WO2005021326A2 - Tubular energy management system for absorbing impact energy - Google Patents
Tubular energy management system for absorbing impact energy Download PDFInfo
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- WO2005021326A2 WO2005021326A2 PCT/US2004/027608 US2004027608W WO2005021326A2 WO 2005021326 A2 WO2005021326 A2 WO 2005021326A2 US 2004027608 W US2004027608 W US 2004027608W WO 2005021326 A2 WO2005021326 A2 WO 2005021326A2
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- WIPO (PCT)
- Prior art keywords
- tube
- section
- tube section
- energy management
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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
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
- F16F7/123—Deformation involving a bending action, e.g. strap moving through multiple rollers, folding of members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
- F16F7/125—Units with a telescopic-like action as one member moves into, or out of a second member
Definitions
- the present invention relates to energy-management systems configured to absorb significant impact energy in a consistent and predictable manner during an impact stroke.
- the federal government, insurance companies, and agencies, associations, and companies concerned with vehicle safety have established standardized impact tests that vehicle bumper systems must pass.
- Bumper mounts and crush towers are commonly used to support bumper bars on vehicle frames and often are used to absorb energy during a vehicle impact.
- Several characteristics are beneficial for "successful" bumper mounts and crush towers. It is desirable to manufacture bumper mounts and crush towers that provide consistent and predictable impact strength within a known narrow range, so that it is certain that the bumper systems on individual vehicles will all pass testing.
- bumper mounts and crush towers that provide a consistent force-vs-deflection curve, and to provide a consistent energy absorption-vs-time curve, and to provide a consistent and predictable pattern of collapse. This lets vehicle manufacturers know with certainty how much deflection is created with any given impacting force, and how much energy is absorbed at any point during an impact or vehicle collision. In turn, this allows vehicle manufacturers to design enough room around the bumper system to permit non-damaging impact without wasting space to compensate for product variation and to provide enough support to the bumper system on the vehicle frame.
- the force-vs-deflection curve has several important ranges at which the crush tower changes from elastic deformation to permanent deformation to total collapse and bottoming out. It is important that these various points of collapse be predictable to assure that substantial amounts of energy are absorbed before and during collapse, and also to assure that collapse occurs before excessive loads are transferred through the bumper system into the vehicle and its passengers. In addition to the above, bumper development programs require long lead times, and it is important that any crush tower be flexible, adaptable, and "tunable” so that it can be modified and tuned with predictability to optimize it on a given vehicle model late in a bumper development program.
- Some tubular crush towers are known for supporting bumper beams in a bumper system. In one type, two stamped half shells are welded together. However, this process generates raw material scrap. Also, the welding process is a secondary operation that adds to manufacturing overhead costs. Further, the welded crush towers are subject to significant product variation and significant variation in product impact strength, force-vs- deflection curves, energy absorption curves, and crush failure points. Some crush towers use stronger materials than other crush towers.
- a crush tower be designed to flex and bend material continuously and predictably over the entire collapsing stroke seen by the crush tower during a vehicle crash.
- a design is desired permitting the use of ultra-high-strength materials, such as high-strength low alloy (HSLA) steels or ultra-high- strength steels which have a very high strength-to- weight ratio.
- HSLA high-strength low alloy
- ultra-high- strength steels which have a very high strength-to- weight ratio.
- Vehicle frames like bumper mounts and crush towers, are preferably designed to manage impact energy, both in terms of energy absorption and energy dissipation. This is necessary to minimize damage to vehicle components, and also is necessary to minimize injury to vehicle passengers. Like bumper mounts and crush towers, vehicle frames have long development times, and further, they often require tuning and adjustment late in their development. Vehicle frames (and frame-mounted components) have many of the same concerns as bumper mounts and crush towers, since it is, of course, the vehicle frame that the mounts and crush towers (and other vehicle components) are attached to. More broadly, an energy absorption system is desired that is flexible, and able to be used in a wide variety of circumstances and applications.
- an energy management system is desired solving the aforementioned problems and having the aforementioned advantages.
- an energy management system is desired that provides consistent impact strength, consistent force- vs-deflection curves, consistent energy absorption (for elastic and permanent deformation), and consistent collapse points and patterns, with all of this being provided within tight/narrow ranges of product and property variation.
- a cost-competitive energy management system is desired that can be made with a reduced need for secondary operations and reduced need for manual labor, yet that is flexible and tunable.
- an energy management tube adapted to reliably and predictably absorb substantial impact energy when impacted longitudinally includes a first tube section, a second tube section aligned with the first tube section, and an intermediate tube section.
- the intermediate tube section includes first and second end portions integrally connecting the first and second tube sections, respectively.
- the first and second tube sections are dimensionally different in size, and the intermediate tube section has a shape transitioning from the first tube section to the second tube section.
- the first tube section is larger in size than the second tube section and includes an outer surface defining a tubular boundary.
- an energy management tube includes first and second aligned tube sections, and an intermediate tube section with first and second end portions integrally connecting the first and second tube sections, respectively.
- the first and second tube sections are dimensionally different in size and the intermediate tube section has a shape transitioning from the first tube section to the second tube section.
- the second tube section is smaller in size than the first tube section, and includes an inner surface defining a tubular boundary.
- an energy management tube includes first and second aligned tube sections, and an intermediate tube section with first and second end portions integrally connecting the first and second tube sections, respectively.
- the first tube section is dimensionally larger in size than the second tube section and the intermediate tube section has a shape transitioning from the first tube section to the second tube section.
- the intermediate section forms a continuous ring and, when cross sectioned longitudinally, forms a non-linear wall segment where the first end portion defines a first radius on the wall segment and the second end portion defines a second radius on the wall segment, with one of the first and second radii being smaller than the other radii.
- the end portion with the one smaller radius provides a relatively greater support for columnar strength than the end portion with the other larger radius.
- the end portion with the other larger radius is configured to initiate a telescoping rolling of the tube section with the larger radius.
- an energy management tube is provided that is adapted to reliably and predictably absorb substantial impact energy when impacted longitudinally.
- the energy management tube includes first and second aligned tube sections, and an intermediate tube section with first and second end portions integrally connecting the first and second tube sections, respectively.
- the first tube section is dimensionally larger in size than the second tube section, and the intermediate tube section has a shape transitioning from the first tube section to the second tube section.
- an energy management tube includes first and second aligned tube sections and an intermediate tube section with first and second end portions integrally connecting the first and second tube sections, respectively.
- the first tube section is larger in size than the second tube section, and the intermediate tube section has a shape transitioning from the first tube section to the second tube section.
- the intermediate tube section and one of the first and second tube sections are annealed to have different material properties than the other of the first and second tube sections.
- the different material properties including a change in yield and elongation properties are adapted to facilitate deformation and shaping of the intermediate tube section upon the intermediate tube section receiving stress sufficient to deform the intermediate tube section.
- An object of the present energy absorption technology is to provide a flexible energy management system that is able to be used in a variety of circumstances and applications, such as bumper systems, vehicle frames (longitudinal and cross car), systems that anchor major vehicle components to vehicle frames, vehicle roof structures, as well as non-frame applications, such as steering column systems, instrument panel supporting systems, and the like.
- Fig. 1 is a horizontal cross-sectional view of a bumper system including a mounting plate attached to a vehicle frame, a bumper beam, and a crush tower including opposite ends attached to the mounting plate and the bumper beam;
- Fig. 2 is a view similar to Fig. 1, but with the crush tower collapsed a first (relatively short) distance;
- Fig. 3 is a view similar to Fig. 2, but with the crush tower collapsed a second
- FIG. 4 is a side view of an energy management tube embodying the present invention
- Fig. 5 is a perspective view of additional cross-sectional shapes that the energy management tube can take on
- Figs. 6-8 are side views of a tubular blank with a first diameter (Fig. 6), the tubular blank being compressed to a reduced diameter at one end (Fig. 7) and then deformed longitudinally at an intermediate tube section to take on an S-shaped pre-set (Fig. 8), Fig.8 showing an energy management tube of the present invention
- Figs. 9-11 are side, end, and longitudinal-cross-sectional views of the tube of Fig. 8, the tube having an outwardly flared end portion of its intermediate tube section adjacent its large diameter tube section;
- Fig. 9-11 are side, end, and longitudinal-cross-sectional views of the tube of Fig. 8, the tube having an outwardly flared end portion of its intermediate tube section adjacent its large diameter tube section;
- Fig. 9-11 are side, end, and longitudinal-cross-sectional views of the
- FIG. 12 is an enlarged view of the circled area XII in Fig. 10;
- Fig. 13 is a perspective view of the tube shown in Fig. 14, the tube being partially telescopingly collapsed and including rolled material on the larger diameter tube section;
- Figs. 14-15 are side and longitudinal-cross-sectional views of a modified energy management tube, the tube having an inwardly flared end portion of its intermediate tube section adjacent its small diameter tube section;
- Fig. 16 is an enlarged view of the circled area XVI in Fig. 15;
- Fig. 17 is a graph showing a load vs deflection curve for a longitudinal impact of the tube shown in Fig. 10;
- FIG. 18 is a chart showing the effect of annealing on hardness and tensile strength versus a distance from a bottom of the tube ofjFig. 10 with the tube stood on end and with the intermediate section (ranging from about 75 mm to about 95 mm) and the second tube section being annealed;
- Fig. 18 A is a graph showing the affect of annealing on material used in the tube of Fig. 18, the sequence of annealing temperature lines A-J showing a gradual reduction of yield strength, a reduction in tensile strength, and an overall increase in strain and formability based on increasing annealing temperatures;
- Fig. 19 is a perspective view of a vehicle frame incorporating the present energy management tube of Fig.
- Fig. 20 is a perspective view of two cross car beams, one being a cross car beam used in a vehicle frame located under the vehicle's floor-pan, and the other being a cross car beam used above the vehicle's floor pan and used to support vehicle seats;
- Fig. 21 is a perspective view of a bumper system incorporating a bumper reinforcement beam and a crush tower supporting the bumper beam on a vehicle frame;
- Fig. 22 is a perspective view of a cross car beam used to support an instrument panel;
- Figs. 23-24 are perspective views showing a crushable support member exploded from an energy management tube in Fig. 23 and positioned within the tube in Fig. 24.
- a vehicle bumper system 10 (Fig. 1) includes a vehicle front bumper beam 11 with a mounting bracket, a vehicle frame including a rail mounting plate 12, and a crush tower 13 mounted between the bracket and the plate 12.
- the crush tower 13 comprises a tube made of a continuous contiguous material, such as high-strength heat-treatable steel.
- the tube has first and second ring sections 14 and 15 connected by an interconnecting section
- the interconnecting section 16 has a frustoconically-shaped portion 17 forming a funnel-shaped ramp.
- the first ring section 14 is heat-treated to a high material strength, such as about 140 KSI tensile strength, which is substantially higher than the second ring section 15, which is kept at about 60 KSI tensile strength. It is contemplated that the tensile strength of the first ring section 14 should be above the tensile strength of the second ring section 15 by a significant amount, such as about 10%, but preferably should be about double the tensile strength or about 60 KSI above it.
- This arrangement provides the stiffness necessary for the ring section 14 to telescope onto the ring section 15 and to provide bunching at the frustoconically-shaped portion 17 of the interconnecting section 16.
- the first and second ring sections 14 and 15 telescopingly , collapse into each other with a predictable and consistent multi-phase deformation sequence where a third ring or small radius pinched section 18 (Fig 2) begins to form and then does form (Fig. 3) between the first and second ring sections 14 and 15.
- the illustrated bumper beam 11 is a tubular beam and is known in the art.
- the beam could be an open non-tubular beam as well.
- the bumper beams can be linear or curved.
- mounting brackets or plates can be used to provide a relatively flat mounting surface on the bumper adapted for attachment to a crush tower.
- the present inventive crush tower 13 is made from a single tubular shape. It is contemplated that the tubular shape initially will be rollformed and welded into a permanent tube to have a constant and circular cross section, with uniform walls having a constant thickness. Nonetheless, it is contemplated that non-circular tubes could also be used in the present invention.
- the interconnecting section 16 is rolled or stamped to form an inwardly-deformed frustoconically-shaped portion 17 (shaped like a funnel) having a low angle to a centerline 21 of the tube, and an inwardly- deformed radiused "quick-out" portion 22 having a greater angle to the centerline 21.
- the illustrated frustoconically-shaped portion 17 has a relatively linear funnel-shaped segment so that it forms a stiff ramp for guiding the ring section 15 into the ring section 14 during impact.
- the quick-out portion 22 is radiused and angled so that it undergoes a bending force causing it to roll into an inwardly deformed hook shape (see Fig. 2).
- the inwardly deformed material forms a uniform columnar support for the section 15 that maintains a columnar strength of the tube section 15. This helps the telescoping action of sections 14 and 15 during impact, as discussed below.
- the internal cavity 25 within the crush tower 13 is open and stays open during impact. As a result, a component can be positioned within the cavity 25 without adversely affecting a performance of the crush tower 13. For example, a tow hook bushing can be located within the cavity 25, if desired.
- the crush towers 13 are manufactured by making a tube, such as by rollforming, then rollforming or deforming into the tube the reduced-diameter interconnecting section and then by heat-treating the ring section 14 (and/or sections 15, 17, and 22).
- a pair of the crush towers 13 are then assembled into a bumper system 10 by attachment to the bumper beam 11, with the crush towers 13 being horizontally and laterally spaced from each other.
- the bumper system 10 is then attached to a vehicle frame.
- the interconnecting section 16 begins to buckle due to a linear strength of the ring sections 14 and 15 along their centerline 21.
- the frustoconically-shaped portion 17 is driven under the quick-out portion 22 as the quick-out portion 22 doubles back upon itself, forming an inwardly-deformed hook-like ring that grips the portion 17.
- the radius of portion 22 as compared to the rest of the material of portion 17 helps cause this result. This provides a first stage of collapse at a first (lower) level of energy absorption.
- the crush tower 13 undergoes further telescoping during a long stroke from a vehicle crash, an end of the interconnecting section 16 is bent over and drawn under the remaining material of ring section 14.
- the third ring section 18 is formed between the ring sections 14 and 15 as the end of ring section 15 bends and rolls onto an outside surface of tube section 15.
- This sequential collapse and deforming of the various sections 14-16 and in particular, the rolling of the material of tube section 14 absorbs substantial energy in a very predictable manner and within a relatively narrow range of variation.
- the present crush tower can be made on a rollforming machine from a roll of high-strength low alloy (HSLA) steel.
- HSLA high-strength low alloy
- the roll of steel can be high-strength steel (such as 70 KSI tensile strength), or an ultra-high-strength steel (such as 80 KSI tensile strength or above). If needed, these materials can be annealed in selected areas to improve their elongation properties or to lower their yield strength (such as 60 KSI tensile strength or lower) and/or can be heat- treated in selected areas for increased strength. For example, crush towers having an area at one end with a 60 KSI tensile strength and an area at an opposite end with a 120 KSI strength can be made by either method.
- the intermediate ring section is preferably about
- heat treat is considered to be broader than the term "anneal”, and that the term heat treat includes increasing or decreasing material properties through use of heat and thermal means. It is also contemplated that the heat-treating and/or the annealing can be done in-line with the rollforming apparatus and simultaneous with the rollforming as a continuous process. When the step of annealing is done in-line with and simultaneous with the apparatus and rollforming process, it is beneficial to have the rollformed tubular shape be made so that adjacent crush towers face in opposite directions. For example, where the ring 15 (i.e.
- a modified energy management tube 13 A (Fig. 4) is provided that is adapted to reliably and predictably absorb substantial impact energy when impacted longitudinally.
- the energy management tube 13 A includes a first tube section 14A, a second tube section 15A that is aligned with the first tube section 14 A, and an intermediate tube section 16A with first and second end portions 30 and 31, respectively.
- the end portions 30 and 31 integrally connect the first and second tube sections 14A and 15 A, respectively.
- the first tube section 14A is dimensionally larger in size than the second tube section 15 A, and has a similar cylindrical cross-sectional shape.
- the first and second tube sections 14A and 15A can be different shapes including rectangular, square, oval, round, or other geometric shapes. (See Fig.
- the tube sections 14A and 15A may have different cross-sectional shapes along their lengths, especially at locations spaced away from the intermediate tube section 15 A where the tube sections 14A and 15A must be adapted to connect to different structures, such as vehicle frame components and the like. (See Figs. 19-22)
- the intermediate tube section 16A has a shape transitioning from the first tube section 14A to the second tube section 15 A, and further the first and second end portions 30 and 31 are dissimilar in shape as noted below
- the present energy management tube 13A (Fig. 4) is disclosed as being made from a sheet of annealable steel material with each of the tube sections 14A, 15 A, and 16A being integrally formed together as a unit.
- the wall thickness can be varied as needed to satisfy functional design requirements. For example, for bumper crush towers and/or vehicle frames, the thickness can be about 1.5 mm to 4 mm, depending on material strengths and the specific application requirements of use. It is contemplated that the sheet will initially be made into a continuous long tube by a rollforming machine, and thereafter cut into tubular blanks 60 (Fig. 6) of predetermined lengths. Then, the tubular blanks will have the areas of tube sections 15A and 16A annealed, and then formed to a shape 61 (Fig.
- the second tube section 15A is compressed to a reduced diameter, with the intermediate section 16A temporarily taking on a temporary frustoconical shape. It has been determined that it is beneficial to fixture and longitudinally deform the energy management tube 13 A to a pre-set condition (Fig. 8), so that the intermediate section 16A takes on a particular shape that avoids high load spikes during initial impact, as noted below.
- the sheet of material be a good, reliable grade of steel, such as structural steel. Steels having greater than about 35 KSI yield strength work very well.
- Steels that can be heat-treated or annealed to achieve optimal yield and elongation properties in selected areas are also excellent candidates, such as structural steels, or high-strength low-alloy steel (HSLAS) or ultra-high-strength steel (UHSS).
- HSLAS high-strength low-alloy steel
- UHSS ultra-high-strength steel
- a specific comment about materials is appropriate. As selected materials get stronger and harder, with higher yield strengths, higher tensile strengths and lower elongation values, they often become more sensitive to tight radius and will tend to resist rolling. Instead, they will tend to break, kink, shear, crack, and/or fracture at tight radii. This breaking problem gets worse as the radii approach a thickness dimension of the material.
- the present invention utilizes outward and inward flaring, clearances, and radii specifically chosen to help deal with this problem.
- Various grades of steel are known in the art and understood by skilled artisans. The reader's attention is directed
- Structural steels such as steels having about 25 KSI and above, have strength properties where the quality problems noted above begin to occur. Structural steels are typically a slightly better grade than cold rolled commercial quality steel or hot-rolled commercial quality steel. Nonetheless, especially as they approach 25 to 35 KSI tensile strength, they tend to have problems. It is specifically contemplated that the present invention will work well using structural steels, such as steels having a tensile strength of about 25 KSI or greater, in the above-illustrated energy management tube 13 (and tubes 13A and 13B).
- the present invention also is well adapted for and works well for stronger materials of 80 KSI and above, and ultra-high-strength steels (UHSS). Where workability and enhanced rolling of material is desired, these steels can be heat treated or annealed to achieve optimal properties at strategic regions along the energy management tubes. It is noted that the various steels discussed herein are intended to be and are believed to be well understood by persons skilled in the art of steel materials and in the art of rollforming. For the reader's benefit, it is noted that additional information can be obtained from the American Society for Testing and Materials (ASTM). The terms for steels as used herein are intended to be consistent with ASTM standards and definitions.
- the present technology is very flexible and adaptable to work with a wide variety of materials. Accordingly, the various terms are intended to be broadly construed, though reasonably construed.
- the present concepts are believed to be particularly useful for HSLA steels, and ultra-high-strength steels (UHSS), such as dual phase steel, tri phase (TRIP) steel, or martensitic materials.
- UHSS ultra-high-strength steels
- TRIP tri phase
- the present concepts are also useful for other engineering grade materials, such as aluminum and even softer materials.
- the present concepts are particularly useful where high strength materials permit weight reduction through reduced wall thicknesses (i.e. gauge reduction).
- the material is inherently more workable and flowable, and/or can be made more workable and flowable in selected areas. For example, this allows a pre-set to be formed in the intermediate tube section
- a performance of the present energy management tube can be adjusted and tuned to meet specific criteria by numerous methods, including by adjustment of the following variables: material thickness, material type, material hardness and yieldability, annealing temperatures and conditions, tube diameter and shapes, the particular rolling radius design and the degree of pre-set, use of crushable inserts positioned within (or outside) the tube sections, and other factors affecting rolling of material, columnar strength, energy absorption, and distribution of stress during a longitudinal crushing impact.
- the first tube section 14A is larger in size than the second tube section 15 A.
- the first tube section 14A includes an outer surface defining a tubular boundary 32.
- the tubular boundary 32 matches a cross-sectional shape of the first tube section 14A at an area near the first end portion 30.
- the first end portion 30 includes a circumferentially-continuous band of tightly deformed material 34 that is flared outward radially beyond the boundary 32, such as at a minimum angle of about 25°.
- This tightly deformed material 34 defines a small radius that effectively forms a "pinched" area that resists rolling of the material. Also, there is some work hardening of the material at the small radius.
- the small radius (on its concave surface) is preferably not less than about
- the second end portion 31 (Fig. 12) has a deformed material 35 defining a relatively larger radius (on its concave surface), such as at least about 1.0 times a thickness of the material of the second end portion 31.
- second end portion 31 is configured to initiate a telescoping rolling of the second tube section 15A during impact as the first tube section 14A maintains its columnar strength.
- a second energy management tube 13B (Figs. 14-16) includes a first tube section 14B, a second tube section 15B, and an intermediate tube section 16B interconnecting the tube sections 14B and 15B. However, tube 13B differs from tube 13A. In tube 13B, the end portion 30B of the larger-diameter first tube section 14B includes deformed material 34B defining a larger radius.
- the deformed material 34B is not flared outwardly, but instead remains generally within a boundary defined by an outer surface of the first tube section 14B.
- the end portion 3 IB of the second tube section 15B includes deformed material 35B defining a smaller radius.
- the deformed material 35B is flared inwardly inside of a tubular boundary 32B, such as at a minimum angle of about 12°.
- Fig. 13 shows a partial stroke impact where a section of material 36 from the first tube section 14B of tube 13B has rolled.
- the second smaller tube section 15A is the one that rolls during an impact as it rolls in a similar manner.
- Fig. 17 illustrates a typical load-versus-deflection curve for tubes 13A and 14A.
- Fig. 18 is a chart showing a typical annealed tube such as may be used to get the result of Fig. 17, and Fig. 18A is a graph showing the affect of annealing on material used in the tube of Fig. 18.
- annealing temperature lines A-J shows a gradual reduction of yield strength, a reduction in tensile strength, and an overall increase in strain and formability based on increasing annealing temperatures. It also shows a general relationship between tensile strength and yield strength, as well as a relationship between those properties and strain.
- Fig. 19 is a perspective view of a tubular vehicle frame incorporating concepts of the present energy management tube of Figs. 11 and 15 into its tubular side members. Four particular areas are shown in enlargements next to the four areas, each illustrating a place where the energy management system technology of the present invention could be used. However, it is noted that the present technology could be used in additional areas.
- the illustrated tube 40 (Fig. 19) is located near a front end of the vehicle frame 39, in a longitudinal portion of the front frame side frame member, just in front of a front cross car beam.
- the tube 40 is rectangular in cross section, and includes a single intermediate tube section (16C) (see Fig. 11) configured to initiate rolling material of one of the tubes (14C or 15C) during telescoping impact.
- the energy management tube 41 is located in a similar forward location on the vehicle frame.
- Tube 41 is circular in cross section, and includes a single intermediate tube section (16D) for initiating rolling of material during telescoping impact.
- the tube 41 also includes a transition zone 42 on one end where the circular cross section transitions to a square section for engaging a front (or rear) end of a vehicle frame member.
- Tube 41 could be used, for example, to support a vehicle bumper.
- the two-ended tube 43 is located at a mid-section of a side of the illustrated vehicle frame.
- the tube 43 is circular in cross section, and includes two intermediate tube sections 44 and 45 facing in opposite directions on opposing ends of a smaller diameter centrally located tube section 46.
- the tube 43 further includes two larger diameter tube sections 47 and 48 on each outer end of the intermediate tube sections 44 and 45. Further, the larger diameter tube sections transition to a square cross section at their outer ends.
- Another energy management tube 49 is similar to tube 40, and is located at an end of one side member of the vehicle frame.
- Fig. 20 is a perspective view of two cross car beams, one being a cross car beam 52 used in the same plane as a vehicle frame.
- the beam or energy-management tube 52 is similar to two-ended tube 43, discussed above. It includes a smaller diameter tube section 53 is placed in a middle position, and two larger diameter tube sections 54 and 55 are attached to the side members of the vehicle frame.
- the ends of the tube 13 A (or 13B) can be annealed to facilitate reforming to better match the geometry of the frame rails.
- Fig. 21 is a perspective view of a bumper system incorporating a bumper reinforcement beam 64 and an energy management tube 65 supporting the bumper beam 64 on a vehicle frame.
- the crush tower 65 is an energy management tube similar to the tube 41, does not need to be discussed in detail.
- Fig. 22 is a perspective view of a cross car beam 67 used to support an instrument panel 68.
- the beam 67 includes a single long smaller diameter tube section 69, and two larger diameter tube sections 70 at each end.
- the larger diameter tube sections 70 are attached to vehicle structure, such as at the vehicle "A" pillars just in front of the front passenger doors.
- Several collars 71 are positioned on the smaller diameter tube section 69, for supporting brackets 72 and opened attachment flanges 73.
- Brackets 72 are used to anchor various items, such as the instrument panel 68, and various components and accessories in and around the instrument panel 68.
- Fig. 22 is a perspective view of a cross car beam 67 used to support an instrument panel 68.
- the beam 67 includes a single long smaller diameter tube section 69, and two larger diameter tube sections 70 at each end.
- the larger diameter tube sections 70 are attached to
- the tube 76 includes a small diameter tube section 77, a large diameter tube section 78, and an intermediate tube section 79 interconnecting them and designed to provide a predetermined rolling of material of the small diameter tube section 77 as the small diameter tube section 77 moves rollingly into the large diameter tube section 78 upon longitudinal impact.
- the crushable insert 75 includes structural rings 80 having circumferential strength and that are adapted to radially support the large diameter tube section 78.
- the structural rings 80 are interconnected by thin rings 81 that space the structural rings 80 longitudinally apart.
- the thin rings 81 have a predetermined longitudinal strength, such that they collapse with a predetermined force upon receiving forces in a longitudinal direction.
- the crushable insert 75 when positioned within the energy management tube 76 (Fig. 24), initially fits snugly into the large diameter tube section 78 in a manner that prevents rattling.
- the material of the small diameter tube section 77 begins to roll and move into engagement with an end of the crushable insert 75.
- the thin rings 81 of the crushable insert 75 collapse, making additional room for more rolled material. The sequence continues, until the crushable insert 75 is fully crushed.
- the crushable insert 75 engages and helps control the material that is rolling. For example, in one test, the crushable insert 75 increased the longitudinal load by 10,000 pounds force. Also, testing has potentially shown that the load can be made more consistent, thus increasing the efficiency rating (i.e. "AGA” divided by ""PEA", as described above) of the energy management system. Thus, the crushable inserts provide additional resistance to rolling of tube section
- the illustrated crushable insert 75 in Figures 23 and 24 are made of an elastomer material that, upon longitudinal loading, will crush when imparted by the rolling radius of the intermediate tube section 79.
- Convex circular rings 81 are positioned between thicker boundary rings 80. When the crushable inserts are loaded, the rings 80 transfer load to the convex region which initiate crush on loading. Outward crushing of the convex region 81 is impeded by the inner surface of tube section 78. Similar performance can be achieved when tube section 78 rolls and tube section 77 maintains column strength.
- the crushable inserts can be made from various materials and different geometry can be used to tune the performance of the energy management tube.
- Crushable inserts can be used to tune the tube performance instead of increasing tube diameter or material thickness. Some standard ways to tune the performance of the tube can be accomplished by increasing the material thickness or increasing the tube diameter. The use of crushable inserts provides and alternative way to tune performance without the addition of significant cost and without the added penalty of weight. It is to be understood that variations and modifications can be made on the aforementioned structure without departing from the concepts of the present invention, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
MXPA06001657A MXPA06001657A (en) | 2003-08-26 | 2004-08-26 | Tubular energy management system for absorbing impact energy. |
CA002535405A CA2535405A1 (en) | 2003-08-26 | 2004-08-26 | Tubular energy management system for absorbing impact energy |
AU2004269002A AU2004269002A1 (en) | 2003-08-26 | 2004-08-26 | Tubular energy management system for absorbing impact energy |
JP2006524821A JP2007503561A (en) | 2003-08-26 | 2004-08-26 | A cylindrical energy management system for absorbing impact energy. |
EP04782162A EP1663724A4 (en) | 2003-08-26 | 2004-08-26 | Tubular energy management system for absorbing impact energy |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/648,757 US6942262B2 (en) | 2001-09-27 | 2003-08-26 | Tubular energy management system for absorbing impact energy |
US10/648,757 | 2003-08-26 |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2005021326A2 true WO2005021326A2 (en) | 2005-03-10 |
WO2005021326A3 WO2005021326A3 (en) | 2005-11-10 |
Family
ID=34273326
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2004/027608 WO2005021326A2 (en) | 2003-08-26 | 2004-08-26 | Tubular energy management system for absorbing impact energy |
Country Status (8)
Country | Link |
---|---|
US (4) | US6942262B2 (en) |
EP (1) | EP1663724A4 (en) |
JP (1) | JP2007503561A (en) |
CN (2) | CN100586762C (en) |
AU (1) | AU2004269002A1 (en) |
CA (1) | CA2535405A1 (en) |
MX (1) | MXPA06001657A (en) |
WO (1) | WO2005021326A2 (en) |
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2009528950A (en) * | 2006-03-06 | 2009-08-13 | ボルボ ラストバグナー アーベー | Vehicle dive prevention device |
EP2446980A3 (en) * | 2010-10-26 | 2012-08-01 | Welser Profile Austria GmbH | Tube and method for processing the ends of tubes |
EP3858684A1 (en) * | 2020-01-28 | 2021-08-04 | Outokumpu Oyj | Expanded tube for a motor vehicle crash box and manufacturing method for it |
WO2021152015A1 (en) * | 2020-01-28 | 2021-08-05 | Outokumpu Oyj | Expanded tube for a motor vehicle crash box and manufacturing method for it |
Also Published As
Publication number | Publication date |
---|---|
CN1842448A (en) | 2006-10-04 |
CN101259851A (en) | 2008-09-10 |
US20040113443A1 (en) | 2004-06-17 |
AU2004269002A1 (en) | 2005-03-10 |
CA2535405A1 (en) | 2005-03-10 |
US20050110285A1 (en) | 2005-05-26 |
AU2004269002A2 (en) | 2005-03-10 |
US20060125251A1 (en) | 2006-06-15 |
EP1663724A2 (en) | 2006-06-07 |
US7021686B2 (en) | 2006-04-04 |
US6942262B2 (en) | 2005-09-13 |
WO2005021326A3 (en) | 2005-11-10 |
JP2007503561A (en) | 2007-02-22 |
EP1663724A4 (en) | 2011-06-29 |
MXPA06001657A (en) | 2006-05-12 |
CN100586762C (en) | 2010-02-03 |
US7240933B2 (en) | 2007-07-10 |
US20070236025A1 (en) | 2007-10-11 |
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