Front end structure of a motor vehicle and motor vehicle

Abstract

The invention relates to a front-end structure (100) of a motor vehicle (10), comprising - a body-mounted vehicle front cover (1) which extends in the transverse direction preferably substantially over the entire width of the vehicle, - a front trunk (9) with a trunk opening formed within the vehicle front cover (1) between a front area (3) and a rear area (4) of the vehicle front cover (1), - a trunk lid (2) which is mounted by means of two hinges (17) such that it can be pivoted from a closed position to an open position and vice versa, - a plurality of first deformation elements (13) attached to a front body shell structure (15) and to the front area (3) of the vehicle front cover (1), wherein the first deformation elements (13) are arranged and designed such that they deform plastically upon a head impact, and - a plurality of second deformation elements (14) attached to a rear body shell structure (16) and to the rear area (4) of the vehicle front cover (1), wherein the second deformation elements (14) are arranged and designed to deform plastically upon a head impact.

Description

[0001] The present invention relates to a front-end structure of a motor vehicle, comprising a vehicle front cover fixed to the body, which extends transversely across the entire vehicle width, a front trunk with a trunk opening formed within the vehicle front cover between a front region, with respect to the vehicle longitudinal direction, and a rear region of the vehicle front cover, and a trunk lid mounted by means of two hinges such that it can be pivoted from a closed position, in which the trunk lid closes the trunk opening, into an open position, in which the trunk lid releases the trunk opening, and vice versa. Furthermore, the invention relates to a motor vehicle with a front-end structure.

[0002] All motor vehicles must meet both legal requirements and the more stringent consumer protection standards with regard to pedestrian protection. Compliance with these requirements is verified in practice through appropriate head impact tests. In these tests, a head impact specimen is fired at the front hood of the vehicle at defined angles of 50° and 65° and at defined speeds of 35 km / h and 40 km / h. To dissipate the kinetic energy in the event of a head impact and to meet pedestrian protection requirements, the front hood and surrounding components are currently designed to be deformable. When the head penetrates this area, these measures achieve penetration distances of up to 100 mm, thus dissipating the kinetic energy of the head impact through the deformation of the front hood and the surrounding components.

[0003] In electric vehicles in particular, the different installation location of at least one electric motor compared to vehicles with an internal combustion engine frees up space in the front of the vehicle that can be used as an additional trunk. In the prior art, access to this trunk is achieved by opening the entire front hood, which essentially extends across the entire width of the vehicle. The front hood is unlocked and then opened with a pivoting movement to reveal the trunk located below the front hood. This corresponds to the opening of the front hood of a vehicle with an internal combustion engine installed in the front of the vehicle, allowing access to the internal combustion engine, particularly for maintenance purposes.

[0004] From DE 10 2010 007 898 A1 a hinge of a front hood is known which has a predetermined bending point.

[0005] From DE 20 2018 104 423 U1 a front end structure of a motor vehicle of the type mentioned above is known.

[0006] CN 2 14 170 290 U, FR 2 698 334 A1 and DE 10 2022 125 926 A1 disclose further front end structures of a motor vehicle.

[0007] From DE 10 2008 010 138 A1 and DE 100 09 364 A1, fender arrangements for a motor vehicle are known in which a deformation element is arranged between an upper edge of the fender and the bonnet.

[0008] DE 10 2010 005 834 A1 discloses a support arrangement for a windshield of a passenger car, comprising a cross member and support elements that have a support region for at least indirectly supporting the windshield. The cross member is designed, at least over a longitudinal region, as a circumferentially closed hollow profile to which the support elements are attached. The support elements are designed as deformation elements, with webs of different widths being provided between the respective slot-shaped openings to adjust the deformation behavior.

[0009] The invention has for its object to further develop a front end structure of a motor vehicle of the type mentioned at the outset in such a way that it provides an alternative access to a trunk in the front area of ​​the motor vehicle compared to the prior art and at the same time also meets the requirements for effective pedestrian protection.

[0010] The solution to this problem is provided by a generic front end structure of a motor vehicle having the features of the characterizing part of claim 1. The subclaims relate to advantageous developments of the invention.

[0011] A front end structure of a motor vehicle according to the invention is characterized in that the front end structure - a plurality of first deformation elements which are fastened to a front body shell structure and fastened to the front region of the vehicle front cover, wherein the first deformation elements are arranged and designed such that they plastically deform in the event of a head impact on a transition region between the front region of the vehicle front cover and the trunk lid, and - a plurality of second deformation elements, which are fastened to a rear body shell structure and to the rear region of the vehicle front cover, wherein the second deformation elements are arranged and designed such that they plastically deform in the event of a head impact at a transition region between the rear region of the vehicle front cover and the trunk lid, wherein each of the two hinges has a lower hinge part, a pivot point, and an upper hinge part, wherein the upper hinge part is connected to an interior part of the trunk, and wherein the lower hinge part of each of the hinges is designed such that the pivot point of the respective hinge projects rearward relative to the lower hinge part with respect to the longitudinal direction of the motor vehicle, so that in the event of a head impact, the lower hinge part with the projecting pivot point is correspondingly deformed and bent,and wherein the choice of the cross-section of the lower part of the hinge allows the intrusion path of the head to be controlled in such a way that the head performs a continuous rolling movement in the event of an impact and is not blocked.

[0012] In comparison to conventional pivoting vehicle hoods, particularly those of motor vehicles with an internal combustion engine, the vehicle front cover is thus not pivotably attached to the body of the vehicle. This results in corresponding assembly and cost advantages. In view of the requirements placed on pedestrian protection, such an arrangement of a smaller-area trunk lid on a comparatively larger, body-mounted vehicle front cover is at first glance considered disadvantageous. The invention is based on the finding that the transition areas between the body-mounted vehicle front cover and the trunk lid are particularly crucial from a kinematic point of view for a head impact and that corresponding measures are necessary for effective pedestrian protection.If a head hits one of the transition areas between the trunk lid and the vehicle front cover, the dissipation of kinetic energy is controlled by the deformation elements, which plastically deform upon head impact. The deformation elements are designed in particular so that the head performs a continuous rolling movement upon impact and is not blocked. Furthermore, the lower hinge part of each of the hinges is designed such that the pivot point of the respective hinge projects rearward relative to the lower hinge part in relation to the longitudinal direction of the vehicle. Preferably, no deformation elements are provided in this area, since the respective hinge has the necessary rigidity. In the event of a head impact, the lower hinge part with the projecting pivot point is deformed and bent accordingly.By selecting the cross-section of the lower part of the hinge, the intrusion path of the head can be controlled in such a way that the head performs a continuous rolling movement in the event of an impact and is not blocked.

[0013] In one embodiment, it is proposed that the first deformation elements be screwed to the front body shell structure. This enables simple assembly and secure retention of the first deformation elements to the front body shell structure.

[0014] In one embodiment, the second deformation elements are bolted to the rear body shell structure. This enables simple installation and secure retention of the second deformation elements on the rear body shell structure.

[0015] In order to enable a secure fastening of the deformation elements in the front region of the vehicle front cover, it is proposed in an advantageous embodiment that the front region of the vehicle front cover has a plurality of fastening tabs, wherein one of the first deformation elements is fastened to each of the fastening tabs.

[0016] In order to enable a secure fastening of the deformation elements in the rear region of the vehicle front cover, it is proposed in an advantageous embodiment that the rear region of the vehicle front cover has a plurality of fastening tabs, wherein one of the second deformation elements is fastened to each of the fastening tabs.

[0017] The fastening tabs are preferably formed integrally with the vehicle front cover and can in particular be L-shaped.

[0018] Preferably, the first deformation elements and the second deformation elements can be screwed to the associated fastening tabs, so that simple assembly and secure hold of the deformation elements on the fastening tabs is possible.

[0019] In an advantageous embodiment, it is possible for at least some of the first deformation elements and / or second deformation elements to have a slotted structure with at least one slot. Such a slotted structure allows, for example, the rigidity of at least some of the deformation elements or all of the deformation elements to be adjusted and thus adapted to the specific requirements in the event of a head impact.

[0020] Preferably, the deformation elements can be substantially sickle-shaped.

[0021] In a preferred embodiment, it is proposed that the upper part of the hinge is screwed to the inner part of the trunk.

[0022] According to a further aspect, the present invention relates to a motor vehicle having a front-end structure. According to the invention, the front-end structure is designed according to one of claims 1 to 8.

[0023] Further features and advantages of the present invention will become clear from the following description of a preferred embodiment with reference to the accompanying drawings. Fig. 1 is a schematically highly simplified representation of a motor vehicle with a front end structure according to a preferred embodiment of the present invention, Fig. 2 a section through the front end structure along a line II-II in Fig. 1, Fig. 3 an isometric view of a deformation element of the front end structure, Fig. 4 a part of the sectional view according to Fig. 2 after a head impact, Fig. 5 a section through the front end structure according to a line VV in Fig. 1, Fig. 6 a part of the sectional view according to Fig. 4 after a head impact.

[0024] With reference to Fig. 1 shows a motor vehicle 101 with a front-end structure 100 designed according to a preferred exemplary embodiment. The front-end structure 100 comprises a vehicle front cover 1 fixed to the body, which preferably extends substantially and thus at least almost across the entire width of the vehicle in the transverse direction of the motor vehicle 101. The motor vehicle 101 can, in particular, be an electric vehicle that does not have a drive device in the form of an electric machine beneath the vehicle front cover 1. Thus, in comparison to conventional pivotable vehicle front hoods, in particular of motor vehicles with an internal combustion engine, the vehicle front cover 1 is not pivotally connected to the body of the motor vehicle 101. This results in corresponding assembly and cost advantages.

[0025] Since the motor vehicle 101 does not have a drive device under the front body structure, there is sufficient space available for a front trunk 9, which is Fig. 2 and Fig. 4. In order to gain access to this front trunk 9 from the outside, the front-end structure 100 comprises a pivoting trunk lid 2, which has a smaller area than the vehicle front cover 1 and, in the present case, only closes one opening of the trunk 9, which is formed in the vehicle front cover 1.

[0026] The trunk lid 2 is secured by means of two hinges 17 (see Fig. 5 and Fig. 6) is pivotally mounted relative to the vehicle front cover 1 fixed to the body, so that it can be moved from the Fig. 2, in which the opening of the front trunk 9 is closed, into an open position in which the trunk 9 is accessible from the outside, and vice versa.

[0027] In view of the requirements placed on pedestrian protection, such a pivoting arrangement of a trunk lid 2 with a smaller area on a vehicle front cover 1 which is fixed to the body and has a larger area is, at first glance, initially considered disadvantageous.

[0028] Such an arrangement requires additional stiffening geometries, which significantly impair energy dissipation in a head-on impact or, in extreme cases, even prevent it completely. Furthermore, the attachment and pivoting linkage of the trunk lid create two inhomogeneous structures that must be designed accordingly.

[0029] The following, with reference to Fig. 2 to 6, appropriate constructive measures are explained in more detail in order to remedy the problems mentioned above.

[0030] With reference to Fig. 2, a front area 3 and a rear area 4 of the vehicle front cover 1 can be seen - viewed in the vehicle longitudinal direction (arrow 200), between which the pivoting trunk lid 2 extends, which covers the opening of the trunk 9 in the closed position.

[0031] The trunk lid 2 comprises an outer panel 5 and an inner panel 6, which are integrally connected to one another, in particular by a welded or adhesive bond. The outer panel 5 of the trunk lid 2 is folded over by 180° at the edge in the area of ​​the trunk opening 9, so that it has corresponding folds 50, 51 and a corresponding flange is formed. This flange extends at least partially in the z-direction (vertical direction) of the motor vehicle 101.

[0032] The vehicle front cover 1 comprises an outer sheet metal structure 7 and a support sheet metal structure 8, which is materially connected to the outer sheet metal structure 7, in particular by welded joints or by adhesive joints.

[0033] At the ends of the front region 3 and the rear region 4 of the vehicle front cover 1 facing the opening of the trunk 9, a plurality of fastening tabs 10, 11, in this case essentially L-shaped, are formed at defined positions, which are offset downwards in the z-direction (vertical direction). The number of fastening tabs 10, 11 to be provided, which are preferably formed integrally with the vehicle front cover 1, and their positions can be defined for each application.

[0034] In the closed position, a trunk tray 90 and a sealing means, in particular a bubble seal 12, are arranged below the trunk lid 2, which seals the trunk 9 to the inner panel 6 of the trunk lid 2.

[0035] From a kinematic point of view, the transition areas between the vehicle front cover 1 fixed to the body and the trunk lid 2 are crucial for a head impact and corresponding measures for pedestrian protection. The front end structure 100 has a plurality of first deformation elements 13 and second deformation elements 14. One of these second deformation elements 14 is in Fig. 3 can be seen in detail. The first deformation elements 13 are designed in an analogous manner.

[0036] The first deformation elements 13 are each fastened to a body shell structure 15 located at the front with respect to the vehicle's longitudinal direction by means of a screw 22. Similarly, the second deformation elements 14 are each firmly connected to a body shell structure 16 located at the rear with respect to the vehicle's longitudinal direction by means of a screw 23.

[0037] The front area 3 and the rear area 4 of the vehicle front cover 1 are connected to the deformation elements 13, 14 by means of the fastening tabs 10, 11. For this purpose, the fastening tabs 10, 11 are each screwed to one of the deformation elements 13, 14 during assembly by means of a screw 20, 21 extending in the z-direction (vertical direction) of the motor vehicle 101.

[0038] From a functional point of view, the first and second deformation elements 13, 14 form an “actuator” for the implementation of pedestrian protection, via which it can be adjusted how far a head intrudes and rolls into this area of ​​the front-end structure 100 in the event of an impact.

[0039] The situation of a head impact is in Fig. 4. If a head that is in Fig. 4 was represented by a test specimen 25, onto one of the transition areas between the trunk lid 2 and the vehicle front cover 1 (in this case, the transition area between the trunk lid 2 and the rear area 4 of the vehicle front cover 1 in the vehicle longitudinal direction), the dissipation of the kinetic energy is controlled via the deformation elements 13, 14, which plastically deform upon head impact. These deformation elements 13, 14 are designed in such a way that the head performs a continuous rolling movement upon impact and is not blocked. By means of a slot structure 24 with at least one slot, as shown in Fig. As also shown in Figure 3, the stiffness of at least some of the deformation elements 13, 14 or all of the deformation elements 13, 14 can be adjusted and adapted to the specific requirements of a head impact. In particular, the number of slots and the slot shape(s) can be adjusted accordingly.

[0040] With reference to Fig. 5 and Fig. 6 shows one of the side areas of the trunk 9. This is the area in which the trunk lid 2 is pivotally connected by means of one of the two hinges 17. Each of the two hinges 17 has a lower hinge part 18, a pivot point 19, and an upper hinge part 20. The upper hinge part 20 is connected to an interior part of the trunk 9, in particular, it is screwed to this interior part.

[0041] The shape of the hinge lower part 18 is such that the pivot point 19 of the respective hinge 17 projects rearward relative to the vehicle's longitudinal direction relative to the hinge lower part 18. No deformation elements 13, 14 are provided in this area, since the respective hinge 17 has the required rigidity.

[0042] In the event of a head impact, the hinge base 18 with the projecting pivot point 19 is deformed and bent accordingly. By selecting the cross-section of the hinge base 18, the intrusion path of the head can be controlled in such a way that the head performs a continuous rolling movement during an impact and is not blocked. This situation is Fig. 6 shown.

Claims

[1] Front end structure (100) of a motor vehicle (101), comprising - a vehicle front cover (1) fixed to the bodywork, which extends transversely across the entire width of the vehicle, - a front trunk (9) with a trunk opening formed within the vehicle front cover (1) between a front region (3) and a rear region (4) of the vehicle front cover (1) with respect to the vehicle longitudinal direction (200), - a trunk lid (2) which is mounted by means of two hinges (17) in such a way that it can be pivoted from a closed position, in which the trunk lid (2) closes the trunk opening, into an open position, in which the trunk lid (2) releases the trunk opening, and vice versa, characterized by that the front end structure (100) - a plurality of first deformation elements (13) which are fastened to a front body shell structure (15) and are fastened to the front region (3) of the vehicle front cover (1), wherein the first deformation elements (13) are arranged and designed such that they plastically deform in the event of a head impact on a transition region between the front region (3) of the vehicle front cover (1) and the trunk lid (2), and - a plurality of second deformation elements (14) which are fastened to a rear body shell structure (16) and fastened to the rear region (4) of the vehicle front cover (1), wherein the second deformation elements (14) are arranged and designed such that they plastically deform upon a head impact against a transition region between the rear region (4) of the vehicle front cover (1) and the trunk lid (2), wherein each of the two hinges (17) has a lower hinge part (18), a pivot point (19), and an upper hinge part (20), wherein the upper hinge part (20) is connected to an interior part of the trunk (9), and wherein the lower hinge part (18) of each of the hinges (17) is designed such that the pivot point (19) of the respective hinge (17) projects rearward relative to the lower hinge part (18) with respect to the longitudinal direction (200) of the motor vehicle (101),so that in the event of a head impact, the hinge lower part (18) with the projecting pivot point (19) is correspondingly deformed and bent, and wherein by selecting a cross-section of the hinge lower part (18), an intrusion path of the head can be controlled in such a way that the head performs a continuous rolling movement in the event of an impact and is not blocked. [2] Front end structure (100) according to claim 1, characterized by that the first deformation elements (13) are screwed to the front body shell structure (15). [3] Front end structure (100) according to one of claims 1 or 2, characterized by that the second deformation elements (14) are screwed to the rear body shell structure (16). [4] Front end structure (100) according to one of claims 1 to 3, characterized bythat the front region (3) of the vehicle front cover (1) has a plurality of fastening tabs (10), wherein one of the first deformation elements (13) is fastened to each of the fastening tabs (10). [5] Front end structure (100) according to one of claims 1 to 4, characterized by that the rear region (4) of the vehicle front cover (1) has a plurality of fastening tabs (11), wherein one of the second deformation elements (14) is fastened to each of the fastening tabs (11). [6] Front end structure (100) according to claim 5 in its reference to claim 4, characterized by that the first deformation elements (13) and the second deformation elements (14) are screwed to the associated fastening tabs (10, 11). [7] Front end structure (100) according to one of claims 1 to 6, characterized in that at least some of the first deformation elements (13) and / or second deformation elements (14) have a slot structure (24) with at least one slot. [8] Front end structure (100) according to one of claims 1 to 7, characterized by that the upper part of the hinge (20) is screwed to the inner part of the trunk (9). [9] Motor vehicle (101) with a front end structure (100) characterized by that the front end structure (100) is designed according to one of claims 1 to 8.

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