Patent Abstract:
A body on frame vehicle includes a SORB impact load management system including front blocker structures for limiting transfer of the SORB impact loads from being transferred to the passenger compartment area. A SORB impact load transfer apparatus in the form of a cable extends between the front end horns of the side rails of the frame to transfer SORB impact loads from the impacted side across the vehicle frame. In a second embodiment of the impact load transfer apparatus, the ends of the cables are coupled to the front sides of the front blocker structures and the cable is routed through the front end horns of the side rails of the frame to transfer SORB impact loads from the impacted side across the vehicle frame.

Full Description:
BACKGROUND 
       [0001]    It is generally known to provide a vehicle including a vehicle frame assembly of any known or appropriate type such as a unitary body on frame assembly. It is also generally known to provide a vehicle including various structures for improving the performance of the vehicle during a variety of types of impacts to the vehicle. The performance of a vehicle and its various structures, assemblies and components from an impact may be assessed using a variety of crash tests and analytical methodologies. 
         [0002]    A frontal crash having a relatively small amount of overlap or offset may be designed to attempt to replicate what may happen when only a relatively small portion of the front corner of a vehicle collides with another object like a vehicle, tree, utility pole or the like. One known industry test is the small overlap rigid barrier (SORB) test. In the SORB test, a vehicle travels at 40 mph toward a  5 -foot-tall rigid barrier and only the outer 25% of the vehicle width is impacted into the barrier. It is generally understood that most modern vehicles may be designed to have safety cages and other structures, assemblies and components for protecting the occupant compartment and built to help manage energy with controlled and limited deformation to the vehicle during a variety of impacts to the vehicle from most direction, including a head-on and overlap frontal crashes. The crush zones of the main body and frame structures are designed to manage the crash energy to reduce forces on the occupant compartment and its occupants. When a crash involves these structures, the occupant compartment may generally be protected from intrusion, and the airbags and safety restraints may perform to restrain and help protect vehicle occupants. 
         [0003]    Small overlap or offset frontal crashes primarily affect a vehicle&#39;s outer edges, which may not be directly protected by some of the primary crush-zone structures. In such a scenario, crash forces may go directly into the front wheel, suspension system and potentially the vehicle firewall and body including the passenger compartment. In a small overlap crash which does not engage the main structures of the vehicle it may be possible for the wheel to be forced rearward towards the passenger compartment of the body of the vehicle. 
         [0004]    Even though such crush-zone and body (or cab) on frame type structures have been known and have some certain advantages, there remains a continuing and significant need to provide improved impact or crush performance structures with optimized structural efficiencies including lower cost and improved performance. There remains a significant a need to address and improve the SORB impact performance of a vehicle and to develop alternative designs and components which improve the IIHS SORB structural and overall rating performance. In particular, there remains a continuing and significant need to provide additional improved SORB impact performance in a vehicle that will include better managing the impact forces for reducing intrusion of the forward structures. 
     
    
     
       DRAWINGS 
         [0005]      FIG. 1  is an overhead graphic view of a small overlap rigid barrier (SORB) frontal crash test simulation including a vehicle. 
           [0006]      FIG. 2  is a partial, perspective graphic view of a vehicle including a front blocker structure and impact load transfer system according to an exemplary embodiment of the present disclosure. 
           [0007]      FIG. 3  is a perspective graphic view of a front blocker structure and load transfer system according to an exemplary embodiment of the present disclosure. 
           [0008]      FIG. 4  is a partial, perspective graphic view of a vehicle frame including the load transfer system according to an exemplary embodiment of the present disclosure. 
           [0009]      FIG. 5  is a partial, perspective graphic view of the exemplary embodiment of  FIG. 4 . 
           [0010]      FIG. 6  is an alternate partial, perspective graphic view of a vehicle frame including a front blocker structure and impact load transfer system according to the exemplary embodiment of  FIG. 3 . 
           [0011]      FIG. 7  is a partially exploded, perspective view detailing the components of the front blocker structure of  FIG. 6 . 
           [0012]      FIG. 8  is an alternate partial, perspective graphic view of the exemplary embodiment of  FIG. 6  detailing the integration of the front blocker structure with the side frame rail of the vehicle frame. 
           [0013]      FIG. 9  is a graphic section view of the exemplary embodiment of the blocker structure of  FIG. 5  taken along the line  9 - 9  shown therein. 
           [0014]      FIG. 10  is a partial, graphic section view of the exemplary embodiment of the blocker structure of  FIG. 8  taken along the line  10 - 10 . 
           [0015]      FIG. 11  is a partially exploded, perspective view detailing the components of a front blocker structure of an exemplary embodiment of the present disclosure. 
           [0016]      FIG. 12  is a partial, perspective graphic view of a vehicle frame including an alternate version of the impact load transfer system innovation according to an alternate exemplary embodiment of the present disclosure. 
       
    
    
     DETAILED DESCRIPTION 
       [0017]    Referring in general to all of the Figures and in particular to  FIGS. 2 through 12 , there is disclosed in an exemplary embodiment of an impact load transfer system incorporated in a vehicle  1 . The vehicle  1  may include wheels  2  for providing mobility to the vehicle  1  as is well known. The wheels  2  may include tires  3  and rims  4 . The vehicle  1  may include a vehicle frame  10  and a cab or body  7  as best shown in  FIG. 2 . Accordingly, the vehicle  1  has a cab (or body) on frame construction such as may be known for use as a pickup, sport utility, cross-over, truck type vehicle. The vehicle  1  further includes a bumper or impact absorber  6  located at the car forward end of the vehicle  1 . Referring now with particular reference to  FIG. 4 , it may be observed that the vehicle frame  10  may include right-side and left-side side beams, frame rails or members  11  and  12 , respectively, as may be generally known for a body on frame type vehicle  1 . It should be noted that the frame side rails  11  and  12  generally extend in a direction aligned with the car forward direction of vehicle  1  is identified by the directional arrows on the left side of  FIGS. 2 and 4  and may either be referred to first or second side frame rails. 
         [0018]    The vehicle frame  10  may further include a plurality of cross members for coupling the left and right (or first and second) side rail frame members  11  and  12 , respectively. A first cross frame member  13  is located proximal the car forward direction and the front wheels  3  and may extend between the left-side frame rail  11  and the right-side frame rail  12 . A second cross frame member  14  also extends between the left-side frame rail  11  and the right-side frame rail  12  at a location rearward of the cross frame member  13  and generally aligned with and proximal the wheels  2  of the vehicle  1 . A third cross frame member  15  extends between the left-side frame rail  11  and the right-side frame rail  12  and generally distal the second cross frame member  14  in a vehicle rearward direction and generally aligned under the body or passenger compartment  5  of the vehicle  1 . The cross frame members  13 ,  14  and  15  extend longitudinally aligned with the cross-car direction and are welded or coupled to the left-side frame rail  11  and the right-side frame rail  12  using any known or appropriate structure or process. 
         [0019]    The vehicle frame  10  may further include left-side and right-side body mount brackets  16  and  17 , respectively, located proximal the second and third cross frame members  14  and  15 , respectively, and coupled to the left-side and right-side side frame rails  11  and  12 , respectively as best shown in  FIG. 4 . Each of the body mount brackets  16  and  17  may include a passage or hole for receiving a post or other extension member of the body  7  for coupling the body  7  to the vehicle frame  10 . The vehicle frame  10  may further include a pair of left-side and right-side shock tower brackets  31  and  32 , respectively, located proximal the wheels  2  and between the first and second cross frame members  13  and  14 , respectively, and coupled to the left-side and right-side side frame rails  11  and  12 , respectively. The left-side and right-side shock tower brackets  31  and  32  may each include a passage or hole receiving a poster other extension member of the body  7  for coupling the body  7  to the vehicle frame  10 . The vehicle frame  10  may further include left-side and right-side front impact absorber or bumper mount brackets  21  and  22 , respectively, coupled to the car forward horns or ends of the left-side and right-side side frame rails  11  and  12 , respectively. The vehicle frame  10  and its various components may be preferably made from a high strength and/or ultra-high strength steel and may be coupled together using known or appropriate fastening or coupling structure or process, including in particular a metal inert gas (MIG) welding process. 
         [0020]    The vehicle frame  10  may further include left-side and right-side front blocker structures  100  and left-side and right-side rear blocker structures  200  coupled to the left side and right side frame members  11  and  12 , respectively. The front blocker structures  100  are coupled to the side frame rails  11  and  12  at a location car forward and proximal the wheels  2 . The left side vehicle frame rail  11  includes a first hole or passage  41  and the left side wall of the frame rail  11  includes a second hole or passage  51  in the right side wall of the frame  11  as best shown in  FIG. 8 . The front blocker structure  100  is located in and extends through the first passage  41  and the second passage  51 . The front blocker structure  100  extends in a direction substantially aligned with the cross car direction (which is normal or perpendicular to the car forward direction) and outward from the frame rail  11  such that in a small overlap frontal impact (where the impact is less than 25% of the vehicle width (see FIG.  1 )), the front blocker structure  100  will be impacted before the wheel  2 . Since the front blocker structure  100  is coupled to the left side vehicle frame rail  11 , at least a portion of the energy of the small overlap impact will be transferred to the left side frame rail  11  and therefore not transferred to the wheel  2 . Since there is less energy transferred to the wheel  2 , there will be less energy to move the wheel  2  toward the body  7  of the vehicle  1  and therefore there will be less intrusion of the occupant compartment  5 . Accordingly, it may be appreciated that the front blocker structures  100  may function to limit, and to control and guide the movement of the wheel  2  during an small overlap rigid barrier impact to the vehicle  1 . 
         [0021]    Referring with particular reference to  FIGS. 7 through 10 , the details of the front blocker structure  100  are shown. In particular, the front blocker structure  100  includes a base member  110  and an extension member  120 . The front blocker structure  100  may also include, in one particular exemplary embodiment, a body mount bracket or base member  150  coupled to the base member  110 . The body mount bracket  150  may preferably be a stamped high strength or ultrahigh strength steel material that includes a generally planar middle portion  151  and depending or folded legs  156 . The middle portion  151  and the legs  156  may preferably be sized to correlate with the outer perimeter of the base member  110 . The mounting bracket  150  includes a first end  152  and a second end  153  as best shown in  FIGS. 6 and 7 . The mounting bracket  150  may further include an opening, hole or passage  155  in the planar middle portion  151 . The hole  155  may preferably be aligned with the hole  115  in the base member  110  and the passage  145  in the extension member  120  as best shown in  FIG. 9 . In one exemplary embodiment according to the present disclosure, the distal ends of the legs  156  may be welded to the outer periphery of the base member  110  using a MIG welding process. 
         [0022]    In one particular exemplary embodiment, the base member  110  of the front blocker structure  100  may be a generally tubular structure made from a high strength or ultrahigh strength steel using a stamping, forming and welding process or any other known and appropriate process for producing an object from such material. The base member  110  includes a first end  112  and a second end  113  and has a generally longitudinal extent there between defining a generally longitudinal axis. The base member  110  has a generally rectangularly shaped cross-section in a direction perpendicular to the longitudinal axis but may have other known and appropriate cross-section shapes. The base member  110  has a generally tubular shape including a cavity, chamber or passage  111  extending from the first end  112  to the second end  113 . The base member  110  further includes a plurality of holes or passages  116  in its upper and lower surfaces and located proximal the end  112 . The base member  110  is coupled by welding to the left side frame rail  11 , as best shown in  FIGS. 8 and 9 . 
         [0023]    The base member  110  of the front blocker structure  100  is welded to the holes  41  and  51  in the left side frame rail  11 . The end  113  of the base member  110  may extend inboard of the left side frame rail  11  in the cross car direction a sufficient amount such that a MIG weld may be formed around the entire perimeter of the base member  110  and the opening hole  51  of the left side frame rail  11 . Similarly, a MIG weld may be formed around at least a portion of (or alternatively the perimeter of the base  110  and the opening hole  41  of the left side frame rail  11  to securely couple the base member  110  of the front blocker structure  100  to the vehicle frame  10 . Alternatively the weld may be of any known or appropriate type and may be formed around the entire perimeter of the openings  41  and  51 . The base member  110  further includes an opening or hole or passage  115  in the upper surface and located between the first end  112  and the second end  113 . The base member  110  further includes an opening or hole or passage  117  in the lower surface and located between the first end  112  and the second end  113  and the hole  117  is generally aligned and overlapping with the hole  115  to provide the ability for a structure (such as a mounting post of the body  7 ) and assembly tools to pass through the components of the base member  110 . 
         [0024]    The front blocker structure  100  may further include the extension member  120  which may be coupled to the base member  110 . In one particular exemplary embodiment according to the present disclosure, the extension member  120  may include a first or bottom portion  130  and a second or upper portion  140  as best shown in  FIGS. 7 through 10 . The extension member  120  may be preferably coupled to the first end  112  of the base member  110  using any known or appropriate type of removable coupling, such as the fasteners  160 . The extension member  120  has a generally longitudinal extent from a first end  122  to a second end  123 . The extension member  120  has a generally tubular construction including a generally longitudinal axis and having a generally rectangularly shaped cross section in a direction perpendicular to the longitudinal axis of the extension member  120 . Notably differing from the base member  110  which has a generally constant cross-section in a direction perpendicular to its longitudinal axis, the extension member  120  has a generally varying sized cross-section in a direction perpendicular to its longitudinal axis. The extension member  120  may have either a constant or a varied size cross-section (or a combination thereof) in a direction perpendicular to its longitudinal axis. Accordingly, the extension member  120  may include a generally hollow passage or chamber  121  extending from the first end  122  to the second end  123 . The outer perimeter of the first end  122  of the extension member  120  may preferably be sized and shaped to be quickly and securely received in the passage  111  of the base member  110 . 
         [0025]    The first or bottom portion  130  of the extension member  120  may be formed from a high strength or ultrahigh strength steel in a stamping procedure to include a first surface  131  having a generally planar extent and including a pair of depending side extensions  134  and  137 . The width of the first surface  131  varies between the first end  122  and the second end  123  of the bottom portion  130 . The second or upper portion  140  of the extension member  120  may also be formed from a high strength or ultrahigh strength steel in a stamping procedure to include a first surface  141  having a generally planar extent and including a pair of depending side extensions  144  and  147  having complementary shapes to the depending side extensions  134  and  137  of the bottom portion  130 . Since the depending side portions  144  and  147  overlap with at least a portion of the depending side extensions  134  and  137  of the bottom portion  130 , the first surface  131  of the bottom portion  130  generally has the matching shape to the first surface  141  of the upper portion  140  but may be slightly larger. Accordingly, the extension member  120  may be assembled by producing the bottom portion  130 , the top portion  140  and coupling the portions together and then welding them using a MIG welding or similar process. 
         [0026]    In one exemplary embodiment according to the present disclosure, the first surface  141  of the upper portion  140  may include a passage or opening  145  extending from the first end  122  and toward the second end  123 . The opening  145  in the upper surface  141  of the upper or top portion  140  of the extension member  120  overlaps with at least a portion of the openings  115  and  117  in the upper and lower surfaces, respectively, of the base member  110 . Accordingly, as may be best seen in  FIG. 9 , the mounting post eight of the body  7  is may extend through openings in the base member  110  and the extension member  120  so the body  7  may be secured to the vehicle frame  10 . 
         [0027]    In one exemplary embodiment according to the present disclosure, the first surface  141  of the upper portion  140  may include holes  146  to be aligned with the holes  116  of the base member  110  when the first end  122  of the extension member  120  is received in the passage  111 . Similarly, the first surface  131  of the bottom portion  130  may include holes  136  to be aligned with the holes  116  of the base member  110  and the holes  146  of the upper portion  140  when the first end  122  of the extension member  120  is received in the passage  111  of the base member  110 . Accordingly, the extension member  120  may be coupled to the base member  110  using fasteners  160  which may be secured using nuts  161  which may be MIG or projection welded to the outer surface of the base member  110  once the fasteners  160  are inserted through the holes  146 ,  116  and  136  of the respective components and the nuts  161  are tightened. Accordingly, the design and construction of the front blocker structure  100  according to the present disclosure provides a bolt on extension member  120  to the base member  110  that may allow for more flexible assembly options. 
         [0028]    In one exemplary embodiment according to the present disclosure, the front blocker structure  100  may further include a body mounting pad, support, member or structure  170  coupled to the body mount bracket  150 . The body mounting support  170  may include a passage  172  extending through the body mounting support  170  and aligned with the hole  155  of the body mounting bracket  150 . The body mounting support  170  may include any known or appropriate material and may preferably be made from an appropriately resilient yet sufficiently strong material for securely mounting the body  7  to the vehicle frame  10  while also helping to properly insulate the occupant compartment  5  of the body  7  from forces transferred form the vehicle frame  10 . 
         [0029]    In one particular exemplary embodiment according to the present disclosure, the extension member  120  may be coupled to the base member  110  at any appropriate time during the vehicle assembly process. In one exemplary embodiment, the extension member  120  may be coupled or assembled to the base member  110  during the manufacturing and assembly of the vehicle frame  10 . In one particular exemplary embodiment according to the present disclosure, the extension member  120  may be separately produced from the production of the vehicle frame  10  and assembled to the vehicle frame  10  at any time prior to the body  7  being assembled to the vehicle frame  10 . More particularly, the extension member  120  may be assembled to the vehicle frame  10  after the vehicle frame  10  has been produced and transported to the vehicle assembly plant where the body  7  may be assembled to the vehicle frame  10 . 
         [0030]    In one exemplary embodiment according to the present disclosure, the production of the vehicle frame  10  and the assembly of the vehicle  1  may include the process step of assembling the extension member  120  of the front blocker structure  100  to the base member  110  after the vehicle frame  10  has been transported to the assembly plant form the vehicle frame product plant or location. As indicated, the extension member  120  is coupled to the base member  110  using fasteners  160 . In this manufacturing scenario, it is possible to produce the vehicle frames  10  including the base members  110  welded to the side frame rails  11  and  12  in a first vehicle frame manufacturing or production location and then ship the vehicle frames  10  to another location such as a vehicle assembly plant. The vehicle frames  10  may be stacked vertically and then the stacks of vehicle frames  10  may be loaded on a rail car or other carrier for shipping between locations. To reduce the costs of shipping it is desirable to have the stacks of vehicle frames  10  located as closely as possible together. In this particular exemplary embodiment, it should be appreciated that since vehicle frame  10  is shipped without the extension member  120  coupled to the base member  110  there will be no loss in the shipping density of the stacks of vehicle frames  10  on the rail car. Accordingly, in the present exemplary embodiment, the base members  110  are welded to the side frame members  11  and  12  during the assembly and production of the vehicle frame  10  and the base members  110  are sized such that the first end  112  of the base member  110  extends outboard of the side frame members  11  and  12  only a limited distance such that multiple vehicle frames  10  may be stacked for shipping to the vehicle assembly plant without any loss to the stacking density of the stacks of vehicle frames  10  as compared to the stacking density of the stacks of vehicle frames before the inclusion of the front blocker structure  100  according to the present disclosure. The same principles may also be applied to the other blocker structures of the exemplary embodiments of the present disclosure. 
         [0031]    In one alternate exemplary embodiment according to the present disclosure, it may be noted that it is possible for both the base member  110  and the extension member  120  to be assembled to the vehicle frame  10  at the vehicle assembly plant after the vehicle frames  10  have been shipped to the vehicle assembly plant without any loss in the stacking density of the vehicle frames  10 . In one alternate exemplary embodiment, the vehicle frame  10  may be produced with the multiple openings  41  and  51  in the side frame rails  11  and  12  and then the base members  110  may be coupled to the side frame rails  11  and  12  at the vehicle assembly plant. This alternate construction and method of production for the front blocker structure  100  has particular utility when a one-piece front blocker structure may be desired. 
         [0032]    Referring now in particular to the alternate exemplary embodiment of the present disclosure of  FIGS. 2 and 11 , there is disclosed a front blocker structure  180 . The front blocker structure  180  may generally be similar in overall construction and application as the front blocker structure  100 . The front blocker structure  180  may include a base member  110 , a body mounting bracket  150  and a body support mount  170  that are generally the same as the front blocker structure  100 . The front blocker structure  180  may include an extension member  190  having a unique construction as compared to the extension member  120  of the blocker structure  100 . 
         [0033]    The extension member  190  has a generally rectangular design and generally extends longitudinally and includes a longitudinal axis. The extension member  190  may include a first end  192  including an opening or passage  195  extending distally from the end  192  in a manner similar to the opening  145  in the end  122  of the extension member  120 . The extension member  190  may further include holes  196  located distally from the end of the opening  195 . The holes  196  may be distally located to be aligned with the holes  116  of the base member  110  when the end  192  of the extension member  190  is received in the passage  111  of the base member  110 . The holes  196  may be located in sized appropriately to receive the fasteners  160  for coupling, or bolting on, the extension member  190  to the base member  110 . The extension member  190  may include a car forward side  188  including an angle  182  from which and angled portion  185  extends and a car rearward side  189  including an angle  183  from which the angled portion  185  extends toward the end  191 . The end  191  of the extension member  190  includes a lower portion  193  which is folded from the bottom surface of the extension member  190  and extends upward and an upper portion  194  which is folded from the top surface of the extension member  190  and extends downward as best shown in  FIG. 11 . In one exemplary embodiment of the present disclosure, the extension member  190  may preferably be produced as a single piece of high strength or ultrahigh strength sheet metal that may be stamped, punched, folded and formed into the shaped extension member  190  and including a seam  181 . 
         [0034]    While the vehicle  1  of the present disclosure is shown as including both front blocker structures  100  and rear blocker structures  200 , it should be understood that it is possible to include either and/or both of the blocker structures on the vehicle as may be desired or appropriate for managing the crash forces and movement of the wheel and tire during a small overlap frontal impact to the vehicle  1  to limit the transfer of impact forces toward the passenger compartment  5  and its related structures. Generally, the rear blocker structure  200  may be designed and constructed in a manner similar to the front blocker structure  100 . The rear blocker structure  200  may be coupled to the left-hand and right-hand side frame rail members  11  and  12 , respectively, of the vehicle frame  10 . The left-hand frame rail member  11  may again include the opening  41  in which and end of the rear blocker structure  200  may be inserted and passed through the left-hand frame rail member  11 . The end of the rear blocker structure  200  may be coupled to the left-hand frame rail  11  using a MIG welding process. Referring now in particular to  FIGS. 2 through 5  and  12 , there is disclosed in more detail the rear blocker structure  200  according to an exemplary embodiment of the present disclosure. 
         [0035]    The rear blocker structure  200  may include a base member  210  which is shown in phantom lines in  FIG. 12  to better show the coupling of an extension member  230  of the blocker structure  200  to the base member  210 . The base member  210  includes an end  212  and has a generally square cross-section tubular shape including an opening or passage  211  extending between the ends of the base member  210 . The base member  210  extends longitudinally and may include a bend or angle  205  along its longitudinal axis. The bend  205  is located outboard of the side of the left-hand frame rail  11  and aligns the end  212  of the base member and therefore the extension member  230  in a direction to avoid interfering with the envelope of the wheel  2  defined by the movement of the wheel  2  during normal operation of the vehicle  1 . The extension member  230  may be a generally rectangular or square cross-section tubular shaped member including a passage extending from a first end  231  to a second end  232  which is inserted in the passage  211  of the base member  210 . The extension member  230  may generally have any shaped cross-section appropriate for the noted application. The extension member  230  may have a generally longitudinal extent including a longitudinal axis. The extension number  230  includes a first portion including a first portion of the longitudinal axis and a second portion including a second portion of longitudinal axis. The first portion may be angularly offset from the second portion by a bend  235 . Accordingly, the longitudinal axis of the first portion may also be angularly offset from the longitudinal axis of the second portion. The sizes and angles of the first and second portions and the bend  235  are selected to locate the second blocker structure  200  proximal the envelope of the wheel  2  so that the second blocker structure  200  is only engaged by the wheel  2  due to an impact to the vehicle  1  causing the wheel  2  to be moved toward and engage the rear blocker structure  200  which, being coupled unanchored in the frame rail  11 , limits the movement of the wheel  2  toward the passenger compartment  5  of the body  7 . 
         [0036]    The base member  210  and the extension member  230  each may include holes (not shown) for receiving the bolts or fasteners  260  for coupling or bolting on the extension member  230  to the base member  210 . Similar to the front blocker structure  100 , the bolt on feature and structure of the rear blocker structure  200  allows the extension number  230  to be coupled to the base member  210  at the vehicle assembly plant and therefore allows for the continued use of the existing vehicle frame  10  transportation resources and maintaining the existing vehicle frame  10  shipping density. The use of the bolt on extension member  230  to the base member  210  further allows for continued use of the suspension alignment units and the existing frame and pedestal lines in the vehicle assembly plant. The rear blocker  200  may include a clip or support located in the passage of the base member  210  for receiving the fasteners  260 . 
         [0037]    With particular reference now to  FIGS. 4 and 5 , the vehicle  1  of the present disclosure may include a small overlap impact load transfer system  500  for improving the managing and the transferring of the forces produced during a small overlap frontal impact to the vehicle  1 . In one particularly exemplary embodiment of the present disclosure, the small overlap impact load transfer system  500  may include a relatively high strength cable or any other known or appropriate similar tension member  501  according to the present disclosure having a first end coupled to the horn end of the side frame rail  11  and a second end of the cable  501  coupled to the horn end of the side frame rail  12  as best shown in  FIG. 4 . The horn ends of the first and second frame rails  11  and  12 , respectively, may each preferably include a passage  511  and  512 , respectively, for receiving and coupling or anchoring the ends of the cable  501 . 
         [0038]    In one exemplary embodiment according to the present disclosure, the cable  501  may preferably be coupled to the horn ends of the first and second frame rails  11  and  12 , using any known or appropriate anchoring mechanism. Once the cable  501  is installed and coupled to the first and second frame rails  11  and  12 , respectively, the cable  501  ties the horn ends of the first and second frame rails  11  and  12 , respectively, together so that a small overlap frontal impact to one front blocker  100 , coupled to one of the first and second frame rails, is transferred to the other of the first and second frame rails thereby transferring the energy of the impact to the other side of the vehicle frame  10  and ultimately into rotational movement of the structure of the vehicle frame  10  of the vehicle  1 . Additionally, the inclusion of the small overlap impact load transfer system  500  of the present disclosure is contemplated to have the benefit of having a minimal effect if the vehicle  1  experiences a full frontal impact. Further, the small overlap impact load transfer system  500  according to the present disclosure does not transfer any force from one horn end of a side frame rail to the other horn end of the other side frame rail such as may occur during a side impact to the front-end of the vehicle  1 . 
         [0039]    The ends of the cable  501  may be coupled or attached to the side frame rails  11  and  12  using any known or appropriate coupling or anchoring mechanism. In one particular exemplary embodiment according to the present disclosure, the ends of the cable  501  may include an eye hole for receiving a fastener or bolt for coupling the end of the cable  501  to the holes or passages  511  and  512  in the first and second side frame rails  11  and  12 , respectively. 
         [0040]    With particular reference to  FIGS. 2 ,  3 ,  6 ,  8 ,  10  and  12 , an alternate exemplary embodiment of the present disclosure includes a small overlap impact load transfer system  500  including a cable  501  that may have its ends coupled directly to the left and right side front blocker structures  100  and wherein the cable  501  is routed through passages  511  and  512  located distally in the horn ends of the first and second side frame rails  11  and  12 , respectively. The cable  501  of the current exemplary embodiment of the present disclosure may include a first portion  502  including an end  503  anchored to the left-hand side front blocker structure  100 . The cable  501  of the current exemplary embodiment of the present disclosure may also include a second portion  504  including an end  505  anchored to the right-hand side front blocker structure  100 . The first and second ends  503  and  505 , respectively, of the first and second portions  502  and  504 , respectively, of the cable  501  cable may be coupled to the front blocker structures  100  using any known or appropriate coupling or anchoring mechanism or device, similar to the prior embodiment. In the current exemplary embodiment, the passages  511  and  512  may include reinforcement or crush tube is located internally in the first and second side frame rails  11  and  12 , respectively, including hollow passages for receiving the cable  501 . It is contemplated that the coupling of the cable  501  to the passages  511  and  512  and/or the front blocker structures  100  may further include appropriate structures for reducing noise and vibrations while maintaining the performance of the small overlap impact load transfer system  500 . 
         [0041]    As may be appreciated from the above disclosure, the small overlap impact load transfer system  500  of the exemplary embodiments of the present disclosure only transfers the small overlap load impact forces from the one side frame rail to the other side frame rail in response to the small overlap frontal impact which engages the front blocker structure  100 . Accordingly, it should be appreciated that the cable  501  is strong in tension and is compliant in compression. 
         [0042]    Any numerical values recited herein or in the figures are intended to include all values from the lower value to the upper value in increments of one unit provided that there is a separation of at least 2 units between any lower value and any higher value. As an example, if it is stated that the amount of a component or a value of a process variable such as, for example, temperature, pressure, time and the like is, for example, from 1 to 90, preferably from 20 to 80, more preferably from 30 to 70, it is intended that values such as 15 to 85, 22 to 68, 43 to 51, 30 to 32 etc. are expressly enumerated in this specification. For values which are less than one, one unit is considered to be 0.0001, 0.001, 0.01 or 0.1 as appropriate. These are only examples of what is specifically intended and all possible combinations of numerical values between the lowest value and the highest value enumerated are to be considered to be expressly stated in this application in a similar manner. As can be seen, the teaching of amounts expressed as “parts by weight” herein also contemplates the same ranges expressed in terms of percent by weight. Thus, an expression in the Detailed Description of the Invention of a range in terms of at “‘x’ parts by weight of the resulting polymeric blend composition” also contemplates a teaching of ranges of same recited amount of “x” in percent by weight of the resulting polymeric blend composition.” 
         [0043]    Unless expressly stated, all ranges are intended to include both endpoints and all numbers between the endpoints. The use of “about” or “approximately” in connection with a range applies to both ends of the range. Thus, for example, “about 20 to 30” is intended to cover “about 20 to about 30”, inclusive of at least the specified endpoints unless otherwise stated. 
         [0044]    The use of the term “consisting essentially of” to describe a combination shall include the elements, ingredients, components or steps identified, and such other elements ingredients, components or steps that do not materially affect the basic and novel characteristics of the combination. The use of the terms “comprising” or “including” to describe combinations of elements, ingredients, components or steps herein also contemplates embodiments that consist essentially of the elements, ingredients, components or steps. By use of the term “may” herein, it is intended that any described attributes that “may” be included are optional. 
         [0045]    The disclosure of “a” or “one” to describe an element, ingredient, component or step is not intended to foreclose additional elements, ingredients, components or steps. Plural elements, ingredients, components or steps can be provided by a single integrated element, ingredient, component or step. Alternatively, a single integrated element, ingredient, component or step might be divided into separate plural elements, ingredients, components or steps. 
         [0046]    It is understood that the present description is intended to be illustrative and not restrictive. Many embodiments as well as many applications besides the examples provided will be apparent to those of skill in the art upon understanding the present disclosure. The scope of the claimed invention should, therefore, not be determined with limiting reference to the description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. Any disclosure of an article or reference, including patent applications and publications, is incorporated by reference herein for all purposes. Any omission in the following claims of any aspect of subject matter disclosed herein is not a disclaimer of such subject matter.

Technology Classification (CPC): 1