Collision management system

Abstract

The invention relates to a collision management system (100) for a vehicle front part of a motor vehicle, the vehicle front part having a longitudinal direction (X), a transverse direction (Y) extending perpendicular to the longitudinal direction (X), and a vertical direction (Z) extending perpendicular to a plane defined by the longitudinal direction (X) and the transverse direction (Y), the collision management system (100) comprising a cross-member (10), the invention relates to a transverse beam (10) for a vehicle structure (1), which extends substantially in the transverse direction (Y), which transverse beam (10) can be attached to the vehicle structure (1) by means of two crash boxes (20) arranged at a distance (a) from each other, and which has at least one reinforcing element (36;

Description

Technical Field

[0001] The present invention relates to a collision management system for the front of a motor vehicle, the collision management system being capable of achieving particularly advantageous collision characteristics, especially in electric vehicles, and relates to a so-called “pillar test” in which a collision with a pillar-shaped obstacle occurs in the central region of a crossbeam between two collision boxes. Background Technology

[0002] A collision management system for the front of a motor vehicle is known from DE 10 2019 101 718 A1. The known collision management system is characterized by a strut-shaped reinforcing element disposed in the region of the corresponding collision box. A key feature is that the reinforcing element, as described in the document, is connected to the collision box and the vehicle structure on the side facing the crossbeam, and to the corresponding end region of the crossbeam on the side facing the crossbeam, the latter connection being formed at a distance from the collision box. This is achieved by a section of the reinforcing element protruding obliquely from the collision box. In the event of a collision, particularly a frontal collision, the crossbeam of the collision management system deforms, causing energy to be transferred through the crossbeam and the strut-shaped reinforcing element to both the collision box and the vehicle structure. This is achieved by shifting the center of rotation of the crossbeam from the junction of the reinforcing element and the collision box to the junction of the reinforcing element and the crossbeam, resulting in a significant increase in energy absorption by the collision box.

[0003] Another collision management system with a reinforcing element is known from DE 10 2019 104 565 A1, the reinforcing element being primarily located on the side facing the crossbeam. The reinforcing element known in this document has a first section extending parallel to the crossbeam and positioned between the crossbeam and the end face of the collision box; and a second section extending from the first section, being relatively short in length, terminating at the collision box in a region near the crossbeam and abutting against the outside of the collision box. The reinforcing element known in this document is used to achieve advantageous and / or defined deformation behavior of the collision box.

[0004] Finally, as known from DE 10 2019 108 043 B3, a reinforcing element is disposed and / or fastened between the crash box and the crossbeam on the sides of the crash box facing each other or away from each other. In the region between the crash box and the crossbeam, the reinforcing element extends at an angle relative to the crash box and the crossbeam, and is set at a lateral distance from the crash box in the crossbeam region. The reinforcing element is also supported on the inside of the crash box. Summary of the Invention

[0005] The collision management system for the front of a motor vehicle according to the invention, having the features of claim 1, has the advantage that at least one reinforcing element is designed and / or configured such that, in the case of a so-called pillar test (whereby the vehicle collides with a pillar-like obstacle between two collision boxes), the structure in the collision box region is maintained for as long as possible, or the crossbeam is made more difficult to detach from the collision box. During the pillar test, the collision box is subjected to strong bending stress, causing it to buckle. The buckling of the collision box results in high tensile loads on its outer side, leading to material failure of the collision box, i.e., tearing of the collision box. According to the invention, the reinforcing element forms a tensile connection from the vehicle structure through the respective collision box to the crossbeam, i.e., a tensile connection between the collision box and the crossbeam. Therefore, the reinforcing element is designed to act as a tension band, i.e., tensile force is transmitted through the reinforcing element, thereby relieving the outer side of the collision box subjected to high tensile loads and preventing material failure of the outer side, i.e., tearing. Due to its function as a tension band, preferably as a pure tension band, the at least one reinforcing element does not negatively affect the function of the collision box under other loads where the collision box dissipates energy through axial folding.

[0006] Given the background explained above, a collision management system for the front of a motor vehicle according to the invention, having the features of claim 1, is provided such that the front of the vehicle has a longitudinal direction, a lateral direction extending perpendicular to the longitudinal direction, and a vertical direction extending perpendicular to a plane stretched by the longitudinal and lateral directions. The collision management system according to the invention has a crossbeam extending substantially along the lateral direction of the front of the vehicle. The crossbeam can be attached to the vehicle structure by means of two collision boxes disposed at a distance from each other, and has at least one reinforcing element substantially disposed on the outer vertical side of the collision boxes, i.e., on the side opposite to the two collision boxes when viewed in the lateral direction. The at least one reinforcing element has a first fastening section on the side opposite to the crossbeam, the first fastening section being connected to the vehicle structure and the collision boxes, the first fastening section extending in a plane stretched by the vertical and longitudinal directions. Furthermore, the at least one reinforcing element is provided with a second fastening section on the side facing the crossbeam. This second fastening section connects to the impact box and the crossbeam. Depending on the structural design of the at least one reinforcing element, the second fastening section extends either in a plane stretched by the lateral and longitudinal directions or in a plane stretched by the lateral and vertical directions. Additionally, according to the invention, the at least one reinforcing element is configured to abut against the impact box for a substantial portion of its length extending substantially in the longitudinal direction, in order to ensure ideal force transmission through the at least one reinforcing element.

[0007] This design of the at least one reinforcing element enables it to advantageously absorb tensile loads upon impact and reinforce the impact box in the longitudinal direction of the impact box in the (outer) sidewall region of the impact box, where particularly high tensile loads occur upon impact.

[0008] Further advantageous embodiments of the collision management system for the front of a motor vehicle according to the invention are described in the dependent claims.

[0009] The reinforcing element described so far is preferably applied to a crash box comprising a first segment having a rectangular cross-section, the first segment having two first sidewalls parallel to each other and spaced apart from each other in the lateral direction. Furthermore, the first segment has two second sidewalls spaced apart from each other when viewed in the vertical direction. The crash box also has a second segment disposed near a crossbeam, the second segment comprising two plate-like flange segments, at least a portion of the cross-section of the crossbeam being accommodated between the two flange segments, and the two flange segments being connected to the crossbeam.

[0010] In the aforementioned collision management system, the connection of the at least one reinforcing element is particularly simple and detachable, achieved by connecting the first fastening section of the reinforcing element to the first sidewall of the collision box and the vehicle structure via a first screw.

[0011] Preferably, the at least one reinforcing element is screwed or welded to the impact box and crossbeam in the region of its second fastening section.

[0012] For weight optimization design of the at least one reinforcing element, the at least one reinforcing element includes at least one strip-shaped arm segment extending along the first and second sidewalls of the impact chamber and a flange segment. The at least one strip-shaped arm segment is twisted in the transition region between the first and second sidewalls and is connected to the plate-shaped flange segment and the crossbeam by means of a second fastening segment and a second screw connection. The twisting of the at least one arm segment in the transition region between the first and second sidewalls allows the arm segment, and therefore the reinforcing element, to abut against the impact chamber with the smallest possible clearance.

[0013] The aforementioned collision management system is further advantageously designed in terms of force introduction and force transmission through at least one reinforcing element, wherein the at least one reinforcing element comprises two strip-shaped arm segments, each strip-shaped arm segment being connected to a plate-shaped flange segment and a crossbeam of the collision box.

[0014] The assembly of the aforementioned reinforcing element is simplified when the two arm segments are connected to each other on the side away from the crossbeam by means of the first fastening segment in the region of the first fastening segment.

[0015] In order to achieve weight optimization design of the at least one reinforcing element by using a small amount of material on the side facing the vehicle structure, the at least one reinforcing element is arranged to terminate at a distance from the end face of the collision box on the side away from the crossbeam.

[0016] The crossbeam preferably has a closed cross-section, which includes a front beam, a rear beam extending on one side of the crash box, and two transverse beams connecting the front and rear beams. Within the closed cross-section, partition walls can, of course, be provided to form a multi-cavity profile, as is known in the prior art. Alternatively, the crossbeam can also be designed as a U-shaped cross-section with an opening in the direction of the vehicle structure, into which the crash box is inserted for connection.

[0017] Preferably, the crossbeam is made of aluminum or an aluminum alloy, and is preferably formed as an extruded component. Similarly, the collision box is also preferably made of aluminum or an aluminum alloy.

[0018] To achieve the highest possible strength for the at least one reinforcing element with low weight and low material consumption, it is preferable that the at least one reinforcing element be formed as a stamped or cut part made of steel sheet. In this case, the thickness of the at least one reinforcing element is between 1 mm and 3 mm, preferably between 1.5 mm and 2.0 mm. Since the reinforcing element can be connected to the crossbeam and the impact box by screws, the element and / or reinforcing element does not need to be welded to the impact box or the crossbeam, and therefore can be made of different materials.

[0019] Alternatively, the at least one reinforcing element can also be made of high-strength aluminum sheet. In this case, to achieve the required strength, the thickness is typically between 2 mm and 4 mm, preferably between 2.5 mm and 3 mm.

[0020] Another design variation that allows the at least one reinforcing element to be connected to the impact box and crossbeam in a particularly simple and advantageous manner, using only screw connections: a threaded mounting base for screw connection to the impact box and crossbeam is integrated in the arm section region of the second fastening section. This allows for a simple screw connection between the transverse beams of the crossbeam in the vertical direction of the at least one reinforcing element.

[0021] Finally, preferably, the collision management system has two reinforcing elements, which are basically located on the external vertical side of the collision box, that is, on opposite sides of the collision box when viewed in the lateral direction of the front of the vehicle.

[0022] Further advantages, features and details of the present invention will become apparent from the following description and drawings of preferred embodiments of the invention. Attached Figure Description

[0023] Figure 1 A simplified diagram of the main components of a collision management system for the front of a motor vehicle is shown. Figure 2 The first embodiment of the invention is shown. Figure 1 The collision management system is located in a sub-section of the collision box area. Figure 3 It shows the relationship with Figure 2 A perspective view of an alternative modified embodiment of the reinforcing element, and Figure 4 It shows according to Figure 4 Different perspective views of the designed reinforcing element in its assembled state. Detailed Implementation

[0024] The same elements or elements with the same function in the accompanying drawings are given the same reference numerals.

[0025] exist Figure 1 The diagram shows the basic components of a collision management system 100 for the front of a motor vehicle, particularly an electric motor vehicle. According to... Figure 1 The vehicle front section has a longitudinal direction X, a lateral direction Y extending perpendicular to the longitudinal direction X, and a plane extending perpendicular to the plane formed by the longitudinal direction X and the lateral direction Y. Figure 1 The vertical direction Z extends from the drawing plane.

[0026] The collision management system 100 includes a crossbeam 10, which is preferably, but not limited to, made of aluminum or an aluminum alloy and formed as an extruded component. The crossbeam 10, which extends substantially in the lateral direction Y, may also be bent in certain areas, as is known in the prior art.

[0027] The crossbeam 10 preferably has a closed cross section having a front beam 12, a rear beam 14 extending parallel to the front beam 12, and two transverse beams 16, 18 connecting the front beam 12 and the rear beam 14 and arranged parallel to each other, which means that the crossbeam 10 has a cross section that is at least substantially rectangular.

[0028] In addition, it should be mentioned that horizontal and / or vertical partition walls can be provided in the cross section of the beam 10 in a known manner to form the cross section of the beam 10 as a multi-cavity profile.

[0029] The crossbeam 10 is attached to the vehicle structure 1 by means of two impact boxes 20 disposed at a distance a from each other. The vehicle structure 1 has a longitudinal support 2, particularly in the fastening point area of ​​the impact boxes 20. In this exemplary embodiment, when viewed in the longitudinal direction X, the two impact boxes 20 are inserted into the internal cross-section of the vehicle structure 1 and / or the longitudinal support 2.

[0030] The collision box 20 is preferably made of aluminum or an aluminum alloy and has a first segment 22 on the side facing the vehicle structure 1. This first segment 22 has a cross-section that is at least substantially rectangular, and has two first sidewalls 24 and two second sidewalls 26. The two first sidewalls 24 are parallel to each other and spaced apart in the lateral direction Y, and the two second sidewalls 26 are spaced apart in the vertical direction Z. On the side facing the crossbeam 10 and / or on the side near the crossbeam 10, the collision box 20 includes a second segment 28 having two plate-shaped flange segments 30. At least a portion of the cross-section of the crossbeam 10 is accommodated between the two plate-shaped flange segments 30, which are connected to the crossbeam 10.

[0031] The collision box 20 is fastened to the vehicle structure 1 in the region of the first section 22 of the collision box 20 by at least one first screw connection 32, and to the crossbeam 10 in the region of the second section 28 of the collision box 20 by at least one second screw connection 34. For this purpose, the crossbeam 10, the vehicle structure 1 and the collision box 20 have through holes for the screw connections 32, 34.

[0032] To enhance the collision box 20, which extends substantially in the longitudinal direction X, to improve collision behavior, especially in the so-called pillar test, such as Figure 2 As shown, at least one of the two collision boxes 20, preferably both collision boxes 20, has a reinforcing element 36 in each case.

[0033] If each of the two collision boxes 20 has a reinforcing element 36, the two reinforcing elements 36 are disposed on opposite sides of the collision boxes 20. If only one of the two collision boxes 20 has a reinforcing element 36, the reinforcing element 36 is disposed on the side of the respective collision box 20 opposite to the other collision box 20.

[0034] according to Figure 2 The reinforcing element 36, along most of its length in a direction that extends substantially in the longitudinal direction X, is configured to abut against the collision box 20 in the region of the first sidewall 24 of the collision box 20, and to abut against either the vehicle structure 1 or the collision box 20 in the transition region between the collision box 20 and the vehicle structure 1. Figure 2 The reinforcing member 36 has two strip-shaped arm segments 38, 40, each arm segment extending along the first sidewall 24 and the second sidewall 26 of the collision box 20 and the plate-shaped flange segment 30. Each arm segment 38, 40 is twisted in the transition area between the first sidewall 24 and the second sidewall 26, such that the arm segments 38, 40 conform to the outer contour of the collision box 20. On the side facing the vehicle structure 1, the two arm segments 38, 40 are connected to each other by means of a fastening segment 42.

[0035] The reinforcing element 36 is fastened in the transition area between the first section 22 of the collision box 20 and the vehicle structure 1 by means of a first screw connection 32 or by means of a plurality of first screw connections 32 at the height of the fastening section 42, via a first fastening section 44. On the side facing the crossbeam 10, the reinforcing element 36 is fastened in the area of ​​the second fastening section 46 by means of a second screw connection 34 to the end area of ​​the arm sections 38, 40.

[0036] The reinforcing element 36 extends in the region of the first fastening section 44 in a plane stretched by the longitudinal direction X and the vertical direction Z, while the second fastening section 46 extends in a plane stretched by the longitudinal direction X and the transverse direction Y.

[0037] Additionally, it should be mentioned that instead of two arm segments 38 and 40, the reinforcing element 36 may also have only a single arm segment 38 or 40. In this case, it is also possible to omit the fastening segment 46, making the corresponding arm segments 38 and 40 entirely strip-shaped.

[0038] exist Figures 3 to 4 The image shows a reinforcing element 36b, which is again avoided. Reinforcing element 36b is formed similarly to reinforcing element 36. However, it has a modified second fastening section 46b, which has two through holes 52 in a region of an arm section 38b and two threaded mounting seats 54 in a region of its second arm section 40b. The two through holes are spaced apart when viewed in the transverse Y direction, and the threaded mounting seats 54 are spaced apart and flush with the through holes 52 when viewed in the transverse Y direction. The threaded mounting seats 54 can be integrally formed with the second arm section 40b, or can be formed by separate threaded nuts, which are preferably connected to the arm section 40b by a material bond. The threaded mounting seats 54 are used to fasten (long) fastening screws, which serve as second fastening screws 56, passing through the through holes 52 and enabling the reinforcing element 36b to be fastened to the impact box 20 and the crossbeam 10 using the threaded mounting seats 54. The second fastening screw 56 is not shown in Figure 5, but is indicated by a dashed line.

[0039] Preferably, but not limited to, the reinforcing elements 36, 36b are made of stamped steel sheet and have a thickness or material thickness between 1 mm and 3 mm, preferably between 1.5 mm and 2.0 mm. If the reinforcing elements 36, 36a, 36b are made of, for example, aluminum instead of steel, then the material thickness and / or thickness of the reinforcing elements 36, 36b should be manufactured accordingly greater so that the same strength or tensile force can be absorbed and transmitted by the reinforcing elements 36, 36b.

[0040] The collision management system 100 described to date can be modified or altered in various ways without departing from the spirit of the invention. For example, the invention can also be applied to the rear of a vehicle. Furthermore, the invention is not limited to electrically driven motor vehicles.

[0041] List of reference numerals in the attached diagram: 1. Vehicle Structure 2. Longitudinal support components 10 crossbeams 12 Front Beam 14 Rear Beam 16 Horizontal Beams 18. Horizontal beam 20 collision boxes 22 First Section 24 First sidewall 26 Second sidewall 28 Part Two 30 plate flange section 32 First screw connection 34, 56 Second screw connection 36, 36b Reinforcing elements 38, 38b Arm segments 40, 40b arm segment 42 Fastening section 44 First fastening section 46, 46b Second fastening section 48. Maintain section 50 Front end 52 Through Hole 54 Threaded mounting base 100 Collision Management System a distance X Vertical direction Y (horizontal direction) Z (vertical direction)

Claims

1. A collision management system (100) for the front of a motor vehicle, the front of the vehicle having a longitudinal direction (X), a lateral direction (Y) extending perpendicular to the longitudinal direction (X), and a vertical direction (Z) extending perpendicular to a plane spanned by the longitudinal direction (X) and the lateral direction (Y), the collision management system (100) including a crossbeam (10) extending substantially along the lateral direction (Y), the crossbeam (10) being attachable to a vehicle structure (1) by means of two collision boxes (20) disposed at a distance (a) from each other, and having at least one reinforcing element (36; 36b) disposed on the outer vertical side of the collision box (20), the at least one reinforcing element (36; 36b) having a first fastening section (44) on a side opposite to the crossbeam (10), the first fastening section being connected to the vehicle structure (1) and the collision box (20), the at least one reinforcing element (36; 36b) having a first fastening section (44) connected to the vehicle structure (1) and the collision box (20), the at least one reinforcing element (36; 36b) has a second fastening section (46; 46b) on the side facing the crossbeam (10), the second fastening section being connected to the collision box (20) and the crossbeam (10), and the at least one reinforcing element (36; 36b) is configured to abut against the collision box (20) for most of its length extending substantially in the longitudinal direction (X).

2. The collision management system according to claim 1, Its features are, The at least one reinforcing element (36; 36b) is designed to function as a tension band.

3. The collision management system according to claim 1 or 2, Its features are, The at least one reinforcing element (36; 36b) forms a tensile connection between the impact box (20) and the crossbeam (10).

4. The collision management system according to any one of claims 1 to 3, Its features are, The collision box (20) includes a first section (22) having a rectangular cross-section, the first section (22) having two first sidewalls (24) and two second sidewalls (26), the two first sidewalls being parallel to each other and spaced apart from each other in the transverse direction (Y), the two second sidewalls being spaced apart from each other in the vertical direction (Z), and the collision box (20) having a second section (28) disposed near the crossbeam (10), the second section (28) having two plate-shaped flange sections (30), at least a portion of the cross-section of the crossbeam (10) being accommodated between the two plate-shaped flange sections, and the two plate-shaped flange sections (30) being connected to the crossbeam (10).

5. The collision management system according to claim 4, Its features are, The first fastening section (44) is connected to the first sidewall (24) of the collision box (20) and the vehicle structure (1) by a first screw connection (32).

6. The collision management system according to any one of claims 1 to 5, Its features are, The second fastening section (46; 46b) is screwed or welded to the collision box (20) and the crossbeam (10) in the area of ​​the second fastening section.

7. The collision management system according to any one of claims 1 to 6, Its features are, The at least one reinforcing element (36; 36b) includes at least one strip-shaped arm segment (38; 38b, 40; 40b) extending along the first sidewall and the second sidewall (24, 26) and the plate-shaped flange segment (30) of the impact box (20), and the at least one arm segment (38; 38b, 40; 40b) is twisted in the transition region between the first sidewall and the second sidewall (24, 26), and is connected to the plate-shaped flange segment (30) and the crossbeam (10) by means of a second screw connection (34; 56) via a second fastening segment (46; 46b).

8. The collision management system according to claim 7, Its features are, The at least one reinforcing member (36; 36b) includes two strip-shaped arm segments (38; 38b, 40; 40b), each strip-shaped arm segment being connected to the plate-shaped flange segment (30) of the impact box (20) and the crossbeam (10).

9. The collision management system according to claim 8, Its features are, The two arm segments (38; 38b, 40; 40b) are connected to each other on the side away from the crossbeam (10) by means of a fastening segment (42) in the region of the first fastening segment (44).

10. The collision management system according to any one of claims 1 to 9, Its features are, The at least one reinforcing element (36; 36b) terminates at a distance (A) from the end face (50) of the impact box (20) on the side opposite to the crossbeam (10).

11. The collision management system according to any one of claims 1 to 10, Its features are, The crossbeam (10) is made of aluminum or aluminum alloy and is preferably formed as an extruded component, and the collision box (20) is made of aluminum or aluminum alloy.

12. The collision management system according to any one of claims 1 to 11, Its features are, The at least one reinforcing element (36; 36b) is formed from a steel plate as a stamped or cut part.

13. The collision management system according to claim 12, Its features are, The thickness of the at least one reinforcing element (36; 36b) is between 1 mm and 3 mm, preferably between 1.5 mm and 2.0 mm.

14. The collision management system according to any one of claims 7 to 13, Its features are, The threaded mounting bracket (54) for screw connection with the collision box (20) and the crossbeam (10) is integrated in the arm section (38b, 40b) in the region of the second fastening section (46b).

15. The collision management system according to any one of claims 1 to 14, Its features are, The collision management system (100) has two reinforcing elements (36; 36b) disposed on the external vertical side of the collision box (20).

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