DESC:FIELD
The present disclosure relates to an automobile, and particularly, to a chassis of an automobile.
BACKGROUND
In the past decade, automobile density on the roads has escalated at a very high pace, leading to excessive traffic collisions. Keeping an eye on the need for safety of passengers, automobile companies have put their focus on manufacturing a quality product from safety prospective. In recent times, the automobile companies have incorporated a number of safety equipment and systems in their vehicles such as seat belts, airbags, anti-lock braking system and the like. However, in a typical body on frame vehicle construction, majority of crash energy is expected to be absorbed by the chassis and therefore, the configuration of the chassis of a vehicle plays a vital role in the safety and protection of passengers.
A conventional swan neck of a vehicle chassis that joins the front rails with the rear rails of the chassis is not tuned for progressive deformation and an uncontrolled swan neck bending is unsafe for passengers during frontal impacts. An optimal reinforcement at the swan neck is very critical due to the 3- dimensional bends (lateral and vertical bends) in the chassis construction and also due to the difficulties in joining them. Moreover, whenever the swan neck is strongly reinforced, excessive pitching of the chassis is observed, during collision, causing higher vertical direction deformation, which results in higher firewall intrusions. Thus, a fine tuned and optimally reinforced chassis frame at its neck portion is required to improve the crashworthiness of the full vehicle.
Hence, there is a need to optimize the reinforcement of a swan neck portion to ensure a progressive deformation and controlled swan neck bending of the neck portion of the chassis in a lateral direction after an axial crush of the front rails.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
Another object of the present disclosure is to provide a swan neck for a vehicle chassis that addresses high speed impacts as well as low speed impacts.
Yet another object of the present disclosure is to provide a swan neck that exhibits increased energy absorption.
Still another object of the present disclosure is to provide a swan neck that contributes to the safety and security of passengers.
Still another object of the present disclosure is to provide a swan neck that is strong and durable.
Still another object of the present disclosure is to provide a swan neck that adds minimal weight to the weight of the vehicle.
Other objects and advantages of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figure, which are not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a chassis for a four wheeled vehicle. The chassis is defined by a pair of first channels interconnected by a plurality of cross members. The pair of first channels has an operative front end and an operative rear end. Each channel of the pair of first channels comprises a front rail defining the operative front end, and a rear rail defining the operative rear end. An intermediate rail interconnects the front rail and the rear rail, wherein the intermediate rail has a swan neck configuration owing to the difference in distance between the operative front ends and operative rear ends of the pair of first channels. A reinforcing element is fitted onto the intermediate rail to reinforce the intermediate rail, thereby facilitating a desired sequential deformation of the pair of first channels in case of a frontal collision.
In an embodiment, the reinforcing element is a reinforcing plate having a swan neck configuration that complements the swan neck configuration of the intermediate rail. Furthermore, the reinforcing plate has a C-shaped profile defined by a pair of flange portions extending from a web portion.
The reinforcing plate has a plurality of cut-outs configured on the flange portions of the reinforcing plate to facilitate the desired sequential deformation of the pair of first channels in case of frontal collision. Furthermore, the reinforcing plate also has at least one dimple configured on the web portion of the reinforcing plate to facilitate the desired sequential deformation of the pair of first channels in case of frontal collision.
In another embodiment, the reinforcement plate is fitted onto the intermediate rail by welding process or by use of fasteners.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
A chassis of the present disclosure will now be described with the help of accompanying drawings, in which:
Fig. 1A illustrates an enlarged view of one embodiment of a conventional reinforcement for the swan neck of a chassis;
Fig. 1B illustrates an enlarged view of another embodiment of a conventional reinforcement for the swan neck of a chassis;
Fig. 2A illustrates an isometric view of the chassis of a vehicle with a reinforced swan neck portion, in accordance with an embodiment of the present disclosure;
Fig 2B illustrates a top view of the chassis of Fig 2A;
Fig. 2C illustrates an enlarged view of the reinforcement for the swan neck of the chassis of Fig. 2A;
Fig. 3A illustrates a side view of the reinforcement of Fig. 2C;
Fig. 3B illustrates a top view of the reinforcement of Fig. 2C;
Fig. 3C illustrates a front view of the reinforcement of Fig. 2C;
Fig. 4A illustrates a top view of the chassis of Fig. 1A after deformation;
Fig. 5A illustrates a top view of the chassis of Fig. 1B after deformation;
Fig. 5B illustrates a side view of the neck portion of the chassis of Fig. 1B after deformation;
Fig. 6A illustrates a top view of the chassis of Fig. 2C after deformation;
Fig. 6B illustrates a side view of the neck portion of the chassis of Fig. 2C after deformation; and
Fig. 7A illustrates a bottom view of a simulation result depicting the deformed portion of the chassis in accordance with the present disclosure.
DETAILED DESCRIPTION
A chassis also known as the base frame of a vehicle comprises a neck portion that is configured on the intermediate rail of the chassis to support the intermediate rail during frontal collisions. In typical body on frame vehicle constructions, most of the vibrational energy produced during the crash is designated to be absorbed in the chassis. The neck portion is generally a single piece and a long component that is subjected to high intensity vibrations, in case of high speed impact. The neck portion is designated to absorb most of the vibrations so that the rear of the chassis can withstand the crash load. Consequently, reinforcement at the neck portion is very critical due to the possibility of three-dimensional bends in the chassis construction and also due to the difficulties in joining them. Moreover, the reinforcement needs to be optimized for controlled bending and progressive deformation of the neck portion of the chassis.
Fig 1A represents a conventional reinforcement 50 at a swan neck portion (not shown in the Fig.) of a base frame (not shown in the Fig.) that comprises two swan shaped neck elements 52-1 and 52-2 disposed over one another. The swan shaped neck elements 52-1 and 52-2 provide a very conservative solution to the problems of intense vibrations and vertical bending caused due to high speed frontal collision. Moreover, the swan shaped neck elements 52-1 and 52-2 add on a lot of extra weight to the base frame (not shown in the figures).
Fig. 1B illustrates a conventional reinforcement 60 at swan neck portion (not shown in the Fig.) of a base frame (not shown in the Fig.) that comprises a vertical section 62 and two flanges 64-1 and 64-2 coupled at either end of the vertical section 62. The reinforcement 60 also comprises cut outs 66-1 and 66-2 and holes 68-1 and 68-2 that provide the reinforced swan neck portion (not shown in the Fig.) with improved neck deformation caused due to high speed frontal impact. However, the swan neck portion is prone to inconsistent and uncontrolled deformation.
Fig 2A and 2B illustrate an isometric view and a top view of a chassis 100 of a vehicle, respectively. The present disclosure envisages the chassis for a four wheeled vehicle. The chassis 100 is defined by a pair of first channels 100a, 100b interconnected by a plurality of cross members. The pair of first channels 100a, 100b has an operative front end and an operative rear end. Each channel of the pair of first channels 100a, 100b comprises a front rail 105-1, 105-2 defining the operative front end, and a rear rail 106-1, 106-2 defining the operative rear end. An intermediate rail 103-1, 103-2 interconnects the front rail 105-1, 105-2 and the rear rail 106-1, 106-2, wherein the intermediate rail 103-1, 103-2 has a swan neck configuration owing to the difference in distance between the operative front ends and operative rear ends of the pair of first channels 100a, 100b. A reinforcing element 101, 102 (also referred to as reinforcements 101, 102) is fitted onto the intermediate rail 103-1, 103-2 to reinforce the intermediate rail 103-1, 103-2, thereby facilitating a desired sequential deformation of the pair of first channels 100a, 100b in case of a frontal collision.
The reinforcements 101 and 102 together with intermediate rails 103-1, 103-2 form swan neck portions 104-1 and 104-2. In an embodiment, the reinforcing element 101, 102 is a reinforcing plate having a swan neck configuration that complements the swan neck configuration of the intermediate rail 103-1, 103-2. Furthermore, the reinforcing plate or reinforcing element 101, 102 has a C-shaped profile defined by a pair of flange portions 101a, 101b extending from a web portion 101c. The intermediate rails 103-1 and 103-2 are coupled with the front rails 105-1 and 105-2 and with the rear rails 106-1 and 106-2 of the chassis 100 respectively. In one embodiment of the present disclosure, the coupling is achieved by welding process. In another embodiment of the present disclosure, the coupling is achieved by the use of fasteners. The swan neck portions 104-1 and 104-2 are subjected to vigorous vibrations in the case of high speed collision. The reinforcements 101 and 102 supporting the swan neck portions 104-1 and 104-2 are featured in such a way that lateral bending of the swan neck portions 104-1 and 104-2 increases and vertical bending of the swan neck portions 104-1 and 104-2 decreases.
Fig. 2C illustrates an expanded view of the reinforcement 101 at swan neck portion 104-1 (shown in the figure 2A), in accordance with one embodiment of the present disclosure. The reinforcement 101 comprises a vertical section 150 and a couple of flanges 152-1 and 152-2 coupled at the ends of the vertical section 150. In one embodiment, the coupling is achieved by welding process. The reinforcement 101 at the swan neck portion 104-1 also comprises cut outs 154-1, 154-2, 154-3, 154-4 and 154-5, and dimples 156-1 and 156-2 made on the respective flanges 224-1 and 224-2. More specifically, the reinforcing plate 101 has the plurality of cut-outs 154-1, 154-2, 154-3, 154-4 and 154-5 configured on the flange portions 101a, 101b of the reinforcing plate to facilitate the desired sequential deformation of the pair of first channels in case of frontal collision, the dimples 156-1, 156-2 are configured on the web portion 101c of the reinforcing plate 101. The reinforcement 101 at swan neck portion 104-1 provides an optimized solution to the problems of high intensity vibrations and inconsistent deformation, unlike the conventional reinforcements 50 and 60 disclosed in Fig.1A and Fig.1B respectively. Also, the reinforcement 101 does not add on a lot of weight to the weight of the vehicle unlike the conventional reinforcement 50 disclosed in Fig. 1A.
Fig. 3A, 3B and 3C illustrates the side view, top view and front view of the reinforcement 101 provided at swan neck portion 104-1 (shown in the figure 2A). The figures 3A, 3B and 3C also represent the elements of the reinforcement 101 such as the cut outs 154-1, 154-2, 154-3, 154-4 and 154-5, and the dimples 156-1 and 156-2 that are strategically provided at critical locations to the reinforcement 101 to assist in lateral bending without compromising on vertical stability of the entire chassis 100 (shown in the figure 2B).
Fig. 4A displays the top view of a chassis 250 after deformation that comprises the conventional reinforcement 50 (disclosed in the Fig.1A), a swan neck 252 and a chassis front end 254. The swan neck 252 deforms in an uncontrolled manner and also earlier than the chassis front end 254, due to which crash energy is not efficiently absorbed by the chassis 250.
Fig. 5A and 5B respectively displays the top view and the side view of a chassis 260 after deformation that comprises the conventional reinforcement 60 (disclosed in the Fig.1B) and a swan neck 262. The swan neck 262 achieves progressive deformation, however, the swan neck 262 bends marginally and is also uncontrolled in nature, which results in crash loads transferring into the passenger compartment (not shown in any of the Fig.).
Fig. 6A and 6B respectively displays the top view and the side view of the chassis 100 (disclosed in the Fig.2A and Fig.2B) after deformation where the swan neck portions 104-1 and 104-2 get deformed after complete collapse of the chassis front end 110. Also, controlled bending of the swan neck 104-1 and 104-2 are observed which ensures maximum energy absorption by the chassis 100 during offset frontal crash and minimum crash load transfer into the passenger compartment (not shown in any of the Fig.).
Fig. 7A illustrates a bottom view of the simulation result 300 depicting the deformed portion of a chassis in accordance with an embodiment of the present disclosure. Simulation results were validated through physical tests including high speed full vehicle tests which showed good correlation and increased confidence on the reinforcement as well as simulation process. The simulation results and physical tests demonstrated a controlled lateral bending mode of deformation in the chassis at swan neck region with minimum vertical bending.
TECHNICAL ADVANCES AND ECONOMICAL SIGNIFICANCE
The reinforcements 101 and 102, in accordance with the present disclosure described herein above have several technical advantages including but not limited to the realization of providing a swan neck that:
? addresses high speed impacts as well as low speed impacts;
? exhibits increased energy absorption;
? contributes to the safety and security of passengers;
? is strong and durable; and
? adds minimal extra weight to the vehicle.

The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A chassis for a four wheeled vehicle, said chassis defined by a pair of first channels interconnected by a plurality of cross members, said pair of first channels having an operative front end and an operative rear end, each channel of said pair of first channels comprising:
a front rail defining said operative front end;
a rear rail defining said operative rear end;
an intermediate rail interconnecting said front rail and said rear rail, wherein said intermediate rail has a swan neck configuration owing to the difference in distance between said operative front ends and operative rear ends of said pair of first channels; and
a reinforcing element fitted onto said intermediate rail to reinforce said intermediate rail, thereby facilitating a desired sequential deformation of said pair of first channels in case of a frontal collision.
2. The chassis as claimed in claim 1, wherein said reinforcing element is a reinforcing plate having a swan neck configuration that complements said swan neck configuration of said intermediate rail.
3. The chassis as claimed in claim 2, wherein said reinforcing plate has a C-shaped profile defined by a pair of flange portions extending from a web portion.
4. The chassis as claimed in claim 3, wherein said reinforcing plate has a plurality of cut-outs configured on said flange portions of said reinforcing plate to facilitate said desired sequential deformation of said pair of first channels in case of frontal collision.
5. The chassis as claimed in claim 3, wherein said reinforcing plate has at least one dimple configured on said web portion of said reinforcing plate to facilitate said desired sequential deformation of said pair of first channels in case of frontal collision.
6. The chassis as claimed in claim 1, wherein said reinforcement plate is fitted onto said intermediate rail by welding process.
7. The chassis as claimed in claim 1, wherein said reinforcement plate is fitted onto said intermediate rail using of fasteners.