Vehicle Rear Frame Asymmetric Thickness Design
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Solution Overview
Problem
The existing vehicle rear body structure may cause the rear frame to bend and potentially contact critical components like the gasoline tank and IPU during impact, limiting deformation and increasing the risk of damage.
Innovation Solution
The vehicle rear body structure features rear frames with a lower half part thicker than the upper half, incorporating first, second, and third soft zones arranged sequentially, with the second soft zone formed in a ring shape to allow vertical bending and prevent contact with critical components, while allowing for deformation to absorb impact loads.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If the rear frame is designed with uniform thickness for impact absorption, then the deformation capacity is improved, but the weight increases and structural strength is compromised
Solution Approach 1:
The rear frame is designed with non-uniform thickness distribution, featuring a thicker lower half part and thinner upper half part. This local quality variation allows the frame to have enhanced deformation capacity in the lower region for impact absorption while maintaining overall structural strength and reducing unnecessary weight in the upper region.
2Loss of energy
If the rear frame is allowed to deform horizontally to absorb impact, then the impact absorption capacity is improved, but the risk of contact with critical components like gasoline tank and IPU increases
Solution Approach 1:
Instead of allowing horizontal deformation of the rear frame, the invention inverts the deformation direction by guiding it vertically through the asymmetric thickness design. The thicker lower half part acts as a hinge that enables vertical bending, redirecting the impact energy absorption mechanism from horizontal to vertical motion, thereby avoiding contact with horizontally positioned critical components.
Solution Approach 2:
The invention changes the dimension of deformation from horizontal to vertical by introducing asymmetric thickness distribution. The rear frame's lower half part, being thicker, serves as a pivot point that transforms the deformation pathway into the vertical dimension, allowing impact energy absorption without compromising the horizontal clearance to critical components.
3Weight of moving object
If the rear frame is designed with asymmetric thickness (thicker lower half), then the weight is reduced and vertical deformation is enabled, but the manufacturing complexity increases
Solution Approach 1:
The asymmetric thickness design is implemented as a localized feature in the lower half part of the rear frame, rather than a complete redesign of the entire structure. This approach allows standard manufacturing processes to be used with minimal modifications, reducing the impact on manufacturing complexity while achieving weight reduction and functional benefits.
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 effectively inhibits contact with the gasoline tank and IPU, reserves deformation for impact absorption, and reduces weight by allowing different thickness dimensions in the rear frame, enhancing the vehicle's ability to absorb impact loads.
Implementation Method 1
the second soft zone can be stably bent downward about the upper half part of the second soft zone so as to be folded into a valley fold
Implementation Method 2
the first soft zone can be bent upward about the lower half part of the first soft zone so as to be folded into a mountain fold, and likewise the third soft zone can be bent upward about the lower half part of the third soft zone so as to be folded into a mountain fold
Data Source
AI summary
A vehicle rear body structure 10 includes a left rear frame 13 that is formed to have a closed section. The left rear frame 13 has a lower member 22 that is formed to have a thickness dimension larger than an upper member 23 thereof. The left rear frame 13 has a first soft zone 24, a second soft zone 25, and a third soft zone 26. The first to third soft zones 24, 25, and 26 are portions with lower strength. The second soft zone 25 is provided in a ring shape throughout the circumference of the left rear frame 13. The first soft zone 24 and the third soft zone 26 are arranged in a lower half part of the left rear frame 13.