Front-end module

Abstract

Front-end module for the front end of a motor vehicle, with a cross member (12) connectable to longitudinal members (14) of a motor vehicle frame for transferring loads from a bumper, an articulated front wheel (24), the front wheel (24) having a rim (22) for carrying a tire (26), and an actuating rod (18) which can be pivoted relative to the front wheel (22) by a relative movement of at least part of the cross member (12) taking place at least in the direction of travel of the motor vehicle, wherein the actuating rod (18) in the pivoted-out state for rotating the front wheel (24) acts radially inside a rim flange (28) of the rim (22) on the rim (22) characterized in that the actuating rod (18) for screwing in a front part of the front wheel (24) engages the rim (22) behind a rotation axis of the front wheel (24).

Description

[0001] The invention relates to a front-end module which can form a front end of a front end of a motor vehicle.

[0002] DE 10 2010 031 089 A1 discloses a motor vehicle with a bumper in which a laterally outward-facing part of the bumper can fold into a wheel arch upon impact with a small overlap obstacle (a "small overlap crash"). The folded part of the bumper can press from the inside through a front tire onto a rim flange of a rim supporting the front tire, rotating the front wheel into a position in which the obstacle can slide off a laterally outward-facing side surface of the front tire.

[0003] From DE 10 2013 203 504 A1 a front-end module with the features of the preamble of claim 1 is known.

[0004] There is a constant need to improve the crash performance of a motor vehicle.

[0005] The object of the invention is to provide measures that enable good crash behavior of a motor vehicle. In particular, the risk of damage to a front wheel is to be reduced in the event of an impact involving a front lateral structure of the motor vehicle.

[0006] The object is achieved according to the invention by a front-end module having the features of claim 1. Preferred embodiments of the invention are specified in the subclaims and the following description, which may each individually or in combination represent an aspect of the invention.

[0007] According to the invention, a front end module is provided for the front end of a front end of a motor vehicle, comprising a cross member connectable to longitudinal members of a motor vehicle frame for transferring loads from a bumper, an articulated front wheel, the front wheel having a rim for carrying a tire, and an actuating rod pivotable relative to the front wheel by a relative movement of at least part of the cross member taking place at least in the direction of travel of the motor vehicle, the actuating rod, in the pivoted-out state, engaging the rim radially inside a rim of the rim to rotate the front wheel, the actuating rod engaging the rim behind a rotation axis of the front wheel to rotate a front part of the front wheel.

[0008] If, in the event of a small overlap crash, only part of the vehicle's bumper is subjected to stress, it is possible that only part of the bumper and subsequent components facing away from the direction of travel will be plastically deformed. In particular, it is possible that the front end module of the vehicle can be plastically deformed all the way into the wheel arch that accommodates the front wheel. However, the cross member will also be plastically deformed in the event of a small overlap crash, for example by a laterally protruding end section of the cross member being bent into the vehicle by the vehicle's impact with the obstacle.This relative movement of the cross member can be sensed directly or indirectly by the actuating rod, for example by pivoting the actuating rod as a result of the relative movement of the bent end section of the cross member in the direction of travel. The actuating rod is coupled to the cross member in a way that reinforces its travel, with a deliberate amount of free play preferably being provided so that in the event of a less severe crash in which deformation of the vehicle within the volume defined by the wheel arch is not to be feared for the front wheel, the actuating rod is not moved unnecessarily. The actuating end of the actuating rod, pointing away from the cross member, can pivot from the interior of the vehicle into the volume defined by the wheel arch and strike the rim of the front wheel. The forces occurring during a crash can cause the actuating rod to press so hard against the rim that the front wheel is twisted.This allows the front wheel to be rotated out of a volume of the wheel house into which plastic deformation of the vehicle could occur in the event of a small overlap crash. This at least reduces the risk of damage to the front wheel. Since the actuating rod acts on the rim radially inside the rim rather than radially outside, contact between the actuating rod and the tire of the front wheel can be avoided. Damage to the tire caused by the actuating rod is therefore avoided. By pivoting the actuating rod to the rim within the rim rim, triggered by movement of the cross member in the event of a small overlap crash, damage to the front wheel caused by plastic deformation of the front end module and by the actuating rod itself can be avoided, thus enabling good crash behavior of a vehicle.

[0009] Because the operating rod for rotating the front part of the front wheel engages the rim behind the front wheel's axis of rotation, when the operating rod engages the rim, the front part of the front wheel facing in the direction of travel can be rotated into the vehicle, while the rear part of the front wheel facing against the direction of travel can be rotated away from the vehicle. The front wheel is thus angled toward the obstacle, allowing the obstacle to slide off the side surface of the front wheel, allowing the vehicle to move past the obstacle.

[0010] The actuating rod can, in particular, be part of a control lever arrangement comprising several articulated rods acting as control levers. This makes it easy to achieve a suitable ratio between the relative movement of the part of the cross member moved during a small overlap crash and the pivot angle of the actuating rod. The adjusted ratio ensures that the front wheel is rotated in time before plastic deformation can occur into the volume defined by the wheel housing of the front-end module.

[0011] In particular, when pivoted out, the actuating rod engages a radially inward-facing inner side of the rim and / or a laterally facing side surface of a wheel disc connecting the rim to a hub. The inner side of the rim and / or the side surface of the wheel disc form a suitable abutment for an actuating end of the actuating rod pointing away from the cross member. The forces introduced by the actuating rod can be dissipated and converted into a rotation of the front wheel.

[0012] Preferably, the rim and / or the wheel disc has a receiving corner extending at least partially in the circumferential direction for receiving an actuating end of the actuating rod. The receiving corner can support the actuating end both radially and axially of the rim, reliably preventing the actuating rod from slipping into the tire area. Preferably, the receiving corner is configured to extend at least partially, in particular completely, circumferentially around the rim. This allows the actuating rod to rotate the front wheel even when the front wheel is still rolling and rotating on a surface.

[0013] In particular, the actuating rod is pivotable about a substantially vertical pivot axis. The actuating rod can thus be pivoted in a substantially horizontal plane, allowing the actuating rod to easily move past other components of the vehicle and rotate the front wheel without unnecessary joint bearing forces.

[0014] Preferably, a first lever arm of the actuating rod, pointing toward the cross member, is shorter than a second lever arm, pointing toward the rim in the pivoted-out state. This results in a travel ratio for the actuating rod that, in the case of a comparatively small relative movement of the cross member in a small overlap crash, leads to a correspondingly larger movement of an actuating end of the actuating rod pointing toward the rim. The set ratio ensures that the front wheel is rotated in time before plastic deformation can occur into the volume defined by the wheel housing of the front-end module.

[0015] Particularly preferably, a crash element for absorbing impact energy through plastic deformation is supported on the cross member, wherein, in the direction of force flow in a frontal impact, the cross member is arranged between the crash element and the actuating rod and / or the crash element is arranged between the cross member and the actuating rod. The crash element, for example a crash box, honeycomb surface structure, or similar, can intentionally provide free play so that in a less severe crash, in which deformation of the vehicle within the volume delimited by the wheel arch for the front wheel is not to be feared, the actuating rod is not moved unnecessarily.

[0016] In particular, the actuating rod is pivotally mounted on a longitudinal member of the vehicle frame. The longitudinal member is designed to absorb higher loads and can therefore easily absorb the bearing forces that occur during a small overlap crash when the actuating rod pivots. Furthermore, the actuating rod can be supported on the longitudinal member after the front wheel has rotated and, after partial plastic deformation of the front-end module has already occurred, can further stiffen the front-end module, thereby preventing further plastic deformation of the front-end module into the volume bounded by the wheel house.

[0017] Preferably, the actuating rod is positioned aligned along a longitudinal member of the motor vehicle frame in the non-pivoted initial state, with the actuating rod, in particular, resting flat against the longitudinal member in the initial state. In the event of a frontal crash, the actuating rod can thus assist the longitudinal member in dissipating the longitudinal forces occurring during a frontal crash. In particular, the actuating rod can be pre-assembled with the longitudinal member and installed as a single structural unit during the manufacture of the motor vehicle.

[0018] Particularly preferably, the actuating rod has a stop surface facing the cross member for introducing impact energy, wherein the stop surface is oriented at an angle to align the cross member and the stop surface is oriented at an angle in the direction of the front wheel, wherein in particular the stop surface is formed by a projection protruding from the rest of the actuating rod. As a result, the actuating rod can be easily pivoted even when the actuating rod, in its non-pivoted initial state, is essentially oriented in the direction of travel. The projection can also reinforce the leverage effect, in particular the travel ratio, for the actuating rod. Furthermore, it is possible for the actuating rod, in its initial state, not to protrude into the volume delimited by the wheel housing.

[0019] The invention will be explained below by way of example with reference to the accompanying drawings using preferred embodiments, wherein the features presented below can represent an aspect of the invention both individually and in combination. They show: Fig. 1: a schematic top view of a concept representation of a front-end module and Fig. 2: a schematic sectional view of a front tire of the front-end module from Fig. 1.

[0020] The Fig. The front-end module 10 shown in Figure 1 has a cross member 12, which may, for example, be part of a bumper. The cross member 12 may be attached to two longitudinal members 14 of a motor vehicle frame, optionally via a plastically deformable crash element, in particular a crash box.

[0021] If the front end module 10 impacts an obstacle 16 with a width of only up to 25% in a small overlap crash, a part of the cross member protruding from the obstacle 16 can be bent. This bent part of the cross member can engage directly or indirectly with an actuating rod 18 which is pivotally mounted on the longitudinal member 14. As a result, the actuating rod 18 can engage with an actuating end 20 in a rim 22 of a front wheel 24 and rotate the front wheel 26 without damaging a tire 26 carried by the rim 22. In the illustrated embodiment, the actuating rod 18 has a laterally protruding projection 27 in order to provide a suitable travel transmission for the actuating rod 18.

[0022] As in Fig.As shown in Figure 2, the rim 22 has a rim 28 supporting the tire 26, to which a wheel disc 30 is attached, for example by welding. The rim 28 and / or the wheel disc 30 can form a circumferentially extending receiving corner 32 into which the actuating end 20 of the actuating rod 18 can engage to rotate the front wheel 24.

Claims

[1] Front-end module for the front end of a motor vehicle, with a cross member (12) connectable to longitudinal members (14) of a motor vehicle frame for transferring loads from a bumper, an articulated front wheel (24), the front wheel (24) having a rim (22) for carrying a tire (26), and an actuating rod (18) which can be pivoted relative to the front wheel (22) by a relative movement of at least part of the cross member (12) taking place at least in the direction of travel of the motor vehicle, wherein the actuating rod (18) in the pivoted-out state for rotating the front wheel (24) acts radially inside a rim flange (28) of the rim (22) on the rim (22) characterized by , that the actuating rod (18) for screwing in a front part of the front wheel (24) engages the rim (22) behind a rotation axis of the front wheel (24). [2] Front-end module according to claim 1 characterized by that the actuating rod (18) in the pivoted-out state engages a radially inwardly facing inner side of the rim (28) and / or a laterally facing side surface of a wheel disc (30) connecting the rim (28) to a hub. [3] Front-end module according to claim 2 characterized by that the rim (28) and / or the wheel disc (30) has a receiving corner (32) extending at least partially in the circumferential direction for receiving an actuating end (20) of the actuating rod (18). [4] Front-end module according to one of claims 1 to 3 characterized by that the actuating rod (18) is pivotable about a substantially vertical pivot axis. [5] Front-end module according to one of claims 1 to 4 characterized bythat a first lever arm of the actuating rod (18) pointing towards the cross member (12) is shorter than a second lever arm pointing towards the rim (22) in the swung-out state. [6] Front-end module according to one of claims 1 to 5 characterized by that a crash element for absorbing impact energy by plastic deformation is supported on the cross member (12), wherein in the direction of force flow in the event of a frontal impact the cross member (12) is arranged between the crash element and the actuating rod (18) and / or the crash element is arranged between the cross member (12) and the actuating rod (18). [7] Front-end module according to one of claims 1 to 6 characterized by that the actuating rod (18) is pivotally mounted on a longitudinal member (14) of the motor vehicle frame. [8] Front-end module according to one of claims 1 to 7 characterized bythat the actuating rod (18) is positioned in the non-pivoted initial state along a longitudinal member (14) of the motor vehicle frame, wherein in particular the actuating rod (18) lies flat against the longitudinal member (14) in the initial state. [9] Front-end module according to one of claims 1 to 8 characterized by in that the actuating rod (18) has a stop surface facing the cross member (12) for introducing impact energy, wherein the stop surface is oriented at an angle to align the cross member (12) and the stop surface is oriented at an angle in the direction of the front wheel (24), wherein in particular the stop surface is formed by a projection (27) projecting from the rest of the actuating rod (18).

Images