Vehicle with a crash management system

Abstract

The invention relates to a vehicle with a crash management system (CMS) with at least one CMS cross member (1, 3), in particular with an upper CMS cross member (1) arranged in an upper load plane and with a lower CMS cross member (3) arranged in a lower load plane, wherein the CMS cross member (1, 3) has a cross member middle segment (9) which can be connected to a body support structure (17, 21) of the vehicle, and at least one cross member outer segment (11) which projects beyond the body support structure (17, 21) in the vehicle transverse direction (y) to the outside of the vehicle with a lateral projection, wherein the cross member outer segment (11) is integrated in a crash load path with little lateral overlap in the event of a crash.According to the invention, the cross member outer segment (11) is designed as a wheel actuating element which, in the event of a crash, presses with a slight lateral overlap from a crash barrier (23) onto the front inner side (25) of the vehicle front wheel (31) facing the crash.

Description

[0001] The invention relates to a vehicle with a crash management system according to the preamble of claim 1.

[0002] In a frontal crash simulation with small lateral overlap (small overlap crash), the crash force is introduced into the vehicle by a crash barrier in the transverse direction outside the actual body support structure. A generic vehicle has a crash management system (CMS) with at least one CMS cross member. This consists of a cross member center segment that is connected to a body support structure of the vehicle and of at least one cross member outer segment that projects beyond the body support structure with a lateral overhang to the outside of the vehicle in the transverse direction. In a crash with small lateral overlap, the cross member outer segment is integrated into a crash load path.

[0003] In the current state of the art, such a frontal crash with limited lateral overlap can lead to difficult-to-control wheel kinematics of the front wheel of the vehicle facing the crash, in which the rear side of the front wheel of the vehicle facing the crash turns inward. This can cause the front wheel of the vehicle to be integrated into the crash load path and / or cause the front wheel to lock with the vehicle's body structure.

[0004] DE 10 2010 031 089 A discloses a generic motor vehicle with at least one passenger compartment and a front end, which has two longitudinal engine members projecting forward in the vehicle's longitudinal direction. At the front ends of these two longitudinal engine members, at least one bumper cross member is arranged, extending primarily in the vehicle's transverse direction and having sections projecting beyond the ends of the longitudinal engine members on both sides. In a frontal crash with slight overlap, the section of the bumper cross member directly affected by the crash is bent backward onto a front wheel located behind it. The free end of the section strikes the inner rim flange of the front wheel and, upon further deformation, pushes it toward the center of the vehicle, causing the front wheel to turn in. Further crash management systems are known from DE 10 2012 004 682 A1, US 2015 / 0000995 A1 and DE 10 2012 014 449 A1.

[0005] US 2001 / 0024053 A1 discloses a body structure for a vehicle having a toe board facing a rear portion of a front wheel, a side frame extending in a longitudinal direction of the vehicle, and a bumper beam extending in the width direction of the vehicle and connected to a front end of the side frame. It absorbs an impact exerted by the front of the vehicle with a front wheel rotation guide device provided on the bumper beam for guiding a front portion of the front wheel to rotate inward when an impact is applied to the bumper beam.

[0006] The object of the invention is to provide a vehicle with a crash management system in which, in the event of a crash with a small lateral overlap, the wheel kinematics of the front wheel of the vehicle facing the crash are more favorable than in the prior art.

[0007] The object is solved by the features of claim 1. Preferred developments of the invention are disclosed in the subclaims.

[0008] The invention relates to a vehicle with a crash management system having at least one CMS cross member. The CMS cross member has a cross member center segment that can be connected to a body support structure of the vehicle. In addition, the CMS cross member has at least one cross member outer segment that projects beyond the body support structure in the vehicle transverse direction with a lateral overhang. In the event of a crash with slight lateral overlap, the outer segment of the cross member facing the crash is integrated into a crash load path. According to the invention, the following measure is taken to prevent a disadvantageous turning of the rear of the vehicle's front wheel toward the inside of the vehicle: The outer segment of the cross member facing the crash is designed as a wheel actuating element that, in the event of a crash with slight lateral overlap, presses from a crash barrier onto the front inside of the vehicle's front wheel facing the crash.In this way, the rear side of the vehicle's front wheel rotates outward in one direction. Alternatively, at least the rear side of the vehicle's front wheel is prevented from turning inward in the transverse direction, resulting in vehicle front wheel kinematics that are easier to control than with the state of the art.

[0009] To ensure that the cross member outer segment is moved in a targeted manner toward the front inside of the facing vehicle front wheel in the event of a crash, the following measures are taken according to the invention: The cross member outer segment is connected to the cross member center segment via a predetermined separation point. In the event of a crash, the cross member outer segment separates from the cross member center segment at the predetermined separation point. The cross member outer segment can therefore be moved independently of the cross member center segment along a predefined movement path toward the front inside of the vehicle front wheel.

[0010] In a technical implementation, the crash management system can have a CMS longitudinal member on each side of the vehicle that extends the body support structure in the vehicle's longitudinal direction. This member terminates at the crossmember's center segment and is connected to it. The crossmember's outer segment can extend in an arc from the predetermined separation point to the rear of the vehicle in the vehicle's longitudinal direction.

[0011] To control the movement path of the cross member's outer segment in the event of a crash, a support strut can be assigned to the cross member's outer segment. The support strut can be connected with its vehicle-outer strut end to a laterally outer connection point on the cross member's outer segment. The laterally outer connection point is preferably spaced from the predetermined separation point by a sufficiently large radian. The support strut's vehicle-inner strut end is preferably connected directly to the CMS longitudinal member.

[0012] The CMS longitudinal member can be terminated at its rear end with a baffle plate that can be flanged to the body structure. A structurally simple support strut connection can be implemented as follows: The baffle plate of the CMS longitudinal member can have a dual-function connection bracket to which the support strut can be connected with its inner strut end.

[0013] In the event of a crash, the support strut can be used to prevent the cross member outer segment from bending or folding around the intended separation point towards the inside of the vehicle. Such folding of the cross member outer segment would result in the cross member outer segment moving into an area out of engagement with the vehicle's front wheel. Instead, according to the invention, in the event of a crash, the cross member outer segment is supported on the support plane, building up tensile stress in the CMS cross member. This tensile stress leads to the cross member outer segment tearing off at the intended separation point. As the crash progresses, the support strut can act as a guide element that supports a predefined displacement of the cross member outer segment towards the inside of the vehicle's front wheel.

[0014] In a specific embodiment, the crash management system defines an upper load plane and a lower load plane. An upper CMS cross member with an upper cross member center segment and at least one upper cross member outer segment is arranged in the upper load plane. In contrast, a lower CMS cross member is arranged in the lower load plane, which consists of a lower cross member center segment and at least one cross member segment. The upper and lower CMS cross members are spaced apart from each other by a height offset in the vertical direction of the vehicle.

[0015] In the specific design described above, the outer ends of the upper and lower cross member outer segments, which are laterally outer in the vehicle's transverse direction, can be connected to each other with a vertical strut to ensure sufficient dimensionally stability of the crash management system. In a dual function, the vertical strut can also be designed as a pressure element that presses against the inside of the vehicle's front wheel in the event of a crash.

[0016] The vehicle's body support structure can have a body longitudinal member in the upper load plane on each side of the vehicle, extending in the vehicle's longitudinal direction. An upper CMS longitudinal member of the crash management system can be connected to its front end. Furthermore, the body support structure can have a subframe in the lower load plane, to whose front end a lower CMS longitudinal member of the crash management system is connected on each side of the vehicle.

[0017] The vehicle front wheel has a rim with a rim well, an inner rim flange, and an outer rim flange. The outer rim flange is rigidly mounted on a rim star, while the inner rim flange has reduced component rigidity. According to the invention, the cross member outer segment, designed as a wheel adjuster, acts directly against the inner rim flange of the vehicle front wheel so that the rear of the vehicle front wheel rotates outwardly of the vehicle, or at least prevents the rear from rotating inwardly.

[0018] An embodiment of the invention is described below with reference to the accompanying figures. They show: Fig. 1 to 4 are different views illustrating the structure and functioning of the crash management system according to the invention; Fig. 5 to 8 are views of a comparative example not covered by the invention.

[0019] For a simpler understanding of the invention, reference is first made to the Fig. 5 to 8, in which a comparative example not covered by the invention is illustrated. In the Fig. Figure 5 shows a crash management system (CMS) for a two-track vehicle, which comprises an upper CMS cross member 1 in an upper load level and a lower CMS cross member 3 in a lower load level. For reasons of clarity, the vehicle outer skin and various add-on components of the crash management system have been omitted.

[0020] The two CMS cross members 1, 3 are spaced apart from each other by a height offset Δz in the vehicle vertical direction z. Fig. 1, the CMS crash management system is shown on only one side of the vehicle. The CMS crash management system is mirrored on the other side of the vehicle with respect to the vehicle's center longitudinal axis.

[0021] As from the Fig. 1, the CMS crash management system has both an upper CMS longitudinal member 5 and a lower CMS longitudinal member 7. The two CMS longitudinal members 5, 7 terminate at a cross member center segment 9 of the upper and lower CMS cross members 1, 3, respectively, and are connected thereto. The cross member center segment 9 is extended laterally outwards, both in the upper load plane and in the lower load plane, in the vehicle transverse direction y, with a lateral overhang beyond the CMS longitudinal members 5, 7, each with an upper and a lower cross member outer segment 11. Fig. The cross member outer segments 11 of the upper and lower CMS cross members 1, 3 shown in Figure 5 extend in an arc from the cross member center segment 9 toward the outside of the vehicle and toward the rear of the vehicle. To ensure sufficient stability of the crash management system, the two outer ends of the cross member outer segments 11 are connected to each other via a vertical strut 13.

[0022] The one in the Fig. The upper CMS longitudinal member 5 shown in Fig. 5 terminates at its rear end with a baffle plate 15 which is flange-connected to a body longitudinal member 17 of the vehicle (in the Fig. 6 to 8). In contrast, the lower CMS longitudinal member 7 terminates at its rear end with a baffle plate 19, which can be flange-connected to a front end of a subframe 21.

[0023] The following is a description of the sketched views from above. Fig. 6 to 8 describe the crash progression in a frontal crash with small lateral overlap. Accordingly, according to the Fig. 7 a crash barrier 23 laterally outside the body longitudinal member 17 in contact with the cross member outer segment 11. The cross member outer segment 11 is folded over at the transition to the cross member middle segment 9 towards the inside of the vehicle in the direction of the body longitudinal member 17. In the further course of the crash, according to the Fig. 8 the crash barrier 23 is pressed against the inner and outer rim flanges 25, 27 of the vehicle rim 29 of the vehicle front wheel 31. The crash force Fc is introduced in particular into the vehicle outer rim flange 27, which is formed rigidly on the rim star 33. The force introduction into the vehicle outer rim flange 27 leads in the Fig. 8 to a turning E of the rear side of the vehicle front wheel 31 around the wheel center M. This results in a disadvantageous blocking of the vehicle front wheel 31 with the adjacent body structure of the vehicle (not shown).

[0024] In contrast to the comparative example of Fig. 5 to 8, the essence of the invention is that according to the Fig. 1 to 4 the measures described below have been taken to ensure that the Fig. 8 crash-related turning E of the rear side of the crash-facing vehicle front wheel 31 towards the inside of the vehicle. The basic structure of the Fig. The inventive crash management structure CMS shown in Figures 1 to 4 is comparable to the structure of the Fig. 5 to 8, so that reference is made to the previous description. In contrast to the comparison example, according to the Fig. 1 the cross member outer segment 11 of the upper and lower CMS cross member 1, 3 is connected to the respective cross member middle segment 9 via a predetermined separation point 35. The predetermined separation point 35 is in the Fig. 1 is realized by corresponding slots in the respective CMS cross member 1, 3. In addition, a support strut 36 is assigned to each of the cross member outer segments 11 of the upper and lower load levels. The support strut 36 is connected with its vehicle-outer strut end to a laterally outer connection point on the cross member outer segment 11, which is spaced by an arcuate dimension b from the predetermined separation point 35. The vehicle-inner strut end of the upper support strut 36 is connected directly to a connection bracket 39 of the upper impact plate 15, while the lower support strut 36 is laterally attached to the lower CMS longitudinal member 7.

[0025] The following describes the crash progression in a frontal collision with small lateral overlap. Accordingly, the crash barrier 23 is deployed according to the Fig. 3 laterally outside the body longitudinal member 17 in contact with the cross member outer segment 11. The cross member outer segment 11 is supported on the support strut 36, specifically by building up a tensile stress Fz in the CMS cross member 1, 3. The tensile stress Fz leads to a tearing off of the cross member outer segment 11 at the predetermined separation point 35. During the crash, the support strut 36 can initially act as a guide element, which supports a predefined displacement of the cross member outer segment 11 towards the inside of the vehicle front wheel 31, ie towards the vehicle inner rim flange 25 of the wheel rim 29. As the crash progresses, according to the Fig. 4 the support strut 36 is out of its connection point inside the vehicle and is inoperative.

[0026] In contrast to the comparison example, in the Fig. 1 to 4, the vertical strut 13 between the upper and lower cross member outer segments 11 is designed as a pressure element which, in the event of a crash, presses directly against the vehicle-inside rim flange 25 of the vehicle's front wheel 31. In this way, the rear side of the vehicle's front wheel 31 rotates outwardly around the wheel center point M, whereby the vehicle's front wheel 31 can be released from the crash load path and does not become blocked with an adjacent body support structure. LIST OF REFERENCE SYMBOLS: 1 upper CMS cross member 3 lower CMS cross member 5 upper CMS longitudinal member 7 lower CMS longitudinal member 9 Cross member middle segment 11 Cross member outer segment 13 Vertical strut 15 upper baffle plate 17 Body longitudinal members 19 lower baffle plate 21 subframe 23 Crash barrier 25 inner rim flange 27 outer rim flange 29 vehicle wheel rim 31 vehicle wheel 33 rim star 35 Predetermined separation point 36 support strut 39 Connection console CMS crash management system M Wheel center Δz height offset b radian measure FC Crashkraft Fz tensile stress A Turning out E Screw in

Claims

[1] Vehicle with a crash management system (CMS) with at least one CMS cross member (1, 3), wherein the CMS cross member (1, 3) has a cross member central segment (9) which can be connected to a body support structure (17, 21) of the vehicle, and at least one cross member outer segment (11) which projects beyond the body support structure (17, 21) in the vehicle transverse direction (y) to the outside of the vehicle with a lateral projection, wherein the cross member outer segment (11) is integrated into a crash load path in the event of a crash with a small lateral overlap, wherein the cross member outer segment (11) is designed as a wheel actuating element which, in the event of a crash with a small lateral overlap, is pressed by a crash barrier (23) onto the front inner side (25) of the vehicle front wheel (31) facing the crash, characterized bythat the cross member outer segment (11) is connected to the cross member middle segment (9) via a predetermined separation point (35), and that in the event of a crash with slight lateral overlap, the cross member outer segment (11) tears off from the cross member middle segment (9) at the predetermined separation point (35) and can be moved along a predefined movement path independently of the cross member middle segment (9) in the direction of the front inner side (25) of the vehicle front wheel (31). [2] Vehicle with a crash management system (CMS) according to claim 1, characterized by that in the event of a crash with little lateral overlap, the vehicle front wheel (31) rotates with its rear side in a direction of rotation (A) towards the outside of the vehicle, or at least a turning (E) of the vehicle front wheel (31) at its rear side in the vehicle transverse direction (y) towards the inside of the vehicle is prevented. [3] Vehicle with a crash management system (CMS) according to one of claims 1 or 2, characterized bythat the crash management system (CMS) has on each side of the vehicle a CMS longitudinal member (5, 7) which extends the body support structure (17, 21) in the vehicle longitudinal direction (x), which ends at the cross member middle segment (9) of the CMS cross member (1, 3) and is connected thereto, and / or that the cross member outer segment (11) runs in an arc shape in the vehicle longitudinal direction (x) towards the rear of the vehicle, starting from the predetermined separation point (35). [4] Vehicle with a crash management system (CMS) according to one of the preceding claims, characterized byin that a support strut (36) is assigned to the cross member outer segment (11) in order to control the movement path of the cross member outer segment (11) in the event of a crash, and in that the support strut (36) is connected with its strut end on the outside of the vehicle to a laterally outer connection point on the cross member outer segment (11), specifically at a distance of the radian measure (b) from the predetermined separation point (35), and is connected with its strut end on the inside of the vehicle to the CMS longitudinal member (5, 7). [5] Vehicle with a crash management system (CMS) according to claim 4, characterized by that the CMS longitudinal member (5, 7) terminates at its vehicle rear end with a baffle plate (15, 19) which can be brought into flange connection with the body support structure (17, 21), and that the baffle plate (15, 19) is designed to have a dual function with a connecting bracket (39) to which the support strut (36) can be connected. [6] Vehicle with a crash management system (CMS) according to claim 4 or 5, characterized bythat in the event of a crash, the support strut (36) prevents the cross member outer segment (11) from folding over around the predetermined separation point (35) towards the inside of the vehicle, and / or that in the event of a crash, the cross member outer segment (11) is supported on the support strut (36), specifically with the build-up of a tensile stress (Fz) in the CMS cross member (1, 3), which leads to the cross member outer segment (11) being torn off at the predetermined separation point (35), and / or that the support strut (36) acts as a guide element in the further course of the crash, which supports a predefined displacement of the cross member outer segment (11) towards the inside (35) of the vehicle front wheel (31). [7] Vehicle with a crash management system (CMS) according to one of the preceding claims, characterized bythat on each vehicle side in the upper load plane an upper cross member outer segment (11) is connected to an upper cross member middle segment (9) of an upper CMS cross member (1), and in the lower load plane a lower cross member outer segment (11) is connected to a lower cross member middle segment (9) of a lower CMS cross member (3), and that the upper and lower CMS cross members (1, 3) are spaced from one another by a height offset (Δz) in the vehicle vertical direction (z). [8] Vehicle with a crash management system (CMS) according to claim 7, characterized by that the laterally outer ends of the upper and lower cross member outer segments (11) in the vehicle transverse direction (y) are connected to one another by a vertical strut (13), and that the vertical strut (13) is designed as a pressure element which presses against the inner side (25) of the vehicle front wheel (31) in the event of a crash. [9] Vehicle with a crash management system (CMS) according to one of the preceding claims, characterized by that the body support structure in the upper load level has a body longitudinal member (17) on each side of the vehicle, to the front end of which an upper CMS longitudinal member (5) is connected, and / or that the body support structure in the lower load level has a subframe (21) to the front end of which a lower CMS longitudinal member (7) is connected on each side of the vehicle. [10] Vehicle with a crash management system (CMS) according to one of the preceding claims, characterized bythat the vehicle front wheel (31) has a rim (29) with a rim base, a vehicle-inner rim flange (25) and a vehicle-outer rim flange (27), and / or that the vehicle-outer rim flange (27) is formed on a rim star (33) in a rigid manner, while the vehicle-inner rim flange (25) has a reduced component rigidity in comparison, and / or that the cross member outer segment (11) acting as a wheel adjuster presses against the vehicle-inner rim flange (25) of the vehicle front wheel (31) so that the vehicle front wheel (31) rotates with its rear side towards the outside of the vehicle, or at least a turning (E) of the rear side towards the inside of the vehicle is prevented.

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