Abstract:
A front structure for a motor vehicle comprising a front support connected to a vehicle frame member at a first connection location and to an engine support structure at a second connection location. Upon impact of the front structure of the motor vehicle with another object, the front support transfers energy from the impact to the first connection location, thereby reducing energy transferred to the support members.

Description:
FIELD OF THE INVENTION 
     The present invention relates generally to chassis structures for motor vehicles. More particularly, the present invention relates to front structures for motor vehicles. 
     BACKGROUND OF THE INVENTION 
     Motor vehicles typically comprise one of two different chassis constructions. More traditionally, the chassis of a motor vehicle has involved providing a body-on-frame construction. In other words, the motor vehicle body and frame comprise separate assemblies which are then connected. More recently, so called “unibody” constructions have developed in which the side rails are integral components of the floor pan. 
     For both body-on-frame and unibody chassis constructions, lower frame rails provide a substantial portion of the energy management structure in response to a frontal collision. However, in doing so, the lower frame rails are more prone to bend and undergo serious damage as a result of a major frontal collision, thus raising the possibility of the vehicle having to be scrapped and replaced, as compared to a vehicle front structure configured to distribute impact energy and force to other portions of the vehicle chassis other than the lower frame rails. 
     It would be desirable to overcome the aforementioned difficulties by providing a front vehicle structure which transfers a portion of the impact energy and force associated with a frontal collision into a vehicle structure other than the lower frame rails, where it can be absorbed and dissipated, thus reducing the forces placed on the lower frame rails and the corresponding likelihood of unrepairable damage. 
     SUMMARY OF THE INVENTION 
     The present invention provides an improvement over conventional motor vehicles by providing a front structure that transfers a portion of the impact energy associated with a frontal collision into a vehicle structure other than the lower frame rails, particularly to the wheel house assembly of the engine compartment, for example, at the upper rail, shock absorber (e.g. strut, shock) tower or apron. 
     According to one aspect of the invention, a front structure for a motor vehicle is provided comprising at least one support assembly, the support assembly connected to an engine support structure at a first connection location and to a wheel house assembly at a second connection location; and wherein, upon impact of the front structure of the motor vehicle with another object, the support assembly transfers energy from the impact to the wheel house assembly, and to the engine support member. 
     According to another aspect of the invention, the support assembly comprises an upper support member, a lower support member, and an intermediate support member; and the upper support member and lower support member are connected to the intermediate support member at a front side of the engine compartment, the upper support member and lower support member thereafter extending towards the rear of the motor vehicle in converging relationship towards the second connection location. 
     According to another aspect of the invention, the upper support member, the lower support member, and the intermediate support member are integrally formed. 
     According to another aspect of the invention, the upper support member, the lower support member, and the intermediate support member form a triangular structure. 
     According to another aspect of the invention, the engine support structure comprises a frame rail. 
     According to another aspect of the invention, the first connection location comprises a portion of the frame rail. 
     According to another aspect of the invention, the wheel house structure comprises a shock absorber tower. 
     According to another aspect of the invention, the second connection location comprises a portion of the shock absorber tower. 
     According to another aspect of the invention, upon impact of the front structure of the motor vehicle, a majority of the impact energy is transferred to the wheel house assembly, and a minority is transferred to an engine support structure. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     These and other objects, features and advantages of the invention will become apparent upon consideration of the description of the invention and the appended drawings in which: 
     FIG. 1 is a representative perspective view of a motor vehicle which may incorporate the front structure in accordance with the present invention; 
     FIG. 2 is a representative front view of the motor vehicle of FIG. 1 with the hood for the engine compartment removed; 
     FIG. 3 is a representative perspective view of a front structure for a motor vehicle in accordance with the present invention; 
     FIG. 4 is a representative perspective view of the front structure of FIG. 3 unassembled; 
     FIG. 5 is a representative perspective view of the front structure of FIG. 3 incorporating additional components including a radiator, condenser, headlamps, and fascia; 
     FIG. 6 is a representative perspective view of the front structure of FIG. 3 incorporating additional components including an airbox, fan assembly, and battery tray; and 
     FIG. 7 is representative perspective view of an X, Y, Z annex for a motor vehicle in accordance with the present invention. 
    
    
     The above and other objects, feature, and advantages of the present invention will be apparent in the following detailed description thereof when read in conjunction with the appended drawings wherein the same reference characters denote the same or similar parts throughout the several views. 
     DESCRIPTION OF THE INVENTION 
     Referring now to FIG. 1, a motor vehicle in accordance with the present invention is shown at reference character  8 . As shown, motor vehicle  8  comprises a minivan. However, in other embodiments, motor vehicle may include, but is not limited to, automobiles, light-trucks, sport utility vehicles, and all purpose vehicles. 
     Referring now to FIGS. 2-6, a novel front structure of motor vehicle  8  is shown at reference character  10 . The front structure  10  includes a right-side support assembly  12  and left-side support assembly  14 . For clarity, the “right-side” and “left-side” of the vehicle  10  are made relative to a seated driver in vehicle  10 . 
     Right-side support assembly  12  comprises a substantially horizontal (relative to the X-plane of FIG. 7) arcuate upper support member  16 , a substantially linear vertical (relative to the Z-plane of FIG. 7) intermediate support member  18 , and a substantially linear diagonal (relative to the X and Z-planes of FIG. 7) lower support member  20 . Correspondingly, left-side support assembly  14  comprises a substantially horizontal arcuate upper support member  26 , a substantially linear vertical intermediate support member  28 , and a substantially linear lower support member  30 . 
     Member  16 ,  18 , and  20  of right-side support assembly  12 , as well as members  26 ,  28  and  30  of left-side support assembly  14 , are preferably formed integral with one another from plastic, and more particularly thermoplastic, using injection molding. However, alternatively, members  16 ,  18 ,  20  of right-side support assembly  12  and members  26 ,  28  and  30  of left-side support assembly  14  may be separately formed and thereafter connected by separate connectors, adhesives or via welding techniques. 
     Upper support member  16 , forward support member  18  and lower support member  20  are preferably arranged geometrically to form a triangular structure. As shown in FIG. 3, sides  32   a-c  of support members  16 ,  18  and  20 , respectively, form a triangular aperture  32 . 
     As shown in FIG. 3, upper support member  16  and lower support member  20  of right-side support assembly  12  preferably converge on one another as they progress rearward in vehicle (i.e. from the front of the vehicle towards the rear of the vehicle). As best shown in FIGS. 2 and 3, right-side support assembly  12  connects to the motor vehicle  8  preferably by at least one connector  34  at a connection location  36  located on the wheel house assembly  31  along the upper rear right-side  38  of the engine compartment  40 . As shown, wheel house assembly  38  comprises upper rail  33 , apron  35  and shock absorber (e.g. strut, shock) tower  37 . Thus, as shown, connection location  36  may comprise, but is not limited to, a portion of upper rail  33 , apron  35  and shock absorber tower  37 . As shown in FIG. 2, preferably connection location  36  comprises the outer side wall of a circular shock tower  37 . 
     Connector  34  preferably comprises a threaded fastener and preferably connects right-side support assembly  12  to the upper rear right-side  38  of the engine compartment  40  through the Y-plane. In this manner, connector  34  may function as a shear pin in response to a frontal collision. In other embodiments, connector  34  may comprise other types of mechanical fasteners or may constitute an adhesive. 
     For the purposes of clarity, as used in this specification, “rear” of the engine compartment means that portion of the engine compartment  40  and surrounding structure rearward (in vehicle) of at least a portion of the engine block  41  of the motor vehicle  8  in the X-direction and, more preferably, rearward of the front axle  43  in the X-direction of the motor vehicle. Also, as used in this specification, “upper” of the engine compartment means that portion of the engine compartment and surrounding structure above the front axel  43  of the motor vehicle  8  in the Z direction and, more preferably, above the wheel  45  (i.e. rim with tire) of the motor vehicle  8  in the Z-direction. Also, as used in this specification, “side” of the engine compartment means that portion of the engine compartment left or right of the zero Y-plane and, more preferably outboard of at least a portion of the engine block  41 . 
     As shown in FIG. 3, upper support member  16  and lower support member  20  of right-side support assembly  12  preferably diverge as they progress forward in vehicle (i.e. from the rear of the vehicle towards the front of the vehicle) and, at their forward most location in vehicle, are separated by the length of forward support member  18 . 
     Right-side support assembly  12  is also connected to the motor vehicle  8  preferably by at least one connector  42  at a connection location located along the front right-side of the engine compartment  40 . Connection location  44  may comprise, but is not limited to, a portion of the engine  41  support structure (i.e. structure which supports the weight of the engine) such as, but not limited to, a portion of the lower right frame rail (preferably the forward end), an engine cradle or a cross-member. As shown in FIG. 3, preferably connection location  44  comprises a frame rail  48 . Connector  42  preferably comprises a threaded fastener and preferably connects right-side support assembly  12  to a frame rail  48  through the X-plane. 
     In addition to connecting right-side support assembly  12  to vehicle  8 , connector  42  also preferably connects bumper beam  50  to right-side support assembly  12 . Similarly, in addition to connector  52  connecting left-side support assembly  14  to vehicle  8 , connector  52  also preferably connects bumper beam  50  to left-side support assembly  14 . 
     In addition to functioning as a bumper beam  50 , beam  50  also functions as a lower cross-member relative to left-side support assembly  12  and right-side support assembly  14 . In this manner, beam  50  increases the lateral (i.e. side to side rigidity of front structure  10 . 
     Turning to upper support members  16 ,  26  of right-side and left-side support assemblies  12 ,  14 , respectively, preferably, the upper support member  16  of right-side support assembly  12  and upper support member  26  of left-side support assembly  14  are connected by an upper cross-member  54  connected to each by connectors  56 ,  58 . 
     In this above manner, right-side support assembly  12 , left-side support assembly  14 , beam  50 , and upper cross-member  54  form a box structure with a center aperture  60  formed there between as shown in FIG.  3 . As shown in FIGS. 5 and 6, aperture  60  may be used to incorporate components of the vehicle&#39;s HVAC (heating, ventilation, air-conditioning) system such as a radiator  51 , condenser  53  and fan assembly  55  (e.g. fan, fan motor, fan schroud, etc.). 
     Similar to right-side support assembly  12 , upper support member  26 , forward support member  28  and lower support member  30  of left-side support assembly  14  also are preferably arranged geometrically to form a triangular structure. As shown in FIG. 3, sides  62   a-c  of support members  26 ,  28  and  30 , respectively, form a triangular aperture  62 . 
     As shown in FIG. 3, upper support member  26  and lower support member  30  of left-side support assembly  14  also preferably converge on one another as they progress rearward in vehicle (i.e. from the front of the vehicle towards the rear of the vehicle). As best shown in FIGS. 2 and 3, left-side support assembly  14  is connected to the motor vehicle  8  preferably by at least one connector  64  at a connection location  66  located on the wheel house assembly  61  along the upper rear left-side  68  of the engine compartment  40 . As shown, wheel house assembly  61  comprises upper rail  63 , apron  65 , and shock absorber (e.g. strut, shock) tower  67 . Thus, as shown, connection location  66  may comprise, but is not limited to, a portion of the upper rail  63 , apron  65  and shock absorber tower  67 . As shown in FIG. 2, preferably connection location  66  comprises the outer side wall of a circular shock tower  67 . 
     Connector  64  preferably comprises a threaded fastener and preferably connects left-side support assembly  14  to the upper rear left-side  68  of the engine compartment  40  through the Y-plane. In this manner, connector  64  may function as a shear pin in response to a frontal collision. In other embodiments, connector  64  may comprise other types of mechanical fasteners or may constitute an adhesive. 
     Similar to right-side support assembly  12 , upper support member  26  and lower support member  30  of left-side support assembly  14  preferably diverge as they progress forward in vehicle (i.e. from the rear of the vehicle towards the front of the vehicle) and, at their forward most location in vehicle, are separated by the length of forward support member  28 . 
     Left-side support assembly  14  is also connected to the motor vehicle  8  preferably by at least one connector  52  at a connection location  70  located along the front right-side of the engine compartment  40 . Connection location  70  may comprise, but is not limited to, a portion of the engine  41  support structure such as, but not limited to, a portion of the lower left frame rail (preferably the forward end), an engine cradle or a cross-member. As shown in FIG. 3, preferably connection location  70  comprises a frame rail  74 . Connector  52  preferably comprises a threaded fastener and preferably connects left-side support assembly  14  to a frame rail  74  through the X-plane. 
     In the above manner, connectors  34 ,  42  and connectors  64 ,  52  connect right-side support assembly  12  and left-side support assembly  14 , respectively, to the vehicle  8  in two different planes. This leads to improved crash worthiness of the vehicle in 7/20/40 mph impact performance. In addition it reduces front end lateral shake, is of lightweight design, and provides superior attachment and front end integrity. 
     As alluded to above, right-side support assembly  12 , left-side support assembly  14  and upper cross-member  54  may be made formed integral with one another from plastic, and more particularly engineering thermoplastics, using injection molding. Such engineering thermoplastics may include, but not be limited to, nylons, polyestors, polycarbonate, polysulphones, polycarbonate/ABS blends, etc. 
     Furthermore, in other embodiments, beam  50  may also be made integral with right-side support assembly  12 , left-side support assembly  14  and upper cross-member  54 . In still other embodiments, right-side support assembly  12  and left-side support assembly  14  may also comprise a lamp housing  57  and/or lamp washer  59  attached thereto or formed integral therewith. Also, in other embodiments right-side support assembly  12  and left-side support assembly  14  may also include an outer body panel, such as a fender or fascia attached thereto or formed integral therewith. 
     With respect to operation of front structure  10 , in response to a frontal impact of beam  50 , impact energy and force is first preferably transmitted from beam  50  to lower support members  20 ,  30 . From lower support members  20 ,  30 , the impact energy and force is then transmitted to the wheel house assembly  31  at the upper rear right-side  38  and the wheel house assembly  61  at the upper rear left-side  68  of the engine compartment  40  where it is absorbed and dissipated. Simultaneously, impact energy and force is also preferably transmitted from lower support members  20 ,  30  into frame rails  48 ,  74  where it is absorbed and dissipated. Thus, the impact energy and force transmitted to the upper rear right-side  38  and upper rear left-side  68  of the engine compartment  40  reduces the energy and force ordinarily transmitted into the frame rails  48 ,  74  as compared to the situation where no energy and force is transmitted to the upper rear right-side  38  and upper rear left-side  68  of the engine compartment  40  and all the energy and force is transmitted to the frame rails  48 ,  74 . 
     Therefore, in accordance with the present invention, front structure  10  may be configured to, e.g., selectively transfer impact energy to wheel house assemblies  31  and  61  to a larger extent (&gt;50%) than to rails  48  and  74 . Accordingly, front structure  10  herein provides the unique ability to regulate and direct the impact energy as between wheel house assemblies  31  and  61  and rails  48  and  74  as a consequence of its design and positioning in the vehicle, which can be readily adjusted. 
     In other embodiments, vehicle  8  may only have a single right-side support assembly  12  or left-side support assembly  14 . Also, in other embodiments, right-side support assembly  12  or left-side support assembly  14  may comprise mirror images of one another. 
     The description and drawings illustratively set forth our presently preferred invention embodiments. We intend the description and drawings to describe these embodiments and not to limit the scope of the invention. Those skilled in the art will appreciate that still other modifications and variations of the present invention are possible in light of the above teaching while remaining within the scope of the following claims. Therefore, within the scope of the claims, one may practice the invention otherwise than as the description and drawings specifically show and describe.