M-Shaped Upper Member for Vehicle Front Impact Absorption
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Solution Overview
Problem
The existing vehicle-body front structure is inadequate in absorbing impact loads during small overlap collisions, as it primarily relies on the deformation of a single curved portion of the upper member, limiting the overall absorption capacity.
Innovation Solution
A vehicle-body front structure design featuring an upper member with a substantially M-shaped portion, including three curve portions, and a damper housing system that increases the absorption capacity by allowing multiple deformation points, along with a gusset and damper housing configuration to enhance rigidity and load distribution.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the upper member is configured with only one curve portion to absorb impact load, then the structure is simple, but the impact load absorption capacity is insufficient during small overlap collisions
Solution Approach 1:
The upper member is divided into multiple curve portions (first, second, and third curve portions) along its length. Each curve portion can deform independently under impact load, segmenting the energy absorption function across multiple locations rather than relying on a single deformation point. This segmentation increases the total absorption capacity while maintaining structural integrity.
Solution Approach 2:
The invention changes the geometric parameters of the upper member by introducing multiple curve portions with different curvatures and positions. The first curve portion has a larger curvature radius than the second curve portion, creating a gradient structure that optimizes deformation characteristics. This parameter variation allows the member to absorb impact energy more effectively across different deformation stages.
2Strength
If the upper member is made more rigid to maintain structural integrity, then the structural strength is improved, but the ability to deform and absorb impact load is reduced
Solution Approach 1:
The upper member is designed with non-uniform local properties through the combination of straight portions and curve portions. The straight portions provide high rigidity and structural integrity, while the curve portions provide controlled deformation capacity. This local differentiation allows the member to maintain overall strength while enabling specific regions to deform for energy absorption.
Solution Approach 2:
The upper member transitions from a static rigid structure to a dynamic structure with multiple deformation zones. Under impact load, the curve portions dynamically deform in a controlled sequence, allowing the member to adapt its stiffness characteristics. The first curve portion deforms first, followed by the second and third curve portions, creating a progressive deformation pattern that optimizes energy absorption while maintaining structural integrity.
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 design significantly increases the absorption of impact loads during small overlap collisions by allowing multiple deformation points in the upper member and enhancing the structural rigidity, effectively dispersing and managing the impact load across the front structure.
Implementation Method 1
the curve portion of the upper member can be deformed to be bent by the impact load, and hence the curve portion can absorb the impact load
Data Source
AI summary
In a vehicle-body front structure, a left upper member extends from a left front pillar to the vehicle front side. The left upper member extends substantially horizontally from the left front pillar to a left damper housing, and extends in an inclined manner from the left damper housing to the lower portion. Also, a front member extending in an inclined manner of the left upper member is formed in a substantially M shape in side view such that the front member includes three curve portions of a front curve portion, a center curve portion, and a rear curve portion formed sequentially toward the vehicle rear side.