Front structure element for a motor vehicle body front end

Abstract

The present invention relates to a front structural element (24) for the front end (10) of a motor vehicle body, comprising a shock absorber column support (26) arranged on the respective vehicle side, the shock absorber column support being connected to an upper longitudinal beam (28) arranged laterally, wherein the shock absorber column support (26) and the upper longitudinal beam (28) on the respective vehicle side are interconnected via a transverse structure (30) and constitute an integral casting. The front structural element (24) is characterized in that the transverse structure (30) includes a front crossbeam (32) connected to a respective front region (34) of the shock absorber column support (26), the transverse structure (30) includes a rear crossbeam (38) connected to a respective rear region (40) of the shock absorber column support (26), and the front crossbeam (32) and the rear crossbeam (38) of the transverse structure (30) are interconnected via a longitudinal strut (42).

Description

Technical Field

[0001] The present invention relates to a front structural element for the front end of a motor vehicle, particularly an electric motor vehicle, as described in the preamble of claim 1. Background Technology

[0002] A type of front structural element is known from DE 10 2008 050 297 A1. In this design, each vehicle side has a shock absorber column support and a laterally mounted upper longitudinal beam, which are interconnected.

[0003] By using an electric drive system, an internal combustion engine is no longer needed in the front-end area. Internal combustion engines occupy a significant amount of installation space and severely affect deformation characteristics during a frontal collision. Electric motors, which occupy significantly less installation space, are typically mounted in the front-end area via brackets. In a frontal collision, the electric motor has minimal impact on the front-end's energy absorption capacity and deformation characteristics.

[0004] In CN 1 15 416 753 B of this type, a front structural element of the type described herein is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a front structural element of the type described at the beginning, by which the deformation characteristics and energy absorption capacity of the front end can be improved.

[0006] According to the invention, this objective is achieved by a front structural element having the features of claim 1. Advantageous embodiments and improvements of the invention are given in the other claims.

[0007] The front structural element according to the invention includes a shock absorber column support arranged on the respective vehicle side, the shock absorber column support being connected to an upper longitudinal beam arranged laterally, wherein the shock absorber column support and the upper longitudinal beam on the respective vehicle side are interconnected via a transverse structure and constitute an integral casting.

[0008] By constructing the shock absorber strut supports and upper longitudinal beams on each vehicle side as a single, integrated transverse structure, castings can be manufactured. These castings exhibit exceptionally high rigidity, particularly in the transition areas between these component regions, thus enhancing the connection rigidity between the shock absorber strut top / shock absorber cover and the corresponding upper longitudinal beam. Due to this high rigidity, the casting can also advantageously connect to the main longitudinal beam located below it, where the deformation zone of the main longitudinal beam can be increased, or the load level can be reduced with the same energy, thereby allowing for a reduction in the material thickness of the corresponding main longitudinal beam. This further facilitates a lightweight front-end construction.

[0009] According to the invention, the transverse structure is also designed to have a front crossbeam connected to a corresponding front region of the damping column support. Such a crossbeam can be used both for lateral reinforcement of the front structural element and for supporting corresponding components (e.g., motors) in the front end. Furthermore, the transverse structure is also designed to have a rear crossbeam connected to a corresponding rear region of the damping column support. Such a crossbeam can also be used both for lateral reinforcement of the front structural element and for supporting corresponding components (e.g., motors) in the front structural element according to the invention. Finally, in the front structural element according to the invention, the front and rear crossbeams of the transverse structure are interconnected via longitudinal struts.

[0010] Furthermore, it is advantageous if the front structural element has a corresponding integrally arranged strut, through which the corresponding damping column support is connected to the crossbeam below the windshield or the corresponding laterally arranged upper longitudinal beam. This forms a particularly advantageously reinforced composite structure for the aforementioned components, resulting in a front structural element arranged in the upper region of the front end, by means of which the front end has particularly advantageous deformation and energy absorption capabilities in the upper region.

[0011] In a further embodiment of the invention, it has been shown that it is advantageous to integrally form the crossbeam below the windshield with the front structural elements. This allows for particularly stable support of the upper longitudinal beams, and if necessary, the crossbeam below the windshield.

[0012] Furthermore, it has been shown that it is also advantageous if the front structural element includes a corresponding front longitudinal support element that extends above the main longitudinal beam and is integrally formed with the front structural element. This can, for example, provide support for the upper crossbeam, and this forms another corresponding load path in the upper region, through which the force acting on the upper crossbeam can be diverted if necessary in the event of a frontal collision.

[0013] In a further embodiment of the invention, the front longitudinal support element is connected to a transverse element integrally formed therewith. This further enhances the rigidity of the front structural element in the longitudinal support element region.

[0014] Finally, it has been shown that it is advantageous to construct the front structural element as a lightweight metal die-casting. Thus, the front structural element can be manufactured in a particularly cost-effective and lightweight manner.

[0015] Further advantages, features, and details of the invention are derived from the following description of preferred embodiments and the accompanying drawings. Without departing from the scope of the invention, the features and combinations thereof mentioned in the specification, and the features and combinations thereof mentioned and / or shown individually in the accompanying drawings, may be used not only in their respective combinations, but also in other combinations or individually. Attached Figure Description

[0016] The attached diagram shows:

[0017] Figure 1 A partial perspective view of the front end of a motor vehicle body containing a front structural element is shown. The front structural element has a shock absorber support on the respective vehicle side, which is connected to an upper longitudinal beam arranged laterally. The shock absorber support and the upper longitudinal beam on the respective vehicle side are interconnected via a transverse structure and constitute a single casting.

[0018] Figure 2 A partial perspective view of the front end of a motor vehicle body containing a front structural element according to a second embodiment is shown, in which a corresponding strut arranged on the corresponding vehicle side and extending between the corresponding shock absorber support and the corresponding upper longitudinal beam is also integrally formed with the front structural element.

[0019] Figure 3 A partial perspective view of the front end of a motor vehicle body containing a front structural element according to a third embodiment is shown, in which a crossbeam located below the windshield and extending between the corresponding rear ends of the upper longitudinal beam is also integrally formed with the front structural element.

[0020] Figure 4 A partial perspective view of the front end of a motor vehicle body containing a front structural element according to a fourth embodiment is shown. In this embodiment, the front transverse structure is also integrally formed with the front structural element, and the front transverse structure has a front longitudinal support element extending above the main longitudinal beam and connected via the transverse element; and

[0021] Figure 5 The upper figure shows a corresponding side view of the front end of a motor vehicle body according to the prior art, and the lower figure shows a corresponding side view of a front structural element having a construction as an integral casting according to the present invention, wherein the increase in the deformation length of the corresponding main longitudinal beam at the front end is illustrated by comparing the two side views. Detailed Implementation

[0022] exist Figures 1 to 4 In the diagram, the front end 10 of the vehicle body is shown in a partial perspective view from a slightly oblique front. This vehicle is equipped with an electric drive system. For this reason, an internal combustion engine is not arranged in the area of ​​the front end 10, but rather, for example, one or more electric motors are arranged. Furthermore, multiple electrical components of the electric drive system are arranged in the area of ​​the front end 10, for example.

[0023] In the current configuration, the front end 10 shows main longitudinal beams 12 extending rearward to the front bulkhead 14 that separates the front end 10 from the cabin 16. Above the connection points of the two main longitudinal beams 12 and the front bulkhead 14, a lower front bulkhead crossbeam 18 extends. Corresponding A-pillars 20 are arranged on the sides of the front bulkhead 14, each positioned above a laterally mounted side beam / side sill 22.

[0024] Additionally, the front end 10 includes a front structural element 24 having a shock absorber column support 26 on the respective vehicle side, which is connected to a laterally mounted upper longitudinal beam 28 (also referred to as a fender bracket). The shock absorber column support 26 and the upper longitudinal beam 28 on the respective vehicle side are interconnected via a transverse structure 30 and constitute a single metal casting. In particular, this metal casting is an aluminum die casting; however, alloys made of other metals besides aluminum are also considered.

[0025] The transverse structure 30 has a front crossbeam 32, which is integrally connected to the corresponding front region 34 of the shock absorber column support 26. Furthermore, the front crossbeam 32 is integrally formed and connected to the front end 36 of the upper longitudinal beam 28. Additionally, the transverse structure 32 has a rear crossbeam 38, which is connected to the corresponding rear region 40 of the shock absorber column support 26. At the center of the vehicle, the front crossbeam 32 and the rear crossbeam 38 of the transverse structure 30 are interconnected via a longitudinal strut 42. This longitudinal strut 42 is also integrally connected to the two crossbeams 32 and 38.

[0026] Therefore, in Figure 1 In a first embodiment of the front structural element 24 shown, the metal casting includes the aforementioned components, namely the shock-absorbing column support 26, the laterally arranged upper longitudinal beam 28, and the transverse structure 30 connecting these component areas, all of which are integrally formed.

[0027] According to Figure 2 In the second embodiment, the front structural element 24 also includes corresponding struts 44 arranged on the corresponding vehicle side, extending between the corresponding shock absorber support 26 and the corresponding upper longitudinal beam 28, and also integrally formed with the front structural element 24. Other struts 45 connecting the shock absorber support 26 to the crossbeam 46 below the windshield can also be integrally formed with the front structural element 24.

[0028] In addition, according to Figure 3In a third embodiment, the front structural element 24 includes a crossbeam 46 located below the windshield, between corresponding rear ends 48 of the upper longitudinal beams 28, extending at the height of the front bulkhead 14 relative to the longitudinal direction of the vehicle, and also integrally formed with the front structural element 24. Here, the invisible bonding and sealing surface of the crossbeam 46 below the windshield for the windshield panel is formed, for example, by other components connected to the crossbeam 46 below the windshield or by the crossbeam itself.

[0029] In addition, according to Figure 4 In the fourth embodiment, the front structural element 24 includes a front transverse structure 48 having front longitudinal support elements 52 and 54 extending above the main longitudinal beam 12 and connected via a transverse element 50, also integrally formed with the front structural element 24. Here, each vehicle side is provided with two longitudinal support elements 52 and 54, namely a longitudinal support element 52 extending along the longitudinal direction of the vehicle and a longitudinal support element 54 extending obliquely relative to it. Here, as... Figure 4 As shown, the corresponding front longitudinal support elements 52 and 54 can be connected via another transverse element 56. These elements are also integrally connected to the front structural element 24.

[0030] In summary, it can therefore be clearly seen that the front structural element 24—as per [the provided text]—[is based on...] Figure 1 As shown in the embodiment, it consists of at least one integrally formed components, namely, a shock absorber column support 26 on the respective vehicle side and an upper longitudinal beam 28 arranged laterally, and a transverse structure 30 connecting the shock absorber column support 26 and the upper longitudinal beam 28 to each other.

[0031] According to other embodiments, this basic form of the front structural element 24 can be supplemented by struts 44 and 45, a crossbeam 46 below the windshield, and a front transverse structure 48.

[0032] The front structural element 24, constructed of a metal casting, is connected to the adjacent front part (especially sheet metal or extruded profile) by means of jointing (especially adhesive or welded joints) and / or via mechanical fasteners (such as rivets, screws, etc.).

[0033] at last, Figure 5 The upper figure shows a corresponding side view of the front end of a motor vehicle body according to the prior art, and the lower figure shows a corresponding side view of a front structural element 24 having a construction as an integral casting according to the present invention.

[0034] from Figure 5 As can be clearly seen from the diagram above, in order to provide sufficient stability and support, the damping column support F must be supported and fixed to the main longitudinal beam 12 over a very large length range L.

[0035] In comparison, Figure 5 The embodiment of the front structural element 24 according to the present invention shown in the figure below is made possible by forming a metal casting, since the shock absorber pillar supports 26 on each vehicle side and the upper longitudinal beams 28 arranged laterally are connected by a transverse structure 30. The metal casting can improve rigidity and energy absorption capacity so that the front structural element 24 must be connected to the corresponding, laterally arranged main longitudinal beams 12 by means of the shock absorber pillar supports 26 over a length range I that is significantly shorter than the longitudinal direction of the vehicle.

[0036] Therefore, an additional length region B is obtained for the main longitudinal beam 12 in front of and behind the corresponding connection area I between the damping column support 26 and the main longitudinal beam 12. In this length region, the main longitudinal beam no longer needs to be connected to the corresponding damping column support 26 compared to the prior art, and can therefore be better used as a deformation area to absorb impact energy during a frontal collision. Thus, not only is better front-end rigidity and stronger energy absorption capacity achieved by integrating the front structural element 24 itself, but adjacent components such as the main longitudinal beam 12 can also help improve the front-end collision performance.

Claims

1. A front structural element (24) for the front end (10) of a motor vehicle body, the front structural element comprising shock absorber pillar supports (26) arranged on the respective vehicle side, the shock absorber pillar supports being connected to upper longitudinal beams (28) arranged laterally, wherein, The shock absorber column support (26) and the upper longitudinal beam (28) on the corresponding vehicle side are interconnected via a transverse structure (30) and constitute a single casting. Its features are, The transverse structure (30) includes a front crossbeam (32) connected to a corresponding front region (34) of the damping column support (26), and a rear crossbeam (38) connected to a corresponding rear region (40) of the damping column support (26). The front crossbeam (32) and the rear crossbeam (38) of the transverse structure (30) are interconnected via longitudinal struts (42).

2. The front structural element (24) according to claim 1. Its features are, The front structural element (24) has corresponding integrally arranged struts (44, 45), through which the corresponding shock-absorbing column support (26) is connected to the crossbeam (46) below the windshield or the corresponding laterally arranged upper longitudinal beam (28).

3. The front structural element (24) according to claim 1 or 2. Its features are, The crossbeam (46) below the windshield is integrally formed with the front structural element (24).

4. The front structural element (24) according to any one of the preceding claims. Its features are, The front structural element (24) includes corresponding front longitudinal support elements (52, 54) extending above the main longitudinal beam (12) and integrally formed with the front structural element (24).

5. The front structural element (24) according to any one of the preceding claims. Its features are, The front longitudinal support elements (52, 54) are connected by transverse elements (50, 56) integrally formed therewith.

6. The front structural element (24) according to any one of the preceding claims. Its features are, The front structural element (24) is constructed as a lightweight metal die casting.

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