Vehicle Connection Structure Lateral Stiffness
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Solution Overview
Problem
Existing vehicle connection structures are prone to fractures under shear load during collisions, particularly in small overlap crashes, leading to concentrated crash energy and increased risk of injury due to inadequate distribution of crash energy across the vehicle body, and insufficient transverse stiffness in the engine room.
Innovation Solution
A connection structure that includes a fender apron upper, front side member, and front reinforcement, with multiple contact surfaces perpendicular to the vehicle's width and height directions, forming a ring-shaped or quadrangle frame, and utilizing a mounting bracket and extension gusset to effectively couple these components, thereby distributing crash energy and enhancing lateral stiffness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a fender apron upper and front side member are coupled with contacting surfaces perpendicular to the width direction only, then the connection structure is simple, but the contacting surfaces are prone to fractures under shear load during collisions
Solution Approach 1:
The patent introduces a new dimension to the connection structure by adding contacting surfaces perpendicular to the height direction in addition to those perpendicular to the width direction. This multi-directional surface coupling transforms a single-plane connection into a three-dimensional interconnected structure, distributing shear loads across multiple orientations and preventing concentration on any single surface, thereby resolving the fracture resistance issue without significantly increasing complexity.
2Reliability
If reinforcement members are added to transfer crash energy, then crash energy distribution improves, but vehicle weight and cost increase
Solution Approach 1:
The patent makes the fender apron upper and front side member serve multiple functions: they act as both structural frame components and crash energy transfer paths. By creating multi-directional contacting surfaces between these existing components, the structure gains enhanced energy distribution capability without requiring additional dedicated reinforcement members, thus improving crash performance while avoiding increased weight.
Solution Approach 2:
The patent combines the crash energy transfer function with the existing structural frame components (fender apron upper and front side member) by enhancing their connection through multi-directional surfaces. This merging eliminates the need for separate reinforcement members, as the primary structural components now perform both structural support and energy distribution functions simultaneously.
3Device complexity
If the front member of the front sub-frame and front member of the front side member are not coupled, then the structure is simpler, but the transverse stiffness of the engine room is insufficient
Solution Approach 1:
The patent enhances transverse stiffness by introducing contacting surfaces in multiple directions (both width and height directions) between the fender apron upper and front side member. This multi-dimensional connection creates a rigid interconnected structure that effectively resists transverse loads and maintains engine room stiffness without requiring additional coupling mechanisms between the front sub-frame and front side member.
Data Source
AI summary
A connection structure of a vehicle includes a fender apron upper extending in a length direction of the vehicle, a front side member extending in a length direction of the vehicle, a front reinforcement, a bumper, and a back beam mounted in an inner side of the bumper. A front end portion of the fender apron upper is connected to one end of the front reinforcement and a rear end portion of the fender apron upper is connected to at least one of a cowl and a front pillar. A front end portion of the front side member is connected to the back beam and a rear end portion of the front side member is connected to a lower portion of the vehicle body. The other end of the front reinforcement is coupled to a front side portion of the front side member in the length direction thereof.