GB2573773A

GB2573773A - Improved load structure for vehicles

Info

Publication number: GB2573773A
Application number: GB1807913.7A
Authority: GB
Inventors: Northfield Quinten
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2018-05-16
Filing date: 2018-05-16
Publication date: 2019-11-20
Anticipated expiration: 2038-05-16
Also published as: GB2573773B; GB201807913D0

Abstract

A load structure for a vehicle is provided, comprising a longitudinal structural component 102a, 102b which experiences loading during a crash in at least an X-direction (i.e. forward-rear) and a load-bearing structural component 108a, 108b, for example a strut, which forms part of or is affixed to a vehicle body structure. Load-bearing component 108a, 108b has an aperture 122a, 122b through which longitudinal component 102a, 102b passes, so that during a crash longitudinal component 102a, 102b can move in the X-direction relative to load-bearing component 108a, 108b. In an embodiment aperture 122a, 122b is formed from a connection between two separate struts 108a, 109. There may be upper and lower longitudinal components 102a, 102b, 102a’, 102b’ each having corresponding upper and lower load bearing components and upper and lower apertures. Longitudinal component may be a compressible beam, and may comprise multiple sections sequentially crushed in a collision and may be connected to a bumper beam 104.

Description

IMPROVED LOAD STRUCTURE FOR VEHICLES

TECHNICAL FIELD

The present disclosure relates to an improved load structure for a vehicle and particularly, but not exclusively, to a structure where a longitudinal crash load absorption structural component is capable of movement in the longitudinal direction relative to a load-bearing structural component which is connected to the vehicle body structure. Aspects of the invention relate to a structure for a vehicle which comprises a longitudinal structural component configured to experience loading in at least the x-direction during a crash event and a load-bearing structural component forming part of or affixed to a vehicle body structure and forming an aperture through which the longitudinal structural component passes, to a vehicle comprising the structure and to a method of assembling a vehicle comprising the structure.

BACKGROUND

It is often desirable to be able to reduce the front overhang of motorised road vehicles. However, the reduction of the length of the overhang is limited by requirements of the crash structure, because the amount of energy than can be absorbed by a crash structure in the event of a collision is linked to the length of the crash structure. Further, in addition to loading associated with crash events, the structural elements of a vehicle must be able to withstand loads from the wheels and/or suspension.

In vehicles 1 according to the prior art, as shown on Figure 1, the loads in the x-direction (where the x-direction corresponds to the front - rear axis of the vehicle) sustained during a crash event (see wide arrows on Figure 1) are absorbed primarily by longitudinal structural elements 2a, 2b, which are connected to a bumper beam 4, and which can absorb energy by crumpling. As shown on Figure 1, the longitudinal structural elements 2a, 2b are typically connected to the vehicle subframe 6, which itself connects to the suspension wishbone (not shown), and to vertical struts 8a, 8b which connect to the shotguns 10a, 10b. The shotguns 10a, 10b form part of the vehicle body frame, at the strut tower tops 12a, 12b. The vehicle subframe 6, suspension wishbone, vertical struts

8a, 8b and strut tower tops 12a, 12b form part of the wheels I suspension load absorbing structure.

Because of the connection between the wheels / suspension load absorbing structure and the longitudinal structural elements 2a, 2b, the latter are subject to loading from the wheels / suspension in addition to crash loads, and must therefore be designed to withstand both types of loads. This requirement imposes further limitations on the design of the crash structure as it limits the amount of energy that the longitudinal structural elements can absorb per unit length.

It is an aim of the present invention to address one or more disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a structure for a vehicle, to a method and to a vehicle as claimed in the appended claims.

According to an aspect of the present invention there is provided a structure for a vehicle, the structure comprising: a longitudinal structural component configured to experience loading in at least the x-direction during a crash event; and a load-bearing structural component forming part of or affixed to a vehicle body structure. The load-bearing structural component comprises an aperture through which the longitudinal structural component passes such that during a crash event the longitudinal structural component is capable of movement in the x-direction relative to the load-bearing structural component.

This configuration advantageously allows for the longitudinal structural component to be optimised so as to maximise the energy absorbed by the longitudinal structural component during a crash event, by reducing constraints that would be applied by a mechanical connection between the load-bearing structural component and the longitudinal structural component. In particular, this allows for a more predictable load absorption behaviour compared to the prior art where the longitudinal structural component and the load-bearing component are connected to each other.

In embodiments, the load-bearing structural component comprises a strut with an aperture through which the longitudinal structural component is freely received. In such embodiments, the load-bearing structural component and the longitudinal structural component may not be in direct physical contact, and/or may not be directly mechanically connected. In other embodiments, the load-bearing structural component comprises a strut with an aperture through which the longitudinal structural component passes, the longitudinal structural component being frangibly coupled to the strut such that longitudinal loading experienced by the longitudinal structural component during a crash event is capable of decoupling the longitudinal structural component from the strut.

In embodiments, the frangible coupling between the longitudinal structural component and the strut / load-bearing structural component is strong enough to prevent decoupling in normal use of the vehicle, but weak enough to allow ready decoupling in a crash event of a predetermined impact force.

Embodiments where the longitudinal structural component is freely received in an aperture in the load-bearing structural component advantageously benefit from an ease of design since their crash load-bearing behaviour is less complex and is thus easier to predict accurately. Embodiments where the longitudinal structural component is frangibly coupled to the load-bearing structural component still benefit from an improved crash load bearing behaviour compared to vehicles where the crash load-bearing components are tightly mechanically coupled to load-bearing structural components, albeit with the extra complexity of configuring the frangible connection such that longitudinal loading experienced by the longitudinal structural component during a crash event is capable of decoupling the longitudinal structural component from the loadbearing structural component. However, such embodiments may benefit from reduced noise and vibration compared to embodiments where the longitudinal crash load bearing component is freely received in an aperture in the load-bearing structural component.

The strut may be a substantially vertical structure connecting the vehicle body structure to load-bearing structures which transfer a load from the suspension system of the vehicle. For example, the strut may comprise a vertical strut connecting to the vehicle shotgun via the strut tower top, and a further strut forming part of the torsion loop and connecting to a transversal frame (e.g. vehicle subframe) which itself connects to the suspension.

In embodiments, the load-bearing structural component comprises two separate struts and the aperture is formed by a connection between the two separate struts. For example, the load-bearing structural component may comprise a vertical strut connected to the vehicle body structure and a second strut forming part of or connected to a torsion loop of the vehicle. In other embodiments, the load-bearing structural component is formed as an integral structure comprising an aperture through which the longitudinal structural component is freely received.

In embodiments, the load-bearing structural component comprises two struts connected by a connecting structural component forming the aperture through which the longitudinal structural component is received. In some such embodiments, the connecting structural component is formed at an end portion of one of the two struts and connected to an opposing end portion of the other of the two struts. In other such embodiments, the connecting structural component is formed from mating elements provided at an end portion of each of the two struts.

In embodiments, the aperture and the longitudinal structural component are dimensioned such that there is a clearance around the longitudinal structural component when it is received in the aperture. In some embodiments, the aperture and the longitudinal structural component are dimensioned such that the clearance is sufficient to allow the longitudinal structural component to move to a configuration wherein the longitudinal structural component has been compressed as a result of a collision without hindrance from the load-bearing structural component.

In embodiments, the structure comprises a transversal frame and the load-bearing structural component connects the transversal frame to the body-structure of the vehicle. In some such embodiments, the transversal frame is pivotally connected to a structural component that transfers a load from a suspension system associated with at least one vehicle wheel to the transversal frame.

In embodiments, the longitudinal structural component comprises an upper longitudinal structural component configured to experience a loading in at least the x-direction during a crash event; and a lower longitudinal structural component configured to experience loading in at least the x-direction during a crash event. In such embodiments, the load bearing structure comprises an upper load-bearing structural component forming part of or affixed to the vehicle body structure; and a lower load-bearing structural component forming part of or affixed to the vehicle body structure.

The upper longitudinal structural component passes through an upper aperture provided within the upper load-bearing structural component and the lower longitudinal structural component passes through a lower aperture provided within the lower load-bearing structural component. In embodiments, the lower load-bearing structural component may comprise the transversal frame and a torsion loop, and the upper load-bearing structural component may comprise struts forming part of the torsion loop and a vertical strut connecting to the vehicle body structure.

In embodiments, the lower longitudinal structural component is not directly mechanically connected to the lower load-bearing structural component. In embodiments, the lower load-bearing structural component comprises one or more apertures through which the lower longitudinal structural component is freely received. In other embodiments, the lower longitudinal structural component is frangibly coupled to the lower load-bearing structural component such that longitudinal loading experienced by the lower longitudinal structural component during a crash event is capable of decoupling the lower longitudinal structural component from the lower load-bearing structural component.

In embodiments, the upper longitudinal structural component is not directly mechanically connected to the upper load-bearing structural component. In embodiments, the upper load-bearing structural component comprises one or more apertures through which the upper longitudinal structural component is freely received. In other embodiments, the upper longitudinal structural component is frangibly coupled to the upper longitudinal structural component such that longitudinal loading experienced by the upper longitudinal structural component during a crash event is capable of decoupling the upper longitudinal structural component from the upper load-bearing structural component.

In embodiments, the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component comprise(s) a longitudinal beam. In embodiments, the beam is a compressible longitudinal beam.

In embodiments, the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component comprise(s) multiple longitudinal sections with different load absorption characteristics. In some such embodiments, the multiple longitudinal sections are configured such that they are sequentially crushed during a collision. In embodiments, the multiple longitudinal sections are configured such that the energy absorbed in crushing of each section is sequentially higher than that absorbed in crushing of the preceding section. Typically the ‘first’ such section is the forward-most section of the longitudinal structural component, i.e. towards the front of a vehicle.

In embodiments, the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component is connected at one end to the vehicle body structure.

In embodiments, the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component is connected at one end to a bumper beam.

In embodiments, the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component comprises a first longitudinal structural component and a further longitudinal structural component spaced laterally from the first longitudinal structural component (e.g. on substantially left and right sides of a vehicle); and the load-bearing structural component and/or upper load-bearing structural component and/or lower load-bearing structural component comprises a first load-bearing structural component and a further load-bearing structural component (e.g. on substantially left and right sides of a vehicle). The further longitudinal structural component passes through an aperture of the further load-bearing structural component such that during a crash event the further longitudinal structural component is capable of movement in the x-direction relative to the further load-bearing structural component. For example, the structure may comprise an upper left longitudinal structural component and an upper right longitudinal structural component, and/or a lower left longitudinal structural component and a lower right longitudinal structural component.

According to a further aspect, the invention provides a method of assembling a vehicle. The method comprises providing a longitudinal structural component connected to the body-structure of the vehicle and configured to experience loading in at least the xdirection during a crash event. The longitudinal structural component may comprise an upper longitudinal structural component and a lower longitudinal structural component. The upper and/or lower longitudinal structural components may comprise two longitudinal components spaced apart from each other. The method further comprises providing a load-bearing structural component forming part of or affixed to a vehicle body structure, the load-bearing structural component comprising an aperture through which the longitudinal structural component passes such that during a crash event the longitudinal structural component is capable of movement in the x-direction relative to the load-bearing structural component. The method additionally comprises connecting a transversal frame to the load-bearing structural component.

In embodiments, wherein the longitudinal structural component comprises an upper longitudinal structural component and a lower longitudinal structural component, and the method further comprises positioning the transversal frame such that the lower longitudinal structural component passes through an aperture created by the transversal frame and the load-bearing structural component and sliding the transversal frame along the length of the lower longitudinal structural component until the transversal frame is at a longitudinal position in line with the load-bearing structural component.

In embodiments, the load-bearing structural component comprises a strut with an aperture through which the upper longitudinal structural component is freely received or to which it is frangibly coupled, the transversal frame and the load-bearing structural component form an aperture through which the lower longitudinal structural component is freely received or to which it is frangibly coupled, and connecting the transversal frame to the load-bearing structural component comprises connecting the transversal frame to the strut extending from the vehicle chassis or a structure connected or comprising part of the strut.

According to a further aspect, the invention provides a vehicle comprising the structure of the first aspect, or obtained using the method of the second aspect.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are clearly incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 shows a vehicle structure according to the prior art;

Figures 2a and 2b show a structure for a vehicle according to an embodiment of the invention, Figure 2b showing the structure of Figure 2a in a cross-sectional view in order to better visualise other elements of the structure;

Figure 3 shows a cross section of a vehicle according to an embodiment of the invention;

Figure 4 shows a predicted de-acceleration curve (also referred to as G-trace) against displacement for a structure according an embodiment of the invention (dashed line), compared to a prior art structure (solid line);

Figure 5 shows in more detail a portion of the structure of Figures 2a and 2b;

Figure 6 shows schematically a method of assembling a vehicle with the structure according to the invention; and

Figure 7 shows a vehicle comprising the structure of the invention.

DETAILED DESCRIPTION

The present invention provides a structure for a vehicle, in particular a load absorption structure, which comprises a longitudinal structural component configured to experience loading in the x-direction during a crash event, and a load-bearing structural component, such as a component that is configured to absorb load from at least one vehicle wheel. The longitudinal structural component is free to move relative to the load-bearing structural component during a crash event.

Throughout this disclosure, the x-direction refers to the direction that is generally aligned with the front-rear axis of the vehicle, which is also referred to as the longitudinal axis or direction. The z-direction refers to a direction that is perpendicular to the x-direction and generally aligned with the bottom - top (e.g. wheels - roof) axis of the vehicle. The ydirection is the direction that is perpendicular to both the x and z directions and is generally transversal to the vehicle (i.e. left-right). Components referred to as ‘horizontal’ are intended to be substantially within a plane that is at the same level along the z direction. Components referred to as vertical are intended to extend from a lower to a higher point of the vehicle (or vice versa). For example, such components may have a main axis that is substantially parallel to the z axis. Components referred to as transversal are intended to extend from a first point to another point laterally spaced from the first point. For example, such components may have a main axis that is substantially parallel to the y axis.

Figures 2a and 2b show a structure 100 for a vehicle according to an embodiment of the invention, Figure 2b showing the structure of Figure 2a in a cross-sectional view in order to better visualise other elements of the structure. The structure comprises longitudinal structural components which are configured to experience loading in the x-direction during a crash event, the longitudinal structural components comprising a longitudinal structural element 102a and a longitudinal structural element 102b (respectively on the left and right hand side of the vehicle 200 as viewed in Figure 2a). These are also referred to throughout this document using the shorthand ‘longitudinal mid’. The longitudinal mids 102a, 102b are connected to a bumper beam 104 at their first, front ends. The longitudinal mids 102a, 102b are connected to the vehicle body structure, in particular a cross car beam 114 at their second, rear end. In the embodiment shown, the longitudinal structural components additionally comprise lower longitudinal structural elements 102a’ and 102b’, which are located vertically below (although not necessarily in vertical alignment with) the corresponding longitudinal mids 102a, 102b. The lower longitudinal structural elements 102a’, 102b’ are connected at their first, front end, to a further bumper beam 104’, and at their second, rear end, to the vehicle body structure, in particular a battery ring frame 116. The lower longitudinal structural elements 102a’, 102b’ are also referred to throughout this document using the shorthand ‘longitudinal lower’. In embodiments, the bumper beams 104 and/or 104’ have a thickness (in the xdirection) of about 70 to about 80 mm.

In the embodiment shown on Figure 2a, the longitudinal structural elements 102a, 102b, 102a’, 102b’ each comprise a front section 126a, 126b, 126a’, 126b’ which is made of a softer material than the corresponding longitudinal structural element 102a, 102b, 102a’, 102b’, and which is referred to as a crash can. The crash cans 126a, 126b, 126a’, 126b’ are configured to crumple in a low speed impact thereby protecting the longitudinal structural elements 102a, 102b, 102a’, 102b’ and the subsequent body structure during such a low speed impact. In the embodiment shown on Figures 2a, 2b, all of the longitudinal structural elements 102a, 102b, 102a’, 102b’ have rectangular crosssections.

The structure further comprises load-bearing structural components, which can absorb load from the wheels (not shown) and/or the suspension (not shown) of the vehicle. In the illustrated example, the load-bearing structural components comprise vertical struts 108a, 108b which connect to a torsion loop 109. In the illustrated example (as best seen on Figure 2b), the torsion loop 109 comprises a strut 109a extending down from the first vertical strut 108a, a strut 109b extending down from the second vertical strut 108b, and a horizontal section 109c connecting struts 109a and 109b. The torsion loop 109 is connected to the transversal frame 106 (also referred to as vehicle subframe), itself connected to the suspension wishbones, one of which is illustrated on Figures 2a and 2b at 118. The vertical struts 108a, 108b connect to strut tower tops 112a, 112b via the strut tower tie 120. The strut tower tops 112a, 112b are connected to the shotguns 110a, 110b, which form part of the vehicle body frame, and are further supported by strut tower supports 124a, 124b. The subframe 106, torsion loop 109 vertical struts 108a, 108b, strut tower tops 112a, 112b and strut tower tie 120 together form a structure which experiences, amongst others, vertical loads from the wheels via the suspension.

The vertical struts 108a, 108b each comprise an aperture 122a, 122b, through which the longitudinal mids 102a, 102b pass. Contrary to the prior art structure shown in Figure 1, in this case the longitudinal mids 102a, 102b are not directly connected to the subframe 106 and struts 108a, 108b. As a result, the longitudinal mids 102a, 102b are capable of movement in the x-direction relative to the load-bearing structure, and in particular relative to the subframe 106 and struts 108a, 108b, in the event of longitudinal loading the like of which may be experience in a crash. In particular, the longitudinal mids 102a, 102b in the structure of the invention are able to crumple in the event of a crash, thereby absorbing energy, without extensive hindrance from the subframe 106 and struts 108a, 108b. In the embodiment shown on Figures 2a and 2b, the subframe 106 and torsion loop 109 also form apertures 122a’, 122b’ through which the lower longitudinal structural elements 102a’, 102b’ pass. As a result, the lower longitudinal structural elements 102a’, 102b’ are capable of movement in the x-direction relative to the load-bearing structure, and in particular relative to the subframe 106, in the event of longitudinal loading the like of which may be experience in a crash. As such, in the structure shown on Figures 2a and 2b, the longitudinal structural components 102a, 102b, 102a’, 102b’ and the load-bearing structural components 108a, 108b, 106, 109 are free to absorb load independently of each other, and hence can each be designed to optimally absorb crash loads along the x-direction (in the case of the longitudinal structural components 102a, 102b, 102a’, 102b’), and suspension loads in other directions (in the case of the torsion loop 109, subframe 106, vertical struts 108a, 108b, strut tower top 112a, 112b and strut tower tie 120).

Figure 3 shows a cross section of a vehicle according to an embodiment of the invention. Figure 3 only shows one side of the structure (i.e. corresponding to the left hand side on

Figure 2), but the skilled person would understand that corresponding elements may be present on the right hand side. In the embodiment shown on Figure 3, in addition to the crash cans 126a, 126b, 126a’, 126b’ (note that ‘a’ components are not depicted in Figure 3) which is made of a softer material than the rest of the structure, the longitudinal structural elements 102a, 102b, 102a’, 102b’ comprise further longitudinal sections that are configured to be progressively more compression resistant / stiffer (for example made of a harder material) from the front to the rear of the longitudinal structural elements 102a, 102b, 102a’, 102b’. In the illustrated example, for each of the longitudinal structural elements 102a, 102b, 102a’, 102b’, a second longitudinal section 128a, 128b, 128a’, 128b’ immediately follows the crash can 126a, 126b, 126a’, 126b’ and extends until the region of the vertical struts 108a, 108b. A further longitudinal section 130a, 130b, 130a’, 130b’ extends between the second longitudinal section and the rear end of the longitudinal structural elements 102a, 102b, 102a’, 102b’. As the skilled person would understand, the exact number of longitudinal sections, as well as their shape (cross section), length and stiffness may vary and are not limited to the configuration shown. The multiple longitudinal sections are configured such that the energy absorbed in crushing of each section is sequentially higher than that absorbed in crushing of the preceding section (i.e. the section located immediately forward).

Figure 4 shows a predicted de-acceleration curve (also referred to as G-trace) against displacement for a structure according to the invention (dashed line), compared to a prior art structure where the longitudinal structural elements are connected to the torsion loop (continuous line). In particular, Figure 4 shows a curve of deceleration force (G) experienced by the vehicle as a function of the distance along the crash load absorption structure, when the structure experiences a longitudinal loading wholly in the x-direction. The graph of Figure 4 is overlaid onto a schematic representation of a vehicle structure according to the invention. Because the longitudinal structural elements 102a, 102b, 102a’, 102b’ according to the invention are simple rectangular prismatic elements which are able to absorb energy without hindrance from additional connection(s) along their lengths, their G curve can be easily predicted and is less “chaotic” than that of the prior art. Similar improvements would be observed if the longitudinal structural elements 102a, 102b, 102a’, 102b’ were not simple rectangular prismatic elements, provided that the benefit of lack of hindrance along the length of the longitudinal structural elements

102a, 102b, 102a’, 102b’ can be maintained. The area under the de-acceleration curve represents the force absorbed by the structure.

In the embodiment shown on Figure 4, the de-acceleration curve 50 has a first section A which extends along the length of the bumper beam 104, 104’, during which the deacceleration curve 50 increases linearly as a function of the distance from the impact. This is followed by a second section, section B, which extends along the length of the crash can 126a, 126b, 126a’, 126b’ In this section B the force absorbed by the structure linearly increases as the crash can 126a, 126b, 126a’, 126b’ absorbs the shock along its length, i.e. the G curve 50 shows a plateau along the length of the crash can 126a, 126b, 126a’, 126b’. This section is followed by a section C in which the force absorbed by the structure linearly increases as the section 128a, 128b, 128a’, 128b’ of longitudinal structural element immediately following the crash can absorbs the shock along its length. In embodiments where the section is configured to be stiffer than the crash can 126a, 126b, 126a’, 126b’, section C comprises a transition section and a plateau which is at a higher G-force level than the plateau of section B. Section C is followed by a transition section D and a section E, with a further, higher plateau corresponding to a sustained G-force level for section 130a, 130b, 130a’, 130b’ of the longitudinal structural elements 102a, 102b, 102a’, 102b’ which is stiffer than the crash can 126a, 126b, 126a’, 126b’ and the section 128a, 128b, 128a’, 128b’.

By comparison, the solid curve 40 associated with the structures of the prior art, as shown in Figure 1, is highly irregular and demonstrates large oscillations in the G-force experienced, in particular, in the area where the vertical struts 8a, 8b and the subframe 6 connect to the longitudinal structural elements 2a, 2b. This is because in these regions the longitudinal structural elements 2a, 2b are not free to absorb the shock by crumpling. This makes the behaviour of longitudinal structural elements more complex, making them less efficient at their primary function of absorbing load in the x-direction in the event of a crash.

Figure 5 shows in more detail a portion of the structure of Figures 2a and 2b. In the embodiment shown, the vertical strut 108a is connected to strut 109a of the torsion loop 109 in such a way as to create an opening 122a through which longitudinal structural element 102a passes. In the embodiment shown the aperture 122a is created by a connecting structural component which forms a connection between two vertical struts, the vertical strut 108a and the strut 109a forming part of the torsion loop 109. In particular, the opening is defined by the lower extremity of the vertical strut 108a which creates the upper wall 146a of the opening 122a, by vertical plates 134a, 136a which extend along outer surfaces of the vertical strut 108a and define the lateral walls 144a, 150a of the opening 122a, and by a horizontal plate 138a, which defines the lower wall 148a of the opening 122a, and which is connected to the lower extremity of the vertical plates 134a, 136a. In the embodiment shown, the horizontal plate 138a is connected to a mating horizontal plate 140a formed at the upper extremity of the torsion loop strut 109a, using a fixing means, such as bolts 142a. In embodiments, the plates 138a and 140a may be connected in any other way known in the art such as using screws, adhesive, welding seams, etc. As the skilled person would understand, corresponding elements may be present to create aperture 122b in which longitudinal structural element 102b passes.

A clearance 60 is defined between the longitudinal structural element 102a and the upper wall 146a, lower wall 148a, and lateral walls 144a of the aperture 122a. In embodiments, the clearance may be about 10 mm. As the skilled person would understand, the clearance 60 may not be constant around the longitudinal structural element 102 (i.e. 102a or 102b), and may for example comprise a first clearance 60 between the element 102 and the upper wall 146 of the aperture 122, a second clearance (not shown) between the element 102 and a first lateral wall 144 of the aperture 122, a third clearance (not shown) between the element 102 and the second lateral wall 144 of the aperture 122, and a fourth clearance (not shown) between the element 102 and the lower wall 148 of the aperture 122. As the skilled person would understand, similar considerations apply to the apertures 122a, 122b through which the structural elements 102a’, 102b’ would pass, if they are present.

In embodiments where a clearance c is defined around the longitudinal structural element 102 (or 102’) in the aperture 122 (or 122’), the longitudinal structural element 102 (102’) is freely received in the aperture 122 (122’). In other words, there is no direct physical connection or direct mechanical connection between the longitudinal structural element 102 (102’) and the load-bearing element forming the aperture 122 (or 122’) in which the longitudinal structural element 102 (102’) is received. In embodiments, a damping material such as rubber may be positioned in the clearance around the longitudinal structural element 102 (or 102’) in the aperture 122 (or 122’) to reduce noise and vibration between the longitudinal structural element 102 and the surrounding aperture 122.

In embodiments, the clearance 60 is dimensioned such that it is sufficient to allow the longitudinal structural elements 102 (or 102’) to move to a configuration where the longitudinal structural component 102 (or 102’) has been compressed as a result of a collision without (or with minimal) hindrance from the load-bearing structural components 108, 109, 106. For example, the clearance may be sufficient to allow the longitudinal structural elements 102 (or 102’) to crumple through the aperture 122 (or 122’), e.g. without touching or without significant interference from the load bearing components / vertical struts.

In other embodiments, the longitudinal structural element 102 (or 102’) is frangibly received in the aperture 122 (or 122’). For example, the longitudinal structural element 102 (or 102’) may be held in the aperture 122 (or 122’) by friction, by use of an adhesive or otherwise, in such a way that a crash load would overcome the connection between the longitudinal structural element 102 (or 102’) and the walls of the aperture 122 (or 122’). In other words, in such embodiments the longitudinal structural element 102 (or 102’) is connected to one or more of the walls of the aperture 122 (or 122’) such that longitudinal loading experienced by the longitudinal structural element 102 (or 102’) during a crash event is capable of decoupling the longitudinal structural element 102 (or 102’) from the one or more walls of the aperture 122 (or 122’). Such embodiments may maintain the benefits of the invention while reducing risks of vibrations and noise that may be associated with a freely received longitudinal structural element 102 (or 102’). As the skilled person would understand, the appropriate strength of connection that achieves the benefits of the invention may be easily determined based on the crash loads that the structure is designed to sustain.

In embodiments, the longitudinal structural element 102 (or 102’) is comprised of a single section of constant stiffness. Alternatively, as shown on Figure 4, the longitudinal structural element 102 (or 102’) may comprise multiple sections of different stiffness. In embodiments, the sections 126, 128, 130 (or 126’, 128’, 130’) of the longitudinal structural element 102 (or 102’) may be bolted, welded or otherwise joined together.

In embodiments, the sections 130,130’ may comprise a composite material, for example an epoxy resin.

In embodiments, the longitudinal structural element 102 (or 102’) is a longitudinal beam. In embodiments, the beam has a rectangular cross section. For example, each beam may have a cross section with a width of about 70 mm and a length of about 120 mm. As the skilled person would understand, the exact dimensions of the beam may vary, for example, depending on the material that is used, or other design considerations in relation to the load that the beams must be able to sustain, and the configuration of the vehicle in which the beams are installed.

In embodiments, as best seen on Figure 3, the longitudinal mids 102a, 102b may be substantially horizontal. In embodiments, the longitudinal lower 102a’, 102b’ may be arranged at a slight angle to the horizontal, for example with an upwards slope from the rear to the front of the vehicle. In embodiments, the angle may be about 1.5°. This may, for example, be the case where the design of the vehicle requires this, e.g. in order to be able to package all of the structural elements within the body of the vehicle.

In embodiments, the invention may allow the longitudinal structural components 102 to be at least about 30 to about 60 mm shorter than a structure with similar compression response according to the prior art, i.e. where the longitudinal structural components 102 are mechanically connected (in a non-frangible way) to load bearing structural components.

In the embodiment shown on Figure 5, the load-bearing structural component comprises two separate vertical components or struts, the vertical strut 108a and a vertical strut 109a (or 108b /109b) forming part of the torsion loop, the aperture 122 being defined at the connection between these two vertical components. In the embodiment shown, the two vertical components are not coaxial or parallel, and the vertical strut 109a (or 109b) is at a slight angle relative to the strut 108. In some embodiments, the vertical strut 109a (or 108b /109b) may be parallel or coaxial with the vertical strut 108a.

In embodiments, the load-bearing structural component may comprise a single vertical strut, i.e. the struts 108a and 109a (or 108b / 109b) may form an integral structure with an opening 122 defined therein.

In other embodiments, the struts 108a and 109a (or 108b / 109b) may be separate and directly connected to each other. For example, this may be the case where a connecting structural component connecting the struts 108a and 109a (or 108b / 109b) is integral to the struts. For example, each of struts 108a and 109a (or 108b /109b) may comprise vertical plates similar to plates 134a, 136a, that can be connected to each other.

In embodiments, a separate connecting structural component may be provided which creates aperture 122 and connects struts 108a and 109a (or 108b /109b). For example, such a component may be in the form of a block having a suitable bore / aperture to receive the longitudinal structural element 102 (or 102’), which can be connected to the lower extremity of strut 108a and to the upper extremity of strut 109a (or 108b / 109b), possibly via connecting plates.

In embodiments, the structure may comprise longitudinal structural elements 102 but not longitudinal structural elements 102’.

A structure according to the invention may be assembled according to the following general method. Longitudinal structural element 102, and 102’ if provided, is / are connected (e.g. welded) to the body structure of the vehicle. The vehicle may be provided with a load-bearing structural component which comprises the vertical strut 108, strut tower top 112 and shotgun 110. The torsion loop 109 may be assembled with the vertical strut 108 in such a way as to create the opening 122 in which the longitudinal structural element 102 is received. The transversal frame 106 may then be connected to the load-bearing structural component via the torsion loop 109 in such a way as to create an opening 122’ through which the longitudinal structural element 102’ passes when used.

Figure 6 shows schematically a method of assembling a vehicle with the structure according to the invention. A vehicle is provided with load-bearing structural components which comprise the vertical struts 108a, 108b, strut tower tops 112a, 112b and shotguns 110a, 110b. Longitudinal structural elements 102, 102’ are provided, and secured (e.g. welded) to the body structure of the vehicle in step 100. The torsion loop 109 is assembled with the vertical struts 108a, 108b in such a way as to create the apertures 122a, 122b in which the longitudinal structural elements 102a, 102b are received. In other words, the vertical struts 108a, 108b and torsion loop 109 are assembled to form a load-bearing structural component comprising apertures 122a, 122b through which the longitudinal structural elements 102a, 102b pass in step 200. The transversal frame 106 is then connected to the torsion loop 109 in such a way as to create apertures 122a’, 122b’ in which the longitudinal structural elements 102a’, 102b’ are received in step 300. In other words, the transversal frame 106 and torsion loop 109 form a load-bearing structural component comprising apertures 122’ through which the longitudinal structural elements 102’ pass.

Also provided is a vehicle 200 comprising a structure according to at least one embodiment of the invention, as shown on Figure 7.

Many modifications may be made to the above examples without departing from the scope of the present invention as defined in the accompanying claims.

Claims

1. A structure for a vehicle, the structure comprising:

a longitudinal structural component configured to experience loading in at least the x-direction during a crash event; and a load-bearing structural component forming part of or affixed to a vehicle body structure;

wherein the load-bearing structural component comprises an aperture through which the longitudinal structural component passes such that during a crash event the longitudinal structural component is capable of movement in the x-direction relative to the load-bearing structural component.

2. The structure of claim 1, wherein the load-bearing structural component comprises a strut with an aperture through which the longitudinal structural component is freely received.

3. The structure of claim 1, wherein the load-bearing structural component comprises a strut with an aperture through which the longitudinal structural component passes, the longitudinal structural component being frangibly coupled to the strut such that longitudinal loading experienced by the longitudinal structural component during a crash event is capable of decoupling the longitudinal structural component from the strut.

4. The structure of claim 2 or claim 3, wherein the load-bearing structural component comprises two separate struts and the aperture is formed by a connection between the two separate struts.

5. The structure of claims 1 to 3, wherein the load-bearing structural component is formed as an integral structure comprising an aperture through which the longitudinal structural component is freely received.

6. The structure of any preceding claim, wherein the aperture and the longitudinal structural component are dimensioned such that there is a clearance around the longitudinal structural component when it is received in the aperture.

7. The structure of claim 6, wherein the aperture and the longitudinal structural component are dimensioned such that the clearance is sufficient to allow the longitudinal structural component to move to a configuration wherein the longitudinal structural component has been compressed as a result of a collision without hindrance from the load-bearing structural component.

8. The structure of any of claims 1 to 4, 6 or 7, wherein the load-bearing structural component comprises two struts connected by a connecting structural component forming the aperture through which the longitudinal structural component is received.

9. The structure of claim 8, wherein the connecting structural component is formed at an end portion of one of the two struts and connected to an opposing end portion of the other of the two struts.

10. The structure of any preceding claim, wherein the structure comprises a transversal frame and the load-bearing structural component connects the transversal frame to the body-structure of the vehicle.

11. The structure of claim 10, wherein the transversal frame is pivotally connected to a structural component that transfers a load from a suspension system associated with at least one vehicle wheel to the transversal frame.

12. The structure of any preceding claim, wherein:

the longitudinal structural component comprises:

an upper longitudinal structural component configured to experience a loading in at least the x-direction during a crash event;

a lower longitudinal structural component configured to experience loading in at least the x-direction during a crash event;

the load bearing structure comprises:

an upper load-bearing structural component forming part of or affixed to the vehicle body structure; and a lower load-bearing structural component forming part of or affixed to the vehicle body structure;

and wherein the upper longitudinal structural component passes through an upper aperture provided within the upper load-bearing structural component and the lower longitudinal structural component passes through a lower aperture provided within the lower load-bearing structural component.

13. The structure of claim 12, wherein the lower longitudinal structural component is not directly mechanically connected to the lower load-bearing structural component.

14. The structure of claim 12 or 13, wherein the lower load-bearing structural component comprises one or more apertures through which the lower longitudinal structural component is freely received.

15. The structure of any preceding claim, wherein the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component comprise(s) a longitudinal beam.

16. The structure of any preceding claim, wherein the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component comprise(s) a compressible longitudinal beam.

17. The structure of any preceding claim, wherein the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component comprise(s) multiple longitudinal sections with different load absorption characteristics.

18. The structure of claim 17, wherein the multiple longitudinal sections are configured such that they are sequentially crushed during a collision.

19. The structure of claim 18, wherein the multiple longitudinal sections are configured such that the energy absorbed in crushing of each section is sequentially higher than that absorbed in crushing of the preceding section.

20. The structure of any preceding claim, wherein the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component is connected at one end to a bumper beam.

21. The structure of any preceding claim, wherein the longitudinal structural component and/or upper longitudinal structural component and/or lower longitudinal structural component comprises a first longitudinal structural component and a further longitudinal structural component spaced laterally from the first longitudinal structural component and the load-bearing structural component and/or upper load-bearing structural component and/or lower load-bearing structural component comprise(s) a first aperture and a further aperture spaced laterally from the first aperture, wherein the first longitudinal structural component passes through the first aperture and the further longitudinal structural component passes through the further aperture such that during a crash event the first and further longitudinal structural components are capable of movement in the x-direction relative to the further load-bearing structural component.

22. A method of assembling a vehicle, the method comprising:

providing a longitudinal structural component connected to the body-structure of the vehicle and configured to experience loading in at least the x-direction during a crash event, providing a load-bearing structural component forming part of or affixed to a vehicle body structure, the load-bearing structural component comprising an aperture through which the longitudinal structural component passes such that during a crash event the longitudinal structural component is capable of movement in the x-direction relative to the load-bearing structural component; and connecting a transversal frame to the load-bearing structural component.

23. The method of claim 22, wherein the longitudinal structural component comprises an upper longitudinal structural component and a lower longitudinal structural component, and the method further comprises positioning the transversal frame such that the lower longitudinal structural component passes through an aperture created by the transversal frame and the load-bearing structural component and sliding the transversal frame along the length of the lower longitudinal structural component until the transversal frame is at a longitudinal position in line with the load-bearing structural component.

24. The method of claim 23, wherein the load-bearing structural component

5 comprises a strut with an aperture through which the upper longitudinal structural component is freely received or to which it is frangibly coupled, the transversal frame and the load-bearing structural component form an aperture through which the lower longitudinal structural component is freely received or to which it is frangibly coupled, and connecting the transversal frame to the load-bearing structural component 10 comprises connecting the transversal frame to the strut extending from the vehicle chassis or a structure connected or comprising part of the strut.

25. A vehicle comprising the structure of any of claims 1 to 21.