Title: Impact load transfer element
Abstract: A door assembly includes an inner panel, an outer panel fixedly attached to the inner panel, and a load transfer element disposed within an interstitial space formed between the inner and outer panels. The load transfer element includes a main body defining a longitudinal axis extending from the inner panel to the outer panel and first and second reaction surfaces disposed on the main body. The first reaction surface is formed proximate the inner panel while the second reaction surface is formed generally opposite the first reaction surface and proximate the outer panel. The second reaction surface is operable to receive a load from the outer panel and to transmit the load through the main body to the first reaction surface and the door inner panel. The load transfer element is further configured to activate an air bag sensor when the load exceeds a predetermined magnitude.
Patent Number: 6,969,110 Issued on 11/29/2005 to Ali, et al.
| Inventors:
|
Ali; Akram (Livonia, MI);
Foster; Jason (Waterford, MI);
Gorecki; Michael (Auburn Hills, MI);
Pitt; Gary (Farmington Hills, MI);
Beavon; Michael (Rochester Hills, MI);
Kirschmann; Mark (Clarkston, MI);
Slon; Christopher M (Beverly Hills, MI)
|
| Assignee:
|
DaimlerChrysler Corporation (Auburn Hills, MI)
|
| Appl. No.:
|
632758 |
| Filed:
|
August 1, 2003 |
| Current U.S. Class: |
296/187.12; 296/146.6 |
| Intern'l Class: |
B60J 005/00 |
| Field of Search: |
296/18702,187.12,146.6
|
References Cited [Referenced By]
U.S. Patent Documents
| 4272103 | Jun., 1981 | Schmid et al.
| |
| 5066064 | Nov., 1991 | Garnweidner.
| |
| 5171058 | Dec., 1992 | Ishikawa.
| |
| 5255953 | Oct., 1993 | Frank.
| |
| 5573298 | Nov., 1996 | Walker et al.
| |
| 6036251 | Mar., 2000 | Yagishita et al.
| |
| 6203096 | Mar., 2001 | Noda et al.
| |
| 6237987 | May., 2001 | Babatz et al.
| |
| 6312045 | Nov., 2001 | Kitagawa.
| |
| 6550850 | Apr., 2003 | Laborie et al.
| |
| 6688671 | Feb., 2004 | Fukutomi.
| |
| 2002/0113462 | Aug., 2002 | Heranney.
| |
| 2002/0158486 | Oct., 2002 | Dauvergne et al.
| |
Primary Examiner: Pape; Joseph D.
Attorney, Agent or Firm: Smith; Ralph E.
Claims
1. A load transfer element for a vehicle door having an inner panel and an outer
panel, the load transfer element comprising:
a first portion having a first surface attached to the inner panel and a second
surface facing the outer panel and formed on an opposite side of said first portion
from said first surface; and
a second portion extending from said first portion and having an upper surface
and a lower surface formed substantially perpendicular to said second surface;
wherein a clearance is defined between said lower surface of said second portion
and said second surface of said first portion.
2. The load transfer element of claim 1, wherein said first portion further comprises
an attachment arm operable to fixedly attach said first portion to the inner panel.
3. The load transfer element of claim 2, wherein said attachment arm is integrally
formed with said first portion.
4. The load transfer element of claim 1, wherein said clearance is positioned
to avoid transferring a predetermined load applied at the outer panel to the inner panel.
5. The load transfer element of claim 1, wherein said predetermined load is applied
to the outer panel by an FMVSS 214 barrier.
6. A door assembly comprising;
an inner panel;
an outer panel fixedly attached to said inner panel, said inner and outer panels
defining an interstitial space therebetween; and
a load transfer element generally disposed within said interstitial space, said
load transfer element operable to transfer an applied load from said outer panel
to said inner panel while minimizing energy absorption of said applied load; and
wherein said load transfer element is positioned within said interstitial space
so as to avoid a test load from an FMVSS 214 barrier.
7. The door assembly of claim 6, wherein said load transfer element is fixedly
attached to said inner panel.
8. The door assembly of claim 6, wherein said load transfer element is spaced
apart from said outer panel.
9. A vehicle comprising:
a door aperture having a first structural member and a second stuctural member;
a door matingly received in said door aperture and supported by said first and
second structural members, said door comprising:
an inner panel hingedly attached to said first structural member at a first end
and selectively engaging said second structural member at a second end;
an outer panel fixedly attached to said inner panel, said inner and outer panels
defining an interstitial space therebetween; and
a load transfer element generally disposed between said outer panel and said
second structural member, said load transfer element operable to transfer an applied
load from said outer panel second structural member while minimizing energy absorption
of said applied load;
wherein said load transfer element is positioned within said interstitial space
so as to avoid a test load from an FMVSS 214 barrier.
10. The vehicle of claim 9, further comprising a sensor disposed on said second
structural member.
11. The vehicle of claim 10, wherein said sensor is generally disposed between
said inner panel and said second structural member.
12. The vehicle of claim 10, wherein said sensor is an air bag sensor.
13. The vehicle of claim 9, wherein said load transfer element is fixedly attached
to said inner panel.
14. The door assembly of claim 9, wherein said load transfer element is spaced
apart from door outer panel.
Description
FIELD OF THE INVENTION
The present invention relates to vehicle structure, and more particularly, to
a load transfer element for an improved vehicle structure.
BACKGROUND OF THE INVENTION
In vehicle design, safety and crashworthiness is increasingly important. To that
end, vehicle structure and safety systems play a significant role. Modern vehicle
safety systems commonly include a variety of devices such as seat belts and air
bags to help protect a passenger in the event of an accident. Such systems are
commonly designed to work together to improve overall vehicle safety and provide
the best possible protection for vehicle occupants.
In one such safety system, a side air bag is utilized in conjunction with a seating
system to protect an occupant in the event that the vehicle is struck at a side
of the vehicle. To ensure proper timing of an air bag system, an air bag sensor
is typically utilized to detect an acceleration profile experienced by a vehicle
and to send a signal to the air bag. If the acceleration profile is above a predetermined
limit, the sensor will cause the air bag to deploy as soon as possible to ensure
that the air bag is in position in a timely manner to ensure proper occupant restraint.
If the acceleration profile is below a predetermined limit, the sensor will not
send a signal to the air bag and the air bag will not deploy. In this manner, air
bags are commonly designed to deploy only when the sensor detects a predetermined
acceleration profile and to prevent deployment when the vehicle experiences a low
speed impact. To prevent deployment of an air bag during a low speed impact, conventional
air bag sensors are commonly disposed within a structure such as sheet metal that
usually deforms before the air bag sensor receives the signal. Such systems may
have a slight delay in the deployment of the air bag under a high speed or high
load impact due to the air bag sensor being disposed within a structure of the vehicle.
Therefore, a vehicle safety system that provides for immediate deployment
of an air bag following a high speed or high impact event while concurrently preventing
deployment of the air bag under a low speed or low impact event is desirable in
the industry.
SUMMARY OF THE INVENTION
Accordingly, the present invention provides a door assembly including
an inner panel, an outer panel fixedly attached to the inner panel, and a load
transfer element disposed within an interstitial space formed between the inner
and outer panels. The load transfer element includes a main body defining a longitudinal
axis extending from the inner panel to the outer panel and first and second reaction
surfaces disposed on the main body. The first reaction surface is formed proximate
the inner panel while the second reaction surface is formed generally opposite
the first reaction surface and proximate the outer panel. The second reaction surface
is operable to receive a load from the outer panel and to transmit the load across
the main body generally along the longitudinal axis to the first reaction surface
and the door inner panel. The inner panel is disposed proximate a vehicle structure,
whereby the load is quickly transferred to the vehicle structure to communicate
the load to a sensor disposed on the vehicle structure.
Further areas of applicability of the present invention will become apparent
from the detailed description provided hereinafter. It should be understood that
the detailed description and specific examples, while indicating the preferred
embodiment of the invention, are intended for purposes of illustration only and
are not intended to limit the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will become more fully understood from the detailed description
and the accompanying drawings.
FIG. 1 is a perspective view of a load transfer element in accordance with the
principals of the present invention.
FIG. 2 is a front elevational view of the load transfer element of FIG. 1.
FIG. 3 is a side elevational view of the load transfer element of FIG. 1.
FIG. 4 is a cross-sectional view of a door assembly including a load transfer
element in accordance with the principals of the present invention.
FIG. 5 is a side elevational view of the door assembly of FIG. 4.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
With reference to the figures, a load transfer element
10 is provided
and includes a main body
12 and an attachment arm
14. The load transfer
element
10 is connected to an external structure via attachment arm
14
and is operable to receive and transfer a load across the main body
12.
The main body
12 is formed from a rigid material such as, but not limited
to, hard foam and the like. The main body
12 includes a top surface
16,
a lower surface
18, and an arcuate surface
20. The top surface
16
includes a planar surface
22 extending between the arcuate surface
20
and a distal end
24. The lower surface
18 is formed on an opposite
side of the main body
12 from said top surface
16 and includes a
planar surface
26 extending from the arcuate surface
20 to the distal
end
24. The arcuate surface
20 is formed at the intersection of the
top and bottom surfaces
16,
18 and includes a top portion
30
terminating at a rounded end
32, as best shown in FIG. 3.
The main body
12 further includes a transverse axis
34 extending
between an outer end
36 and an inner end
38, as best shown in FIG.
1. The outer end
36 includes an outer engagement surface
40 and the
inner end includes an engagement surface
42, whereby the outer engagement
surface
40 is operable to receive an external force and transmit the force
along the transverse axis
34 to the inner engagement surface
42,
as will be discussed further below.
The attachment arm
14 is integrally formed with, and is offset from, the
main body
12 such that main body
12 extends form the attachment arm
14, as best shown in FIG. 2. The attachment arm includes an upper portion
44 and a lower portion
46, whereby each of the upper and lower portions
44,
46 extend from the main body
12 in opposite directions.
The upper portion
44 includes a proximate end
48 disposed at the
junction of the main body
12 and a distal end
50 having an arcuate
surface
52. In addition, the upper portion
44 includes a planar surface
54 extending between the proximate and distal ends
48,
50
on a first side
56 and includes a planar surface
58 formed on a second
side
60, as best shown FIG. 2. The second side
60 extends from the
attachment arm
14 for aid in attachment, as will be discussed further below.
The lower portion
46 includes a proximate end
62 disposed at the
junction between the lower portion
46 and the bottom surface
18 of
the main body
12 and a distal end
64 extending generally away from
the bottom surface
18, as best shown in FIGS. 2 and 3. The planar surface
54 extends from the first portion
44 generally over the second portion
46 on a first side
66 of the lower portion
46 while a planar
surface
68 extends from a second side
70 of the lower portion
46
for aid in attachment, as will be discussed further below. In addition, a clearance
space
72 is created between the bottom surface
18 of the main body
12 and the first side
66 of the lower portion
46, as best
shown in FIG. 2.
With reference to FIGS. 4-5, the operation of the load transfer element
10
will be described in detail. The load transfer element
10 is shown incorporated
into a door assembly
76 of a vehicle
78. The vehicle
78 includes
a structural pillar
80 while the door assembly
76 includes an inner
panel
82 and an outer panel
84. The inner panel
82 is fixedly
attached to the outer panel
84 and is fixedly attached thereto such that
an interstitial space
86 is created therebetween. In addition, the inner
and outer panels
82,
84 overlap the structural pillar
80 such
that the inner panel
82 is proximate the structural pillar
80 when
the door is in a closed position.
The load transfer element
10 is disposed in the interstitial space
86
of the door assembly
76 and is fixedly attached to the inner panel
82.
Specifically, the planar surface
58 of the upper portion
44 and the
planar surface
68 of the lower portion
46 are fixedly attached to
the inner panel
82 by a fastener such as a structural adhesive
83.
In this manner, the inner engagement surface
42 abuts the inner panel
82
while the outer engagement surface
40 is disposed proximate the outer panel
84. It should be understood that while a structural adhesive is disclosed,
any suitable fastener, such as a mechanical fastener, is anticipated and should
be considered as part of the present invention.
In the event that the vehicle
78 is struck from the side such that a force
is imparted on the outer panel
84 of the door assembly
76, the load
transfer element
10 is operable to transfer the load from the outer panel
84 to the inner panel
82 and structural pillar
80. Specifically,
when the outer panel
84 experiences a predetermined load, the outer panel
84 will deflect, thereby contacting the outer engagement surface
40
of the main body
12. Once the outer panel
84 deflects sufficiently,
the force is transmitted to the inner engagement surface
42 and inner panel
82 along the transverse axis
34. For example, in a pole impact situation
or simulated test, the load transfer element
10 is operable to receive a
concentrated load from a pole
90 and transfer the load to the structural
element
10 via the outer panel,
84, main body
12, and inner
panel
82 along the transverse axis
34. As can be appreciated, the
main body
12 ensures that the load will be transferred along the transverse
axis
34 very quickly as the outer panel
84 only has to deflect a
small amount prior to contacting the outer engagement surface
40. In this
manner, the load applied to the outer panel
84 is also transferred to the
inner panel
82 and structural pillar
80 almost immediately after
the initial impact, as will be discussed further below.
By way of example, in a pole impact situation or simulated test, the load transfer
element
10 is operable to receive a concentrated load from a pole
90.
As pole
90 impacts and deflects outer panel
84, outer panel
84
contacts outer engagement surface
40 of load transfer element
10.
This impact load is transferred through main body
12 to door inner panel
82 along longitudinal axis
34. As can be appreciated, the main body
12 ensures that the load will be transferred along the longitudinal axis
34 very quickly as the outer panel
84 only has to deflect a small
amount prior to contacting the outer engagement surface
40. In this manner,
the load applied to the outer panel
84 is transferred to inner panel
82
and structural pillar
80 almost immediately after the initial impact.
As the load transfer element
10 is disposed within the interstitial space
86 generally at a point at which the inner and outer panels
82,
84
overlap the structural pillar
80, the load transferred to the inner panel
82 will be immediately transferred to the structural pillar
80. In
this regard, the load will reach the structural pillar
80 much quicker after
the initial impact due to the interaction of the load transfer element
10,
the door assembly
76, and the structural pillar
80.
As previously discussed, an air bag system is designed to operate only when a
predetermined load is exerted on the air bag sensor
88. In this regard,
the air bag sensor
88 should only fire the air bag when the impact load
creates a sufficient acceleration signal. To accommodate this condition, the load
transfer element
10 allows a low force of a predetermined magnitude to contact
the outer panel
84 without sending a sufficient acceleration signal to the
air bag sensor to deploy the air bag. Specifically, the load transfer element
10
allows the outer panel
84 to deflect into the clearance space
72
generally below the main body
12 such that the low impact force will not
transfer through the main body
12 along the transverse axis
34. In
this manner, the load transfer element
10 prevents the low impact force
from reaching the inner panel
82 and structural pillar
80, thereby
preventing a sufficient acceleration signal from being sent to the air bag sensor
88.
As previously discussed, an air bag system is designed to operate only when a
predetermined impact load is exerted on the vehicle. This is generally accomplished
through an air bag control system receiving an acceleration signal from sensor
88. In this regard, the air bag should fire when the impact load creates
a sufficient acceleration signal, but not otherwise. To accommodate this condition,
the load transfer element
10 allows a low force of a predetermined magnitude
to contact the outer panel
84 without the air bag sensor
88 sending
a sufficient acceleration signal to deploy the air bag. Specifically, the load
transfer element
10 allows the outer panel
84 to deflect into the
clearance space
72 generally below the main body
12 such that the
low impact force will not transfer through the main body
12 along the longitudinal
axis
34. In this manner, the load transfer element
10 prevents the
low impact force from reaching the inner panel
82 and structural pillar
80, thereby preventing a sufficient acceleration signal from being sent
to the air bag sensor
88.
The load transfer element
10 accommodates a low speed impact, such as
those experienced in a simulated low speed impact by an FMVSS 214 barrier
92,
by allowing the barrier
92 to contact the outer panel
84 at a location
generally below the bottom surface
18 of the main body
12 and within
clearance space
72, as best shown in FIG. 5. In this manner, a low impact
force may be applied to the outer panel
84 without causing the force to
be transmitted to the structural pillar
80. Specifically, as the outer panel
84 deflects, the outer engagement surface
40 will remain unaffected
as the barrier
92 imparts the force generally below the main body
12
of the load transfer element
10. In this manner, the load transfer element
10 provides for near immediate transmission of a high impact force to the
air bag sensor
88 while concurrently preventing a low speed or low impact
force from reaching the sensor
88. In this regard, the load transfer element
10 is operable to reduce the time to fire for a side air bag while preventing
unwanted and unnecessary deployment of the air bag in a low speed event.
The description of the invention is merely exemplary in nature and, thus, variations
that do not depart from the gist of the invention are intended to be within the
scope of the invention. Such variations are not to be regarded as a departure from
the spirit and scope of the invention.
*
