Claims:We claim:

1. A support bracket assembly for protecting the radiator assembly in a compact vehicle, the assembly comprises:

- a cross-member;

- two long members; and

- a profiled member connecting the cross-member to a respective long member on either side;

wherein a predefined gap is configured between the cross-member and the radiator assembly for protection thereof.

2. Support bracket assembly as claimed in claim 1, wherein the gap is configured by extending the profiled member away from the long members.

3. Support bracket assembly as claimed in claim 2, wherein the extended profiled member is configured light-weight by removing the extra material thereof.

4. Support bracket assembly as claimed in claim 3, wherein the long member is configured profiled with a raised portion to configure a gap at the top of the radiator assembly.

5. Support bracket assembly as claimed in claim 5, wherein the long member comprises at least three mounting points.

6. Support bracket assembly as claimed in claim 6, wherein the long member comprises two lateral mounting points configured in the side flange thereof and one mounting point configured in the bottom flange thereof.

7. Support bracket assembly as claimed in anyone of the claims 1 to 6, wherein the first end of the support bracket is welded to the cross-member at a respective end thereof and the other end of each support bracket is bolted to a respective long member.

8. Support bracket for protecting the radiator assembly in a compact vehicle, the support bracket comprises:

- a top flange;

- a bottom flange;

- an side face; and

- a slot for mounting the cross-member thereon;

wherein the top flange accommodates a respective long member by bolting in at least three mounting points and the slot configured in the bottom flange is used for welding one end of the cross-member therein.

9. Support bracket as claimed in claim 8, wherein the long member is fixed to the support bracket through at least two mounting points by means of a respective fastener laterally bolted through the side flange of the support bracket.

10. Support bracket as claimed in claim 9, wherein the long member is fixed to the support bracket through a third mounting point disposed at the bottom and by means of a fastener bolted through the bottom flange for arresting the bending thereof.

Dated: this 24th day of October, 2016. SANJAY KESHARWANI
APPLICANT’S PATENT AGENT , Description:FIELD OF INVENTION

The present invention relates to bumpers in compact vehicles. In particular, the present invention relates to an arrangement for protecting head lamp and radiator assembly in compact vehicles during slow-speed crash. More particularly, the present invention relates to a support bracket for protecting head lamps and rear-mounted radiator assembly in compact vehicles.

BACKGROUND OF THE INVENTION

An automotive bumper is a structure attached or integrated at the front and rear ends of an automobile to absorb impacts occurring during slow-speed collisions. Ideally, a good bumper should not only minimize the repair costs, but must also have other safety functions such as minimizing the height mismatches between the colliding vehicles, to protect pedestrians from injury for reducing damages to components like headlights, radiator assembly etc.

PRIOR ART AND DISADVANTAGES ASSOCIATED THEREWITH

Presently, bumper structures in modern automobiles consist of a plastic cover on a reinforcement bar, preferably made of steel, aluminum, FRP or fiberglass composite.

In compact vehicles, the radiator assembly is normally located at the rear end and there is no structural member provided to protect the radiator assembly from slow-speed impacts.

The following are the disadvantages with the main discussed with the existing vehicles with rear-end mounted radiator assembly:

• Cannot absorb slow-speed impact energy to restrict the damage to the bumper system only.
• Energy absorbing structures, which are expensive to repair or replace.
• Poor stability fails to prevent underride and override during such impacts.
• Cannot prevent damage to the structural, welded or bonded and other expensive components.
• Does not extend laterally to protect vehicle corners.

AIS006/ECE R42 Bumper Test (Figure 1) encourages vehicle manufacturers to produce effective bumper systems that feature tall energy absorbing beams and crash boxes that are fitted at common heights and can effectively protect the vehicle in low speed crashes. The bumper systems should also include wide beams to protect the corners of the vehicles at low speed impacts. The performance of bumpers is checked by conducting various tests which analyze three most important criteria thereof, which are:

• Bumper Geometry – To position the bumpers at common heights from the ground and to extend them laterally to the corners for properly engaging other vehicles in low-speed crashes.

• Stability - To make the bumpers tall and wide enough for engaging them with the bumpers of other vehicles despite vehicle motion due to loading, braking.

• Impact Energy-Absorption - To absorb low-speed impact energy without any damage being caused to other parts of the vehicle.

Therefore, the latest bumper tests incorporate a rigid bumper-shaped barrier fitted with an energy absorbing material and cover. The barrier is 100 mm tall and impactor reference line is at the reference height of X mm from the ground. The impactor should be placed for unladen impacts either at longitudinal axis or corners, such that the impactor reference line is at the reference height X = 445 mm. However, for laden impacts, the impactor can be adjusted from 445 mm as per the vehicle ground plane as shown in Fig. 1. The barrier 10 is mounted on an immovable surface 30 to be impacted by test vehicle 20. This limited height X of the barrier encourages uniform vehicle heights from the ground, while the deformable energy-absorbing element enhances the stability on crash with the impacting material thereby simulating another vehicle’s bumper system. The barrier also includes a solid rear backstop to replicate real-world damage severity, where underride occurs. This test encourages bumper configurations which absorb energy but limit intrusions into the vehicle.

The following are the test requirements:

Longitudinal: Both longitudinal and offset longitudinal impacts shall be done within the impact zone a, such that the plane A of the impactor is vertical and is perpendicular to the median plane of the vehicle as shown in Figure 2. The choice for the first impact is free, however generally the first impact is done at Y=0. For the second impact, the impactor should be placed such that the median plane of the impactor shall be at a minimum distance b = 300 mm as shown in Figure 2.

Corner: After identifying the corner point of vehicle, the impactor shall be placed such that the first point of contact between impactor and vehicle should happen at corner point and while doing so, the impactor should be aligned so that the plane A of the impactor shall make an angle of 600 with the longitudinal plane B of the vehicle as shown in Figure 2. The bumper systems should also have wide beams that protect the corners of the vehicle in low speed crashes.

According to ECR Regulation No. R42 (AIS006/ECE R42) – Uniform Provisions Concerning the Approval of Vehicles with regard to their Front and Rear Protective Devices (Bumper etc.), good vehicle bumper beams should:

• Be fitted to both the front and rear ends of the vehicles.
• Be replaceable without cutting or welding – should incorporate a beam height exceeding 100 mm.
• Be positioned to fully engage with the front and rear bumper barriers – should be torsion-resistant to carry eccentric loads without twisting.
• Absorb energy and restrict damage to the bumper system only.
• Be attached to the body via energy absorbing structures that are inexpensive to repair or replace.
• Be stable during impacts to prevent underride and override.
• Prevent damage to the structural, welded or bonded and other expensive components.
• Extend laterally to protect vehicle corners.

This regulation applies to the behavior of certain parts of the front and rear structure of passenger cars when involved in a low speed crashes. Exterior protection is assured by protective devices, which are essentially elements located at the front and rear ends of vehicles and designed so as to allow contacts and small shocks without any serious damages being caused.

OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention is to provide a bumper for protecting radiator assembly in compact vehicles.

Another object of the present invention is to provide a bumper for a compact vehicle, which restricts the damages due to slow-speed impacts to the bumper only.

Still another object of the present invention is to provide a bumper for a compact vehicle, which arrests bending moment to meet the regulatory requirements concerning the bumper tests.

Yet another object of the present invention is to provide a bumper for a compact vehicle, which offers better stability to prevent underride and override during such slow-speed impacts.

A further object of the present invention is to provide a bumper for a compact vehicle, which extends laterally to protect the corners of the compact vehicle.

A still further object of the present invention is to provide a bumper for a compact vehicle, which arrests bending moment to meet the regulatory requirements.

A yet further object of the present invention is to provide a bumper for a compact vehicle, which is inexpensive to manufacture, repair or replace.

One more object of the present invention is to provide a bumper for a compact vehicle, which also protects the head lamp and radiator assembly.

Still more object of the present invention is to provide a bumper for a compact vehicle for improved bending strength to rear facia and reduced deflection thereof.

These and other objects and advantages of the present invention will become more apparent from the following description, when read with the accompanying figures of drawing, which are however not intended to limit the scope of the present invention in any way.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided a support bracket assembly for protecting the radiator assembly in a compact vehicle, the assembly comprises:

- a cross-member;

- two long members; and

- a profiled member connecting the cross-member to a respective long member on either side;

wherein a predefined gap is configured between the cross-member and the radiator assembly for protection thereof.

Typically, the gap is configured by extending the profiled member away from the long members.

Typically, the extended profiled member is configured light-weight by removing the extra material thereof.

Typically, the long member is configured profiled with a raised portion to configure a gap at the top of the radiator assembly.

Typically, the long member comprises at least three mounting points.

Typically, the long member comprises two lateral mounting points configured in the side flange thereof and one mounting point configured in the bottom flange thereof.

Typically, the first end of the support bracket is welded to the cross-member at a respective end thereof and the other end of each support bracket is bolted to a respective long member.

In accordance with the present invention, there is also provided a support bracket for protecting the radiator assembly in a compact vehicle, comprising:

- a top flange;

- a bottom flange;

- an side face; and

- a slot for mounting the cross-member thereon;

wherein the top flange accommodates a respective long member by bolting in at least three mounting points and the slot configured in the bottom flange is used for welding one end of the cross-member therein.
Typically, the long member is fixed to the support bracket through at least two mounting points by means of a respective fastener laterally bolted through the side flange of the support bracket.

Typically, the long member is fixed to the support bracket through a third mounting point disposed at the bottom and by means of a fastener bolted through the bottom flange for arresting the bending thereof.

DESCRIPTION OF THE INVENTION

In accordance with the present invention, there is provided a bending resistance reinforcement bracket for protecting the radiator assembly mounted at the rear-side of compact vehicles. The support bracket substantially reinforces the bending resistance therein. This acts as a support bracket configured for implementation in P602 front-row prototype seats. The low-speed impact test is carried out to simulate frontal and rearward vehicle collision with another vehicle in real world conditions. This simulation shall facilitate to verify whether the protective devices like bumper meets the bumper test requirements prescribed under AIS006/ECE R42. The protocol applies to the behavior of certain parts of the front and rear structure of passenger cars when involved in a collision at low speed. The exterior protection is assured by protective devices, e.g. front and rear bumpers as the essential elements located at the front and rear ends of vehicles and configured such that there are occurrences of contacts and small shocks without causing any serious damage to the passengers of the vehicle. Several concepts were implemented to meet the regulatory requirements detailed under AIS006/ECE R42.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described with reference to the accompanying drawings, wherein:

Figure 1 shows a set-up for conducting the bumper test prescribed under AIS006/ECE R42.

Figure 2 shows a set-up for conducting the longitudinal and offset longitudinal impacts within the impact zone.

Figure 3 shows a first configuration of the support bracket with a cross member connected in-line to long members via support brackets at either end thereof.

Figure 4 shows a second configuration of the support bracket with a cross-member connected perpendicular to long members via support brackets at either end thereof.

Figure 5 shows a third configuration of the support bracket with optimized mass of the cross-member and support brackets.

Figure 6 shows a fourth configuration of the support bracket with the support bracket optimized by removing the extra material and adding an additional mounting point thereto.

Figure 7 shows a fifth configuration of the of the support bracket for protecting the radiator assembly by absorbing the impact energy in bending mode.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, the bending resistance reinforcement bracket configured in accordance with the present invention will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention in any way.

Figure 1 shows a set-up for bumper test prescribed under AIS006/ECE R42. It includes an impactor arrangement 10 including an energy absorber 12 for conducting bumper test on a vehicle 20. The reference height X of the impactor arrangement 10 is adjustable from 445 mm as per ground plane 30 of vehicle 20. This test requires the vehicle manufacturers to set-up effective bumper systems featuring tall energy absorbing beams and crash boxes fitted at common heights and to effectively protect the vehicle in low-speed crashes.

Figure 2 shows a set-up for conducting the longitudinal and offset longitudinal impacts within the impact zone ‘a’ such that the plan A of the impactor is vertical and is perpendicular to the vehicle median plane B of the vehicle. The impacts are along the longitudinal plane L, longitudinal offset LO and corners C. Generally, the first impact is done at Y=0. For the second impact, the impactor should be placed to keep the median plane of the impactor at a minimum distance of ‘b’ = 300 mm. After identifying the corner point of vehicle, the impactor shall be placed such that the first point of contact between the impactor and the vehicle should happen at corner point and while doing so, the impactor should be suitably aligned so that the plane A of the impactor shall make an angle a = 600 with the longitudinal plane of the vehicle. For unladen impacts either at longitudinal L or corner C, the impactor should be placed such that the impactor reference line is at the reference height of 445 mm. However, for laden impacts, the impactor can be adjusted from 445 mm as per the vehicle ground plane as shown in Figure 1. In this vehicle, the radiator assembly is located at the rear end and there is not any structural member present to protect the radiator assembly during slow speed crashes. Accordingly, five different configurations have been tested to meet the requirements prescribed under AIS006/ECE R42 regulation.

Figure 3 shows a first configuration of the support bracket, in which a profiled cross member 102 is connected in-line to two strong long members 104 though a respective support bracket 106 on either end thereof. The cross-member 102 is made of ERW (electric resistance welding) material of 2 mm thickness, whereas the long-member 104 and the support brackets 106 are made of SPCD steel (Japanese Steel Standard; S=Steel, P=Plate, C=Cold-rolled, D=Steel grade) of 1.2 mm thickness. However, the cross member 102 and the support brackets 106 both constitute a very bulky design and do not meet the requirements prescribed under AIS006/ECE R42. Here, the support brackets 106 do not take any load and bend at the joints 108 thereof with the long member 104. The cross-member 102 touches the radiator assembly (not shown) and the manufacturing cost of cross-member 102 is high as a hydroforming process is used.

Figure 4 shows a second configuration of the support bracket, in which a profiled cross-member 202 is connected perpendicular to two long members 204 though two respective support brackets 206. The cross-member 202 is made of HSLA400 (High-Strength-Low-Alloy) material of 2 mm thickness and the long-members 204 is made of the same HSLA400 material of 1.6 mm thickness, whereas the support brackets 206 are made of steel grade FE410 of 2 mm thickness. However, here cross-member 202 and support brackets 206 are slightly heavier but very week as compared to the configuration shown in Figure 3. Moreover, these support brackets 206 do not take the prescribed load and easily bend at the joint 208 and the cross-member 202 touches the radiator assembly (not shown). Therefore, this configuration does not meet the requirements prescribed under AIS006/ECE R42.

Figure 5 shows a third configuration of the support bracket, in which the complete cross-member 302 and support brackets 306 are reconfigured with optimized mass thereof. Here, the support brackets 306 are extended outward to create a gap G between the radiator assembly (not shown) and the cross-member 302 and the cross-member 302 is connected to a respective long member 304 at either end thereof. Here, the cross-member 302 is of 2.6 mm thick SAE1026 steel and the long members 304 are made of 1.6 mm thick HSLA400 steel sheet, whereas the extended support brackets 306 are made of 1.6 mm thick FE410 steel sheet. In this configuration, the support brackets 306 can bear the load and do not tend to bend at the joints 308 thereof. The gap G between the radiator assembly (not shown) and the cross-member 302 is sufficient and the cross-member 302 does not touch the radiator assembly. The manufacturing-cost of the cross-member 302 is also very little, it being made of a simple rectangular tube. Although, this configuration satisfactorily meets the requirements prescribed under AIS006/ECE R42, the support brackets 306 are still somewhat bulky in design.

Figure 6 shows a fourth configuration of the support bracket, in which the support bracket 406 is optimized by appropriate design modification, including the removal of extra material EM and by adding a third mounting point M3 to the support bracket 406 apart from the mounting points M1 and M2. Here, the cross-member 402 is of 2 mm thick SAE1026 steel and the long members 404 are made of 1.6 mm thick HSLA400 steel sheet, whereas the extended support brackets 406 are made of 1.6 mm thick E34 steel. In this configuration, the support brackets 406 bear the load and do not bend at the joint 408. The cross-member 402 does not touch the radiator assembly (not shown). Here, the cross-member 402 and the support brackets 406 are appropriately optimized to meet the requirements prescribed under AIS006/ECE R42.

Figure 7 shows a detailed fifth configuration of the support bracket 506. The main function of this support bracket 506 is to protect the radiator assembly (not shown) by absorbing the impact energy in bending mode. One end of the support bracket 506 is CO2 welded to the cross-member (not shown) and the other end is bolted to the long member (also not shown). This support bracket 506 includes a top flange 56, a bottom flange 57, a side face 58 and a slot 59 at the lower end thereof disposed near the cross-member to be mounted thereon. Three bolting points, two from the sides (53, 54) and one 55 from bottom are provided in the support bracket 506. The third mount 55 is added to arrest the bending mode of the support bracket 506.

The salient features of the support bracket are as given below:

a. Providing support brackets to protect radiator assembly in slow speed crashes,
b. Protecting the head lamp and the radiator assembly, and
c. Imparting improved bending strength to rear fascia and a reduced deflection.
TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

The support brackets for protecting the radiator assembly mounted at the rear-end of the compact vehicles and configured in accordance with the present invention has the following technical and economic advantages:

• Low-weight and so low-cost.
• Arrest bending moment of the brackets.
• Satisfy the regulatory requirements for conducting bumper tests.
• Better stability to prevent underride and override during slow-speed impacts.
• Inexpensive to manufacture, repair or replace.
• Protects the head lamp and radiator assembly as well.
• Impart better bending strength and reduced deflection to rear facia.
• Absorb slow-speed impact energy to restrict the damage to bumper only.

The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description.

The description provided herein is purely by way of example and illustration. The various features and advantageous details are explained with reference to this non-limiting embodiment in the above description in accordance with the present invention. The descriptions of well-known components and manufacturing and processing techniques are consciously omitted in this specification, so as not to unnecessarily obscure the specification.

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, the skilled person will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments described herein.

Accordingly, the skilled person can easily make innumerable changes, variations, modifications, alterations and/or integrations in terms of materials and method used to configure, manufacture and assemble various constituents, components, subassemblies, assemblies and in terms of the size, shapes, orientations and interrelationships without departing from the scope and spirit of the present invention. It is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

The numerical values given of various physical parameters, dimensions and quantities are only approximate values and it is envisaged that the values higher or lower than the numerical value assigned to the physical parameters, dimensions and quantities fall within the scope of the disclosure unless there is a statement in the specification to the contrary.

Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to implies including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention.