Vehicle Front Structure with Transverse Displacement Crash Box
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Solution Overview
Problem
Current front shock absorption systems for vehicles face challenges in meeting both frontal impact tests, particularly the 40% overlap on a deformable obstacle and 100% overlap on a rigid obstacle, as they struggle to evenly distribute impact energy and deceleration, leading to increased risk of intrusions and greater deceleration forces.
Innovation Solution
A motor vehicle front structure featuring two longitudinal structural sections with deformable sections and a curved transverse beam, where the fixing means allow transverse displacement of the rear end of the deformable section during impact, generating lateral deformation, and utilizing oblong orifices and screws to facilitate this displacement, ensuring effective energy absorption across various impact scenarios.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If conventional fixed fixing means are used for deformable sections, then structural integrity is maintained, but impact energy cannot be evenly distributed and deceleration forces increase
Solution Approach 1:
The fixing means transitions from a static fixed connection to a dynamic system where the deformable section can move transversely relative to the longitudinal structural section during impact. This dynamic capability allows the system to adapt to impact forces, distributing energy more effectively while maintaining structural integrity through controlled movement rather than rigid fixation.
Solution Approach 2:
The fixing system is segmented into movable components (deformable section) and fixed components (longitudinal structural section), connected through oblong orifices that allow controlled relative movement. This segmentation enables independent deformation of the deformable section while maintaining connection to the overall structure, resolving the contradiction between energy distribution and structural integrity.
2Strength
If rigid fixing is used to maintain structural strength, then deceleration forces during full-recovery impact increase
Solution Approach 1:
The dynamic fixing mechanism allows the deformable section to move transversely during impact, creating a more gradual deceleration profile. This reduces peak deceleration forces while maintaining overall structural strength through the curved transverse beam and longitudinal sections that remain intact throughout the deformation process.
3Use of energy by moving object
If deformable sections are fixed rigidly, then energy absorption is reduced in offset impacts
Solution Approach 1:
The dynamic fixing allows the deformable section to move and deform more effectively during offset impacts, increasing energy absorption capacity. The oblong orifices enable controlled movement that enhances the crushing and folding behavior of the deformable section, allowing it to absorb more impact energy while the fixing strength is maintained through the screw connection and curved transverse beam structure.
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
The solution allows the vehicle to satisfy both impact tests with improved energy absorption and reduced deceleration forces, maintaining the driver's side behavior in offset impacts and optimizing energy absorption during full-recovery impacts without altering the vehicle's architectural interfaces.
Implementation Method 1
These deformable profiles can each comprise a fixing plate to the stretcher head of the vehicle structure. Deformable profiles or 'crashboxes' are designed to be able to deform by forming folds like an accordion.
Implementation Method 2
A front shock absorber device for a vehicle must satisfy many services, in particular frontal impact tests. The protocol is the one currently used by the European New Car Assessment Program (Euro NCAP).
Implementation Method 3
the means for fixing one of the deformable sections to the corresponding structural section are configured to allow transverse displacement, outwards, of the rear end of the said section deformable with respect to the front end of the structural profile
Implementation Method 4
The transverse beam comprises a curved central part protruding longitudinally forwards from its side parts by at least 20mm, preferably 40mm, more preferably 60mm, even more preferably 80mm.
Data Source
Figure 1~5
Figure 6~12
AI summary
The invention relates to a forward structure (102) of a motor vehicle including two longitudinal structural profile sections; two deformable profile sections (106b); means (122) for attaching the deformable profile sections (106b) to the corresponding structural profile sections; a curved crossbeam (104) attached to the front ends of the deformable profile sections (106b); the means (122) for attaching one of the deformable profile sections (106b) to the corresponding structural profile section are configured such as to allow a transverse movement of said deformable profile section (106b) towards the outside of the rear end (120b) relative to the structural profile section, in the event of an impact on the curved beam (104), such as to create a lateral deformation, towards the outside, of the front end of the corresponding structural profile section. The invention also relates to a vehicle including such a forward structure.