Bumper assembly for a motor vehicle and method for manufacturing a support element for such a bumper assembly

Abstract

Bumper assembly (10) for a motor vehicle, comprising a front fairing element (12, 14) for covering at least a part of the front of the motor vehicle, and a support element (16) for supporting the front fairing element (12, 14), wherein the support element (16) has at least one fastening area (20, 22) with which the support element (16) is attached to an element (18) of the motor vehicle, wherein the support element (16) provides a support on which the front fairing element (12, 14) is horizontally movably supported in the vertical direction, characterized in that the support element (16) has a reinforcing element (24) overmolded with plastic injection molding for mechanical reinforcement of the support element (16).

Description

[0001] The invention relates to a bumper arrangement for a motor vehicle and to a method for manufacturing a support element for such a bumper arrangement.

[0002] Bumper assemblies of the type in question include a front fairing element for covering at least part of the front of the vehicle. In modern vehicles, such front fairing elements are designed to exhibit elastic behavior upon contact with obstacles at very low speeds. This is particularly relevant in the case of minor parking lot collisions. To prevent damage to the vehicle and the associated repair costs, these front fairing elements can initially deform elastically upon impact. If the vehicle is moved away from the obstacle, the front fairing element can return to its original position or shape. In the best-case scenario, no damage remains on the vehicle.

[0003] To achieve such behavior, certain design measures may be necessary when attaching the front panel element to the vehicle. The attachment of the front panel element must ensure that it remains securely fixed to the vehicle during operation. At the same time, however, the desired elastic deformability must be guaranteed. This may require design solutions in which the weight of the front panel element is supported at specific points, while still allowing the front panel element to move relative to the vehicle at these points to permit elastic deformation.

[0004] Prior art, for example US 10 053 038 B2, discloses design solutions in which the front fairing element is supported on a vertical support. This allows the weight forces acting on the front fairing element in the vertical direction to be absorbed. Simultaneously, the front fairing element can move horizontally relative to the support. In the aforementioned prior art, the support is provided by the bumper crossmember. However, this requires that the relative positions of the front fairing element and the bumper crossmember are selected such that the bumper crossmember is in a suitable position relative to the front fairing element to provide adequate support.

[0005] If this is not the case, a support element can be incorporated into the bumper assembly to support the front panel. In this case, the support element provides the surface on which the front panel rests, allowing horizontal movement in at least a substantially vertical direction. Support in at least a substantially vertical direction means that the support is designed to primarily absorb the weight forces acting on the front panel in the vertical direction. In other words, the support is designed so that the vertical component of the forces absorbed by the support outweighs any horizontal components.

[0006] These support elements allow the support for the front panel element to be positioned almost anywhere. For this purpose, the support element has at least one mounting point for attaching it to a component of the vehicle. Currently, these support elements are steel parts manufactured from flat semi-finished products. This results in relatively complex folding geometries. Welding is also regularly required to achieve the desired geometry. This makes the support elements comparatively complex and expensive to manufacture. They also have a considerable weight.

[0007] The support elements must possess a certain mechanical strength, as they must be able to reliably support the weight of the front bumper element. Depending on the spatial design of the respective bumper assembly, however, the mounting areas of the respective support element may have to span a certain distance from the support surface to the point of attachment on the vehicle element. This can lead to a correspondingly high stress on the support element, for example, if the applied forces result in bending moments and / or shear stresses in the support element due to the specific spatial situation. DE 10 2012 022 899 A1 discloses a connecting element for supporting a vehicle bumper against a mounting bracket, a component assembly with such a connecting element, and a method for manufacturing a connecting element.

[0008] The invention is based on the objective of demonstrating a bumper arrangement with a support element and a method for manufacturing such a support element, which enables a lightweight and at the same time cost-effective design of the support element.

[0009] The problem is solved by a bumper arrangement and a method comprising the features of the independent claims. The features of the dependent claims relate to advantageous embodiments.

[0010] The problem is solved by a bumper assembly for a motor vehicle, which includes a support element incorporating a reinforcing element overmolded with injection-molded plastic for mechanical reinforcement. This design of the reinforcing element as a hybrid component of injection-molded plastic and an overmolded reinforcing element offers the advantage that the support element can be manufactured relatively cost-effectively while still possessing high stability at a low weight. It has been shown that, with support elements of this type, the possibilities of injection molding—to realize even complex shapes relatively cost-effectively—can be combined particularly advantageously with the ability to create mechanically robust structures through overmolding of reinforcing elements.

[0011] The reinforcing element can be made of a fiberglass material. Fiberglass materials are characterized by good mechanical properties combined with low weight. Furthermore, such components offer good recyclability.

[0012] The support element can have a mounting area by which it is attached to a support beam extending transversely to the vehicle and located behind and above the support surface when traveling forwards. A beam in this position is a component of the vehicle that is typically well-suited to absorbing mechanical forces. The support element can therefore be advantageously attached to such a beam. A beam extending transversely to the vehicle allows for relatively free selection of the support element's position along the beam. The beam can, in particular, be a lock support. Lock supports are defined as beams that extend transversely to the vehicle and to which the hood latch is attached.Such supports typically exhibit good stability, but are positioned at a height and along the vehicle's longitudinal axis that is typically unsuitable for providing a support for a front panel element of the type in question. The support element allows the position of the support, viewed from the lock carrier, to be shifted forward and downward in the direction of the vehicle. In such a position, a suitable support for a front panel element can be provided.

[0013] The support element can have a mounting area by which it is attached to a carrier of a crash management system extending in the direction of the vehicle. In this context, a crash management system is understood to mean, in particular, the entirety of those components that serve, primarily, to transmit forces and / or dissipate energy in the event of a vehicle accident. Such carriers of crash management systems are characterized by high mechanical load-bearing capacity. However, they are also often located in positions where they are unsuitable for providing a support for a front panel element as defined in the present invention. The support element allows the mechanical load-bearing capacity of the crash management system carrier to be utilized while simultaneously relocating the support position to an advantageous location.

[0014] The support structure for the crash management system can be a bumper crossmember. Bumper crossmembers are primarily designed to absorb the forces generated during a frontal collision with an obstacle at relatively high speed and to transfer these forces to structures of the vehicle body and / or the crash management system located behind the bumper crossmember, such as crash boxes and / or longitudinal members. Because of this function, bumper crossmembers are designed to withstand high mechanical loads and are therefore well-suited for attaching the support element.

[0015] The reinforcing element can extend over at least one mounting area of ​​the support element. The mounting areas of the support element are those areas by which the support is fixed in its intended position and which transmit the forces introduced into the support to the vehicle components to which the support element is attached. Therefore, the mechanical reinforcement provided by the reinforcing element is particularly advantageously arranged in one mounting area. In particular, the reinforcing element can mechanically connect at least two points of the support element where it is attached to vehicle components. Such an arrangement has the advantage that the portion of the support element reinforced by the reinforcing element is supported by two spaced-apart mounting points and can therefore provide the support element with particularly high mechanical stability.

[0016] The support element can have a deformation zone located below the bearing surface. This deformation zone is designed to deform in the event of a vehicle accident. The support element can be designed such that the upper surface of the deformation zone forms the bearing surface. Such a deformation zone can dissipate energy upon impact. The deformation zone features reinforcing ribs, particularly those produced by injection molding, whose demolding direction is oriented at an angle of at least 45°, particularly at least 60°, preferably at least substantially 90°, to the longitudinal direction of the vehicle. Such an oriented demolding direction for the reinforcing ribs allows for a particularly effective combination of good static support and a comparatively "soft" deformation of the deformation element. In this way, the deformation element can serve, in particular, to protect pedestrians.

[0017] The bumper arrangement can be designed so that the front panel element can initially move towards the deformation zone before the impact of the front panel element causes deformation of the deformation zone. In this way, impact energy can be absorbed, particularly through elastic deformation of the front panel element until it impacts the deformation zone, without causing permanent damage to the vehicle's front end. This can be useful, for example, to induce elastic behavior of the vehicle's front end in so-called "parking lot bumps".

[0018] The support element can have reinforcing ribs produced by injection molding. These reinforcing ribs can be arranged, in particular, in the area of ​​the reinforcing element. Advantageously, the reinforcing ribs of the support element located in the area of ​​the reinforcing element can have a different orientation with respect to their demolding directions than the reinforcing ribs in the deformation area. This makes it possible to adapt these different areas of the support element to the respective different mechanical boundary conditions.

[0019] The bumper assembly can include a crash sensor for detecting a vehicle accident. The crash sensor can be attached, in particular, to the support element. Preferably, the crash sensor is positioned behind the deformation zone when traveling forward. It has been shown that positioning such a crash sensor behind the deformation zone of such a support element is particularly advantageous for acquiring the measured values. In particular, this allows for the detection of rear-end collisions where the impact speed is so high that the deformation potential of the deformation zone is exceeded. Detecting such an impact with the sensor can be used, in particular, to activate a safety device, especially to deploy an airbag.

[0020] The support element can incorporate a film hinge produced by injection molding as a connection between a reinforced portion of the support element and the deformation area. The reinforced portion of the support element includes, in particular, the reinforcing element. By means of the film hinge, the deformation area can be pivoted relative to the reinforced portion from its injection-molded position, in which it was created by injection molding, into a service position. This advantageously allows the reinforced portion of the support element and the deformation area to be manufactured in one piece in a single injection molding operation. During the injection molding process, the reinforcing ribs of the reinforced portion and the deformation element point in the same direction. This facilitates the demolding of the resulting injection-molded part.The deformation zone can then be pivoted into its operating position relative to the reinforced part of the support element using the film hinge. In this position, the deformation zone can be fixed to the support element by an additional fastening element. This design of the support element allows for simple manufacturing. Alternatively, it is possible to produce the deformation zone and the reinforced part in separate injection molds and connect them, particularly using suitable fastening elements.

[0021] The method for manufacturing the support element can, in particular, provide that the deformation area is created during the injection molding process by means of an interchangeable insert of the injection mold used for manufacturing the support element. The interchangeable insert can be selected from a plurality of interchangeable inserts specific to certain vehicle types, depending on the vehicle type for which the respective support element is intended. In this way, the support element can be used in a bumper assembly that is constructed according to a modular principle. In particular, the vehicle components to which the support element is attached have attachment points for connection to the support element that are arranged identically relative to each other in all vehicle types.This allows the reinforced part of the support element to be used identically for all vehicle types. The part forming the contact surface, however, can be adapted to the specific vehicle type for which the support element is manufactured using the interchangeable insert. This makes it possible, in particular, to adjust the relative position of the contact surface to the reinforced part for each vehicle type. This also adjusts the relative position of the contact surface to the vehicle components to which the support element is attached. In this way, it is especially possible to adapt the support element to vehicle types with differently designed front fairing elements that require different positions and / or dimensions of the support element.This results in a modular system in which, in particular, the front panel elements that are essential for the vehicle's visual appearance can be varied from one vehicle type to another. However, load-bearing structural elements of the vehicle, such as cross members or lock carriers, which initially have no direct influence on the vehicle's exterior appearance, remain identical. Such a modular concept is particularly advantageous for leveraging cost savings through identical vehicle structures while simultaneously enabling the offering of different vehicle types with distinct visual appearances.

[0022] Further practical embodiments of the invention are described below in connection with the drawings. They show: Fig. 1 an exemplary bumper arrangement with a support element, Fig. 2 the reinforcing element of the exemplary support element, Fig. 3 The support element in its injection molding position in a perspective view, Fig. 4 the support element in its position of use in a perspective view, Fig. 5 the support element in its injection molding position in a side view, Fig. 6 the support element in its operating position in a side view.

[0023] The exemplary in Fig. The bumper assembly 10 shown in Figure 1 has a front panel element 12 for covering at least part of the front of the vehicle. As in the example shown, the bumper assembly 10 can also have a further front panel element 14. Multiple front panel elements are generally possible.

[0024] The bumper assembly 10 also includes a support element 16 for supporting the front panel elements 12 and 14. In the example shown, both front panel elements 12 and 14 are supported horizontally on a support provided by the support element 16. The support of the front panel elements 12 and 14 is provided, in particular, in the vertical direction Z, as shown. However, it is also possible that instead of multiple front panel elements 12 and 14, only one front panel element 12 or 14 is supported on a support provided by the support element 16.

[0025] As in Fig. As can be seen in Figure 1, the front panel elements 12 and 14 merely rest loosely on the support provided by the support element 16. This allows the front panel elements 12 and 14 to deform and shift on the support. However, if the front panel element 12, as shown in the example, is deformed beyond a certain degree during a frontal collision of the vehicle, it preferably comes into contact with a deformation zone 26 of the support element 16. This zone can then deform and absorb some of the impact energy.

[0026] The support element 16 can, as shown in the example, have a plurality of fastening areas 20, 22 by which the support element 16 is attached to elements 18 of the motor vehicle. In the Fig. Figure 1 shows only an example of element 18, which, as shown, can be a lock carrier. However, the example support element 16 has multiple fastening areas 20, 22, as shown in particular in the Fig. 3 to 4 can be seen. In the example shown, the support element 16 has a mounting area 20 for attaching the support element 16, for example, to a (not shown) bumper crossmember. Further mounting areas 22 serve in the example shown to attach the support element 16 to the illustrated element 18 of the motor vehicle, exemplified as a lock carrier.

[0027] The exemplary support element 16 has a reinforcing element 24 overmolded with injection-molded plastic for mechanical reinforcement of the support element 16. This is in Fig. 2 shown in isolation. As particularly in the Fig. 3 and Fig. As can be seen in Figure 4, the overmolded reinforcement element 24 in the example shown advantageously extends over the fastening areas 20 and 22 and thus connects the fastening points of the support element 16 to the elements 18 of the motor vehicle.

[0028] The support element 16 can have a deformation zone 26, as shown in the example. This can be the part of the support element 16 that forms the bearing surface, as shown in the example. The deformation zone 26 is connected, by means of a film hinge 28, to the part of the support element 16 reinforced by the reinforcing element 24. The deformation zone 26 can be opened and closed by means of the film hinge 28. Fig. 3 and Fig. 5 shown injection molding position into the in the Fig. 4 and Fig. 6 pivot into the operating position shown. This allows, as in the example shown, the reinforced part of the support element 16 to have reinforcing ribs 30 that have the same demolding direction as the reinforcing ribs 32 of the deformation area 26 when it is in its injection molding position according to the Fig. 3 and Fig. 5 is located.

[0029] When comparing the Fig. 3 and Fig. 4 or the Fig. 5 and Fig. Figure 6 shows how the deformation area 26 in the example shown can be pivoted relative to the reinforced part of the support element 16 by means of the film hinge 28. In the Fig. 4 and Fig. In the operating position shown in Figure 6, the reinforcing ribs 30 of the reinforced part of the support element 16 are oriented in a different direction than the reinforcing ribs 32 of the deformation area 26. In this way, the course of the reinforcing ribs 30, 32 can be optimized with regard to a favorable demolding situation in the injection molding position and with regard to a desired mechanical behavior, in particular when deforming the deformation area 26, in the operating position.

[0030] As in the example shown, the support element 16 can have a locking element 34. The locking element 34 can, in particular, serve to lock the deformation area 26 as in the example shown. Fig. 6 to recognize, to fix in its operating position. In addition, the support element can accommodate 16 further fastening elements, such as one shown in the example below. Fig. 5 and Fig.The screw boss 36 shown in Figure 6, which can be injection-molded as in the example shown, is used to further fix the deformation area 26 in its operating position by screwing in a screw. Reference symbol list 10 Bumper arrangement 12 Front panel element 14 Front panel element 16 support element 18 Element 20 Mounting area 22 Mounting area 24 Reinforcing element 26 Deformation area 28 film hinge 30 reinforcing ribs 32 reinforcing ribs 34 locking element 36 screw dome X Vehicle longitudinal direction Z Vertical direction

Claims

[1] Bumper assembly (10) for a motor vehicle, comprising a front fairing element (12, 14) for covering at least a part of the front of the motor vehicle, and a support element (16) for supporting the front fairing element (12, 14), wherein the support element (16) has at least one attachment area (20, 22) with which the support element (16) is attached to an element (18) of the motor vehicle, wherein the support element (16) provides a support on which the front fairing element (12, 14) is supported in a horizontally movable manner in the vertical direction, characterized by , that the support element (16) has a reinforcing element (24) overmolded with plastic injection molding for the mechanical reinforcement of the support element (16). [2] Bumper assembly (10) according to claim 1, characterized by , that the reinforcing element (24) is made of a glass fiber material. [3] Bumper arrangement (10) according to claim 1 or 2, characterized by, that the support element (16) has a fastening area (20, 22) with which the support element (16) is attached to a support extending in the transverse direction of the vehicle and arranged behind and above the support surface with respect to the direction of travel when driving forward. [4] Bumper arrangement (10) according to any one of the preceding claims, characterized by , that the support element (16) has a fastening area (20, 22) with which the support element (16) is attached to a carrier of a crash management system extending in the transverse direction of the vehicle. [5] Bumper arrangement according to one of the preceding claims, characterized by , that the reinforcing element (24) extends over at least one fastening area (20, 22) of the support element (16), wherein the reinforcing element (24) mechanically connects at least two points of the support element (16) where the support element (16) is attached to elements (18) of the motor vehicle. [6] Bumper arrangement (10) according to any one of the preceding claims, characterized by , that the support element (16) has a deformation area (26) arranged below the support, which is designed to be deformed in the event of an accident of the motor vehicle, wherein the front fairing element (12, 14) can initially move towards the deformation area (26) before the deformation of the deformation area (26) occurs due to the impact of the front fairing element (12, 14) on the deformation area (26). [7] Bumper arrangement (10) according to claim 6, characterized by , that the support element (16) in the area of ​​the reinforcement element (24) has reinforcing ribs (30) produced by injection molding which, in the service state of the reinforcement element (24), point with their demolding directions in different directions than reinforcing ribs (32) produced by injection molding of the deformation area (26). [8] Bumper arrangement (10) according to any one of the preceding claims, characterized by , that the bumper assembly (10) has a crash sensor for detecting an accident of the motor vehicle, which is attached to the support element (16), wherein the crash sensor is arranged behind the deformation area (26) with respect to the direction of travel when driving forward. [9] Bumper arrangement (10) according to any one of claims 6 to 8, characterized by , that the support element (16) has a film hinge (28) produced by injection molding as a connection between a reinforced part of the support element (16), which has the reinforcing element (24), and the deformation area (26), wherein the deformation area (26) is pivoted from its injection molded position, in which it was produced by injection molding, into a service position relative to the reinforced part by means of the film hinge (28). [10] Method for manufacturing a bumper assembly according to any one of the preceding claims, characterized by , that a support element forming the bearing, in particular the deformation area (26), is produced during the injection molding process by means of an interchangeable insert of the injection mold used for the production of the support element (16), wherein the interchangeable insert for the production of a respective support element (16) is selected from a plurality of interchangeable inserts specific to certain motor vehicle types depending on the motor vehicle type for which the respective support element (16) is intended.

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