Front Side Frame Reinforcement for Suspension Tower Load Management
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
The existing front vehicle-body structures are prone to sectional collapse under load input from the suspension tower portion in the up-down direction, leading to deterioration in Noise, Vibration, and Harshness (NVH) performance.
Innovation Solution
A reinforcement extending in the up-down direction is integrated into the closed cross-section of the front side frame, interposed between the upper and lower flange portions, and linearly extending to support against displacement, while recessed beads on the vertical wall surfaces enhance structural rigidity and energy absorption.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If a recessed bead shape is formed to a position on the side of a suspension tower portion to increase energy absorption, then the energy absorption amount increases, but the structure becomes weak against deformation with respect to the load in the up-down direction, causing sectional collapse
Solution Approach 1:
The front side frame is divided into multiple sections with different bead configurations: the first bead in the compression deformation region has a shape that promotes energy absorption, while the second bead in the suspension tower region has a different shape that maintains structural strength. This segmentation allows each region to be optimized for its specific function without compromising the other.
Solution Approach 2:
Different bead shapes are applied to different locations along the front side frame. The first bead (in compression region) has a shape optimized for energy absorption, while the second bead (in suspension tower region) has a shape optimized for maintaining structural integrity. This local differentiation resolves the contradiction by providing location-specific structural properties.
2Loss of energy
If the front side frame is designed to allow lateral breakage deformation to absorb collision energy, then energy absorption increases, but the NVH performance deteriorates due to excessive deformation
Solution Approach 1:
The front side frame is designed with dynamic deformation characteristics: the compression deformation region allows controlled collapse for energy absorption, while the suspension tower region maintains rigidity to suppress unwanted vibrations and noise. The bead configurations enable this dynamic response by controlling where and how deformation occurs under different loading conditions.
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 effectively suppresses sectional collapse and improves NVH performance by providing additional support against loads from the suspension tower, maintaining structural integrity and reducing noise and vibration.
Implementation Method 1
the reinforcement extending in an up-down direction... suppresses sectional collapse of the front side frame due to a load input from a suspension tower portion in the up-down direction
Implementation Method 2
the energy absorption amount at the time of the compressive deformation is increased by increasing ridges... recessed beads extending from the front portion toward the rear side are formed on vertical wall surface portions
Data Source
Figure 1
Figure 2
Figure 3
AI summary
Each of a pair of front side frames (50) includes an outer member (52) and an inner member (51), the outer member (52) and the inner member (51) have vertical wall surface portions (51c,52c) in which a recessed bead (55) extending from a front side to at least a position next to a suspension tower portion (24) in a vehicle front-rear direction is formed, a reinforcement (54) extending in the vehicle front-rear direction and in an up-down direction that divides a closed cross-section (50S) of the front side frame (50) into left and right is included between the members (51,52) of the front side frame (50) to which the suspension tower portion (24) is connected, the reinforcement (54) is formed to be joined to upper flange portions (51a,52a) and lower flange portions (51b,52b) of the members (51,52) of the front side frame (50) with the reinforcement (54) being interposed between the upper flange portions (51a,52a) and between the lower flange portions (51b,52b) and to linearly extend in the up-down direction.