Vehicles having a cross-vehicle stabilizing structure

Vehicle structures for dissipating energy associated with a collision are described herein. In one embodiment, a vehicle includes a first side support extending in a vehicle longitudinal direction, a second side support extending in the vehicle longitudinal direction and spaced apart from the first side support in a vehicle lateral direction that is transverse to the vehicle longitudinal direction, and a cross-vehicle stabilizing structure extending between the first side support and the second side support, the cross-vehicle stabilizing structure including a first joint portion coupled to the first side support, the first joint portion including a stiffness-reducing portion positioned within a perimeter of the first joint portion, a second joint portion coupled to the second side support, and a cross-vehicle stabilizer portion coupled to the first joint portion and the second joint portion.

TECHNICAL FIELD

The present specification generally relates to vehicles including structures for transferring and absorbing energy in the event of an impact and, more specifically, to vehicles that include a cross-vehicle stabilizing structure.

BACKGROUND

Vehicles may be equipped with bumper systems and crash protection structures that plastically deform to absorb energy in the event of a crash. When a vehicle impacts or is impacted by an object that is offset from the centerline of the vehicle such that the object overlaps a portion of the bumper, the ability of the energy absorbing structures of the vehicle to absorb energy associated with the impact may be reduced. In some impact configurations, the energy absorbing structures of the vehicle may not be activated or may be only partially activated because the object does not come into contact or only partially comes into contact with associated bumper or vehicle structures. Therefore, the bumper and the energy absorbing structures of the vehicle may have a reduced effect on the dissipation of the energy of the impact. Instead, the energy from the impact may be directed into various vehicle structures, including the front side supports of the vehicle.

In one example, a substantial portion of energy from an impact with a small front bumper overlap may be directed into a front side support. As energy is directed into the front side support, the front side support may tend to rotate toward an interior of an engine bay of the vehicle, deflecting away from the direction of the impact of the collision. When the front side support deflects away from the impact of the collision, the front side support absorbs less energy than when the side support does not deflect away from the impact of the collision.

Accordingly, a need exists for alternative structures for transferring energy and absorbing energy from a small front bumper overlap collision.

SUMMARY

In one embodiment, a vehicle includes a first side support extending in a vehicle longitudinal direction, a second side support extending in the vehicle longitudinal direction and spaced apart from the first side support in a vehicle lateral direction that is transverse to the vehicle longitudinal direction, and a cross-vehicle stabilizing structure extending between the first side support and the second side support, the cross-vehicle stabilizing structure including a first joint portion coupled to the first side support, the first joint portion including a stiffness-reducing portion positioned within a perimeter of the first joint portion, a second joint portion coupled to the second side support, and a cross-vehicle stabilizer portion coupled to the first joint portion and the second joint portion.

In another embodiment, a vehicle includes a first side support extending in a vehicle longitudinal direction, a second side support extending in the vehicle longitudinal direction and spaced apart from the first side support in a vehicle lateral direction that is transverse to the vehicle longitudinal direction, a first front suspension mount coupled to the first side support, and a cross-vehicle stabilizing structure extending between the first side support and the second side support, the cross-vehicle stabilizing structure including a first joint portion coupled to the first side support, the first joint portion including a stiffness-reducing portion positioned within a perimeter of the first joint portion, where the first joint portion has a buckling strength evaluated in the vehicle longitudinal direction that is less than a buckling strength of the first front suspension mount evaluated in the vehicle longitudinal direction, a second joint portion coupled to the second side support, and a cross-vehicle stabilizer portion coupled to the first joint portion and the second joint portion.

DETAILED DESCRIPTION

Vehicle structures for directing and dissipating energy in the event of a small front bumper overlap collision, in which only a portion of the energy dissipation structures of the vehicle are activated, are disclosed herein. A vehicle according to the present disclosure may include a first side support and a second side support that extend in a vehicle longitudinal direction. The second side support is spaced apart from the first side support in a vehicle lateral direction that is transverse to the vehicle longitudinal direction. The vehicle further includes a cross-vehicle stabilizing structure extending between the first side support and the second side support. The cross-vehicle stabilizing structure may provide selective stiffening in the vehicle lateral direction so that energy absorbing structures of the vehicle may be maintained in a position to dissipate energy associated with an impact. By maintaining the energy absorbing structures of the vehicle in a position to dissipate energy, the cross-vehicle stabilizing structure may increase an overall stiffness of the vehicle in the vehicle longitudinal direction. Various embodiments of vehicles including cross-vehicle stabilizing structures are described in detail below.

Motor vehicles may include a variety of construction methodologies that are conventionally known, including a unibody construction methodology, the resulting structure of which is depicted inFIGS. 1-9, as well as a body-on-frame construction methodology. As discussed hereinabove, a unibody construction includes a plurality of structural members that jointly defines the passenger cabin of the vehicle and provides the structural mounts for vehicle drivetrain and the suspension. In contrast, body-on-frame construction includes a cabin that generally supports the body panels of the vehicle and that defines the passenger cabin of the vehicle. In a body-on-frame construction, the cabin is attached to a frame that provides structural support to the drivetrain and suspension of the vehicle. While the embodiments of the present disclosure are described and depicted herein in reference to unibody structures, it should be understood that vehicles that are constructed with body-on-frame construction may incorporate the elements that are shown and described herein.

Referring toFIG. 1, a unibody110defines a cabin108. The unibody110includes a first side support112and a second side support114that extend in a vehicle longitudinal direction (i.e., in the +/−vehicle X-direction depicted inFIG. 1). The first side support112and the second side support114are spaced apart from one another in the vehicle in a vehicle lateral direction (i.e., in the +/−vehicle Y-direction depicted inFIG. 1), where the vehicle lateral direction is transverse to the vehicle longitudinal direction. An A-pillar120extends rearward in the vehicle longitudinal direction (i.e., in the +vehicle X direction depicted inFIG. 1) and upward (i.e., in the +vehicle Z-direction depicted inFIG. 1) from the first side support112and the second side support114. The A-pillar120may extend upward to support a roof (not shown) of the vehicle100as conventionally known. A first front suspension mount116is coupled to the first side support112and a second front suspension mount118is coupled to the second side support114. The first front suspension mount116and the second front suspension mount118may couple front suspension units109to the unibody110. The front suspension units109may generally include components that connect the unibody110to a tire. The A-pillar120and the first and second front suspension mounts116,118may be coupled to the first and second side supports112,114through a variety of joining techniques including, for example and without limitation, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like. Alternatively, the A-pillar120and the first and second front suspension mounts116,118may be integrally formed with the first and second side supports112,114.

As used herein, the term “vehicle longitudinal direction” refers to the forward-rearward direction of the vehicle (i.e., in the +/−vehicle X-direction depicted inFIG. 1). The term “vehicle lateral direction” refers to the cross-vehicle direction of the vehicle (i.e., in the +/−vehicle Y-direction depicted inFIG. 1), and is transverse to the vehicle longitudinal direction. Further, the terms “inboard” and “outboard” are used to describe the relative positioning of various components of the vehicle. The term “outboard” as used herein refers to the relative location of a component in direction12with respect to a vehicle centerline10. The term “inboard” as used herein refers to the relative location of a component in direction14with respect to the vehicle centerline10. Because the vehicle structure of the vehicle100may be generally symmetrical about the vehicle centerline10, the use of terms “inboard” and “outboard” may be switched when evaluating components positioned along opposite sides of the vehicle100.

Referring toFIGS. 1 and 2A-2B, the vehicle100includes a cross-vehicle stabilizing structure130. The cross-vehicle stabilizing structure130extends between the first side support112and the second side support114of the unibody110. Referring toFIG. 2A, the cross-vehicle stabilizing structure130may include a first joint portion132that is coupled to the first side support112. The cross-vehicle stabilizing structure130may also include a second joint portion134that is coupled to the second side support114. The first joint portion132may be coupled to the first front suspension mount116. Similarly, the second joint portion134may be coupled to the second front suspension mount118. In embodiments, at least a portion of the first joint portion132may be positioned forward of the first front suspension mount116.

The first joint portion132may be coupled to the first side support112at a first side support securement location111. The first joint portion132may also be coupled to the first front suspension mount116at a first front suspension mount securement location113. The first joint portion132may be detached from the first side support112and the first front suspension mount116at a position between the first side support securement location111and the first front suspension mount securement location113. Similarly, the second joint portion134may be coupled to the second side support114at a second side support securement location115. The second joint portion134may also be coupled to the second front suspension mount118at a second front suspension mount securement location117. The second joint portion134may be detached from the second side support114and the second front suspension mount118at a position between the second side support securement location115and the second front suspension mount securement location117. The first joint portion132and the second joint portion134may be coupled to the first side support112, the second side support114and/or the first front suspension mount116and the second front suspension mount118through a variety of joining techniques including, but not limited to, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like.

In the depicted embodiment, the first joint portion132includes a first stiffness-reducing portion136positioned within a perimeter144of the first joint portion132. Similarly, the second joint portion134includes a second stiffness-reducing portion138positioned within a perimeter145of the second joint portion134. The first stiffness-reducing portion136and the second stiffness-reducing portion138define a yieldable area140that is positioned proximate to the first stiffness-reducing portion136and the second stiffness-reducing portion138.

The first stiffness-reducing portion136and the second stiffness-reducing portion138may include a through hole142that extends through the first joint portion132and the second joint portion134. In other embodiments, the first stiffness-reducing portion136and the second stiffness-reducing portion138may include a locally reduced thickness (not shown) that reduces the resistance to buckling of the respective first joint portion132or the second joint portion134. In embodiments, the first joint portion132and/or the second joint portion134have a buckling strength evaluated in the vehicle longitudinal direction. The buckling strength of the first joint portion132and/or the second joint portion134is less than a buckling strength of the first front suspension mount116and/or the second front suspension mount118evaluated in the vehicle longitudinal direction.

The cross-vehicle stabilizing structure130further includes a cross-vehicle stabilizer portion150that is positioned between and coupled to the first joint portion132and the second joint portion134. In embodiments, the cross-vehicle stabilizer portion150may include a rigid body extending between the first joint portion132and the second joint portion134. As used herein, “rigid” refers to the stiffness of the cross-vehicle stabilizer portion150as compared to the first joint portion132and the second joint portion134to which the cross-vehicle stabilizer portion150is attached. In some embodiments, the stiffness of the cross-vehicle stabilizer portion150is at least twice the stiffness of the first joint portion132and the second joint portion134when evaluated in the vehicle lateral direction. The cross-vehicle stabilizer portion150may be coupled to the first joint portion132at a first attachment pivot146. Similarly, the cross-vehicle stabilizer portion150may be coupled to the second joint portion134at a second attachment pivot148.

The cross-vehicle stabilizer portion150has an effective length300that is evaluated between the first joint portion132and the second joint portion134, where the effective length300may be fixed during normal vehicle operation. The cross-vehicle stabilizer portion150may be coupled to the first joint portion132and the second joint portion134through a variety of joining techniques including, but not limited to, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like.

Referring toFIG. 2B, the cross-vehicle stabilizer portion150may be coupled to the first joint portion132by inserting at least a portion of the cross-vehicle stabilizer portion150within the first joint portion132at the first attachment pivot146. By positioning at least a portion of the cross-vehicle stabilizer portion150within the first joint portion132, mechanical interference between the cross-vehicle stabilizer portion150and the first joint portion132restricts movement of the cross-vehicle stabilizer portion150relative to the first joint portion132in the vehicle longitudinal direction. Similarly, the cross-vehicle stabilizer portion150may be coupled to the second joint portion134by inserting at least a portion of the cross-vehicle stabilizer portion150within the second joint portion134at the second attachment pivot148. By positioning a portion of the cross-vehicle stabilizer portion150within the second joint portion134, mechanical interference between the cross-vehicle stabilizer portion150and the second joint portion134restricts movement of the cross-vehicle stabilizer portion150relative to the second joint portion134in the vehicle longitudinal direction.

Accordingly, through the first joint portion132, the cross-vehicle stabilizer portion150and the second joint portion134, the first side support112is coupled to the second side support114. Because the first side support112is coupled to the second side support114through the cross-vehicle stabilizing structure130, the cross-vehicle stabilizing structure130may resist relative movement of the first side support112and the second side support114in the vehicle lateral direction (i.e., in the +/−vehicle Y-direction depicted inFIG. 2A), as will be described in greater detail herein.

When a vehicle is involved in a collision, vehicle structures may elastically and plastically deform while the vehicle slows from its previous operating speed. The collision diverts the energy associated with the moving vehicle into energy that deforms the vehicle structures. The vehicle structures may be designed to accommodate such collision events, such that the energy associated with the collision may be controllably dissipated through selective and preferential deformation of the vehicle structures.

When a vehicle is involved in a small overlap collision, for example when only a portion of the front bumper contacts a barrier, some of the energy dissipation elements of the vehicle structure may not be initiated or may only be partially initiated, such that some of the energy dissipation elements of the vehicle do not dissipate energy to their full energy absorbing capacity. Further, in small overlap collisions, the energy that is introduced to the vehicle structures may be non-symmetrical across the vehicle width. Accordingly, the response of the vehicle structures to the energy introduced by the small overlap collisions may induce a non-symmetrical response to the vehicle structures.

Referring toFIG. 3, when the vehicle100strikes or is struck by a barrier20, the structures of the vehicle plastically and elastically deform to absorb the energy of the impact. One of the front corners may strike the barrier20in what is referred to herein as a small front bumper overlap or small offset. While the vehicle100depicted inFIG. 3shows a barrier20striking the front corner of the vehicle100proximate to the first side support112, it should be understood that many of the vehicle structures of the vehicle100are generally symmetric about the vehicle centerline10. Accordingly, the symmetrical structures of the vehicle would perform similarly when a barrier strikes proximate to the second side support114. More specifically, the second joint portion134and the second side support114would act similarly and in a symmetrical manner to the collision depicted inFIG. 3when a barrier strikes the vehicle proximate to the second side support114.

Because only a small portion of the front bumper (not depicted) of the vehicle100strikes or is struck by the barrier20during a small front bumper overlap collision (for example, approximately 25% of the front bumper), energy absorbing structures associated with the front bumper may have a reduced effect on the dissipation of energy of the impact. Instead, the energy from the impact may be directed into the first side support112, as depicted inFIG. 3. As the energy from the impact is directed into the first side support112, the first side support112plastically and elastically deforms and translates rearward, absorbing energy from the impact.

The first side support112may also deflect inboard and away from the impact. Because the first front suspension mount116is coupled to the first side support112, the first front suspension mount116and the front suspension unit109coupled to the first front suspension mount116may similarly deflect inboard and away from the impact. The tendency for the first side support112and the first front suspension mount116to deflect inboard may be exacerbated by the shape of the front-quarter panels of the unibody110. When the first side support112deflects inboard and away from the impact, the first side support112may absorb less energy from the impact than when the first side support112remains near its original longitudinal orientation. When the first front suspension mount116deflects inboard and away from the impact, the front suspension unit109coupled to the first front suspension mount116may deflect inboard and translate rearward in the vehicle longitudinal direction. As the front suspension unit109deflects inboard and translates rearward, the front suspension unit109may transmit more energy associated with the collision to the cabin108as compared to collisions in which the front suspension unit109is not deflected inboard.

As discussed hereinabove, the first side support112is coupled to the second side support114through the cross-vehicle stabilizing structure130, which collectively includes the first joint portion132, the cross-vehicle stabilizer portion150, and the second joint portion134. Because the first side support112is coupled to the second side support114through the cross-vehicle stabilizing structure130, the cross-vehicle stabilizing structure130and the second side support114may at least partially resist the inboard deflection of the first side support112and the first front suspension mount116. By at least partially resisting the inboard deflection of the first side support112and the first front suspension mount116, the cross-vehicle stabilizing structure130assists in maintaining the first side support112and the first front suspension mount116in their original longitudinal orientation. By maintaining the first side support112in its original longitudinal orientation, the first side support112may absorb more energy from the impact than when the first side support112deflects inboard and away from the impact. Further, when the first side support112is maintained near its original longitudinal orientation, the first side support112may transfer more energy to the A-pillar120than when the first side support112deflects inboard and away from the impact. Additionally, when the first front suspension mount116and the front suspension unit109coupled to the first front suspension mount116is maintained near their original orientation, less energy associated with the collision may be transferred to the cabin108from the front suspension unit109. Accordingly, by maintaining the first side support112near its original longitudinal orientation, the cross-vehicle stabilizing structure130assists in distributing energy from the impact from the first side support112to the A-pillar120, which may subsequently be distributed around the cabin108.

As discussed hereinabove, the first joint portion132may include a first stiffness-reducing portion136that may include a through hole142that extends through the first joint portion132. As the first side support112deforms and translates rearward, the first joint portion132may also deform and translate rearward as energy from the impact is directed into the first side support112. Because the first joint portion132deforms as energy from the impact is directed into the first side support112, the first joint portion132may simultaneously absorb energy from the impact. The first joint portion132may supplement the energy absorption capacity of the first side support112.

The first stiffness-reducing portion136may be tuned, for example by selecting different sizes and/or shapes of the through hole142such that the first joint portion132selectively deforms, decreasing the stiffness of the first joint portion132and decreasing the energy absorption capacity of the first joint portion132. In some embodiments, the reduced stiffness of the first joint portion132introduced by the first stiffness-reducing portion136may also strengthen the attachment between the first joint portion132and the underlying vehicle structure (i.e., the first side support112and/or the first front suspension mount116) to which the first joint portion132is attached. By reducing the stiffness of the first joint portion132, the first joint portion132may react in a similar manner to the introduction of energy associated with the impact as the underlying vehicle structure. Therefore, as the underlying vehicle structure elastically and plastically deforms, the first joint portion132similarly elastically and plastically deforms. By matching the deformation of the first joint portion132and the underlying vehicle structure, stress in the connection between the first joint portion132and the underlying vehicle structure may be minimized, such that the likelihood of separation of the first joint portion132from the underlying vehicle structure is minimized.

Additionally, as described hereinabove, the first joint portion132may be coupled to the first side support112at a first side support securement location111, and the first joint portion132may be coupled to the first front suspension mount116at a first front suspension mount securement location113. The first joint portion132may also be detached from the first side support112and the first front suspension mount116at a position between the first side support securement location111and the first front suspension mount securement location113. Because the first joint portion132may be detached between the first side support securement location111and the first front suspension mount securement location113, the first joint portion132may selectively deform between the first side support securement location111and the first front suspension mount securement location113. Because the first joint portion132may selectively deform between the first side support securement location111and the first front suspension mount securement location113, the first joint portion132may react in a similar manner to the introduction of energy associated with the impact as the underlying vehicle structure. By matching the deformation of the first joint portion132and the underlying vehicle structure, stress in the connection between the first joint portion132and the underlying vehicle structure may be minimized, such that the likelihood of separation of the first joint portion132from the underlying vehicle structure is minimized.

Further, as described hereinabove, the first joint portion132may be positioned such that at least a portion of the first joint portion132is positioned forward of the first front suspension mount116in the vehicle longitudinal direction. As also described hereinabove, the first joint portion132has a buckling strength evaluated in the vehicle longitudinal direction that is less than a buckling strength of the first front suspension mount116evaluated in the vehicle longitudinal direction. Because the first joint portion132may be positioned such that at least a portion of the first joint portion132is positioned forward of the first front suspension mount116, energy associated with the impact may be directed into the first joint portion132before being directed into the first front suspension mount116. As the first joint portion132has a lower buckling strength than the first front suspension mount116, the first joint portion132may elastically and plastically deform to absorb energy that would otherwise be directed into the first front suspension mount116. Accordingly, the first joint portion132may reduce the energy that is directed into the first front suspension mount116, which may subsequently be directed into the cabin108of the vehicle100.

As the first side support112deforms and translates rearward, the cross-vehicle stabilizer portion150and the first joint portion132translate in a generally rearward direction. In some embodiments, the cross-vehicle stabilizer portion150may pivot in direction16at a position proximate to the second attachment pivot148of the second joint portion134. Because the cross-vehicle stabilizer portion150has an effective length300that may be fixed during normal vehicle operation, as the first joint portion132and the cross-vehicle stabilizer portion150translate about the second attachment pivot148, the cross-vehicle stabilizing structure130may allow some inboard deflection of the first side support112as the cross-vehicle stabilizing structure130pivots about the second attachment pivot148.

Referring now toFIGS. 4A and 4B, in another embodiment, the vehicle100may include a cross-vehicle stabilizing structure430that extends between the first side support112and the second side support114. The cross-vehicle stabilizing structure430includes a first joint portion432and a second joint portion434. The cross-vehicle stabilizer portion450also includes a first stabilizer portion452, a second stabilizer portion454, and a central stabilizer portion456.

The cross-vehicle stabilizing structure430extends between the first side support112and the second side support114of the unibody110. The cross-vehicle stabilizing structure430may include a first joint portion432that is coupled to the first side support112. The cross-vehicle stabilizing structure430may also include a second joint portion434that is coupled to the second side support114. In some embodiments, the first joint portion432may be coupled to the first front suspension mount116. Similarly, the second joint portion434may be coupled to the second front suspension mount118. In embodiments, at least a portion of the first joint portion432may be positioned forward of the first front suspension mount116.

The first joint portion432may be coupled to the first side support112at a first side support securement location111. The first joint portion432may also be coupled to the first front suspension mount116at a first front suspension mount securement location113. The first joint portion432may be detached from the first front side support112and the first front suspension mount116at a position between the first side support securement location111and the first front suspension mount securement location113. The first joint portion432and the second joint portion434may be coupled to the first side support112, the second side support114and/or the first front suspension mount116and the second front suspension mount118through a variety of joining techniques including, but not limited to, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like.

The first joint portion432may include a first stiffness-reducing portion436that is positioned within a perimeter444of the first joint portion432. Similarly, the second joint portion434may include a second stiffness-reducing portion438that is positioned within a perimeter445of the second joint portion434. The first stiffness-reducing portion436and the second stiffness-reducing portion438define a yieldable area440that is positioned proximate to the first stiffness-reducing portion436and the second stiffness-reducing portion438.

In some embodiments, the first stiffness-reducing portion436and the second stiffness-reducing portion438may include a through hole442that extends through the first joint portion432and the second joint portion434. In other embodiments, the first stiffness-reducing portion436and the second stiffness-reducing portion438may include a locally reduced thickness (not shown) that reduces the resistance to buckling of the respective first joint portion432or the second joint portion434. In embodiments, the first joint portion432and/or the second joint portion434have a buckling strength evaluated in the vehicle longitudinal direction. The buckling strength of the first joint portion432and/or the second joint portion434is less than a buckling strength of the first front suspension mount116and/or the second front suspension mount118evaluated in the vehicle longitudinal direction.

The cross-vehicle stabilizing structure430further includes a cross-vehicle stabilizer portion450. The cross-vehicle stabilizer portion450includes a first stabilizer portion452, a second stabilizer portion454and a central stabilizer portion456. The first stabilizer portion452of the cross-vehicle stabilizing structure430may be coupled to the first joint portion432. The second stabilizer portion454of the cross-vehicle stabilizing structure430may be coupled to the second joint portion434. Through the first joint portion432and the second joint portion434, the first stabilizer portion452may be coupled to the first side support112and the second stabilizer portion454may be coupled to the second side support114. Alternatively, the first stabilizer portion452may be coupled to the first front suspension mount116and the second stabilizer portion454may be coupled to the second front suspension mount118.

The cross-vehicle stabilizer portion450has an effective length302that is evaluated between the first joint portion432and the second joint portion434. The first stabilizer portion452and the second stabilizer portion454may be coupled to the first joint portion432and the second joint portion434through a variety of joining techniques including, but not limited to, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like.

Additionally, the first stabilizer portion452may be coupled to the first front suspension mount116and/or the first side support112at a first securement location458. In embodiments where the first stabilizer portion452is solely coupled to the first side support112, the first securement location458may be positioned forward of the first front suspension mount116in the vehicle longitudinal direction. In some embodiments, the first stabilizer portion452may be pivotally coupled to the first front suspension mount116and/or the first side support112at the first securement location458, such that the first stabilizer portion452may pivot in direction16about the first securement location458. Similarly, the second stabilizer portion454may be coupled to the second front suspension mount118and/or the second side support114at a second securement location460. In embodiments where the second stabilizer portion454is solely coupled to the second side support114, the second securement location460may be positioned forward of the second front suspension mount118in the vehicle longitudinal direction. In some embodiments, the second stabilizer portion454may be pivotally coupled to the second front suspension mount118and/or the second side support114at the second securement location460, such that the second stabilizer portion454may pivot in direction16about the second securement location460. The first securement location458may be positioned proximate to the first joint portion432in the vehicle lateral direction. Similarly the second securement location460may be positioned proximate to the second joint portion434in the vehicle lateral direction. Accordingly, the effective length302of the cross-vehicle stabilizer portion may also be evaluated between the first securement location458and the second securement location460. The first stabilizer portion452and the second stabilizer portion454may be coupled at the first securement location458and the second securement location460by various joining techniques including, but not limited to, use of a pinned connection.

The central stabilizer portion456is coupled to the first stabilizer portion452and the second stabilizer portion454and is positioned between the first stabilizer portion452and the second stabilizer portion454in the vehicle lateral direction. The central stabilizer portion456may be positioned forward of the first securement location458and the second securement location460in the vehicle longitudinal direction, such that the first stabilizer portion452and the second stabilizer portion454are angled forward from the respective first securement location458and the second securement location460.

In some embodiments, the first stabilizer portion452may be pivotally coupled to the central stabilizer portion456at a first inner pivot joint462, such that the first stabilizer portion452and the central stabilizer portion456may pivot about the first inner pivot joint462in direction16. Similarly, the second stabilizer portion454may be pivotally coupled to the central stabilizer portion456at a second inner pivot joint464, such that the second stabilizer portion454and the central stabilizer portion456may pivot about the second inner pivot joint464in direction16. The first stabilizer portion452and the second stabilizer portion454may also be pivotally coupled to one another through the central stabilizer portion456. The first stabilizer portion452and the second stabilizer portion454may be pivotally coupled to the central stabilizer portion456through a variety of joining techniques including, but not limited to, a pinned connection.

Referring toFIGS. 4A-4C, the first inner pivot joint462may include a first limiting portion466. Similarly, the second inner pivot joint464may include a second limiting portion468. Referring toFIG. 4B, an enlarged view of the first inner pivot joint462is depicted. While the first inner pivot joint462and first limiting portion466are depicted, it should be understood the description made herein may apply to the second inner pivot joint464and second limiting portion468. More specifically, the second inner pivot joint464would perform in a symmetrical manner to the first inner pivot joint462depicted inFIGS. 4B and 4C.

The first stabilizer portion452may be pivotally coupled to the central stabilizer portion456such that at least a portion of the first stabilizer portion452overlaps with and/or is positioned within the central stabilizer portion456. Because at least a portion of the first stabilizer portion452overlaps with and/or is positioned within the central stabilizer portion456, a portion of the central stabilizer portion456may form the first limiting portion466. Because the first stabilizer portion452overlaps with and/or is positioned within the central stabilizer portion456, the central stabilizer portion456may provide a mechanical interference at the first limiting portion466. The central stabilizer portion456may provide a mechanical interference at the first limiting portion466when the first stabilizer portion452and/or the central stabilizer portion456is rotated in the clockwise or the counter-clockwise direction about the first inner pivot joint462. The first limiting portion466may restrict rotation of the central stabilizer portion456about the first inner pivot joint462in a counter-clockwise direction (i.e., in the +CCW-direction depicted inFIG. 4B) such that the first stabilizer portion452and the central stabilizer portion456are free to rotate in the clockwise direction until the first stabilizer portion452is substantially parallel to the central stabilizer portion456. The first limiting portion466may restrict a rotation of the central stabilizer portion456about the first inner pivot joint462in a clockwise direction (i.e., in the +CW-direction depicted inFIG. 4B) such that the orientation of the first stabilizer portion452with respect to the central stabilizer portion456is maintained in the position shown inFIGS. 4A and 4B.

Similarly, the second stabilizer portion454may be pivotally coupled to the central stabilizer portion456such that at least a portion of the second stabilizer portion454overlaps with and/or is positioned within the central stabilizer portion456. Because at least a portion of the second stabilizer portion454overlaps with and/or is positioned within the central stabilizer portion456, a portion of the central stabilizer portion456may form the second limiting portion468. Because the second stabilizer portion454overlaps with and/or is positioned within the central stabilizer portion456, the central stabilizer portion456may provide a mechanical interference at the second limiting portion468. The central stabilizer portion456may provide a mechanical interference at the second limiting portion468when the second stabilizer portion454and/or the central stabilizer portion456are rotated in the clockwise or the counter-clockwise direction about the second inner pivot joint464. The second limiting portion468may restrict rotation of the central stabilizer portion456about the second inner pivot joint464in the counter-clockwise direction such that the second stabilizer portion454and the central stabilizer portion456are free to rotate in the counter-clockwise direction until the second stabilizer portion454is substantially parallel to the central stabilizer portion456. The second limiting portion468may restrict a rotation of the central stabilizer portion456about the second inner pivot joint464in the clockwise direction such that the orientation of the second stabilizer portion454with respect to the central stabilizer portion456is maintained in the position shown inFIG. 4A.

The cross-vehicle stabilizer portion450is repositionable between a deactivated position, as shown inFIGS. 4A and 4B, and an activated position, as shown inFIG. 5. The cross-vehicle stabilizer portion450is nominally oriented in the deactivated position, as shown inFIGS. 4A and 4B, during normal vehicle100operation. When the vehicle100strikes a barrier20, as depicted inFIG. 5, the cross-vehicle stabilizer portion450is repositioned into the activated position.

As discussed above, when the vehicle100strikes or is struck by a barrier20, the structures of the vehicle plastically and elastically deform to absorb the energy of the impact. As described above, in a small front bumper overlap collision, energy from the impact may be primarily directed into the first side support112. While the vehicle100depicted inFIG. 5shows a barrier20striking the front corner of the vehicle100proximate to the first side support112, it should be understood that the vehicle100is symmetric about the vehicle centerline10. Accordingly, the structures of the vehicle would perform similarly when a barrier strikes proximate to the second side support114. Further, the second stabilizer portion454, second joint portion434, second inner pivot joint464, and the second side support114would act similarly and in a symmetrical manner to the collision depicted inFIG. 5when a barrier strikes the vehicle proximate to the second side support114.

Because only a small portion of the front bumper (not depicted) of the vehicle100strikes or is struck by the barrier20during a small front bumper overlap collision, energy absorbing structures associated with the front bumper, particularly the energy absorbing structures positioned along the opposite side of the vehicle100, may have a reduced effect on the dissipation of energy of the impact. Instead, the energy from the impact may be directed into the first side support112, as depicted inFIG. 5. As the energy from the impact is directed into the first side support112, the first side support112plastically and elastically deforms and translates rearward, absorbing energy from the impact.

As discussed hereinabove, the first side support112is coupled to the second side support114through the cross-vehicle stabilizing structure430that collectively includes the first joint portion432, the cross-vehicle stabilizer portion450, and the second joint portion434. Because the first side support112is coupled to the second side support114through the cross-vehicle stabilizing structure430, the cross-vehicle stabilizing structure430and the second side support114may resist the inboard deflection of the first side support112.

Referring toFIG. 5, as the first side support112deforms and translates rearward, the deformation and translation of the first side support112may cause the first stabilizer portion452and the central stabilizer portion456rotate about the first inner pivot joint462. As discussed above, the first limiting portion466of the central stabilizer portion456may restrict rotation of the central stabilizer portion456in the clockwise direction about the first inner pivot joint462. The first stabilizer portion452and the central stabilizer portion456may freely rotate relative to one another until the first stabilizer portion452is substantially parallel to the central stabilizer portion456, and the first limiting portion466restricts rotation of the central stabilizer portion456about the first inner pivot joint462. According to the depicted embodiment, in the activated position, the first stabilizer portion452may be substantially parallel to the central stabilizer portion456.

As the first side support112deforms and translates rearward, the deformation and translation of the first side support may cause the central stabilizer portion456and the second stabilizer portion454to rotate about the second inner pivot joint464. As described above, the second limiting portion468may restrict counter-clockwise rotation of the central stabilizer portion456about the second inner pivot joint464, such that the orientation of the second stabilizer portion454with respect to the central stabilizer portion456is maintained in the position shown inFIGS. 4A, 4B, and 5.

When the cross-vehicle stabilizer portion450is in the activated position, i.e., when the first stabilizer portion452and the central stabilizer portion456are approximately parallel, as depicted inFIG. 5, the cross-vehicle stabilizer portion450has an effective length304evaluated between the first joint portion432at first securement location458and the second joint portion434at the second securement location460. Because the central stabilizer portion456may be positioned forward of the first securement location458, as the first stabilizer portion452and the central stabilizer portion456rotate about the first inner pivot joint462, the distance between the first securement location458and the second securement location460increases. Accordingly, when the cross-vehicle stabilizer portion450is in the activated position, the effective length304may be greater than the effective length302of the cross-vehicle stabilizer portion450in the deactivated position. Because the cross-vehicle stabilizer portion450has a longer effective length in the activated position than the deactivated position, during a small front bumper offset collision, the cross-vehicle stabilizer portion450may resist inboard deflection of the first side support112. Because the first front suspension mount116is coupled to the first side support112, the cross-vehicle stabilizer portion450may resist inboard deflection of the first front suspension mount116and the front suspension unit109coupled to the first front suspension mount116. Additionally, because the cross-vehicle stabilizer portion450is coupled to both the first side support112and the second side support114, when the cross-vehicle stabilizer portion450is in the activated position, the cross-vehicle stabilizer portion450may transfer energy associated with the collision from the side support that is being impacted (for example, the first side support112) to the side support that is not being impacted (for example, the second side support114).

By resisting the inboard deflection of the first side support112and the first front suspension mount116, the cross-vehicle stabilizing structure430may assist in maintaining the first side support112close to its original longitudinal orientation. As discussed hereinabove, by maintaining the first side support112close to its original longitudinal orientation, the first side support112may absorb more energy from the impact than when the first side support112deflects inboard and away from the impact. Further, when the first side support112is maintained close to its original longitudinal orientation, the first side support may transfer more energy to the A-pillar120than when the first side support112is free to deflect inboard and away from the impact. Additionally, when the first front suspension mount116and the front suspension unit109which is coupled to the first front suspension mount116are maintained near their original orientation, less energy associated with the collision may be transferred to the cabin108from the front suspension unit109. Accordingly, by maintaining the first side support112close to its original longitudinal orientation, the cross-vehicle stabilizing structure430may assist in distributing energy from the impact from the first side support112to the A-pillar120.

As discussed hereinabove, the first joint portion432includes a first stiffness-reducing portion436that may include a through hole442that extends through the first joint portion432. Additionally, as discussed above, the first stiffness-reducing portion436may include a locally reduced thickness (not shown) that reduces the resistance to buckling of the respective first joint portion432. As the first side support112deforms and translates rearward, the first joint portion432may also deform and translate rearward as energy from the impact is directed into the first side support112. Because the first joint portion432deforms as energy from the impact is directed into the first side support112, the first joint portion432absorbs energy from the impact. The first stiffness-reducing portion436may be tuned, for example by selecting different sizes and/or shapes of the through hole442or the locally reduced thickness portion such that the first joint portion432has a tuned stiffness and/or strength. The first joint portion432may selectively deform during the impact, such that the first joint portion432dissipates energy associated with the impact.

In some embodiments, the reduced stiffness of the first joint portion432introduced by the first stiffness-reducing portion436may also strengthen the attachment between the first joint portion432and the underlying vehicle structure (the first side support112and/or the first front suspension mount116) to which the first joint portion432is attached. By reducing the stiffness of the first joint portion432, the first joint portion432may react in a similar manner to the introduction of energy associated with the impact as the underlying vehicle structure. Therefore, as the underlying vehicle structure elastically and plastically deforms, the first joint portion432similarly elastically and plastically deforms. By matching the deformation of the first joint portion432and the underlying vehicle structure, stress in the connection between the first joint portion432and the underlying vehicle structure may be minimized, such that the likelihood of separation of the first joint portion432from the underlying vehicle structure is minimized.

Additionally, as described hereinabove, the first joint portion432may be coupled to the first side support112at a first side support securement location111, and the first joint portion432may be coupled to the first front suspension mount116at a first front suspension mount securement location113. The first joint portion132may also be detached from the first side support112and the first front suspension mount116at a position between the first side support securement location111and the first front suspension mount securement location113. Because the first joint portion432may be detached between the first side support securement location111and the first front suspension mount securement location113, the first joint portion432may selectively deform between the first side support securement location111and the first front suspension mount securement location113. Because the first joint portion432may selectively deform between the first side support securement location111and the first front suspension mount securement location113, the first joint portion432may react in a similar manner to the introduction of energy associated with the impact as the underlying vehicle structure. By matching the deformation of the first joint portion432and the underlying vehicle structure, stress in the connection between the first joint portion432and the underlying vehicle structure may be minimized, such that the likelihood of separation of the first joint portion432from the underlying vehicle structure is minimized.

Further, as described hereinabove, the first joint portion432may be positioned such that at least a portion of the first joint portion432is positioned forward of the first front suspension mount116in the vehicle longitudinal direction. As also described hereinabove, the first joint portion432has a buckling strength evaluated in the vehicle longitudinal direction that is less than a buckling strength of the first front suspension mount116evaluated in the vehicle longitudinal direction. Because the first joint portion432may be positioned such that at least a portion of the first joint portion432is positioned forward of the first front suspension mount116, of energy associated with the impact may be directed into the first joint portion432before being directed into the first front suspension mount116. As the first joint portion432has a lower buckling strength than the first front suspension mount116, the first joint portion432may elastically and plastically deform to absorb energy that would otherwise be directed into the first front suspension mount116. Accordingly, the first joint portion432may reduce the energy that is directed into the first front suspension mount116, which may subsequently be directed into the cabin108of the vehicle100.

Referring now toFIG. 6, in another embodiment, the vehicle100may include a cross-vehicle stabilizing structure630that extends between the first side support112and the second side support114. The cross-vehicle stabilizer portion650includes a first stabilizer portion652that is coupled to the first side support112and a second stabilizer portion654that is coupled to the second side support114. In the embodiment depicted inFIG. 6, the first stabilizer portion652is pivotally coupled to the second stabilizer portion654at a central joint portion678.

The first stabilizer portion652of the cross-vehicle stabilizer portion650may be coupled to the first side support112at a first securement location658. In some embodiments, the first stabilizer portion652is pivotally coupled to the first side support112at the first securement location658. The first securement location658may be positioned forward of the first front suspension mount116in the vehicle longitudinal direction. Similarly, the second stabilizer portion654is coupled to the second side support114at a second securement location660. In some embodiments, the second stabilizer portion654is pivotally coupled to the second side support114at the second securement location660.

The cross-vehicle stabilizer portion650has an effective length306that is evaluated between the first securement location658and the second securement location660. The second securement location660may be positioned forward of the second front suspension mount118in the vehicle longitudinal direction. The first stabilizer portion652and the second stabilizer portion654may be pivotally coupled to the first side support112and the second side support114through a variety of joining techniques including, but not limited to, a pinned connection.

As noted hereinabove, the first stabilizer portion652and the second stabilizer portion654are pivotally coupled to one another at a central joint portion678. In some embodiments, such as the embodiment depicted inFIG. 6, the central joint portion678may include a single connection location680at which the first stabilizer portion652is pivotally coupled to the second stabilizer portion654. In other embodiments, such as the embodiment depicted inFIG. 7, the central joint portion678may include multiple connection locations. In such embodiments, the first stabilizer portion652may be pivotally coupled to a lateral vehicle structure member104at a first connection location682at the central joint portion678. The second stabilizer portion654may be pivotally coupled to the lateral vehicle structure member104at a second connection location684at the central joint portion678, and the first stabilizer portion652and the second stabilizer portion654may be pivotally coupled to one another at the central joint portion678through the lateral vehicle structure member104. In embodiments, the central joint portion678may be positioned rearward of the first securement location658and the second securement location660in the vehicle longitudinal direction. It should be understood that the first stabilizer portion652and the second stabilizer portion654may be pivotally coupled by any suitable joining technique, including through pinning, or securing with an eyebolt, a rod end, or the like.

In embodiments, the lateral vehicle structure member104may be positioned between the first side support112and the second side support114in an engine bay102of the vehicle100. The lateral vehicle structure member104may include various mechanical structural elements that are coupled to the unibody110. In some embodiments, the lateral vehicle structure member104may include a cowl structure106that extends in the vehicle lateral direction across the unibody110, and is coupled, directly or indirectly, to the first side support112and the second side support114. In some embodiments, the lateral vehicle structure member104may include a dash panel (not depicted) that extends between the first side support112and the second side support114. In some embodiments, the cowl structure106of the lateral vehicle structural member104may be positioned rearward of the dash panel in the vehicle longitudinal direction.

In embodiments where the lateral vehicle structure member104includes a cowl structure106, the central joint portion678may be coupled to the cowl structure106. Because the cowl structure106may be coupled to the first side support112and the second side support114, the central joint portion678may be coupled to the first and second side support112,114through the cowl structure106. The central joint portion678may be coupled to the lateral vehicle structure member104through a variety of joining techniques including, but not limited to, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like.

Referring now toFIG. 8, in one embodiment, the vehicle100may include a cross-vehicle stabilizing structure730extending between the first side support112and the second side support114. Similar to the embodiment described above with respect toFIGS. 6 and 7, the cross-vehicle stabilizer portion750includes a first stabilizer portion752that is pivotally coupled to a second stabilizer portion754at a central joint portion778. However, in this embodiment, the cross-vehicle stabilizing structure730includes a first joint portion732coupled to the first side support112and a second joint portion734coupled to the second side support114.

As described above, the first stabilizer portion752is coupled to the first side support112at a first securement location758. In some embodiments, the first stabilizer portion752is pivotally coupled to the first side support112at the first securement location758. The first securement location758may be positioned forward of the first front suspension mount116in the vehicle longitudinal direction.

Similarly, the second stabilizer portion754is coupled to the second side support114at a second securement location760. In some embodiments, the second stabilizer portion754is pivotally coupled to the first side support112at the second securement location760. The second securement location760may be positioned forward of the second front suspension mount118in the vehicle longitudinal direction. The cross-vehicle stabilizer portion750has an effective length306that is evaluated between the first securement location758and the second securement location760. The first stabilizer portion752and the second stabilizer portion754may be pivotally coupled to the first side support112and the second side support114through a variety of joining techniques including, but not limited to, a pinned connection.

The first stabilizer portion752may also be coupled to a first joint portion732that is coupled to the first side support112. The second stabilizer portion754may also be coupled to a second joint portion734that is coupled to the second side support114. In embodiments, the first joint portion732may also be coupled to the first front suspension mount116. Similarly, the second joint portion734may be coupled to the second front suspension mount118. The first joint portion732may be positioned proximate to the first securement location758in the vehicle lateral direction. Similarly the second joint portion734may be positioned proximate to the second securement location760in the vehicle lateral direction. Accordingly, the effective length306of the cross-vehicle stabilizer portion750may also be evaluated between the first joint portion732and the second joint portion734.

In embodiments, at least a portion of the first joint portion732may be positioned forward of the first front suspension mount116. The first joint portion732may be coupled to the first side support112at a first side support securement location111. The first joint portion732may also be coupled to the first front suspension mount116at a first front suspension mount securement location113. The first joint portion732may be detached from the first front side support112and the first front suspension mount116at a position between the first side support securement location111and the first front suspension mount securement location113. The first joint portion732and the second joint portion734may be coupled to the first side support112, the second side support114and/or the first front suspension mount116and the second front suspension mount118through a variety of joining techniques including, but not limited to, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like.

The first joint portion732may include a first stiffness-reducing portion736positioned within a perimeter744of the first joint portion732. Similarly, the second joint portion734may include a second stiffness-reducing portion738positioned within a perimeter745of the second joint portion734. The first stiffness-reducing portion736and the second stiffness-reducing portion738define a yieldable area740positioned proximate to the first stiffness-reducing portion736and the second stiffness-reducing portion738.

In embodiments, the first stiffness-reducing portion736and the second stiffness-reducing portion738may include a through hole742through the first joint portion732and the second joint portion734. In embodiments, the first joint portion732and/or the second joint portion734have a buckling strength evaluated in the vehicle longitudinal direction. The buckling strength of the first joint portion732and/or the second joint portion734is less than a buckling strength of the first front suspension mount116and/or the second front suspension mount118evaluated in the vehicle longitudinal direction.

As noted hereinabove, the first stabilizer portion752and the second stabilizer portion754are pivotally coupled to one another at a central joint portion778. In some embodiments, such as the embodiment depicted inFIG. 8, the central joint portion778may include a single connection location780at which the first stabilizer portion752and the second stabilizer portion754are pivotally coupled to one another. In other embodiments, such as the embodiment depicted inFIG. 7, the central joint portion778may include multiple connection locations. In such embodiments, the first stabilizer portion752may be pivotally coupled to a lateral vehicle structure member104at a first connection location782at the central joint portion778. The second stabilizer portion754may be pivotally coupled to the lateral vehicle structure member104at a second connection location784at the central joint portion778, and the first stabilizer portion752and the second stabilizer portion754may be pivotally coupled to one another at the central joint portion778through the lateral vehicle structure member104. In embodiments, the central joint portion778may be positioned rearward of the first securement location758and the second securement location760in the vehicle longitudinal direction. It should be understood that the first stabilizer portion752and the second stabilizer portion754may be pivotally coupled by any suitable joining technique, including through pinning, or securing with an eyebolt, a rod end, or the like.

Referring again toFIG. 8, in embodiments, the lateral vehicle structure member104may be positioned between the first side support112and the second side support114in an engine bay102of the vehicle100. The lateral vehicle structure member104may include various mechanical structural elements that are coupled to the unibody110. In some embodiments, the lateral vehicle structure member104may include a cowl structure106that extends in the vehicle lateral direction across the unibody110, and is coupled, directly or indirectly, to the first side support112and the second side support114. In some embodiments, the lateral vehicle structure member104may include the dash panel that extends between the first side support112and the second side support114. In some embodiments, the cowl structure106of the lateral vehicle structural member104may be positioned rearward of the dash panel in the vehicle longitudinal direction.

In embodiments in which the lateral vehicle structure member104includes a cowl structure106, the central joint portion778may be coupled to the cowl structure106. Because the cowl structure106may be coupled to the first side support112and the second side support114, the central joint portion778may be coupled to the first and second side support112,114through the cowl structure106. The central joint portion778may be coupled to the lateral vehicle structure member104through a variety of joining techniques including, but not limited to, mechanical fasteners, spot welds, weld joints, structural adhesives, brazes, shear pins, and the like.

The cross-vehicle stabilizer portion650,750is repositionable between a deactivated position, as shown inFIGS. 6, 7, and 8, and an activated position, as shown inFIG. 9. The cross-vehicle stabilizer portion650,750is nominally in the deactivated position during normal operation, as shown inFIGS. 6, 7, and 8. When the vehicle100strikes or is struck by a barrier20, as shown inFIG. 9, the cross-vehicle stabilizer portion650,750is repositioned into the activated position.

As described above, when the vehicle100strikes or is struck by a barrier20, the structures of the vehicle plastically and elastically deform to absorb the energy of the impact. As described above, in a small front bumper overlap collision, energy from the impact may be directed into the first side support112. While the vehicle100depicted inFIG. 9shows a barrier20striking the front corner of the vehicle100proximate to the first side support112, it should be understood that the vehicle100is symmetric about the vehicle centerline10. Accordingly, the structures of the vehicle would perform similarly when a barrier strikes proximate to the second side support114. More specifically, the second stabilizer portion654,754, second joint portion734, and the second side support114would act similarly and in a symmetrical manner to the collision depicted inFIG. 9when a barrier strikes the vehicle proximate to the second side support114.

Because only a small portion of the front bumper (not depicted) of the vehicle100strikes the barrier20during a small front bumper overlap collision, energy absorbing structures associated with the front bumper may have a reduced effect on the dissipation of energy of the impact. Instead, the energy from the impact may be directed into the side support that is positioned proximate to the location of impact between the bumper and the barrier20, for example the first side support112, as depicted inFIG. 9. As the energy from the impact is directed into the first side support112, the first side support112plastically and elastically deforms and translates in a generally rearward direction, absorbing energy from the impact.

As discussed hereinabove, the first side support112is coupled to the lateral vehicle structure member104through the first stabilizer portion652,752and the central joint portion678,778. Similarly, the second side support114is coupled to the lateral vehicle structure member104through the second stabilizer portion654,754and the central joint portion678,778. Because the first side support112is coupled to the lateral vehicle structure member104through the first stabilizer portion652,752and the central joint portion678,778, the first stabilizer portion652,752and the central joint portion678,778may resist the inboard deflection of the first side support112.

Referring toFIG. 9, as the first side support112deforms and translates rearward, the deformation and translation of the first side support112may cause the first stabilizer portion652,752to rotate about the central joint portion678,778in the counterclockwise direction. As the first stabilizer portion652,752rotates about the central joint portion678,778, the cross-vehicle stabilizer portion650,750is repositioned into the activated position, as depicted inFIG. 9. In the activated position, the cross-vehicle stabilizer portion650,750has an effective length308that is evaluated between the first securement location658,758and the second securement location660,760. Because the central joint portion678,778is positioned rearward of the first securement location658,758and the second securement location660,760in the vehicle longitudinal direction, as the first stabilizer portion652,752rotates about the central joint portion678,778, the distance between the first securement location658,758and the second securement location660,760increases. Accordingly, when the cross-vehicle stabilizer portion650,750is in the activated position, the effective length308is greater than the effective length306of the cross-vehicle stabilizer portion650,750in the deactivated position. Similarly, in embodiments that include a first joint portion732and a second joint portion734, the effective length308evaluated between the first joint portion732and the second joint portion734is longer than the effective length306of the cross-vehicle stabilizer portion750in the deactivated position.

Because the first stabilizer portion652couples the first side support112to the lateral vehicle structure member104through the central joint portion678, the cross-vehicle stabilizing structure630,730may resist inboard deflection of the first side support112. Because the first front suspension mount116is coupled to the first side support112, the cross-vehicle stabilizing structure630,730may resist inboard deflection of the first front suspension mount116and the front suspension unit109coupled to the first front suspension mount116. Further, because the effective length308of the stabilizing structure is greater than the effective length306of the cross-vehicle stabilizing structure630,730, the cross-vehicle stabilizing structure630,730resists inboard deflection of the first side support112. By resisting the inboard deflection of the first side support112, the cross-vehicle stabilizing structure630,730assists in maintaining the first side support112and the first front suspension mount116near their original longitudinal orientation. As noted hereinabove, by maintaining the first side support112in its original longitudinal orientation, the first side support112may absorb more energy from the impact than when the first side support112deflects inboard and away from the impact. Further, when the first side support112is maintained close to its original longitudinal orientation, the first side support112may transfer more energy to the A-pillar120than when the first side support112deflects inboard and away from the impact. Additionally, when the first front suspension mount116and the front suspension unit109coupled to the first front suspension mount116is maintained near their original orientation, less energy associated with the collision may be transferred to the cabin108from the front suspension unit109as compared to collisions in which the front suspension unit109is not deflected inboard. Accordingly, by maintaining the first side support112near its original longitudinal orientation, the cross-vehicle stabilizing structure630,730assists in distributing energy from the impact from the first side support112to the A-pillar120.

Further, in embodiments that include a first joint portion732and a second joint portion734, as discussed hereinabove, the first joint portion732includes a first stiffness-reducing portion736that may include a through hole742that extends through the first joint portion732. In other embodiments, the first stiffness-reducing portion736may include a locally reduced thickness (not shown) that reduces the resistance to buckling of the respective first joint portion732. As the first side support112deforms and translates rearward, the first joint portion732may also deform and translate rearward as energy from the impact is directed into the first side support112. Because the first joint portion732deforms as energy from the impact is directed into the first side support112, the first joint portion732may absorb energy from the impact.

The first stiffness-reducing portion736may be tuned, for example by selecting different sizes and/or shapes of the through hole742such that the first joint portion732selectively deforms, decreasing the stiffness of the first joint portion732and decreasing the energy absorption capacity of the first joint portion732. In some embodiments, the reduced stiffness of the first joint portion732introduced by the first stiffness-reducing portion736may also strengthen the attachment between the first joint portion732and the underlying vehicle structure (the first side support112and/or the first front suspension mount116) to which the first joint portion732is attached. By reducing the stiffness of the first joint portion732, the first joint portion732may react in a similar manner to the introduction of energy associated with the impact as the underlying vehicle structure. Therefore, as the underlying vehicle structure elastically and plastically deforms, the first joint portion732similarly elastically and plastically deforms. By matching the deformation of the first joint portion732and the underlying vehicle structure, stress in the connection between the first joint portion732and the underlying vehicle structure may be minimized, such that the likelihood of separation of the first joint portion732from the underlying vehicle structure is minimized.

Additionally, as described hereinabove, the first joint portion732may be coupled to the first side support112at a first side support securement location111, and the first joint portion732may be coupled to the first front suspension mount116at a first front suspension mount securement location113. The first joint portion732may also be detached from the first side support112and the first front suspension mount116at a position between the first side support securement location111and the first front suspension mount securement location113. Because the first joint portion732may be detached between the first side support securement location111and the first front suspension mount securement location113, the first joint portion132may selectively deform between the first side support securement location111and the first front suspension mount securement location113. Because the first joint portion732may selectively deform between the first side support securement location111and the first front suspension mount securement location113, the first joint portion732may react in a similar manner to the introduction of energy associated with the impact as the underlying vehicle structure. By matching the deformation of the first joint portion732and the underlying vehicle structure, stress in the connection between the first joint portion732and the underlying vehicle structure may be minimized, such that the likelihood of separation of the first joint portion732from the underlying vehicle structure is minimized.

Further, as described hereinabove, the first joint portion732may be positioned such that at least a portion of the first joint portion732is positioned forward of the first front suspension mount116in the vehicle longitudinal direction. As also described hereinabove, the first joint portion732has a buckling strength evaluated in the vehicle longitudinal direction that is less than a buckling strength of the first front suspension mount116evaluated in the vehicle longitudinal direction. Because the first joint portion732may be positioned such that at least a portion of the first joint portion732is positioned forward of the first front suspension mount116, of energy associated with the impact may be directed into the first joint portion732before being directed into the first front suspension mount116. As the first joint portion732has a lower buckling strength than the first front suspension mount116, the first joint portion732may elastically and plastically deform to absorb energy that would otherwise be directed into the first front suspension mount116. Accordingly, the first joint portion732may reduce the energy that is directed into the first front suspension mount116, which may subsequently be directed into the cabin108of the vehicle100.

It should now be understood that vehicles according to the present disclosure may include a cross-vehicle stabilizing structure that extends across the engine bay of the vehicle and is coupled along opposite sides to vehicle structural members. The cross-vehicle stabilizing structure may increase the stiffness of the vehicle in the vehicle lateral direction, such that the side supports of the vehicle are maintained close to the vehicle longitudinal direction, thereby maintaining the energy absorption capacity of the side supports so that energy associated with the impact may be dissipated. According to various embodiments, the cross-vehicle stabilizing structures may include additional elements that allow for selective stiffening across the engine bay and increase the dynamic attachment interface between the cross-vehicle stabilizing structure and the vehicle structural members.