DESC:TECHNICAL FIELD
[001] The embodiments herein generally relate to vehicle front end assembly for energy absorption and air flow, more particularly to a vehicle front-end assembly for collision energy absorption and to direct air flow to an engine cooling system in the vehicle.
BACKGROUND
[002] Pedestrian safety is one of the important aspects in which research and development is being done, in the field of automobile design and manufacturing. If a vehicle collides with a pedestrian, then the vehicle structure should ensure the that pedestrian is safe and survives with minimal injury. For such reasons, automobile manufacturers are supposed to follow pedestrian norms, during design and manufacturing, so that in case of collision the pedestrian survives with little injury. Pedestrian lower leg requirement is a part of the pedestrian norms. Under these norms, front injuries are quantified using parameters such as knee shear, knee bending and acceleration. For the vehicle to pass the pedestrian lower leg requirement, the parameters as mentioned above are supposed to be lesser than a predetermined value. At present, to be in compliance with the pedestrian norms, automobile manufacturers are designing automotive structure to have crush zones. Crush zones are generally provided inboard of a front bumper. Owing to complex designs of automobiles, only a limited amount of space is made available for such crush zones.
[003] Present vehicles include vehicle bumper assembly as an energy absorber component. Such energy absorber components are intended for impact protection in the event of the vehicle or pedestrian impact, and are typically deformable elements designed to absorb a majority of impact energy early in the impact, while also ensuring pedestrian protection. The energy absorber is a separate component which is provided in front of a bumper beam to absorb collision energy in an event of collision. Further, the vehicles incorporate grille assemblies which cover a larger portion of the vehicle front area, to provide increased air flow to the vehicle engine for cooling purposes and also because of the aesthetic reasons and consumer preferences. Enlarging the grille assembly undesirably causes an area encompassed by the grille assembly to overlap an area encompassed by the energy absorber. The grille assembly is placed in an area of the vehicle front where damage to the grille and also intrusion of the grille into the vehicle engine compartment is likely in a frontal impact i.e. on frontal impact; the grille assembly is likely to separate from the energy absorber since there is no connection there between. Simply fastening the energy absorber to the grille assembly might alleviate this problem, but would present additional difficulties and added complexity and increase cost to the vehicle assembly. Further, packaging of the front-end components within the limited front space of the vehicle is difficult and is one of the challenges faced by the automobile design and manufacturing companies.
[004] Therefore, there exists a need for a front-end assembly for a vehicle, which obviates the aforementioned drawbacks. Further, there exists a need for a vehicle front-end assembly for collision energy absorption and to direct air flow to an engine cooling system in the vehicle.

OBJECTS
[005] The principal object of an embodiment of this invention is to provide a vehicle front-end assembly for collision energy absorption and to direct air flow to an engine cooling system in the vehicle.
[006] Another object of an embodiment of this invention is to provide a vehicle front-end assembly having an integrated energy absorbing and air deflecting assembly.
[007] Yet another object of an embodiment of this invention is to provide a vehicle front-end assembly which is easy to manufacture and is inexpensive.
[008] These and other objects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF DRAWINGS
[009] The embodiments of the invention are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0010] Fig. 1 depicts a perspective view of a front-end assembly for a vehicle, according to an embodiment of the invention as disclosed herein;
[0011] Fig. 2 depicts a front view of the front-end assembly, according to an embodiment of the invention as disclosed herein;
[0012] Fig. 3 depicts a side view of the front-end assembly, according to an embodiment of the invention as disclosed herein;
[0013] Fig. 4 depicts a top view of the front-end assembly, according to an embodiment of the invention as disclosed herein;
[0014] Fig. 5a depicts a CAE simulated graph plot between deceleration and time, according to an embodiment of the invention as disclosed herein;
[0015] Fig. 5b depicts a CAE simulated graph plot between knee bending angle and time, according to an embodiment of the invention as disclosed herein; and
[0016] Fig. 5c depicts a CAE simulated graph plot between knee shear and time, according to an embodiment of the invention as disclosed herein.

DETAILED DESCRIPTION
[0017] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0018] The embodiments herein achieve a vehicle front-end assembly for collision energy absorption and to direct air flow to an engine cooling system in the vehicle. Further, the embodiments herein achieve a vehicle front-end assembly having an integrated energy absorbing and air deflecting assembly. Referring now to the drawings, and more particularly to Figs. 1 through 5c, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0019] Fig. 1 depicts a perspective view of a front-end assembly for a vehicle, according to an embodiment of the invention as disclosed herein. The front-end assembly 100 is mounted on a BIW and a chassis of the vehicle. In an embodiment, the front-end assembly 100 includes an upper member 102, the upper member 102 having a first right-side portion 102a, a first left-side portion 102b and a first mid portion 102c extending between the first right-side portion 102a and the first left-side portion 102b, a lower member 104, the lower member 104 having a second right-side portion 104a, a second left-side portion 104b and a second mid portion 104c extending between the second right-side portion 104a and the second left-side portion 104b, at least one deflecting member 106 and plurality of openings 108 in the lower member.
[0020] Fig. 2 depicts a front view of the front-end assembly, according to an embodiment of the invention as disclosed herein. The front-end assembly100 includes the upper member 102. The upper member 102 is formed in a C shaped structure. The C-shaped structure includes the first right-side portion 102a, the first left-side portion 102b and the first mid portion 102c extending between the first right-side portion 102a and the first left-side portion 102b. In an embodiment, the upper member 102 is made up of Thermoplastic Olefin (TPO) to absorb predetermined collision energy during collision at the vehicle front end. However, it is also within the scope of the invention to implement/use any type of energy absorbing material as upper member without otherwise deterring the intended function of absorbing energy as can be deduced from the description and corresponding drawings. Further, the first mid portion 102c extending between the first right-side portion 102a and the first left-side portion 102b is formed in a shape selected from arc shape, elliptical shape and curved shape to guide air flow into the engine cooling system of the vehicle.
[0021] The front-end assembly 100 includes the lower member 104. The lower member 104 is integrated below the upper member 102. The lower member 104 is substantially a straight member. The lower member 104 includes the second right-side portion 104a, the second left-side portion 104b and the second mid portion 104c extending between the second right-side portion 104a and the second left-side portion 104b. The lower member 104 is attached with the air deflecting member 106 at the second mid portion 104c as shown in FIG. 4. The air deflecting member 106 is coupled to the lower member 104 such that it guides the air flow towards the engine cooling system of the vehicle. In an embodiment, the lower member 104 is made up of Thermoplastic Olefin (TPO) to absorb predetermined collision energy during collision at said vehicle front end. However, it is also within the scope of the invention to implement/use any type of energy absorbing material as lower member without otherwise deterring the intended function of absorbing energy as can be deduced from the description and corresponding drawings.
[0022] Fig. 3 depicts a side view of the front-end assembly, according to an embodiment of the invention as disclosed herein. The front-end assembly 100 includes plurality of the air deflecting members 106. The air deflecting members 106 are coupled to the first right-side portion 102a, the first left-side portion 102b, the first mid portion 102c of the upper member 102 and the second mid portion 104c of said lower member 104 as shown in FIG. 3. In an embodiment, the air deflecting member 106 is configured to guide air flow to the cooling system of the vehicle. In an embodiment, the air deflecting member 106 is made up of thermoplastic polymer resin. Further, the air deflecting member 106 may made up of polyethylene terephthalate. However, it is also within the scope of the invention to implement/use any type of flexible material as air deflecting member without otherwise deterring the intended function of guiding air flow as can be deduced from the description and corresponding drawings. The air deflecting member 106 is attached to corresponding upper member 102 and the lower member 104 by at least one of snap fit, press fit, bolt and nut and a combination thereof.
[0023] The front-end assembly 100 includes the upper member 102 and the lower member 104 which are integrated together by at least one of snap fit, press fit, bolt and nut and a combination thereof. In an embodiment, the upper member 102 and the lower member 104 are unitary. In an embodiment, the upper member 102 and the lower member 104 are made up of Thermoplastic Olefin (TPO) to absorb predetermined collision energy during collision at the vehicle front end. The vehicle front end assembly 100 is adapted to absorb predetermined collision energy in an event of collision to reduce the injury level of pedestrian lower leg form, and to direct the air to flow in to the cooling system of the vehicle.
[0024] Fig. 5a depicts a CAE simulated graph plot between deceleration and time, according to an embodiment of the invention as disclosed herein. In an embodiment, the pedestrian lower leg requirement is a part of the pedestrian norms. Under these norms, one of the parameters is acceleration of the vehicle. For calculation purpose, the pedestrian lower leg requirement for the front-end assembly 100 having integrated energy absorption and air flow is checked using CAE module or software. A graph is generated using the acceleration or deceleration vs time. Based on the generated graph, it is clearly evident, that the deceleration value for the front-end assembly 100 is lower than a regulatory deceleration value. For example, the deceleration value generated may be 126G which is lower than the regulatory deceleration value 170G.
[0025] Fig. 5b depicts a CAE simulated graph plot between knee bending angle and time, according to an embodiment of the invention as disclosed herein. In an embodiment, the pedestrian lower leg requirement is a part of the pedestrian norms. Under these norms, one of the parameters is knee bending angle of the pedestrian. For calculation purpose, the pedestrian lower leg requirement for the front-end assembly 100 having integrated energy absorption and air flow is checked using CAE module or software. A graph is generated for knee bending angle vs time. Based on the generated graph, it is clearly evident, that the knee bending angle value for the front-end assembly 100 is lower than a regulatory knee bending angle. For example, the knee bending angle value generated may be less than 6° which is lower than the regulatory knee bending angle value which is 19°.
[0026] Fig. 5c depicts a CAE simulated graph plot between knee shear and time, according to an embodiment of the invention as disclosed herein. In an embodiment, the pedestrian lower leg requirement is a part of the pedestrian norms. Under these norms, one of the parameters is knee shear value of the pedestrian. For calculation purpose, the pedestrian lower leg requirement for the front-end assembly 100 having integrated energy absorption and air flow is checked using CAE module or software. A graph is generated using the knee shear value vs time. Based on the generated graph, it is clearly evident, that the knee shear value for the front-end assembly 100 is lower than a regulatory knee shear value. For example, the knee shear value generated may be less than 3mm which is lower than the regulatory knee shear value which is 6mm. The knee shear value is measured by displacement of the knee and is measured in mm.
[0027] Some of the technical advantages of the front-end assembly 100 is as follows. The limitation of space is overcome by use of air deflector guide made of TPO to absorb the energy with extended flexible flap (rubber flap) made up of PET. Further, the combination of the air deflector (radiator deflector) along with the energy absorber facilitates in less impact or injury to the pedestrians.
[0028] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of 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.
,CLAIMS:1. A vehicle having a front-end assembly 100 for energy absorption and air flow, said assembly 100 comprising:
an upper member 102, said upper member 102 having a first right-side portion 102a, a first left-side portion 102b and a first mid portion 102c extending between said first right-side portion 102a and said first left-side portion 102b;
a lower member 104 integrated to said upper member 102, said lower member 104 having a second right-side portion 104a, a second left-side portion 104b and a second mid portion 104c extending between said second right-side portion 104a and said second left-side portion 104b; and
at least one air deflecting member 106 connected to each of said first right-side portion 102a, said first left-side portion 102b, said first mid portion 102c of said upper member 102 and said second mid portion 104c of said lower member 104,
wherein,
said upper member 102 and said lower member 104 are configured to absorb energy during collision at vehicle front end; and
said air deflecting member 106 is configured to guide air flow to a cooling system of said vehicle.

2. The front-end assembly 100 as claimed in claim 1, wherein said upper member 102 and said lower member 104 are unitary.

3. The front-end assembly 100 as claimed in claim 2, wherein said upper member 102 and said lower member 104 are connected by at least one of snap fit, press fit, bolt and nut and a combination thereof.

4. The front-end assembly 100 as claimed in claim 1, wherein said air
deflecting member 106 is made up of thermoplastic polymer resin.
5. The front-end assembly 100 as claimed in claim 1, wherein said air deflecting member 106 is made up of polyethylene terephthalate.

6. The front-end assembly 100 as claimed in claim 2, wherein said upper member 102 and said lower member 104 are made up of Thermoplastic Olefin (TPO) to absorb a predetermined collision energy during collision at said vehicle front end.

7. The front-end assembly 100 as claimed in claim 1, wherein said air deflecting member 106 is attached to corresponding said upper member 102 and said lower member 104 by at least one of snap fit, press fit, bolt and nut and a combination thereof.

8. The front-end assembly 100 as claimed in claim 1, wherein said lower member 104 further includes a plurality of openings 108 to guide air flow to said cooling system of said vehicle.

9. The front-end assembly 100 as claimed in claim 1, wherein said first mid portion 102c extending between said first right-side portion 102a and said first left-side portion 102b is formed in a shape selected from arc shape, elliptical shape and curved shape.

10. The front-end assembly 100 as claimed in claim 2, wherein said upper member 102 is formed in a C-shaped construction.