Vehicle Front End Corner Reinforcement for Crash Force Diversion
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Solution Overview
Problem
Existing vehicle front end designs during frontal crashes often fail to effectively divert forces into the A-pillar load path, leading to potential intrusion of components into the passenger compartment and inadequate energy absorption, which compromises occupant protection.
Innovation Solution
The integration of corner reinforcements firmly connected to both the A-pillar and module cross member, with an integrated crash strut supporting the spring strut mount, creates an effective force bridge and enhances vehicle rigidity, preventing the strut mount from turning and reducing the risk of component intrusion into the passenger compartment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the spring strut mount is supported on the lower side member, then the suspension system can be mounted, but the spring strut dome can turn into the passenger compartment during frontal crash
Solution Approach 1:
The support structure is divided into multiple functional segments: the lower side member forms the base support, the corner reinforcement is added as a separate structural element at the A-pillar, and the integrated crash strut connects these elements. This segmentation allows each component to perform its specific function while working together to prevent intrusion.
Solution Approach 2:
The corner reinforcement extends in the vehicle transverse direction (Y-direction) between the A-pillars, adding a transverse dimensional element to the primarily longitudinal lower side member. This creates a two-dimensional support plane that more effectively resists intrusion forces from multiple directions.
2Strength
If corner reinforcement is added to connect A-pillar and module cross member, then vehicle rigidity is enhanced, but device complexity increases
Solution Approach 1:
The corner reinforcement is designed as an integrated component that combines multiple functions: it reinforces the A-pillar connection, connects to the module cross member, and incorporates the crash strut support. By merging these functions into a single structural element, the overall device complexity is reduced compared to adding separate components for each function.
Solution Approach 2:
The corner reinforcement serves multiple purposes simultaneously: it acts as a structural connector between the A-pillar and module cross member, provides reinforcement to prevent intrusion, and supports the integrated crash strut. This multi-functionality reduces the need for additional separate components.
3Loss of energy
If forces are transmitted via A-pillar and downstream structures, then energy absorption is improved, but the spring strut mount may still intrude into passenger compartment
Solution Approach 1:
The integrated crash strut acts as an intermediary element between the spring strut mount and the corner reinforcement structure. It specifically prevents the spring strut dome from intruding into the passenger compartment while allowing the corner reinforcement to transmit crash forces through the A-pillar and downstream structures for energy absorption.
Data Source
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AI summary
The invention relates to a front end (1) of a vehicle, in particular a motor vehicle, comprising two lower longitudinal frame members (6, 7) which are disposed opposite of one another viewed in the transverse vehicle direction (Y direction) and on each of which a suspension strut holder (11, 12) is supported, and further comprising a module transverse frame member (14) which extends in the transverse vehicle direction (Y direction) between two A pillars (9, 10) and is rigidly connected to the same, wherein associated with each A pillar (9, 10) is a corner reinforcement (16, 17), which in the region of the attachment of the module transverse frame member (14) to the A pillar (16, 17) is rigidly connected both to the A pillar (16, 17) and to the module transverse frame member (14) and is supported on a suspension strut holder (11, 12) by means of at least one integrated crash link (20).