FORM 2
THE PATENT ACT 1970 (as amended)
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See Section 10 and Rule 13]
TITLE: “A FRONTAL STRUCTURE OF A VEHICLE”
Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at
Bombay house, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra,
INDIA.
Nationality: Indian
The following specification particularly describes the nature of the invention and the manner in which it is to be performed.

TECHINCAL FIELD
Embodiments of the present disclosure relates to a frontal structure of a vehicle. More particularly, embodiments relates to the frontal structure of the vehicle having a sub frame structure.
BACKGROUND OF DISCLOSURE
In general, the front body structure of a vehicle is designed so as to absorb collision energy during frontal impacts. The longitudinal members forming fore-and-aft directional framework in a front compartment collapses in the axial direction during vehicle front collision. The vehicles are provided with additional structures to increase the absorption of collision energy during front collision. The additional structures are sub frame structures which are connected from the longitudinal members of the vehicles using plurality of vertical members (104). With this arrangement, during vehicle frontal collisions, not only the longitudinal members but also the sub frame simultaneously deforms to increase the absorption of collision energy.
FIG. 1 illustrates a conventional frontal structure (100) of a vehicle. The frontal structure comprises, a primary load path provided with longitudinal members (101) of the vehicle chassis. The longitudinal members are made of crush initiators with predetermined weakness which crumples under the action of impact force. Further, additional load paths are provided in vehicle frontal structure in the form of subframe structures particularly when the primary load paths structures are weak in nature. A subframe structure is a frame connected from the longitudinal members of the vehicle chassis with the help of vertical members. It consists of main subframe (103) and first longitudinal member (102) which are rigidly connected to each other.
A conventional frontal structure, wherein the said first longitudinal member of said sub frame structure is mounted at an angle to the horizontal plane is shown in FIG. 2a. Ideally the first longitudinal member (102) should be horizontal to achieve the maximum energy absorption. However due to space constraints, it may not be possible to align the said first longitudinal member with the vehicle longitudinal direction.

Hence, in the event of collision, the said first longitudinal member experiences a bending moment and it undergoes a bending rather than axial collapse desired, as shown in FIG.2b. Hence, it results in less energy absorption.
In light of forgoing discussion, it is necessary to develop a frontal structure of a vehicle having an inclined first longitudinal member of the said sub frame structure which collapses axially during frontal crash to absorb maximum impact energy.
STATEMENT OF THE DISCLOSURE
Accordingly, the present disclosure provides a frontal structure of a vehicle for absorbing impact energy comprises, at least one sub frame structure connected to chassis of the vehicle in length wise direction, said sub frame structure includes; at least one first longitudinal member connected to the chassis at an angle an intermediate bracket interconnecting said first longitudinal member and said chassis, wherein, said first longitudinal member coupled to said intermediate bracket in such a way that the member oriented inline with the axis of said intermediate bracket during an impact and crushed axially to absorb impact energy, and also provides a frontal structure of a vehicle for absorbing impact energy comprises, at least one sub frame structure connected to chassis of the vehicle in length wise direction, said sub frame structure includes; at least one first longitudinal member connected to the chassis at an angle, at least one suspension support member connected to the chassis, and a intermediate bracket interconnecting said first longitudinal member and said suspension support member wherein, said first longitudinal member coupled to said intermediate bracket in such a way that the first longitudinal member oriented inline with the axis of the intermediate bracket during an impact and crushed axially to absorb impact energy.
SUMMARY OF THE DISCLOSURE
The shortcomings of the prior art are overcome and additional advantages are provided through the provision of a system and method as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
One embodiment of the present disclosure relates to a frontal structure of a vehicle for absorbing impact energy comprises, at least one sub frame structure connected to chassis of the vehicle in length wise direction, said sub frame structure includes; at least one first longitudinal member connected to the chassis at an angle an intermediate bracket interconnecting said first longitudinal member and said chassis, wherein, said first longitudinal member coupled to said intermediate bracket in such a way that the member oriented inline with the axis of said intermediate bracket during an impact and crushed axially to absorb impact energy.
In one embodiment of the present disclosure, said intermediate bracket is connected to the chassis through a connecting member.
In one embodiment of the present disclosure, the first longitudinal member comprises a first coupling member located in pair of guiding slots on the intermediate bracket and the intermediate bracket comprises a second coupling member located in pair of guiding slots on the first longitudinal member, said first and second coupling members slides inside the guiding during impact.
In one embodiment of the present disclosure, said guiding slots are provided at an angle to the vehicle longitudinal axis to facilitate the first longitudinal member to slide and first longitudinal member axially.
In one embodiment of the present disclosure, the first longitudinal member slides inside said intermediate bracket during impact.
In one embodiment of the present disclosure, said first member slides over said intermediate bracket during impact.

In one embodiment of the present disclosure, said first longitudinal member is made of crush initiators that crumple under a compressive force to absorb impact energy during frontal crash of the vehicle.
Another embodiment of the present disclosure relates to a frontal structure of a vehicle for absorbing impact energy. Said frontal structure at least one sub frame structure connected to chassis of the vehicle in length wise direction, said sub frame structure includes; at least one first longitudinal member connected to the chassis at an angle, at least one suspension support member connected to the chassis, and a intermediate bracket interconnecting said first longitudinal member and said suspension support member wherein, said first longitudinal member coupled to said intermediate bracket in such a way that the first longitudinal member oriented inline with the axis of the intermediate bracket during an impact and crushed axially to absorb impact energy.
In one embodiment of the present disclosure, a pair of first longitudinal member connected to the chassis.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
OBJECTIVES OF THE DISCLOSURE
One object of the present disclosure is to provide a sub frame structure in frontal structure of a vehicle to absorb the impact energy during vehicle collisions.
One object of the present disclosure is to provide a sub frame structure in frontal structure of the vehicle which adjusts itself along longitudinal direction on the action of impact force.
One object of the present disclosure is to provide a sub frame structure in frontal structure of the vehicle which crumples horizontally to absorb impact energy efficiently during vehicle collisions.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
FIG. 1 illustrates a conventional frontal structure of a vehicle.
FIG. 2a illustrates a side view of subframe structure of conventional frontal structure of the vehicle.
FIG. 2b illustrates behavior of conventional subframe structure in the event of a vehicle collision impact.
FIG. 3 illustrates a frontal structure of a vehicle for absorbing the impact energy as an embodiment of the present disclosure.
FIG. 4 illustrates a side view of subframe structure in accordance with the present disclosure.
FIG. 5 illustrates exploded view of the subframe structure in accordance with the present disclosure.
FIG. 6 illustrates a side view of subframe structure of the present invention before vehicle collision.
FIG. 7 illustrates the behavior of the subframe structure of the present disclosure in the event of a vehicle collision.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
To overcome the drawbacks mentioned in the background, it is necessary to provide a frontal structure of a vehicle having subframe structure which will collapse axially during vehicle collision to absorb the impact energy.
FIG. 3 is an exemplary embodiment which illustrates a frontal structure (300) of a vehicle for absorbing the impact energy according to the present disclosure. The frontal structure (300) comprises pair of longitudinal members (304) of vehicle chassis extending from front rear in vehicle length wise direction. The longitudinal members (304) are provided with crumple zones made of crush initiators to form a primary load path to absorb the impact energy during frontal crash of the vehicle.

The frontal structure (300) further comprises a subframe structure (301) of predetermined shape connected to the longitudinal members (304) of the vehicle chassis in the vehicle length wise direction to form a secondary load path.
In one aspect of the present disclosure, the subframe structure (301) comprises a first longitudinal member (302) also called as crush member of predetermined shape connected to the vehicle chassis at angle and a suspension support member (303) connected to the vehicle chassis. The first longitudinal member (302) and suspension support member (303) are interconnected by an intermediate bracket (305). The first longitudinal member (302) and the suspension support member (303) are connected to the vehicle chassis using plurality of vertical support members (307). The vertical members (307) suspend the first longitudinal member (302) and the suspension support member (303) in the vehicle length direction.
In another aspect of the present disclosure, the subframe structure (301) comprises a first longitudinal member (302) also called as crush member of predetermined shape connected to the chassis and intermediate bracket (305) interconnecting the said first longitudinal member (302) and the chassis. The first longitudinal member (302) is connected to the vehicle chassis using vertical support member (307) and said vertical members (307) suspend the first longitudinal member (302) in the vehicle length direction. The intermediate bracket (305) is directly connected to the chassis using the connecting member.
The first longitudinal member (302) comprises a pair of guiding slots (302a) and holes (302b) on side walls and the intermediate bracket (305) comprises holes (305a) matching the guiding slots (302a) of the first longitudinal member (302) and guiding slots (305b) matching the holes (302b) of the first longitudinal member (302) to connect the first longitudinal member (302) with the intermediate bracket (305). And said arrangement helps to absorb the impact energy efficiently during vehicle collisions, by making the sub frame structure collapse horizontal with respect to vehicle length wise direction.

The first longitudinal member (302) and the intermediate bracket (305) are interconnected by plurality of coupling members. The first coupling member (306a) of the first longitudinal member (302) is located in guiding slots (305b) of the intermediate bracket (305) and the second coupling member (306b) of the intermediate bracket (305) is located in guiding slots (302a) of the first longitudinal member (302). The coupling members (306a and 306b) slides during impact to make the first longitudinal member to deform axially.
In one embodiment of the present disclosure, shape of the first longitudinal member can be selected from group comprising but not limited to rectangular shape, square shape and circular shape.
In one embodiment of the present disclosure, any other arrangement which make the sub frame structure horizontal with respect to vehicle length wise direction upon application of horizontal load can be used. The said arrangement can be sliding arrangement, guide rails arrangement or any other arrangement which serve the purpose.
FIG. 4 is an exemplary embodiment which illustrates a side view of subframe structure in accordance with the present disclosure. The first longitudinal member (302) of the subframe structure (301) is mounted at an angle to the horizontal plane. Ideally the first longitudinal member (302) should be horizontal to achieve the maximum energy absorption during vehicle collision. However, due to space constraints, it is not possible to keep the first longitudinal member (302) horizontal. The first longitudinal member (302) is joined to the at least one of chassis and suspension support member (303) using the intermediate bracket (305). Said intermediate bracket (305) configured to support the first longitudinal member (302) at an angle with respect to horizontal axis.
In one embodiment of the present disclosure, the first longitudinal members (302) are provided with crumple zones made of crush initiators to absorb the impact energy during frontal crash of the vehicle. The crumple zones undergo axial deformation and absorb the impact energy during vehicle crash.

FIG. 5 is an exemplary embodiment which illustrates an exploded view of the sub frame structure in accordance with present disclosure. The first longitudinal member (302) is attached to the intermediate bracket (305) and said intermediate bracket (305) is attached to at least one of chassis and suspension support member (303). The first longitudinal member (302) and the intermediate bracket (305) are provided with guiding slots (302a and 305b) and holes (302b and 305a) to join first longitudinal member (302) with the intermediate bracket (305). The first longitudinal member (302) is connected to the said intermediate bracket (305) by first coupling members (306a and 306b) which are passes through the guiding slots (302a) of the first longitudinal member (302) and the hole (305a) of the intermediate bracket (305). And also connected by second coupling member (306b) which passes through the guiding slots (305b) of the intermediate bracket (305) and the hole (302b) of the first longitudinal member (302). In one aspect of the present disclosure, the first longitudinal member (302) slides inside the intermediate bracket (305) during impact. In another aspect of the present disclosure, first longitudinal member (302) slides over the intermediate bracket (305) during impact
In one embodiment of the disclosure, the guiding slots (302a and 305b) of the first longitudinal member (302) and intermediate bracket (305) are inclined at an angle with respect to longitudinal axis of the vehicle to facilitate the first longitudinal member (302) to slide and crush axially during impact. The arrangement of the first longitudinal member (302) and the intermediate bracket (305) helps in absorbing the impact energy efficiently during vehicle collision by making the first longitudinal member (302) horizontal at the time of crash.
In one embodiment of the disclosure, the coupling members (306a and 306b) are selected from a group comprising but not limited to nut and bolt, screws and any other fastener which serve the purpose.
FIG. 6 is an exemplary embodiment which illustrates side view of sub frame structure
(301) before vehicle collision. The figure shows inclination of first longitudinal member
(302) also called as crush member with respect to horizontal axis, and angular orientation of guiding slots (302a and 305b) of the first longitudinal member (302) and intermediate

bracket (305) to support the first longitudinal member (302). The guiding slots (302a and 305b) are inclined in opposite direction to inclination of first longitudinal member (302), and under the influence of a horizontal impact force on the said first longitudinal member (302), the combination of the guiding slots (302a and 305b) make the first longitudinal member (302) horizontal.
FIG. 7 is an exemplary embodiment which illustrates behavior of the sub frame structure in the event of a vehicle collision. Upon, acting horizontal impact force on the first longitudinal member (302) it penetrates inside the intermediate bracket (305) and crushes axially as shown in figure 7 to absorb the impact energy efficiently. During, vehicle collisions the coupling members (306a and 306b) joining the intermediate bracket (305) and first longitudinal member (302) slides inside the guiding slots (302a and 305b) to make first longitudinal member (302) horizontal.
The method of assembling sub frame structure (301) in frontal structure (300) of a vehicle is disclosed as an embodiment of the present disclosure. The method follows the steps of mounting a first longitudinal member (302) of the sub frame structure (301) at an angle in vehicle length wise direction on vehicle chassis and mounting a suspension support members (303) on the vehicle chassis. Then an intermediate bracket (305) is adapted in the sub frame structure (301) to interconnect the first longitudinal member (302) with the suspension support member (303) using coupling members (306a and 306b). The first longitudinal member (302) is connected to the said intermediate bracket by first coupling members (306a and 306b) which are passes through the guiding slots (302a) of the first longitudinal member (302) and the hole (305a) of the intermediate bracket (305). And also connected by second coupling member (306b) which passes through the guiding slots (305b) of the intermediate bracket (305) and the hole (302b) of the first longitudinal member (302).
The method of absorbing impact energy during frontal collision of a vehicle is disclosed as an aspect of the present disclosure. The method follow act of, crushing a first longitudinal member (302) axially using an intermediate bracket (305) attached between first longitudinal (302) and chassis.

Advantages:
The present disclosure provides a sub frame structure in frontal structure of the vehicle which adjusts itself along longitudinal direction of the vehicle on the action of impact force. Hence, results in efficient impact energy absorption.
The present disclosure provides a sub frame structure in frontal structure of the vehicle which crumples horizontally rather than bending, hence results in higher impact energy absorption
The present disclosure provides a sub frame structure in frontal structure of the vehicle which is simple in construction and easy to assemble.
Equivalents
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and

indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
Referral Numerals:

Reference number Description
100 Conventional frontal structure

of vehicle
101 Longitudinal members of vehicle chassis
102 Sub frame structure
103 Suspension support member
104 Vertical members
105 Shotgun member
300 Frontal structure of vehicle according to present disclosure
301 Sub frame structure
302 First longitudinal member
302a Guiding slots on first longitudinal member
302b Hole on first longitudinal member
303 Suspension support member
304 Longitudinal members of vehicle chassis
305 Intermediate bracket
305a Hole on the intermediate bracket
305b Guiding slot on intermediate bracket
306a and 306b First and second coupling members
307 Vertical support member

We claim:
1. A frontal structure (300) of a vehicle for absorbing impact energy comprises:
at least one sub frame (301) structure connected to the chassis of the vehicle in length wise direction, said sub frame structure (301) includes:
at least first longitudinal member (302) connected to the chassis at
an angle;
an intermediate bracket (305) interconnecting said first
longitudinal member (302) and said chassis; wherein, said first longitudinal member (302) coupled to said intermediate bracket (305) in such a way that the member (302) oriented inline with the axis of said intermediate bracket during an impact and crushed axially to absorb impact energy.
2. The frontal structure as claimed in claim 1, wherein said intermediate bracket (305) is connected to the chassis through a connecting member (303).
3. The frontal structure as claimed in claim 1, wherein the first longitudinal member (302) comprises a first coupling member (306a) located in pair of guiding slots (305b) on the intermediate bracket (305) and the intermediate bracket (305) comprises a second coupling member (306b) located in pair of guiding slots (302a) on the first longitudinal member (302), said first and second coupling members (306a and 306b) slides inside the guiding during impact.
4. The frontal structure as claimed in claim 2, wherein said guiding slots (305b) are provided at an angle to the vehicle longitudinal axis to facilitate the first longitudinal member (302) to slide and crush axially.
5. The frontal structure as claimed in any one of the previous claims wherein the first longitudinal member (302) slides inside said bracket (305) during impact.

6. The frontal structure as claimed in any one of the claims 1 to 3 wherein first longitudinal member (302) said slides over said bracket (305) during impact.
7. The frontal structure as claimed in claim 1, wherein said first longitudinal member (302) is made of crush initiators that crumple under a compressive force to absorb impact energy during frontal crash of the vehicle.
8. A frontal structure (300) of a vehicle for absorbing impact energy comprises:
at least one sub frame (301) structure connected to chassis of the vehicle in length wise direction, said sub frame structure (301) includes:
at least one first longitudinal member (302) connected to the chassis at an angle;
at least one suspension support member (303) connected to the chassis; and
an intermediate bracket (305) interconnecting said first longitudinal member (302) and said suspension support member (303); wherein, said first longitudinal member (302) coupled to said intermediate bracket (305) in such a way that the first longitudinal member (302) oriented inline with the axis of the intermediate bracket (305) during an impact and crushed axially to absorb impact energy.
9. The frontal structure as claimed in any one of the previous claims wherein a pair of first longitudinal member (302) connected to the chassis.
10. A vehicle having a frontal structure as claimed in claims 1 and 8.