6
overhang region is integrally connected with the first overhang region in
transvers
e
direction (X’). Further, overhang length (L1) of the first overhang
region i
s more than overhang length (L2) of the second overhang region which
projects in forward direction of the vehicle from the front end. The third overhang
region is integrally connected with the first overhang region in
transvers
al
5
direction (X) and have com
mon front surface. The first overhang region and the
third overhang region having common front surface to act as a single overhang
region to receive initial impact and deform plastically during initial impact to
absorb impact energy. The third overhang reg
ion deforms in
transversal
direction
(X) and the first overhang region deforms in inward direction (Y) along direction
10
of impact.
[0015]
In order to further understand the characteristics and technical contents of
the present subject matter, a description relati
ng thereto will be made with
reference to the accompanying drawings. However, the drawings are illustrative
only but not used to limit scope of the present subject matter.
15
BRIEF DESCRIPTION OF THE DRAWINGS
[0016]
It is to be noted, however, that the appended dra
wings illustrate only
typical embodiments of
the present subject matter
and are therefore not to be
considered for limiting of its scope, for the invention may admit to other equally
effective embodiments.
The detailed description is described with referen
ce to the
20
accompanying figures. In the figures, the left
-
most digit(s) of a reference number
identifies the figure in which the reference number first appears. The same
numbers are used throughout the figures to reference like features and
components. Some
embodiments of system or methods in accordance with
embodiments of the present subject matter are now described, by way of example,
25
and with reference to the accompanying figures, in which
:
[0017]
Fig.
1
illustrates placement of energy absorber
across width of t
he vehicle
as known in the art;
[0018]
F
ig. 2
illustrate
s
structure of the energy
absorber
as known in the art
;
7
[0019]
Fig. 3
illustrate
s
placement of the energy absorber over the crash boxes of
front end of the vehicle as known in the art;
[0020]
Fig. 4 illustrate front en
d of the vehicle;
[0021]
Fig. 5 illustrates cross section of the front end of the vehicle with leg
model to explain impact of collision on tibia 3 location, in accordance
in
5
accordance with an embodiment of
the present subject matter;
[0022]
Fig.
6
illustrates
bending
of the leg model near the tibia 3 location during
collision of the vehicle with the pedestrian,
in accordance with an embodiment of
the present subject matter;
[0023]
Fig.
7
illustrates
front part of the vehicle
,
in accordance with an
10
embodiment of the present s
ubject matter
;
[0024]
Fig.
8
i
llustrate
s
structure of the collapsible
plastic
bracket
,
in accordance
with an embodiment
of the present subject matter;
[0025]
Fig. 9
illustrates
front view of the collapsible plastic bracket
, in accordance
with an embodiment of the pre
sent subject matter;
15
[0026]
Fig.
10
illustrates
cross section view along line AA of figure 9,
in
accordance with an embodiment of the present subject matter;
[0027]
Fig. 11 illustrates cross section view along line AA of figure 9, in
accordance with an embodiment of the
present subject matter
;
[0028]
Fig.
12
illustrates
front
view of the
vehicle having the
collapsible
plastic
20
bracket
and leg
form impactor for testing,
in accordance with an embodiment of
the present subject matter;
[0029]
Fig. 13
illustrates
top view of the mounted col
lapsible plastic bracket with
the front bumper fascia,
in accordance with an embodiment of the present subject
matter;
25
[0030]
Fig.
14
illustrates
top view of the mounted collapsible plastic bracket with
the front bumper fascia during initial frontal collision,
i
n accordance with an
embodiment
of the present subject matter;
8
[0031]
Fig. 15
illustrates top view of the mounted collapsible plastic bracket with
the front bumper fascia during consecutive frontal collision, in accordance with an
embodimen
t of the present subjec
t matter; and
[0032]
Fig. 16 illustrates isometric view of the mounted collapsible plastic
bracket, in accordance with an embodiment of the present subject matter.
5
[0033]
The
figures
depict embodiments of the
present subject matter
for
the
purposes of illustration onl
y.
A person
skilled in the art will
easily
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.
10
DESC
RIPTION OF THE
PREFERRED EMBODIMENTS:
[0034]
The
subject matter disclosed herein relates to
a collapsible
plastic
bracket
for reducing pedestrian leg injuries and damages during impact of the pedestrian
leg with front side of the vehicle, in particularly to towi
ng hook
proximity
of the
vehicle.
The collapsible
plastic
bracket is positioned in between the front radiator
15
support member and front bumper of the vehicle.
The collapsible
plastic
bracket is
placed above towing hook to reduce the impact of the towing hoo
k on the
pedestrian leg.
The collapsible
plastic
bracket is mounted over the radiator support
member.
The present collapsible plastic bracket structure has unique structure to
absorb the impact energy in a controlled manner and at the same time support the
20
portion of leg above the towing hook in order to reduce overall impactor bending
or leg bending about Tibia
-
3
location
.
The overhang
regions
of the collapsible
bracket extend in forward direction towards the front bumper
in order to receive
the impact
. Th
e overhang
regions deform
plastically
during the collision to
minimize the magnitude of the impact on the pedestrian leg from the towing hook.
25
The collapsible
plastic
bracket absorbs the impact energy and reduces the injuries
cause to the lower leg.
[0035]
In an
other embodiment of the present subject matter, structure of the
collapsible
plastic
bracket is illustrated.
The collapsible bracket structure is
9
mounted in between the radiator mounting plate and the front bumper. The
collapsible bracket structure has a m
ounting portion for mounting the collapsible
bracket structure on the radiator support member at front end of the vehicle.
Further, the collapsible plastic bracket has an impact absorbing portion that
projects forwardly in direction of impact from the moun
ting portion for absorbing
5
impact energy during frontal collision of the pedestrian with the vehicle. The
impact absorbing portion has a first overhang region, a second overhang region,
and third overhang region. The impact absorbing portion overhangs the
towing
hook to avoid direct impact of pedestrian leg with the towing hook.
The second
overhang region is integrally connected with the first overhang region in
10
transver
se
direction (X’). Further, overhang length (L1) of the first overhang
region is more th
an overhang length (L2) of the second overhang region which
projects in forward direction of the vehicle from the front end. The third overhang
region is integrally connected with the first overhang region in
transverse
direction (X) and have common front
surface
. T
he first overhang region and
the
15
third overhang region
having
common front surface to act as a single overhang
region to receive initial impact and deform
plastically
during initial
impact
to
absorb impact energy
. T
he third overhang region deform
s in
transversal
direction
(X) and the first overhang region deforms in inward direction (Y) along direction
of impact.
20
[0036]
It
should
be
noted
that the description and figures merely illustrate the
principles of the present subject
matter
. It should be apprec
iated by those skilled
in the art that 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 subject matter. It should also be appreciat
ed by those
25
skilled in the art that by devising various arrangements that, although not
explicitly described or shown herein, embody the principles of the present subject
matter and are included within its spirit and scope. Furthermore, all examples
recite
d herein are principally intended expressly to be for pedagogical purposes to
aid the reader in understanding the principles of the present subject matter and the
30
concepts contributed by the inventor(s) to furthering the art, and are to be
10
construed as bei
ng without limitation to such specifically recited examples and
conditions. The novel features which are believed to be characteristic of the
present subject matter, both as to its organization and method of operation,
together with further objects and adv
antages will be better understood from the
following description when considered in connection with the accompanying
5
figures.
[0037]
These and other advantages of the present subject matter would be
described in greater detail with reference to the following fig
ures. It should be
noted that the description merely illustrates the principles of the present subject
matter. It will thus be appreciated that those skilled in the art will be able to devise
10
various arrangements that, although not explicitly described her
ein, embody the
principles of the present subject matter and are included within its scope.
[0038]
Figure 7 shows the location of the towing hook.
Towing hooking is
usually mounted on front corner of the vehicle. During the event of pedestrian
impact with ve
hicle, there is high possibility of pedestrian leg hitting the towing
15
hook which causes severe injuries to pedestrian leg.
Figure 8 illustrates mounting
of collapsible plastic bracket above the towing hook, in accordance with an
embodiment of the present s
ubject matter.
Further, figure 16 illustrates the
structure of the
collapsible plastic bracket.
The collapsible plastic bracket 802 is
mounted on the radiator support member plate 801 at front end of the vehicle. The
20
collapsible plastic bracket 802 is moun
ted above the towing hook 803 to receive
the pedestrian leg impact
.
Figure 9 illustrates structure of the collapsible plastic
bracket 900, in accordance with an embodiment of the present subject matter.
The
collapsible plastic bracket structure 900 has a m
ounting portion 901 and an impact
absorbing portion that projects forwardly from the mounting portion toward
25
direction of impact to absorb impact energy during
pedestrian
collision
with front
of vehicle
. The impact absorbing portion has first overhang regi
on 902, second
overhang region 903, and third overhang region 904. The first overhang region
902 is in between the second overhang region 903 and the third overhang region
904. The first overhang region 902, the second overhang region 903, and the third
30
11
ov
erhang region 904 are integrally connected with each other and made as a single
unit from the
injection
molding process.
[0039]
Referring to figure 10 which illustrates
cross section view of line AA of
figure 9. As shown in the figure 10, arrow XX’ represents th
e
transvers
e
direction
which extend along front width of the vehicle and arrow YY’ represents the
5
longitudinal
direction which indicates direction of impact or inward direction
from vehicle front end to rear end. Referring to the figure 10, the second over
hang
region 903 is integrally connected with the first overhang region 902 in
transversal
direction
X’. On the other hand or on right hand side of the first
overhang region 902, the third overhang region
904
is integrally connected with
10
the first overhang
region 902 in
transvers
e
direction X.
The first overhang region
902 and the third overhang region 904 have common front surface 902a, 90
4
a that
faces inner surface area of the front bumper fascia. The common front surface of
the first overhang region 902 a
nd the third overhang region 904 receive initial
impact during frontal collision and deform to absorb initial impact.
15
[0040]
The first overhang region 902 and the third overhang region 904
plastically deform in inward direction Y which is towards the front end.
After
plastic deformation, the front surface
902
a of the first overhang region 902
become linear with front surface 903a of the second overhang region 903 to act as
a single impact absorbing front surface for a consecutive frontal collision.
20
[0041]
The second ov
erhang region 903 has at least two variable thickness ribs
903b, 903c that projects forwardly from the mounting portion 901. Similarly, the
first overhang region 902 has one variable thickness rib 902b that projects
forwardly from the mounting portion 901
towards front bumper fascia. The at
least two variable thickness ribs 903b, 903c of the second overhang region 903
25
has high thickness towards the mounting portion 901 and tapered down to front
surface 903a. Similary,
t
he one variable thickness ribs 902b of
the first overhang
region 902 has high thickness towards the mounting portion 901 and tapered
down to front surface 902a. The variable thickness
ribs allow controlled
deformation of the absorbing structure.
30
12
[0042]
In an embodiment of the present subject matter,
the variable thickness ribs
903b, 903c, 903
b
has less thickness towards front surface 903a, 902a and more
thickness toward mounting portion 901. Due to gradually increasing thickness of
the ribs from the front surface to mounting portion allow plastic def
ormation of
the absorbing part in direction of impact. Accordingly, the front surface receives
5
the impact and deforms plastically and transfers impact energy to further portion
which has high thickness of ribs.
[0043]
As shown in the figure 11, the first overhan
g region 902 has overhang
length L1 which is more than overhang length L2 of the second overhang region
903. Due to more overhang length, the first overhang region 902 receives the
10
initial impact and deforms. The third overhang region 904 has overhang leng
th
L4. Further, the third overhang region 904 connected with the variable thickness
rib 904b of the first overhang region 902 at a distance L3 from the mounting
portion 901.
The third overhang region 904 has back surface 904d that extend
perpendicularly fr
om the first overhang region 902
in
transvers
e
direction X
,
the
15
back surface 904d extend perpendicularly from the first overhang region 902 after
vertical distance L3 from the mounting portion 901.
The overhang length L4 of
the third overhang region 904 gu
ides deformation of the third overhang region in
transvers
e
direction X upon frontal impact. Further, the third overhang region 904
has at least two variable thickness ribs 904b, 904c that projects forwardly from
20
back surface 904d towards bumper fascia. Th
e at least two variable thickness ribs
904b, 904c has high thickness towards back surface 904d and tapered down to
front surface 904a.
During frontal collision, the front surface of the first overhang
region 902 and the third overhang region 904 receives t
he initial impact and
deforms plastically toward inward direction according to tapered profile of the
25
variable thickness ribs. Due to extended profile of the third overhang region 904,
the third overhang region 904 deforms in
transvers
e
direction as shown
in the
figure 14 and 15. The first overhang region 902 and the third overhang region 904
deform plastically according to ribs profile toward inward direction and became
linear with front surface 903a of the second overhang region 903 to act as a single
30
13
imp
act absorbing structure for the consecutive collision as shown in figure 14 and
15.
[0044]
As shown in the figure 11, the front surface 903a of the second overhang
region 903 extend in
transvers
e
direction ‘X’ upto width ‘w1’ from last variable
thickness rib
903c. After the width w1, the front surface 903a connects with a
5
perpendicularly extending rib 902b of the first overhang region 902. The width w1
of the front surface 903a of the second overhang region 903 guides inward
deformation
1304
of the front surf
ace 902a of the fi
r
st overhang region 902 during
initial impact as shown in the figure
14. When the front surface 902a bends
towards
inward direction, the third overhang region 904 bends in
transvers
e
and
10
inward direction due to impact force of frontal col
lision.
[0045]
Figure 12 illustrates testing of the collapsible plastic bracket after
mounting over towing hook with a leg impactor.
Figure 13 shows position of the
collapsible plastic bracket 1300 with respect to front bumper fascia 1301. As
shown in the figure
13, the collapsible plastic bracket 1300 faces inner surface of
15
the front bumper fascia 1301. Before the impact there is a gap 1302 between the
front surface 902a (as shown in figure 9) and the inner surface of the front bumper
fascia 1301. When there is a
collision between the pedestrian leg and the vehicle,
the bumper fascia 1301 moves inward direction and transfers impact force on the
front surface 902a (as shown in the figure 9) of the collapsible plastic bracket
20
1300. During absorption of initial
impac
t energy
, the front surface 90
2
a deforms
in inward direction 1304 along perpendicular rib 902c. Accordingly, the third
overhang portion 904 also deforms in
transvers
e
direction X and inward direction
Y.
[0046]
As shown in the figure 15, upon absorption of initia
l impact, the front
25
surface 902a of the first overhang region 902 and the third overhang region 904
plastically deforms and
become
linear, as indicated by arrow 1500, with front
surface 903a of the second overhang region 903. Once the
front surface of the
first
overhang region 902 becomes linear with the front surface of the second overhang
region 903, both the overhang regions 902, 903 act as a single impact absorbing
30
14
structure for
pedestrian leg
collision. As shown in the figure 15, the one variable
thick
ness rib 902c of the first overhang
region
902 guides deformation of front
surface 902a and front surface 904a during the initial impact.
In the
event of
pedestrian leg
collision, the single overhang region that is combination of the first
overhang region
902, the second overhang region 903 and the third overhang
5
region 904 after initial deformation further absorb the
impact energy
on common
front surface 903a, 902a, 904a and deforms plastically according to variable
thickness ribs 903b, 903c, 902b in direc
tion of impact. The variable thickness of
the ribs or tapered profile of the ribs allows inward plastic deformation of the
impact absorbing portion during frontal impact. The collapsible plastic bracket
10
900 receives the frontal collision and deforms plasti
cally to absorb impact energy
and reduces injuries to pedestrian leg.
[0047]
T
he amount of energy that the plastic bracket absorbs at the time of impact
can be varied by (1) Modifying the rib structure (2) Incorporating variable
thickness to ribs (3) Varying the
overhang lengths in
first overhang region
and
15
second overhang
region
.
The present collapsible plastic bracket structure has
several advantages features over the existing energy absorbers:
[0048]
The addition of the present collapsible bracket increases the init
ial
resistance to impact which has helped to reduce the peak tibia bending moment.
[0049]
The plastic bracket is critically designed so as to have optimum interaction
20
with bumper fascia. The collapsible plastic bracket is divided into three regions
having varia
ble overhang lengths and variable stiffness. The rib structure in these
regions can be varied to attain different performance requirement.
[0050]
Further, o
verhang lengths in region 1
, 2, 3
;
pattern of ribs
and
thickness
can be varied based on specific vehicle r
equirement.
25
[0051]
The present structure of the plastic bracket allows it to be accommodated
in small space and can be used where localized stiffness requirement arises

Claims:We claim:
1. A collapsible bracket structure (900) for reducing pedestrian leg injuries by absorbing impact energy during collision of vehicle with the pedestrian leg, the collapsible bracket structure (900) comprising:
a mounting portion (901) for mounting the collapsible bracket structure (900) at front end of the vehicle; and
an impact absorbing portion projects forwardly in direction of impact from the mounting portion (901) for absorbing impact energy during frontal collision of the pedestrian with the vehicle, the impact absorbing portion comprising:
a first overhang region (902); and
a second overhang region (903) integrally connected with the first overhang region (902) in transverse direction (X’), wherein overhang length (L1) of the first overhang region (902) is more than overhang length (L2) of the second overhang region (903) in forward direction of the vehicle; and
a third overhang region (904) that integrally connected with the first overhang region (902) in transverse direction (X) having a front surface (902a), wherein the first overhang region (902) and the third overhang region (904) have common front surface (902a, 904a) to act as a single overhang region to receive initial impact and deform during initial collision to absorb impact energy, wherein the third overhang region (904) deforms in transverse direction (X) and the first overhang region deforms in inward direction (Y) along direction of impact.
2. The collapsible bracket structure (900) as claimed in claim 1, wherein the first overhang region (902) and the third overhang region (904) plastically deform in inward direction (Y) and come into linear with the surface (903a) of the second overhang region (903) to act as a single impact absorbing structure for pedestrian leg collision.

3. The collapsible bracket structure (900) as claimed in claim 1, wherein the second overhang region (903) has at least two variable thickness ribs (903b, 903c) that projects forwardly from the mounting portion (901), wherein the at least two variable thickness ribs (903b, 903c) has high thickness toward the mounting portion (901) and tapered down to front surface (903a).

4. The collapsible bracket structure (900) as claimed in claim 3, wherein the front surface (903a) of the second overhang region (903) extend in transverse direction (X) upto width (w1) and connected with a perpendicularly extending rib (902b) of the first overhang region (902), the perpendicularly extending rib (902b) extend in forward direction toward front bumper fascia.

5. The collapsible bracket structure (900) as claimed in claim 1, wherein the first overhang region (902) has one variable thickness rib (902b) that projects forwardly from the mounting portion (901) toward the direction of impact, wherein the one variable thickness rib (902b) has high thickness toward the mounting portion (901) and tapered down to front surface (902a).

6. The collapsible bracket structure (900) as claimed in claim 1, wherein the third overhang region (904) has at least two variable thickness ribs (904b, 904c) that projects forwardly from back surface (904d) in the direction of impact, wherein the at least two variable thickness ribs (904b, 904c) has high thickness toward the back surface (904d) and tapered down to front surface (904a).

7. The collapsible bracket structure (900) as claimed in claim 4, wherein the width (w1) of the front surface (903a) of the second overhang region (903) guides inward deformation of the front surface (902a) of the first overhang region (902) during initial impact.
8. The collapsible bracket structure (900) as claimed in claim 5, wherein the one variable thickness rib (902b) of the first overhang region (902) guides deformation of the front surface (902a) during initial impact.

9. The collapsible bracket structure (900) as claimed in claim 1, wherein the third overhang region (904) deforms in transverse direction to guide merging of the front surface (902a) of the first overhang region (902) in inward direction to come into linear with the front surface (903a) of the second overhang region (903).

10. The collapsible bracket structure (900) as claimed in claim 1, wherein the single overhang region that is combination of the first overhang region (902), the second overhang region (903) and the third overhang region (904) after initial deformation further absorb the pedestrian leg collision on common front surface (903a, 902a, 904a) and deforms plastically according to variable thickness ribs (903b, 903c, 902b) in direction of impact.

11. The collapsible bracket structure (900) as claimed in claim 1, wherein the collapsible bracket structure (900) is made of plastic material.

12. The collapsible bracket structure (900) as claimed in claim 1, wherein the collapsible bracket structure (900) is made from injection molding method.

13. The collapsible bracket structure (900) as claimed in claim 1, wherein the collapsible bracket structure (900) is a single integral unit.
, Description:COLLAPSIBLE PLASTIC BRACKET FOR REDUCING PEDESTRIAN LEG INJURY DURING VEHICLE COLLISION
FIELD OF INVENTION:
[001] The present subject matter described herein, relates to an impact energy absorber for front end of vehicle, and, in particular, to an energy absorber for front bumper of the vehicle to absorb impact energy thus protecting leg of pedestrian and reducing injury to pedestrian upon impact. In more particularly, the present subject matter relates to a structure of a collapsible plastic bracket and placement of the collapsible plastic bracket above towing hook for reducing pedestrian leg injury during collision of vehicle with the pedestrian.
BACKGROUND AND PRIOR ART:
[002] Current bumper systems are formed of plastic material to absorb impact energy during collision. Further, the bumper systems have an energy absorber which absorbs energy during pedestrian impact with the vehicle. In the front bumper, there are several zones where upper leg and lower leg of the pedestrian hit the vehicle. When the pedestrian leg hits front towing hook of the vehicle, the pedestrian leg injury is much more severe because the towing hook is a very stiff structure. The upper leg energy absorber is provided at the upper side on bumper beam. Further, the lower leg energy absorber is provided at lower side on bumper beam.
[003] When vehicle hits the pedestrian from the front side at the towing hook location, the front bumper does not absorb the impact energy which causes high intensity injury to the leg of the pedestrian. Impact of the pedestrian with the towing hook may cause fracture in the bone of the lower leg at tibia 3 location. The reason for high tibia 3 injury value is mainly due to the resistance to leg movement by the towing hook. Towing hook, which possesses high stiffness applies high resistive forces to leg of the pedestrian at the Tibia 3 location resulting in high tibia bending and hence high Tibia-3 injury values were recorded.
[004] Fig. 1 illustrates conventional design of the energy absorber to absorb the impact energy and protect the pedestrian from injuries. The energy absorber 104 is placed across width of frond end of the vehicle behind the bumper. The energy absorber 104 is used to limit the pedestrian leg injury by absorbing the impact energy. The energy absorber 104 is mounted on front bumper beam 102 of the vehicle. When the pedestrian legform 106 hits the vehicle from front side, the energy absorber 104 absorbs the impact energy and saves the pedestrian leg from injury. Figure 2 illustrates the structure of the energy absorber 104. As illustrated from the figure 2, the energy absorber 104 has complex structure. Figure 3 illustrates the mounting of energy absorber 104 across the width of the vehicle at the front side. The energy absorber 104 induces huge tooling as well as material cost. Further, the energy absorber 104 has complex design and high weight.
[005] Figure 4 illustrates the front view of the vehicle and section A-A illustrates the side section where towing hook is located in the vehicle. Figure 5 illustrates the impact test with leg model or impact. In figure 5, front side 504 of the vehicle collides with leg model 502. The leg model 502 has upper leg and lower leg. Portion above the knee is considered as upper leg and the lower portion is considered as the lower leg. The lower leg has several points, such as tibia 1, tibia 2, tibia 3, and tibia 4 where lower part of the vehicle causes injuries during impact of the pedestrian with the vehicle. At the lower front side of the vehicle a towing hook 506 at one side of the vehicle is given, the towing hook 506 causes more injury to the tibia 3 location of the lower leg during collision.
[006] Figure 6 illustrates the bending of the lower leg at the tibia 3 location during collision. In the absence of absorbers as mentioned above, this leads to increase in the pedestrian leg injury value beyond the permissible limit at towing hook location. Injury value at Tibia-3 section which is near the towing hook 506 exceeds the permitted limit and hence, it was required to bring down the Tibia injuries. The reason for high Tibia 3 injury value is mainly due to the leg model 502 interaction with the towing hook 506 directly. Towing hook 506, which possess high stiffness applies high resistive forces to leg model at Tibia 3 location resulting in high tibia bending causing high tibia bending moment at Tibia 3 location as shown in Figure 6.
[007] In order to improve the energy absorbing efficiency of the front bumper, sometime foam based absorbers are positioned in between the bumper and the vehicle mounting rails. Adding of these absorbers results in the cost and weight increase of the bumper assembly of the vehicle. Further, the energy absorbers are not efficient and cannot protect the lower leg from the impact injury. Furthermore, the existing energy absorbers are expensive and complex in designing and manufacturing. Therefore, there is a need in the art to provide an energy absorber that can be more simple and inexpensive, and which can be placed over the towing hook to absorbs the impact energy and reduce the injury to the pedestrian's lower leg.
OBJECTS OF THE INVENTION:
[008] The principal objective of the present invention is to provide an energy absorber which absorbs impact energy and reduces injuries to lower leg of pedestrian.
[009] Another object of the present subject matter is to provide a collapsible plastic bracket that deforms plastically to absorb impact energy and reduces injuries to pedestrian leg during vehicle collision.
[0010] Another object of the present subject matter is to provide collapsible plastic bracket above towing hook location to reduce impact of hard towing hook on the pedestrian leg during vehicle collision with the pedestrian.
[0011] Another object of the present subject matter is to provide a collapsible plastic bracket having two regions and a plurality of ribs having variable thickness and variable overhanging lengths of two regions to efficiently absorb impact energy.
[0012] Yet another object of the present invention is to provide an energy absorbing collapsible plastic bracket which is simple and inexpensive, and efficiently absorbs the impact energy above the towing hook without causing major injury to lower leg of the pedestrian.
SUMMARY OF THE INVENTION:
[0013] The subject matter disclosed herein relates to a collapsible plastic bracket for reducing pedestrian leg injuries and damages during impact of the pedestrian leg with front side of the vehicle, in particularly to towing hook proximity of the vehicle. The collapsible plastic bracket is positioned in between the front radiator support member and front bumper of the vehicle. The collapsible plastic bracket is placed above towing hook to reduce the impact of the towing hook on the pedestrian leg. The collapsible plastic bracket is mounted over the radiator support member. The present collapsible plastic bracket structure has unique structure to absorb the impact energy in a controlled manner and at the same time support the portion of leg above the towing hook in order to reduce overall impactor bending or leg bending about Tibia-3 location. The overhang regions of the collapsible bracket extend in forward direction towards the front bumper in order to receive the impact. The overhang regions deform plastically during the collision to minimize the magnitude of the impact on the pedestrian leg from the towing hook. The collapsible plastic bracket absorbs the impact energy and reduces the injuries cause to the lower leg.
[0014] In another embodiment of the present subject matter, structure of the collapsible plastic bracket is illustrated. The collapsible bracket structure is mounted in between the radiator mounting plate and the front bumper. The collapsible bracket structure has a mounting portion for mounting the collapsible bracket structure on the radiator support member at front end of the vehicle. Further, the collapsible plastic bracket has an impact absorbing portion that projects forwardly in direction of impact from the mounting portion for absorbing impact energy during frontal collision of the pedestrian with the vehicle. The impact absorbing portion has a first overhang region, a second overhang region, and third overhang region. The impact absorbing portion overhangs the towing hook to avoid direct impact of pedestrian leg with the towing hook. The second overhang region is integrally connected with the first overhang region in transverse direction (X’). Further, overhang length (L1) of the first overhang region is more than overhang length (L2) of the second overhang region which projects in forward direction of the vehicle from the front end. The third overhang region is integrally connected with the first overhang region in transversal direction (X) and have common front surface. The first overhang region and the third overhang region having common front surface to act as a single overhang region to receive initial impact and deform plastically during initial impact to absorb impact energy. The third overhang region deforms in transversal direction (X) and the first overhang region deforms in inward direction (Y) along direction of impact.
[0015] In order to further understand the characteristics and technical contents of the present subject matter, a description relating thereto will be made with reference to the accompanying drawings. However, the drawings are illustrative only but not used to limit scope of the present subject matter.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] It is to be noted, however, that the appended drawings illustrate only typical embodiments of the present subject matter and are therefore not to be considered for limiting of its scope, for the invention may admit to other equally effective embodiments. The detailed description is described with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the figures to reference like features and components. Some embodiments of system or methods in accordance with embodiments of the present subject matter are now described, by way of example, and with reference to the accompanying figures, in which:
[0017] Fig. 1 illustrates placement of energy absorber across width of the vehicle as known in the art;
[0018] Fig. 2 illustrates structure of the energy absorber as known in the art;
[0019] Fig. 3 illustrates placement of the energy absorber over the crash boxes of front end of the vehicle as known in the art;
[0020] Fig. 4 illustrate front end of the vehicle;
[0021] Fig. 5 illustrates cross section of the front end of the vehicle with leg model to explain impact of collision on tibia 3 location, in accordance in accordance with an embodiment of the present subject matter;
[0022] Fig. 6 illustrates bending of the leg model near the tibia 3 location during collision of the vehicle with the pedestrian, in accordance with an embodiment of the present subject matter;
[0023] Fig. 7 illustrates front part of the vehicle, in accordance with an embodiment of the present subject matter;
[0024] Fig. 8 illustrates structure of the collapsible plastic bracket, in accordance with an embodiment of the present subject matter;
[0025] Fig. 9 illustrates front view of the collapsible plastic bracket, in accordance with an embodiment of the present subject matter;
[0026] Fig. 10 illustrates cross section view along line AA of figure 9, in accordance with an embodiment of the present subject matter;
[0027] Fig. 11 illustrates cross section view along line AA of figure 9, in accordance with an embodiment of the present subject matter;
[0028] Fig. 12 illustrates front view of the vehicle having the collapsible plastic bracket and leg form impactor for testing, in accordance with an embodiment of the present subject matter;
[0029] Fig. 13 illustrates top view of the mounted collapsible plastic bracket with the front bumper fascia, in accordance with an embodiment of the present subject matter;
[0030] Fig. 14 illustrates top view of the mounted collapsible plastic bracket with the front bumper fascia during initial frontal collision, in accordance with an embodiment of the present subject matter;
[0031] Fig. 15 illustrates top view of the mounted collapsible plastic bracket with the front bumper fascia during consecutive frontal collision, in accordance with an embodiment of the present subject matter; and
[0032] Fig. 16 illustrates isometric view of the mounted collapsible plastic bracket, in accordance with an embodiment of the present subject matter.
[0033] The figures depict embodiments of the present subject matter for the purposes of illustration only. A person skilled in the art will easily 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.
DESCRIPTION OF THE PREFERRED EMBODIMENTS:
[0034] The subject matter disclosed herein relates to a collapsible plastic bracket for reducing pedestrian leg injuries and damages during impact of the pedestrian leg with front side of the vehicle, in particularly to towing hook proximity of the vehicle. The collapsible plastic bracket is positioned in between the front radiator support member and front bumper of the vehicle. The collapsible plastic bracket is placed above towing hook to reduce the impact of the towing hook on the pedestrian leg. The collapsible plastic bracket is mounted over the radiator support member. The present collapsible plastic bracket structure has unique structure to absorb the impact energy in a controlled manner and at the same time support the portion of leg above the towing hook in order to reduce overall impactor bending or leg bending about Tibia-3 location. The overhang regions of the collapsible bracket extend in forward direction towards the front bumper in order to receive the impact. The overhang regions deform plastically during the collision to minimize the magnitude of the impact on the pedestrian leg from the towing hook. The collapsible plastic bracket absorbs the impact energy and reduces the injuries cause to the lower leg.
[0035] In another embodiment of the present subject matter, structure of the collapsible plastic bracket is illustrated. The collapsible bracket structure is mounted in between the radiator mounting plate and the front bumper. The collapsible bracket structure has a mounting portion for mounting the collapsible bracket structure on the radiator support member at front end of the vehicle. Further, the collapsible plastic bracket has an impact absorbing portion that projects forwardly in direction of impact from the mounting portion for absorbing impact energy during frontal collision of the pedestrian with the vehicle. The impact absorbing portion has a first overhang region, a second overhang region, and third overhang region. The impact absorbing portion overhangs the towing hook to avoid direct impact of pedestrian leg with the towing hook. The second overhang region is integrally connected with the first overhang region in transverse direction (X’). Further, overhang length (L1) of the first overhang region is more than overhang length (L2) of the second overhang region which projects in forward direction of the vehicle from the front end. The third overhang region is integrally connected with the first overhang region in transverse direction (X) and have common front surface. The first overhang region and the third overhang region having common front surface to act as a single overhang region to receive initial impact and deform plastically during initial impact to absorb impact energy. The third overhang region deforms in transversal direction (X) and the first overhang region deforms in inward direction (Y) along direction of impact.
[0036] It should be noted that the description and figures merely illustrate the principles of the present subject matter. It should be appreciated by those skilled in the art that 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 subject matter. It should also be appreciated by those skilled in the art that by devising various arrangements that, although not explicitly described or shown herein, embody the principles of the present subject matter and are included within its spirit and scope. Furthermore, all examples recited herein are principally intended expressly to be for pedagogical purposes to aid the reader in understanding the principles of the present subject matter and the concepts contributed by the inventor(s) to furthering the art, and are to be construed as being without limitation to such specifically recited examples and conditions. The novel features which are believed to be characteristic of the present subject matter, 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.
[0037] These and other advantages of the present subject matter would be described in greater detail with reference to the following figures. It should be noted that the description merely illustrates the principles of the present subject matter. It will thus be appreciated that those skilled in the art will be able to devise various arrangements that, although not explicitly described herein, embody the principles of the present subject matter and are included within its scope.
[0038] Figure 7 shows the location of the towing hook. Towing hooking is usually mounted on front corner of the vehicle. During the event of pedestrian impact with vehicle, there is high possibility of pedestrian leg hitting the towing hook which causes severe injuries to pedestrian leg. Figure 8 illustrates mounting of collapsible plastic bracket above the towing hook, in accordance with an embodiment of the present subject matter. Further, figure 16 illustrates the structure of the collapsible plastic bracket. The collapsible plastic bracket 802 is mounted on the radiator support member plate 801 at front end of the vehicle. The collapsible plastic bracket 802 is mounted above the towing hook 803 to receive the pedestrian leg impact. Figure 9 illustrates structure of the collapsible plastic bracket 900, in accordance with an embodiment of the present subject matter. The collapsible plastic bracket structure 900 has a mounting portion 901 and an impact absorbing portion that projects forwardly from the mounting portion toward direction of impact to absorb impact energy during pedestrian collision with front of vehicle. The impact absorbing portion has first overhang region 902, second overhang region 903, and third overhang region 904. The first overhang region 902 is in between the second overhang region 903 and the third overhang region 904. The first overhang region 902, the second overhang region 903, and the third overhang region 904 are integrally connected with each other and made as a single unit from the injection molding process.
[0039] Referring to figure 10 which illustrates cross section view of line AA of figure 9. As shown in the figure 10, arrow XX’ represents the transverse direction which extend along front width of the vehicle and arrow YY’ represents the longitudinal direction which indicates direction of impact or inward direction from vehicle front end to rear end. Referring to the figure 10, the second overhang region 903 is integrally connected with the first overhang region 902 in transversal direction X’. On the other hand or on right hand side of the first overhang region 902, the third overhang region 904 is integrally connected with the first overhang region 902 in transverse direction X. The first overhang region 902 and the third overhang region 904 have common front surface 902a, 904a that faces inner surface area of the front bumper fascia. The common front surface of the first overhang region 902 and the third overhang region 904 receive initial impact during frontal collision and deform to absorb initial impact.
[0040] The first overhang region 902 and the third overhang region 904 plastically deform in inward direction Y which is towards the front end. After plastic deformation, the front surface 902a of the first overhang region 902 become linear with front surface 903a of the second overhang region 903 to act as a single impact absorbing front surface for a consecutive frontal collision.
[0041] The second overhang region 903 has at least two variable thickness ribs 903b, 903c that projects forwardly from the mounting portion 901. Similarly, the first overhang region 902 has one variable thickness rib 902b that projects forwardly from the mounting portion 901 towards front bumper fascia. The at least two variable thickness ribs 903b, 903c of the second overhang region 903 has high thickness towards the mounting portion 901 and tapered down to front surface 903a. Similary, the one variable thickness ribs 902b of the first overhang region 902 has high thickness towards the mounting portion 901 and tapered down to front surface 902a. The variable thickness ribs allow controlled deformation of the absorbing structure.
[0042] In an embodiment of the present subject matter, the variable thickness ribs 903b, 903c, 903b has less thickness towards front surface 903a, 902a and more thickness toward mounting portion 901. Due to gradually increasing thickness of the ribs from the front surface to mounting portion allow plastic deformation of the absorbing part in direction of impact. Accordingly, the front surface receives the impact and deforms plastically and transfers impact energy to further portion which has high thickness of ribs.
[0043] As shown in the figure 11, the first overhang region 902 has overhang length L1 which is more than overhang length L2 of the second overhang region 903. Due to more overhang length, the first overhang region 902 receives the initial impact and deforms. The third overhang region 904 has overhang length L4. Further, the third overhang region 904 connected with the variable thickness rib 904b of the first overhang region 902 at a distance L3 from the mounting portion 901. The third overhang region 904 has back surface 904d that extend perpendicularly from the first overhang region 902 in transverse direction X, the back surface 904d extend perpendicularly from the first overhang region 902 after vertical distance L3 from the mounting portion 901. The overhang length L4 of the third overhang region 904 guides deformation of the third overhang region in transverse direction X upon frontal impact. Further, the third overhang region 904 has at least two variable thickness ribs 904b, 904c that projects forwardly from back surface 904d towards bumper fascia. The at least two variable thickness ribs 904b, 904c has high thickness towards back surface 904d and tapered down to front surface 904a. During frontal collision, the front surface of the first overhang region 902 and the third overhang region 904 receives the initial impact and deforms plastically toward inward direction according to tapered profile of the variable thickness ribs. Due to extended profile of the third overhang region 904, the third overhang region 904 deforms in transverse direction as shown in the figure 14 and 15. The first overhang region 902 and the third overhang region 904 deform plastically according to ribs profile toward inward direction and became linear with front surface 903a of the second overhang region 903 to act as a single impact absorbing structure for the consecutive collision as shown in figure 14 and 15.
[0044] As shown in the figure 11, the front surface 903a of the second overhang region 903 extend in transverse direction ‘X’ upto width ‘w1’ from last variable thickness rib 903c. After the width w1, the front surface 903a connects with a perpendicularly extending rib 902b of the first overhang region 902. The width w1 of the front surface 903a of the second overhang region 903 guides inward deformation 1304 of the front surface 902a of the first overhang region 902 during initial impact as shown in the figure 14. When the front surface 902a bends towards inward direction, the third overhang region 904 bends in transverse and inward direction due to impact force of frontal collision.
[0045] Figure 12 illustrates testing of the collapsible plastic bracket after mounting over towing hook with a leg impactor. Figure 13 shows position of the collapsible plastic bracket 1300 with respect to front bumper fascia 1301. As shown in the figure 13, the collapsible plastic bracket 1300 faces inner surface of the front bumper fascia 1301. Before the impact there is a gap 1302 between the front surface 902a (as shown in figure 9) and the inner surface of the front bumper fascia 1301. When there is a collision between the pedestrian leg and the vehicle, the bumper fascia 1301 moves inward direction and transfers impact force on the front surface 902a (as shown in the figure 9) of the collapsible plastic bracket 1300. During absorption of initial impact energy, the front surface 902a deforms in inward direction 1304 along perpendicular rib 902c. Accordingly, the third overhang portion 904 also deforms in transverse direction X and inward direction Y.
[0046] As shown in the figure 15, upon absorption of initial impact, the front surface 902a of the first overhang region 902 and the third overhang region 904 plastically deforms and become linear, as indicated by arrow 1500, with front surface 903a of the second overhang region 903. Once the front surface of the first overhang region 902 becomes linear with the front surface of the second overhang region 903, both the overhang regions 902, 903 act as a single impact absorbing structure for pedestrian leg collision. As shown in the figure 15, the one variable thickness rib 902c of the first overhang region 902 guides deformation of front surface 902a and front surface 904a during the initial impact. In the event of pedestrian leg collision, the single overhang region that is combination of the first overhang region 902, the second overhang region 903 and the third overhang region 904 after initial deformation further absorb the impact energy on common front surface 903a, 902a, 904a and deforms plastically according to variable thickness ribs 903b, 903c, 902b in direction of impact. The variable thickness of the ribs or tapered profile of the ribs allows inward plastic deformation of the impact absorbing portion during frontal impact. The collapsible plastic bracket 900 receives the frontal collision and deforms plastically to absorb impact energy and reduces injuries to pedestrian leg.
[0047] The amount of energy that the plastic bracket absorbs at the time of impact can be varied by (1) Modifying the rib structure (2) Incorporating variable thickness to ribs (3) Varying the overhang lengths in first overhang region and second overhang region. The present collapsible plastic bracket structure has several advantages features over the existing energy absorbers:
[0048] The addition of the present collapsible bracket increases the initial resistance to impact which has helped to reduce the peak tibia bending moment.
[0049] The plastic bracket is critically designed so as to have optimum interaction with bumper fascia. The collapsible plastic bracket is divided into three regions having variable overhang lengths and variable stiffness. The rib structure in these regions can be varied to attain different performance requirement.
[0050] Further, overhang lengths in region 1, 2, 3; pattern of ribs and thickness can be varied based on specific vehicle requirement.
[0051] The present structure of the plastic bracket allows it to be accommodated in small space and can be used where localized stiffness requirement arises.
[0052] Ease of manufacturing and assembly. Collapsible bracket can be easily manufactured using injection molding operation and can be assembled to vehicle using bolt, sealant or any other attachment method based on vehicle requirement.
[0053] Collapsible bracket is light weighted compared to the typical lower absorbers used across the industry.
[0054] It is easy to manufacture and assemble the present collapsible bracket in the vehicle. The present collapsible bracket can be easily manufactured using simple molding operation and can be assembled to vehicle using bolting, snap fit or any other attachment method based on vehicle requirement. The present collapsible bracket is light weighted compared to the typical lower absorbers used across the industry. Further, the material, thickness, and rib pattern can be optimized based on specific vehicle requirement. The present energy absorber is simple and inexpensive.
[0055] Although embodiments for the present subject matter have been described in language specific to structural features, it is to be understood that the present subject matter is not necessarily limited to the specific features described. Rather, the specific features and methods are disclosed as embodiments for the present subject matter. Numerous modifications and adaptations of the system/component of the present invention will be apparent to those skilled in the art, and thus it is intended by the appended claims to cover all such modifications and adaptations which fall within the scope of the present subject matter.