Patent Publication Number: US-10766536-B2

Title: Lateral energy absorption system

Description:
FIELD OF THE INVENTION 
     This Application claims priority to U.S. Provisional Application No. 62/384,298, entitled ELECTRIC VEHICLE COMPONENTS, filed on Sep. 7, 2016, which is hereby incorporated by reference in its entirety for all purposes. 
    
    
     FIELD OF THE INVENTION 
     The disclosure generally relates to an energy absorption system for a vehicle. 
     BACKGROUND OF THE INVENTION 
     This section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present invention, which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present invention. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. 
     Typical passenger vehicles (e.g., cars, trucks) weigh approximately 3,000 to 4,500 pounds, while commercial vehicles (e.g., buses, semi-trucks) can weigh up to 80,000 pounds. Depending on where these vehicle are driven, they can reach speeds in excess of 75 mph. The resulting vehicle momentum is therefore significant and can create significant damage in an accident. To protect vehicle occupants, these vehicles incorporate a variety of safety features including seatbelts, airbags, anti-lock brakes, etc. Many if not all of these safety features are on electric vehicles as well, but electric vehicles are not powered in the same way that traditional vehicles are. Instead of an internal combustion engine, electric vehicles operate using electric power stored in one or more batteries on the electric vehicle. During operation, the stored electrical energy is controllably released to drive an electric motor. The electric motor converts the electrical energy into mechanical energy, which propels the vehicle. Accordingly, the electric vehicle protects the battery as well as the vehicle occupants in a collision. 
     SUMMARY OF THE INVENTION 
     The embodiments discussed below include a vehicle with a lateral energy absorption system. The lateral energy absorption system may include side beams and lightweight energy absorbing carbon structures. In some embodiments, the carbon structures may be placed within the side beams. In operation the side beams and/or carbon structures may be arranged and/or include various features that enable progressive energy absorption during an impact (e.g., a crumple zone). In some embodiments, the carbon structure may include carbon tubes coupled together with flanges. These carbon tubes and flanges may be made out of carbon sheets laid on top of one another in a resin that binds the carbon sheets together into a composite material that is lightweight and capable of absorbing significant amounts of energy. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Various features, aspects, and advantages of the present invention will be better understood when the following detailed description is read with reference to the accompanying figures in which like characters represent like parts throughout the figures, wherein: 
         FIG. 1  is a perspective view of an embodiment of a vehicle with a lateral energy absorption system; 
         FIG. 2  is a partial perspective view of an embodiment of a vehicle with a lateral energy absorption system; 
         FIG. 3  is a partial cross-sectional view of an embodiment of a lateral energy absorption system; 
         FIG. 4  is a partial top view of a vehicle with a lateral energy absorption system; and 
         FIG. 5  is a partial perspective view of a vehicle with a lateral energy absorption system. 
     
    
    
     DETAILED DESCRIPTION 
     One or more specific embodiments of the present invention will be described below. These embodiments are only exemplary of the present invention. Additionally, in an effort to provide a concise description of these exemplary embodiments, all features of an actual implementation may not be described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers&#39; specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. 
       FIG. 1  is a perspective view of an embodiment of a vehicle  10  with a lateral energy absorption system  12 . In operation, the lateral energy absorption system  12  is designed to absorb a side impact on the vehicle  10 . During development vehicles are put through small overlap tests that measure a vehicle&#39;s ability to absorb a side impact when a small portion of the car&#39;s structure impacts an object such as a pole  14  or tree. These kinds of tests and their real life counterpart crashes can be demanding on, for example, vehicle  10  because the sides  16  of the vehicle  10  are thin compared to other portions of the vehicle  10  (e.g., front) and therefore a significant amount of energy needs to be absorbed in a small space to block or reduce injury to vehicle occupants, and in the case of an electric vehicle protection of the battery. While the discussion below repeatedly refers to electric vehicles, the term electric vehicle does not limit the applicability of the lateral energy absorption system  12 . Indeed, the lateral energy absorption system  12  may be applicable to non-electric vehicles or hybrids as well. Furthermore, the term electric vehicle or vehicle is understood to include a variety of electric or non-electric vehicles (e.g., trucks, cars, buses). 
     The lateral energy absorption system  12  includes one or more side beams  20  position at or near a bottom  22  of the vehicle sides  16 . These side beams  20  may be referred to colloquially as the “sill” or “pontoons.” The one or more of the side beams  20  may couple to crossbeams  24  that extend through the vehicle  10  and couple to one or more opposing side beams  20  on the opposite side  16  of the vehicle  10 . The side beams  20  may be made out of aluminum and/or steel. For example one of the side beams  20  may be made out of steel and the other out of aluminum. In another embodiment, both side beams  20  may be made out of steel or aluminum. 
     These side beams  20  form a housing that receives one or more energy absorbing carbon structures  26 . For example, each of the side beams  20  may receive one or more carbon structures  26 . The carbon structures  26  may extend along an entire length of the side beams  20  from a first end  28 , proximate a front end of the vehicle  10 , to a second end  30  proximate a rear end of the vehicle  10 . In another embodiment, the carbon structures  26  may extend over a portion of the side beams  20  (e.g., 10%, 25%, 25%, 50% of the side beam length). For example, the carbon structures  26  may positioned in the side beams  20  at points where stress concentrations may be maximized during an impact (e.g., center of the side beams  20 ). The carbon structures  26  may also be placed where an impact could cause the greatest amount of damage to a passenger and/or battery (e.g., along the side of the car seat). As will be explained in detail below, the carbon structures  26  cushion impacts by absorbing energy similar to a crumple zone designed into the front of some vehicles. In other words, the carbon structures  26  absorb energy through controlled deformation during an impact. These carbon structures  26  may therefore better protect the vehicle occupants by reducing acceleration and/or deceleration of the vehicle occupants as well as blocking or reducing penetration of the vehicle  10  during a collision. 
       FIG. 2  is a perspective view of an embodiment of a vehicle  10  with a lateral energy absorption system  12 . As explained above, the lateral energy absorption system  12  includes side beams  20  (e.g., upper side beam  32 , lower side beam  34 ) that house one or more energy absorbing carbon structures  26  (e.g., upper carbon structure  36 , lower carbon structure  38 ). The carbon structure  26  may include one or more tubes  40  coupled together with one or more carbon flanges  42 . As illustrated, the tubes  40  may form a hexagonal shape, which may be more efficient than other shapes at absorbing energy during a collision. However, other tube shapes are possible. These shapes may include circular, square, rectangular, pentagonal, heptagonal, octagonal, etc. 
     To increase the ability of the lateral energy absorption system  12  to absorb energy during an impact, the upper and lower beams  32 ,  34  may include separate carbon structures  26  that are vertically offset from each other in direction  44 , but aligned in with one another in direction  46 . In some embodiments the energy absorption ability of the lateral energy absorption system  12  may be further increased by substantially aligning the central axes  48  and  50  of the upper and lower carbon structures  36 ,  38 . 
     As explained above, the carbon structures  26  include tubes  40  coupled together with flanges  42 . This shape may be manufactured by forming two halves that are then later combined together (e.g., a top half and a bottom half). Each half may contain half of the tubes  40  and half the thickness of the flanges  42 . These halves may be formed by layering carbon sheets on top of one another in a resin (e.g., composite material). 
     In some embodiments, the tubes  40  of the upper carbon structure  36  may differ from the tubes  40  of the lower carbon structure  38 , and the flanges  42  of the upper carbon structure  36  may differ from the flanges  42  of the lower carbon structure  38 . For example, the diameters  52  of the upper carbon structure  36  may be greater than the diameters  54  of the lower carbon structure  38 . In another embodiment, the lower carbon structure  38  may have diameters  54  that are greater than the diameters  52  of the upper carbon structure  36 . In another embodiment, the tubes  40  of both the upper and lower carbon structures  36 ,  38  may have diameters  52 ,  54  that are equal. The flanges of the upper and lower carbon structures  36 ,  38  may also differ with respect to each other. For example, the length  56  of the flanges  42  on the upper carbon structure  36  may be less than the lengths  58  of flanges  42  on the lower carbon structure  38 . The thicknesses of the carbon material (e.g., tubes  40  and/or flanges  42 ) may also differ between the upper and lower carbon structures  36 ,  38 . The lower carbon structure  38  to absorb more energy than the upper carbon structure  36 . 
     In addition to differences between the upper and lower carbon structures  36 ,  38 , the diameters of the tubes  40  and lengths of the flanges  42  on the respective upper and/or lower carbon structures  36 ,  38  may differ with respect to each other. For example, one or more of the tubes  40  on the upper carbon structure  36  may have a diameter greater than or less than one or more other tubes  40  on the upper carbon structure  36 . The tubes  40  on the upper structure and/or lower carbon structure  36 ,  38  may also differ in shape with respect to each other. For example, one or more tubes  40  may be hexagonal in shape while one or more other tubes  40  may have a different shape (e.g., circular, square, rectangular, heptagonal, octagonal, etc.). Likewise, the flanges  42  may differ in length and/or width on the upper and/or lower carbon structures  36 ,  38  with respect to one or more other flanges  42  on either the upper and/or lower carbon structures  36 ,  38 . The differences in tube shape, diameter size, flange length, widths, etc. may enable customization of the upper and lower carbon structures  36 ,  38  to account for different types and locations of impacts. 
       FIG. 3  is a partial cross-sectional view of an embodiment of a lateral energy absorption system  12 . As illustrated, the carbon structures  26  rest within side beams  20  and as explained above the carbon structures  26  and side beams  20  are offset from each other in direction  44 . For example, they may be stacked on top of each other. The carbon structures  26  and side beams  20  may also be laterally offset from each other in direction  70 . In this configuration, the lateral energy absorption system  12  enables the lower carbon structure  38  and lower side beam  34  to begin absorbing a side impact before the upper carbon structure  36  and upper side beam  32 . In other words, the upper and lower carbon structures  36 ,  38  and side beams  32 ,  34  may operate as a crumple zone, with the lower carbon structure  38  and the lower side beam  34  absorbing energy and crumpling before the upper carbon structure  36  and upper side beam  32 . The upper and lower carbon structures  36 ,  38  and side beams  32 ,  34  may be offset from each other a distance  72 . The offset distance  72  may depend on the type of impact and the relative strengths and energy absorbing abilities of the upper and lower carbon structures  36 ,  38 . 
     In addition to offsetting the upper and lower carbon structures  36 ,  38 , the upper and lower carbon structures  36 ,  38  may have different energy absorbing properties. For example, the lower carbon structure  38  may define a length  74  and a maximum width  76  while the upper carbon structure  36  may define a length  78  and a maximum width  80 . As illustrated, the maximum thickness  76  of the lower carbon structure  38  is less than the maximum thickness  80  of the upper carbon structure  36 . This difference may make the lower carbon structure  38  weaker than the upper carbon structure  36 . Accordingly, the length  74  of the lower carbon structure  38  may be greater than the length  78  of the upper carbon structure  36  in order for the lower carbon structure  38  to be the first to absorb energy from an impact. Once the lower carbon structure  38  and lower side beam  34  crumple the offset distance  72  the upper carbon structure  36  and upper side beam  32  join the lower carbon structure  38  and lower side beam  34  in absorbing energy from the impact. Supporting the upper carbon structure  36  and upper side beam  32  are crossbeams  24  that extend through the vehicle  10 . As illustrated, the crossbeams  24  support the upper carbon structure  36  and upper side beam  32 , which accommodates the current position of the battery  18 . However, in some embodiments the lateral energy absorption system  12  may include crossbeams  24  that support the lower carbon structure  38  or crossbeams  24  that support a combination of the upper and lower carbon structures  36 ,  38 . 
     In some embodiments, the positions of the upper and lower carbon structures  36 ,  38  may switch (e.g., the stronger carbon structure may be positioned below the weaker carbon structure with respect to the direction  44 ). In still other embodiments, there may be additional carbon structures  26 . For example, the lateral energy absorption system  12  may include additional carbon structures and side beams  20  (e.g., 1, 2, 3, 4, 5 or more) that stack above, below, or between the current upper and lower carbon structures  36 ,  38  and side beams  32 ,  34 . The addition of these carbon structures and side beams  20  may form additional crumple zones during a side impact. Each of these side beams  20  and carbon structures  26  may differ with respect to each other in absorbing energy enabling the lateral energy absorption system  12  to incrementally increase energy absorption during an impact. The gradually absorption of energy may further protect vehicle occupants by reducing acceleration during a collision. 
     In some embodiments, one or more of the carbon structures may independently form a crumple zone by tapering the carbon structure. As illustrated, the upper carbon structure  36  defines a first end  82  having the maximum or first width  80  and a second end  84  having a second width  86 . Between the first and second ends  82  and  84 , the upper carbon structure  36  tapers at an angle  88 . The angle  88  may vary to facilitate crumpling of the upper carbon structure  36 . This taper facilitates progressive energy absorption by the upper carbon structure  36  because the upper carbon structure  36  decreases in strength in direction  70 . In other words, during an impact the upper carbon structure  36  may progressively absorb more energy from the second end  84  to the first end  82  (e.g., operate as an independent crumple zone). The greater the angle  88  the faster the upper carbon structure  36  crumples during an impact and correspondingly may reduce acceleration of the vehicle occupants. In contrast decreasing the angle  88  may enable the upper carbon structure  36  to resist crumpling and absorb more energy. 
     The lower carbon structure  38  may similarly have a taper between a third end  90  and a fourth end  92 . As illustrated, the third end  90  has the width  76  and the fourth end  92  has a width  94 . Between the third and fourth ends  90  and  92  the lower carbon structure  38  tapers at an angle  96 . The angle  96  may vary to facilitate crumpling of the lower carbon structure  38 . The greater the angle  96  the faster the lower carbon structure  38  crumples during an impact. In contrast decreasing the angle  96  may enable the lower carbon structure  38  to resist crumpling. This taper facilitates progressive energy absorption by the lower carbon structure  38  from the fourth end  92  to the third end  90 . In other words, changing the angles  88  and  96  enables customization of the upper and lower carbon structures  36 ,  38  to account for different kinds of impacts. 
       FIG. 4  is a partial top view of a vehicle  10  with a lateral energy absorption system  12 . As explained above, the lateral energy absorption system includes one or more carbon structures  26  within one or more side beams  20 . To provide additional lateral support between sides  16  of the vehicle  10 , the lateral energy absorption system  12  may include one or more crossbeams  24  that couple to and extend between side beams  20  on opposite sides of the vehicle  10 . For example, the lateral energy absorption system  12  may include 1, 2, 3, 4, 5, or more crossbeams  24  between the side beams  20 . The crossbeams  24  may be made out of steel, aluminum, carbon, or a combination thereof. In other words, one or more crossbeams  24  may be made out of steel and one or more crossbeams  24  may be made out of aluminum. In some embodiments, the crossbeams  24  may be completely made out of a carbon (i.e., layers of carbon sheets in a resin) or a steel or aluminum crossbeam  24  may include a carbon structure inside (e.g., similar to the discussion above with respect to the side beams  20 ). In embodiments where one or more crossbeams  24  is made out of carbon or includes carbon structure inside, the crossbeams  24  may include tapers that facilitate gradually energy absorption. The tapers may start/begin at the center of the crossbeams  24  and gradually taper down until both sides of the crossbeam  24  until they contact the side beams  20 . In other embodiments, the tapers may begin at the ends of the crossbeam  24  and taper down towards the center of the cross-beam. As explained above, the gradual absorption of energy by the lateral energy absorption system  12  may reduce the shock of an impact and the associated acceleration of vehicle occupants. 
       FIG. 5  is a partial perspective view of a vehicle  10  with a lateral energy absorption system  12 . As illustrated, the crossbeam  24  couples to one or both of the side beams  20 . In  FIG. 5 , the side beam  20  couples to the upper side beam  32  to accommodate the battery  18 . However, in some embodiments, the crossbeam  24  may couple to the lower side beam  34 . In some embodiments, the crossbeams  24  may include enlarged ends  120  that couple to the crossbeam  24  and the side beam  20 . As illustrated, the ends  120  have a larger cross-section than the rest of the crossbeam  24  increasing the contact area with the side beam  20 . The ends may also form a taper  122 . The taper  122  on the crossbeam  24  may form another crumple zone enabling the crossbeam  24  to gradually absorb energy from the side beams  20 . 
     While several embodiments and arrangements of various components are described herein, it should be understood that the various components and/or combination of components described in the various embodiments may be modified, rearranged, changed, adjusted, and the like. For example, the arrangement of components in any of the described embodiments may be adjusted or rearranged and/or the various described components may be employed in any of the embodiments in which they are not currently described or employed. As such, it should be realized that the various embodiments are not limited to the specific arrangement and/or component structures described herein. 
     In addition, it is to be understood that any workable combination of the features and elements disclosed herein is also considered to be disclosed. Additionally, any time a feature is not discussed with regard in an embodiment in this disclosure, a person of skill in the art is hereby put on notice that some embodiments of the invention may implicitly and specifically exclude such features, thereby providing support for negative claim limitations. 
     Having described several embodiments, it will be recognized by those of skill in the art that various modifications, alternative constructions, and equivalents may be used without departing from the spirit of the invention. Additionally, a number of well-known processes and elements have not been described in order to avoid unnecessarily obscuring the present invention. Accordingly, the above description should not be taken as limiting the scope of the invention.