Vehicle Front Structure With Inner Reinforcement for Narrow-Object Impact
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Solution Overview
Problem
Existing vehicle front structures are prone to rupture at the joint between crash cans and bumper reinforcements when a narrow collision object collides between them, leading to detachment and reduced load transmission efficiency.
Innovation Solution
A vehicle front structure is provided with a pair of left and right crash cans extending in a vehicle front-rear direction with a predetermined distance therebetween in a vehicle width direction of a vehicle; and a coupling member coupling front ends of the left and right crash cans in the vehicle width direction. A width direction member is disposed between the crash cans and extends along the vehicle width direction, in which in regard to the crash cans and the coupling member, a front end on an inner side in the vehicle width direction of each of the crash cans is joined to a rear surface of the coupling member, and each end in the vehicle width direction of the width direction member is joined to a position located on a vehicle rear side of a joint portion between each of the crash cans and the coupling member.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If only a coupling member is used to join crash cans, then the structure is simple, but the joint portion ruptures under narrow collision objects
Solution Approach 1:
The coupling structure is segmented into two distinct members: a coupling member extending in the vehicle width direction and a width direction member extending in the vehicle front-rear direction. This segmentation allows each member to handle specific directional loads, preventing concentration of stress at a single joint portion and avoiding rupture under narrow collision objects.
Solution Approach 2:
The solution transitions from a single-member coupling approach to a two-member three-dimensional coupling system. The width direction member adds a new dimensional aspect to the coupling, creating a spatial distribution of joint portions that enhances structural integrity against narrow collision objects while maintaining overall structural simplicity.
2Productivity
If the crash cans are rigidly coupled, then load transmission is efficient, but the joint portion ruptures during collision
Solution Approach 1:
The coupling structure incorporates controlled deformation capability through the interaction between the coupling member and width direction member. During collision, the structure allows dynamic redistribution of loads across multiple joint portions, enabling the system to maintain strength while efficiently transmitting collision loads to the vehicle rear side.
Solution Approach 2:
The dual-member coupling structure is designed in advance to absorb and distribute collision energy before it can concentrate and rupture a single joint portion. The width direction member acts as a pre-positioned structural element that cushions the joint portions from excessive tensile loads during narrow object collisions.
3Length of moving object
If the joint portion is positioned at the front end, then coupling is direct, but tensile load concentrates and causes rupture
Solution Approach 1:
The coupling function is segmented between two members positioned at different locations. The coupling member provides front-end coupling while the width direction member provides rearward coupling, distributing the coupling function across multiple positions to prevent tensile load concentration at a single front-end joint portion.
Solution Approach 2:
The width direction member acts as an intermediary element that transfers loads from the front collision point to rearward joint portions. This intermediary structure mediates the force transmission, preventing direct concentration of tensile loads at the front end joint portions and reducing rupture risk.
Data Source
AI summary
A vehicle front structure is provided for preventing a rupture of a joint portion between a crash can and a coupling member when a collision object having a narrower width than a distance in a vehicle width direction between left and right crash cans collides between the left and right crash cans in a vehicle front portion. An inner bumper reinforcement is disposed between the crash cans and extends along a vehicle width direction. Flange portions of the crash cans are joined to a rear surface of an outer bumper reinforcement, and both ends in the vehicle width direction of the inner bumper reinforcement are joined to a position located on a vehicle rear side of a joint portion between each of the crash cans and the outer bumper reinforcement and near a front end of each of the crash cans.