FRONT MODULE OF A VEHICLE WITH A FRAME COMPONENT AND VEHICLE WITH THE FRONT MODULE

Abstract

Front-end module of a vehicle with a frame component (2.1) having a locking element (4.1) attached thereto, characterized in that the front-end module (1.1) further comprises a cross member (5.1), wherein the locking element (4.1) attached to the frame component (2.1) is designed to introduce a load into the cross member (5.1) in the event of a crash, wherein a shock absorber (3.1) is arranged on the cross member (5.1), wherein the shock absorber (3.1) is arranged in the longitudinal direction X of the vehicle between the cross member (5.1) and the locking element (4.1), and the locking element (4.1) has a higher stiffness and strength compared to the rest of the frame component (2.1).

Description

[0001] The present invention relates to a frame component for a front-end module of a vehicle, a front-end module with the frame component and a vehicle with the front-end module.

[0002] Modern vehicles, especially passenger cars, are equipped with various driver assistance systems in the front. In the event of a crash or low-speed collision, such as the test speed of approximately 2.41 km / h (5.5 mph) specified in US Part 581, it is essential to ensure that these driver assistance systems are not damaged and are reset to their original position so that they remain functional after the crash.

[0003] The vehicle's ability to compensate for such impacts at low speeds is tested during homologation, e.g., as part of a test according to US Part 581, by means of a pendulum impact test in which an impactor acts on the front of the vehicle.

[0004] To minimize impactor intrusion or increase the ability to protect the driver assistance systems in the front area, conventional methods are to fill vehicle installation spaces with comparatively very rigid components; that is, additional components are provided for stiffening the front area of ​​the vehicle.

[0005] By incorporating these additional rigid components, which can also be described as pendulum stoppers, the force of the impacting object is transferred, particularly directly, into the vehicle's crash management system, thus minimizing intrusion. The crash management system is typically formed primarily by a crossmember in the front of the vehicle.

[0006] This can reduce damage to the vehicle in the event of a collision at low speeds, for example when parking or pulling out of a parking space.

[0007] These rigid components can, for example, be additionally provided rigid foam blocks integrated into a pedestrian protection foam, and / or be made from an aluminum extrusion profile attached to a vehicle carrier.

[0008] A disadvantage of providing the additional rigid components is that these are conventionally designed as separate components, which must be installed or assembled in an additional assembly step during vehicle production, particularly at the factory.

[0009] The object of the invention is therefore, among other things, to overcome this disadvantage of the prior art.

[0010] This problem is solved according to the invention by the features of the independent claims. Advantageous embodiments are specified in the dependent claims.

[0011] The task is then solved by a frame component for a vehicle's front-end module. This frame component has an attached locking element for transferring the load into a crossmember of the vehicle in the event of a crash.

[0012] This means that the blocking element, which in the event of a crash introduces a load into the cross member or into a crash management system of the vehicle and minimizes intrusion or penetration of foreign bodies, such as the impactor during a pendulum impact, is integrated into the frame component itself.

[0013] At least one locking element is attached to or fixed to the frame component. However, it is conceivable that several locking elements are distributed across the width of the vehicle and attached to the frame component.

[0014] The blocking element can be located on the inside of the frame component, i.e., in the longitudinal direction of the vehicle between the frame component and the cross member.

[0015] The frame component can also accommodate a decorative grille and have corresponding recesses for a sensor, such as a LIDAR (light detection and ranging) sensor, of the vehicle.

[0016] The frame component can also be referred to as a multi-functional frame. This frame component can serve as a frame for the vehicle's air flap control system. The frame component can accommodate air flaps if required by the vehicle's drive system, for example, in the case of an internal combustion engine. Conversely, the frame component may not accommodate air flaps if not required by the drive system, for example, in the case of an electric motor.

[0017] The frame component, through the integration of the blocking element, becomes the force-conducting system between the impactor and the cross member, thus reducing the intrusion of foreign objects in the parking bumps described above and preventing damage to driver assistance systems installed in the front of the vehicle.

[0018] By providing the locking element as an integral part of the frame component, it no longer needs to be mounted as a separate component on the cross member during vehicle manufacturing, especially at the vehicle manufacturer's plant, but can be delivered pre-assembled on the frame component and installed together with the frame component in one assembly step.

[0019] The locking element can also be referred to as a blocking element or pendulum stop. Compared to the rest of the frame component, the locking element exhibits higher stiffness and strength.

[0020] The frame component and the locking element can be manufactured as a single piece. In this context, "single piece" means that the frame component and the locking element consist of one part. In particular, the frame component and the locking element can be manufactured as a single injection-molded part.

[0021] The locking element can be attached to the frame component as a separate component, in particular by means of a welded connection, a clip connection and / or an adhesive connection.

[0022] Furthermore, a front-end module for a vehicle is provided. The front-end module comprises the frame component described above and a cross member. The locking element attached to the frame component is designed to transfer a load into the cross member in the event of a crash.

[0023] The above description of the frame component also applies analogously to the frontend module and vice versa.

[0024] The front-end module can also be referred to as the front section or front-end structure of a vehicle. In this context, the front-end module is a section of the vehicle located longitudinally in front of an A-pillar.

[0025] The front-end module can have a shock absorber mounted on the crossmember. The shock absorber can be positioned in the longitudinal direction of the vehicle. X It should be positioned between the crossbeam and the blocking element.

[0026] The shock absorber is designed to absorb energy from the blocking element attached to the frame component in the event of a crash and to transfer it into the cross member through elastic and / or plastic deformation.

[0027] In the front end module, at least one part of a driver assistance system can be arranged in the longitudinal direction of the vehicle between the cross member and the frame component.

[0028] The driver assistance system may, for example, be a camera, a sensor, in particular a radar sensor and / or a LIDAR sensor, for a driver assistance system or a sensor, in particular an ultrasonic sensor, for a parking assistant.

[0029] Furthermore, a vehicle equipped with the front-end module will be provided. This vehicle can be a passenger car.

[0030] The above description of the frame component and the front-end module also applies analogously to the vehicle and vice versa.

[0031] The following describes an embodiment with reference to Fig. 1 to Fig. 3 described. Fig. Figure 1 shows a schematic diagram of a conventional frame component. Fig. Figure 2 shows a schematic diagram of a frame component according to the embodiment. Fig. Figure 3 shows a perspective view of the frame component made of Fig. 2.

[0032] In Fig. 1 is a frontend module 1 a vehicle with a conventional frame component 2 depicted.

[0033] Furthermore, in Fig. 1 a Cartesian coordinate system is represented, where X indicates the vehicle's longitudinal direction, Y the vehicle's width direction and Z the vehicle's height direction.

[0034] The frontend module 1 features a crossbeam 5 up on the crossbeam 5 is in the longitudinal direction of the vehicle X between the crossbeam 5 and the frame component 2 a blocking element 4 attached or fastened.

[0035] At the blocking element 4 is in the longitudinal direction of the vehicle X between the blocking element 4 and the frame component 2 a shock absorber 3 attached or fastened.

[0036] The blocking element 4 This is designed to be an intrusion, i.e., an intrusion of an impactor. 6 , here as a rigid obstacle 6 shown in the longitudinal direction of the vehicle X to limit.

[0037] However, as described at the beginning, a disadvantage of this conventional design is that the blocking element 4 is designed as a separate component, which must be installed in the factory in an additional assembly step during vehicle manufacturing.

[0038] In the present invention, therefore, the blocking element 4 not on the crossbeam 5 attached, as Fig. 2 can be seen.

[0039] In Fig. 2 is a frontend module 1.1 of a vehicle with a frame component 2.1 as shown according to the present invention.

[0040] Furthermore, in Fig. 2, as also in Fig. 1, a Cartesian coordinate system is shown, where X represents the vehicle's longitudinal direction, Y the vehicle's width direction, and Z the vehicle's height direction.

[0041] The frontend module according to the invention 1.1 features a crossbeam 5.1up on the crossbeam 5.1 is in the longitudinal direction of the vehicle X between a blocking element 4.1 and the frame component 2.1 a shock absorber 3.1 attached or fastened.

[0042] In contrast to the conventional structure, which is described above in relation to Fig. As described in section 1, the blocking element is 4.1 on the frame component 2.1 attached or integrated into it.

[0043] The frontend module 1.1 is in the longitudinal direction of the vehicle X between the crossbeam 5.1 and the frame component 2.1 at least part of a driver assistance system (not shown) is arranged.

[0044] Does the obstacle 6.1 , as indicated by the arrow in Fig. 2 shown, now onto the frame component 2.1 The vehicle hits or crashes into the obstacle. 6.1 and its intrusion, i.e., its penetration depth in the longitudinal direction of the vehicleX If this is not minimized, the driver assistance system will be damaged.

[0045] The vehicle's ability to compensate for such impacts at low speeds is also tested during homologation, e.g., during testing according to US Part 581, by means of a pendulum impact test, in which an impactor is placed on the front of the vehicle, i.e., in this case, the frame component. 2.1 , has an effect.

[0046] To meet these requirements, the blocking element 4.1 provided. The blocking element 4.1 is designed to prevent intrusion, i.e., the penetration of the obstacle. 6.1 in the longitudinal direction of the vehicle X to limit.

[0047] The blocking element 4.1 is therefore for load transfer into the crossbeam 5.1 of the vehicle in the event of a crash.

[0048] By providing the blocking element 4.1as an integral part of the frame component 2.1 However, this no longer needs to be a separate component during vehicle manufacturing, especially at the vehicle manufacturer's plant, on the cross member. 5.1 not mounted, but can be pre-assembled on the frame component 2.1 delivered and assembled in one step together with the frame component 2.1 be installed.

[0049] The frame component 2.1 and the blocking element 4.1 They can be designed in one piece, in particular as a single injection-molded part, or as the blocking element 4.1 can be used as a separate component on the frame component 2.1 , in particular by means of a welded connection, a clip connection and / or an adhesive connection.

[0050] How Fig. Figure 3 shows a perspective view of the frame component according to the invention. 2.1 out of Fig. 2 represents the number of blocking elements. 4.1 not limited to one.

[0051] In Fig. 3 is, as also in Fig. 1 and Fig. 2, a Cartesian coordinate system is shown, where X represents the vehicle's longitudinal direction, Y the vehicle's width direction and Z the vehicle's height direction.

[0052] Rather, several blocking elements can be used. 4.1 , in this case two, across the vehicle width direction Y on the frame component 2.1 They should be arranged in a distributed manner. It is also conceivable that a blocking element could be added or used as an alternative. 4.1 in a central area of ​​the frame component 2.1 is arranged, i.e. in a direction parallel to the width of the vehicle Y and / or vehicle height direction Z center of the frame component 2.1 arranged area.

[0053] Furthermore, how from Fig. 3 shows that the frame component 2.1two recesses or holes 7.1 This is designed to accommodate one or more air flaps or a baffle, depending on whether or not a cooling airflow needs to be directed into the vehicle's engine compartment. That is to say, the frame component 2.1 It can be installed regardless of the vehicle's drive type, e.g., in vehicles with both combustion engines and electric motors.

[0054] The blocking elements are present. 4.1 each in the direction of vehicle height Z below the cutouts 7.1 arranged. Reference symbol list 1 Frontend module 2 Frame components for the front-end module 3 shock absorbers 4 Blocking element 5 crossbeams 6th obstacle 1.1 Frontend module 2.1 Frame component for the front-end module 3.1 Shock absorbers 4.1 Blocking element 5.1 Crossbeams 6.1 Obstacle 7.1 Recess for air flaps or baffle X Vehicle longitudinal direction, Y Vehicle width direction Z Vehicle height direction

Claims

[1] Frame component (2.1) for a front-end module of a vehicle, characterized by , that the frame component (2.1) has a locking element (4.1) attached to it for transferring the load into a cross member (5.1) of the vehicle in the event of a crash. [2] Frame component (2.1) according to claim 1, characterized by , that the frame component (2.1) and the locking element (4.1) are designed as a single piece. [3] Frame component (2.1) according to claim 2, characterized by , that the frame component (2.1) and the locking element (4.1) are designed as a single injection-molded part. [4] Frame component (2.1) according to claim 1, characterized by , that the locking element (4.1) is attached as a separate component to the frame component (2.1), in particular by means of a welded connection, a clip connection and / or an adhesive connection. [5] Front end module (1.1) of a vehicle, characterized by, that the front end module (1.1) comprises a frame component (2.1) according to one of claims 1 to 4 and a cross member (5.1), wherein the locking element (4.1) attached to the frame component (2.1) is designed to introduce a load into the cross member (5.1) in the event of a crash. [6] Frontend module (1.1) according to claim 5, characterized by , that a shock absorber (3.1) is arranged on the cross member (5.1), wherein the shock absorber (3.1) is arranged in the longitudinal direction X of the vehicle between the cross member (5.1) and the blocking element (4.1). [7] Frontend module (1.1) according to claim 5 or 6, characterized by , that in the longitudinal direction X of the vehicle between the cross member (5.1) and the frame component (2.1) for the air flap control at least a part of a driver assistance system is arranged. [8] Vehicle with a front-end module according to one of claims 5 to 7.

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