Vehicle Load Path Geometry for Torsional Stiffness
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Solution Overview
Problem
Current vehicle structures, particularly in unibody and semi-monocoque constructions, face challenges in efficiently transferring twisting resistance loads from the rear shock interface to the closed section center tunnel, which affects torsional stiffness and load distribution during collisions.
Innovation Solution
A structural arrangement featuring a vehicle frame with a center tunnel, bulkhead, and shock towers, supported by multiple structural members that form distinct load paths, including extruded tubular members and high-integrity aluminum die-casting shock towers, to efficiently transfer loads between the center tunnel and the vehicle frame rail, enhancing load distribution and torsional stiffness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Weight of moving object
If a unibody or semi-monocoque structure is used to reduce vehicle weight, then the vehicle structure becomes lighter and more integrated, but the efficiency of transferring twisting resistance loads from the rear shock interface to the center tunnel is insufficient
Solution Approach 1:
The patent divides the load transfer path into multiple discrete structural members (first structural member, second structural member, third structural member) that create separate load paths. This segmentation allows each member to be optimized for specific load types while collectively achieving superior torsional stiffness and load transfer efficiency in the unibody structure.
2Strength
If additional structural members are added to improve load transfer and torsional stiffness, then the structural integrity and load distribution improve, but the device complexity and manufacturing difficulty increase
Solution Approach 1:
The structural members serve multiple functions: they transfer twisting resistance loads, provide torsional stiffness, and distribute collision forces. The bulkhead also serves dual purposes as both a structural load-transfer element and a partition between the cargo area and passenger compartment, reducing overall structural complexity while maintaining integrity.
3Stability of the object's composition
If the center tunnel is designed as a closed section to improve torsional stiffness, then the torsional rigidity increases, but the manufacturing complexity and space requirements increase
Solution Approach 1:
The patent merges the center tunnel with the bulkhead and structural members to form an integrated closed-section structure. This combination achieves high torsional rigidity while streamlining manufacturing, as the closed section is formed as part of the integrated body structure rather than as a separate component requiring additional assembly steps.
Data Source
AI summary
A load impact management system for a vehicle includes a plurality of cross-vehicle support members extending from a first side of the vehicle to a second side of the vehicle opposite the first side of the vehicle, a shock tower spaced apart from the plurality of cross-vehicle support members and fixed to the vehicle frame rail, a first structural member extending along a first plane, a second structural member extending along a second plane separate from the first plane, and a third structural member extending along a third plane separate from the first and second planes. The first structural member defines a first load path between the center tunnel and the shock tower, the second structural member defines a second load path between the center tunnel and the shock tower, and the third structural member defines a third load path between the center tunnel and the vehicle frame rail.