Vehicle body structure

A vehicle body structure includes a first panel, a second panel, a pulse detection sensor and a gap reduction member. The first panel has a first main section and a sensor installation location that is spaced apart from the first main section. The second panel has a second main section that is spaced apart from the first main section of the first panel and defines a gap therebetween. The pulse detection sensor is attached to the first panel at the sensor installation location. The gap reduction member is installed to the first main section of the first panel. The gap reduction member extends from the first main section toward the second main section within the gap.

BACKGROUND

Field of the Invention

The present invention generally relates to a vehicle body structure. More specifically, the present invention relates to a vehicle body structure having an inner panel and an outer panel that are spaced apart from one another with a gap defined therebetween, with a gap reduction member installed between the inner panel and the outer panel reducing the size of the gap defined therebetween.

Background Information

An airbag system installed within a vehicle typically has a sensor connected thereto that triggers inflation of an airbag in response to detection of a predetermined level of force acting on the sensor.

SUMMARY

One object of the disclosure is to provide a vehicle body structure with non-structural elements that are configured to transmit forces acting on the vehicle body structure to an airbag pulse detection sensor.

In view of the state of the known technology, one aspect of the present disclosure is to provide a vehicle body structure with a first panel, a second panel, a pulse detection sensor and a gap reduction member. The first panel has a first main section and a sensor installation location that is spaced apart from the first main section. The second panel has a second main section that is spaced apart from the first main section of the first panel and defines a gap therebetween. The pulse detection sensor is attached to the first panel at the sensor installation location. The gap reduction member is installed to the first main section of the first panel. The gap reduction member extends from the first main section toward the second main section within the gap.

DETAILED DESCRIPTION OF EMBODIMENTS

Referring initially toFIG. 1, a vehicle10is illustrated in accordance with a first embodiment. The vehicle10includes an airbag system12shown inFIG. 2and a vehicle body structure14shown inFIGS. 1 and 3-7.

As shown inFIG. 2, the airbag system12includes a controller20(a triggering device), a plurality of airbag assemblies B1through BN, and a plurality of sensors S1through SN. The airbag assemblies B1through BNare installed at predetermined locations in and around a passenger compartment defined within the vehicle body structure14. For example, as shown inFIGS. 3 and 4, two of the airbag assemblies B1and B2are installed in areas along a side wall structure30of the vehicle10. Specifically, the airbag assembly B1is installed along a roof rail22and the airbag assembly B2is installed along a B-pillar24. InFIGS. 3 and 4, a C-pillar26is also shown. It should be understood from the drawings and the description herein that another airbag assembly can be installed to the C-pillar26. It should further be understood from the drawings and the description herein that airbag assemblies can be installed within seats (not shown), within the instrument panel (not shown) and within a headliner (not shown) that covers an interior of a roof structure28of the vehicle10. Since the location and positioning of airbag assemblies within the vehicle body structure14is conventional, further description is omitted for the sake of brevity.

Similarly, the sensors S1through SNare positioned at strategic locations around the vehicle body structure14in order to detect predetermined levels of force applied to various locations around the vehicle body structure14. The sensors S1through SNcan be any of a variety of sensors, but are preferably sensors that are configured to detect rapid changes in velocity and/or acceleration of the vehicle body structure and are also herein below referred to as pulse detection sensors. Specifically, upon detection of application of a predetermined level of force F to the vehicle body structure14which produces a rapid change in velocity and/or acceleration of the vehicle body structure14, one or more of the sensors S1through SNdetects the pulse (a rapid change in velocity and/or acceleration), sends a signal to the controller20and the controller20then triggers one or more of the airbag assemblies B1and BNto inflate in a conventional manner.FIG. 3shows the airbag assemblies B1and B2in a stowed orientation prior to detection of a predetermined level of force.FIG. 4shows the airbag assemblies B1and B2in a deployed or inflated orientation after to detection of the predetermined level of force on the vehicle body structure14, as sensed by at least one of the sensors S1through SN, and deployed by the controller20.

It should be understood from the drawings and the description herein that at least the controller20and the sensors S1through SN, can further be part of response system (not shown) provided within the vehicle10that includes a seatbelt pre-tensioning features where the controller20automatically pre-tensions seatbelts (not shown) in response to detection of the predetermined level of force. Additionally, the response system and/or the controller20can be connected to or can include a wireless communication device such that an alert signal can be broadcast to a third party (for example, emergency responders) in response to detection of the predetermined level of force F. The controller20, the sensors S1through SNand the wireless communication device basically define a force contact response system that can communicate with other vehicles and/or with wireless communication devices.

Since operation of the sensors S1through SN, operation of the airbag assemblies B1through BNand operation of the controller20are conventional, further description is omitted for the sake of brevity.

A description of the vehicle body structure14is now provided with specific reference toFIGS. 5-7. The vehicle body structure14includes, among other features, the roof rail22, the B-pillar24, the C-pillar26, the roof structure28and the side wall structure30.

InFIGS. 3 and 4, the side wall structure30includes interior trim panels that have been removed inFIGS. 5, 6 and 7. As shown inFIGS. 5, 6 and 7, the side wall structure30includes an inner panel34and an outer panel36. The inner panel34and the outer panel36are attached to one another along the roof rail22, the B-pillar24, the C-pillar26, at a floor38of the cabin (passenger compartment) of the vehicle10and also along a bottom edge of the side wall structure30. As shown inFIG. 5, the outer panel36is attached to the roof rail22, the inner panel34is attached to the floor38above the location of the attachment of the inner panel34to the outer panel36. Hence, the inner panel34and the outer panel36each define attachment locations along the roof rail22, the B-pillar24, the C-pillar26and the floor38.

An outboard surface of the inner panel34is shown inFIG. 6with the outer panel36removed. The inner panel34(a first panel) includes an upper window receiving area40and a lower area42. Lateral sides of the inner panel34also at least partially define the B-pillar24and the C-pillar26of the vehicle body structure14. The lower area42of the inner panel34defines a first main section44and a sensor installation location46that is spaced apart from the first main section44. One of the sensors S1(a pulse detection sensor) is installed to the lower area42of the inner panel34at the sensor installation location46, shown inFIG. 5as being adjacent to the C-pillar26. As shown inFIGS. 5 and 6, the first main section44extends in a vertical direction below a central region of the upper window receiving area40, and is spaced apart from the B-pillar24and spaced apart from the C-pillar26. Further, as shown inFIGS. 5 and 6, the first main section44does not contact either of the B-pillar24and the C-pillar26. The first main section44also include a pair of fastener receiving openings48that are described in greater detail below.

The outer panel36(a second panel) has a second main section50defining an exterior side wall surface of the vehicle10. As shown inFIG. 7, the second main section50of the outer panel36is spaced apart from the first main section44of the inner panel34defining a gap G therebetween.

As shown inFIG. 7, a gap reduction member60is installed to the first main section44of the first panel34within the gap G. Specifically, the gap reduction member60extends from the first main section44toward the second main section50of the outer panel36within the gap G, but does not contact the second main section50of the outer panel36. The gap G between the second main section50and the first main section44of the first panel34defines a first distance D1measured between the first main section44and the second main section50. A first end60aof the gap reduction member60is fixed to the first main section44, while a second end60b(a distal end) of the gap reduction member60is cantilevered from the first main section44and is spaced apart from the second main section50. Further, the gap reduction member60defines a first length D2measured from the first end60aof the gap reduction member60to the second end60b. The first length D2is less than the first distance D1. As is also shown inFIGS. 5, 6 and 8, the overall width of the gap reduction member60is less than an overall width of the first main section44. As with the first main section44, the gap reduction member60is located between the B-pillar24and the C-pillar26, and is spaced apart from the B-pillar24and the C-pillar26. Further, the gap reduction member60is located below the window receiving area40and above the floor38. As well, the gap reduction member60located below the upper window receiving area40and above the floor38such that the gap reduction member60is closer to the floor38than to the window receiving area40.

The gap reduction member60is not a structural element. It is preferably made of a light material, such as, for example, a rigid polymer, a light-weight rigid foam material such as a resin based foam or an injection molded material. The material chosen for manufacture of the gap reduction member60is such that the gap reduction member60is a rigid member that is non-compressible and has sufficient strength to transmit force (force with significant velocity associated therewith) in a manner described in greater detail below. However, the gap reduction member60is not intended or manufactured as a structural element.

As shown inFIGS. 8 and 10, the gap reduction member60attaches to the first main section44via mechanical fasteners45shown inFIG. 9. The mechanical fasteners45have large threads on a threaded shaft portion45athereof that are screwed into the gap reduction member60such that the fastener45can grip the gap reduction member60and secure it to the first main section44. The fasteners45are provided with a large head45bthat affords easy installation, as is explained below.

As shown inFIG. 10, the first main portion44of the inner panel34is provided with a pair of openings48. Each opening48has a large upper portion48aand a narrow lower portion48b. The large upper portion48ahas a diameter that is slightly larger than a diameter of the head45bof the fastener45such that the head45bof the fastener45easily inserts into the opening48. The narrow lower portion48bhas a width that is smaller than the diameter of the head45bof the fastener45, but is slightly larger than the diameter of the threaded shaft portion45aof the fastener45. The fasteners45are pre-threaded into the gap reduction member60, but are not fully tightened such that there is a gap between the gap reduction member60and the heads45bof the fasteners45. When the sensors S1through SNand the gap reduction member60are installed to the vehicle body structure14, the inner panel34and the outer panel36are already fixedly attached to one another. The gap reduction member60is easily installed between the inner panel34and the outer panel36through the adjacent gap or opening in the inner panel34, with the sensor S1being installed nearby at the sensor installation location46. The heads45bof the fasteners45are inserted into the large upper portion48aof the openings48. Thereafter, the gap reduction member60and the fasteners45are moved downward to the position shown inFIG. 8, such that the threaded shaft portions45aof the fasteners45are moved into the narrow lower portion48bof each of the openings48. Once the threaded shaft portions45aof the fasteners45are moved into the narrow lower portion48b, the fasteners45are tightened, thereby securing the gap reduction member60to the inner panel34, as shown inFIG. 8.

The gap reduction member60is provided within the side wall structure30, not as a structural member, but rather as a force transmitting element. As shown inFIGS. 11and12, when a predetermined level of force F is applied to the outer panel36, the outer panel36responds by deforming and moving into contact with the gap reduction member60.FIG. 11shows the outer panel36is an undeformed state prior to application of the predetermined level of force F. The distance between the second end60bof the gap reduction member60and the outer panel36is the difference between D1and D2.FIG. 12shows the outer panel36after the force F has been applied and the outer panel36has been deformed. Once the outer panel36has been deformed, it moves into contact with the second end60b.

The inner panel34, the outer panel36, the gap reduction member60and the pulse detection sensor S1are configured and arranged such that in response the predetermined level of force F being applied to the outer panel36, the predetermined level of force F is transmitted through the gap reduction member60to the inner panel34. Since the pulse detection sensor S1is directly attached to the inner panel34at the sensor installation location46, the predetermined level of force F is detected by the pulse detection sensor S1. Once the pulse detection sensor S1detects the predetermined level of force F, the controller20(the triggering device) causes one or more of the airbag assemblies B1through BNto inflate.

The predetermined level of force F can be applied to the vehicle10as part of a test of the vehicle body structure14and a test of the overall airbag deployment operation. During such tests, the location of the sensors S1has been examined. The sensors S1through SNare preferably positioned at locations that provide rapid detection of application of the predetermined level of force F. Such tests have shown that response to application of the predetermined level of force F is improved when the sensor S1is installed at the sensor installation location46and the first main section44is provided with the gap reduction member60. For example, tests have been conducted on vehicle body structures with the gap reduction member60and without the gap reduction member60. When the side wall structure30is provided with the gap reduction member60the test results yield a force detection response by the sensor S1(at the sensor installation location46) that is several milliseconds faster that tests conducted without the gap reduction member60, and where the force contact location for both sets of tests is on the outer panel36adjacent to location of the first main section44.

It should be understood from the drawings and the description herein that the sensor installation location46is located adjacent to the C-pillar26of the vehicle10. The first main section44of the inner panel34and the gap reduction member60are centrally located between the B-pillar24and the C-pillar26of the vehicle10. Tests conducted with the predetermined level of force F contacting the vehicle10at one of the B-pillar24and the C-pillar26provides a rapid detection response of the sensor S1that is generally the same as the detection response of the sensor S1when the point of application of the force F is at, or adjacent to the first main section44with the inclusion of the gap reduction member60.

It should also be understood from the drawings and the description herein, that the gap reduction member60and related one of the sensors S1through SNcan be installed at any of a variety of locations around the vehicle body structure14where there is a desire for convenient placement of the one of the sensors S1through SNand corresponding consideration of a reduction of a gap between elements of the vehicle body structure14proximate the one of the sensors S1through SN, in order to ensure rapid airbag deployment response from the one of the sensors S1through SN.

Second Embodiment

In the second embodiment, the gap reduction member60′ is very similar to the gap reduction member60of the first embodiment, except that the gap reduction member60′ has an overall length that is equal to D1, the width of the gap G. More specifically, the gap reduction member60′ has a first end that contacts the first main section44of the inner panel34and a second end of the gap reduction member60′ contacts the second main section50of the outer panel36with the outer panel36in an undeformed state in the absence of application of the predetermined force F. Hence, when the predetermined force F is applied to the outer panel36, the gap reduction member60′ receives the predetermined force F, transmitted directly from the outer panel36. With this embodiment, the response time of detection by the sensor S1is generally the same as in the first embodiment.

In the second embodiment, the gap reduction member60′ includes the fasteners45. However, since the gap reduction member60′ has the same dimension as the gap G, it is possible to omit the fasteners and force fit the gap reduction member60′ into the gap G. Alternatively, the fasteners45can be replaced with an adhesive material to fix the gap reduction member60′ to the inner panel34.

Third Embodiment

Referring now toFIG. 15, a gap reduction member160in accordance with a third embodiment will now be explained. In view of the similarity between the first and third embodiments, the parts of the third embodiment that are identical to the parts of the first embodiment will be given the same reference numerals as the parts of the first embodiment. Moreover, the descriptions of the parts of the third embodiment that are identical to the parts of the first embodiment may be omitted for the sake of brevity.

The gap reduction member160has an overall length D3that is several thousands of an inch greater than the width D1of the gap G, described above in the first embodiment. Hence, the gap reduction member160has a length that is greater than the width of the gap G. The gap reduction member160can be wedged or force fitted into position between the first main section44of the inner panel34and the second main section46of the outer panel36in the absence of fasteners.

Fourth Embodiment

Referring now toFIG. 16a gap reduction member260in accordance with a fourth embodiment will now be explained. In view of the similarity between the first and fourth embodiments, the parts of the fourth embodiment that are identical to the parts of the first embodiment will be given the same reference numerals as the parts of the first embodiment. Moreover, the descriptions of the parts of the fourth embodiment that are identical to the parts of the first embodiment may be omitted for the sake of brevity. The parts of the fourth embodiment that differ from the parts of the first embodiment will be indicated with a single prime (′).

In the fourth embodiment, the gap reduction member260includes a dovetail section260aand a first main section44′ of the inner panel34defines a slot248with the dovetail section260abeing installed to the slot248. The slot248includes an upper portion248athat is larger than the widest portion of the dovetail section260aof the gap reduction member260. The slot248and includes a narrowed section248bthat is narrower than the widest portion of the dovetail section260aof the gap reduction member260, but slightly wider than the base of the dovetail section260aof the gap reduction member260. Hence, the dovetail section260ais inserted into the upper portion248aof the slot248, then pushed downward into the narrowed section248aof the slot248, thereby making installation of the gap reduction member260simple.

The various features of the vehicle10are conventional components that are well known in the art. Since vehicle features are well known in the art, these structures will not be discussed or illustrated in detail herein. Rather, it will be apparent to those skilled in the art from this disclosure that the components can be any type of structure and/or programming that can be used to carry out the present invention.

General Interpretation of Terms

The term “detect” as used herein to describe an operation or function carried out by a component, a section, a device or the like includes a component, a section, a device or the like that does not require physical detection, but rather includes determining, measuring, modeling, predicting or computing or the like to carry out the operation or function.