Improved occupant-protecting body assembly and vehicle

Abstract

The invention discloses a body component (10) for a vehicle (100), having at least one fender (11) and at least one attachment part (13, 14), wherein the at least one fender (11) and the at least one attachment part (13, 14) are connected to a vehicle structure, wherein the fender (11) has at least one risk area (12) which, in the event of an accident, causes a risk of injury, wherein the at least one attachment part (13, 14) is arranged adjacent to the risk area (12) of the at least one fender (11), wherein a connection (V) is formed between the at least one attachment part (13, 14) and the at least one fender (11). The invention also discloses a vehicle (100) having at least one body component (10).

Description

Technical Field

[0001] This invention relates to a body assembly for a vehicle, the body assembly having at least one fender and at least one attachment, wherein the at least one fender and the at least one attachment are connected to a vehicle structure. The invention also relates to a vehicle having at least one body assembly. Background Technology

[0002] The vehicle body features fenders in the front section, which form and cover the wheel arches for the front wheels. Due to the shape of the fenders, in accidents involving vehicle body deformation, the edges or sharp corners of the fenders may protrude laterally, thus increasing the risk of pedestrian injury. This pedestrian-hazardous fender deformation may be caused by the relative movement of the headlights and hood relative to the fenders.

[0003] For example, DE 29 34 060 A1 describes a vehicle body that reduces the risk of pedestrian injury through a defined deformation zone.

[0004] DE 100 16 916 A1 discloses a fender for a vehicle, which is fixed to the vehicle frame by means of a support element. The support element is filled with an electrorheological fluid, thereby allowing the support of the fender to be adjusted rigidly or elastically.

[0005] EP 1 457 393 A1 describes a fender and hood of a vehicle having a deformable base and deformable bracket to provide impact cushioning performance in the event of a collision with a pedestrian.

[0006] EP 1 892 162 A2 proposes a flexible connection between the fender and the vehicle frame to allow for restricted deformation of the fender in the event of a pedestrian collision. Summary of the Invention

[0007] The purpose of this invention is to provide a vehicle body assembly and a vehicle that can minimize the risk of pedestrian injury in an accident.

[0008] According to the invention, this objective is achieved by a body assembly having the features of claim 1 and a vehicle having the features of claim 7. Advantageous designs and improvements are derived in the dependent claims.

[0009] According to one aspect of the present invention, a body assembly for a vehicle is provided. The body assembly has at least one body component in the form of a fender and at least one attachment. The at least one fender and the at least one attachment are connected to a vehicle structure. Such a structure may be, for example, a load-bearing frame or chassis, a monocoque body structure, other body components, etc.

[0010] The fender has at least one risk area that could pose a risk of injury in the event of an accident. Specifically, not all accidents will result in a risk of injury, but some may. For example, if an accident involves an unprotected person (such as a cyclist or pedestrian) and the fender deforms as a result of the accident, causing the risk area to protrude beyond the normal contours of the vehicle body, then a risk of injury may be posed.

[0011] At least one attachment is arranged adjacent to the risk area of ​​the at least one fender. According to the invention, a connection / joint structure is formed between the at least one attachment and the at least one fender.

[0012] By mechanically coupling the fender to surrounding components or attachments, deformation of the fender that could be detrimental to pedestrians can be prevented. Here, since at least one attachment is mechanically connected to at least one fender, relative movement between at least one attachment and at least one fender along at least one spatial direction can be prevented.

[0013] For example, the at least one attachment may be connected to or adjacent to a risk area of ​​the fender.

[0014] According to another aspect of the invention, a vehicle is provided. The vehicle has a body connected to a vehicle structure, wherein the body may also form part of the structure. The vehicle has at least one body component according to the invention.

[0015] The vehicle body assembly according to the invention improves pedestrian safety in the event of a vehicle accident. Because the at least one fender is structurally coupled to surrounding attachments, the risk of injury is significantly reduced. Preventing relative movement between the attachments and the hazardous areas of the fender, in particular, prevents the hazardous areas from protruding. Such hazardous areas can be, for example, sharp sections of the fender, brackets, fasteners, etc., which could injure or snag pedestrians during a collision.

[0016] Furthermore, this body component can be easily integrated into existing vehicle designs without requiring changes to external parts or components visible from the outside.

[0017] In one embodiment, the connection between at least one attachment and at least one fender is designed as a form-locking connection, a material-locking connection, or a movable connection. Therefore, the connection, or coupling, between the attachment and at least one fender can be designed in various ways.

[0018] The connection can be designed as a form-locking connection. This type of connection can be achieved through mechanical means, such as threaded connections, clamping connections, riveting connections, etc. Alternatively or supplementarily, the connection can be designed as a material-locking connection. This type of connection can be achieved, for example, through bonding or welding. Alternatively or supplementarily, the connection can be designed as a movable connection between at least one attachment and at least one fender. This movable connection between at least one attachment and at least one fender can be flexible. Such a connection can be formed, for example, by using elastic materials, hinge systems, etc.

[0019] According to another embodiment, the connection between at least one attachment and at least one fender is configured to restrict relative movement between the at least one attachment and at least one fender in at least one spatial direction. This measure can deflect the energy generated during a collision, thereby preventing the risk area of ​​the fender from protruding.

[0020] According to another embodiment, the form-locking connection between at least one attachment and at least one fender is designed to be permanent or temporary. A permanent connection can be formed, for example, by threaded connections, adhesive connections, riveting connections, etc.

[0021] Temporary connections can exist or be implemented, for example, when the attachments designed for the hood are in the closed state. This variable connection can be achieved, for example, by "einschuhen"ing a section of the fender into a bracket at the hood, thereby preventing relative movement of the fender and / or the hazardous area in a specific direction of movement or spatial orientation. The temporary connection can be released by opening the hood. Thus, for example, it can prevent the hazardous area designed for the fender tip from bending vertically in the event of a pedestrian accident, while the hood can still be opened for maintenance services.

[0022] If the risk area of ​​the fender is designed as the fender tip pointing in the direction of vehicle travel, the risk of injury can be reduced particularly effectively through body components. Because the fender tip is permanently or temporarily connected to at least one attachment, the fender tip is pulled or deformed when the attachment moves relative to the fender, thereby preventing the fender tip from protruding beyond the vehicle's outline.

[0023] According to another embodiment, the at least one attachment is designed as a vehicle hood or lighting device. This allows for the prevention of adverse relative movement of the at least one fender during an accident in a technically particularly simple manner. Attached Figure Description

[0024] The invention is schematically illustrated in the accompanying drawings according to embodiments, and the invention is further described with reference to the accompanying drawings. Hereinafter:

[0025] Figure 1 A schematic side view of a vehicle with a body assembly according to an embodiment of the present invention is shown.

[0026] Figure 2 A schematic top view of the fender is shown to illustrate the risk areas of the fender.

[0027] Figure 3 A schematic top view of a vehicle body assembly according to an embodiment of the present invention is shown.

[0028] In all the accompanying drawings, elements and parts with the same or similar design or functional features are given the same reference numerals.

[0029] List of reference numerals in the attached diagram:

[0030] 100 vehicles

[0031] 110 vehicle body

[0032] 200 pedestrians

[0033] 10 Body Components

[0034] 11 Fenders

[0035] 12. Risk areas of the fenders

[0036] 13 Accessories / Lighting Fixtures

[0037] 14 Accessories / Front Cover

[0038] H vertical direction

[0039] F Driving direction

[0040] V-connection Detailed Implementation

[0041] Figure 1 A schematic side view of a vehicle 100 having a body assembly 10 according to an embodiment of the present invention is shown. The vehicle 100 has a body 110, which is structurally connected to the vehicle 100. In the illustrated embodiment, the structure of the vehicle 100 is a load-bearing frame structure, not shown in the figure.

[0042] The vehicle has at least one body component 10, which is in Figure 3 The details are shown and described in the text. The vehicle body component 10 is configured to lower pedestrian 200 ( Figure 2 The risk of injury. Therefore, Figure 2A schematic top view of the fender 11 is shown to illustrate the risk area 12 of the fender 11. During an accident, under adverse framing conditions, relative movement occurs between the headlights or lighting device 13 of the vehicle 100 and the fender 11, causing the lighting device 13 and the fender 11 to shift relative to each other in the vertical direction H. In this scenario, the risk area 12 of the fender 11 (e.g., designed as the fender tip) may protrude and pose an extremely high risk of injury.

[0043] Figure 3 The figure shows a schematic top view of a vehicle body assembly 10 according to an embodiment of the present invention, which avoids this risk of injury. The figure illustrates one of many possible technical embodiments.

[0044] The body assembly 10 has at least one body component in the form of a fender 11 and at least one attachment 13, 14. In the illustrated embodiment, the lighting device 13 and the hood 14 of the vehicle 100 are provided as possible attachments 13, 14. For example, the hood 14 may be designed as a trunk lid or an engine hood.

[0045] At least one fender 11 and at least one attachment 13, 14 are connected to the vehicle structure. At least one attachment 13, 14 is arranged adjacent to the risk area 12 of the fender 11. To prevent relative movement, for example in the vertical direction H and / or the driving direction F, a connection V is formed or required to be formed between at least one attachment 13, 14 and the fender 11.

[0046] In the illustrated embodiment, the fender 11 is coupled, or connected, to the lighting device 13 via a V. For this purpose, the fender tip, or risk area 12, is securely connected to the lighting device 13, which is designed as a headlight. For example, the V can be designed as a form-locking threaded connection. Alternatively or additionally, the V can also be implemented between the fender 11 and the hood 14. This V ensures that the risk area 12 and the connected attachments 13, 14 deform together in the event of a collision, and prevents possible relative movement between the fender 11 and the corresponding attachments 13, 14.

Claims

1. A body assembly (10) for a vehicle (100), the body assembly having at least one fender (11) and at least one attachment (13, 14), wherein, The at least one fender (11) and the at least one attachment (13, 14) are connected to the vehicle structure, wherein the fender (11) has at least one risk area (12) that would cause injury risk in the event of an accident, and the at least one attachment (13, 14) is arranged adjacent to the risk area (12) of the at least one fender (11), characterized in that a connection (V) is formed between the at least one attachment (13, 14) and the at least one fender (11).

2. The vehicle body assembly of claim 1, wherein, The connection (V) between the at least one attachment (13, 14) and the at least one fender (11) is designed as a form-locking connection, a material-locking connection and / or a movable connection.

3. The body assembly of claim 1 or 2, wherein, The connection (V) between at least one attachment (13, 14) and at least one fender (11) is configured to restrict relative movement between at least one attachment (13, 14) and at least one fender (11) in at least one spatial direction (H, F).

4. The body assembly of claim 2 or 3, wherein, The form-locking connection between at least one accessory (13, 14) and at least one fender (11) is designed to be permanent or temporary.

5. The body assembly of any one of claims 1 to 4, wherein, The risk area (12) of the fender (11) is designed to point towards the tip of the fender in the direction of travel (F) of the vehicle (100).

6. The body assembly of any one of claims 1 to 5, wherein, The at least one accessory (13, 14) is designed as a hood (14) or a lighting device (13) of a vehicle (100).

7. A vehicle (100) having at least one body component (10) according to any one of the preceding claims.

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