Front carriage for passenger vehicle

Abstract

The invention relates to a front compartment (1) for a passenger vehicle, comprising a first upper longitudinal member plane (13), which comprises first longitudinal members (14) spaced apart from one another in the vehicle transverse direction (15) and comprising first cross members (17) via which the first longitudinal members (14) are connected to one another; a second lower side member plane (18) comprising second side members (20) which are spaced apart from one another in the vehicle transverse direction (15) and comprising second cross members (21) via which the second side members (20) are connected to one another, a catch element (23) being provided which is connected to the cross members (17, 21), and a second lower side member plane (18) which comprises second side members (20) which are spaced apart from one another in the vehicle transverse direction (15) and a second cross member (21) via which the second side members (20) are connected to one another, according to the invention, at least one component (10) of the front compartment (1), which is arranged in addition to the cross members (17, 21), the longitudinal members (14, 20) and the catching element (23), is at least partially lapped rearward in the vehicle longitudinal direction (11) by the catching element such that at least an accident-induced rearward displacement of the component (10) can be limited.

Description

Technical Field

[0001] The invention relates to a front compartment for a passenger vehicle according to the preamble of claim 1 . Background Art

[0002] DE 10 2006 030 504 A1 discloses a bumper for a motor vehicle, which includes a cross member fixed to the vehicle. DE 10 2021 207 438 A1 discloses a front structure of a vehicle body. WO 2020 / 200604 A1 discloses an energy absorption device for a vehicle bumper. Summary of the invention

[0003] The object of the present invention is to create a front compartment for a passenger vehicle which allows particularly advantageous accident behavior.

[0004] This object is achieved according to the invention by a front body having the features of claim 1. Advantageous embodiments of the invention are the subject matter of the dependent claims.

[0005] The invention relates to a front compartment for a passenger car, also referred to as a vehicle and designed as a motor vehicle. The front compartment has a first upper longitudinal beam plane, which has first longitudinal beams spaced apart from each other in the vehicle transverse direction of the passenger car. The respective first longitudinal beams extend at least substantially in the vehicle longitudinal direction of the passenger car. In other words, it is provided that the respective longitudinal extension direction of the respective first longitudinal beams extends in the vehicle longitudinal direction, also referred to as the x-direction, and therefore extends parallel to the vehicle longitudinal direction. The vehicle transverse direction extends perpendicularly to the vehicle longitudinal direction and is also referred to as the y-direction. Along its respective longitudinal extension direction, the respective first longitudinal beams extend elongatedly. The first longitudinal beam plane is also referred to as the first beam plane and has a first upper cross beam, the longitudinal extension direction of which extends perpendicularly to the respective longitudinal extension direction of the respective first longitudinal beam and therefore extends at least in the vehicle transverse direction (y-direction). The respective first upper longitudinal beams are connected to each other via the first upper cross beam, in particular in such a way that the first upper cross beams, in particular at both ends, are connected to the first upper longitudinal beams.

[0006] The front compartment also has a second lower longitudinal beam plane, which is arranged below the upper longitudinal beam plane in the vehicle vertical direction of the passenger car. The vehicle vertical direction is also referred to as the z-direction. The second lower longitudinal beam plane can be the lowermost longitudinal beam plane of the front compartment, in particular the passenger car, when viewed in the vehicle vertical direction of the passenger car. The first upper longitudinal beam plane can be the uppermost longitudinal beam plane of the front compartment, in particular the passenger car, when viewed in the vehicle vertical direction, or can be connected to at least or exactly one additional longitudinal beam plane in the vehicle vertical direction in an upward direction, so that, for example, when viewed in the vehicle vertical direction, the first upper longitudinal beam plane is arranged between the second longitudinal beam plane and the additional longitudinal beam plane and is therefore the middle longitudinal beam plane of the front compartment, in particular the passenger car as a whole.

[0007] The second lower longitudinal beam plane has two second longitudinal beams, the respective longitudinal extension directions of the two second longitudinal beams extending in the longitudinal direction of the vehicle, i.e. parallel to the longitudinal direction of the vehicle. Therefore, the respective second longitudinal beams extend at least in the longitudinal direction of the vehicle, so that the respective second longitudinal beams extend elongated along their respective longitudinal extension directions. The second lower longitudinal beams are spaced apart from each other in the transverse direction of the vehicle. The second lower longitudinal beam plane is also referred to as the second lower beam plane and comprises a second lower cross beam, the longitudinal extension direction of the second lower cross beam extending perpendicularly to the respective longitudinal extension direction of the respective second longitudinal beam, wherein the longitudinal extension direction of the lower cross beam extends at least substantially in the transverse direction of the vehicle. The respective cross beams extend at least substantially elongated along their respective longitudinal extension directions. The second lower longitudinal beams are connected to each other via the second lower cross beam, in particular, the second lower cross beam is connected to the second lower longitudinal beam, in particular at both ends, i.e. at its two ends. For example, in the event of an accident, in particular a frontal collision or a frontal impact, of a passenger car, also referred to as a motor vehicle, corresponding load paths may be formed in or via the corresponding longitudinal beam planes, via which loads or forces caused by the accident may be absorbed and / or conducted. The load path formed in or via the first longitudinal beam plane is also referred to as a first load path, for example, and the load path formed in or via the second longitudinal beam plane is also referred to as a second load path. In particular, accident-caused loads or forces acting from front to rear in the longitudinal direction of the passenger car, for example in the event of a frontal collision or a frontal impact of the passenger car, may be conducted or guided from front to rear in the longitudinal direction of the vehicle via or along the corresponding load paths and in particular supported in this process.

[0008] In order to achieve a particularly favorable accident behavior of the passenger car, in particular in the case of an accident, in particular when the passenger car body collides with the front side and thus with the front part of the passenger car body at only a low speed, for example, less than 20 kilometers per hour, on an accident obstacle, according to the invention, a catch element is provided, which is in particular formed separately from the longitudinal beam and separately from the cross beam, and which is connected to the cross beam, thus to the first upper cross beam and to the second lower cross beam. The cross beams are thus connected to one another via the catch element. This means in particular that, for example, the load paths formed in a frontal collision of the passenger car are connected to one another via the catch element, so that, for example, one longitudinal beam plane can be supported on another longitudinal beam plane via the catch element and thus one load path can be supported on another load path via the catch element. At least one component of the front part of the vehicle body, which is arranged in addition to the cross beam, in addition to the longitudinal beam and in addition to the catch element and which is in particular formed separately from the cross beam, in addition to the longitudinal beam and in addition to the catch element, is at least partially overlapped by the catch element in the longitudinal direction of the vehicle toward the rear, so that an accident-induced rearward displacement of the component can be limited, in particular in the aforementioned frontal collision. In other words, the component can be supported or supported on the capture component in the longitudinal direction of the vehicle, by virtue of the component being overlapped by the capture component in the longitudinal direction of the vehicle and thus being covered. This means, in particular, that the component is supported against the capture element when viewed in the longitudinal direction of the vehicle toward the rear or is supported against the capture element due to a rearward displacement of the component in the longitudinal direction of the vehicle caused by an accident. By virtue of the component being supported against the capture element in the longitudinal direction of the vehicle toward the rear and by virtue of the described connection of the longitudinal beam plane or the load path, an excessive rearward displacement of the component in the longitudinal direction of the vehicle caused by an accident can be avoided, so that, for example, excessive intrusion of the component into the area of ​​the passenger car arranged behind the component in the longitudinal direction of the vehicle can be avoided. Thus, for example, in the case of a frontal collision when the above-mentioned passenger car collides with its front side, for example at a low vehicle speed of less than 20 kilometers per hour, onto an accident obstacle, the elements of the passenger car arranged in the said area can remain undamaged or excessive damage to the elements arranged in these areas can be avoided, so that excessive repair costs, in particular repair costs, caused by a frontal collision can be avoided.

[0009] Capturing elements are particularly suitable when the elements arranged in these areas are at only a small distance from the part of the outer shell of the passenger vehicle that extends in the longitudinal direction of the vehicle and faces forward. This is the case in particular when the passenger vehicle has only a small frontal projection. Only a small stroke, also called deformation stroke or collision stroke, is then available for absorbing accident energy, in particular by deformation of components such as energy-absorbing elements, and / or only a very small accident-induced rearward displacement of components in the longitudinal direction of the vehicle can be allowed without excessive damage to the elements arranged in these areas. With the aid of the capturing elements, the above-mentioned distance can now be kept particularly small, so that a particularly small frontal projection of the passenger vehicle can be created, while at the same time excessive rearward displacement of components caused by accidents can be avoided. Excessive damage to the elements arranged in these areas due to a frontal impact or a frontal collision of the passenger vehicle can thus be avoided.

[0010] The arresting element is or forms a restraint system or is a component of a restraint system, wherein components that are sensitive to accident-induced damage can be protected from excessive damage by means of the restraint system, i.e., excessive accident-induced displacements of components can be avoided. The restraint system, and thus the arresting element, is characterized in particular in that the arresting element forms, is or establishes a connection between a first load path and a second load path, for example within a so-called accident management system. This connection ensures that components that are arranged in front of the arresting element in the longitudinal direction of the vehicle and are respectively at least partially overlapped by the arresting element in the longitudinal direction of the vehicle (such as, for example, the aforementioned at least one component) are not displaced too far to the rear in the event of a frontal collision or frontal impact of the motor vehicle and thus do not enter too far into the aforementioned areas, so that the components arranged in these areas can be protected from excessive damage.

[0011] For example, the component is or includes at least one air guiding element, in particular for guiding cooling air to the cooler. It is also conceivable that the component is or includes a trim and / or a decorative grille. In addition, the component can be or includes a closing device, which is arranged, for example, in an opening through which air can flow, also called a cooling air opening, in particular in a front fender, and thus in a front trim of a passenger car. The air is in particular cooling air, which can be supplied to the aforementioned cooler, for example, which can be a component of a cooling module comprising a plurality of coolers. For example, the closing device can be switched between a closed state and at least one open state. In the closed state, at least one partial area of ​​the opening is locked by means of the closing device, so that, for example, when the passenger car is moving forward, no air can flow through the locked partial area of ​​the opening. In the open state, the closing device, for example, at least releases the partial area, so that, for example, when the passenger car is moving forward, air, in particular, can flow through the partial area of ​​the opening as cooling air and can thus, for example, be supplied to the cooler or flow to and circulate around the cooler. Thus, for example, the component is a flap or the component includes at least one or more flaps. The corresponding flap is also called an air flap. For example, the flap can be moved, in particular pivoted, between at least one closed position, which results in a closed state, and at least one open position, which results in an open state, in particular relative to the front panel. In the closed position, the partial area of ​​the opening is blocked by the flap. In the open position, the flap releases the partial area of ​​the opening.

[0012] For example, the aforementioned cooler can be one of the aforementioned elements. Thus, excessive damage to the cooler due to an accident-induced rearward displacement of the component can be avoided by means of the catch element in the event of a frontal collision or a frontal impact of the passenger vehicle.

[0013] In order to be able to prevent excessive rearward displacement of the component due to an accident in a particularly simple and effective manner by means of the catch element, in one embodiment of the invention it is provided that the component and the catch element are fixed to the first cross member by means of the same fixing element. In other words, at least one or more fixing elements common to the component and the catch element are provided, wherein both the component and the catch element are fixed to the upper first cross member by means of corresponding fixing elements common to the catch element and the component.

[0014] It has been found to be particularly advantageous that the fastening element is passed through both the first through-hole of the component and the second through-hole of the catch element, in particular in the longitudinal direction of the vehicle, thereby making it possible to effectively and efficiently avoid an accident-induced excessive rearward displacement of the at least one component in a particularly simple manner.

[0015] Another embodiment is characterized in that at least one first fastening region of the component is arranged, in particular as viewed in the longitudinal direction of the vehicle, between the first upper cross member and the second fastening region of the catch element, in particular such that, for example, the first fastening region is clamped between the first upper cross member and the second fastening region of the catch element as viewed in the longitudinal direction of the vehicle. As a result, an excessive rearward displacement of the component in the longitudinal direction of the vehicle caused by an accident can be prevented particularly effectively and efficiently, so that a particularly good accident behavior can be achieved.

[0016] It is conceivable that the component is supported on the second lower cross member and is otherwise not connected to the second lower cross member, so that, for example, apart from the support of the component on the lower second cross member, there is no connection between the component and the second lower cross member beyond this.

[0017] In another particularly advantageous embodiment of the invention, it is provided that a length region of the fastening element common to the component and the catch element and extending through the through hole projects from the second fastening region, in particular in the longitudinal direction of the vehicle of the passenger vehicle, on a side of the second fastening region facing away from the first fastening region and, for example, towards the rear in the longitudinal direction of the vehicle. In particular, the length region of the fastening element projects rearwardly from the second fastening region in the longitudinal direction of the vehicle. The fastening element is also referred to as the first fastening element and is therefore, for example, a bolt. For example, the bolt projects from a base region of the first upper cross member, in particular rearwardly in the longitudinal direction of the vehicle.

[0018] In particular, a second fastening element, which is provided in addition to the first fastening element and is formed separately from the first fastening element, is connected to the length region, so that the second fastening element is tensioned, in particular directly tensioned, against the second fastening region, in particular in the longitudinal direction of the vehicle facing forward. As a result, the second fastening region is tensioned, in particular directly tensioned, against the first fastening region, in particular in the longitudinal direction of the vehicle facing forward, and the first fastening region is thereby tensioned, in particular in the longitudinal direction of the vehicle facing forward, against the first cross member. As a result, a particularly advantageous connection of the component and also the catch element to the upper cross member can be achieved, so that an excessive rearward displacement of the component caused by an accident can be avoided in a particularly simple and effective manner.

[0019] It has proven to be particularly advantageous here if the length region has an external thread, so that, for example, the first fixing element is a screw. The internal thread of the second fixing element, which is designed, for example, as a nut, is screwed onto this external thread. The second fixing element is thus screwed onto the first fixing element, i.e. onto the length region. The second fixing element is thus connected to the length region and, in particular, is tensioned against the second fixing region toward the front in the longitudinal direction of the vehicle. This makes it possible to achieve a particularly advantageous corresponding connection of the catch element and the component to the upper cross member, so that an excessive rearward displacement of the component caused by an accident can be particularly well avoided.

[0020] In order to be able to restrain the component particularly well against accident-induced rearward displacement in the longitudinal direction of the vehicle, for example by means of the arresting element, in a further embodiment of the invention it is provided that the arresting element has a transverse component extending in the transverse direction of the vehicle, the longitudinal extension direction of which therefore extends at least substantially in the transverse direction of the vehicle, and therefore parallel to the transverse direction of the vehicle (y-direction). In particular, the transverse component extends elongated along its longitudinal extension direction. For example, the transverse component forms the second fastening region, so that, for example, the transverse component is connected to the upper cross member by means of the fastening element or by means of the first fastening element and the second fastening element.

[0021] It has proven to be particularly advantageous if the catch element has at least one web extending downwardly away from the transverse member in the vertical direction of the vehicle. It is conceivable that the web and the transverse member are designed to be integral with one another and are therefore formed from a single part. It is also conceivable that the web and the transverse member are designed to be separate from one another and are connected to one another, in particular welded, in particular in a materially bonded manner. In this case, at least a partial region of the component is overlapped by the web in the longitudinal direction of the vehicle to the rear, so that the component can be restrained particularly well.

[0022] For example, in order to avoid excessive rotational movement of the component caused by an accident and thus avoid excessive rearward displacement of the component caused by an accident, it is provided in another embodiment of the present invention that the connecting plate has a recess, for example, which is configured as a through hole, and a projection of the component, also called a catch projection, which projects rearwardly from the base body of the component in the longitudinal direction of the vehicle, engages in this recess, especially in the longitudinal direction of the vehicle.

[0023] Finally, it has proven to be particularly advantageous if the transverse part is connected to the upper cross member and the catch element has a strut which extends in the vertical direction of the vehicle downwards continuously away from the transverse part towards the second cross member and is connected, in particular directly connected, to the second cross member. It is conceivable that the aforementioned web is spaced apart from the lower second cross member. In contrast, the strut extends continuously and thus without interruption from the transverse part towards the second lower cross member, whereby the load paths are particularly effectively connected to one another via the catch element.

[0024] For example, the support rod, in particular a part of the region of the support rod, has a through hole, by means of which the support rod can be screwed to the lower cross member and thus connected. Thus, a particularly strong connection can be achieved between the load paths or between the cross members and thus between the longitudinal beam planes.

[0025] The invention discloses a passenger vehicle, referred to simply as a vehicle, having a front compartment according to the invention. The advantages and advantageous embodiments of the front compartment according to the invention can be seen as advantages and advantageous embodiments of the passenger vehicle, and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Further details of the present invention are obtained from the following description of preferred embodiments and the accompanying drawings. In the drawings:

[0027] Figure 1 A schematic and cut-away side view showing a portion of the front compartment of a passenger vehicle;

[0028] Figure 2 Another schematic side view showing the front compartment;

[0029] Figure 3 A schematic perspective view partially showing the front compartment;

[0030] Figure 4 Another schematic perspective view partially showing the front compartment;

[0031] Figure 5 Another schematic perspective view partially showing the front compartment;

[0032] Figure 6 A further schematic and cut-away side view of the front compartment of the passenger vehicle is partially shown in the event of a frontal collision at low speed;

[0033] Figure 7 Another schematic perspective view showing a capture element of the front compartment; and

[0034] Figure 8 A schematic and perspective rear view of a section of the front compartment is shown. DETAILED DESCRIPTION

[0035] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0036] Figure 1The front compartment 1 of a passenger car, also referred to as a vehicle, is shown partially in a schematic and cut-away side view. This means that the passenger car, in its fully manufactured state, has a front compartment 1 which forms the front face 2 of the passenger car. The front compartment 1 has a front trim 3, by which a part T of the outer shell 4 of the passenger car is formed. The outer shell 4 can be perceived visually and tactilely by a person who is in the surroundings 5 ​​of the passenger car and thus of the front compartment 1, so that the person who is in the surroundings 5 ​​can perceive visually, thus observe, and can perceive tactilely, thus touch the outer shell 4, in particular in the fully or finished manufactured state of the passenger car. For example, the front trim 3 is or comprises a front and thus front bumper trim.

[0037] The front panel 3 has at least one opening 6 , in particular an opening through which air can flow when the vehicle is moving forward, which opening is in particular designed as a through-opening and is also referred to as a cooling air opening.

[0038] The front compartment 1 and thus the passenger car also has a cooling module 7, which has at least one or currently a plurality of coolers 8 and 9, which are currently designed as heat exchangers. The air passing through the flow opening 6 can flow to and circulate through the coolers 8 and 9 as cooling air. For example, a coolant can flow through the coolers 8 and 9. Via the respective coolers 8 and 9, the respective coolants flowing through the respective coolers 8 and 9 can be cooled by means of the cooling air flowing to and / or circulating through the respective coolers 8 and 9, so that heat can be transferred from the coolants flowing through the respective coolers 8 and 9 to the cooling air flowing to and circulating through the respective coolers 8 and 9 via the respective coolers 8 and 9.

[0039] The front compartment 1 has a component provided in addition to the cooling module 7, which in the embodiment shown in the figure is designed as a closing device 10 and is also called an air flap or has at least one or more air flaps. The closing device 10 is arranged in the opening 6 and can be adjusted between at least one open state and a closed state. In the closed state, at least one partial area of ​​the opening 6 is blocked by the closing device 10, so that air cannot flow through this partial area even when the passenger car is moving forward. In the open state, the closing device 10 releases this partial area, so that air can flow through this partial area of ​​the opening 6, for example, when the passenger car is moving forward. That is to say, the amount of air that flows through the opening 6 and flows to and around the cooling module via the opening 6 can be changed by means of the closing device 10. It can be seen that the cooling module 7 and thus the coolers 8 and 9 are arranged behind the closing device 10 in the longitudinal direction of the vehicle, also called the vehicle. The longitudinal direction of the vehicle is indicated here by a double arrow 11.

[0040] Combination Figure 2It can be seen that the front compartment 1 has a partition wall 12, also called a bulkhead or front wall, by which, for example, the interior of the passenger car, also called a passenger compartment or passenger room, is separated from a region B arranged in front of the interior in the longitudinal direction of the vehicle, in which, for example, the cooling module 7 is arranged. In addition, the front compartment 1 has a first upper longitudinal beam plane 13 with at least or exactly two first longitudinal beams 14 spaced apart from each other in the transverse direction of the passenger car. The transverse direction of the vehicle runs perpendicular to the longitudinal direction of the vehicle and is indicated by a double arrow 15. From Figure 2 It can be seen that the longitudinal direction of the vehicle is perpendicular to Figure 2 The drawing plane extends. Energy absorbing elements 16 are connected to the first upper longitudinal beam 14 toward the front in the longitudinal direction of the vehicle, and these energy absorbing elements are components of the upper longitudinal beam plane 13. The energy absorbing elements 16 are designed to be separate from the longitudinal beams 14 and connected to the longitudinal beams 14, so that the corresponding length areas of the corresponding energy absorbing elements 16 are connected to the corresponding upper longitudinal beams 14 toward the front in the longitudinal direction of the vehicle. The corresponding energy absorbing elements 16 are also called deformation elements, deformation boxes, deformation boxes or crash boxes. The first upper longitudinal beam plane 13 is a first beam plane, which includes the first longitudinal beam 14 and the first upper cross beam 17 ( Figure 3 The side members 14 are connected to one another via cross members 17 , in this case in such a way that the cross members 17 are connected to the energy absorption elements 16 and via these to the longitudinal members 14 . Thus, the energy absorption elements 16 are connected to one another in this case by means of the cross members 17 .

[0041] The front compartment 1 also has a second lower longitudinal beam plane 18, which is also referred to as the second beam plane. The longitudinal beam plane 18 is arranged below the first upper longitudinal beam plane 13 in the vehicle vertical direction of the passenger car, wherein the vehicle vertical direction is indicated by a double arrow 19 and extends perpendicularly both to the vehicle longitudinal direction and to the vehicle transverse direction. Figure 3 It can be seen particularly well in FIG. 1 that the second lower longitudinal beam plane 18 has at least or exactly two longitudinal beams 20 spaced apart from one another in the vehicle transverse direction (double arrow 15). In addition, the second lower longitudinal beam plane 18 has at least or exactly one longitudinal beam 20, which is particularly schematically shown in FIG. Figure 5 The second lower cross member 21 shown in FIG. 1 , via which the second lower longitudinal beams 20 are connected to one another. The first upper cross member 17 can also be particularly well connected from Figure 1 Seen in.

[0042] exist Figure 1 and 6 The accident guardrail 22 can be partially seen in Figure 6The passenger car collides with its front side 2 formed by the front compartment 1 against the accident barrier, more precisely, for example, at a low speed, for example, less than 30 km / h, in particular less than 20 km / h and for example 15 km / h. Figure 6 It can be seen in FIG. 1 that the closing device 10 (component) is or can be displaced backwards in the longitudinal direction of the vehicle from front to rear due to the collision of the front side 2 and thus the front vehicle body 1 with the accident barrier 22. This accident-induced backward displacement of the closing device 10 is carried out backwards in the longitudinal direction of the vehicle and in this case towards the region B and thus towards the cooling module 7, which is arranged in the region B. Therefore, Figure 6 A frontal collision, also referred to as a head-on collision, is shown in which the passenger vehicle, as described above, strikes the accident barrier 22 at only a low speed.

[0043] In order to avoid excessive rearward displacement of the closing device 10 and thus excessive damage to the cooling module 7 due to a frontal collision and thus to achieve a particularly favorable accident behavior of the passenger car, the front compartment 1 has a particularly good Figures 4 to 8 The catch element 23 can be seen. The catch element 23 is designed separately from the longitudinal beams 14 and 20 and separately from the cross beams 17 and 21 and is provided in addition to both the longitudinal beams 14 and 20 and the cross beams 17 and 21. The catch element 23 is connected to the cross beams 17 and 21 and is thus connected to the cross beams 17 and 21, so that the cross beams 17 and 21 and thus the beam plane are connected to each other via the catch element 23. It is also possible to obtain particularly good Figure 8 The closing device 10 shown in FIG. 1 is here at least partially overlapped by the catch element 23 in the longitudinal direction of the vehicle toward the rear, so that the closing device 10 is supported or can be supported on the catch element 23 in the longitudinal direction of the vehicle toward the rear. Therefore, in the case of the described frontal collision, the closing device 10 is blocked backwards by the catch element 23, and an excessive accident-induced rearward displacement is prevented. This can prevent the closing device 10 from excessively penetrating into the area B, so that the closing device 10 does not damage or excessively damage the cooling module 7.

[0044] from Figure 8 It can be seen that the closing device 10 has air flaps 35 which are movable, in particular pivotable, between a respective closed position which brings about a closed state and a respective open position which brings about an open state, in particular relative to the cross members 17 and 21 and relative to the front panel 3 .

[0045] The catch element 23 has a transverse part 24, the longitudinal extension direction of which extends in the vehicle transverse direction, and thus extends parallel to the vehicle transverse direction, and the transverse part 24 extends elongated along the longitudinal extension direction. The transverse part 24 is in particular fixed directly to the upper cross member 17, so that the catch element 23 is fixed to the cross member 17 via the transverse part 24. For this purpose, the transverse part 24 has, for example, threaded holes in the form of through holes 25, which are not threaded on the inner circumference. For each through hole 25, a corresponding first fixing element, which is in the present case a bolt, in particular a screw, protrudes from the cross member 17 in the vehicle longitudinal direction toward the rear. The screw provided on the cross member 17 passes through the through hole 25. The closing device 10 also has through holes, which are also referred to as second through holes. The first fixing element provided on the cross member 17 passes through the through hole of the closing device 10 and the through hole 25 of the transverse part 24, in particular in such a way that the respective bolt protrudes from the respective through hole 25 on the side S1 facing the rear in the vehicle longitudinal direction. The closing device 10 has a first fastening region, while the catch element 23, in particular the cross member 24, has a second fastening region 26. The fastening region 26 has a through hole 25, in particular such that the through hole 25 penetrates the fastening region 26. The first fastening region of the closing device 10 is arranged in the longitudinal direction of the vehicle between the cross member 17 and the second fastening region 26 of the catch element 23. The first fastening region is clamped by means of the second fastening region 26, that is, between the cross member 17 and the fastening region 26, in particular as viewed in the longitudinal direction of the vehicle. Thus, the respective bolt protrudes rearwardly in the longitudinal direction of the vehicle from the fastening region 26 or from the cross member 24 and thus from the catch element 23 on the side S1 facing rearward in the longitudinal direction of the vehicle and facing away from the first fastening region. The respective length region of the respective bolt has an external thread onto which a corresponding internal thread of the respective nut is screwed. The respective nut is the respective second fastening element. The nut is screwed onto the respective bolt in such a way that the nut is clamped against the fastening region 26 and thus against the cross member 24 on the side S1. As a result, the second fastening region 26 and thus the transverse part 24 and the catch element 23 are braced against the first fastening region of the closing device 10, and thus the first fastening region of the closing device 10 is braced against the cross member 17, to be precise always in the longitudinal direction of the vehicle, in particular towards the front. Thus, both the catch element 23 and the closing device 10 are fastened to the cross member 17 by means of a common fastening element, namely by means of a common bolt and by means of a common nut. For example, the transverse part 24 is designed in one piece and is therefore formed from a single part.

[0046] The catch element 23 has a strut 27, the longitudinal extension direction of which extends at least in the vehicle vertical direction, and thus extends parallel to the vehicle vertical direction. The strut 27 extends elongated along its longitudinal extension direction. For example, the strut 27 is configured to be separate from the cross member 24 and is especially connected to the cross member 24 in a material-locked manner, especially welded. For example, the strut 27 is configured as an integral part and is therefore formed by a single piece. The strut 27 extends continuously away from the cross member 24 and toward the second cross member 21 in the vehicle vertical direction downward, wherein the strut 27 is connected, especially directly connected, to the lower second cross member 21. For this purpose, the strut 27 has a strut connecting plate 28, which has a through hole, which is continuous, for example, in the vehicle vertical direction. For example, a third fixing element, especially a bolt and a bolt, especially a bolt, passes through the through hole of the strut connecting plate 28, wherein a fourth fixing element, such as a nut, is connected to the third fixing element. For example, the strut web 28 is tensioned against the crossbeam 21 by means of the fourth fixing element, in that the fourth fixing element is connected, in particular screwed, to the third fixing element, in particular in that the fourth fixing element is screwed to the third fixing element. As a result, the strut 27 is screwed to the crossbeam 21, so that the catch element 23 is connected to the lower second crossbeam 21.

[0047] Furthermore, the catch element 23 has at least or exactly two webs 29 which are spaced apart from one another in the longitudinal extension direction of the cross member 24 and thus in the transverse direction of the vehicle. In particular, the strut 27 is arranged exactly centrally between the webs 29, as viewed in the longitudinal extension direction of the cross member 24. The respective web 29 projects downward from the cross member 24 in the vertical direction of the vehicle, but the respective web 29 is spaced apart from the lower cross member 21 in the vertical direction of the vehicle. Figure 7 As can be seen from the figure, the corresponding connecting plate 29 has a corresponding through hole 30, which is continuous in the longitudinal direction of the vehicle. The corresponding through hole 30 is a recess. Figure 8 As can be seen in the figure, the closing device 10, in particular for each through hole 30, has a corresponding projection 31, which projects from a base body 32 of the closing device 10 in the longitudinal direction of the vehicle toward the rear. The corresponding projection 31 engages in the corresponding through hole 30, in the present case such that the corresponding through hole 30 is penetrated by the corresponding projection 31 in the longitudinal direction of the vehicle. As a result, for example, excessive rotational relative movements between the closing device 10 and the catch element 23 and thus between the closing device 10 and the cross members 17 and 21 can be avoided, so that excessive intrusion of the closing device 10 into the area B can be avoided. For example, the catch element 23, in particular the cross member 24 and the strut 27, are formed from a metal material, in particular from steel. The catch element 23 as a whole is inherently rigid, therefore dimensionally stable, and is designed as a solid. Furthermore, the catch element 23 is not rubber-elastic in the present case.

[0048] As from Figure 6 As can be seen in FIG. 1 , the connection of the catch element 23 on the upper crossbeam 17 is Figure 6 In the figure, 33 is marked, by means of which the catching element can be used to prevent the closing device 10 from excessively moving backwards due to an accident. Thus, the catching element 23, the lower connection of the catching element on the lower crossbeam 21, is Figure 6 The reference numeral 34 in the figure acts as a blocking system, by means of which the closing device 10 can be blocked in the event of a head-on collision and thus prevented from being excessively displaced rearward in the longitudinal direction of the vehicle. This can avoid excessive damage to the cooling module 7. In particular, damage to the cooling module 7 as a whole can be avoided. Reference numerals list

[0049] 1Front compartment

[0050] 2 Front

[0051] 3Front trim

[0052] 4 Shell

[0053] 5 Surrounding environment

[0054] 6 Opening

[0055] 7 Cooling Module

[0056] 8 Cooler

[0057] 9 Cooler

[0058] 10. Turn off the device

[0059] 11 Double Arrow

[0060] 12Front panel

[0061] 13 First upper longitudinal beam plane

[0062] 14First longitudinal beam

[0063] 15 Double Arrow

[0064] 16 Energy absorbing element

[0065] 17First upper beam

[0066] 18 Second lower longitudinal beam plane

[0067] 19 Double Arrow

[0068] 20 Second lower longitudinal beam

[0069] 21 Second lower cross beam

[0070] 22 Accident guardrail

[0071] 23 Capture Components

[0072] 24 Horizontal parts

[0073] 25 through holes

[0074] 26First fixed area

[0075] 27 rods

[0076] 28 rod connecting plate

[0077] 29 consecutive boards

[0078] 30 through holes

[0079] 31 bulge

[0080] 32 Matrix

[0081] 33 Connection

[0082] 34Connection

[0083] 35 air flap

[0084] Area B

[0085] S1 side

Claims

1. A front compartment (1) for a passenger vehicle, comprising a first upper longitudinal beam plane (13), comprising first longitudinal beams (14) spaced apart from one another in a vehicle transverse direction (15) and comprising a first cross beam (17), via which the first longitudinal beams (14) are connected to one another; and a second lower longitudinal beam plane (18), comprising second longitudinal beams (20) spaced apart from one another in a vehicle transverse direction (15) and comprising a second cross beam (21), via which the second longitudinal beams (20) are connected to one another, It is characterized in that A catch element (23) connected to the cross beam (17, 21) is provided, and at least one component (10) of the front compartment (1) which is attached to the cross beam (17, 21), the longitudinal beam (14, 20) and the catch element (23) is at least partially overlapped by the catch element in the longitudinal direction (11) of the vehicle, thereby at least limiting the rearward displacement of the component (10) caused by an accident.

2. The front compartment (1) according to claim 1, characterized in that: The component (10) and the catch element (23) are fixed to the first cross member (17) by means of the same fixing element.

3. The front compartment (1) according to claim 2, characterized in that: The fixing element passes through the first through hole of the component and the second through hole (25) of the arresting element (23).

4. The front compartment (1) according to claim 2 or 3, characterized in that: At least one first fastening region of the component (10) is arranged between the first cross member (17) and a second fastening region (26) of the catch element (23).

5. The front compartment (1) according to claims 3 and 4, characterized in that A length region of the fixing element projects from the second fixing region (26) on a side (S1) of the second fixing region (26) facing away from the first fixing region, and the second fixing element is connected to the length region, so that the second fixing element is clamped against the second fixing region (26), the second fixing region (26) is clamped against the first fixing region, and the first fixing region is clamped against the first crossbeam (17).

6. The front compartment (1) according to claim 5, characterized in that: The longitudinal region has an external thread onto which the internal thread of the second fastening element is screwed, so that the second fastening element is connected to the longitudinal region and is braced against the second fastening region (26).

7. The front compartment (1) according to one of the preceding claims, characterized in that The catch element (23) has a transverse part (24) extending in the vehicle transverse direction (15).

8. The front compartment (1) according to claim 7, characterized in that: The catch element (23) has at least one web (29) extending downwardly away from the transverse component (24) in the vehicle vertical direction (19), at least one partial region of the component (10) being overlapped by the web (29) in the vehicle longitudinal direction (11) rearwardly.

9. The front compartment (1) according to claim 8, characterized in that: The web (29) has a recess (30) into which a projection (21) of the component (10) which projects from a base body (32) of the component (10) at the rear in the longitudinal direction (11) of the vehicle engages.

10. The front compartment (1) according to any one of claims 7 to 9, characterized in that The transverse part (24) of the catch element (23) is connected to the upper cross member (17), and the catch element has a strut (27) which extends downwardly in the vehicle vertical direction (19) continuously away from the transverse part (24) and toward the second cross member (21) and is connected to the second cross member (32).

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