Angled Tube Frontal Structure for Heavy-Vehicle Impact Absorption
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing impact energy absorbing structures in vehicles, particularly heavy vehicles, are becoming inadequate due to increased impact energy from heavier vehicles, necessitating a lightweight solution that can absorb a higher amount of energy effectively.
Innovation Solution
A three-straight-section tube assembly with angular transitions, comprising an upper, intermediate, and lower straight tube sections connected by curved sections, is fixed vertically to a vehicle's chassis frame, allowing controlled deformation for efficient energy absorption.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Quantity of substance
If traditional pipe structures are used for impact energy absorption, then the structure is simple to manufacture, but the energy absorption capacity is insufficient for heavier vehicles
Solution Approach 1:
The tube assembly is divided into multiple straight sections (first, second, third, fourth, and fifth straight sections) connected by curved sections. This segmentation allows each section to be optimized for specific deformation characteristics while maintaining overall energy absorption capacity suitable for heavier vehicles.
Solution Approach 2:
The tube assembly is configured with angular transitions between straight sections, creating a three-dimensional deformable structure. This spatial configuration enables the assembly to absorb impact energy through controlled deformation in multiple directions, significantly increasing energy absorption capacity compared to simple linear pipe structures.
2Quantity of substance
If the tube assembly deforms vertically under impact, then the structure responds to impact force, but the space for energy absorption is limited
Solution Approach 1:
The tube assembly features asymmetric angular transitions where the second straight section is angled relative to the first, the third straight section is angled relative to the second, and the fourth straight section is angled relative to the third. This asymmetric configuration predetermines lateral deformation orientation, preventing vertical movement and maximizing energy absorption through lateral crushing deformation.
3Quantity of substance
If vehicles become heavier to meet safety regulations, then safety performance improves, but impact energy increases requiring more robust (and heavier) absorbing structures
Solution Approach 1:
The tube assembly utilizes controlled changes in geometric parameters including angular transitions between straight sections, varying section lengths, and curved section radii. These parameter variations create predetermined weak points and deformation zones that allow the structure to absorb high impact energy through progressive crushing, achieving high energy absorption capacity with a lightweight design.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The assembly provides enhanced energy absorption by predetermining deformation orientation, minimizing vertical movement, and maximizing lateral deformation, thus protecting the vehicle structure and ensuring robust shock absorption.
Implementation Method 1
the tube assembly acts as a deformable part under impact and allows for a better conservation of the integrity of the structure
Implementation Method 2
A too great angle would diminish the ability to absorb energy as the tube assembly would not sufficiently oppose the force of an impact
Data Source
Figure 1
Figure 2~3
Figure 4~5
AI summary
Assembly (10, 12) for absorbing impact energy, the assembly comprising: a beam (10) configured to be fixed in a vertical orientation (Z) to a chassis frame (7) of a vehicle (1); a single-piece tube assembly (12) comprising: an upper plate (14) fixed to the beam (10); an upper tube section (16) welded to the upper plate (14); an intermediate tube section (20) angled with respect to the upper tube section (16); a lower tube section (24) angled with respect to the intermediate tube section (20); and a lower plate (26) welded to the lower section (24) and configured to be fixed to the chassis frame (7), wherein the upper tube section (16), the intermediate tube section (20) and the lower tube section (24) are straight.