Stepped Vehicle Front Face Layout for Low-Speed Impact Protection
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Solution Overview
Problem
Motor vehicle front face trim modules are prone to damage during low-speed impacts due to their exposure and high value, leading to increased repair costs.
Innovation Solution
A front face design with a horizontally offset upper and lower portion, where the lower portion absorbs impact deformation, protecting the trim module located in the upper portion by positioning it out of the impact zone, utilizing a plastic upper and lower panel configuration that allows independent movement during impacts.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If the trim module is integrated into the front face to provide aesthetic and functional features, then the added value and functionality of the vehicle front face is improved, but the vulnerability to damage during impact increases
Solution Approach 1:
The front face is divided into an upper portion containing the trim module and a lower portion without the trim module. This segmentation separates the valuable trim module from the impact zone, allowing the lower portion to absorb impact forces while protecting the upper portion and its integrated trim module from damage.
Solution Approach 2:
The lower portion of the front face acts as an intermediary protective element between the impactor and the trim module. During impact, the lower portion deforms and absorbs energy, serving as a buffer that prevents direct transmission of impact forces to the expensive trim module in the upper portion.
2Strength
If the front face is designed as a single integrated structure, then the structural strength is improved, but the ability to absorb impact energy without damaging critical components is reduced
Solution Approach 1:
The front face is segmented into distinct upper and lower portions with different structural characteristics. The lower portion is designed to be more compliant and deformable for energy absorption, while the upper portion maintains structural integrity to protect the trim module. This segmentation allows each portion to perform its specific function optimally.
Solution Approach 2:
Different portions of the front face are given different local qualities: the lower portion has properties optimized for energy absorption and deformation, while the upper portion has properties optimized for structural strength and protection. This local differentiation allows the overall structure to both absorb impact energy and protect critical components.
3Shape
If the upper and lower portions are positioned flush with each other, then the aesthetic appearance is improved, but the exposure of the trim module to impact forces increases
Solution Approach 1:
The front face employs an asymmetric vertical arrangement where the upper portion containing the trim module is positioned higher and set back relative to the lower portion. This asymmetric positioning creates a stepped configuration that protects the trim module from impact forces while maintaining aesthetic appeal through deliberate asymmetric design.
Solution Approach 2:
The solution moves from a two-dimensional flush arrangement to a three-dimensional stepped arrangement by offsetting the upper and lower portions vertically. This dimensional change allows the trim module to be positioned in a protected recess while still being visible from the front, thus protecting it from impact forces without sacrificing aesthetic appearance.
Data Source
AI summary
The front face for a vehicle includes: an upper portion having a first external surface, the upper portion comprising a trim module, wherein the trim module comprises an electromagnetic waves diffusion member and further comprises an external surface that is transparent or translucent to said electromagnetic waves; a lower portion having a second external surface, wherein an upper end of the lower portion and a lower end of the upper portion are adjacent and horizontally offset along a longitudinal axis (X) of the vehicle so that the upper end of the second external surface is located further toward a front of the vehicle than the lower end of the first external surface, and wherein an offset (d1) along the longitudinal axis (X) of the vehicle is between 10 mm and 100 mm.