Abstract: An axially compressible energy absorbing member for a vehicle comprising a thin-walled tube having at least two adjacent, substantially parallel, axially-extending passageways defined by tube walls and separated where they are adjacent by a wall section, wherein the wall section includes one or more apertures of predetermined shape(s) and/or size(s), and wherein the thickness of the tube walls and of the wall section is substantially constant and the same.

Abstract: A vehicle seat having a vehicle seat base comprising a generally concave seat pan (4) and side plates (16) fixed to the seat pan for mounting the seat pan to the vehicle wherein the seat pan has, all relative to the direction of movement of the vehicle, a front face, a rear face, two lateral side faces and a bottom face, and wherein the side plates extend from the front towards the rear of the seat pan and are bonded to the lateral side faces along at least part of the length of each of the side plates. This produces a lightweight yet rigid seat base which enables a low block height.

Abstract: A seat back for a vehicle seat comprising a panel (4) and a frame structure (6, 8, 10), the frame structure being formed of two metal tubes (6, 8) having first ends joined together by a crossmember ((10) and second ends joined together by a first member to form a tapering framework which is wide at the bottom of the seat back and narrow at the top of the seat back, wherein there is no cross-bracing of the frame between the top and bottom of the seat back. The framework is mounted to the panel such that in use the second ends are positioned near the lower portion of the seat back and the first ends are positioned towards the upper portion of the seat back.

Abstract: A chassis and a method of forming the chassis comprising assembling a framework of interconnected tubular-section metallic members and a plurality of composite panels, each panel being adhesively bonded to a plurality of the metallic members, wherein at least one bond between a composite panel and a metallic member is formed by an arcuate formation integral with and extending from an edge of a planar section of the composite panel and fitting around an exterior of the metallic member, and providing a layer of adhesive along the gap there between extending substantially from the edge of the planar section across a part of but less than the complete angular extent of the arcuate section.

Abstract: The provision of impact structures is difficult in the case of small vehicles, due to the shortage of working depth. We propose to use the wheel and tire as part of the deformable structures, which reduces the overall weight of the vehicle and requires little or no additional space in which to provide the impact structures. There is still a need to control the movement of the wheel under impact, but we have found that this can be done by appropriate design of the suspension components so that they react in a defined manner to an impact and guide the wheel in the correct manner.

Abstract: A vehicle suspension comprises an assembly of a hub carrier and a support arm, the support arm being attached to the hub carrier at two points spaced from each other in the direction of travel and extending inwardly therefrom to a support arm attachment point for fixing to a chassis, and a trailing link extending from the assembly in a direction transverse to that of the support arm, toward a trailing link attachment point for fixing to the chassis. The trailing link preferably extends from the assembly in a forward direction, and is preferably connected directly to the hub carrier. A strut can extend upwardly toward an attachment point for fixing to a chassis, to provide a spring and damper. The support arm can comprise a pair of arms extending divergently from the attachment point to each of the two points. A toe control link extends generally parallel to but spaced from the rear arm, linking the hub carrier to the chassis to provide geometry control under high load conditions.

Abstract: A vehicle with a load space to provide a chassis comprising a framework (10) comprising a pair of spaced-apart elongate longitudinal members (12, 14) connected by a pair of spaced-apart elongate lateral members (20, 22) and bracing for the thus-defined framework, a rear suspension attached to the rearmost lateral member (20) and comprising a trailing-arm arrangement (52), and a front suspension attached to the front most lateral member (22) and comprising a leading-arm arrangement (58). This creates a rigid core for the chassis, which also provides all four suspension mounting points.

Abstract: We improve still further the crashworthiness of a tubular-frame chassis by providing a means for absorbing lower-energy impacts without deforming the tubular steel frame, The vehicle comprises a chassis structure including a load-bearing tubular chassis member extending longitudinally within the vehicle, at least one crush structure located laterally outside of the chassis member, the crush structure having an upper and a lower extent that overlap with an upper and lower extent of the chassis member. In this way, the crush structure is able to interact with the chassis member, transferring impact forces to the chassis member and thereby reducing the necessary size (and weight) of the crush structure. The crush structure is preferably removable, to allow replacement after an impact. Alternatively, the crush structure part of a door of the vehicle, positioned as necessary when the door is closed.

Abstract: We improve still further the crashworthiness of a tubular-frame chassis by providing a means for absorbing lower-energy impacts without deforming the tubular steel frame, The vehicle comprises a chassis structure including a load-bearing tubular chassis member extending longitudinally within the vehicle, at least one crush structure located laterally outside of the chassis member, the crush structure having an upper and a lower extent that overlap with an upper and lower extent of the chassis member. In this way, the crush structure is able to interact with the chassis member, transferring impact forces to the chassis member and thereby reducing the necessary size (and weight) of the crush structure. The crush structure is preferably removable, to allow replacement after an impact. Alternatively, the crush structure part of a door of the vehicle, positioned as necessary when the door is closed.

Abstract: A vehicle suspension comprises an assembly of a hub carrier and a support arm, the support arm being attached to the hub carrier at two points spaced from each other in the direction of travel and extending inwardly therefrom to a support arm attachment point for fixing to a chassis, and a trailing link extending from the assembly in a direction transverse to that of the support arm, toward a trailing link attachment point for fixing to the chassis. The trailing link preferably extends from the assembly in a forward direction, and is preferably connected directly to the hub carrier. A strut can extend upwardly toward an attachment point for fixing to a chassis, to provide a spring and damper. The support arm can comprise a pair of arms extending divergently from the attachment point to each of the two points. The hub carrier can include a pivot pin extending in a fore/aft alignment, passing through two pivot points on the support arm thereby to define the two points.

Abstract: A laser-cut and spot-welded tubular frame chassis typically has an accuracy of ±1.5 mm. To allow positioning of exterior body panels to an accuracy of ±0.2 mm we propose that the vehicle comprise one or more integration panels, lying between the tubular framework and the exterior body panels. These can be made of a lightweight material, and can be made to be structural or non-structural depending on the intended use and location of the panel. It can also be attached adhesively to the framework at an early stage of manufacture. A jig with a suitable datum point can hold the integration panels while the adhesive sets, or a robotic arm or the like can hold the panel in the correct position. An adhesive thickness of about 3 mm will allow chassis tolerances of ±1.5 mm in any direction to be accommodated. The exterior body panels can then be attached to the integration panels in any preferred manner, such as adhesives, bolts, clips or the like.

Abstract: Electric vehicles usually inherit a chassis of a pressed steel construction from a conventional vehicle design. This imposes a substantial weight penalty on the vehicle. We disclose a chassis element for a vehicle, formed of an outer skin material, an inner core material enveloped by the outer skin material, and at least one array of aligned fibres, and comprising a restraint for an electrical battery adapted to locate the battery over the at least one array. There can be multiple arrays of aligned fibres, preferably disposed at a transverse angle relative to each other of less than 90°. We particularly prefer three arrays of aligned fibres, which can be disposed relative to each other at an angle of 60°. The fibres can be disposed within the skin material.

Abstract: A chassis for a vehicle has a locally narrower portion within which is mounted a wheel, and a rigid member extending from the chassis toward the quiescent position of the wheel and ending at a point which is spaced radially from the outer profile and located axially within the thickness of the wheel. Under an impact, the wheel itself will be crushed against the rigid member, absorbing some of the impact energy. The impact energy can also be transmitted via the rigid member to the remainder of the chassis, providing a load path to major mass concentrations elsewhere in the vehicle and allowing energy to be dissipated by the deformation of other structures elsewhere. This can then limit frontal damage to the vehicle and hence reduce the risk of intrusions into the passenger cell. The rigid member can be a column extending towards the wheel, and can end with a flat plate that is positioned tangentially to a local portion of the outer profile.

Abstract: A vehicle seat (10) comprises a base unit (12) and an upright seat back (14), the base unit (12) being moulded composite materials with optimised fibre orientations and metallic fixing points for attachment to the vehicle and at least two laterally-spaced upstanding arms (46), the seat back (14) being of a moulded composite material with optimised uni-directional fibre orientations and being attached to each upstanding arm (46) via a connection that is distributed along the vertical direction. This vertical distribution can be achieved by providing a plurality of mechanical attachments (48) between the two parts, with the attachments (48) spaced apart in the vertical direction.

Abstract: A chassis (10) for a vehicle is disclosed which combines rigidity, speed of manufacture, and a small environmental footprint. Such a chassis comprises a framework of interconnected tubular sections (12, 14, 16, 18, 20, 22, 28) and at least one sheet (50) bonded to the framework. Laser cutting, CNC bending, and computer-controlled welding mean that the required production time can be kept to 120 seconds and the rigidity of the structure as a whole is sufficient. Such a chassis also has an exceptionally low carbon footprint. The sheet can be metallic, such as Aluminium or Aluminium honeycomb, or it can be a composite material such as one comprising a paper-based core and a fibre-reinforced plastics coating. The sheet can be non-flat, and is preferably a concave geometry such as a tub. It can be composed of a plurality of sections, ideally joined by a method allowing a positional tolerance so that any tolerance in the construction of the framework can be accommodated.

Abstract: A vehicle suspension comprises an assembly of a hub carrier and a support arm, the support arm being attached to the hub carrier at two points spaced from each other in the direction of travel and extending inwardly therefrom to a support arm attachment point for fixing to a chassis, and a trailing link extending from the assembly in a direction transverse to that of the support arm, toward a trailing link attachment point for fixing to the chassis. The trailing link preferably extends from the assembly in a forward direction, and is preferably connected directly to the hub carrier. A strut can extend upwardly toward an attachment point for fixing to a chassis, to provide a spring and damper. The support arm can comprise a pair of arms extending divergently from the attachment point to each of the two points. The hub carrier can include a pivot pin extending in a fore/aft alignment, passing through two pivot points on the support arm thereby to define the two points.

Abstract: A chassis for a vehicle is disclosed which combines rigidity, speed of manufacture, and a small environmental footprint. Such a chassis comprises a framework of Interconnected tubular sections (14, 18) and at least one composite sheet (50) bonded to the framework, at least part of the composite sheet being of unidirectional fibers. The sheet can be non-flat, and is preferably a concave geometry such as a tub. It can be composed of a plurality of sections (78, 80). The part of the composite sheet that Is of unidirectional fibers extends obliquely rearwardly from a tubular section on one side of the chassis toward a further tubular section on another side of the chassis, the fibers also being oriented obliquely rearwardly In the same sense. A further similar part extends in the opposite direction/symmetrically, overlapping as necessary.

Abstract: A vehicle comprises front and rear wheels, a passenger cell, and an engine, wherein the engine is located entirely aft of the foremost extent of the passenger cell, the engine having a cooling circuit, further comprising a radiator that is in fluid communication with the cooling circuit, the radiator being located aft of the front wheel centers and in front of the engine, and in an airflow path that extends from an underside of the vehicle to an exit on a rear face of the vehicle, wherein the airflow path is ducted at least in a portion around the radiator. This arrangement succeeds in placing the radiator close to the engine, thereby avoiding long conduit paths and their associated weight. The ducting causes a region of high pressure on the face of the radiator, and the exit on the rear face of the vehicle opens into the low pressure region behind the vehicle, so that air is drawn along the flow path, through the radiator.

Abstract: A seat belt arrangement for a vehicle seat having a seat part and a back part and which is positioned substantially centrally between the nearside and offside of a vehicle. First and second anchorage points are provided on the vehicle structure on opposite sides of the seat part, the first anchorage point providing an anchorage for one end of the seat belt and the second anchorage point comprising a latching mechanism for receiving a latch carried by the seat belt. A third anchorage point comprising a retractor system is located on the vehicle structure behind the seat. The first, second and third anchorage points are each located at a relatively low position; and an upper mounting provided on the back part (towards an upper end thereof) is at a higher level than the first, second and third anchorage points.