Vehicle Frame Cable Deflects Impact Force Away From Cabin
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Solution Overview
Problem
During an offset frontal vehicle impact, the wheel can become trapped between the bumper beam and the wheel well, leading to potential intrusion into the passenger compartment due to the rotation of the wheel relative to the suspension arm, which existing designs fail to adequately address.
Innovation Solution
A vehicle frame configuration featuring a cable extending from the frame rail to the shock tower bracket, which remains under tension during an impact, directing the force of the rigid barrier away from the passenger cabin by deflecting it transverse to the vehicle's longitudinal axis, thereby preventing wheel intrusion.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the wheel is allowed to rotate freely relative to the suspension arm during impact, then the wheel can assume various positions for normal operation, but the wheel may become trapped between the bumper beam and wheel well, causing intrusion into the passenger compartment
Solution Approach 1:
The patent applies preliminary anti-action by pre-positioning the bumper beam at a specific longitudinal position before impact occurs. This pre-positioning creates a geometric constraint that prevents the wheel from rotating into the harmful trapped position between the bumper beam and wheel well during impact, while still allowing normal wheel rotation operations.
Solution Approach 2:
The bumper beam is pre-installed at a predetermined longitudinal position relative to the wheel well and suspension arm. This preliminary configuration establishes a protective geometric relationship before any impact event, ensuring that when impact occurs, the wheel cannot rotate into the intrusion zone without first contacting the pre-positioned bumper beam.
2Object-affected harmful factors
If the bumper beam is positioned closer to the wheel well to prevent wheel intrusion, then passenger safety is improved, but the wheel may become trapped between the bumper beam and suspension arm, causing operational issues
Solution Approach 1:
The patent applies local quality by positioning the bumper beam at a specific longitudinal location that is optimized for both protection and operation. The bumper beam is placed close enough to the wheel well to prevent intrusion into the passenger compartment, but at a precise distance that maintains sufficient clearance for normal wheel rotation operations relative to the suspension arm.
Solution Approach 2:
The patent optimizes the longitudinal position parameter of the bumper beam relative to the wheel well and suspension arm. By carefully selecting this dimensional parameter, the design achieves the dual objective of preventing wheel intrusion while maintaining adequate operational clearance for wheel rotation during normal vehicle operation.
3Device complexity
If existing structural designs are used without additional components, then device complexity is reduced, but the wheel can still become trapped and intrude into the passenger compartment during offset frontal impact
Solution Approach 1:
The bumper beam is designed to serve multiple functions simultaneously: it acts as a normal structural component for bumper assembly, provides geometric constraint to prevent wheel rotation into trapped positions, and serves as a protective element during offset frontal impact. This multi-functionality prevents wheel intrusion without requiring separate dedicated restraint mechanisms.
Solution Approach 2:
The existing bumper beam structure is utilized to perform the additional function of preventing wheel intrusion. By properly positioning the bumper beam within the existing frame structure, the design leverages the already-present component to provide protective geometric constraint, eliminating the need for separate active restraint systems or complex additional mechanisms.
Data Source
AI summary
A vehicle frame includes a frame rail, a shock tower bracket, and a cable. The frame rail is elongated along a vehicle-longitudinal axis. The shock tower bracket is connected to the frame rail. The cable is connected to the frame rail and the shock tower bracket. The cable extends transverse to the vehicle-longitudinal axis from the frame rail to the shock tower bracket.