Vehicle Front Structure Transverse Stiffness via Closed Loop
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Solution Overview
Problem
Existing vehicle front structures fail to adequately provide transverse stiffness, leading to noise, vibration, and harshness (NVH) issues and reduced steering response due to insufficient load transfer support in the width direction, with existing solutions like stiffness bars interfering with the front compartment and not sufficiently improving stiffness.
Innovation Solution
A closed loop structure is created by connecting front side members, damper housings, and a front subframe using a connection member with a crossmember and extension portions, forming a unitary one-piece structure that enhances transverse stiffness and distributes loads uniformly, while maintaining a spacious front compartment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If a pair of stiffness bars are provided to connect between the pair of damper housings and the cowl, then transverse stiffness is improved, but the front compartment becomes narrow due to interference
Solution Approach 1:
The connection member is divided into a crossmember portion extending in the width direction and a pair of extension portions extending diagonally toward the front side members. This segmentation allows the structure to provide stiffness support while routing components around the front compartment to maintain space.
Solution Approach 2:
The connection member extends not only in the width direction but also diagonally toward the front side members, utilizing three-dimensional space efficiently. This dimensional approach allows the structure to achieve transverse stiffness without occupying valuable front compartment volume.
2Strength
If only a pair of stiffness bars are used to support load in the width direction, then the structure remains simple, but transverse stiffness is insufficient and NVH performance deteriorates
Solution Approach 1:
The connection member merges the functions of multiple components into a single unitary one-piece structure. It combines the crossmember that connects damper housings with extension portions that connect to front side members, eliminating the need for separate stiffness bars and reducing overall structural complexity while enhancing transverse stiffness.
Solution Approach 2:
The connection member serves multiple functions simultaneously: it acts as a stiffness bar connecting damper housings, connects to front side members for additional structural support, and forms a closed loop structure with the subframe. This multi-functionality improves transverse stiffness without proportionally increasing complexity.
3Ease of operation
If the pair of damper housings are allowed to rotate independently on the vertical axis, then the structure remains flexible, but steering response is reduced
Solution Approach 1:
The connection member and subframe form a closed loop structure that pre-establishes structural rigidity to prevent unwanted rotation of damper housings during steering operations. This preliminary structural constraint ensures stable steering response without requiring active control mechanisms.
Data Source
AI summary
A vehicle front structure includes: a pair of front side members disposed on the front of the vehicle; a pair of damper housings connected to the pair of front side members, respectively; and a connection member connecting the pair of front side members and the pair of damper housings.