Claims:STATEMENT OF CLAIMS
We claim,
1. A front-end frame structure 100 for a vehicle, said front-end frame structure 100 comprising:
a plurality of vertical members 101 provided at a pre-determined distance from each other;
a plurality of first crush members 102, each of said first crush member 102 extends along the lengthwise direction of the vehicle, and provided at a pre-determined distance from each other, where each of said first crush member 102 having a front portion 102f and a rear portion 102r adapted to be connected to corresponding said vertical member 101 at a predetermined position;
a plurality of second crush members 104 disposed above said first crush members 102 at a predetermined distance, each of said second crush member 104 extends along the lengthwise direction of the vehicle, and provided at a pre-determined distance from each other, where each of said second crush member 104 having a front portion 104f and a rear portion 104r adapted to be connected to corresponding said vertical member 101 at a predetermined position;
a plurality of third crush members 106 disposed above said second crush members 104 at a predetermined distance, each third crush member 106 extends along the lengthwise direction of the vehicle, and provided at a pre-determined distance from each other, where each of said third crush member 106 having a front portion 106f and a rear portion 106r adapted to be connected to corresponding said vertical member 101 at a predetermined position;
a first cross member 108 adapted to be connected to each of said first crush member 102 and extends along the widthwise direction of the vehicle;
a second cross member 110 adapted to be connected to each of said second crush member 104 and extends along the widthwise direction of the vehicle; and
a third cross member 112 adapted to be connected to each of said third crush member 106 and extends along the widthwise direction of the vehicle,
wherein
the front portion 102f of each of said first crush member 102 and the front portion 104f of each of said second crush member 104 are substantially co-planar to each other;
an entirety of said first cross member 108 and said second cross member 110 are substantially co-planar to each other;
the front portion 106f of each of said third crush member 106 is disposed to the rear of and away from the front portion 104f of each of said second crush member 104;
an entirety of said third cross member 112 is disposed to the rear of and away from said second cross member 110;
each of said first crush member 102, each of said second crush member 104 and each of said third crush member 106 are adapted to deform therein to absorb the impact energy on receiving the impact energy through said first cross member 108, said second cross member 110 and said third cross member 112 respectively in an event of frontal impact.

2. The front-end frame structure 100 as claimed in claim 1, further comprising a plurality of first cross links 114 extending between said first cross member 108 and said second cross member 110, and provided at a predetermined distance from each other, where each of said first cross link 114 is adapted to support said second cross member 110.

3. The front-end frame structure 100 as claimed in claim 2, wherein each of said first cross link 114 are parallel to each other, and transverse to said first cross member 108, said second cross member 110, corresponding said first crush member 102 and corresponding said second crush member 104.

4. The front-end frame structure 100 as claimed in claim 3, wherein each of said first cross link 114 having a first end 114f adapted to be connected to corresponding end (108f and 108s) of said first cross member 108 and the front portion 102f of corresponding said first crush member 102; and a second end 114s adapted to be connected to at least one of said second cross member 110 and the front portion 104f of corresponding said second crush member 104.

5. The front-end frame structure 100 as claimed in claim 1, further comprising a plurality of second cross links 116 extending between said third cross member 112 and corresponding said second crush member 104, and provided at a predetermined distance from each other, where each of said second cross link 116 is adapted to support said third cross member 112.

6. The front-end frame structure 100 as claimed in claim 5, wherein each of second cross link 116 are parallel to each other, and transverse to said third cross member 112, corresponding said second crush member 104 and corresponding said third crush member 106.

7. The front-end frame structure 100 as claimed in claim 6, wherein each of said second cross link 116 having a first end 116f adapted to be connected to corresponding said second crush member 104; and a second end 116s adapted to be connected to the front portion 106f of corresponding said third crush member 106 and the corresponding end (112f and 112s) of said third cross member 112.

8. The front-end frame structure 100 as claimed in claim 7, wherein each of said first crush member 102 is substantially co-planar to corresponding said second crush member 104 and corresponding said third crush member 106.

9. The front-end frame structure 100 as claimed in claim 8, wherein said plurality of first crush members 102 are substantially parallel to each other, wherein each of said first crush member 102 defines a plurality of crumpling portions 102c adapted to facilitate deformation (crumpling/folding in a definite manner) of said first crush member 102 therein to absorb the impact energy in the event of frontal impact, where each of said first crush member 102 is configured to have a closed hat shape configuration along the length wise direction of the vehicle.

10. The front-end frame structure 100 as claimed in claim 9, wherein said plurality of second crush members 104 are substantially parallel to each other, wherein each of said second crush member 104 defines a plurality of crumpling portions 104c adapted to facilitate deformation (crumpling/folding in a definite manner) of said second crush member 104 therein to absorb the impact energy in the event of frontal impact, where each of said second crush member 104 is configured to have a closed hat shape configuration along the length wise direction of the vehicle.

11. The front-end frame structure 100 as claimed in claim 10, wherein said plurality of third crush members 106 are substantially parallel to each other, wherein each of said third crush member 106 defines a plurality of crumpling portions 106c adapted to facilitate deformation (crumpling/folding in a definite manner) of said third crush member 106 therein to absorb the impact energy in the event of frontal impact, where each of said third crush member 106 is configured to have a closed hat shape configuration along the length wise direction of the vehicle.

12. The front-end frame structure 100 as claimed in claim 1, further comprising a first rear cross member 118 adapted to be connected to each of said vertical member 101 and the rear portion 104r of each of said second crush member 104 at a predetermined position, and extends between each of said vertical member 101 along the widthwise direction of the vehicle, where each of said first rear cross member 118 is adapted to support each of said second crush member 104.

13. The front-end frame structure 100 as claimed in claim 1, further comprising a second rear cross member 120 adapted to be disposed above said vertical members 101 and connected to each of said vertical member 101 and the rear portion 106r of each of said third crush member 106, and extends along the widthwise direction of the vehicle, where said second rear cross member 120 is adapted to support each of said third crush member 106.

14. The front-end frame structure 100 as claimed in claim 1, further comprising a third rear cross member 122 adapted to be connected to each of said first crush member 102 at a predetermined position and extends along the widthwise direction of the vehicle, where said third rear cross member 12 is adapted to support each of said first crush member 102.

15. The front-end frame structure 100 as claimed in claim 1, wherein said first cross member 108 is at least a bumper beam.

16. The front-end frame structure 100 as claimed in claim 1, wherein said second cross member 110 is at least a bumper beam.
, Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to vehicular frame structure and more particularly, to a front-end frame structure for a vehicle, which comprises a plurality of first crush members, a plurality of second crush members, a plurality of third crush members, a first cross member, a second cross member, and a third cross member, where a front portion of each first crush member and each second crush member are substantially co-planar to each other; a front portion of each third crush member is disposed to the rear of and away from the front portion of each second crush member; an entirety of the first cross member and the second cross member are substantially co-planar to each other; an entirety of the third cross member is disposed to the rear of and away from the second cross member; and each first crush member, each second crush member and each third crush member are adapted to deform (crumple) therein to absorb impact energy (collision energy) on receiving the impact energy through the first cross member, the second cross member and the third cross member respectively in an event of frontal impact (frontal collision).

BACKGROUND
[002] Generally, a front-end frame structure is the front most portion of the vehicle which is used to absorb impact energy (collision energy) in an event of frontal impact (frontal collision) between the vehicle and another vehicle/obstacle. Structural integrity and stiffness of the front-end frame structure form fundamental factors to the vehicle's crash worthiness. Critical parameters considered during crash are the occupant safety parameters, which has to be below the specific legal limits. In case of vehicles such as electric vehicles (EV), hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV), there is an additional requirement on the safety aspects of battery pack. During crash event, there should not be any intrusion into battery compartment and the batteries are expected to be intact, which is a safety critical parameter. This particular requirement in the vehicle (EV, HEV and PHEV) adds more complexity in the crash management. Usually, the high voltage battery packs are bolted to an underbody structure of vehicles (EV, HEV and PHEV). To accommodate the battery packs, the underbody structure undergoes major changes in overall shape and design such that the sled runners are to be cut short, almost by half of their conventional length, leading to disruptions in a crash load's travel path, thereby resulting in excessive vehicular floor deformations during a frontal crash event thereby limiting the mandated crash safety. Some vehicles (EV, HEV and PHEV) have high voltage battery packs mounted below the vehicle floor. The huge weight of the battery pack mounted below the vehicle floor, adds to the increased impact energy unlike the conventional vehicles. In order to support that, extra structural members are required to support the same, which leads to increase in weight of the chassis. EV’s are very sensitive to weight which adversely affects the vehicle range. The aforementioned are contradictory requirements and additional challenge over conventional vehicle for crash management. Further, in the aforementioned vehicles, managing the distribution of impact load therein to restrict direct impact to the high voltage battery pack is difficult and is one of the challenges posed to original equipment manufacturers (OEM’s).
[003] Therefore, there exists a need for a front-end frame structure for a vehicle, which obviates the aforementioned drawbacks.

OBJECTS
[004] The principal object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, which comprises a plurality of first crush members, a plurality of second crush members disposed above the first crush members, a plurality of third crush members disposed above the second crush members, a first cross member connected to each first crush member, a second cross member connected to each second crush member, and a third cross member connected to each third crush member, where a front portion of each first crush member and each second crush member are substantially co-planar to each other; a front portion of each third crush member is disposed to the rear of and away from the front portion of each second crush member; an entirety of the first cross member and the second cross member are substantially co-planar to each other; an entirety of the third cross member is disposed to the rear of and away from the second cross member; and each first crush member, each second crush member and each third crush member are adapted to deform (crumple) therein to absorb impact energy (collision energy) on receiving the impact energy through the first cross member, the second cross member and the third cross member respectively in an event of frontal impact (frontal collision).
[005] Another object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, where each crush member (each first crush member, each second crush member and each third crush member) is configured to have a closed hat shape configuration along the length wise direction of the vehicle.
[006] Another object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, where each crush member (each first crush member, each second crush member and each third crush member) defines a plurality of crumpling portions (crash initiators) adapted to facilitate deformation (crumpling) of the corresponding crush member in an event of frontal impact.
[007] Another object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, which restricts the transfer of impact load to a battery pack adapted to be mounted onto a chassis floor and below front row seats of the vehicle.
[008] Another object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, which reduces intrusion levels in the battery compartment thereby meeting the safety aspects of battery pack.
[009] Another object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, which reduces the injury level of occupants in the vehicle.
[0010] Yet, another object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, which has optimized design thereby reducing the overall weight of the vehicle.
[0011] A further object of an embodiment of this invention is to provide a front-end frame structure for a vehicle, which has crumple zones (crash zones) extending along the lengthwise direction of the vehicle.
[0012] These and other objects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF DRAWINGS
[0013] The embodiments of this invention are illustrated in the accompanying drawings, through out which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0014] FIG. 1 depicts a perspective view of a front-end frame structure for a vehicle, according to an embodiment of the invention as disclosed herein;
[0015] FIG. 2 depicts another perspective view of the front-end frame structure, according to an embodiment of the invention as disclosed herein;
[0016] FIG. 3 depicts another perspective view of the front-end frame structure, according to an embodiment of the invention as disclosed herein;
[0017] FIG. 4 depicts a perspective view of the front-end frame structure, a chassis and a high voltage battery pack in assembled condition, according to an embodiment of the invention as disclosed herein; and
[0018] FIG. 5 depicts another perspective view of the front-end frame structure, according to an embodiment of the invention as disclosed herein.

DETAILED DESCRIPTION
[0019] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0020] The embodiments herein achieve a front-end frame structure for a vehicle, which comprises a plurality of first crush members, a plurality of second crush members disposed above the first crush members, a plurality of third crush members disposed above the second crush members, a first cross member connected to each first crush member, a second cross member connected to each second crush member, and a third cross member connected to each third crush member, where a front portion of each first crush member and each second crush member are substantially co-planar to each other; a front portion of each third crush member is disposed to the rear of and away from the front portion of each second crush member; an entirety of the first cross member and the second cross member are substantially co-planar to each other; an entirety of the third cross member is disposed to the rear of and away from the second cross member; and each first crush member, each second crush member and each third crush member are adapted to deform (crumple) therein to absorb impact energy (collision energy) on receiving the impact energy through the first cross member, the second cross member and the third cross member respectively in an event of frontal impact (frontal collision). Further, embodiments herein achieve a front-end frame structure for a vehicle, which restricts the transfer of impact load to a battery pack adapted to be mounted onto a chassis floor and below front row seats of the vehicle. Referring now to the drawings, and more particularly to FIG. 1 through 5, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0021] FIG. 1 depicts a perspective view of a front-end frame structure 100 for a vehicle, according to an embodiment of the invention as disclosed herein. In an embodiment, the vehicle (not shown) includes a front-end frame structure 100 (as shown in fig. 1 to fig. 4), a battery pack B (as shown in fig. 4), a chassis C (as shown in fig. 4) and may include other standard components/systems as present in standard vehicle. In an embodiment, the front-end frame structure 100 is adapted to deform (crumple) therein to absorb impact energy (collision energy) in an event of frontal impact (frontal collision) between the vehicle and another vehicle/obstacle. In an embodiment, the front-end frame structure 100 includes a plurality of vertical members 101 (as shown in fig. 1 to fig. 3), a plurality of first crush members 102 (as shown in fig. 1 to fig. 3, also called as first crash members), a plurality of second crush members 104 (as shown in fig. 1 to fig. 3, also called as second crash members), a plurality of third crush members 106 (as shown in fig. 1 to fig. 3, also called as third crash members), a first cross member 108 (as shown in fig. 1 to fig. 3), a second cross member 110 (as shown in fig. 1 to fig. 3), a third cross member 112 (as shown in fig. 1 to fig. 2), a plurality of first cross links 114 (as shown in fig. 1 to fig. 3), a plurality of second cross links 116 (as shown in fig. 1 to fig. 3), a first rear cross member 118 (as shown in fig. 1 to fig. 3), a second rear cross member 120 (as shown in fig. 1 to fig. 3) and a third rear cross member 122 (as shown in fig. 1 to fig. 2). For the purpose of this description and ease of understanding, the front-end frame structure 100 is explained herein below with reference to be provided to an electric vehicle. However, it is also within the scope of the invention to provide the front-end frame structure 100 to a hybrid electric vehicle (HEV) or a plug-in hybrid electric vehicle (PHEV) or a hybrid vehicle or any other type of vehicle without otherwise deterring the intended function of the front-end frame structure 100 as can be deduced from the description and corresponding drawings.
[0022] The plurality of vertical members 101 are used to support the plurality of first crush members 102, the plurality of second crush members 104 and the plurality of third crush members 106. Each vertical member 101 extends along the height wise direction of the vehicle and provided at a predetermined distance from each other. The plurality of vertical members 101 are parallel to each other. Each vertical member 101 is substantially transverse to corresponding first crush member 102, corresponding second crush member 104, corresponding third crush member 106, the first rear cross member 118 and the second rear cross member 120. Each vertical member 101 is connected to corresponding chassis long member (not shown) by welding.
[0023] The plurality of first crush members 102 (also called as first crash members) are adapted to receive the impact energy through the first cross member 108 and deforms (crumples) therein to absorb the impact energy in an event of frontal impact between the vehicle and another vehicle/obstacle. The plurality of first crush members 102 also distributes the remaining impact energy (not high impact energy) to at least one of corresponding chassis long member (not shown) and corresponding portion of the body structure (not shown) of the vehicle. Each first crush member 102 extends between corresponding vertical member 101 and the first cross member 108 along the lengthwise direction of the vehicle, and provided at a pre-determined distance from each other. Each first crush member 102 includes a front portion 102f and a rear portion 102r (as shown in fig. 2 and fig. 3). The front portion 102f of each first crush member 102 is connected to corresponding end (108f and 108s, as shown in fig. 1) of the first cross member 108 and a first end 114f (as shown in fig. 1) of corresponding first cross link 114 by welding. The rear portion 102r of each first crush member 102 is connected to corresponding vertical member 101 by welding at a predetermined position. The front portion 102f of each first crush member 102 and the front portion 104f (as shown in fig. 2 and fig. 3) of each second crush member 104 are substantially co-planar to each other. The plurality of first crush members 102 are substantially parallel to each other. Each first crush member 102 is substantially co-planar to corresponding second crush member 104 and corresponding third crush member 106. Each first crush member 102 is substantially transverse to corresponding vertical member 102, corresponding first cross link 114 and the first cross member 108. Each first crush member 102 is configured to have a closed hat shape configuration (cross-section of each first crush member 102 has closed hat shape configuration) along the lengthwise direction of the vehicle. However, it is also within the scope of the invention to provide each first crush member 102 is any other shape without otherwise deterring the intended function of the each first crush member 102 as can be deduced from the description and corresponding drawings. Each first crush member 102 defines a plurality of crumpling portions 102c (as shown in fig. 5, also called as crash initiators) adapted to facilitate crumpling (deforming/collapsing/folding in a definite manner) of the first crush member 102 therein to absorb the impact energy in the event of frontal impact between the vehicle and another vehicle/obstacle.
[0024] The plurality of second crush members 104 (also called as second crash members) are adapted to receive the impact energy through the second cross member 110 and deforms (crumples) therein to absorb the impact energy in the event of frontal impact between the vehicle and another vehicle/obstacle. The plurality of second crush members 104 also distributes the remaining impact energy (not high impact energy) to at least one of corresponding chassis long member (not shown) and corresponding portion of the body structure (not shown) of the vehicle. The plurality of second crush members 104 are disposed above the first crush members 102 at a predetermined distance. Each second crush member 104 extends between corresponding vertical member 101 and the second cross member 110 along the lengthwise direction of the vehicle, and provided at a pre-determined distance from each other. Each second crush member 104 includes a front portion 104f and a rear portion 104r (as shown in fig. 2 and fig. 3). The front portion 104f of each second crush member 104 is connected to at least one of corresponding portion of the second cross member 110 and a second end 114s (as shown in fig. 1) of corresponding first cross link 114 by welding. The rear portion 104r of each second crush member 104 is connected to corresponding vertical member 101 and corresponding end of the first rear cross member 118 (as shown in fig. 3) by welding at a predetermined position. The front portion 104f of each second crush member 104 and the front portion 102f of each first crush member 102 are substantially co-planar to each other. The plurality of second crush members 104 are substantially parallel to each other. Each second crush member 104 is substantially co-planar to corresponding first crush member 102 and corresponding third crush member 106. Each second crush member 104 is substantially transverse to corresponding vertical member 102, corresponding first cross link 114, corresponding second cross link 116, the second cross member 110 and the first rear cross member 118. Each second crush member 104 is configured to have a closed hat shape configuration (cross-section of each second crush member 104 has closed hat shape configuration) along the lengthwise direction of the vehicle. However, it is also within the scope of the invention to provide each second crush member 104 is any other shape without otherwise deterring the intended function of the each second crush member 104 as can be deduced from the description and corresponding drawings. Each second crush member 104 defines a plurality of crumpling portions 104c (as shown in fig. 5, also called as crash initiators) adapted to facilitate crumpling (deforming/collapsing/folding in a definite manner) of the second crush member 104 therein to absorb the impact energy in the event of frontal impact between the vehicle and another vehicle/obstacle
[0025] The plurality of third crush members 106 (also called as third crash members) are adapted to receive the impact energy through the third cross member 112 and deforms (crumples) therein to absorb the impact energy in the event of frontal impact between the vehicle and another vehicle/obstacle. The plurality of third crush members 106 also distributes the remaining impact energy (not high impact energy) to at least one of corresponding chassis long member (not shown) and corresponding portion of the body structure (not shown) of the vehicle. The plurality of third crush members 106 are disposed above the second crush members 104 at a predetermined distance. Each third crush member 106 extends between corresponding vertical member 101 and the third cross member 112 along the lengthwise direction of the vehicle, and provided at a pre-determined distance from each other. Each third crush member 106 includes a front portion 106f and a rear portion 106r (as shown in fig. 2 and fig. 3). The front portion 106f of each third crush member 106 is disposed to the rear of and away from the front portion 104f of each second crush member 104 at a predetermined distance (as shown in fig. 3). The front portion 106f of each third crush member 106 is connected to corresponding end (112f and 112s, as shown in fig. 1) of the third cross member 112 and a second end 116s (as shown in fig. 1) of corresponding second cross link 116 by welding. The rear portion 106r of each third crush member 106 is connected to corresponding vertical member 101 and corresponding portion of the second rear cross member 120 (as shown in fig. 2 an fig. 3) by welding at a predetermined position. The plurality of third crush members 106 are substantially parallel to each other. Each third crush member 106 is substantially co-planar to corresponding first crush member 102 and corresponding second crush member 104. Each third crush member 106 is substantially transverse to corresponding vertical member 102, corresponding second cross link 116, the third cross member 112 and the second rear cross member 120. Each third crush member 106 is configured to have a closed hat shape configuration (cross-section of each third crush member 106 has closed hat shape configuration) along the lengthwise direction of the vehicle. However, it is also within the scope of the invention to provide each third crush member 106 is any other shape without otherwise deterring the intended function of the each third crush member 106 as can be deduced from the description and corresponding drawings. Each third crush member 106 defines a plurality of crumpling portions 106c (as shown in fig. 5, also called as crash initiators) adapted to facilitate crumpling (deforming/collapsing/folding in a definite manner) of the third crush member 106 therein to absorb the impact energy in the event of frontal impact between the vehicle and another vehicle/obstacle.
[0026] The first cross member 108 is adapted to transfer the impact energy (impact load) to the plurality of first crush members 102 in the event of frontal impact between the vehicle and another vehicle/obstacle. The first cross member 108 extends along the widthwise direction of the vehicle. The first cross member 108 includes a first end 108f and a second end 108s (as shown in fig. 1). The first end 108f of the first cross member 108 is connected to the front portion 102f of corresponding first crush member 102 and the first end 114f of corresponding first cross link 114 by welding. The second end 108s of the first cross member 108 is connected to the front portion 102f of corresponding first crush member 102 and the first end 114f of corresponding first cross link 114 by welding. An entirety of the first cross member 108 and the second cross member 110 are substantially co-planar to each other. The first cross member 108 is substantially transverse to each first crush member 102 and each first cross link 114. The first cross member 108 is at least a bumper beam.
[0027] The second cross member 110 is adapted to transfer the impact energy (impact load) to the plurality of second crush members 104 in the event of frontal impact between the vehicle and another vehicle/obstacle. The second cross member 110 extends along the widthwise direction of the vehicle. The second cross member 110 is connected to the front portion 104f of each second crush member 104 and the second end 114s of each first cross link 114 by welding. An entirety of the second cross member 110 and the first cross member 108 are substantially co-planar to each other. The second cross member 110 is substantially transverse to each second crush member 104 and each first cross link 114. The second cross member 110 is at least a bumper beam.
[0028] The third cross member 112 is adapted to transfer the impact energy (impact load) to the plurality of third crush members 106 in the event of frontal impact between the vehicle and another vehicle/obstacle. The third cross member 112 extends along the widthwise direction of the vehicle. The third cross member 112 includes a first end 112f and a second end 112s (as shown in fig. 1). The first end 112f of the third cross member 112 is connected to the front portion 106f of corresponding third crush member 106 and the second end 116s of corresponding second cross link 116 by welding. The second end 112s of the third cross member 112 is connected to the front portion 106f of corresponding third crush member 106 and the second end 116s of corresponding second cross link 116 by welding. An entirety of the third cross member 112 is disposed to the rear of and away from the second cross member 110. The third cross member 112 is substantially parallel to the first cross member 108 and the second cross member 110. The third cross member 112 is substantially transverse to each third crush member 106 and each second cross link 116.
[0029] The plurality of first cross links 114 are adapted to support the second cross member 110. Each first cross link 114 extends between the first cross member 108 and the second cross member 110, and provided at a predetermined distance from each other. Each first cross link 114 includes a first end 114f and a second end 114s (as shown in fig. 1). The first end 114f of each first cross link 114 is connected to the front portion 102f of corresponding first crush member 102 and corresponding end (108f and 108s, as shown in fig. 1) of the first cross member 108 by welding. The second end 114s of each first cross link 114 is connected to at least one of the front portion 104f of corresponding second crush member 104 and corresponding portion of the second cross member 110 by welding. The plurality of first cross links 114 are parallel to each other. Each first cross link 114 is substantially transverse to the first cross member 108, the second cross member 110, corresponding first crush member 102 and corresponding second crush member 104.
[0030] The plurality of second cross links 116 are adapted to support the third cross member 112. Each second cross links 116 extends between corresponding third cross member 112 and corresponding second crush member 104, and provided at a predetermined distance from each other. Each second cross link 116 includes a first end 116f and a second end 116s (as shown in fig. 1). The first end 116f of each second cross link 116 is connected to corresponding second crush member 104 by welding. The second end 116s of each second cross link 116 is connected to the front portion 106f of corresponding third crush member 106 and corresponding end (112f and 112s, as shown in fig. 1) of the third cross member 112 by welding. The plurality of second cross links 116 are parallel to each other. Each second cross link 116 is substantially transverse to the third cross member 112, corresponding second crush member 104 and corresponding third crush member 106.
[0031] The first rear cross member 118 is used to support at least one of the plurality of second crush members 104 and the plurality of vertical members 101. The first rear cross member 118 extends between each vertical member 101 along the widthwise direction of the vehicle. The ends of the first rear cross member 118 is connected to corresponding vertical member 101 and the rear portion 104r of corresponding second crush member 104 by welding at a predetermined position. The first rear cross member 118 is substantially transverse to each vertical member 101 and each second crush member 104.
[0032] The second rear cross member 120 is used to support the plurality of third crush members 106. The second rear cross member 120 is disposed above each vertical member 101 and extends along the widthwise direction of the vehicle. The second rear cross member 120 is connected to corresponding end of each vertical member 101 and the rear portion 106r of each third crush member 106 by welding at a predetermined position. An entirety of the second rear cross member 120 is substantially co-planar to the first rear cross member 118. The second rear cross member 120 is substantially transverse to each vertical member 101 and each third crush member 106.
[0033] The third rear cross member 122 is used to support the plurality of first crush members 102. The third rear cross member 122 is connected to corresponding portion of each first crush member 102 by welding at a predetermined position, where the third rear cross member 122 extends along the widthwise direction of the vehicle. The third rear cross member 122 is substantially transverse to each first crush member 102.
[0034] The battery pack B is mounted onto a chassis floor (not shown) and below the front row seats (not shown) of the vehicle. The battery pack B is supported on a light weight composite battery tray (not shown) which is placed in between the sled runner (not shown) and cross members (not shown) for the major support. The battery tray (not shown) is designed in such a way that during the event of frontal crash, energy transfers through the sled runner (not shown) and doesn’t get interrupted by the battery box mounting.
[0035] The crumpling (deformation) of the front-end frame structure 100 during the frontal impact (collision between the vehicle and another vehicle/obstacle) is as follows. As and when the vehicle collides with another vehicle/obstacle, each first crush member 102 and each second crush member 104 are adapted to deform (crumple/collapse/fold in a definite manner) on receiving the impact energy (impact load) through the first cross member 108 and the second cross member 110 respectively thereby absorbing the impact energy (impact load). Thereafter, each third crush member 106 is adapted deform (crumple/collapse/fold in a definite manner later once the structure (102 & 104) crushes and the intrusion proceeds further) on receiving the impact energy (impact load) through the third cross member 112 thereby absorbing the impact energy (may be complete impact energy). The remaining impact energy (low impact load) is transferred to the chassis long members (not shown) and the rest of the body structure (body frame structure) of the vehicle through each first crush member 102, each second crush member 104 and each third crush member 106 thereby restricting direct impact to the battery pack B and also reduces intrusion levels in the passenger compartment (not shown) thereby reducing the injury level of occupants in the vehicle.
[0036] It is also within the scope of the invention to provide foams or any other type of energy absorbing means inside each first crush member 102, each second crush member 104, each third crush member 106 and/or any other components of the front-end frame structure 100 therein to absorb the impact energy during collision. Further, it is also within the scope of the invention to provide each first crush member 102, each second crush member 104, each third crush member 106 and/or any other components of the front-end frame structure 100 to be made of smart materials or any other type of materials.
[0037] The arrangement of the plurality of vertical members 101, the plurality of first crush members 102, the plurality of second crush members 104, the plurality of third crush members 106, the first cross member 108, the second cross member 110, the third cross member 112, the plurality of first cross links 114, the plurality of second cross links 116, the first rear cross member 118, the second rear cross member 120 and the third rear cross member 122 in the aforementioned front-end frame structure 100 effectively absorbs the impact energy in an event of collision (crash event between the vehicle and another vehicle/obstacle) thereby restricting the transfer of impact load to the battery pack B therein to restrict direct impact to the battery pack B, reduces intrusion levels in the battery compartment thereby meeting the safety aspects of the battery pack B and reduces intrusion levels in the passenger compartment thereby reducing the injury level of occupants in the vehicle. Further, the aforementioned front-end frame structure 100 has optimized design thereby reducing the overall weight of the vehicle and has crumple zones (crash zones) extending along the lengthwise direction of the vehicle.
[0038] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.