DESC:FIELD
The present invention relates to pedestrian safety in vehicles.
DEFINITIONS
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicate otherwise.
Hood inner panel - The term “hood inner panel” hereinafter refers to a sheet metal element hinged to a front-frame structure of a vehicle. The hood inner panel is supports the bonnet from underneath (along the circumference) and facilitates the pivotal movement of the bonnet.
Hood slam bracket - The term “hood slam bracket” hereinafter refers to a small element in a bonnet lock mechanism that sits underneath the bonnet, usually at the front. It ensures that it is impossible to open the bonnet unless you unlock it.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Need for pedestrian safety in vehicles is increasing as a result of stringent norms and regulations in this regard. The existing pedestrian safety measures include safety against lower leg impact, upper leg impact, child impact, head impact. Of all the measures, safety of a pedestrian against head impact is of critical importance as such an event can be life-threatening. In most of the cases, a pedestrian’s head impacts directly onto the hood of a vehicle. Therefore, if the hood is not able to absorb the energy, the HIC value (Head Injury Criteria) will be high, which will potentially cause a fatal head injury.
To effectively absorb the impact of the head on to the hood, there are a lot of panels and other energy absorbing brackets placed under the engine hood panel. The initial impact is taken by the hood which in turn distributes the load to the inner panel members for effective energy absorption. For a vehicle of transverse engine arrangement, the overall geometry of the hood is very small due to an east-west configuration.
Thus, there is a need for an arrangement for effectively absorbing the impact of a frontal collision between the vehicle and a pedestrian.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment satisfies, are as follows:
A primary object of the present disclosure is to provide an arrangement for effectively absorbing a frontal collision impact with a pedestrian.
Another object of the present disclosure is to provide an arrangement for an automobile with a transverse engine arrangement.
Yet another object of the present disclosure is to provide an arrangement that absorbs the impact in a short time.
Still another object of the present disclosure is to provide an arrangement for effectively absorbing the impact of a pedestrian, which does not compromise aesthetics of the vehicle.
Another object of the present disclosure is to provide a pedestrian head-impact-absorbing arrangement in an automobile which complies with regulatory safety standards.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.

SUMMARY
The present disclosure is related an arrangement for absorbing impact of a frontal collision between a vehicle and a pedestrian. The arrangement is attached to a front frame of the vehicle. The arrangement comprises elements that are configured to deform sequentially in the event of frontal collision with the pedestrian.
In an embodiment, the arrangement includes a hood inner panel attached to the front frame, a hood slam bracket secured to the hood inner panel, a first radiator support bracket and a second radiator support bracket connected between the hood inner panel and the front frame.
In yet another embodiment, the arrangement includes at least one deformable zone provided in the hood slam bracket.
In yet another embodiment, the arrangement includes a deformable zone provided in the first and second radiator support brackets.
In an embodiment, for a first magnitude of impact, in the initial event of a pedestrian crash only the hood slam bracket is configured to undergo deformation.
In another embodiment, the arrangement is designed such that, for a second magnitude of impact, both the radiator support brackets also undergo deformation, following the initial deformation of the hood slam bracket.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
Figure 1 illustrates a front frame structure of an automobile with an arrangement for absorbing impact of collision with a pedestrian, according to an embodiment of the present disclosure;
Figure 2 illustrates a hood slam bracket of Figure 1;
Figure 3a illustrates a first radiator support bracket of Figure 1; and
Figure 3b illustrates a second radiator support bracket of Figure 1.
LIST OF REFERENCE NUMERALS
10 Hood slam bracket
15 Deformable zones of hood slam bracket
20 First radiator support bracket
25 Deformable zone of the first radiator support bracket
30 Second radiator support bracket
35 Deformable zone of the second radiator support bracket
50 Front frame of a vehicle
60 Hood inner panel
100 An arrangement for absorbing impact of frontal collision
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an” and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises”, “comprising”, “including” and “having” are open-ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
When an element is referred to as being “mounted on”, “engaged to”, “connected to” or ‘coupled to” another element, it may be directly on, engaged, connected or coupled to the other element. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, section from another component, region, section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner”, “outer”, “beneath”, “below”, “lower”, “above”, “upper” and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
Hood design of a vehicle plays an important role in two major areas of product (vehicle) performance: one being its aesthetic appeal of the vehicle and another being the regulatory compliances of the vehicle (hereinafter also referred as to automobile). Being the front face of the vehicle, appearance or aesthetics of the vehicle hood cannot be compromised. Hence, structural optimization and space management becomes critically important for meeting regulations for pedestrian safety as per standards such as AIS-100. The basic requirement is to absorb maximum energy within in a very short time, in an event of a pedestrian crash. An arrangement is envisaged to meet the above requirements.
An impact absorbing arrangement 100 of the present disclosure, as illustrated in Figure 1, comprises a deformable hood slam bracket 10, a first radiator support bracket 20, and a second radiator support bracket 30. The hood slam bracket 10 is placed above the hood inner panel 60 of a front frame 50 of an automobile. The radiator support panels 20 and 30 are placed below the hood inner panel 60 and are suitably supported by members (not specifically shown in figures) of the front frame 50, and a radiator (not specifically shown in figures) supported between these brackets. The hood slam bracket 10 is configured to deform on the event of a pedestrian crash along with deformable radiator support brackets 20 and 30.
The first radiator support bracket 20 and the second radiator support bracket 30 are connected between the hood inner panel 60 and the front frame 50.
As illustrated in Figure 2, at least one deformable zone 15 is provided in the hood slam bracket 10. These deformable zones 15 have relatively lower strength as compared to the rest portion of the bracket 10. Such a relatively lower strength is provided by having lesser cross-sectional area or by any such other known methods. Efficient energy absorption is achieved by optimizing the deformable zone, component geometry, and material grade.
As illustrated in Figure 3a and 3b, deformable zones 25 and 35 are provided on the radiator support brackets 20 and 30 respectively. These deformable zones 25 and 35 have strength relatively lower than rest of the portions of the brackets 20 and 30 respectively. Such a relatively lower strength is provided by having lesser cross-sectional area or by any such other known methods. Efficient energy absorption is achieved by optimizing the deformable zone, geometry of the brackets and material grade.
The arrangement 100 is configured to differentially deform in accordance with the magnitude of impact, in the event of a pedestrian crash.
Further, according to an aspect of the present disclosure, the deformation of the arrangement 100 takes place in two steps. When a pedestrian is hit by the moving automobile or when a stationary automobile being hit by a fast moving pedestrian, for a first magnitude of impact, the hood slam bracket 10 undergoes deformation. For a second magnitude of impact greater than the first magnitude, the radiator support brackets 20 and 30 also undergo deformation, following the deformation of the bracket 10.
The elements of the arrangement 100 are configured to deform sequentially in the event of frontal collision with the pedestrian.
In an alternative embodiment, the radiator support brackets 20 and 30 are configured to undergo deformation for an impact of a first magnitude and the hood slam bracket 10 undergoes deformation for an impact of a second magnitude greater than the first magnitude, following the deformation of the brackets 20 and 30. In this manner, the energy of impact is efficiently absorbed through the deformation of the arrangement 100.
The configuration as described hereinabove with reference to Figures 1, 2, 3a and 3b, has been employed to comply with Pedestrian Safety Regulations and durability requirements.
The brackets 10, 20, and 30 are made out of a suitable sheet material selected from the group consisting of aluminium, mild steel, any other malleable metal, a metal matrix composite, and any non-metallic material. In another embodiment, cardboard or polymer is used as sheet material. The brackets are formed out of sheets by press forming, hydroforming, or similar methods.
The advantage of the arrangement 100 of the present disclosure is that, the severity of injury to the head of a pedestrian is reduced and the chances of the pedestrian surviving the crash/accident are significantly increased. There is provided a two-level impact absorption arrangement. When the vehicle hits the pedestrian with slower speed the impact energy will be absorbed by the deformation of only one of the brackets, i.e. either the hood slam bracket 10 or the pair of radiator support brackets 20 and 30. On the other hand when the vehicle is a second speed greater than first speed the intensity of impact is higher and the energy of impact is absorbed by the deformation of the hood slam bracket 10 and pair of the radiator support brackets 20 and 30.
The terminology used in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an” and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises”, “comprising”, “including” and “having” are open ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a arrangement for absorbing impact of collision, between a vehicle and a pedestrian, which:
• is compact;
• effectively absorbs a pedestrian collision impact in a short time;
• does not compromise aesthetics of the vehicle; and
• complies with regulatory requirements of pedestrian safety standards.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments 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.
The foregoing description of the specific embodiments 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.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of materials, devices, or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.
,CLAIMS:WE CLAIM:
1. An arrangement (100) for absorbing impact of a frontal collision between a vehicle and a pedestrian, said arrangement (100) attached to a front frame (50) of the vehicle, said arrangement (100) comprising elements that are configured to deform sequentially in the event of frontal collision with the pedestrian.
2. The arrangement (100) as claimed in claim 1, said elements include:
• a hood inner panel (60) attached to the front frame (50);
• a hood slam bracket (10) secured to said hood inner panel (60); and
• a first radiator support bracket (20) and a second radiator support bracket (30) connected between said hood inner panel (60) and said front frame (50).
3. The arrangement (100) as claimed in claim 2, includes at least one deformable zone (15) provided in said hood slam bracket (10).
4. The arrangement (100) as claimed in claim 2, includes a deformable zone (25) provided in said first radiator support bracket (20).
5. The arrangement (100) as claimed in claim 2, includes a deformable zone (35) provided in said second radiator support bracket (30).
6. The arrangement (100) as claimed in claim 2, wherein for a first magnitude of impact, in the initial event of a pedestrian crash only said hood slam bracket (10) is configured to undergo deformation.

7. The arrangement (100) as claimed in claim 6, wherein for a second magnitude of impact greater than said first magnitude of impact, said radiator support brackets (20 and 30) are configured to undergo deformation, following the initial deformation of said hood slam bracket (10).