Motor Vehicle Front End Assembly with Multi-Path Load Distribution
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Solution Overview
Problem
Conventional front end assemblies for motor vehicles lack effective load absorption and distribution, leading to inefficient use of materials and increased component weight, which limits their ability to absorb various loads and react to different crash scenarios.
Innovation Solution
The introduction of a third load path through a deformation element and carrying support above the main load path, allowing forces to be distributed across a larger area of the vehicle front, including the creation of an upper secondary load path that extends into the crash management system, thereby reducing material requirements and enhancing crash management efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional front end assemblies use traditional load path configurations, then structural simplicity is maintained, but load absorption efficiency is insufficient
Solution Approach 1:
The load path is segmented into multiple independent paths: a main load path through the bumper transverse support and engine longitudinal supports, and secondary load paths through carrying supports positioned at different heights. This segmentation allows forces to be distributed across multiple routes, improving load absorption efficiency without requiring complete redesign of the entire structure.
Solution Approach 2:
The invention introduces vertical dimensionality by positioning carrying supports at different heights (first carrying support at a first height, second carrying support at a second height). This multi-level arrangement creates three-dimensional load distribution, transforming the traditional planar load path into a spatial configuration that enhances crash management capability.
2Reliability
If additional carrying supports and deformation elements are added to create multiple load paths, then load distribution is improved, but component weight increases
Solution Approach 1:
The invention optimizes the geometric parameters of the load path configuration, including the vertical spacing between carrying supports and their horizontal positioning relative to the bumper transverse support. By carefully selecting these parameters, the structure achieves effective load distribution with minimal additional material, preventing excessive weight increase.
3Reliability
If deformation elements are positioned at different heights to create upper secondary load paths, then crash management efficiency is enhanced, but manufacturing complexity increases
Solution Approach 1:
The carrying supports serve multiple functions: they provide structural attachment points for the deformation elements, act as load transmission paths in themselves, and establish the geometric framework for the multi-level load distribution system. This multi-functionality reduces the need for separate components, simplifying manufacturing despite the enhanced crash management capability.
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
This configuration allows for improved load absorption and distribution, reducing material costs and component weight, while enabling the vehicle to react more effectively to different crash scenarios by incorporating additional load-conveying components into the crash management system.
Implementation Method 1
at least during its deformation supports itself at least during its deformation at least partially on the upper end section of the carrying support
Data Source
AI summary
A front end assembly for a motor vehicle has improved load absorption for forces acting on the front of the front end assembly. The front end assembly has at least one impact-absorbing crossbeam; at least one support beam which can be arranged vertically on the motor vehicle and towards the rear of the impact absorbing crossbeam, can be secured to a motor longitudinal support of the motor vehicle, and has at least one upper end portion that can be arranged at least partly above the motor longitudinal support. At least one support strut extends rearwards and downwards from the impact-absorbing crossbeam and via which the forces acting on the front of the impact-absorbing crossbeam can be partly transmitted to a front axle support of the motor vehicle. At least one deformation element can be arranged at least partly geodetically higher than the impact-absorbing crossbeam and in front of the upper end portion of the support beam at least partly on the front side, and is supported at least partly rearwards against the upper end portion of the support beam at least while deforming.