GB2627280A

GB2627280A - Lighting arrangement of a vehicle impact protection structure

Info

Publication number: GB2627280A
Application number: GB2302305.4A
Authority: GB
Inventors: Siddall Jeremy
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2023-02-17
Filing date: 2023-02-17
Publication date: 2024-08-21
Anticipated expiration: 2043-02-17
Also published as: GB2627280B; GB202302305D0

Abstract

A vehicle front impact protection structure 10 has an inner structural member 20 and an outer member 40 at least partially surrounding inner member 20. Inner member 20 is configured for transverse mounting at a forward position of a vehicle chassis. Inner member 20 has an aperture with which a lighting arrangement is associated, which projects light towards the front of a vehicle to which structure 10 is mounted. The lighting arrangement may for example be an LED light, and may extend through the aperture. Typically at least three apertures and associated lighting arrangements are provided. Apertures may also be provided in outer member 40. A vehicle with such a structure is also provided.

Description

LIGHTING ARRANGEMENT OF A VEHICLE IMPACT PROTECTION STRUCTURE

TECHNICAL FIELD

The present disclosure relates to a vehicle front impact protection structure, and a vehicle comprising the vehicle front impact protection structure.

BACKGROUND

The lighting arrangements associated with front impact protection structures are typically located on an outer face of the vehicle, and often projecting forward of the vehicle, so as to maximise the light that is projected from the front of the vehicle but consequently expose the lighting arrangements to the effects of any impact to the front of the vehicle.

The present disclosure aims to provide an improved front impact protection structure.

SUMMARY OF THE INVENTION

It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. Aspects and embodiments of the invention provide an improved front impact protection structure and a vehicle as claimed in the appended claims.

Throughout the summary of the invention, description and claims the terms front, rear, left, right, upper and lower are defined with reference to their normal use in the description of a forward facing upright standing vehicle. It follows that features of the invention are described in relation to a vehicle such that, for example, front features are those closer to the front of the vehicle than rear features and upper features are those closer to the top of the vehicle than lower features.

According to an aspect of the invention there is provided a vehicle front impact protection structure comprising: an inner structural member, and an outer member configured to at least partially surround the inner structural member. The inner structural member is configured for transverse mounting at a forward position of a vehicle chassis. The inner structural member defines an aperture. A lighting arrangement is associated with the aperture, wherein the lighting arrangement is operable to project light from the inner structural member in a direction towards the front of a vehicle to which the front impact protection structure is mounted.

With this arrangement, a front impact protection structure with a lighting arrangement can be provided such that the light projected from the front of the vehicle is in a low position that affords better visibility of the foreground, whilst also setting back the lighting from the outer member to afford additional protection to the lighting arrangements from stones or other debris impacting the lighting arrangement, or from frontal impact.

The vehicle front impact protection structure may comprise mounting points at which the lighting arrangement is mounted to the inner structural member, the mounting points located adjacent the aperture.

The inner structural member can provide a suitable structure for mounting the lighting arrangements to, that is both suitably rigid and well placed.

The lighting arrangement may extend through the aperture. With this arrangement, the lighting arrangement can be nested in the aperture so as to be better secured in position. This can prevent movement of the lighting arrangement, as well as utilise the aperture as an alignment aperture to predetermine the direction of the light.

The vehicle front impact protection structure may comprise a plurality of apertures and a plurality of associated lighting arrangements. This can be used to increase the lighting power and spread the lighting across the front impact protection structure.

The vehicle front impact protection structure may comprise three or more apertures and associated lighting arrangements, the lighting arrangements spaced equally from one another across a transverse direction of the inner structural member. This can provide an even distribution of the light across a front portion of the vehicle.

Each lighting arrangement may include a lip configured to rest against a forward face of the inner structural member. This can help to secure the lighting arrangements in position on the front impact protection structure.

The inner structural member may comprise an inner transverse member, and an outer transverse member forward of the inner transverse member, and wherein each aperture is an outer aperture that extends through the inner transverse member. In this manner, at least a portion of the lighting arrangement can be positioned between the inner and outer transverse members so as to better protect the lighting arrangement. Cables may also be securely run between the transverse members.

Each outer aperture may be located at a respective transverse position, and the inner transverse member comprises an inner aperture positioned at the same respective transverse position as a respective outer aperture. This can provide access to the rear of the lighting arrangements or cables running through the inner structural member.

The vehicle front impact protection structure may comprise mounting portions for connecting the inner structural member to a chassis. This direct connection to the chassis provides greater structural integrity to the inner structural member, increasing its impact protection abilities.

The mounting portions may comprise sockets configured to accept longitudinal chassis rails. The sockets help to ensure a strong connection between the parts.

The longitudinal chassis rails may be arranged to be fixed in the sockets by fasteners extending perpendicular to the longitudinal chassis rails.

A cooling package bracket may extend between transverse ends of the inner structural member. In this manner, the inner structural member serves additional purposes.

The vehicle front impact protection structure may comprise a cooling package mounted on top of the cooling package bracket, wherein the bracket is angled about a transverse axis of the inner structural member so as to project the cooling package aft of the inner structural member.

This can allow the cooling package to fit under the interior space beneath the bonnet, in the engine space.

A vehicle comprising the vehicle front impact protection structure of the first aspect.

Within the scope of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will now be described, by way of example only, with reference to the following figures in which: Figure 1 shows a vehicle having a vehicle front impact protection structure in accordance with an embodiment of the invention; Figure 2 shows the vehicle front impact protection structure of Figure 1 in more detail; Figure 3 shows a connection of the front impact protection structure to the vehicle chassis; Figure 4 shows a perspective view of sockets of the inner structural member into which chassis rails are inserted; Figure 5 shows an alternative perspective view of the sockets; Figure 6 shows a frontal view of an inner structural member of the vehicle front impact protection structure in accordance with an embodiment of the invention; Figure 7 shows a frontal view of lighting arrangements fitted to the inner structural member; Figure 8 shows an underside view of the inner structural member; Figure 9 shows attachment means of the lighting arrangement to the inner structural member; Figure 10 shows an alternative, rear, view of the attachment means; Figure 11 shows supports for mounting a cooling package bracket to the inner structural member; Figure 12 shows the cooling package bracket; Figure 13 shows a perspective frontal view of an outer structural member; Figure 14 shows a perspective rearward view of the outer structural member of Figure 13; Figure 15 shows a frontal view of the outer structural member of Figure 13; and Figure 16 shows a side view of the outer structural member.

DETAILED DESCRIPTION

Figure 1 schematically shows a vehicle 1 having a vehicle front impact protection structure 10 located at a front of the vehicle 1.

Figure 2 shows the vehicle front impact protection structure 10 in more detail. The vehicle front impact protection structure 10 includes an inner structural member 20. The inner structural member 20 is configured for transverse mounting at a forward position of a vehicle chassis 2.

The vehicle front impact protection structure 10 may include an outer structural member 40, although it will be appreciated that in some examples, the outer structural member 40 may be replaced by an outer member that is not structural.

In the present context, the inner structural member 20 and the outer structural member 40 are defined as having appreciable structural characteristics that allow them to absorb loads in the event of an impact at the front of the vehicle 1 (typically loads an order of magnitude greater than an equivalent cosmetic bumper). Preferably, the inner and outer structural members 20, 40 are formed of metal, for example aluminium, steel, stainless steel, or a combination thereof.

An outer member that is non-structural is not configured to withstand substantial loads, although may still act as a shield to some degree, such as deflecting debris or kicked up stones. An outer member that is non-structural may be provided for purposes such as to provided aesthetic qualities.

Examples of vehicles known in the prior art have front impact protection structures with a single structural member, with some examples also having a further non-structural outer member primarily for cosmetic purposes. Whilst conventionally it might be seen as adding weight and complexity unnecessarily to have inner and outer structural members 20, 40, it has been found that the advantages of a front impact protection structure 10 with inner and outer structural member 20, 40 can offset any otherwise foreseen disadvantages.

The outer structural member 40 may be configured to at least partially surround the inner structural member 20. In the example shown in Figure 2, the outer structural member 40 surrounds the inner structural member 20 so as to cover the inner structural member 20 in use, although it will be appreciated that the outer structural member 40 does not entirely envelop the inner structural member 20.

The inner structural member 20 may include a mounting portion 21 at which the inner structural member 20 is connected to the chassis 2. In particular, the inner structural member 20 may include a mounting portion 21 at each end of the inner structural member 20 (see Figures 3 to 5). Each mounting portion 21 may overlap an end portion of the chassis 2, and in particular a longitudinal chassis rail 4 of the chassis 2 (as shown in Figure 3). In this manner, a large contact surface area can be provided between the inner structural member 20 and the chassis 2, as well as providing a suitable surface for one or more fasteners 50, as discussed below. The mounting portion 21 may be arranged to overlap the chassis rail 4 so as to be positioned on opposing sides of the chassis rail 4, such as shown in Figure 3.

The mounting portion 21 may comprise a socket 22, for example as shown best in Figure 4, with the socket 22 configured to accept the chassis rail 4 of the chassis 2. The socket 22 envelopes an end portion of the chassis rail 4 so as to provide a firm connection therebetween.

The socket 22 may be a blind socket 22, with the end of the socket 22 arranged to limit the forward movement of the chassis rail 4 (see Figures 3 and 4). With this arrangement, in the event that the inner structural member 20 is forced back by an impact or other event, the end of the socket 22 can impact the chassis rail 4 and provide extra support to the inner structural member 20.

A threaded fastener 50 may extend through fastener holes 53, 54 arranged perpendicular to the longitudinal chassis rail 4 so as to couple the inner structural member 20 and the longitudinal chassis rail 4. The threaded fastener 50 may include a threaded male fastener 51 and a threaded female fastener 52, such as shown in Figure 3.

The threaded fastener 50 may extend all the way through the mounting portion 21 and the chassis rail 4, such as shown in Figure 3. Alternatively, two or more fasteners 50 may each extend part way through the mounting portion 21 and the chassis rail 4.

The fastener holes 53, 54 may act as alignment holes through which the threaded fastener 50 is insertable to align and couple the inner structural member 20 to the longitudinal chassis rail 4 at the mounting portions 21. In this manner, the correct positioning of the inner structural member 20 and the chassis rail 4 can be ensured when the fasteners 50 are installed.

The outer structural member 40 may be connected to the inner structural member 20. The outer structural member 40 may be connected to the chassis 2, and in particular the chassis rail 4. In the example shown in Figure 3, the outer structural member 40 is connected to the inner structural member 20 and the chassis 2.

The outer structural member 40 may include a mounting portion 41 at each of its ends, with each mounting portion 41 configured to overlap a respective mounting portion 21 of the inner structural member 20. In the example shown in Figures 3 to 5, the mounting portion 21 of the inner structural member 20 is positioned between the mounting portion 41 of the outer structural member 40 and the chassis rail 4, although it will be appreciated these features 4, 21, 41 may be arranged in any suitable manner. For example, the mounting portion 41 of the outer structural member 40 may be positioned between the mounting portion 21 of the inner structural member 20 and the chassis rail 4.

With the overlapping of the inner structural member 20, outer structural member 40 and chassis 2, a common connection between chassis 2 and the inner and outer structural members 20, 40 can be provided by a common fixing means. As shown in Figure 3, and previously described in relation to the chassis 2 and inner structural member 20, the threaded fasteners 50 may couple together the inner and the outer structural members 20, 40 to the longitudinal chassis rail 4. Similarly, the fastener holes 53, 54, 55 may act as alignment holes through which the threaded fastener 50 is insertable to align and couple the inner and outer structural members 20, 40 to the longitudinal chassis rail 4 at the mounting portions 21.

The inner structural member 20 will now be described in further detail with reference to Figures 6 to 12.

The inner structural member 20 defines one or more apertures 23 (see Figure 6). A respective lighting arrangement 60 is associated with each aperture 23, as shown in Figure 7 in which the lighting arrangement 60 is mounted adjacent the aperture 23. In particular, each lighting arrangement 60 may extend through each respective aperture 23.

Each lighting arrangement 60 includes one or more lights 63. The example shown in Figure 7 shows each lighting arrangement 60 including two lights 63, although it will be appreciated that each lighting arrangement 60 may have a different number of lights 63, as required.

Each lighting arrangement 60 is operable to project light from the inner structural member 20 in a direction towards the front of the vehicle 1. The inner structural member 20 may include any suitable number of apertures 23 and associated lighting arrangements 60, so as to produce the required intensity and spread of light projected from the front of the vehicle 1.

The example of Figures 6 to 8 shows the inner structural member 20 including three apertures 23 equally spaced across the transverse direction T of the inner structural member 20. This arrangement of lighting arrangements spaced across the front of the inner structural member 20 can provide an even distribution of light projected from the inner structural member 20 and out from the front of the vehicle 1 across the transverse direction T. Integrating the lighting arrangement 60 into the inner structural member 20, as opposed to having a separate mounting bracket (not shown) for the lighting arrangement 60, provides for an efficient use of space within the vehicle 1, whilst also providing some protection to the lighting arrangement 60, for example from stones or other debris kicked up from below. The inner structural member 20 is well positioned to provide an even distribution of light across the front of the vehicle 1.

The inner structural member 20, and in particular the aperture 23, provides a suitable mounting position for the lighting arrangement 60. As shown best in Figures 9 and 10, the lighting arrangement 60 may be nested in the aperture 23 so as to prevent movement of the lighting arrangement 60 in the transverse plane relative to the longitudinal direction of the vehicle 1.

The lighting arrangement 60 may include a lip 61 that rests against a front surface 25 of the inner structural member 20, for example as shown in Figure 9. In this example, the lighting arrangement 60 includes upper and lower lips 61 configured to engage the front surface 25 of the inner structural member 20, although it will be appreciated the lips 61 may be located on any suitable side of the lighting arrangement 60.

The lighting arrangement 60 is inserted from a front of the inner structural member 20. Allowing insertion from the front of the inner structural member 20 allows convenient access to the lighting arrangement 60 without the need to remove the inner structural member 20. This can allow easier installation and removal of the lighting arrangement 60, as the front of the inner structural member 20 will typically be more accessible than the rear of the inner structural member 20.

The inner structural member 20 may be a box section having an inner transverse member 24 and an outer transverse member 25 connected by upper and lower transverse members 26, 27, such as indicated on Figures 6 to 8. A box section can provide a large second moment of area whilst minimising weight, and at the same time provide a suitable structure for retaining the lighting arrangement 60, as discussed above.

Each aperture 23 in the inner structural member 20 may be located in the outer transverse member 25. The inner transverse member 24 may include an aperture 23a (see Figure 10) positioned at substantially the same transverse position as the aperture 23 of the outer transverse member 25. This can provide rear access to the lighting arrangement 60, for example so as to connect and distribute cabling from the lighting arrangement 60. The aperture 23a of the inner transverse member 24 may be of equal size and position as the outer transverse member 25 so as improve rear access, as well as maintain a symmetric cross-section of the inner structural member 20.

The lighting arrangement 60 may extend aft of the inner transverse member 24, as apparent from the discussion above, so as to provide a suitable structure for positioning the lighting arrangement 60 adjacent a front of the inner structural member 20. The lighting arrangement 60 may be located forward of the outer transverse member 25. This arrangement may allow space within the inner structural member 20 for routing cables running from the lighting arrangement to a power supply (not shown).

The light arrangement 60 may extend at least partially forward of the inner structural member 20. With an outer structural member 40 forward of the lighting arrangement 60, the lighting arrangement 60 remains protected, whilst providing a suitable mounting point for the lighting arrangement 60 (e.g. via the lip 61). In particular, the outer structural member 40 is configured to withstand an appreciable impact load (typically an order of magnitude greater than a cosmetic bumper), and therefore the lights may remain operational in the event of an impact where they would have otherwise been rendered inoperable.

The lighting arrangement 60 may be fixed in position within the inner structural member 20 by fasteners 65 (see Figures 9 and 10), such as locking pins or threaded fasteners. The fasteners can prevent movement of the lighting arrangement 60, in use, in the longitudinal direction of the vehicle 1. The example shown in Figures 9 and 10 shows a fastener 65 on either side of the lighting arrangement 60, although it will be appreciated any number of fasteners 65 may be used to secure the lighting arrangement 60.

As seen most clearly in Figures 6 to 10, the inner structural member 20 includes a plurality of secondary apertures 29 in addition to those 23, 23a that may be associated with the lighting arrangement 60. The secondary apertures 29 may reduce the weight of the inner structural member 20. The secondary apertures 29 may be adjacent the lighting arrangement 60 so as to provide access to the lighting arrangement 60, for example to help navigate the lighting arrangement 60 into the apertures 23, 23a, or couple the lighting arrangement 60 using the fasteners 65. The secondary apertures 29 may help route cables through the inner structural member 20 (e.g. from the lighting arrangement 60 or elsewhere), and therefore may be spaced along the inner structural member 20.

The inner structural member 20 may be utilised as a support for other components of the vehicle 1. For example, the inner structural member 20 may support a cooling package bracket (see Figure 12) onto which a cooling package (not shown) of the vehicle 1 can be positioned. The cooling package bracket 70 may extend between transverse ends of the inner structural member 20.

The inner structural member 20 may comprise one or more supports 28 on which is cooling package bracket 70 is supportable, such as shown in Figure 11. In this example, the supports 28 are located inboard of the mounting portions 21 of the inner structural member 20, with the cooling package bracket 70 arrangeable between the supports 28.

With this arrangement, the cooling package may be at least partially protected by the inner structural member 11 on three sides (front, left, and right). By laying the cooling package on top of the cooling package bracket 70, the cooling package can also be protected from below by the cooling package bracket 70.

The cooling package bracket 70 may be angled about a transverse axis of the inner structural member 20 so as to project the cooling package back from the inner structural member 20. In particular, the cooling package may extend upwards and rearwards from the cooling package bracket 70. This can allow the cooling package to be packed better within the hood space.

An example of the outer structural member 40 is shown in Figures 13 to 16, in which the outer structural member 40 includes five apertures 43. Each of the apertures 43 of the outer structural member 40 is configured to allow light from the lighting arrangement(s) 60 to pass therethrough. In this way, whilst the intensity and distribution of the light emitted from the front of the vehicle 1 may at least partially be dictated by the arrangement of apertures 23 in the inner structural member 20, the light will primarily be dictated by the apertures 43 of the outer structural member 40. In particular, the position of the apertures 43 in the outer structural member 40 dictate the position from which light from the lighting arrangements 60 emits from the front of the vehicle 1.

It will be appreciated that the outer structural member 40 may have any number of apertures 43, including one, two, three, or more. The apertures 43 of the outer structural member 40 are preferably of equal size and evenly distributed across the outer structural member 40, such that a distance between each aperture 43 is consistent. However, it will be appreciated that the apertures 43 may have any suitable size, size distribution, and respective positions so as to generate the required lighting.

As the light emitted through the outer structural member 40 is dictated by the apertures 43 in the outer structural member 40, it will be appreciated that there need not be a one-to-one relationship between the number of lighting arrangements 60 (and associated apertures 23 in the inner structural member 20) and the number of apertures 43 in the outer structural member 40. In particular, the inner structural member 40 may have more, or less, apertures 43 than there are lighting arrangements 60 associated with apertures 23 in the inner structural member. For example, Figure 7 shows the inner structural member 20 having three lighting arrangements 60 and Figure 13 shows the outer structural member 40 having five apertures 43. In this way, a set number of lighting arrangements 60 can be provided whilst appearing to have a greater number of lighting arrangements 60 (or smaller number is desired).

This can have a number of further advantages, including the ability to customise the light emitted from the vehicle by changing the configuration of the outer structural member 40 rather than necessarily changing the lighting arrangements 60 or the inner structural member 20. The smaller number of lighting arrangements 60 that may be utilised can also reduce the upfront costs of lighting, as well as reduce the expense of repairs and replacements.

The different configurations of the apertures 23, 43 in the inner and outer structural member 20, 40 can also mean that at least a part of each of the lighting arrangements 60 can be offset from the apertures 43 in the outer structural member 40. For example, Figure 15 shows that the spacing between the lighting arrangements 60 (the outline of which is indicated by a dashed line) and the apertures 43 in the outer structural member 40 can be differed so as to offset the centre of at least some of the light arrangements 60 (in this case the two outer lighting arrangements 60a) from the apertures 43. This can increase the protection to the lighting arrangements 60, as less of the proportion of the lighting arrangement 60 that is directly visible, without unduly compromising on the light emitted from the vehicle.

This reduced direct visibility of the lighting arrangements 60 may similarly, or in addition, be provided by a reduced size of the apertures 43 in the outer structural member 40 in comparison to the size of the light arrangements 60, for example as shown in Figure 15.

As the outer structural member 40 is structural, the positioning of the lighting arrangements 60 aft of the outer structural member 40 protects the lighting arrangements 60 from any frontal impacts to the vehicle 1, whilst still accommodating for the passage of light through the outer structural member 40.

Furthermore, by positioning the lighting arrangements 60 aft of the outer structural member 40, the angle at which debris is able to enter the apertures 43 of the outer structural member 40, and impact the lighting arrangement 60, is reduced. I.e. the trajectory of the debris needs to be nearer to alignment with the longitudinal direction of the vehicle 1, whereas a lighting arrangement 60 flush with the outer structural member 40 could be impacted from any forward angle.

Preferably, all lighting arrangements associated with the front impact protection structure 10 are located aft of the outer structural member 40, such that the outer structural member 40 is absent of lighting arrangements 60.

The lighting arrangements may be any suitable type or colour. For example, the lighting arrangements may emit visible light, infrared light, or any combination. The lighting arrangements may be configured to change colour.

The shape of the outer structural member 40 may be of any suitable shape in order to provide its structural purpose. The outer structural member 40 may be shaped substantially the same as an equivalent cosmetic bumper, at least viewed outwardly in use, with the outer surface of the outer structural member 40 having a generally aerodynamic profile with substantially no surface area having a plane perpendicular to the longitudinal axis of the vehicle, as shown in Figures 15 and 16.

Whilst the above examples refer to a front impact protection structure 10, it will be appreciated that the impact protection structure 10 may be positioned at a rear or side of the vehicle 1 so as to function as a rear or side impact protection structure.

It will be appreciated that various changes and modifications can be made to the present disclosed examples without departing from the scope of the present application as defined by the appended claims. Whilst endeavouring in the foregoing specification to draw attention to those features believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims

CLAIMS1. A vehicle front impact protection structure comprising: an inner structural member, and an outer member configured to at least partially surround the inner structural member, the inner structural member configured for transverse mounting at a forward position of a vehicle chassis, the inner structural member defining an aperture, and a lighting arrangement associated with the aperture, wherein the lighting arrangement is operable to project light from the inner structural member in a direction towards the front of a vehicle to which the front impact protection structure is mounted.
2. The vehicle front impact protection structure of claim 1, comprising mounting points at which the lighting arrangement is mounted to the inner structural member, the mounting points located adjacent the aperture.
3. The vehicle front impact protection structure of claim 1 or 2, wherein the lighting arrangement extends through the aperture.
4. The vehicle front impact protection structure of any preceding claim, comprising a plurality of apertures and a plurality of associated lighting arrangements.
5. The vehicle front impact protection structure of any preceding claim, comprising three or more apertures and associated lighting arrangements, the lighting arrangements spaced equally from one another across a transverse direction of the inner structural member.
6. The vehicle front impact protection structure of any preceding claim, wherein each lighting arrangement includes a lip configured to rest against a forward face of the inner structural member.
7. The vehicle front impact protection structure of any preceding claim, wherein the inner structural member comprises an inner transverse member, and an outer transverse member forward of the inner transverse member, and wherein each aperture is an outer aperture that extends through the outer transverse member.
8. The vehicle front impact protection structure of claim 7, wherein each outer aperture is located at a respective transverse position, and the inner transverse member comprises an inner aperture positioned at the same respective transverse position as a respective outer aperture.
9. The vehicle front impact protection structure of any preceding claim, comprising mounting portions for connecting the inner structural member to a chassis.
10. The vehicle front impact protection structure of claim 9, wherein the mounting portions comprise sockets configured to accept longitudinal chassis rails.
11. The vehicle front impact protection structure of claim 10, wherein the longitudinal chassis rails are arranged to be fixed in the sockets by fasteners extending perpendicular to the longitudinal chassis rails.
12. The vehicle front impact protection structure of any preceding claim, wherein a cooling package bracket extends between transverse ends of the inner structural member.
13. The vehicle front impact protection structure of any preceding claim, comprising a cooling package mounted on top of the cooling package bracket, wherein the bracket is angled about a transverse axis of the inner structural member so as to project the cooling package aft of the inner structural member.
14. The vehicle front impact protection structure of any preceding claim, wherein the lighting arrangement is an LED lighting arrangement, optionally a colour changing LED lighting arrangement, or is an infrared lighting arrangement.
15. A vehicle comprising the vehicle front impact protection structure of any preceding claim.