Vehicle with front-end structure featuring a connecting structure between crossbeams

Abstract

Vehicle (1) with a vehicle front structure (2) which has at least one first and one second longitudinal member (4, 5) arranged above it, pointing in a direction of travel, on the left and right sides, and one first and one second transverse member (6, 7) arranged below it, wherein the first crossbeam (6) is connected to the two first left and right longitudinal beams (4) and the second crossbeam (7) is connected to the two second left and right longitudinal beams (5), and with at least one crash box (8, 9) on each side on the left and right between at least one of the two longitudinal beams (4, 5) and one of the two crossbeams (6, 7), wherein at least one first connecting structure (11) is arranged between the first and the second crossbeam (6, 7), wherein the first connecting structure (11) connects the first and the second crossbeam (6, 7) and has an extension that extends along at least the first and / or second crossbeam (6, 7) partially over the crash box (8, 9), wherein the extension in the lower area of ​​the lower cross member (7) extends over a width of the crash box (8, 9), characterized by the fact that the connecting structure (11) is pushed onto and fastened to the second crossbeam (7) with a first base (12), wherein the first base (12) of the second crash box (9) is positioned in front of it in the direction of travel and covers it as its extension, wherein the first connecting structure (11) stabilizes the second crossbeam (7) via the first base (12) by the first base (12) resting with a lower area under the second crossbeam (7) and extending towards the second crash box (9).

Description

[0001] The present invention relates to a vehicle with a vehicle front structure and a connecting structure for such a vehicle.

[0002] Modern road vehicles are designed to minimize damage to the other party involved in a collision. For example, German patent DE 100 413 71 A1 discloses a front-end structure comprising right and left front side frames positioned along the vehicle body. A front bumper is attached to the front ends of the right and left front side frames and extends transversely to the vehicle body. In addition to an upper cross member, which is connected to the upper left and right sections by means of extensions, the structure also includes a lower cross member to which a lower front cross member is attached. This lower cross member serves to support a radiator.This lower front cross member is connected to the upper cross member by means of a central web and two side webs positioned on the left and right. To dampen an impact, the vehicle structure described in this publication features a rear frame that is designed to be less rigid than a front frame. For this purpose, the rear frame is designed as a crash box, also known as a deflation box, and is shaped accordingly. It absorbs the impact energy and changes its shape to allow the front structure to be compressed.

[0003] German patent application DE 10 2007 020 896 A1 discloses a vehicle with an energy absorption device for absorbing energy introduced into the vehicle. This device comprises a first vehicle part and at least one machining device for absorbing energy. Furthermore, a front section of a body structure is disclosed. This body structure comprises two front-facing, tubular first vehicle parts, each arranged at identical intervals along a longitudinal axis of the vehicle and extending parallel to it.

[0004] Each of the vehicle components is connected to a rear-mounted, ring-shaped cutting tool. The first vehicle components and the cutting tools together form a vehicle structure, with the cutting tools attached to a frame.

[0005] German patent DE 197 15 874 A1 discloses a front-end structure for a passenger car. This structure comprises an upper crossmember and a lower crossmember connected to a body support structure. The lower crossmember is connected to the lower longitudinal members of the front-end structure, and the upper crossmember is connected to the upper longitudinal members. In a vertical plane extending laterally across the vehicle, the upper and lower crossmembers are connected by two rigid tension members, each transmitting force to both the upper and lower crossmembers. This is intended to create a unified tensile structure between the upper and lower crossmembers.In order to create a crumple zone, it is planned that first a single-shell crossbeam profile designed as a bending beam will deflect, and then a deformation will occur via the deformation of overlapping tubes, which will absorb impact forces.

[0006] Furthermore, structures for vehicles relating to the prior art of the vehicle according to the invention are disclosed in DE 10 2012 019 933 and DE 10 2014 016 759 A1.

[0007] The object of the present invention is to improve accident behavior, particularly in the case of a frontal collision.

[0008] This problem is solved with a vehicle comprising a front-end structure with the features of claim 1 and a connecting structure with the features of claim 9. Further advantageous embodiments and features will become apparent from the dependent claims as well as from the following description and the respective figures. One or more embodiments are described below, to which the invention is not limited. Rather, these serve to illustrate the invention without limiting it. Furthermore, one or more features from one embodiment can be combined with one or more features from at least one other embodiment to form further embodiments.

[0009] A road-legal vehicle with a front-end structure is proposed, wherein the front-end structure comprises at least one first and one second longitudinal member above it, pointing in the same direction of travel, on both the left and right sides, and one first and one second cross member below it. The first cross member is connected to the two first longitudinal members on the left and right sides, and the second cross member is connected to the two second longitudinal members on the left and right sides. Furthermore, at least one crash box is provided on each side, on the left and right sides, between at least one of the two longitudinal members and one of the two cross members.At least one first connecting structure is arranged between the first and the second crossbeam, wherein the first connecting structure connects the first and the second crossbeam and has an extension that extends along at least the first and / or second crossbeam across the crash box.

[0010] In a further embodiment, the vehicle front structure can also have a third crossmember in addition to the first and second crossmembers. In this embodiment, a first connecting structure can link the first and second crossmembers together, and a second connecting structure can link the second and third crossmembers together. It is also possible for the first and second connecting structures to merge seamlessly, preferably forming a single component. Furthermore, the structure can extend along at least the first, second, and / or third crossmembers, partially covering the crash box. In the lower region of the lower crossmember, the structure extends across the width of the crash box, with the connecting structure being slid onto and secured to the second crossmember by a first base. This first base is positioned in front of the second crash box in the direction of travel and the structure covers it.Preferably, the connection structure should extend over at least two crash boxes. Alternatively, it may have two extensions, each extending over a separate crash box.

[0011] Finally, it is also intended that the first connecting structure stabilizes the second cross member via the first base. Preferably, each longitudinal member has a crash box at its end corresponding to a cross member. The crash box is capable of deforming when a load is applied to the cross member. This load is, in particular, the force acting in the form of an impulse during an impact. The crash box enables the absorption of the impact energy by yielding or deforming. At lower impact speeds, the crash box can be used, on the one hand, to prevent damage to a longitudinal member. On the other hand, the crash box can also be used, as proposed, within the vehicle's front structure to distribute impact energy, for example, by using different crash boxes with varying stiffness within the proposed front structure.Previously, energy absorption elements such as crash boxes were also referred to as impact absorbers or bellows, and their mechanisms can also be used in crash boxes. A crash box is preferably a component that is connected to both the longitudinal and the cross members, preferably detachably, for example by means of screws, for replacement. Such a connection can be direct or indirect, for example with an intermediate element. For example, a crash box for a motor vehicle is described in DE 10 2010 018 316 A1, where the crash box is arranged between a longitudinal member and a cross member. Similarly, energy absorption elements can be found in DE 102007 012 137 A1, DE 195 11 867 C1, and DE 42 41 103 A1.The crash boxes described in these publications, as well as the corresponding systems mentioned and cited in other publications, can be used for a crash box like the one proposed here. Different shapes and materials, such as metals, plastics, liquids, gels, or other materials with varying energy absorption functionalities, can be used in the crash box. Sheet metal, extruded shapes, mixtures thereof, or other materials can be employed.

[0012] A longitudinal member of the vehicle's front structure can be a single piece. However, it can also consist of several pieces. The longitudinal member can be straight. It can also be curved, at least partially. This depends, for example, on how a force transmission path has been designed in a calculation. A cross member is preferably also a single piece. However, the cross member can also be composed of several pieces. Preferably, both a longitudinal member and a cross member are at least partially made of a hollow material. On the one hand, this allows the strength of the respective member to be precisely adjusted. On the other hand, it enables a design using low weight and lightweight materials. Preferably, both a longitudinal member and a cross member are made of a metallic material.Different materials can also be used, preferably in such a way that a later separation of the different materials and further recycling is possible.

[0013] One design involves a longitudinal member transitioning into a transverse member. In such a configuration at the front of a vehicle, for example, a crash box can be integrated into the longitudinal member itself. In this way, the crash box is positioned between the transverse member and a portion of the longitudinal member, and thus between the longitudinal and transverse members.

[0014] Furthermore, in a top view, two left-hand or two right-hand longitudinal members can be positioned directly above one another. Alternatively, they can be arranged offset from each other in a top view within the vehicle's front structure. The same applies, for example, if three left-hand and three right-hand longitudinal members are present in the vehicle's front structure. The two cross members, or optionally three cross members, can also be arranged directly above one another in a top view, but preferably at least partially offset from each other in the vehicle's front structure. Preferably, two crash boxes are arranged on each side between the respective longitudinal members and cross members. The crash boxes can be arranged one above the other in a top view. Alternatively, they can be arranged offset from each other in the vehicle's front structure in a top view.The crash boxes can also have different sizes and other characteristics. However, they can also be identical. Preferably, the crash boxes running along one plane, e.g., along a first load path, are identical on the left and right, while the crash boxes on a second plane, for example, along a second left- or right-hand load path, are different from those on the first plane. Similarly, with three different planes of load paths, all three crash boxes can be different, or at least identical or similar on two planes, and different again on a third plane of load paths compared to the other two. It is also possible to use identical or similar crash boxes on all planes.

[0015] A proposed connecting structure, located at the front of the vehicle, links the first and second crossmembers. This connection enables force transmission. For example, the connecting structure can transmit a compressive force, such as a force generated by a vehicle impact. It can also transmit a tensile force, preferably between the two crossmembers to which it is attached. For instance, the transmitted tensile force can stabilize a crossmember, preventing it from twisting or deflecting in an undesired direction during an impact. The connecting structure extends along at least the first and / or second crossmember across the crash box. This extension is an integral part of the connecting structure.For example, the extension can encompass an outer part of the connecting structure. Likewise, the extension can encompass a lower part, an upper part, or a middle part of the connecting structure. Preferably, the extension is designed such that the force acting on the connecting structure also acts on the crash box via the extension. This action can be direct or indirect. The extension can be in direct contact with the crash box. However, the extension can also be spaced apart and act on the crash box via an element such as a part of the crossmember or another element. The extension across the crash box is illustrated, for example, by viewing the front of the vehicle structure from the front, observing the position of the crash box, the design of the connecting structure, and the respective crossmember.In this frontal view, in the various possible configurations of each connection structure, a portion of the connection structure, and thus an extension of the connection structure, extends beyond the crash box. According to one configuration, this extension can run along the crossbeam, with the extension located in a lower section of the crossbeam, while the associated crash box is located and attached in an upper section of the crossbeam. Although the crossbeam acts directly on the crash box in such a case, the extension located in the lower section of the crossbeam extends across the width of the crash box along the crossbeam, thereby enabling force transmission. Further possible configurations of the extension beyond the crash box are explained in more detail below.

[0016] For example, a single connecting structure may be arranged between at least the first and second crossbeams. This connecting structure has an extension at least in one, preferably in each of the two or three load planes, both to the left and in the right direction. Each extension extends outwards along the first or second crossbeam and / or third crossbeam, respectively, over the crash boxes located on the respective longitudinal beams. In this way, the connecting structure is, for example, largely centrally located in a frontal view of the vehicle's front structure, but its extensions enable the integration and force distribution between the crossbeams, the crash boxes, and the longitudinal beams.For example, it has been shown that by extending the crossbeams over the crash box and connecting them one above the other, it is possible to prevent a crossbeam from twisting in the event of an impact, especially a lower crossbeam.

[0017] Furthermore, according to one embodiment, the connecting structure allows for the stabilization of the vehicle's front structure, for example, through inherent stiffness. This stiffness can be achieved, for instance, through the choice of material. Preferably, a sheet metal material is selected for the connecting structure. However, the connecting structure itself can also incorporate stiffening elements, such as folds, reinforcements, thickenings, or the shape of the connecting structure itself. For example, the connecting structure can have one or more curves, material treatments such as compression and / or stretching, or be stiffened in some other way, at least partially. The connecting structure can also have one or more beads, slots, or similar features.

[0018] The connecting structure is preferably a single piece. However, it can also be formed from multiple parts. The connecting structure can also be composed of several parts, in particular joined together. Preferably, the connecting structure is made of metal, for example, sheet steel, galvanized steel, or stainless steel. However, other materials can also be used. Several different materials can also be combined or joined together to form the connecting structure. For example, one material can be used to provide the necessary tensile strength and stiffness of the connecting structure. Another material can be used, for example, to modify resonance, reduce sound transmission, decrease heat transfer, or for other reasons. Preferably, the connecting structure is formed from a sheet of metal.However, pipes, such as round or square pipes, and / or other semi-finished products can also be used to create the connection structure. Individual elements of the connection structure can be welded, soldered, glued, riveted, or detachably connected, for example, by screws. Elements of the connection structure can also be formed using positive locking and / or friction locking. In addition to hollow elements, solid elements, U-elements, V-elements, or flat elements can also be used to form the connection structure. The ductility of the material must also be considered when selecting it.

[0019] One embodiment provides that two connecting structures are arranged between the first and second crossbeams, linking the two crossbeams together. The first connecting structure is located adjacent to at least one first crash box, and the second connecting structure is located adjacent to at least one second crash box. Here, too, the first crash box is covered by the first connecting structure, and the second crash box by the second connecting structure, insofar as the respective connecting structure extends along at least the first and second crossbeams and over the crash box. However, according to this embodiment, a predominant part of the connecting structure extends only adjacent to the crash box along the crossbeams, while a portion extends over the crash box itself.For example, the two connecting structures can be arranged between the longitudinal members of the vehicle's front structure, so that their respective extensions reach outwards across the crash box. It is also possible for the two connecting structures to be arranged outside the longitudinal members of a load path in the vehicle's front structure. In this case, the respective extensions of the connecting structures reach inwards along the cross member across the respective crash box.

[0020] Furthermore, one of the connecting structures may have a first and a second strut arm. A connecting structure can also have more than two strut arms. The strut arms can be arranged parallel to each other. They can also run at an angle to each other or away from each other. The struts can also cross each other. A strut can, for example, be formed by a U-shaped profile. However, a strut can also have a V-shaped shape. A strut can also have a different cross-sectional geometry. Furthermore, a strut can be curved or bent, split, or have some other form. The connecting structure can also have a bracing pattern, for example, in the form of many small struts, each with small openings.This can be particularly useful, for example, if an object requiring cooling is located behind the struts of the connecting structure. This object could be, for instance, an object heated by the engine, a component, the engine itself, or even a brake.

[0021] Furthermore, it can be provided that one or more struts are attached to a first base. The first base is attached, for example, to the first crossbeam. The ends of the one or more struts opposite the first base can, for example, be attached directly to the second crossbeam. Alternatively, the connection structure can be oriented in reverse, with the free ends of one or more struts attached to the first crossbeam and the first base attached to the second crossbeam. Another embodiment provides that the connection structure has at least one second base in addition to a first base. The ends of the respective struts thus preferably terminate at the first or second base, respectively. However, one or more struts can also extend beyond the respective base, for example, if a third base is provided for a third level of a load path.

[0022] An example of a vehicle front structure provides a first and a second connecting structure arranged between the first and second crossmembers, wherein each connecting structure is a single piece and comprises at least one strut, preferably a U-shaped strut, running between the first and second crossmembers and having at least one curvature. The first connecting structure is located adjacent to the two left-side longitudinal members and the at least one left-side crash box, and the second connecting structure is located adjacent to the two right-side longitudinal members and the at least one right-side crash box. Preferably, the curvature extends only over a portion of the strut, for example, to compensate for an offset from one crossmember to the other. A curvature may also be provided to create a connection to a base of the connecting structure.

[0023] Another embodiment provides a connecting structure having a first and a second strut arm, each of which transitions into at least a first base, wherein the first base is arranged and attached to a crossbeam, and the connecting structure has a second base, and the first and second strut arms also transition into the second base of the connecting structure, wherein the first base is arranged and attached to the first crossbeam and the second base to the second crossbeam. If, for example, a third crossbeam is present, the connecting structure can also have a third base to which connecting arms of the connecting structure are connected.

[0024] A vehicle front structure can, for example, be designed such that one of the connecting structures is arranged adjacent to each of the respective crash boxes, with the connecting structures being located, at least for the most part, outside the area running between the upper and lower longitudinal members. In this way, for example, a central area of ​​the vehicle front structure, bounded by the respective longitudinal and cross members, is at least predominantly free of one of the connecting structures. The connecting structures extend outside this area and connect the respective cross members, with the crash boxes remaining covered by the connecting structures.

[0025] Furthermore, a vehicle front structure can be configured so that, viewed in a direction of travel, the base of the connecting structure is arranged in front of a crash box on one of the cross members, with a portion of the connecting structure, preferably the first and second strut arms of the connecting structure, being arranged on the left and right sides, respectively, in front of the crash box. Such an arrangement allows, for example, force transmission to occur both via the base and via the portion of the connecting structure located in front of the crash box. For instance, the portion of the connecting structure located in front of the crash box can act directly upon it. According to another embodiment, for example, the cross member acts upon the crash box, with the base and, optionally, another portion of the connecting structure acting upon the cross member.

[0026] Another embodiment of the connecting structure provides for internal stiffeners and connection to at least both crossbeams and one of the crash boxes. For example, a first connecting structure may be arranged on an upper and lower crossbeam, but covering only one crash box on one level. An additional, adjacent connecting structure may be arranged, covering a crash box on a level above or below. Thus, for example, with two crossbeams and four longitudinal beams, resulting in two load paths and two levels, four connecting structures may be used, each covering only one crash box. It is also possible for the connecting structure to be connected not to one, but to two crash boxes on two different levels.

[0027] The connection between the connecting structure and the crash box can be direct or indirect. One embodiment, for example, provides that the base of the connecting structure has an extension for receiving a crash box. Preferably, the recess is aligned at least approximately with the shape of the crash box. It is particularly preferred if the recess is at least partially complementary to the shape of the crash box, so that the crash box fits directly into the extension. For example, a clearance fit can be provided between the extension and the crash box. A further embodiment provides for a transition fit between the crash box and the recess. Preferably, the extension has a shape that allows for at least partial frontal coverage of the crash box. It is even more preferred if the crash box is fully enclosed frontally in the extension.

[0028] According to a further aspect of the invention, which can also be pursued independently of the above, a connection structure for a vehicle as described above and below is proposed, wherein the connection structure is designed for integration into the front structure of a vehicle as described. The connection structure is preferably tailored to a specific vehicle type. If different vehicles have the same front structure, the same connection structures can be used for the different vehicles.

[0029] The vehicle according to the invention is, for example, capable of absorbing and at least partially dissipating forces acting on the vehicle's front structure in the event of an impact with an obstacle, in accordance with Euro NCAP "MPDB FRONTAL IMPACT TESTING PROTOCOL", implementation 01.01.2020, version 1.1.1 from October 2018. This is achieved by distributing the force during the impact between a first and a second cross member as well as between the first and second longitudinal members, each with associated crash boxes, by means of one or more connecting structures. MPDB stands for "Moving Progressive Deformable Barrier".

[0030] Tests have shown that, using the proposed connection structures, it is possible to prevent, for example, the rotation of a lower crossmember. Rotation, caused by insufficient strength of the lower crossmember, can be at least reduced, and preferably prevented, by means of a connection structure. Furthermore, a connection structure as proposed can prevent one or more longitudinal members of the vehicle's front structure from penetrating an obstacle in a frontal collision.

[0031] Further advantageous embodiments are shown in the following figures. However, the details shown in the figures are not limited to the respective embodiment. Rather, one or more features from one or more embodiments can be combined to form further embodiments. Features such as those included in the description above and in the following description can also be used for this purpose. In particular, the following figures are not to be interpreted as limiting. Rather, they serve to illustrate the invention without providing a complete description. They show: Fig. 1 in schematic view a section of a vehicle with a vehicle front structure showing two longitudinal beams, two crossbeams and respective crash boxes, wherein a first connecting structure is present, Fig. 2 in schematic view showing a section of another vehicle with a different front structure, three longitudinal beams and three crossbeams with respective crash boxes and two connecting structures, Fig. 3 a schematic view of a connection structure, Fig. 4 a schematic view of another connection structure, Fig. 5 a schematic view of another connection structure, Fig. 6 a schematic view of a connection structure with a crash box, Fig. 7 a schematic view of a connection structure and two crash boxes, Fig. 8 A schematic view of a connection structure consisting of several elements for three levels with their respective load paths, Fig. 9 a schematic view of a connection structure with two crash boxes, Fig. 10 a schematic view of a connection structure with a crash box, Fig. 11 a schematic view of two crossbeams and two crash boxes and a connecting structure, Fig. 12 a schematic view accordingly Fig. 12 with inverted proportions regarding the crossbeams and thus load paths on the individual levels, and Fig. 13 a schematic view of three crossbeams, three crash boxes and two connecting structures.

[0032] Fig. Figure 1 shows a schematic view of a section of a vehicle 1 with a front-end structure 2. The schematic view includes an implied dividing line 3. This implied dividing line 3 separates a first level from a second level, each with a different load path. A first left-side longitudinal member 4 is located in the first level, and a second left-side longitudinal member 5 is shown in the second level. A first load path on the first level includes the first left-side longitudinal member 4 and a first cross member 6. A second load path on the second level includes the second left-side longitudinal member 5 and a second cross member 7. In addition to the respective load paths, the right-side longitudinal members and any other components not shown in the schematic view are also included. A first crash box 8 and a second crash box 9 are also included in both load paths.The first crash box 8 has a different construction than the second crash box 9. For example, the first crash box 8 is attached to a mounting bracket 10 on the first left-hand longitudinal member 4. The second crash box 9, on the other hand, is fitted over the second left-hand longitudinal member 5 using a clearance fit and connected. The first cross member 6 is larger than the second cross member 7. A similar comparison exists between the first left-hand longitudinal member 4 and the second left-hand longitudinal member 5. Thus, both load paths are designed differently and are therefore capable of absorbing different proportions of the total impact energy. To better convert the momentum acting on the front of the vehicle into absorption energy through deformation in the event of a collision, a first connecting structure 11, shown schematically, is provided.The first connecting structure 11 is slid onto the second crossbeam 7 with a first base 12 and fastened there. A first strut arm 13 and a second strut arm 14 extend from the first base 12 to the first crossbeam 6. There, the first strut arm 13 and the second strut arm 14 are fastened by means of a first connection 15 and a second connection 16. The first base 12 is positioned in front of the second crash box 9 in the direction of travel and covers it. This enables force transmission between the two levels and to the respective crash boxes 8, 9.

[0033] The first connecting structure 11 stabilizes the second crossmember 7 via the first base 12. For this purpose, the first base 12 can, for example, rest with its lower section beneath the second crossmember 7 and extend towards the second crash box 9. The U-shaped profile of the first base, indicated in this schematic view, stabilizes the second crossmember 7, preventing it from twisting. The shape of the first connecting structure 11 also prevents it from twisting inwards into the vehicle's front structure 2. By connecting the first base 12 to the second crossmember 7, tensile forces can be transferred to the first crossmember 6 via the two strut arms 13, 14. The same applies in reverse.

[0034] Furthermore, in the schematic view of Fig. 1. It should be noted that in this representation, the curvatures of the first crossbeam 6 and the second crossbeam 7 are not clearly visible, nor are curvatures present, for example, in the area of ​​the first connecting structure 11. Exemplary curvatures, however, are shown in the following figures, to which reference is made in this regard.

[0035] Fig. Figure 2 shows a schematic view of a second vehicle 17. The second vehicle front structure 18 belonging to the second vehicle 17 has, by way of example, three different load paths. These are shown separated from each other by the first dividing line 3 and a second dividing line 19. This results in a third level running from top to bottom, followed by a first level and, at the bottom of the vehicle, a second level with the respective load paths LP3, LP1, and LP2. The second vehicle front structure 18 is based on the first vehicle front structure 2, as shown in Figure 2. Fig. 1 emerges. The from Fig. The reference symbols mentioned in section 1 are therefore also reflected here. However, this serves only as a simplified representation and is not intended to imply that the vehicle's front structure remains constant in the first and second levels for all possible configurations. Rather, these can differ from one another, as already mentioned. Fig. As already described above, and further explained below, the second vehicle front structure 18 has a third left-side longitudinal member 20. Furthermore, a third crash box 21 is arranged on the third left-side longitudinal member 20, followed by a third cross member 22. The third cross member 22 is connected to the first cross member 6 by means of a second connecting structure 23. For this purpose, the second connecting structure 23 has a first connection 24 and a second connection 25 on the first cross member 6. The second connecting structure 23 also has struts in the form of strut arms 26, 27. Since the third left-side longitudinal member 20, together with the third crash box 21, does not extend completely forward, as is the case, for example, with the second left-side longitudinal member 5, the two strut arms 26, 27, with their respective first connection 24 and second connection 25, overcome this offset.This can be achieved, as schematically shown, by means of an inclined profile, for example by means of a curve, or in a stepped manner, which is not shown in detail here. The second connecting structure 23 also has a first base 28 to which the two strut arms 26, 27 are arranged. However, the first base 28 encompasses the third crossbeam 22 and is thus, unlike the first base 12, terminates and stabilizes at the top on the second level. The first base 28 can be attached to the third crossbeam 22 in a similar manner to the first base 12.

[0036] The from Fig. The use of two connecting structures 11 and 23, each existing as separate connecting structures, represents one possible configuration. Other configurations, for example, provide for a single connecting structure running from the third level via the first level to the second level, connecting the respective crash boxes or crossbeams.

[0037] Fig. Figure 3 shows a schematic view of a further connection structure 29. The connection structure 29 has a first base 30 to which a first U-shaped strut 31 and a second U-shaped strut 32 are attached. Furthermore, a receptacle 33 is provided into which a crash box can be received and covered. The crash box is not shown in detail in this schematic representation. The first base 30 has a shape that conforms to the shape of a crossbeam. Preferably, the first base is shaped at least partially complementary to the associated crossbeam. If the crossbeam, which is not shown here, has a bend, the first base 30 also has this bend. In addition to a shape for the crossbeam and a receptacle for the crash box, the first base 30 also provides support for the respective struts 31 and 32.For this purpose, the struts 31, 32 can be supported by their profiles on the first base 30, in particular by transitioning into it in such a way that a stiffening is achieved. The connection structure 29 shown here can, for example, be a single piece and made of sheet metal.

[0038] Fig. Figure 4 shows a connection structure 34, which is designed similarly to the one that is made up of Fig. 3. However, it is provided here that the respective strut arms 35, 36 have different types of curvature. While the left connecting arm 35 has a back curve opposite to the direction of travel, the right connecting arm 36 has an inward curve. The respective curvature can be uniform, for example along a radius, or in some other way. It can be continuous or segmental. Superposition of curvatures on a strut, such as the two connecting arms, is also possible, especially if the area in which the connecting structure 34 is arranged and connected to the associated crossbeams is also curved.

[0039] Fig. Figure 5 shows a connecting structure 37 with a corresponding curvature. As shown, the first base 38 is designed to overlap, allowing the connecting structure 37 to be slid onto a crossbeam, for example. Furthermore, the receptacle 40 has a widening 41, providing the crash box (not shown in detail) with a spacer not only frontally but also along its longitudinal axis. The design of the crash box and its shape behavior during energy absorption in the event of an impact can be determined in conjunction with the design of the connecting structure 37. For example, the widening 41 can be used to determine the direction in which the crash box undergoes a primary shape change and how this interacts with the connecting structure 37 and its behavior, thus affecting the respective crossbeams.The connecting structure 37 has an extension 39 along the first base 38. The extension 39 also rests on and engages the crossbeam. A corresponding shape of the first base 38 for this purpose is shown with dashed lines. At the same time, the extension 39 acts like a lever and stabilizes any potential deformation of the connecting structure 37 or the associated crossbeam(s). Preferably, such a connecting structure is arranged in the area of ​​the longitudinal beams such that the extension 39 extends outwards, for example towards a near end of a crossbeam.

[0040] Also shown are in Fig. Five different ways of connecting to an adjacent element of the respective load path are possible. For this purpose, corresponding openings 42.1, 42.2, 42.3, and 42.4 are provided. These openings allow, for example, the attachment of bolts, so that the connection structure 37 can also be detachably mounted on the crossbeams. Opening 42.3, in turn, allows for a direct connection to, for example, a crash box located in the receptacle 40. Additional connections may also be present, which are not shown in detail in this schematic view, as is possible with the other configurations of the figures.

[0041] Fig. Figure 6 shows another example of a connecting structure 43. According to this schematic representation, the connecting structure 43 does not have a recess in a main area for a crash box. Instead, a crash box 44 is shown with a dashed line and is located in an area adjacent to the main area. The extension 45 of the connecting structure 43 is positioned in front of this crash box. The extension 45 extends over the crash box 44, as shown. A crossbeam (not shown), to which the connecting structure 43 with the extension 45 is attached, acts directly on the crash box 44. Tensile forces acting on the connecting structure 43 during an impact are transmitted via the extension 45 to the crossbeam and thus also to the crash box 44. Furthermore, a recess 46 is shown in the right strut arm 47 as an example.The recess stiffens the connecting structure 43 and thus has a corresponding effect on tensile forces and torques. Both the right strut arm 47 and the left strut arm 48 have a geometry at their upper ends 49.1 and 49.2 that fits the upper cross member (not shown). In this way, in addition to screw fastening, an additional fit adapted to the cross member can be used for attachment, which, for example, leads to stabilization of the connecting structure 43, support on the cross member, and improved force transmission in the event of an impact. The [missing information] Fig. The resulting connecting structure 43 can, for example, be arranged at one outer end of the cross member adjacent to the crash box 44, with the extension along the lower cross member extending inwards over the crash box towards the other end of the cross members. This shows that several connecting structures can also be used in a vehicle front structure. For example, a connecting structure adjacent to connecting structure 43, not shown in detail here, can have a base on the upper cross member and extend downwards as well as over a crash box of an upper longitudinal member.

[0042] Fig. Figure 7 shows an exemplary embodiment of a connecting structure 50 in a schematic view. The connecting structure 50 is arranged centrally between the respective longitudinal members in a vehicle front structure and extends from a lower to an upper cross member. The upper cross member 51 is indicated here by the dashed lines 52.1 and 52.2, which represent the outer boundary of the upper cross member. In this illustration, the connecting structure 50 preferably has no recesses in its central area. However, these, as well as slots or other features, can also be present. Instead, recesses 53.1, 53.2, and 53.3 are shown. The recesses are intended to stiffen the connecting structure 50.

[0043] Secondly, these enable the absorption of impact energy, which can thus also be absorbed by means of the connecting structure 50 and its adapted geometry, when simultaneously transferred to the upper crossbeam 51 and the lower crossbeam, and thus to the forces acting on the two crash boxes 55 via the first base 54. The first base 54 also has lateral extensions 56 on each side. These extend laterally beyond the crash boxes 55. With appropriate fastening of the connecting structure 50, indicated by the respective openings 57, it is possible to transfer an impact impulse via the connecting structure.

[0044] Fig. Figure 8 shows a schematic view of a connection structure 57. The connection structure is composed of a plurality of individual elements 58.1 to 58.5. While cross braces 58.1, 58.2, 58.3 are each connected to two longitudinal braces 58.4 and 58.5, a first base 58.5 is preferably formed by a single element. The individual elements can be bonded, riveted, welded, bolted, or otherwise connected to one another. They can be made of the same material or of different materials. The connection structure 57 extends over three crossbeams and covers the crash boxes arranged on the longitudinal beams. The first base, in the form of the longitudinal brace 58.5, has an extension 59, which, for example, extends outwards along the lower crossbeam of a load path LP2. The single element, in the form of the cross brace 58.1 in turn serves as a second base and can be connected to a crossbeam of a load path LP3. The cross brace 58.2 is in turn connected to a crossbeam of a load path LP1.

[0045] Fig. 9 as well Fig. Figures 10 each show a connection structure 60.1, 60.2. Preferably, struts 61 with, for example, intersecting individual elements 62 are used for this purpose. The individual elements can be tubes or flat steel elements. Preferably, these are not only connected to a first base 63 or to a second base 64, in particular by welding. Rather, these individual elements 62 can also have a connection with each other in an overlap area 65. The connection structure 60.1 is adapted to a design of the vehicle front structure in which the second load path LP2 is designed to be stiffer than the first load path LP1. Therefore, the first base 63 has a greater height H2 than the second base 64 with its height H1. Furthermore, the first base 63 extends over two crash boxes 66, which are arranged in the load path LP2.As shown schematically, the two crash boxes 66 are covered on the one hand by the first base 63, and on the other hand by the struts 61, preferably in such a way that individual features of the crash box and 66 are covered either by the first base or by the struts 61.

[0046] Fig. 10 indicates accordingly Fig. 9 a connection structure 60.2. In this connection structure 60.2, however, the arrangement in a vehicle front structure differs from the one shown in Fig. 9 emerges. While in the Fig. 9 the connection structure there extends beyond the area between the respective longitudinal beams in order to be able to capture the respective crash boxes, indicates the Fig. The emerging connecting structure 60.2 centrally covers a crash box 67. Therefore, the other components of the connecting structure 60.2 extend to the left and right adjacent to the crash box 67. Due to its arrangement in the vehicle, the connecting structure 60.2 thus also enables force transmission in the outer areas of the respective cross members.

[0047] Fig. Figure 11 shows a schematic view of an upper cross member and a lower cross member 69. The upper cross member 68 is part of a load path LP1, while the lower cross member 69 is part of a load path LP2. A connecting structure 70 is arranged between the two cross members, extending over a first crash box and a second crash box, which are indicated by dashed lines. In this depicted configuration of a vehicle front structure, for example, load path LP1 has a higher stiffness than the second load path LP2, which is located at the bottom of the vehicle when viewed from the front. In contrast, Fig. 12 a reversal of the stiffness properties. The load path LP1, which is located at the top, has a lower stiffness than the lower load path LP2. Accordingly, the lower crossbeam 73 and the upper crossbeam are dimensioned differently. The from Fig. 11 emerging upper crossbeams 68 as well as the one from Fig. The 12 emerging lower crossbeams 73 are each dimensioned such that they completely cover the associated crash box when viewed from the front. The lower crossbeam 69 made of Fig. 11 and the upper crossbeam 74 made of Fig. However, 12 only partially cover the respective crash box. Therefore, in Fig. 11 as well as in Fig. Figure 12 provides a connecting structure 75.1 and 75.2, respectively, the arrangement and fastening of which load path is stiffer than the other load path. It is preferred that the connecting structure has special support on the crossbeam that also exhibits the lower stiffness. In this way, the associated connecting structure can stabilize the crossbeam and, during force transmission upon impact, ensure that neither one of the longitudinal beams is punctured nor that a crossbeam twists. Furthermore, in Fig. 11 as well as in Fig. 12 shows that the arrangement of the respective longitudinal beams and thus also the arrangement of the respective connection structure can change.

[0048] Fig. 13 indicates in reference to Fig. 11 and Fig. Figure 12 shows three differently designed crossbeams 76.1 to 76.3 of a vehicle front structure. The load paths LP1, LP2, and LP3 have different stiffnesses. Accordingly, the respective dimensions of the crossbeams 76.1 to 76.3 shown here and depicted schematically also differ. For example, the load paths can absorb the impact energy in different proportions. For example, using the proposed connection structure, a distribution can be set as follows: LP2>LP1>LP3 or LP2>LP3>LP1 or LP1>LP3>LP2 or LP1>LP3>LP2 or LP3>LP1>LP2 or as shown LP3>LP2>LP1

[0049] The in Fig. In this embodiment, the 13 longitudinal beams (not shown in detail) are arranged offset from one another. This offset can be as shown or in other ways. For example, the longitudinal beams can be offset outwards from bottom to top, or inwards from bottom to top. The central longitudinal beams of load path LP1 can also be located further outwards than the longitudinal beams of the other two load paths LP2 and LP3. Other arrangements are also possible. Accordingly, the respective connecting structures 77.1 and 77.2 can, on the one hand, connect the adjacent crossbeams to one another, and on the other hand, overlap each other, for example, directly or indirectly in a frontal view as shown, e.g., if the connecting structures 77.1 and 77.2 are each arranged on the central crossbeam 76.1.For example, it can be provided that one connecting structure is located in front of the crossbeam and the other connecting structure is located behind the crossbeam.

[0050] Fig. Figure 14 shows a further connection structure 78, which extends, for example, from a crossbeam 80 of a load path LP1, indicated by two dashed lines, to an opposite crossbeam of a load path LP 2, corresponding, for example, to a configuration as shown schematically in Fig. 13 emerges. In the first base 79, the crossbeam 80 is arranged, which, due to the geometry of the first base 79, is encompassed from both above and below.

[0051] The present invention can also be used for electric vehicles, which require load paths adapted to the use of heavy batteries.

Claims

[1] Vehicle (1) with a vehicle front structure (2) which has at least one first and one second longitudinal member (4, 5) arranged above it, pointing in a direction of travel, on the left and right sides and one first and one second transverse member (6, 7) arranged below it, wherein the first crossbeam (6) is connected to the two first left and right longitudinal beams (4) and the second crossbeam (7) is connected to the two second left and right longitudinal beams (5), and with at least one crash box (8, 9) on each side on the left and right between at least one of the two longitudinal beams (4, 5) and one of the two crossbeams (6, 7), wherein at least one first connecting structure (11) is arranged between the first and the second crossbeam (6, 7), wherein the first connecting structure (11) connects the first and the second crossbeam (6, 7) and has an extension that extends along at least the first and / or second crossbeam (6, 7) partially over the crash box (8, 9), wherein the extension in the lower area of ​​the lower cross member (7) extends over a width of the crash box (8, 9), characterized by , that the connecting structure (11) is pushed onto and fastened to the second crossbeam (7) with a first base (12), wherein the first base (12) of the second crash box (9) is positioned in front of it in the direction of travel and covers it as its extension, wherein the first connecting structure (11) stabilizes the second crossbeam (7) via the first base (12) by the first base (12) resting with a lower area under the second crossbeam (7) and extending towards the second crash box (9). [2] Vehicle (1) according to claim 1, characterized by , that between the first and the second crossbeam (6, 7) two connecting structures (11) are arranged which connect the two crossbeams (6, 7) to each other, wherein the first connecting structure (11) is adjacent to at least a first crashbox (8) and a second connecting structure is arranged at least adjacent to a second crashbox. [3] Vehicle (1) according to claim 1 or 2, characterized by, that the first and a second connecting structure is arranged between the first and the second crossbeam (6, 7), the respective connecting structure preferably being of one piece and having at least one strut, preferably a U-shaped strut, which runs between the first and the second crossbeam (6, 7) and has at least one curvature, wherein the first connecting structure is adjacent to the two left-side longitudinal beams and the at least one left-side crash box and the second connecting structure is adjacent to the two right-side longitudinal beams and the at least one right-side crash box. [4] Vehicle (1) according to claim 1, 2 or 3, characterized by, that at least one connecting structure (60.1) has a first and a second strut arm, each of which transitions into at least a first base, wherein the first base (63) is arranged and attached to a crossbeam, and the connecting structure has a second base (64) and the first and the second strut arm also transition into the second base (64) of the connecting structure, wherein the first base (63) is arranged and attached to the first crossbeam and the second base (64) is arranged and attached to the second crossbeam. [5] Vehicle (1) according to any of the preceding claims, characterized by , that each adjacent to each of the respective crash boxes (44) one of the connecting structures (43) is arranged, wherein the connecting structures (43) are arranged at least for the most part outside of an area that runs between the upper and the lower longitudinal members. [6] Vehicle (1) according to any one of claims 3 to 5, characterized by, that a base of the connecting structure (60.2) is arranged in a direction of travel in front of a crash box (67) on one of the cross members, wherein a part of the connecting structure (60.2), preferably the first and the second strut arm of the connecting structure, is arranged on the left and right sides respectively in front of the crash box (67). [7] Vehicle (1) according to any of the preceding claims, characterized by , that a base of the connection structure (29) has an extension for receiving (33) a crash box. [8] Vehicle (1) according to any of the preceding claims, characterized by , that the connecting structure (43) has at least one stiffening element in itself and is connected to at least both crossbeams and to at least one of the crash boxes. [9] Connection structure for a vehicle (1) according to one of the preceding claims, characterized by, that the connection structure is provided for integration into a vehicle front structure (2) of a vehicle according to one of claims 1 to 8.

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