Patent Description:
Automotive manufactures are continuing to reduce the weight of passenger vehicles to meeting governmental regulations relating to fuel efficiency and emissions. Since the metal structure of the vehicle structure, e.g., the 'body-in white", typically forms a significant portion of the total weight of a vehicle, reducing the amount of steel employed in the vehicle structure can improve the fuel efficiency and emissions of the vehicle. However, reducing vehicle structure weight by substituting lighter materials, such as aluminum and plastics, for steel generally entails a trade-off with body stiffness, which is a key characteristic that influences vehicle dynamics, durability, and crashworthiness. Vehicle designers are therefore typically limited in the extent to which lightweight materials may be employed for weight in structures that contribute to stiffness of the vehicle structure. This generates a need for vehicle structures having reduced weight that do not adversely affect the dynamics, durability, and/or crashworthiness of the vehicle structure.

For example, <CIT> titled stepped honeycomb rocker insert discloses a rocker assembly, or an elongated beam, for a vehicle that includes an outer panel, a side sill and an insert disposed in a cavity. The insert includes a plurality of layers of reinforcements made up of hexagonal cells having interconnected walls defining a plurality of transversely extending open cells that define openings extending perpendicularly relative to the length of the rocker assembly. The plurality of layers of reinforcements may further include a first layer of cells assembled to the outer panel, a second layer of cells assembled to the side sill and a third layer of cells disposed between the first and second layers of cells. A wall thickness and bending strength of one of the plurality of layers of reinforcements is different than a wall thickness and bending strength of another of the plurality of layers of reinforcements. The insert is structured to deform progressively.

<CIT> titled impact test barrier discloses an impactor for a movable, deformable barrier, simulating an automobile, comprising an upright, solid backing support, a plurality of energy absorbing impact segments protruding from the support, each segment having an outer impact face and each comprising a plurality of layers of honeycomb having different crush strength characterized by increasing crush strength of successive layers from the outer impact face to the support, the layers being separated by and secured to perforate plates therebetween allowing air flow from a crushing layer to the succeeding layers when the layers are successively crushed and each impact segment having a thin vent layer of noncrushing slotted honeycomb adjacent the support for discharge of air from all of the segments as they are successively crushed. The layers in each segment are of essentially the same width and height. The layers in each segment, except for the vent layer, are individually precrushed sufficient to eliminate the initial compression load spike, and portions of the precrushed faces of the honeycomb layers have recesses resulting in reduced physical face area. The recesses are preferably formed by precrushing.

<CIT> titled cellular structures with fourteen-cornered cells discloses a cellular structure that may include a plurality of cells each cell of the plurality of cells having a fourteen-cornered cross section. The fourteen-cornered cross section may include fourteen sides and fourteen corners. Each cell may include a plurality of longitudinal walls extending between a top and a bottom of the cell, the longitudinal walls intersecting to create corners of the cell.

<CIT> titled honeycomb block discloses a honeycomb block that includes at least two layers of honeycomb elements. These layers can be of the same or different thickness. Each layer includes a middle part made up of the honeycomb cells, and two outer sheets delimiting the middle part. The honeycomb cell sizes can be the same or different for the layers. The specific combination of layer thicknesses and cell sizes depend upon the desired energy absorption properties which are to be imparted to the block.

<CIT> titled reinforced body in white and method of making and using the same discloses a structural body of a vehicle that includes a hollow metal component. The component includes walls that define a channel. The metal vehicle component has a metal component length. The metal vehicle component is selected from the group consisting of beam, rail, pillar, chassis, floor rocker, and cross-bar, combinations including at least one of the foregoing. A plastic reinforcement is included that has a honeycomb structure. The plastic reinforcement is located in the channel. The metal component can be a portion of the structural body of the vehicle.

Such energy absorbing devices, structural members, and vehicle bodies have generally been acceptable for their intended purpose. However, there remains a need in the art for improved energy absorbing devices, structural members, and vehicle bodies. The present disclosure provides a solution to this need.

A structural member for a vehicle body comprising a plate member; a facia member connected to the plate member, the facia member the plate member defining therebetween a cavity; and an energy absorbing device supported within the cavity, the energy absorbing device comprising a honeycomb body having a plurality of tubes stacked transversely with one another along a longitudinal axis, the honeycomb body comprising an inboard portion arranged along the longitudinal axis and having an inboard portion bending stiffness, and an outboard portion arranged outboard of the longitudinal axis and coupled to the inboard portion of the honeycomb body, the outboard portion having an outboard portion bending stiffness, wherein the outboard portion bending stiffness of the honeycomb body is greater than the inboard portion bending stiffness of the honeycomb body, wherein the inboard portion of the honeycomb body abuts the plate member.

A vehicle body comprising the structural member as described above, the structural member being selected from a group including a pillar, a floor rocker, a roof rail, and a rail extension, wherein the honeycomb body further comprises a first segment with a first segment bending stiffness, a second segment connected to the first segment and axially offset therefrom along the longitudinal axis, the second segment having an outboard portion bending stiffness that is greater than an outer portion bending stiffness of the first segment ; and a support member abutting the plate member at location adjacent to the first segment of the energy absorbing device, wherein no support member abuts the plate member at a location adjacent to the second segment of the energy absorbing device.

The following figures are exemplary implementations wherein the like elements are numbered alike.

During side impact the structural members forming the vehicle body, e.g., floor rockers, pillars, roof rails, and crossbars, typically absorb the majority energy associated with the impact. As mentioned above, it is desirable to reduce the weight of a vehicle without compromising the strength, durability, and/or crashworthiness of the vehicle body. Therefore, it is desirable to reduce the amount of metal forming the vehicle body while not sacrificing strength. Employed throughout the vehicle are structural members, e.g., roof rails, pillars, rockers, rail extensions, and/or crossbars, which are typically hollow and are formed from sheet metal. The thickness and shape of the sheet metal forming these hollow structures members is typically selected to provide strength sufficient for durability and crashworthiness of the vehicle. It has been discovered that the thickness of the sheet forming such structural members can be reduced, thereby reducing the weight of the structural member and hence the vehicle body formed by the structural member(s), while retaining the strength of the structural member by incorporating an energy absorbing device within the structural member.

In implementations described herein, structural members have supported therein energy absorbing devices members having polymeric bodies arranged for controlled crushing. The controlled crushing is provided by varying the bending stiffness within the depth of the energy absorbing device, e.g., in a direction orthogonal relative to the longitudinal axis of the energy absorbing device. More specifically, the energy absorbing devices are arranged such that the inboard portion of the honeycomb body included in the energy absorbing device crushes prior to the outboard portion of the honeycomb body. This causes the section force exerted by the honeycomb body to peak closer to the start of the impact than the end of the impact, and in certain implementations, prior to the loss of stiffness in the honeycomb member in response to an impact. This limits the acceleration imparted upon vehicle occupants and/or vehicle components carried within the interior of the vehicle body, limiting damage. In the case of electric and/or hybrid-electric vehicles carrying batteries below the vehicle floor, such energy absorbing devices can limit the tendency of the object responsible for the impact from intruding into the battery compartment, reducing (or eliminating entirely) the likelihood of damage to the battery as a consequence of the impact. As such, the overall weight of a vehicle can be reduced without reduction of strength or otherwise potentially limit the crashworthiness of the vehicle body.

In certain implementations energy absorbing devices described herein can have bending stiffness that varies along the longitudinal length of the energy absorbing member. For example, the energy absorbing device can have relatively low bending stiffness at locations where the energy absorbing member receives directly receives support from a crossbar or other structural member, and the energy absorbing member can have relatively high bending stiffness at longitudinal locations where the energy absorbing member is indirectly supported by the crossbar or other structural member. Such stiffness control allows the energy absorbing member to have be lightweight in comparison to energy absorbing members having uniform bending stiffness along the longitudinal length of the energy absorbing member. As such, the overall weight of a vehicle can be further reduced without reduction of strength or otherwise potentially limit the crashworthiness of the vehicle body.

The energy absorbing device includes a honeycomb body with a plurality if tubes stacked transversely with one another along a longitudinal axis. The honeycomb body includes an inboard portion and an outboard portion. The inboard axis is arranged along the longitudinal axis and has an inboard portion bending stiffness. The outboard portion is outboard of the inboard portion along the longitudinal axis, the outboard portion coupled to the inboard portion and having an outboard portion bending stiffness. The outboard portion bending stiffness is greater than the inboard portion bending stiffness.

The honeycomb body can include a plurality of transversely stacked tubes having a single cross-sectional shape. The cross-sectional shape can be selected from a group includes triangles, squares, hexagons, and circles. A depth defined by the plurality of tubes can be substantially uniform along a longitudinal span of the honeycomb body. It is also contemplated that a depth of the plurality of tubes defined by the cross-sectional shape can vary along the longitudinal span of the honeycomb body. Further, in accordance with certain implementations, the plurality of tubes of the honeycomb body can have two or more cross-sectional shapes. The cross-sectional shapes can be selected from the group including triangles, squares, hexagons, and circles. Depths of the two or more cross-sectional shapes can be uniform along the longitudinal span of the honeycomb body. Depths of the two or more cross-sectional shapes can vary along the longitudinal span of the honeycomb body.

The plurality of the tubes of the honeycomb body can have a y-rib or a vertical rib within an interior of the respective tube. In certain implementations the y-rib or the vertical rib can span the depth of the respective tube. In accordance with certain implementations the y-rib or the vertical rib can span one a portion of the depth of the respective tube. The depth the y-rib or the vertical rib extends within the plurality of tubes can be uniform along the longitudinal span of the honeycomb body. The depth the y-rib or the vertical rib extends within the plurality of tubes can vary along the longitudinal span of the honeycomb body.

The honeycomb body can have an intermediate portion coupling the inner portion of the honeycomb body to the outer portion of the honeycomb body. The intermediate portion can have an intermediate portion crush resistance, the intermediate portion crush resistance can be greater than the inner portion crush resistance, and the intermediate portion crush resistance can be smaller than the outer portion crush resistance. In certain implementations the intermediate portion crush resistance can be smaller than the inner portion crush resistance and the intermediate portion crush resistance can be greater than the outer portion crush resistance. In accordance with certain implementations the intermediate portion crush resistance can be constant along the longitudinal span of the honeycomb body. It is also contemplated that the intermediate portion crush resistance can vary varies along the longitudinal span of the honeycomb body.

The plurality of tubes forming one of the inner portion, the outer portion, and the intermediate portion of the honeycomb body can have a cross-sectional shape that is different from a cross-sectional shape of another of the inner portion, the outer portion, and the intermediate portion of the honeycomb body. For example, the plurality of tubes forming the inner portion of the honeycomb body can have a hexagonal cross-sectional shape, the plurality of tubes forming the intermediate portion of the honeycomb body have a hexagonal cross-sectional shape with a y-rib extending along a depth of the intermediate portion, and the plurality of tubes forming the outer portion of the honeycomb body can have a circular cross-sectional shape. In certain implementations the honeycomb body can be formed using an injection molding technique. In accordance with certain implementations the honeycomb body can be formed using an additive manufacturing technique.

A more complete understanding of the components, processes, and apparatuses disclosed herein can be obtained by reference to the accompanying drawings. These FIGS. (also referred to herein as "FIG. ") are merely schematic representations based on convenience and the ease of demonstrating the present disclosure, and are, therefore, not intended to indicate relative size and dimensions of the devices or components thereof and/or to define or limit the scope of the exemplary implementations. Although specific terms are used in the following description for the sake of clarity, these terms are intended to refer only to the particular structure of the implementations selected for illustration in the drawings, and are not intended to define or limit the scope of the disclosure. In the drawings and the following description below, it is to be understood that like numeric designations refer to components of like function.

Referring to <FIG>, a vehicle body <NUM> is shown. The vehicle body <NUM> defines an interior <NUM> and includes a plurality of structural members <NUM> one or more of which includes an energy absorbing device <NUM>. The plurality of structural members <NUM> are arranged about the interior <NUM> of the vehicle body <NUM> and the interior <NUM> of the vehicle body <NUM> is configured to carry vehicle occupants and various vehicle components. Among the vehicle components are a battery <NUM> (shown in <FIG>), which is carried within the vehicle body <NUM> in a battery compartment <NUM> (shown in <FIG>) located below the vehicle passenger compartment. In certain implementations the vehicle body <NUM> is a vehicle body for an electric or a hybrid--electric vehicle. However, as will be appreciated by those of skill in the art in view of the present disclosure, other types of vehicles can also benefit from the present disclosure, such as vehicles carrying internal combustion engines by way of non-limiting example.

With reference to <FIG>, the plurality of structural members <NUM> (shown in <FIG>) include a tunnel member <NUM>, a floor rocker <NUM>, and a crossbar <NUM>. The plurality of structural members <NUM> also includes a pillar <NUM>, a roof rail <NUM> (shown in <FIG>), and a rail extension <NUM>. The tunnel member <NUM> extends longitudinally along a length of the vehicle body <NUM> and along the centerline of the vehicle body <NUM>. The floor rocker <NUM> extends longitudinally along the vehicle body <NUM> and is substantially parallel to the tunnel member <NUM>. The crossbar <NUM> extends laterally across the vehicle body <NUM> and between the tunnel member <NUM> and the floor rocker <NUM>, the floor rocker <NUM> thereby supported by the crossbar <NUM> at longitudinal locations where the crossbar <NUM> abuts the floor rocker <NUM>. The rail extension <NUM> couples the floor rocker <NUM> to the pillar <NUM>, and the pillar <NUM> extends upwards from the rail extension <NUM> to couple the roof rail <NUM> with the floor rocker <NUM>. So connected the floor rocker <NUM>, the pillar <NUM> and the roof rail <NUM> extend about a door ring <NUM> disposed on a side of the vehicle body <NUM>. So disposed the floor rocker <NUM> is positioned to oppose side impacts to the vehicle body <NUM> and in this respect is configured with strength sufficient to absorb energy and resist intrusion into the interior <NUM> of the vehicle body <NUM> during side impact events, such as a side pole impact <NUM> (shown in <FIG>).

With reference to <FIG>, portions of the vehicle body <NUM> and the floor rocker <NUM> are shown. The floor rocker <NUM> is arranged laterally outboard of the tunnel member <NUM> (shown in <FIG>) and includes a plate member <NUM> and a facia member <NUM>. The crossbar <NUM> extends between the plate member <NUM> and the tunnel member <NUM> and is laterally supported thereby. The facia member <NUM> is connected to the plate member <NUM> such that the plate member <NUM> and the facia member <NUM> define between one another a cavity <NUM>. The energy absorbing device <NUM> is supported within the cavity <NUM>, e.g., with a fastener, a clip, a bracket, and/or an adhesive, along a longitudinal axis <NUM>. Although described herein in the context of the floor rocker <NUM> it is to be understood and appreciated that energy absorbing device <NUM> can also be employed in other structural members, such as one or more of the pillar <NUM> (shown in <FIG>), the roof rail <NUM> (shown in <FIG>), or the rail extension <NUM> (shown in <FIG>), as suitable for an intended application.

The longitudinal length of the structural members <NUM> (shown in <FIG>) is dependent upon the particular area of the vehicle body <NUM> within which the structural member <NUM> is employed, while the length of the energy absorbing device <NUM> is dependent upon the amount and location of entranced structural integrity in the energy absorbing member <NUM>. The energy absorbing member <NUM> can have a span commensurate with the longitudinal length of the structural member <NUM> or less than the longitudinal length of the structural member <NUM> (e.g., can be localized; i.e., disposed only in a specific location to attain enhanced structural integrity of that location). Desirably, to maximize the weight reduction, the energy absorbing member <NUM> is localized so as to add the minimum amount of weight needed to attain a desired structural integrity (e.g., a structural integrity that this greater than or equal to the standard metal component without the thinner walls). The energy absorbing device <NUM> can have a length of less than or equal to <NUM> meter, specifically, less than or equal to <NUM> millimeters, and more specifically, less than or equal to <NUM> millimeters. The length of the energy absorbing device <NUM> can be less than or equal to <NUM>% of the length of the structural member, specifically, less than or equal to <NUM>%, more specifically, less than or equal to <NUM>%, and yet more specifically, <NUM>% to <NUM>% of the length of the structural member (i.e., the structural member reinforced by the honeycomb body). For example, the energy absorbing device <NUM> can have a length of <NUM> millimeters to <NUM> millimeters, specifically, <NUM> millimeters to <NUM> millimeters, such as for use in a pillar or rail. In other implementations, the energy absorbing device <NUM> has a length of between about <NUM> millimeters and about <NUM> millimeters, specifically, <NUM> millimeters to <NUM> millimeters, such as for use in a floor rocker. The structural member <NUM> is a hollow metal element.

Some possible structural member material(s) include aluminum, titanium, chrome, magnesium, zinc, and steel, plastic (e.g., fiber reinforced plastic) as well as combinations comprising at least one of the foregoing materials. The thickness of the walls of the structural members <NUM> can all be the same or can be different to enhance stiffness in a desired direction. For example, one set of opposing walls can have a greater/lesser thickness than the other set of opposing walls. In some implementations, the structural members <NUM> have a wall thickness of less than or equal to <NUM> millimeters, specifically, <NUM> millimeters to <NUM> millimeters, and more specifically <NUM> millimeters to <NUM> millimeters. Generally, metal walls (e.g., floor rocker, rails, pillars, bumper beam, and so forth), have a wall thickness of greater than <NUM> millimeters. Therefore, the use of the energy absorbing device <NUM> enables reduction in wall thickness (of the structural component) of greater than or equal to <NUM>%, specifically, greater than or equal to <NUM>%, and even greater than or equal to <NUM>%.

With reference to <FIG>, the energy absorbing device <NUM> is shown. As shown in <FIG>, the energy absorbing device <NUM> generally includes a honeycomb body <NUM> having a plurality of tubes <NUM> stacked transversely with one another along the longitudinal axis <NUM>. The honeycomb body <NUM> has an inboard portion <NUM> (shown in <FIG>) with an inboard portion bending stiffness <NUM> (shown in <FIG>) and an outboard portion <NUM> (shown in <FIG>) with an outboard portion bending stiffness <NUM> (shown in <FIG>). The outboard portion <NUM> is arranged outboard of the longitudinal axis <NUM>. The inboard portion <NUM> is arranged inboard of the outboard portion <NUM>, is coupled to the outboard portion <NUM>, and in the illustrated implementation spans the longitudinal axis <NUM>. The outboard portion bending stiffness <NUM> of the outboard portion <NUM> is greater than the inboard portion bending stiffness <NUM> of the inboard portion <NUM>.

The plurality of tubes <NUM> extend laterally between an outboard face <NUM> and an inboard face <NUM> of the energy absorbing device <NUM>. More specifically, the plurality of tubes <NUM> span the honeycomb body <NUM> between the outboard face <NUM> of the honeycomb body <NUM> and the inboard face <NUM> of the honeycomb body <NUM>. The inboard face <NUM> of the honeycomb body <NUM> opposes the plate member <NUM> (shown in <FIG>) and the outboard face <NUM> of the honeycomb body <NUM> opposes the facia member <NUM> (shown in <FIG>). It is contemplated that inboard face <NUM> of the honeycomb body <NUM> further abut the plate member <NUM>, e.g., be in intimate mechanical contact therewith, for communication for force associated with the side pole impact <NUM> (shown in <FIG>) for energy absorption during the side pole impact <NUM> via crushing of the plurality of tubes <NUM> between the object impact and the plate member <NUM>.

As shown in <FIG>, the inboard profile <NUM> defined by the plurality of tubes <NUM> has a hexagonal shape <NUM> and the outboard profile <NUM> defined by the plurality of tubes has a hexagonal shape <NUM>. It is contemplated that wall thickness <NUM> of the honeycomb body <NUM> within the outboard portion <NUM> be greater than wall thickness <NUM> in the inboard portion <NUM> (shown in <FIG>), the wall thickness <NUM> imparting the outboard portion <NUM> with the outboard portion bending stiffness <NUM> (shown in <FIG>) greater than the inboard portion bending stiffness <NUM>. Such wall thickness variation can be accomplished, for example, by forming the energy absorbing device <NUM> from a polymeric material <NUM> using an injection molding technique.

The polymeric material <NUM> can include any thermoplastic material or combination of thermoplastic materials that can be formed into the desired shape and provide the desired properties, and may be filled or unfilled. Examples of suitable polymeric materials include thermoplastic materials as well as combinations of thermoplastic materials with metal, elastomeric material, and/or thermoset materials. Possible thermoplastic materials include polybutylene terephthalate (PBT); acrylonitrile-butadiene-styrene (ABS); polycarbonate; polycarbonate/PBT blends; polycarbonate/ABS blends; copolycarbonate-polyesters; acrylic-styrene-acrylonitrile (ASA); acrylonitrile-(ethylene-polypropylene diamine modified)-styrene (AES); phenylene ether resins; blends of polyphenylene ether/polyamide; polyamides; phenylene sulfide resins; polyvinyl chloride PVC; high impact polystyrene (HIPS); low/high density polyethylene (L/HDPE); polypropylene (PP); expanded polypropylene (EPP); and thermoplastic olefins (TPO). For example, the plastic material can include a Noryl GTX® thermoplastic resin or a Xenoy® synthetic resin, each available from SABIC Global Technologies of Bergen op Zoom, Netherlands. The polymeric material <NUM> can also include combinations comprising one or more of the above-described polymeric materials.

With reference to <FIG> and <FIG>, crushing sequences and section force vs time plots are shown for the energy absorbing device <NUM> and an energy absorbing device <NUM> having uniform bending stiffness through its depth. As shown on the left-hand side of <FIG> (relative to the top of the drawing figure), tubes forming the energy absorbing device <NUM> crush from both an outboard surface <NUM> and an inboard surface <NUM> towards the center of the energy absorbing device <NUM>. This causes the section force exerted by the energy absorbing device <NUM> to be relatively consistent between times T<NUM> and T<NUM> as the tubes forming the energy absorbing device <NUM> crush from both inboard face <NUM> and the outboard face <NUM> toward the center <NUM> of the energy absorbing device <NUM>, as shown in <FIG> with the section force trace <NUM>.

In contrast, as shown on the right-hand side of <FIG> (relative to the top of the drawing figure), the energy absorbing device <NUM> crushes from the inboard face <NUM> toward the outboard face <NUM> of the energy absorbing device <NUM>. This causes the energy absorbing device <NUM> to exert section force responsive to the side pole impact <NUM> where section force peaks shortly after the beginning of the impact event, as shown in <FIG> with a trace <NUM>. In the illustrated implementation the peak section force <NUM> occurs about midway between the time T<NUM> and time T<NUM>, the section force trace <NUM> declining as the inboard portion <NUM> and the outboard portion <NUM> thereafter crush. As a consequence the acceleration imparted to the vehicle occupants and/or vehicle components carried within the interior <NUM> (shown in <FIG>) of the vehicle body <NUM> (shown in <FIG>) is relatively low in comparison with that associated with the impact to the energy absorbing device <NUM>. In vehicles carrying batteries, e.g., the battery <NUM> (shown in <FIG>), this reduces the likelihood of the battery fracturing. It also limits the distance the impacting object intrudes into the interior <NUM> of the vehicle body <NUM>, as shown in <FIG> by the comparative amounts of deflection shown at time T<NUM> on both the left-hand and right-hand sides of the figure.

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>), and additionally includes an outboard profile <NUM> having a hexagonal shape <NUM> with a rib <NUM> arranged within the hexagonal shape <NUM> and an inboard profile <NUM> having a hexagonal shape <NUM> with no rib arranged within the hexagonal shape <NUM>. As shown in <FIG>, the energy absorbing device <NUM> includes a honeycomb body <NUM>. The honeycomb body <NUM> has a plurality of tubes <NUM> stacked transversely with one another along the longitudinal axis <NUM>.

As shown in <FIG>, the outboard portion <NUM> is arranged outboard of the longitudinal axis <NUM>, is coupled to the inboard portion <NUM> of the honeycomb body <NUM>, and has an outboard bending portion stiffness <NUM>. In the illustrated implementation the inboard portion <NUM> laterally spans the longitudinal axis <NUM>.

The plurality of tubes <NUM> (shown in <FIG>) extend laterally between an outboard face <NUM> and an inboard face <NUM> of the energy absorbing device <NUM>. More specifically, the plurality of tubes <NUM> span the honeycomb body <NUM> (shown in <FIG>) between the outboard face <NUM> of the honeycomb body <NUM> and the inboard face <NUM> of the honeycomb body <NUM>. It is contemplated that, when supported within the structural member <NUM> (shown in <FIG>), e.g., the floor rocker <NUM> (shown in <FIG>), the inboard face <NUM> of the honeycomb body <NUM> opposes the plate member <NUM> (shown in <FIG>) and the outboard face <NUM> of the honeycomb body <NUM> opposes the facia member <NUM> (shown in <FIG>). It is contemplated that inboard face <NUM> of the honeycomb body <NUM> abut the plate member <NUM> (shown in <FIG>) such that, responsive to the side pole impact <NUM> (shown in <FIG>), the plurality of tubes <NUM> crush between the object responsible for the impact and the plate member <NUM> to absorb energy associated with the impact and limit acceleration imparted to vehicle occupants and vehicle components carried within the interior <NUM> (shown in <FIG>) of the vehicle body <NUM> (shown in <FIG>).

As shown in <FIG>, the inboard profile <NUM> defined by the plurality of tubes <NUM> has a hexagonal shape <NUM>. The outboard profile <NUM> defined by the plurality of tubes <NUM> also has a hexagonal shape <NUM>, the profile defined by each of the plurality of tubes <NUM> being continuous between the inboard face <NUM> and the outboard face <NUM> in this respect. The plurality of tubes <NUM> in the inboard portion <NUM> have no rib arranged within the respective tubes of the plurality of tubes <NUM>. The plurality of tubes <NUM> in the outboard portion <NUM> have ribs <NUM> arranged therein, the ribs <NUM> render the outboard portion bending stiffness <NUM> (shown in <FIG>) of the outboard portion <NUM> greater than the inboard portion bending stiffness <NUM> (shown in <FIG>) of the inboard portion <NUM> of the honeycomb body <NUM>. As will be appreciated by those of skill in the art in view of the present disclosure, the greater stiffness of the outboard portion <NUM> causes the energy absorbing device <NUM> to crush from the inboard face <NUM> to the outboard face <NUM>. The greater stiffness of the outboard portion <NUM> also causes the energy absorbing device <NUM> to exert section force similar (or equivalent) to that of the energy absorbing device <NUM> insofar as the peak section force being generated closer to the onset of an impact, as shown in <FIG> and <FIG>. In the illustrated implementation the rib <NUM> is a y-rib. It is contemplated that other types of ribs can be employed, such as horizontal or vertical ribs, as suitable for an intended application.

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>), and additionally includes an outboard profile <NUM> that is different than an inboard profile <NUM> of the energy absorbing device <NUM>. In this respect the outboard profile <NUM> has a circular shape <NUM> and the inboard profile <NUM> has a hexagonal shape <NUM> (shown in <FIG>). As shown in <FIG>, the energy absorbing device <NUM> includes a honeycomb body <NUM> having a plurality of tubes <NUM> stacked transversely with one another along the longitudinal axis <NUM>.

As shown in <FIG>, the honeycomb body <NUM> (shown in <FIG>) has an inboard portion <NUM> and an outboard portion <NUM>. The outboard portion <NUM> is arranged outboard of the longitudinal axis <NUM> and is coupled to the outboard portion <NUM>. The inboard portion <NUM> has an inboard portion bending stiffness <NUM>, the outboard portion <NUM> has an outboard portion bending stiffness <NUM>, and the outboard portion bending stiffness <NUM> of the outboard portion <NUM> is greater than the inboard portion bending stiffness <NUM> of the inboard portion <NUM>. In this respect the circular shape <NUM> (shown in <FIG>) of the plurality of tubes <NUM> in the outboard portion <NUM> impart to the outboard portion <NUM> greater bending stiffness than the hexagonal shape <NUM> (shown in <FIG>) defined in the inboard portion <NUM>.

The plurality of tubes <NUM> extend laterally between an outboard face <NUM> and an inboard face <NUM> of the energy absorbing device <NUM>. More specifically, the plurality of tubes <NUM> span the honeycomb body <NUM> between the outboard face <NUM> of the honeycomb body <NUM> and the inboard face <NUM> of the honeycomb body <NUM>. The inboard face <NUM> of the honeycomb body <NUM> oppose the plate member <NUM> (shown in <FIG>) and the outboard face <NUM> of the honeycomb body <NUM> oppose the facia member <NUM> (shown in <FIG>). It is also contemplated that inboard face <NUM> of the honeycomb body <NUM> abut the plate member <NUM> (shown in <FIG>) such that, responsive to the side pole impact <NUM> (shown in <FIG>), the plurality of tubes <NUM> crush between the object exerting the impact force and the plate member <NUM>.

As shown in <FIG>, the inboard profile <NUM> defined by the plurality of tubes <NUM> has the hexagonal shape <NUM> and the outboard profile <NUM> defined by each of the plurality of tubes <NUM> has the circular shape <NUM>. It is contemplated that the circular shape <NUM> render the outboard portion bending stiffness <NUM> (shown in <FIG>) of the outboard portion <NUM> greater than the inboard portion bending stiffness <NUM> (shown in <FIG>) of the inboard portion <NUM> of the honeycomb body <NUM>. As will be appreciated by those of skill in the art in view of the present disclosure, the shape difference in the shape defined by each of the plurality of tubes <NUM> in the inboard portion <NUM> and the outboard portion <NUM> causes the energy absorbing device <NUM> to crush and exert section force similar (or equivalent) to that of the energy absorbing device <NUM>, as shown in <FIG> and <FIG>. In the illustrated implementation the circular shape <NUM> is oblong in the vertical direction (relative to gravity). As will be appreciated by those of skill in the art in view of the present disclosure, the circular shape <NUM> can be symmetrical, oblong in the horizontal direction, or oblong in any orientation, as suitable for an intended application.

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>), and additionally includes an outboard profile <NUM> having a triangular shape <NUM>. As shown in <FIG>, the energy absorbing device <NUM> includes a honeycomb body <NUM> having a plurality of tubes <NUM> stacked transversely with one another along the longitudinal axis <NUM>.

As shown in <FIG>, the honeycomb body <NUM> (shown in <FIG>) has an inboard portion <NUM> and an outboard portion <NUM>. The inboard portion is arranged along the longitudinal axis <NUM> and has an inboard portion bending stiffness <NUM>. The outboard portion <NUM> is arranged outboard of the longitudinal axis <NUM>, is coupled to the inboard portion <NUM>, and has an outboard portion bending stiffness <NUM>. The outboard portion bending stiffness <NUM> is greater than the inboard bending stiffness <NUM>. In the illustrated implementation the greater stiffness of the outboard portion <NUM> relative to the bending stiffness of the inboard portion <NUM> is imparted by the triangular shape <NUM> (shown in <FIG>) defined by the plurality of tubes <NUM> in the outboard portion of the energy absorbing device <NUM>.

The plurality of tubes <NUM> extend laterally between an outboard face <NUM> and an inboard face <NUM> of the energy absorbing device <NUM>. More specifically, the plurality of tubes <NUM> span the honeycomb body <NUM> between the outboard face <NUM> of the honeycomb body <NUM> and the inboard face <NUM> of the honeycomb body <NUM>. It is contemplated that the inboard face <NUM> of the honeycomb body <NUM> oppose the plate member <NUM> (shown in <FIG>), and the outboard face <NUM> of the honeycomb body <NUM> additionally oppose the facia member <NUM> (shown in <FIG>). It is also contemplated that inboard face <NUM> of the honeycomb body <NUM> abut the plate member <NUM> (shown in <FIG>) such that, responsive to the side pole impact <NUM> (shown in <FIG>), the plurality of tubes <NUM> crush between the object exerting the impact force and the plate member <NUM>.

As shown in <FIG>, the inboard profile <NUM> defined by the plurality of tubes <NUM> has a hexagonal shape <NUM> and the outboard profile <NUM> defined by the plurality of tubes has a triangular shape <NUM>. The triangular shape <NUM> causes the outboard portion bending stiffness <NUM> (shown in <FIG>) to be greater than the inboard bending stiffness <NUM>. As will be appreciated by those of skill in the art in view of the present disclosure, the outboard portion bending stiffness <NUM> causes the energy absorbing device <NUM> to crush and exert section force similar (or equivalent) to that of the energy absorbing device <NUM>, as shown in <FIG> and <FIG>, the energy absorbing device <NUM> exerting peak section force closer to the beginning of an impact than the end of the impact and thereby limiting accelerations to vehicle occupants and vehicle components carried by the vehicle body <NUM> (shown in <FIG>).

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>) and additionally includes an intermediate portion <NUM>. In this respect the energy absorbing device <NUM> includes a honeycomb body <NUM> having a plurality of tubes <NUM> stacked transversely with one another along the longitudinal axis <NUM>. The honeycomb body <NUM> includes an inboard portion <NUM> arranged along the longitudinal axis <NUM> and having an inboard portion bending stiffness <NUM>, an outboard portion <NUM> arranged outboard of the longitudinal axis <NUM>, and the intermediate portion <NUM>. The outboard portion <NUM> has an outboard portion bending stiffness <NUM>, which is greater than the inboard portion bending stiffness <NUM> and is coupled to the inboard portion <NUM> by the intermediate portion <NUM>. The intermediate portion <NUM> has an intermediate portion bending stiffness <NUM> that is less than the outboard portion bending stiffness <NUM> of the outboard portion <NUM>. This imparts a stepwise graduation to the bending stiffness of the honeycomb body <NUM> along the depth of the energy absorbing device <NUM>.

Each of the plurality of tubes <NUM> of the honeycomb body <NUM> spans the inboard portion <NUM>, the intermediate portion <NUM>, and the outboard portion <NUM>. of the honeycomb body <NUM>. In this respect each of the plurality of tubes <NUM> extend between an inboard face <NUM> and an outboard face <NUM> of the energy absorbing device <NUM>. It is contemplated that the energy absorbing device <NUM> can be supported within the floor rocker <NUM> (shown in <FIG>) such that ends of the plurality of tubes <NUM> abut the plate member <NUM> (shown in <FIG>) for crushing against the plate member <NUM> during a side impact, e.g., the side pole impact <NUM> (shown in <FIG>). In certain implementations the honeycomb body <NUM> is constructed using a polymeric material, e.g., the polymeric material <NUM> (shown in <FIG>), using an injection molding technique. In accordance with certain implementations the honeycomb body <NUM> is constructed using an additive manufacturing technique. Advantageously, forming the energy absorbing device <NUM> using an additive manufacturing techniques allows for forming the honeycomb body <NUM> with structures within the intermediate portion <NUM> that are prohibitively expensive (or mechanically not possible) using injection molding techniques, e.g., the ribs <NUM>, allowing the intermediate portion <NUM> to be relative stiff without otherwise increasing depth of the intermediate portion <NUM>.

In certain implementations each of the plurality of tubes <NUM> defines a profile in the intermediate portion <NUM> that is different than a profile defined by the tube in the inboard portion <NUM> and the outboard portion <NUM>. For example, as shown in <FIG>, each of the plurality of tubes <NUM> defines a profile <NUM> in the intermediate portion <NUM> having a hexagonal shape <NUM> with a rib <NUM> arranged therein, a profile <NUM> in the inboard portion <NUM> having a hexagonal shape <NUM> with no rib, and a profile <NUM> in the outboard portion <NUM>. having a profile <NUM> with a circular shape <NUM>. As will be appreciated by those of skill in the art in view of the present disclosure, the different shapes defined by each of the inboard portion <NUM>, and the intermediate portion <NUM>, and the outboard portion <NUM> provide a graduated bending stiffness between the inboard face <NUM> and the outboard face <NUM> of the energy absorbing device <NUM> - allowing for tuning bending stiffness of the energy absorbing device <NUM> along the depth of the energy absorbing device <NUM>. Though a specific selection of shapes is shown in <FIG>, it is to be understood and appreciated that other shapes can be define within one (or more) of the inboard portion <NUM>, the outboard portion <NUM>, and/or the intermediate portion <NUM>, such as triangular or square shapes, and remain within the scope of the present disclosure.

With reference to <FIG>, a portion of an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>) and additionally includes a honeycomb body <NUM>. The honeycomb body <NUM> has a plurality of tubes <NUM> that vary continuously in shape between an inboard profile <NUM> and an outboard profile <NUM> of the each of the plurality of tubes <NUM>. In this respect the honeycomb body <NUM> defines an inboard profile <NUM> wherein the plurality of tubes <NUM> define a hexagonal shape <NUM>, e.g., an opening on an inboard face <NUM> with the hexagonal shape <NUM>, an outboard profile <NUM> wherein the plurality of tubes <NUM> define a circular shape <NUM>, an opening on an outboard face <NUM> with the circular shape <NUM>. As indicated with reference numeral <NUM>, progressive thickening of the tube walls along depths of the plurality of tube <NUM> between the inboard face <NUM> and the outboard face <NUM> changes the bending stiffness of the energy absorbing device <NUM> continuous through the depth of the energy absorbing device <NUM>. This allows the change in bending stiffness between the inboard face <NUM> and the outboard face <NUM> to be selected by both profile shape selection as well as the rate of change in thickness of the walls of the plurality of tubes <NUM>.

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>). In this respect the energy absorbing device <NUM> has a honeycomb body <NUM> having a plurality of tubes <NUM>, an inboard portion <NUM>, and an outboard portion <NUM>. Along the longitudinal length of the honeycomb body <NUM> the inboard portion <NUM> is arranged along the longitudinal axis <NUM> and has an inboard bending stiffness <NUM>. The outboard portion is arranged outboard of the longitudinal axis <NUM>, is coupled to the inboard portion <NUM>, and has an outboard bending stiffness <NUM>. The outboard bending stiffness <NUM> is greater than the inboard bending stiffness <NUM> and additionally that varies along the longitudinal axis <NUM> according to transition depth <NUM> within the energy absorbing device <NUM>.

With reference to <FIG>, the honeycomb body <NUM> has a first segment <NUM> and a second segment <NUM>. The second segment <NUM>. is coupled to the first segment <NUM>, is axially offset from the first segment <NUM> along the longitudinal axis <NUM>, and has outboard portion bending stiffness <NUM> that is greater than outer portion bending stiffness <NUM> in the first segment <NUM>. As shown in <FIG>, bending stiffness of the energy absorbing device <NUM> changes according to location of the transition depth <NUM> along the longitudinal axis <NUM> within the honeycomb body <NUM>. In the illustrated implementation the transition depth varies continuously between longitudinally opposite ends according to a second order function. This is for illustration purposes and is non-limiting and, as will be appreciated by those of skill in the art in view of the present disclosure, bending stiffness can be selected at various longitudinal positions according to the support provided by structural members <NUM> (shown in <FIG>) forming the vehicle body <NUM> (shown in <FIG>). In this respect, as shown in <FIG>, the first segment <NUM> can be located at longitudinal position wherein the crossbar <NUM> abuts the energy absorbing device <NUM>. This allows the energy absorbing device <NUM> to be relatively lightweight in comparison to energy absorbing devices constructed with uniform bending stiffness along their longitudinal length, e.g., the energy absorbing device <NUM> (shown in <FIG>), owing to the employment of a lighter construction at locations abutting the crossbar <NUM>. As shown in <FIG>, it also allows the peak section force <NUM> generated by the energy absorbing device <NUM> to vary according to longitudinal position along the length of the energy absorbing device <NUM>.

As shown in <FIG>, the plurality of tubes <NUM> forming the honeycomb body <NUM> define a hexagonal shape <NUM> and a hexagonal shape <NUM> in both the inboard portion <NUM> and the outboard portion <NUM> of the honeycomb body <NUM>. Depth <NUM> of the outboard portion <NUM> and the inboard portion <NUM> changes according to longitudinal position. It is contemplated that in certain implementations, the ratio of the outboard portion depth <NUM> to the total section depth <NUM> be selected to limit weight according to support (or absence of support) provided by the crossbar <NUM> (shown in <FIG>) as well as other structure members, e.g., the structural members <NUM> (shown in <FIG>), forming the vehicle body <NUM> (shown in <FIG>).

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>), and additionally includes a honeycomb body <NUM> having a plurality of tubes <NUM> with ribs <NUM> arranged within the plurality of tubes <NUM>. The ribs <NUM> are arranged within an outboard portion <NUM> (shown in <FIG>) of honeycomb body <NUM> and extend into the honeycomb body to respective depths that vary according to longitudinal position along the longitudinal axis <NUM>. As shown in <FIG> the plurality of tubes <NUM> define a hexagonal shape <NUM> in the outboard portion <NUM> of the honeycomb body <NUM> and a hexagonal shape <NUM> in an inboard portion <NUM> of the honeycomb body <NUM>. Although a particular rib structure, e.g., the rib <NUM>, is shown and described in <FIG>, it is to be understood and appreciated that rib structures of other shapes can be disposed within the plurality of tubes <NUM>, and truncated with respect to the depth of the plurality of tubes <NUM>, to impart the desired crushing resistance of the honeycomb body <NUM>.

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>), and additionally includes a honeycomb body <NUM> having a plurality of tubes <NUM> defining a circular shape <NUM> in an outboard portion <NUM> of the honeycomb body <NUM> and a hexagonal shape <NUM> in an inboard portion <NUM> of the honeycomb body <NUM>. The depth at which the plurality of tubes <NUM> transition differs according to longitudinal position to define a ratio of an outer portion depth <NUM> to total section depth <NUM> according to the support provided by the crossbar <NUM> (shown in <FIG>), enabling tuning and limiting weight of the energy absorbing device <NUM>. Tubes with a circular shape, e.g., the plurality of tubes <NUM> defining the circular shape <NUM>, impart the portion of the honeycomb body <NUM> having the tubes with greater crush resistance than honeycomb portions with the same inscribed dimension and having a finite number of sides, allowing the portion to preferentially crush subsequent to portions having profiles with a finite number of sides.

With reference to <FIG>, an energy absorbing device <NUM> is shown. The energy absorbing device <NUM> is similar to the energy absorbing device <NUM> (shown in <FIG>), and additionally includes a honeycomb body <NUM> having a plurality of tubes <NUM> defining a triangular shape <NUM> in an outboard portion <NUM> of the honeycomb body <NUM> and a hexagonal shape <NUM> in an inboard portion <NUM> of the honeycomb body <NUM>. The depth at which the plurality of tubes <NUM> transition differs according to longitudinal position to define a ratio of an outer portion depth <NUM> to total section depth <NUM> according to the support provided by the crossbar <NUM> (shown in <FIG>), enabling tuning and limiting weight of the energy absorbing device <NUM>. Tubes with a triangular shape, e.g., the plurality of tubes <NUM> defining the triangular shape <NUM>, impart the portion of the honeycomb body <NUM> having the tubes with less crush resistance than honeycomb portions with the same inscribed dimension and having a greater number of sides, allowing the portion to preferentially crush prior to portions having profiles with more than three sides.

The illustrated implementations are disclosed with reference to the drawings. However, it is to be understood that the disclosed implementations are intended to be merely examples that may be embodied in various and alternative forms. The figures are not necessarily to scale and some features may be exaggerated or minimized to show details of particular components. The specific structural and functional details disclosed are not to be interpreted as limiting, but as a representative basis for teaching one skilled in the art how to practice the disclosed concepts.

The terms "first," "second," and the like, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The terms "a" and "an" and "the" do not denote a limitation of quantity and are to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. "Or" means "and/or" unless clearly stated otherwise. Reference throughout the specification to "some implementations", "an implementation", and so forth, means that a particular element described in connection with the implementation is included in at least one implementation described herein, and may or may not be present in other implementations. A "combination thereof' is open and includes any combination comprising at least one of the listed components or properties optionally together with a like or equivalent component or property not listed.

Claim 1:
A structural member (<NUM>) for a vehicle body, comprising:
a plate member (<NUM>);
a facia member (<NUM>) connected to the plate member (<NUM>), the facia member (<NUM>) and the plate member (<NUM>) defining therebetween a cavity (<NUM>); and
an energy absorbing device (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) supported within the cavity (<NUM>), the energy absorbing device, comprising:
a honeycomb body (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) having
a plurality tubes (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) stacked transversely with one another along a longitudinal axis (<NUM>),
the honeycomb body (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) comprising:
an inboard portion (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) arranged along the longitudinal axis (<NUM>) and having an inboard portion bending stiffness; and
an outboard portion (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) arranged outboard of the longitudinal axis (<NUM>) and coupled to the inboard portion (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) of the honeycomb body (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>),
the outboard portion (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) having an outboard portion bending stiffness,
wherein the outboard portion bending stiffness of the honeycomb body (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) is greater than the inboard portion bending stiffness of the honeycomb body; and
wherein the inboard portion (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) of the honeycomb body (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) abuts the plate member (<NUM>).