Front structure for a passenger compartment of a motor vehicle and motor vehicle

Abstract

Front structure (1) for a passenger compartment (2) of a motor vehicle (3) without a central tunnel, comprising a front wall (4) which delimits the front of the passenger compartment (2), a cross member (5) extending in the transverse direction (y) of the front wall (4), and a support device (10) which is connected to a transversely (y) central area of ​​the cross member (5), characterized in that the support device (10) extends along at least one air duct (18) which is designed to guide conditioned air into a rear area of ​​the passenger compartment (2) from the cross member (5) to a further cross member (6) which extends in the transverse direction (y) across the entire width of the passenger compartment (2) in the area of ​​a floor of the passenger compartment (2), wherein the support device (10) is also connected to the further cross member (6).

Description

[0001] The invention relates to a front structure for a passenger compartment of a motor vehicle, comprising a front wall which delimits the front of the passenger compartment, a cross member extending in the transverse direction of the front wall, and a support device which is connected to a transversely central region of the cross member. The invention further relates to a motor vehicle with such a front structure.

[0002] German patent DE 10 2018 112 098 A1 describes a cockpit structure with a front section of a motor vehicle, in front of which a support frame connected to two A-pillars is provided. In a configuration of the cockpit structure in which a central tunnel is not provided, a mounting frame angled in the direction of travel is provided instead of the central tunnel. This mounting frame is directly attached at a rear lower end to a floor panel of the cockpit structure. Two mounting struts extend downwards from a cross member of the support frame and are fastened to a mounting plate projecting upwards from the mounting frame.

[0003] DE 44 22 498 C1 describes a body structure for a passenger car in which a bulkhead defines the front of the passenger compartment. A crossmember is arranged on the side of the bulkhead facing the passenger compartment. This crossmember is formed by a profiled, hat-shaped strike plate that is mounted onto the bulkhead from the passenger compartment side. The crossmember is connected to a tunnel reinforcement, which is mounted on the upper side of a central tunnel of the passenger car. An inclined section of the tunnel reinforcement serves as a front crash support.

[0004] A disadvantage here is that such support of the front wall by means of the sloping part of the tunnel reinforcement requires the presence of a central tunnel in the passenger compartment.

[0005] However, particularly in vehicles with a high-voltage electrical energy storage system, such as electric vehicles, efforts are being made to eliminate the center tunnel, which is typically present in vehicles powered by an internal combustion engine. This is because eliminating the center tunnel allows for a more spacious and unobstructed legroom between the driver's and passenger's sides of the passenger compartment.

[0006] The object of the invention is to create a front structure of the type mentioned above in which an efficient and at the same time effective support of the front wall is achieved with regard to the installation space, and to specify a motor vehicle with such a front structure.

[0007] This problem is solved according to the invention by a front structure with the features of claim 1 and by a motor vehicle with the features of claim 11. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0008] A front structure according to the invention for a passenger cell of a motor vehicle without a central tunnel comprises a front wall, which delimits the front of the passenger cell, a cross member extending transversely along the front wall, and a support device. The support device is connected to a transversely central region of the cross member. The support device extends along at least one air duct, which is designed to guide conditioned air into a rear region of the passenger cell, from the cross member to a further cross member. The further cross member extends transversely across the entire width of the passenger cell in the region of the floor of the passenger cell, and the support device is also connected to the further cross member.

[0009] By connecting the support device to the cross member extending transversely to the front wall on the one hand, and to the other cross member on the other, particularly effective support of the front wall is achieved, especially in the central area of ​​the front structure. Furthermore, this support of the front wall, which in the event of a frontal impact of the vehicle with the front structure largely and reliably prevents the front wall from being displaced back into the passenger compartment, is feasible even though the vehicle has no center tunnel. Consequently, the support device is also efficient with regard to the available installation space in the passenger compartment.

[0010] Furthermore, with regard to the installation space required by the support device, it is advantageous to arrange or design the support device in the area of ​​the at least one air duct. This is because the at least one air duct typically runs in the central area of ​​the passenger compartment, starting from the front wall above the floor of the passenger compartment and extending longitudinally to the rear. By arranging or designing the support device in the area of ​​the at least one air duct, a particularly efficient use of the available installation space is achieved.

[0011] The term "central section of the crossbeam extending transversely to the end wall" refers to a segment of the crossbeam located between its respective end sections. The support structure need not necessarily be positioned precisely at the center of the crossbeam's length. Even if the support structure is not coupled to the crossbeam at a transverse angle, a connection between the support structure and the crossbeam in its central section is considered to exist. Furthermore, the support structure connected to the central section of the crossbeam can also be provided by at least two support elements that are offset from each other and arranged off-center in the transverse direction.

[0012] The support structure, in particular, achieves a load-bearing connection between the central section of the cross member extending transversely to the front wall and the central section of the other cross member. This advantageously enables improved central absorption of longitudinal forces from the front of the vehicle, thus largely preventing the front wall from shifting back into the passenger compartment or intruding into the passenger compartment.

[0013] However, even off-center loads can be effectively transferred to the crossbeam, which runs transversely across the floor of the passenger compartment, by means of the support device. Ideally, both crossbeams extend across the entire width of the passenger compartment. This allows for particularly comprehensive support of the front wall.

[0014] The support device can comprise a first support element and a second support element, which are spaced apart from each other in the transverse direction. The at least one air duct is arranged between the first and second support elements within the support device. In other words, the two support elements laterally enclose the at least one air duct. This arrangement ensures that the support device preferably occupies no more installation space in the longitudinal direction of the passenger compartment than the at least one air duct. Consequently, such an arrangement of the at least one air duct between the support elements is advantageous with regard to the utilization of the available installation space.

[0015] However, in the transverse direction of the front wall or the passenger compartment, the two support parts arranged laterally next to at least one air duct inevitably require a certain amount of installation space.

[0016] It can therefore be provided that the support structure forms at least a portion of the at least one air duct. This results in a particularly space-saving design of the support structure or an even further improved utilization of the available installation space.

[0017] However, it can also be provided that both the support elements are included and that at least part of the at least one air duct is formed by the support device. In other words, the support device can comprise the first support element and the second support element, which are spaced apart from each other in the transverse direction, with the air duct being arranged between the support elements, and the at least one air duct itself can additionally connect the crossbeam to the other crossbeam in a supporting manner. This provides a particularly robust and resilient support device.

[0018] In particular, it may be provided that the support device forms part of a wall that circumferentially delimits the at least one air duct. To provide the at least one air duct, such a wall can be coupled to another wall which does not have a support function and which may therefore, for example, be made of a plastic material commonly used for air ducts.

[0019] Additionally or alternatively, the support device may be designed in a tubular form, at least in part, or may form at least one tube, with at least one section of the at least one air duct being provided by such a tube. Such a tubular design of at least one part of the support device can give it particularly high rigidity.

[0020] Preferably, the support device comprises a first section connected to the crossbeam extending transversely to the end wall, and a second section connected to the other crossbeam. The second section forms a portion of the at least one air duct. This allows the first section to be designed particularly well to meet the requirements of supporting the end wall, without having to accommodate the need for conveying conditioned air.

[0021] Nevertheless, the second section of the support structure is used to form part of the at least one air duct. This is advantageous with regard to the utilization of the installation space required for the at least one air duct on the one hand and the support structure on the other.

[0022] Preferably, at least one air inlet is formed between the first and second sections, through which a further section of the at least one air duct is fluidically coupled to the second section. In other words, the further section of the at least one air duct can open into the second section at the at least one air inlet. This achieves a technically particularly simple coupling of the second section of the support device with an air conditioning or ventilation system of the motor vehicle. The air conditioning or ventilation system can provide the air, in particular heated or cooled air, to be introduced into the rear area of ​​the passenger compartment, which is to be guided through the at least one air duct.

[0023] Preferably, the support device has a greater rigidity than the further section of the at least one air duct. In particular, the further section can be made of a plastic, since it does not need to perform a support function. Rather, it merely serves to guide the air from the vehicle's air conditioning or ventilation system to the second section of the support device. Consequently, it is sufficient to design the further section in a particularly simple and cost-effective manner.

[0024] In contrast, the greater stiffness of the support device compared to the other section ensures good absorption and transmission of forces acting in the longitudinal and / or vertical direction of the vehicle via the central area of ​​the cross member to the other cross member, which is located in the area of ​​the floor of the passenger compartment.

[0025] Preferably, the support device is made of at least one metal. This allows the support device to perform its intended function of absorbing and transmitting forces acting longitudinally and / or vertically on the front structure or the vehicle particularly well. It is additionally or alternatively possible to make at least part of the support device from another material that also exhibits comparatively high stiffness or load-bearing capacity, such as a fiber-reinforced composite or the like.

[0026] In particular, the support structure can be made of steel. This results in an advantageous, because particularly high, stiffness of the support structure.

[0027] It can be provided that the at least one air duct is completely formed by the support structure in an area between the crossbeam extending transversely to the end wall and the other crossbeam. This eliminates the need for any additional installation space for the at least one air duct in this area. Furthermore, such a support structure, forming at least one tube, exhibits particularly high rigidity.

[0028] A desired shape can be imparted to at least one pipe, particularly by internal pressure forming. Such a shaping advantageously results in a particularly smooth surface on the inside of the pipe, which is exposed to airflow during operation. This minimizes turbulence when guiding the conditioned air, thus reducing flow losses and improving flow acoustics.

[0029] Preferably, at least one support element, designed to support the underside of a motor vehicle's instrument panel, is connected to the support device. This allows for particularly versatile use of the support device.

[0030] Furthermore, this also contributes to increased rigidity of the front structure. This is because the at least one support element, which serves as the load-bearing structure for the instrument panel, does not need to extend all the way to the floor of the passenger compartment. Rather, this support element has a shorter design compared to a similar configuration, which is advantageous with regard to the rigidity of the support element.

[0031] Furthermore, this design offers advantages with regard to the transmission of audible or perceptible vibrations, thus improving the NVH (Noise, Vibration, Harshness) behavior of the front structure. This also applies to preventing the transmission of such vibrations to other components located in the front of the passenger compartment, such as the vehicle's steering wheel.

[0032] Preferably, the additional cross member is connected to a floor panel of the front structure, which forms the lower boundary of the passenger compartment. This promotes stiffening of the front structure.

[0033] The crossmember can be designed, in particular, as a seat crossmember and thus serve to attach at least one vehicle seat in the passenger compartment. Such a crossmember is characterized by its exceptional robustness. This is advantageous for absorbing and transmitting forces or loads acting longitudinally and / or vertically within the passenger compartment or the vehicle.

[0034] The motor vehicle according to the invention has a front structure according to the invention. Preferably, the motor vehicle has an electrical energy storage device by means of which electrical energy can be provided for a drive unit of the motor vehicle designed for propelling the motor vehicle. For example, the motor vehicle can thus be designed as an electric vehicle with a high-voltage storage device, i.e., with an electrical energy storage device that is capable of providing a nominal voltage of more than 60 volts and, in particular, of up to several hundred volts.

[0035] In particular, in a vehicle designed as an electric vehicle, it may be possible to dispense with the central tunnel, which is usually found in vehicles with an internal combustion engine as their propulsion system. And in such a vehicle without a central tunnel, the provision of a support structure that connects the cross member extending transversely to the front wall with the other cross member proves to be particularly advantageous.

[0036] The electrical energy storage system, particularly the high-voltage storage system, can advantageously be positioned beneath the floor panel of the passenger compartment, which forms the lower boundary of the passenger compartment. The individual battery cells of the high-voltage storage system are then well protected from damage, as the support structure largely prevents deflection or bulging of the floor panel. The front structure, with its front bulkhead crossmember, support structure, and additional crossmember in the floor area of ​​the passenger compartment, ensures effective load support and distribution in the floor area, and in particular prevents significant local deformation of the floor panel in the vertical direction. This prevents the high-voltage storage system's battery cells from being subjected to a corresponding vertical load.Thus, the front structure contributes to the crash protection of the high-voltage storage system, i.e., to the protection of the electrical energy storage system from damage in the event of an impact, especially in the case of a frontal impact of the vehicle against an obstacle.

[0037] The advantages and preferred embodiments described for the front structure according to the invention also apply to the motor vehicle according to the invention and vice versa.

[0038] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0039] The invention will now be explained in more detail with reference to preferred embodiments and the drawings. The drawings show: Fig. 1 in a schematic perspective view and in part a front structure or front area of ​​a passenger cell of a motor vehicle, wherein air guide channels are arranged between two support parts of a support device; Fig. 2 in a schematic perspective view a variant of the front structure in which part of the air ducts is formed by a support device; Fig. 3 in a perspective view the support device of the front structure according to Fig. 2; Fig. 4. Another variant of a front structure in which comparatively long areas or sections of the air ducts are formed by a support structure; and Fig. Figure 5 is a highly schematic representation of a motor vehicle designed as an electric vehicle, whose passenger cell has the front structure.

[0040] In Fig. Figure 1 is a schematic perspective view of a front structure 1 for a passenger cell 2 or a passenger compartment of a vehicle. Fig. Figure 5 shows a highly schematic representation of a motor vehicle 3. The front structure 1 comprises a front wall 4, which defines the front of the passenger compartment 2. Furthermore, the front structure 1 has a cross member 5, which extends transversely to the front wall 4.

[0041] In the motor vehicle 3, this transverse direction of the front wall 4 is parallel to the vehicle's transverse axis y, which, like the vehicle's longitudinal axis x and vertical axis z, is approximately in Fig. The coordinate system shown schematically in Figure 1 is specified. In the area of ​​the floor of the passenger compartment 2, another crossbeam extends in the transverse direction, which can, for example, be designed as a seat crossbeam 6.

[0042] Motor vehicle 3 (compare) Fig. 5) is preferably designed as an electric vehicle. Accordingly, the motor vehicle 3 has an electrical energy storage device 7, which is in particular designed as a high-voltage storage device and stores electrical energy for a drive unit such as at least one electric motor 8 (compare Fig. 5) provides. In Fig. The electrical energy storage device 7 is not depicted realistically in its arrangement in the motor vehicle 3, but only schematically.

[0043] In fact, the electrical energy storage device 7 is preferably arranged in the area of ​​the floor of the motor vehicle 3. In particular, a receiving space 25 for the electrical energy storage device 7 can be formed below a floor panel 15, which forms the lower boundary of the passenger compartment 2 (see Figure 1). Fig. 2) The at least one electric motor 8 is designed to drive at least one wheel 9 of the motor vehicle 3 and thus to move the motor vehicle 3.

[0044] In such an electric vehicle, a central tunnel can be omitted. However, the central tunnel then cannot be used to support the front wall 4 longitudinally, i.e., parallel to the vehicle's longitudinal axis x.

[0045] In the present case, the front structure 1 therefore has a support device 10 which is connected on the one hand to the upper cross member 5 in the direction of the vehicle vertical axis z and on the other hand to the seat cross member 6 of the front structure 1.

[0046] At the in Fig. In the variant of the front structure 1 shown in Figure 1, this support device 10 comprises a first support part 11 and a second support part 12. The respective support part 11, 12 has a flange area 13, 14 with which the support part 11, 12 rests against the cross member 5, the front wall 4, the floor plate 15 of a floor of the passenger compartment 2 and the seat cross member 6.

[0047] During the course of the flange area 13 of the first support part 11 from the cross member 5 to the seat cross member 6 in Fig. 1 is clearly visible, is from the flange area 14 of the second support part 12 in Fig. 1 only a small section is visible.

[0048] The support elements 11, 12 are designed as profile elements with a triangular contour in the transverse direction, wherein a narrow-sided wall 16, 17 of the respective support element 11, 12 extends obliquely downwards from the crossbeam 5 to the seat crossbeam 6. The crossbeam, in particular the seat crossbeam 6, can be connected (in Fig. 1 (not shown) and the side sills of the motor vehicle 3, which are opposite each other in a transverse direction.

[0049] The support device 10 provides a structural component which, among other things, performs the function of longitudinal support for the front wall 4. Forces introduced into the front structure 1, particularly in the direction of the vehicle's longitudinal axis x, can be effectively transferred to the seat cross member 6 due to the connection between the cross member 5 and the seat cross member 6, which is realized by the support device 10.

[0050] Nevertheless, the claim in Fig. The support device shown requires only slightly more installation space than in the previous model. Fig. 1 air ducts 18 also shown, of which for the sake of simplicity in Fig. 1 Only some are marked with a reference symbol. These air distribution ducts 18 serve to guide conditioned air into a rear area of ​​the passenger compartment 2. Accordingly, the air distribution ducts 18 can also be referred to as air conditioning ducts.

[0051] Typically, such air ducts 18 are made of a plastic and convey the conditioned air from an air conditioning system (not shown) of the vehicle 3 under the respective front seats of the vehicle 3 to the rear. Furthermore, air can also be introduced via at least one central air duct 18 into a section of the rear passenger compartment 2 that is central in the direction of the vehicle's transverse axis y.

[0052] At the in Fig. In the variant of the front structure 1 shown in Figure 1, the air guide channels 18 are arranged in the area of ​​the support device 10 between the first support part 11 and the second support part 12. The air guide channels 18 then extend, for example above the seat cross member 6, further rearward in the direction of the vehicle's longitudinal axis x to respective outlets, which are not described in detail here.

[0053] Out of Fig. Figure 1 further shows that each support part 11, 12 is connected to a respective support element 19, 20. For example, the first support element 19 is fixed to the first support part 11, and the second support element 20 is fixed to the second support part 12. These support elements 19, 20 serve to support the underside of an instrument panel (not shown) of the motor vehicle 3.

[0054] Due to the connection of the support elements 19, 20 to an upper area of ​​the support parts 11, 12, such a support structure for the instrument panel does not need to extend to the floor of the passenger compartment 2. The resulting comparatively short length of the support elements 19, 20 in the direction of the vehicle's vertical axis z allows for a particularly rigid and vibration-free connection of the instrument panel to structural components of the vehicle 3.

[0055] In Fig. Figure 2 shows a variant of the front structure 1 in which the support device 10 or support structure is designed differently than in the variant of the front structure 1 according to Fig. 1. Here too, the support device 10 connects the crossbeam 5, by means of which the front wall 4 is reinforced, to the seat crossbeam 6.

[0056] However, the claim in Fig. 2 partially cutaway images shown and in Fig. 3, as shown in another perspective view, the support device 10 requires particularly little installation space in the transverse direction of the front wall 4 or in the direction of the vehicle's transverse axis y. This is because, in the Fig. 2 and Fig. In the embodiment of the support device 10 shown in Figure 3, the support device 10 has a first section 21 and a second section 22.

[0057] The first section 21 is connected to the crossbeam 5. In contrast, the second section 22 forms a respective subsection of the air ducts 18. This is particularly evident from the perspective view in Fig. 3 clearly visible.

[0058] According to Fig. 3. The second section 22 forms adjacent, transversely arranged subsections of the respective air ducts 18, which can cross the seat crossbeam 6 in the area of ​​the seat crossbeam 6. It may also be provided that at least one opening is formed in the seat crossbeam 6 through which the air ducts 18 pass or are guided.

[0059] The respective air ducts 18 have further sections 23 which are in Fig. 2 are shown schematically and partially in section. These further sections 23 of the air ducts 18 come from the air conditioning system and open into the support structure 10. Accordingly, the support structure 10 has respective air inlets 24, which are formed between the first section 21 and the second section 22 (compare Fig. 3).

[0060] The sections 23 can be threaded or inserted or attached into these air inlets 24 in order to direct the air flowing through the sections 23 into that part of the respective air duct 18 which is formed by the section 22 of the support device 10.

[0061] Out of Fig. Figure 2 clearly shows the docking of the sections 23 to the support device 10 in the area of ​​the air inlets 24, or the fluidic coupling of the sections 23 with the support device 10. In this configuration, those sections of the air ducts 18 formed by the second section 22 of the support device 10 assume a support function, so that the air ducts 18 or climate ducts are at least partially load-bearing.

[0062] At the in Fig. 2 and Fig. In the variant of the support device 10 shown in Figure 3, the first section 21 extends diagonally from the cross member 5 to the floor plate 15 of the passenger compartment 2. This diagonal design of section 21 of the support device 10 allows for particularly good force transmission into the seat cross member 6, to which the support device 10 is connected in the area of ​​the second section 22.

[0063] Out of Fig. 2 It is further evident that in the area of ​​the passenger compartment 2 below the floor plate 15 the receiving space 25 is formed, which is used to accommodate the electrical energy storage device 7 (compare Fig. 5) can be used in the motor vehicle 3.

[0064] In Fig. Figure 4 shows another variant of the front structure 1, in which the support device 10 also extends from the cross member 5, which is arranged in the direction of the vehicle's vertical axis z above the seat cross member and extends in the transverse direction of the front wall 4, to the seat cross member 6.

[0065] However, in this configuration, the air ducts 18 in this area between the cross member 5 and the seat cross member 6 are completely formed by the support device 10. In other words, the air ducts 18 themselves assume a support function in the entire area between the cross member 5 and the seat cross member 6.

[0066] Accordingly, the following can be discussed in Fig. Forces applied to the air ducts 18 in the direction of the vehicle's longitudinal axis x and vertical axis z, as would occur, for example, in a frontal collision of the vehicle 3, are transferred via the support device 10 or the air ducts 18 themselves into the seat cross member 6. For this purpose, the air ducts 18 in this area between the cross member 5 and the seat cross member 6 are not made of plastic, as is usually the case, but of at least one metal, for example steel, or of another material suitable for transferring loads into the seat cross member 6.

[0067] However, even with regard to Fig. 1 as well as Fig. 2 and Fig. 3 explained variants of the front structure 1 the design of the respective support device 10 from a high-strength material such as steel for supporting forces in the vertical direction, i.e. in the direction of the vehicle's vertical axis z, and in the horizontal direction, i.e. in the direction of the vehicle's longitudinal axis x.

[0068] At the in Fig. In the variant shown in Figure 4, the respective air ducts 18 have a central area 26 or central section in which the air ducts 18 are inclined, i.e., they extend essentially in a straight line downwards from the cross member 5 and simultaneously rearwards in the direction of the vehicle's longitudinal axis x to the seat cross member 6. In the areas adjoining this inclined central area 26, the respective air ducts 18 can be curved to ensure particularly unimpeded airflow.

[0069] The air entering the respective air guide duct 18 in the area of ​​the cross member 5 can then pass through a curved or bent section into the inclined central section 26. In a respective outlet section 27, which adjoins the respective central section 26, the air guide ducts 18 can then again run essentially parallel to the vehicle's longitudinal axis x and cross the seat cross member 6.

[0070] At the in Fig. In the variant of the front structure 1 shown in Figure 4, the airflow is thus achieved by a structural component in the form of the support structure 10. This eliminates the need for additional plastic air ducts at this location of the front structure 1, which is critical in terms of installation space.

[0071] In (not shown) variants of the front structure 1, it can be provided that the respective support device 10 extends from the cross member 5 to a cross member arranged in the area of ​​the floor of the passenger compartment 2, which is not designed as a seat cross member 6, but as a structural component for securing the electrical energy storage device 7 (compare Fig. 5) below the floor plate 15.

[0072] In this way, the support device 10 can also be used to support or transmit forces introduced into the front structure 1 in a vertical direction, i.e. in the direction of the vehicle's vertical axis z, and in a horizontal direction, i.e. in the direction of the vehicle's longitudinal axis x. Reference symbol list 1 Front structure 2 passenger compartment 3 Motor vehicle 4 Front wall 5 crossbeams 6 seat crossbeams 7 Energy storage 8 Electric motor 9 wheel 10 Support device 11 Support part 12 Support part 13 Flange area 14 Flange area 15 Floor plate 16 wall 17 wall 18 Air duct 19 Support element 20 support elements Section 21 Section 22 23 sections 24 Air intake 25 Recording room 26 Central Area 27 Outlet area x vehicle longitudinal axis y vehicle transverse axis z Vehicle vertical axis

Claims

[1] Front structure (1) for a passenger compartment (2) of a motor vehicle (3) without a central tunnel, with a front wall (4) which limits the front of the passenger compartment (2), with a cross member (5) extending in the transverse direction (y) of the front wall (4), and with a support device (10) which is connected to a transversely (y) central area of ​​the cross member (5), characterized by , that the support device (10) extends along at least one air duct (18), which is designed to guide conditioned air into a rear area of ​​the passenger compartment (2), from the cross member (5) to a further cross member (6), which extends in the transverse direction (y) across the entire width of the passenger compartment (2) in the area of ​​a floor of the passenger compartment (2), wherein the support device (10) is also connected to the further cross member (6). [2] Front structure (1) according to claim 1, characterized by, that the support device (10) comprises a first support part (11) and a second support part (12) which are spaced apart from each other in the transverse direction (y), wherein the at least one air guide channel (18) is arranged in the area of ​​the support device (10) between the first support part (11) and the second support part (12). [3] Front structure (1) according to claim 1 or 2, characterized by , that the support device (10) forms at least a partial area of ​​the at least one air duct (18). [4] Front structure (1) according to any one of the preceding claims, characterized by , that the support device (10) has a first section (21) which is connected to the crossbeam (5) extending in the transverse direction (y) of the end wall (4), and a second section (22) which is connected to the further crossbeam (6), wherein the second section (22) forms a part of the at least one air duct (18). [5] Front structure (1) according to claim 4, characterized by , that at least one air inlet (24) is formed between the first section (21) and the second section (22), via which a further section (23) of the at least one air duct (18) is fluidically coupled to the second section (22). [6] Front structure (1) according to claim 5, characterized by that the support device (10) has a greater stiffness than the further section (23) of the at least one air duct (18). [7] Front structure (1) according to any one of the preceding claims, characterized by , that the support device (10) is formed from at least one metal and / or from a material having a corresponding stiffness and / or load-bearing capacity. [8] Front structure (1) according to any one of the preceding claims, characterized by, that the at least one air duct (18) in an area between the crossbeam (5) extending in the transverse direction (y) of the end wall (4) and the further crossbeam (6) is completely formed by the support device (10). [9] Front structure (1) according to any one of the preceding claims, characterized by , that at least one support element (19, 20) which is designed to support an instrument panel of the motor vehicle (3) from below is connected to the support device (10). [10] Front structure (1) according to any one of the preceding claims, characterized by , that the further cross member (6), which is designed in particular as a seat cross member, is connected to a floor plate (15) of the front structure (1), which limits the passenger cell (2) from below. [11] Motor vehicle (3) with a front structure (1) according to one of the preceding claims, wherein the motor vehicle (3) has an electrical energy storage device (7) by means of which electrical energy can be provided for a drive unit (8) of the motor vehicle (3) designed to move the motor vehicle (3).

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