-01-16 | 2004-10-14 | Alcan Technology & Management Ltd. | Energy-absorbing deformation element for vehicles |
| WO2005061311A1 (en) * | 2003-12-19 | 2005-07-07 | Ferrari S.P.A. | A metal frame made up of the union of a plurality of extruded elements, and method for its fabrication |
-
2006
- 2006-03-31 IT ITBO20060228 patent/ITBO20060228A1/en unknown
-
2007
- 2007-03-29 WO PCT/IB2007/000799 patent/WO2007116270A2/en active Application Filing
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06127428A (en) * | 1992-10-21 | 1994-05-10 | Kobe Steel Ltd | Construction of construction member |
| US5996645A (en) * | 1996-03-22 | 1999-12-07 | The Furukawa Electric Co., Ltd. | Aluminum alloy extruded square pipe excellent in axially compressive properties for automobile front side member |
| US20040201254A1 (en) * | 2002-01-16 | 2004-10-14 | Alcan Technology & Management Ltd. | Energy-absorbing deformation element for vehicles |
| WO2005061311A1 (en) * | 2003-12-19 | 2005-07-07 | Ferrari S.P.A. | A metal frame made up of the union of a plurality of extruded elements, and method for its fabrication |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102233901A (en) * | 2010-04-23 | 2011-11-09 | 本田技研工业株式会社 | Polygonal cross-sectional frame |
| CN102233901B (en) * | 2010-04-23 | 2013-08-07 | 本田技研工业株式会社 | Polygonal cross-sectional frame and auto body rear structure |
| EP3131791A4 (en) * | 2014-04-17 | 2018-01-03 | Tesla Motors Inc. | Vehicle crush rail with substantially square cells and initiators |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2007116270A3 (en) | 2007-12-21 |
| ITBO20060228A1 (en) | 2007-10-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8459726B2 (en) | Multi-cornered strengthening members | |
| US9452724B2 (en) | Bumper beam | |
| CN108032827B (en) | Automobile energy absorption box with two-stage energy absorption structure | |
| US9944323B2 (en) | Twenty-four-cornered strengthening member for vehicles | |
| US20160375935A1 (en) | Sixteen-cornered strengthening member for vehicles | |
| US20180057063A1 (en) | Twenty-eight-cornered strengthening member for vehicles | |
| CN102414049B (en) | Bumper structure | |
| US10266207B2 (en) | Bi-hexagonal vehicle beam with cellular structure | |
| WO2021019959A1 (en) | Vehicle body structure | |
| JP2014515331A (en) | Body and its use | |
| CN113272211B (en) | Vehicle body structure | |
| WO2012173278A1 (en) | Vehicle body side structure | |
| KR100775806B1 (en) | Crash box in automotive bumper system | |
| US10065682B1 (en) | Thirty-two-cornered strengthening member | |
| JP5328057B2 (en) | Energy absorbing beam for vehicle and door structure for vehicle | |
| JP4834353B2 (en) | Energy absorbing beam for vehicle and door structure for vehicle | |
| WO2007116270A2 (en) | Linear bar for an automobile frame | |
| EP2001730B1 (en) | Metal automobile frame of extruded members | |
| EP3898389B1 (en) | Front floor reinforcement structure for a vehicle having a battery pack in the tunnel | |
| JP2023541988A (en) | Vehicle side seal | |
| DE102014003143B4 (en) | crossbeam | |
| US10144454B1 (en) | Thirty-six cornered vehicle beam | |
| KR101137257B1 (en) | A bumper beam unit for vehicles | |
| WO2021049670A1 (en) | Automobile exterior panel reinforcement structure | |
| WO2021049669A1 (en) | Reinforcement structure of automobile exterior panel |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| NENP | Non-entry into the national phase in: |
Ref country code: DE |
|
| 122 | Ep: pct application non-entry in european phase |
Ref document number: 07734123 Country of ref document: EP Kind code of ref document: A2 |