Front Cabin Frame Assembly with Continuous Load Transfer Paths
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Solution Overview
Problem
Current front cabin frame structures in vehicles lack sufficient load transfer paths and continuous connections, leading to inadequate energy absorption and distribution during head-on collisions, resulting in increased damage to passengers and subpar NVH performance.
Innovation Solution
A front cabin frame assembly with a design that includes a front beam, upper side beam, cowl reinforcement crossbeam, cowl outer reinforcement, and A-pillar, forming two longitudinal load transfer paths and an enclosed ring-like structure with energy-absorbing components, such as energy-absorbing boxes and bumper beams, to effectively distribute collision energy and enhance stiffness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a common front cabin frame structure (front bumper, left and right front beams, front reinforcement structure and A-pillar) is used, then the structure is simple, but the load transfer path is insufficient and discontinuous, resulting in inadequate collision energy absorption
Solution Approach 1:
The front cabin frame is divided into multiple functional segments including upper longitudinal beams, intermediate longitudinal beams, front auxiliary frames, and connection support portions. Each segment is designed to perform specific load transfer functions, creating continuous load transfer paths that improve collision safety while maintaining reasonable structural complexity
Solution Approach 2:
The patent introduces a three-dimensional framework with upper and intermediate longitudinal beams arranged at different heights and positions. This spatial arrangement creates multiple load transfer paths in different directions, transforming a two-dimensional simple structure into a three-dimensional complex structure that provides superior collision energy absorption and distribution
2Strength
If the front cabin frame lacks continuous connection structure, then the manufacturing is easier, but the flexural and torsional stiffness is insufficient, affecting NVH performance
Solution Approach 1:
The upper longitudinal beams, intermediate longitudinal beams, and front auxiliary frames are merged into an integrated assembly through connection support portions. This merging creates a unified structure with continuous load transfer paths, significantly improving flexural and torsional stiffness while maintaining manufacturability through modular design
Solution Approach 2:
The connection support portions are designed to pre-establish continuous connection structures between different frame components. This preliminary action ensures that the flexural and torsional stiffness requirements are met before the vehicle undergoes NVH testing, allowing for optimized manufacturing processes
Data Source
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AI summary
A front cabin frame assembly, comprising an impact beam (10), a front side member front part (30), an upper side beam (40), a front base (100), a dash reinforcement beam (80), a dash reinforcement panel (90), a windshield beam (150) and an A pillar (110). The front end of the front side member front part (30) is laterally connected with the front end of the upper side beam (40); the root of the front side member front part (30) is connected with the dash reinforcement beam (80); the root of the upper side beam (40) is connected with the A pillar (110); and the dash reinforcement panel (90) is connected the root of the front side member front part (30) and the A pillar (110). The front cabin frame assembly can fully absorb the energy from the impact of a head-on collision, and has right dispersion paths, thereby effectively improving the bending-torsional stiffness, crashworthiness and NVH performance of a vehicle.