Front structure for the body of a motor vehicle

Abstract

The invention relates to a front structure (10) for a car body, with longitudinal members (12), each of which has a front and a rear deformation element (20, 22) in its extension direction, between which a respective central length section (24) of the corresponding longitudinal member (12) is arranged, wherein the respective central length section (24) of the associated longitudinal member (12) is designed as a buckling point (K) in the event of an accident-related force being applied to the corresponding longitudinal member (12).

Description

[0001] The invention relates to a front structure for a body of a motor vehicle according to the preamble of claim 1.

[0002] From DE 10 2013 015 615 A1, a front-end structure for a motor vehicle body is already known, in which the longitudinal members of a main longitudinal member plane have a front and a rear deformation element in their extension direction, between which a respective central longitudinal section of the corresponding longitudinal member is arranged. This central longitudinal section of the two longitudinal members is designed as a respective stiffening section, between which a torsion bar of a torsion stabilizer is arranged. Each longitudinal member is designed such that in the event of an impact it is deformed essentially only in the area of ​​the deformation sections, but not in the area of ​​the stiffening section.In the stiffening section, the torsion bar of the rotary stabilizer can thus be mechanically and stably attached to the longitudinal beams, so that it can be ruled out that said torsion bar can come loose in the event of a collision-related deformation of the longitudinal beam.

[0003] The object of the present invention is to create a front-end structure of the type mentioned above which enables more efficient energy absorption in frontal collisions.

[0004] This problem is solved according to the invention by a pre-structure with the features of claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the dependent claims.

[0005] The inventive front structure for a car body comprises respective longitudinal members of a main longitudinal member plane, which in their extension direction have a front and a rear deformation element, between which a respective central length section of the corresponding longitudinal member is arranged.

[0006] To enable more efficient energy absorption of the front structure in frontal collisions, the central section of each associated longitudinal member is designed as a buckling point in the event of an impact force. By introducing a main load path with two series-connected energy absorption elements / crash boxes and a central buckling point, improved safety of the front structure can be achieved, resulting in more effective energy absorption in frontal collisions and thus increasing the safety of vehicle occupants.

[0007] The use of two energy absorption elements / crash boxes in series enables significantly more efficient energy absorption compared to conventional systems, resulting in improved protection. Furthermore, the defined folding and buckling of the energy absorption elements / crash boxes allows for controlled deformation with a defined force-displacement ratio, leading to better predictability of the deformation behavior. This arrangement enables effective energy absorption because the two crash boxes work together to absorb and distribute the kinetic energy of the impact.

[0008] The invention can be implemented using steel, aluminum, or other suitable materials, allowing flexibility in material selection and potential weight savings.

[0009] Overall, the invention leads to improved frontal impact protection with a multitude of benefits for vehicle occupants and higher efficiency in energy absorption.

[0010] In an advantageous embodiment of the invention, the two longitudinal beams are connected to each other via a transverse structure, which is arranged in the area of ​​the respective bending points. The transverse structure provides particularly good support for the deformation elements and the central length section with the bending point of each longitudinal beam, so that its deformation behavior can be reliably controlled.

[0011] In this context, it has proven further advantageous if the transverse structure has two crossbeams, one of which is positioned in the longitudinal direction of the vehicle upstream of the respective articulation point, and the other of which is positioned in the longitudinal direction downstream of the respective articulation point. This also results in particularly good support for the deformation elements and the central longitudinal section with the articulation point for each longitudinal beam, so that its deformation behavior can be reliably controlled.

[0012] Furthermore, it has proven advantageous for the crossbeams of the transverse structure to be arched, and especially for the crossbeams of the transverse structure to be arched in the opposite direction. These measures also serve to provide particularly good support for the deformation elements and the central longitudinal section with the buckling point of each longitudinal beam.

[0013] In a further embodiment of the invention, the respective deformation elements and the respective central length section of the corresponding longitudinal beam are connected to one another via a respective bracket. The positive-locking connection of the energy absorption elements / crash boxes via a rigid bracket ensures a robust and reliable structure that can withstand even demanding collision scenarios.

[0014] This applies in particular if, in a further advantageous embodiment of the invention, the crossbeams of the transverse structure are connected via the respective console to the central length area and the respective deformation element.

[0015] Finally, it has proven advantageous for the rear deformation element of the respective longitudinal member to connect to a front wall cross member. This results in particularly favorable support of the rear deformation element of the respective longitudinal member against the passenger compartment, allowing its deformation behavior to be reliably adjusted.

[0016] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figure alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0017] The single figure shows a partial top view of a front structure for a car body with one of two longitudinal beams.

[0018] According to the single figure, a front-end structure 10 for a passenger car body comprises a longitudinal member 12 of a main longitudinal member plane on each side of the vehicle. In the present case, the left longitudinal member 12, viewed in the forward direction, is shown, with an identical longitudinal member arranged symmetrically on the opposite side of the vehicle, although this is not visible here.

[0019] Of the passenger cell 14 which extends to the rear in the longitudinal direction of the vehicle, only a front wall cross member 16 extending in the area of ​​a front front wall 14 is recognizable, on which the two longitudinal members 12 are supported to the rear or on which they are attached.

[0020] At the front, a bumper cross member 18 is attached and supported to the two longitudinal members 12, which extends over at least approximately the entire width of the vehicle.

[0021] Each of the two longitudinal beams 12 comprises a front deformation element 20 and a rear deformation element 22, which are also referred to as crash boxes, in relation to their direction of extension in the longitudinal direction of the vehicle.

[0022] Between the two deformation elements 20, 22 of the respective longitudinal beam 12, a respective central length section 24 of the corresponding longitudinal beam is arranged, which is designed as a buckling point K in the event of an impact on the corresponding longitudinal beam 12 with an accident-related force, as indicated by an arrow K.

[0023] The front deformation element 20, the rear deformation element 22, and the central longitudinal section 24 of the corresponding longitudinal beam 12 are connected to each other via respective brackets 26 and 28. Since the brackets 26 and 28 are very rigid, a highly reliable and robust structure of the respective longitudinal beam 12 can be achieved. This arrangement enables effective energy absorption, as the two deformation elements / crash boxes 20 and 22 work together to absorb and distribute the kinetic energy of the impact.

[0024] The two longitudinal beams 12 on each side of the vehicle are also connected to each other via a transverse structure 30, which is arranged in the area of ​​the respective bending points K. In this case, the transverse structure 30 comprises two crossbeams: a front crossbeam 32, which is arranged in the longitudinal direction of the vehicle in front of the respective bending point K, and a rear crossbeam 34, which is arranged in the longitudinal direction of the vehicle behind the respective bending point K.

[0025] The two crossbeams 32, 34 of the transverse structure 30 are arched here, namely Oppositely curved. This means that the two crossbeams 32, 34 are arranged closer to each other in a central area of ​​the front structure 10 with respect to the longitudinal direction of the vehicle than in the area of ​​the respective longitudinal beam 12.

[0026] Furthermore, the two crossbeams 32, 34 of the transverse structure 30 are connected to the central length section 24 and the respective deformation element 20, 22 via the respective brackets 26, 28. More precisely, the front crossbeam 32 is connected to the respective front bracket 26 and the rear crossbeam 34 to the respective rear bracket 28 of the corresponding longitudinal beam 12.

[0027] Finally, it becomes clear that in the present case the front deformation element 20 of the respective longitudinal member 12 connects directly to the bumper cross member 18 in the longitudinal direction of the vehicle and that the rear deformation element 22 of the respective longitudinal member 12 connects directly to the front wall cross member 16.

[0028] If, for example, the vehicle is subjected to a force F in the area of ​​the respective longitudinal member 12 during a frontal collision, the respective central length section 24 of the associated longitudinal member 12 is designed as a buckling point K. By introducing a main load path with two energy absorption elements / crash boxes 20, 22 connected in series and a central buckling point K, improved safety of the front structure can be achieved with more effective energy absorption in frontal collisions, thus increasing the safety of the vehicle occupants.

[0029] The use of two energy absorption elements / crash boxes 20, 22 in series enables significantly more efficient energy absorption compared to conventional systems, resulting in improved protection. Furthermore, the defined folding and buckling of the energy absorption elements / crash boxes 20, 22 allows for controlled deformation with a defined force-displacement profile, leading to better predictability of the deformation behavior. This arrangement enables effective energy absorption because the two crash boxes 20, 22 work together and their deformation behavior can be coordinated to optimally absorb and distribute the kinetic energy of the impact. This results in significantly more effective energy absorption and reduces the stress on the components over time, as the forces can be dissipated in a more controlled manner.

[0030] In the present case, deformation elements 20, 22 made of both steel and aluminum alloys and in various designs, for example as sheet metal shell components, extruded parts, or the like, can be used and offer a versatile solution for frontal impact protection in various vehicle types. The brackets 26, 28 can, for example, be designed as cast components made of a steel or aluminum alloy. Other manufacturing and construction methods are also conceivable. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2013 015 615 A1

[0002]

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