Mounting profile system with small overlap function

Abstract

Mounting profile system (100) with small overlap function, comprising at least one first longitudinal member (110) of a motor vehicle (200), wherein the at least one first longitudinal member (110) comprises a front end face (111), wherein a baffle plate (130) is arranged on the front end face (111) of the at least one first longitudinal member (110), wherein the baffle plate (130) is attached to the front end face (111) of the at least one first longitudinal member (110) and projects beyond the at least one first longitudinal member (110) in the direction of the outer sides (210) of the motor vehicle (200) and comprises a fastening point (131), wherein a support element (140) is arranged at the fastening point (131), wherein the support element (140) is designed as a sheet steel structure or aluminum extrusion profile, wherein the support element (140) is spaced apart from the at least one first longitudinal member (110) by a gap.

Description

[0001] The invention relates to a mounting profile system with small overlap function.

[0002] In a small-overlap test, or small-overlap accident, a vehicle with only 25 percent overlap is driven into a barrier. This is intended to simulate a collision with an oncoming vehicle or, for example, a bridge pier. In such a collision, different loads act on the vehicle than with a larger overlap. This can lead to the vehicle's normally installed passive safety systems no longer being effective. At least a longitudinal member installed in the front area is not directly hit.

[0003] In this type of test or accident, the force input acts outside the reinforced structures of the vehicle chassis, which are designed to absorb the impact energy of frontal collisions.

[0004] To remedy this problem, CN115675347 A discloses another anti-collision cross member support structure comprising an anti-collision cross member and a front side member outer panel, wherein an energy absorption box is disposed between the front side member outer panel and the anti-collision cross member, the rear end of the energy absorption box being fixedly connected to a front guard cross member mounting plate, and the front guard cross member mounting plate and the anti-collision cross member are arranged in a spaced-apart manner in the X direction. A support box is fixedly attached to the end face of the front bumper beam mounting plate facing the front side member outer panel, and one side of the support box is fixed to the front side member outer panel.

[0005] DE 10 2014 216 478 A1 discloses a body assembly for a motor vehicle, comprising a longitudinal member assembly, a bumper cross member, and a support element. The bumper cross member is attached to one end of the longitudinal member assembly, and an end portion of the bumper cross member projects transversely beyond the longitudinal member assembly. The support element is attached to the end portion of the bumper cross member and extends rearwardly in the vehicle's longitudinal direction over a predetermined length. Preferably, the support element extends substantially parallel to the longitudinal member assembly. The support element is arranged or formed at a predetermined distance from the longitudinal member assembly.

[0006] DE 10 2021 114 638 A1 discloses a system for handling lateral loads in a vehicle. The system includes a cross member and one or more structures that may be deformable. The cross member is arranged laterally, spanning a first frame rail arranged on a first side of the vehicle and a second frame rail arranged on a second side of the vehicle. The structure is attached to a lateral side of the vehicle, arranged longitudinally forward of the cross member, arranged laterally outward of the first frame rail, and configured to deform in a narrow overlap collision. The structure is configured to exert a lateral force on one end of the cross member under load to cause lateral displacement of the vehicle.A vehicle may include a structure on each side of the vehicle to produce lateral displacement of the vehicle away from a colliding rigid barrier.

[0007] It is therefore an object of the invention to provide a mounting profile system with a small overlap function. The invention is intended to enable a force-conducting effect in an accident situation in order to guide an impacting object past the motor vehicle or to displace the motor vehicle against the object. This leads to a reduction in the force acting on a vehicle occupant and the existing body structure being able to be largely preserved. The bypassing is to be understood as redirecting a force impacting the motor vehicle so that the impacting object can slide off. This makes it possible to implement a "small overlap function."

[0008] For this purpose, the invention provides a mounting profile system with a small overlap function according to claim 1. Advantageous embodiments can be found in the subclaims and the description.

[0009] The mounting profile system with the small overlap function can be designed for use in passenger cars (PCs), trucks (Trucks), or buses. For the purposes of the disclosure, the individual axes and planes, as well as the rotational and pivoting movements, refer to the vehicle coordinate system commonly used in vehicle construction. The origin of the coordinate system is at the center of gravity of the vehicle. A positive X-axis points in the direction of travel. A positive Z-axis points toward the vehicle roof, i.e., upwards. A positive Y-axis is perpendicular to the driver's door of a left-hand drive vehicle and points to the left in the direction of travel. Not only directed movements but also moments can occur on the vehicle. The moments occur around the coordinate axes.

[0010] Movement around the X-axis is called roll, movement around the Y-axis is called pitch, and movement around the Z-axis is called yaw. Yaw can also be described as "skidding."

[0011] One subject of the invention is a mounting profile system with a small overlap function, comprising at least one first longitudinal member of a motor vehicle, wherein the at least one first longitudinal member comprises a front end face, wherein the mounting profile system comprises a baffle plate which is arranged on the front end face, wherein the baffle plate is fastened to the front end face of the at least one first longitudinal member and projects beyond the at least one first longitudinal member in the direction of an outer side of the vehicle and comprises a fastening point, wherein the mounting profile system comprises a support element which is designed as a sheet steel structure or extruded aluminum profile at the fastening point, wherein in normal operation the support element is spaced from the at least one first longitudinal member by a gap. The gap can run parallel to the at least one first longitudinal member. Parallel means in the motor vehicle coordinate system in the direction of the X-axis.The support element can also be designed as an extruded profile. The support element can be made of aluminum or comprise aluminum.

[0012] Normal operation of a motor vehicle refers to its use under the conditions and circumstances for which it was designed. Normal operation means that the vehicle is used without accidents, as is typical under everyday conditions and as intended by the vehicle manufacturer. In an accident situation, the vehicle is no longer roadworthy due to deformations of the bodywork that occur.

[0013] The front end face of the at least one first longitudinal member can be oriented toward a bumper. The bumper can extend in the direction of the Y-axis in the vehicle coordinate system.

[0014] A sheet steel structure can offer various advantages as a support element in body construction.

[0015] Steel sheets or sheet steel structures can be easily formed into complex shapes through various processes such as deep drawing, bending, and stamping, allowing for flexible design of support structures. This can be useful for adapting to specific design requirements of vehicle bodies.

[0016] By forming steel sheets, profiles can be produced that offer greater rigidity than solid extruded profiles at the same weight. Lightweight yet rigid structures are of great importance in vehicle construction for improving efficiency and reducing fuel consumption.

[0017] Sheet steel structures can be designed to fit seamlessly into the overall body design, resulting in a consistent design and simplifying manufacturing.

[0018] Sheet steel structures are generally easier to repair than extruded sections. If damaged, parts can be cut out and replaced with new ones.

[0019] The sheet steel structure can be constructed in one or more parts. The individual components can be joined together mechanically and securely using a welding process.

[0020] The sheet steel structure and the impact plate can be formed as a single piece, meaning both components can be made of steel or steel. This design can be advantageous because other joining techniques are possible, such as with mixed materials.

[0021] Aluminum extruded profiles can play an important role in car body construction. These extruded profiles offer the advantage of enabling significant weight reduction compared to steel components without compromising on strength. The ability to design extruded profiles with extremely complex cross-sections allows the development of vehicle components with tailored properties that can fulfill additional tasks in addition to their structural function.

[0022] In other words, the term “projecting” can be understood as extending the impact plate towards the outside of the vehicle.

[0023] The outer side of the vehicle for the at least one first longitudinal member is to be understood in relation to the driver's door or its surface or side of a left-hand drive vehicle, in other words, in the direction of the positive Y-axis in the vehicle coordinate system, starting from the impact plate of the at least one first longitudinal member. In the case of a second longitudinal member, the impact plate would project beyond or extend the second longitudinal member in the direction of the negative Y-axis. Thus, the impact plates of the respective longitudinal member would each point toward the outer side of the motor vehicle and project beyond the respective longitudinal member at least in this direction.

[0024] The bumper of the motor vehicle runs parallel to the front end face or can be fastened to the impact plate of the at least one first longitudinal member fastened there or by the impact plate to the at least one first longitudinal member.

[0025] In an advantageous further development, the fastening point between the support element and the impact plate and / or the sheet steel structure can be formed with blind rivets and / or weld points. The fastening point can comprise several, but at least two, fastening points.

[0026] In an advantageous further development, the fastening point can be designed as a screw connection, wherein at least one weld nut, alternatively or additionally at least one rivet nut, alternatively or additionally at least one flow-drilling screw (FDS®) is arranged on the support element or the impact plate to create the screw connection between the support element and the impact plate. The screw connection can run in the direction of the positive or negative X-axis, whereby in an accident situation, a force can be applied in the tensile or compressive direction of the screw connection, which leads to a higher mechanical strength of the screw connection. The same applies to blind rivets or welded connections.

[0027] In a further advantageous development, the support element runs from the impact plate at a distance from the at least one first longitudinal member in the X direction, but does not touch it. The support element can run parallel to the at least one first longitudinal member. The term "not touching" should be understood to mean that the support element does not touch the at least one first longitudinal member during normal operation without an accident. The distance from the support element to the at least one first longitudinal member is necessary so that the support element can pivot or yaw in the event of a crash, i.e., execute a pivoting movement about the Z axis.

[0028] In a further development, the support element can be designed as a sheet steel structure. The sheet steel structure can comprise steel or be made of steel. High-strength steels can be used in particular. Alternatively or additionally, the support element can also comprise a mix of materials. Adhesive techniques can be used to bond the individual materials. High-strength steels are materials that have been specifically developed to offer higher tensile strength compared to conventional structural steels. "High-strength" in this context means that these steels are more resistant to mechanical stress, meaning that less material needs to be used to perform the same function under the same load.

[0029] Tensile strength is a measure of how much tensile stress a material can withstand before failure—that is, before it breaks or permanently deforms. It is expressed in megapascals (MPa) or sometimes in kilopounds per square inch (ksi).

[0030] The increased strength values ​​of high-strength steels can be achieved through various alloying elements such as chromium, nickel, molybdenum, vanadium, and titanium, as well as through special heat treatment processes. These elements improve various properties of the steel, including its wear resistance, corrosion resistance, and hardness.

[0031] The term "high-strength" can vary. High-strength steel classification begins at a tensile strength of approximately 700 MPa. Ultra-high-strength steels can reach values ​​of over 1000 MPa.

[0032] In a further advantageous embodiment, the impact plate comprises an at least partially circumferential flange extending at an angle of approximately 90 degrees to the end face. The flange can serve to mechanically stiffen the impact plate. An angle of approximately 90 degrees encompasses all angles of 90 degrees + / - 10 degrees, in particular of 90 degrees + / - 5 degrees.

[0033] In sheet metal processing, flanging is a method of folding or rolling the edge of a sheet metal. This can be done for various reasons, such as reinforcing the sheet edge and increasing structural rigidity.

[0034] A "90-degree hem" specifically refers to a hemming process in which the edge of the sheet metal is bent at a right angle, essentially 90 degrees to the original plane of the sheet metal. The hemmed edge thus forms a right angle to the rest of the sheet metal after hemming.

[0035] In a further development, the support element comprises a multi-chamber profile or a steel sheet structure which is formed in the transverse direction, in particular in the Z direction, to the at least one first longitudinal member and / or to the second longitudinal member.

[0036] The multi-chamber profile of the extruded profile refers to a design that can be characterized by the imitation of at least one geometric structure. The structure can be designed as a lattice structure. This structure can consist of crossed ribs forming a three-dimensional network. By varying the lattice density and design, specific mechanical properties can be achieved.

[0037] In an advantageous further development, the support element comprises at least one right angle in cross-section, wherein a mounting side of the support element is arranged on the impact plate and a first contact surface of the support element extends from the mounting side of the support element at a right angle in the X direction. The support element can be rounded or beveled at at least one corner.

[0038] In a further development, the support element comprises a first contact side which is aligned towards the first longitudinal member and is spaced apart from the first longitudinal member by a gap, wherein in an accident situation of the motor vehicle upon deformation of the impact plate, a first contact side of the support element can be brought into contact with the at least one first longitudinal member and upon contact with the at least one first longitudinal member, force is introduced into the at least one first longitudinal member by the support element.

[0039] The at least one first longitudinal member can be displaced by the support element, causing the at least one first longitudinal member to buckle. This can dampen further rotation of the impact plate and / or the support element.

[0040] In an advantageous further development, the support element comprises a second contact side which adjoins the first contact side and can be brought into contact with the at least one first longitudinal member in the accident situation.

[0041] In an advantageous embodiment, the first contact side and the second contact side are connected to one another via a beveled surface. The first contact side and the second contact side can be aligned at an angle of approximately 90 degrees to one another. The beveled surface forms an angle of approximately 135 degrees with the first contact side and the second contact side, i.e., an angle of 135 degrees + / - 10 degrees, in particular + / - 5 degrees.

[0042] In an accident situation, the support element or the impact plate can pivot or yaw, i.e. perform a pivoting movement about the Z-axis. The support element is brought into contact with the at least one first longitudinal member by a force on the support element or the impact plate. The support element rolls over the first contact surface, the beveled surface and the second contact surface on the at least one first longitudinal member, wherein the at least one first longitudinal member exerts a counterforce against the support element during the pivoting movement about the Z-axis. The longitudinal member can buckle, causing the support element or the impact plate to pivot further about the Z-axis and slide off the barrier.

[0043] In a further advantageous development, the mounting profile system comprises a second longitudinal member which is spaced from the at least one first longitudinal member and runs parallel or arrowed thereto.

[0044] Arrowhead means that the at least one first longitudinal member and the second longitudinal member do not run parallel to each other. The at least one first longitudinal member and the second longitudinal member may form an angle.

[0045] Alternatively or additionally, the second longitudinal member comprises a front end face, wherein the mounting profile system comprises a further impact plate arranged on the front end face of the second longitudinal member. The further impact plate is fastened to the front end face of the second longitudinal member and projects beyond the second longitudinal member in the direction of the outer sides of the motor vehicle and comprises a further fastening point, wherein the mounting profile system comprises a further support element arranged at the further fastening point on the further impact plate. The further support element is designed as a sheet steel structure or as an extruded aluminum profile, wherein the further support element is spaced from the second longitudinal member by a further gap.

[0046] The front end face of the second longitudinal member can be oriented toward the bumper. The bumper can extend along the Y-axis in the vehicle coordinate system. The bumper can connect the at least one first longitudinal member and the second longitudinal member via its end faces. The impact plate of the at least one first longitudinal member and / or the further impact plate of the second longitudinal member can each be arranged between the longitudinal member and the bumper.

[0047] In an advantageous development, a cross strut is arranged between the at least one first longitudinal member and the second longitudinal member, mechanically connecting the at least one first longitudinal member and the second longitudinal member. The cross strut can run orthogonally to the at least one first longitudinal member and the second longitudinal member. Alternatively or additionally, the cross strut can run in a plane with the at least one first longitudinal member and the second longitudinal member, in particular in the XY plane in the vehicle coordinate system.

[0048] The at least one first longitudinal member and the second longitudinal member can mechanically support each other via the cross brace. In an accident situation, this provides additional stiffening between the at least one first longitudinal member and the second longitudinal member.

[0049] The second longitudinal member, its further impact plate and its further support element and their connection and arrangement to one another can be designed analogously to the above development of the at least one first longitudinal member and its impact plate, its support element and their connection and arrangement to one another.

[0050] The invention is described below purely by way of example with reference to the drawings. They show: Fig. 1 a mounting profile system with small overlap function; Fig. 2 a mounting profile system with small overlap function in plan view; and Fig. 3 a mounting profile system with small overlap function in an accident situation.

[0051] The figures are described coherently and comprehensively. The same reference symbols are assigned to the same components.

[0052] Fig. 1 shows a mounting profile system 100 with a small overlap function. Comprising at least one first longitudinal member 110 of a motor vehicle 200, wherein the first longitudinal member 110 has a front end face 111, wherein the front end faces 111 are oriented in the direction of a bumper. A baffle plate 130 is arranged between the front end faces 111 of the at least one first longitudinal member 110, wherein the baffle plate 130 is fastened to the front end face 111 of the at least one first longitudinal member 110 and projects beyond the at least one first longitudinal member 110 in the direction of the outer sides 210 of the motor vehicle 200 and comprises a fastening point 131, wherein a support element 140 is arranged on the baffle plate 130 at the fastening point 131. The support element 140 is designed as a sheet steel structure or as an extruded aluminum profile, wherein the support element 140 is spaced from the at least one first longitudinal member 110 by a gap 145.The gap 145 can run parallel to the at least one first longitudinal member 110.

[0053] The second longitudinal member 120 is spaced from the at least one first longitudinal member 110 and runs parallel to it. The first longitudinal member 110 and the second longitudinal member 120 can also be arranged at an angle to one another. A cross strut 150 is arranged between the at least one first longitudinal member 110 and the second longitudinal member 120, which cross strut mechanically connects the at least one first longitudinal member 110 and the second longitudinal member 120. The at least one first longitudinal member 110 and the second longitudinal member 120 are mechanically supported on one another. The second longitudinal member 120 comprises a front end face 121 with a further impact plate 135, wherein the front end face 121 is oriented in the direction of a bumper.

[0054] The fastening point between the support element 140 and the impact plate 130 is formed with blind rivets and / or weld points. The fastening point can also be designed as a screw connection, with weld nuts or rivet nuts arranged on the support element 140 to establish a screw connection between the support element 140 and the impact plate 130. This creates a plurality of fastening points 133.

[0055] The figures are represented in the vehicle coordinate system 300. The individual axes and planes, as well as the rotational and pivoting movements, refer to this vehicle coordinate system 300, which is common in vehicle construction. The origin of the vehicle coordinate system 300 is at the center of gravity of the vehicle. A positive X-axis points in the direction of travel. A positive Z-axis points toward the vehicle roof, i.e., upwards. A positive Y-axis is perpendicular to the driver's door of a left-hand drive vehicle and points to the left in the direction of travel. Not only directed movements but also moments can occur on the vehicle. The moments occur around the coordinate axes.

[0056] Movement around the X-axis is called roll, movement around the Y-axis is called pitch, and movement around the Z-axis is called yaw. Yaw can also be described as "skidding."

[0057] Fig. Figure 2 shows a top view of the mounting profile system 100 with small overlap function. The fastening point 131 is designed as a screw connection. The support element 140 extends from the impact plate 130 at a distance from the at least one first longitudinal member 110, but does not touch it, thereby forming a gap 145. The gap 145 enables a yaw movement of the support element 140 when the impact plate 130 is subjected to force upon impact with a barrier 400.

[0058] The pivoting of the impact plate 130 can occur upon impact with the barrier 400 or another obstacle. The support element 140 is thereby brought into contact with the at least one first longitudinal member 110.

[0059] The support element 140 forms a multi-chamber profile in the transverse direction, particularly in the Z direction. The support element 140 comprises at least one right angle in cross-section, with a mounting side of the support element 140 being arranged on the impact plate 130 and a first contact surface of the support element 140 extending from the mounting side of the support element 140 at a right angle in the X direction.

[0060] The support element 140 comprises a first contact side 142 which is aligned towards the at least one first longitudinal member 110 and is spaced apart from the at least one first longitudinal member 110 by a gap 145, wherein in an accident situation of the motor vehicle 200 upon deformation of the impact plate 130, a first contact side 142 of the support element 140 can be brought into contact with the at least one first longitudinal member 110.

[0061] The support element 140 comprises a second contact side 143, which adjoins the first contact side 142 and can be brought into contact with the at least one first longitudinal member 110 in an accident situation. The first contact side 142 and the second contact side 143 are connected to each other via a beveled surface 144.

[0062] Fig. Figure 3 shows a mounting profile system with a small overlap function in an accident situation. At least one first longitudinal member 110, the impact plate 130, and the support element 140 have impacted the barrier 400.

[0063] The support element 140 comprises the first contact side 142, which is aligned towards the at least one first longitudinal member 110, wherein in the accident situation of the motor vehicle 200 the impact plate 130 was deformed and the first contact side 142 of the support element 140 was brought into contact with the at least one first longitudinal member 110.

[0064] The support element 140 comprises the second contact side 143, which adjoins the first contact side 142 and, in an accident situation, is brought into contact with the at least one first longitudinal member 110. The first contact side 142 and the second contact side 143 are connected to one another via the beveled surface 144. The beveled surface 144 enables a controlled buckling of the at least one first longitudinal member 110 without an edge of the support element 140 penetrating the at least one first longitudinal member 110.

[0065] The invention is not limited to the described embodiments. Within the scope of the invention, all described and / or illustrated features can be combined with one another in any way, unless otherwise stated. REFERENCE SYMBOL: 100 mounting profile system 110 First longitudinal member 111 Frontal surface 120 Second longitudinal member 121 Frontal surface 130 baffle plate 131 attachment point 133 attachment point 135 Additional baffle plate 140 support element 142 First contact page 143 Second contact page 144 Beveled surface 145 gap 150 cross brace 200 motor vehicles 210 Outside 300 vehicle coordinate system 400 Barrier QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] CN 115675347 A

[0004] DE 10 2014 216 478 A1

[0005] DE 10 2021 114 638 A1

[0006]

Claims

[1] Mounting profile system (100) with small overlap function, comprising at least one first longitudinal member (110) of a motor vehicle (200), wherein the at least one first longitudinal member (110) comprises a front end face (111), wherein the mounting profile system (100) comprises a baffle plate (130) which is arranged and fastened to the front end face (111) of the at least one first longitudinal member (110), wherein the baffle plate (130) projects beyond the at least one first longitudinal member (110) in the direction of the outer side (210) of the motor vehicle (200) and comprises a fastening point (131), wherein the mounting profile system (100) comprises a support element (140) which is arranged at the fastening point (131) on the baffle plate (130), wherein the support element (140) is designed as a sheet steel structure or aluminum extruded profile, wherein in normal operation the support element (140) is separated by a gap (145) to which at least one first longitudinal member (110) is spaced. [2] Mounting profile system (100) with small overlap function according to claim 1, characterized in that the fastening point (131) between the support element (140) and the impact plate (130) is formed with blind rivets and / or welding points. [3] Mounting profile system (100) with small overlap function according to at least one of the preceding claims, characterized in that the fastening point (131) is designed as a screw connection, wherein at least one weld nut and / or at least one rivet nut is arranged on the support element (140) or the impact plate (130) for producing the screw connection between the support element (140) and the impact plate (130). [4] Mounting profile system (100) with small overlap function according to at least one of the preceding claims, characterized in that the support element (140) in normal operation runs at a distance from the impact plate (130) to the at least one first longitudinal member (110) in the X direction, but does not touch the latter. [5] Mounting profile system (100) with small overlap function according to at least one of the preceding claims, characterized in that the support element (140) comprises a multi-chamber profile or a sheet steel structure which is formed in the transverse direction, in particular in the Z direction, to the at least one first longitudinal member (110). [6] Mounting profile system (100) with small overlap function according to at least one of the preceding claims, characterized in that the support element (140) comprises at least one right angle in cross section, wherein a mounting side of the support element (140) is arranged on the impact plate (130) and a first contact surface of the support element (140) extends from the mounting side of the support element (140) at a right angle in the X direction. [7] Mounting profile system (100) with small overlap function according to at least one of the preceding claims, characterized in that the support element (140) comprises a first contact side (142) which is aligned towards the at least one first longitudinal member (110) and is spaced from the at least one first longitudinal member (110) by a gap (145) during normal operation, wherein in an accident situation of the motor vehicle (200) upon deformation of the impact plate (130) the first contact side (142) of the support element (140) can be brought into contact with the at least one first longitudinal member (110) and upon contact with the at least one first longitudinal member (110) force is introduced into the at least one first longitudinal member (110) by the support element (140). [8] Mounting profile system (100) with small overlap function according to claim 7, characterized in that the support element (140) comprises a second contact side (143) which adjoins the first contact side (142) and can be brought into contact with the at least one first longitudinal member (110) in the accident situation. [9] Mounting profile system (100) with small overlap function according to claim 8, characterized in that the first contact side (142) and the second contact side (143) are connected to each other via a beveled surface (144). [10] Mounting profile system (100) with small overlap function according to at least one of the preceding claims, characterized in that the mounting profile system (100) comprises a second longitudinal member (120), wherein the second longitudinal member (120) is spaced from the at least one first longitudinal member (110) and runs parallel or arrowed thereto, and / or the second longitudinal member (120) comprises a front end face (121), wherein the mounting profile system (100) comprises a further impact plate (135) which is fastened to the front end face (121) of the second longitudinal member (120), wherein the further impact plate (135) projects beyond the second longitudinal member (120) in the direction of the outer side (210) of the motor vehicle (200) and comprises a further fastening point, wherein the mounting profile system (100) comprises a further support element which is arranged at the fastening point on the further impact plate (135),wherein the further support element is designed as a steel sheet structure or aluminum extruded profile, wherein the further support element is spaced from the second longitudinal member (120) by a further gap during normal operation.

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