Vehicle Front Body Coupling Member for Cabin Deformation Control
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current vehicle front body structures face challenges in suppressing cabin deformation during frontal collisions without increasing body weight, particularly due to the higher rigidity of aluminum die-cast suspension housings and the transmission of impact energy through compression-type impact energy absorption mechanisms.
Innovation Solution
A vehicle front body structure featuring a coupling member with higher tensile strength than the suspension housing, coupled to the front side frame and apron reinforcement, which includes a body section fixed to the suspension housing and a wall section bent rearward to support collision loads, preventing rearward movement of the suspension housing and thus reducing cabin deformation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If a compression-type impact energy absorption mechanism is used in the front side frame, then impact energy absorption efficiency is improved, but rearward movement of the suspension housing increases during collision
Solution Approach 1:
The front side frame is divided into multiple sections with different rigidity characteristics. The front portion is designed with lower rigidity to enable compression deformation for energy absorption, while the rear portion maintains higher rigidity to restrict suspension housing movement. This segmentation allows simultaneous achievement of energy absorption efficiency and suspension housing stability during collision.
2Strength
If the plate thickness of the dashboard is increased to suppress cabin deformation during collision, then cabin deformation is reduced, but body weight increases
Solution Approach 1:
The dashboard structure is segmented into different thickness zones. The front portion near the impact zone has increased plate thickness to resist deformation during collision, while the rear portion maintains standard thickness to minimize weight increase. This localized reinforcement achieves cabin protection without excessive weight penalty.
Solution Approach 2:
The dashboard exhibits non-uniform thickness distribution with locally reinforced areas. The plate thickness is specifically increased in the front region where collision forces are transmitted to the cabin, while other areas maintain original thickness. This local quality variation provides targeted strength enhancement with minimal weight increase.
3Weight of moving object
If an aluminum die-cast suspension housing is used instead of steel, then body weight is reduced and manufacturing freedom is improved, but rigidity is higher causing larger rearward movement during collision
Solution Approach 1:
The suspension housing material parameters are optimized by selecting specific aluminum alloys with controlled mechanical properties. The material parameters are adjusted to achieve the right balance between weight reduction and rigidity control, ensuring the housing is lightweight yet provides adequate resistance to collision forces without excessive rearward movement.
Data Source
AI summary
A vehicle front body structure includes a front side frame extending forward from a dashboard separating a cabin and an engine compartment, an apron reinforcement extending in a front-rear direction, a suspension housing, a braking force booster between this suspension housing and the dashboard, and a coupling member coupled to the front side frame and the apron reinforcement. The coupling member is formed of a material with higher tensile strength than the suspension housing. The coupling member includes a body section fixed to a rear surface of the suspension housing, and a wall section bent from a lower end of this body section and extending rearward.