Automotive frame rail reinforcing member to manage an offset, frontal applied load

The disclosure generally relates to a reinforcing member of a frame rail assembly of a vehicle's body structure.

Vehicles include some form of a body structure, which often includes a pair of laterally offset frame rails that extend forward from a bulkhead. A bumper structure, including a load bearing beam, may be attached to a forward end of the frame rails. In the event of an offset frontal applied load, in which a load is applied to a forward corner of the vehicle, the applied load may be transmitted or transferred to the adjacent frame rail.

In one aspect of the disclosure, a vehicle is provided. The vehicle includes a body structure extending along a longitudinal centerline. The body structure includes a bulkhead and a frame rail assembly. The frame rail assembly extends forward from the bulkhead along the longitudinal centerline. The frame rail assembly defines a rail axis extending in laterally spaced relationship to the longitudinal centerline. The frame rail assembly includes a frame rail and a reinforcing member. The frame rail defines a seam extending longitudinally along the rail axis. The frame rail further defines an end portion. The reinforcing member surrounds, and is secured to, the frame rail at the end portion such that a stiffness of the frame rail is increased at the end portion. The reinforcing member is configured to limit a stress at the seam, transverse to the rail axis, resulting from a load applied to the end portion of the frame rail and laterally offset from the longitudinal centerline.

In another aspect of the disclosure, a body structure for a vehicle is provided. The body structure includes a bulkhead, a first frame rail assembly, and a second frame rail assembly. The first and second frame rail assembly each extend forward from the bulkhead along a longitudinal centerline of the body structure. The first frame rail assembly and the second frame rail assembly each define a respective rail axis disposed on opposing lateral sides of the longitudinal centerline. The first and second frame rail assembly each include a frame rail and a reinforcing member. The frame rail defines a seam extending longitudinally along the respective rail axis. The frame rail also defines an end portion. The reinforcing member surrounds, and is secured to, the frame rail at the end portion such that a stiffness of the frame rail is increased at the end portion. The reinforcing member of each of the first frame rail assembly and the second frame rail assembly is configured to limit a stress at the respective seam, transverse to the respective rail axis, resulting from a load applied to the end portion of the respective frame rail and laterally offset from the longitudinal centerline.

Accordingly, the reinforcing members of the frame rail assemblies of the body structure are configured to manage a load applied to a forward corner of the vehicle. In response to an applied longitudinal load being applied by an object to the forward end of the body structure, and laterally offset from the longitudinal centerline of the body structure, the frame rails are configured to maintain their cross-sectional shape for an increased length of time, such that a length of time the longitudinal load is transferred longitudinally along the rail axis is increased.

The above features and advantages and other features and advantages of the present disclosure are readily apparent from the following detailed description of the best modes for carrying out the disclosure when taken in connection with the accompanying drawings.

FIG. 1 is a schematic top view of a vehicle including an object aligned with a forward corner of a body structure.

FIG. 2 is a schematic fragmentary perspective view of a front of the body structure of the vehicle including a pair of frame rails with a reinforcing member attached to respective frame rails.

FIG. 3 is a schematic perspective exploded view of the reinforcing member relative to a forward end of one of the frame rails, where the reinforcing member includes a pair of brackets and a plate set apart from the frame rail.

FIG. 4 is a schematic perspective partially exploded view of the reinforcing member with the pair of brackets attached to a forward end of the respective frame rail and the plate set apart from the pair of brackets and the forward end.

FIG. 5 is a schematic fragmentary perspective view of a first frame rail with the reinforcing member attached to the forward end.

FIG. 6 is a schematic fragmentary perspective view of the first frame rail with the object offset from a center longitudinal axis and the object transferring a load during a frontal, offset loading event.

Those having ordinary skill in the art will recognize that terms such as “above,” “below,” “upward,” “downward,” “top,” “bottom,” etc., are used descriptively for the figures, and do not represent limitations on the scope of the disclosure, as defined by the appended claims. Furthermore, the disclosure may be described herein in terms of functional and/or logical block components and/or various processing steps. It should be realized that such block components may be comprised of any number of hardware, software, and/or firmware components configured to perform the specified functions.

Referring to the Figures, wherein like numerals indicate like parts throughout the several views, FIG. 1 shows a vehicle 20 positioned relative to a road surface 11 in FIG. 1 . The vehicle 20 may include any shape, size, and/or style of vehicle 20 that includes a body structure 22 , such as but not limited to a sedan, a sport utility vehicle, a truck, van, etc.

Referring to FIG. 1 , the body structure 22 of the vehicle 20 supports the various components of the vehicle 20 , such as but not limited to a powertrain system 24 (i.e., a drivetrain), wheels, axles, body panels, etc. The body structure 22 defines four body sides. The four body sides include a first or front end 14 , a second or rear end 15 , a right side 16 , and a left side 17 , all of which are characterized by exterior panels or surfaces. The rear end 15 is spaced from the front end 14 along a longitudinal axis. The longitudinal axis extends along a longitudinal centerline 26 of the body structure 22 . As shown, the front end 14 may include a front bumper assembly 18 . As defined herein, the bumper assembly 18 may include inner structures that are covered by exterior panels of the body sides 14 , 15 , 16 , 17 . While the body structure 22 is shown schematically in the Figures as a unibody structure 22 , it should be appreciated that the body structure 22 may be configured differently than shown in the Figures, such as but not limited to a traditional body on frame structure. The body structure 22 includes a bulkhead 28 . A first frame rail assembly 30 and a second frame rail assembly 32 each extend forward from the bulkhead 28 along the longitudinal centerline 26 , to a respective forward end 56 . The first frame rail assembly 30 and the second frame rail assembly 32 may alternatively be described as a first motor rail and a second motor rail respectively. The first frame rail assembly 30 is laterally offset from the second frame rail assembly 32 on opposing lateral sides of the longitudinal centerline 26 . The first frame rail assembly 30 and the second frame rail assembly 32 each define a respective rail axis 46 , extending in laterally spaced and generally parallel relationship to the longitudinal centerline 26 of the vehicle 20 .

The powertrain system 24 is supported by, and attached to, the body structure 22 . The powertrain system 24 is disposed forward of the bulkhead 28 , and laterally inboard of the first frame rail assembly 30 and the second frame rail assembly 32 , relative to the longitudinal centerline 26 of the body structure 22 . As used herein, the term inboard refers to a location relative to the longitudinal centerline 26 of the body structure 22 . Accordingly, an inboard feature is located nearer or closer to the longitudinal centerline 26 of the body structure 22 than an outboard feature. The powertrain system 24 may include, but is not limited to, an internal combustion engine, an electric motor, a transmission, a transaxle, or a combination thereof. The components of the powertrain system 24 are rigidly mounted to the body structure 22 , such as but not limited to the first frame rail assembly 30 and/or the second frame rail assembly 32 .

Referring to FIG. 2 , each of the first frame rail assembly 30 and the second frame rail assembly 32 includes a respective first frame rail 30 A and a second frame rail 30 B. Each of the first frame rail 30 A and the second frame rail 32 A provides a tubular structure defining an interior region 34 . Each of the first frame rail 30 A and the second frame rail 32 A includes a first rail section 35 and a second rail section 37 , each extending forward from the bulkhead 28 along the longitudinal centerline 26 to the forward end 56 . The first rail section 35 is joined to the second rail section 37 along at least one longitudinally extending seam 39 . Referring to FIGS. 3 and 4 , the first rail section 35 is joined to the second rail section 37 along two longitudinally extending seams 39 A, 39 B, disposed opposite one another across the interior region 34 and extending in generally parallel relationship to one another. More specifically, a longitudinal edge 51 of the first rail section 35 is joined with a respective longitudinal edge 51 of the second rail section 37 to define the first seam 39 A and the other one of the longitudinal edges 51 of the first rail section 35 is joined with the other one of the respective longitudinal edges 51 of the second rail section 37 to define the second seam 39 B. The first rail section 37 and the second rail section 39 are joined along the seams 39 to provide a lower wall 36 , an upper wall 38 , an inboard wall 40 , and an outboard wall 42 . The lower wall 36 and the upper wall 38 are disposed opposite each other, and are vertically spaced from each other. With continued reference to FIGS. 3 and 4 , one of the seams 39 is disposed along the upper wall 38 , where the first rail section 35 is joined with the second rail section 37 and the other one of the seams 39 is disposed along the lower wall 36 , where the first rail section 35 is joined with the second rail section 37 . The first rail section 35 and the second rail section 37 may abut one another such that a flange 41 extends perpendicularly from each of the upper wall 38 and the lower wall 36 . As such, the flanges 41 extend away from one another in opposite directions. The seams 39 are formed along the respective flanges 41 .

The first rail section 35 extends laterally inboard of the second rail section 37 relative to the longitudinal centerline 26 . The first rail section 35 includes the inboard wall 40 and the second rail section 37 includes the outboard wall 42 . The inboard wall 40 and the outboard wall 42 are disposed opposite each other, and are laterally spaced from each other such that the inboard wall 40 is disposed laterally inboard of the outboard wall 42 .

The lower wall 36 , the upper wall 38 , the inboard wall 40 , and the outboard wall 42 , of the first frame rail 30 A and the second frame rail 32 A respectively, cooperate to define the tubular structure of the first frame rail 30 A and the second frame rail 32 A. The frame rails 30 A, 32 A are typically made from steel and the first rail section 35 and the second rail section 37 are joined to one another to form the seams 39 via welding, to provide weld seams. The first rail section 35 and the second rail section 37 are joined to one another along the seams 39 to form a boxed cross-section. It should be appreciated that the frame rails 30 A, 32 A are not limited to being formed from steel, as any other suitable materials may be used to provide the tubular structure. Additionally, the first rail section 35 and the second rail section 37 are not limited to being attached to one another via welding, as the boxed cross-section may be formed by any appropriate method and/or by using any appropriate fasteners.

With reference to FIG. 2 , the first frame rail 30 A and the second frame rail 32 A are shown having a reinforcing member 48 secured thereto. With reference to FIGS. 3-6 , only the first frame rail 30 A is shown having the reinforcing member 48 attached thereto. While FIGS. 3-6 only show the first frame rail 30 A, it should be appreciated that the second frame rail 32 A is constructed in the same manner as the first frame rail 30 A, and is substantially a mirror image of the first frame rail 30 A. Accordingly, the second frame rail 32 A is not shown in detail. However, the written description of the first frame rail 30 A and the embodiment of the first frame rail 30 A shown in FIG. 3-6 are applicable to the second frame rail 32 A. The reinforcing members 48 of the respective frame rails 30 A, 32 A are operable to provide reinforcement to the seams 39 of the respective frame rails 30 A, 32 A, in a direction transverse to the longitudinal centerline 26 , during a frontal, offset loading event, described in more detail below.

Referring again to FIGS. 3 and 4 , a forward section 50 of the frame rail 30 A is shown. The reinforcing member 48 includes a collar 58 and a plate 60 . With reference to FIG. 4 , the collar 58 is secured to an exterior of a end portion 49 of the first frame rail 30 A. As such, the collar 58 surrounds the end portion 49 of the first frame rail 30 A. Referring now to FIG. 5 , the plate 60 is secured to the collar 58 , such that the reinforcing member 48 is attached to the end portion 49 of the frame rail 30 A. The collar 58 and the plate 60 may be secured to the respective first frame rail 30 A and collar 58 by welds, fasteners, and the like.

Referring again to FIGS. 3 and 4 , collar 58 includes a first bracket 58 A and a second bracket 58 B. The first bracket 58 A is disposed opposite the second bracket 58 B such that the first bracket 58 A and the second bracket 58 B cooperate to surround the end portion 49 of the first rail section 35 and the second rail section 37 . The first bracket 58 A and the second bracket 58 B may be generally U-shaped to conform to the shape of the exterior of the first frame rail 30 A. The first bracket 58 A and the second bracket 58 B respectively include a base 62 A, 62 B, a first leg 64 A, 64 B, and a second leg 66 A, 66 B. The first leg 64 A, 64 B and the second leg 66 A, 66 B extend from the base 62 A, 62 B in spaced and generally parallel relationship to one another. A portion of each of the first leg 64 A and the second leg 66 A of the first bracket 58 A is disposed in overlapping relationship with a portion of the respective first leg 64 B and the second leg 66 B of the second bracket 58 B to surround the end portion 49 of first frame rail 30 A (i.e., the first rail section 35 and the second rail section 37 ).

A lip 68 extends from the base 62 A, 62 B, the first leg 64 A, 64 B, and the second leg 66 A, 66 B of the first bracket 58 A and the second bracket 58 B, in transverse relationship to the longitudinal centerline 26 . As such, each lip 68 is generally perpendicular to the respective base 62 A, 62 B, the first leg 64 A, 64 B, and the second leg 66 A, 66 B. The plate 60 is secured to the lips 68 of each bracket 58 A, 58 B such that the plate 60 is oriented vertically, relative to the ground surface 11 , and transverse, relative to the longitudinal centerline 26 , such as shown by the reinforcing member 48 of FIG. 5 .

With reference to FIG. 2 , the first and second brackets 58 A, 58 B surround, and are secured to, the end portion 49 of the respective frame rails 30 A, 32 A to form the collar 58 and the plate 60 and are secured to the lips 68 of first and second brackets 58 A, 58 B to provide the reinforcing member 48 . Securing the plate 60 to the collar 58 radially restrains the first and second brackets 58 A, 58 B, since the first and second brackets 58 A, 58 B radially surround the perimeter of the forward end of the respective frame rail 30 A, 32 A. As such, the reinforcing members 48 inhibit, or otherwise delay, radial separation of the first and second rail sections 35 , 37 from one another, along the respective seams 39 , in response to a load 52 applied longitudinally along the rail axis 46 of the frame rail 30 A, as illustrated in FIGS. 5 and 6 . As such, the frame rail 30 A remains capable of absorbing the load 52 during the frontal, offset loading event, in a direction that is generally parallel with the longitudinal centerline 26 .

Referring to FIGS. 5 and 6 , in the event of the frontal, offset loading event in which a forward corner of the vehicle 20 contacts an object 54 , an offset load 52 is applied to the forward corner of the vehicle 20 . The load 52 is transferred to the frame rail 30 A, along the rail axis 46 . Referring specifically to FIG. 5 , the reinforcing member 48 is configured to radially restrain the frame rail 30 A at the end portion 49 , relative to the rail axis 46 , to increase the length of time a resultant load 55 A is transferred along the rail axis 46 of the frame rail 30 A by limiting a secondary load 55 B at the seams 39 A, 39 B that is transverse to the rail axis 46 . The secondary load 55 B is limited at the seams 39 A, 39 B by radially restraining the frame rail 30 A at the end portion 49 such that the secondary load 55 B (i.e., stress forces) along the seams 39 A, 39 B are limited and the load capacity of the frame rail 30 A along the rail axis 46 is maximized. While FIGS. 5 and 6 only show the first frame rail 30 A, it should be appreciated that the second frame rail 32 A, including the corresponding reinforcing member 48 , operates in a similar fashion on the opposing lateral side of the vehicle 20 .

Additionally, with reference to FIGS. 1 and 2 , not only is the reinforcing member 48 configured to maximize the load capacity of the frame rail 30 A, 32 A along the rail axis 46 , the reinforcing member 48 also provides an attachment location for the front bumper assembly 18 . Referring again to FIGS. 2-6 , the plate 60 may include a plurality of holes 70 configured to receive fasteners (not shown) for attachment to the front bumper assembly 18 . Therefore, in the event of the frontal, offset loading event in which the bumper assembly 18 of a forward corner of the vehicle 20 contacts the object 54 , the offset applied load 52 is first applied to the front bumper assembly 18 at the forward corner of the vehicle 20 , which transfers the load 52 to the corresponding rail 30 A, 32 A, by virtue of the location of the front bumper assembly 18 in front of the rail 30 A, 32 A.

The detailed description and the drawings or figures are supportive and descriptive of the disclosure, but the scope of the disclosure is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claimed disclosure have been described in detail, various alternative designs and embodiments exist for practicing the disclosure defined in the appended claims.