Front end of a passenger car and passenger cars with such a front end

Abstract

A front end (115) for a passenger car (100), comprising a bumper system (120) with a cross member (130) arranged substantially transversely to the direction of travel of the passenger car (100), which cross member is fastened to two shock absorbers (135, 136) arranged substantially longitudinally to the direction of travel of the passenger car (100), and an air guiding device (140) arranged behind the cross member (130) with respect to a forward direction of travel (125) of the passenger car (100), wherein a catch element (200) is provided which extends substantially transversely to the direction of travel of the passenger car (100), characterized in that the catch element (200) is designed to be connected at both ends to a non-displaceable component of the passenger car (100).

Description

[0001] The invention relates to a front end for a passenger car. Furthermore, the invention relates to a passenger car with such a front end.

[0002] In general, vehicles are known to incorporate various structures designed to improve vehicle behavior in different types of collisions or impacts. The behavior of a vehicle and its various structures, assemblies, and components in the event of a collision can be evaluated using a wide variety of simulations and tests. Bumper systems, in particular, are known as impact-damaging devices that absorb and dissipate impact energy in the event of an impact in such a way that the underlying vehicle support structure, in particular the engine mount, remains as undamaged as possible. For this purpose, bumper systems today include a so-called crash management system (CMS) with cross members, longitudinal members, and deformation boxes or shock absorbers.The shock absorbers, also called crash boxes, can be attached to the respective longitudinal members at one end, i.e., at one axial end, and are connected to the cross member at the other end, i.e., at the opposite end. The energy resulting from an impact is dissipated from the cross member via the shock absorbers into the longitudinal members.

[0003] As part of a complete vehicle test, an analysis of an RCAR bumper test (RCAR stands for “Research Council for Automobile Repairs”, or RCAR for short) is carried out at low speed.

[0004] In a conventional RCAR bumper test, a corner test is performed, which assesses compressive load performance by applying an impact force in a diagonal direction to the cross member of the vehicle. A center test is performed, which assesses load support performance by applying an impact force through an RCAR barrier in an axial direction of the vehicle to a central section of the cross member. In particular, the impact absorbers must be configured to meet the RCAR requirements. In the RCAR load case, the rigid RCAR barrier results in direct force transfer to the impact absorbers, preventing any cross member deformation during impact and causing the impact absorbers to be translationally pushed or compressed in the vehicle's longitudinal direction.

[0005] In the RCAR load case, there is a risk that, as a result of loads or forces in the x-direction, i.e., in the vehicle's longitudinal direction, air guide elements of an air guide device located behind the bumper system in the forward direction of travel, particularly behind the cross member, may intrude further rearward and possibly tear open, potentially damaging a radiator device located further back. To prevent this, catch elements or retaining elements are used that limit or inhibit the rearward displacement of air guide elements or the like in the event of a frontal impact, preventing contact with and / or damage to components of the radiator device.

[0006] EP 2 511 160 A1 discloses a front end for a passenger car comprising a bumper system with a cross member. The cross member is attached to two shock absorbers running longitudinally to the direction of travel. An air guide device is arranged behind the cross member. Furthermore, the front end has a catch element that extends transversely to the direction of travel and is connected to non-movable components of the vehicle.

[0007] DE 10 2016 210 880 A1 discloses a safety catch element with a retaining section running transversely to the direction of travel. This section is connected to two connecting sections, each of which is fixed to a fixed component of the vehicle. The connecting sections are formed integrally with the retaining section.

[0008] DE 10 2020 001 726 A1 discloses a multi-part arresting element in which the retaining section and the connecting sections are designed as separate components. These separate components can be connected to each other during assembly of the front end. DE 3 611 005 A1 also discloses an air guiding device located in front of a retaining section.

[0009] The object of the invention is to provide an alternative front end for a passenger car that improves crash performance in a frontal collision, particularly in the RCAR load case. This object is achieved by the subject matter of the independent claims. Subclaims specify preferred embodiments.

[0010] A front end according to the invention for a passenger car (hereinafter also referred to as "car") comprises a bumper system with a cross member arranged substantially transversely to the direction of travel of the car, which is fastened to two shock absorbers arranged substantially longitudinally to the direction of travel of the car, and an air guiding device which is arranged behind the cross member with respect to a forward direction of travel of the car, wherein a catch element is provided which extends substantially transversely to the direction of travel of the passenger car, wherein the catch element is designed to be connected at both ends to a non-displaceable component of the passenger car.

[0011] The cross member is part of the bumper system (also called crash management system) and is connected to a supporting structure of the car, in particular to an engine mount and / or support elements, via the shock absorbers. The cross member is arranged essentially transversely to the forward or rearward direction of travel of the car and therefore extends in the transverse direction across a large part of the vehicle's width. The shock absorbers run parallel to each other and in the direction of travel, i.e. in the forward or rearward direction of travel of the car. Consequently, the shock absorbers extend in the vehicle's longitudinal direction. In the event of a frontal impact, the cross member absorbs energy and transfers the resulting forces to the shock absorbers, which are consequently compressed in the vehicle's longitudinal direction.

[0012] The catch element is connected or fastened at at least two points. Specifically, the catch element is at least indirectly structurally connected to a first free end and to an opposite or second free end. In other words, the catch element is attached to body-side connection points. This is what is meant by the term "both ends." The non-displaceable component is to be understood as the body-side connection or catch point for connecting the catch element. This catch point, particularly in contrast to the cross member of the bumper system, does not move even during the impact and therefore remains in place. Therefore, the cross member of the bumper system is explicitly not to be understood as a connection point for connecting the free end of the catch element, nor is it intended as such, since the cross member is a failure part in the event of a frontal crash and can deform and / or tear.The non-displaceable component of the car is formed, for example, by a shock absorber, a longitudinal engine member, or a support element, wherein the connection points for connecting the catch element are essentially immovable or stationary, particularly with respect to a radiator device. The support element can be a support bracket of a frame structure of the car. It is of course conceivable for the catch element to be connected or attached at three or more points.

[0013] The catch element can thus be connected at least indirectly to the air guiding device at at least one third connection point. In this sense, the catch element is additionally and at least indirectly connected to the air guiding device according to the invention. “At least indirectly” in this context means that further components can be arranged between the catch element and the air guiding device or that the catch element is fastened to a component of the air guiding device. The connection of the catch element to the air guiding device is provided in particular in the center of the air guiding device, i.e. approximately on the vehicle's longitudinal axis, in order to achieve uniform deformation behavior in the event of a crash. If multiple connection points are provided, these are preferably arranged uniformly or symmetrically to the vehicle's longitudinal axis and / or in the center of the air guiding device.

[0014] The arresting element is preferably made of metal, particularly aluminum or sheet steel. The arresting element can be connected to the fixed component by screwing, clipping, and / or riveting. The fixed component can vary depending on the design of the arresting element and can be selected based on the spatial conditions.

[0015] With such a front end, the crash behavior of the front end of the vehicle is improved in the event of a frontal impact or collision, particularly in the RCAR load case. It is possible to achieve that the cross member can deform unhindered during the frontal impact, particularly in the RCAR load case, and is guided towards the air guide device as a result of the compression of the shock absorbers. The catch element ensures that the air guide device can only deform to a limited extent. This protects, particularly in the RCAR load case, driving-relevant components, devices, and / or elements of the vehicle located behind the air guide device in relation to the forward direction of travel from unintentional damage.

[0016] The air guiding device can have one or more air flaps and / or one or more air passage openings and is intended to guide airflow to the areas and / or components of the vehicle that are to be cooled, in particular to the radiator. The air guiding device, in particular the components of the air guiding device, are preferably made of plastic. The air guiding device can be made from a single part. Alternatively, the air guiding device can have several individual components. The air guiding device or the individual components of the air guiding device are preferably manufactured by injection molding.

[0017] According to one embodiment, the air guiding device is constructed in multiple parts. If the catching element is connected to the air guiding device, the catching element is preferably connected to a lower part of the air guiding device. Accordingly, the air guiding device can further comprise at least one upper part, which is arranged above the lower part with respect to the direction of gravity, wherein the upper part is connected to the lower part during assembly. In particular, a section of the catching element extending substantially transversely to the direction of travel is connected to the lower part of the air guiding device.

[0018] According to the invention, the catch element comprises a retaining section arranged substantially transversely to the direction of travel of the car, a first connecting section arranged at one end of the retaining section for connecting the catch element to the non-displaceable component and a second connecting section arranged at an opposite end of the retaining section for connecting the catch element to the same or another non-displaceable component.

[0019] The retaining section is at least indirectly connected to the air guiding device, and each of the two connecting sections is connected to a respective or the same non-displaceable component. The connecting sections can be designed as longitudinal members extending in the direction of travel of the vehicle.

[0020] The catch element is preferably U-shaped in plan view and in the assembled state, with the connecting sections acting as arms for laterally connecting the catch element to the non-displaceable component, and the retaining section acting as a transverse section for connecting the two connecting sections. This shape simplifies the connection of the catch element to a radiator device or other components, as the connection points can be located further back in relation to the forward direction of travel. The connecting sections can also be designed such that the catch element can be connected vertically offset upwards or downwards.

[0021] The arresting element can be arranged and connected completely behind the air duct with respect to the forward direction of the vehicle. The arresting element can be constructed in one or more parts. The arresting element can be partially guided through parts of the air duct device or components of the air duct device.

[0022] In a first embodiment, the retaining section and the connecting sections of the catch element are formed as a single piece. The catch element can be screwed, clipped, and / or riveted to the air guiding device.

[0023] Longitudinal and / or transverse sections of the catching element can be passed through regions of the air guiding device, in particular recesses, depressions, or openings. In a one-piece design of the catching element, the retaining section is preferably passed through lateral recesses of the air guiding device. The recesses can be depressions, bores, through-openings, or grooves. The recesses can have sealing elements designed to prevent leakage of flow air through the respective recess.

[0024] Alternatively, the retaining section and the connecting sections are separate components that can be connected to one another and optionally to the air guidance device during assembly of the front end, in particular detachably connected. In other words, the arresting element can also be designed in several parts and subsequently joined or connected. The individual parts or sections of the arresting element are, for example, screwed together or welded if necessary during assembly of the front end, i.e., they are firmly bonded. A multi-part design of the arresting element can significantly simplify assembly of the front end. Furthermore, subsequent installation of the arresting element is also possible. A type of modular system can be implemented so that if the front end does not have to be designed for the RCAR load case, the arresting element can easily be dispensed with. However, this is also possible with the one-piece version of the arresting element.

[0025] According to the invention, in a multi-part design of the catch element, the retaining section is connected to the air guiding device from the rear in the forward direction of travel of the car. The connecting sections are preferably each designed to be angular, wherein a transverse section of the respective connecting section extending substantially parallel to the cross member comes into contact with the air guiding device from the front in the forward direction of travel of the car, and wherein a longitudinal section of the respective connecting section extending substantially in the direction of travel of the car is designed to be connected to the non-displaceable component of the car. Bores or holes can be provided on the air guiding device, in particular on a substantially vertically oriented wall of a component of the air guiding device.Through openings must be provided for the passage of connecting elements, in particular screws or bolts, with which the connecting sections are connected to the retaining section.

[0026] By arranging the retaining section of the arresting element behind the air guiding device in the forward direction of the vehicle, the air guiding device or the section of a component of the air guiding device to which the arresting element is connected can be supported on the arresting element in the event of a crash, in particular, can come into contact with it. This improves the support behavior of the air guiding device on the arresting element.

[0027] Of course, it is conceivable to arrange the arresting element in front of the air guiding device relative to the forward direction of the vehicle, regardless of whether it is a single- or multi-part design. The arrangement of the arresting element in front of or behind the air guiding device, in particular a component of the air guiding device that deforms in the RCAR load case, also depends on the available installation space.

[0028] According to the invention, the retaining section has an arrow-shaped design in plan view. The catch element is preferably mirror-symmetrical. This means that the at least indirect connection of the catch element to the air guiding device is arranged approximately in the region of the vehicle's longitudinal axis. The connection point for connecting the catch element to the non-displaceable component of the car is offset rearward. In addition to the better and more flexible connection of the catch element to the surrounding components or elements, the arrow-shaped design of the retaining section realizes a higher counterforce when the retaining section is arranged behind the air guiding device in the forward direction of travel of the car and when the air guiding device is deformed in the RCAR load case. This further improves the support behavior of the air guiding device on the catch element.

[0029] The air guiding device is preferably constructed in multiple parts, comprising at least an upper part and a lower part, with the catch element being connected to the lower part of the air guiding device. In particular, a section of the catch element extending substantially transversely to the direction of travel, i.e., the retaining section, is connected to the lower part of the air guiding device. The upper and lower parts can be connected to one another at a substantially horizontal interface. The upper and lower parts can be provided for assembly purposes in order to enable the air guiding device to be mounted in the frame structure of the vehicle. The interface between the upper and lower parts can serve as a type of predetermined breaking point or predetermined bending point in the RCAR load case.

[0030] The front end according to the invention can advantageously be used in a passenger car according to the invention. The front end according to the first aspect of the invention, with the bumper system, is arranged at the front of the car with respect to the forward direction of travel. A bumper system or an impact-damping device can also be provided at the rear of the car.

[0031] A passenger car is a motorized road vehicle primarily designed and built for the transportation of people. A passenger car typically has four wheels and offers space for a limited number of passengers. A passenger car can have various body styles, including sedans, station wagons, coupes, convertibles, SUVs, compact cars, and others. According to the first aspect of the invention, the front end of the car can be advantageously used for each of these body styles. The front end of the car according to the invention improves the car's crash behavior in a frontal crash, particularly in an RCAR load case.

[0032] The invention will now be described in more detail with reference to the accompanying drawings using several embodiments in which: Fig. 1 a highly simplified plan view of a passenger car (PKW) with a front end according to an explanatory example; Fig. 2 a schematic plan view of the front end of the car according to Fig. 1 in an initial state; Fig. 3 a first schematic perspective view of a connection point of a catch element to a non-displaceable component of the front end according to Fig. 1 and Fig. 2; Fig. 4 a second schematic perspective view of the connection point according to Fig. 3; Fig. 5 a schematic plan view of the front end of Fig. 1 to Fig. 4 during a frontal impact; Fig. 6 is a schematic perspective view of another explanatory example of the front end catching element; Fig. 7 a schematic perspective view of a preferred embodiment of the catch element of the front end; Fig. 8 a schematic perspective view of a further embodiment of the catch element of the front end; Fig. 9 is a highly schematic perspective view of a further illustrative example of the front end arresting element; and Fig. 10 is a highly schematic perspective view of a further explanatory example of the front end catch element; illustrated, wherein identical or similar components are provided with the same reference numerals.

[0033] After Fig. 1 shows a motor vehicle in the form of a passenger car 100 (hereinafter also referred to as a "car"), which has a supporting structure 105 and four wheels 110, namely two wheels 110 on a front axle and a rear axle, or on the left and right sides of the vehicle. A front end 115 is attached to the supporting structure 105 at the front of the car 100. A bumper system can also be arranged at the rear of the car 100, although this will not be described in detail here.

[0034] The front end 115 includes Fig. 1 in conjunction with Fig. 2, which shows an initial state of the front end 115 after assembly and before a collision or impact with a barrier, and Fig. 5, which shows a crash state of the front end 115, i.e., a state after assembly and after a collision or impact with the barrier, a bumper system 120 with a cross member 130 arranged substantially transversely to a forward direction of travel 125 of the passenger car 100, which is attached to two shock absorbers 135, 136 arranged substantially longitudinally to the forward direction of travel 125 and parallel to one another. The shock absorbers 135, 136 are in turn connected to an engine mount (not shown here) of the passenger car 100. Furthermore, the front end 115 comprises an air guiding device 140, which is arranged behind the cross member 130 with respect to the forward direction of travel 125. The air guiding device 140 is connected to the support structure 105, wherein a cooling device 145 for cooling thermal consumers (not shown here) of the passenger car 100 is arranged at a distance behind the air guiding device 140.In the present case, the radiator device 145 is a component of the passenger car 100 that is to be protected from damage by the front end of the vehicle 115 in the event of a frontal collision according to an RCAR load case.

[0035] After Fig. 2 to Fig. 10, the front end 115 further comprises a catch element 200 made of aluminum and / or steel, which extends substantially transversely to the forward direction of travel 125 of the passenger vehicle 100 and is attached at several connection points. The catch element 200 is connected, on the one hand, to a plastic lower part 205 of the air guiding device 140, wherein the lower part 205 is connected to an upper part (not shown here) and other optional parts of the air guiding device 140. The lower part 205 and / or the upper part are air guiding elements of the air guiding device 140. Furthermore, the catch element 200 is connected at both ends, i.e., at the opposite free ends, to a non-displaceable component of the passenger vehicle 100. The catch element 200 designed as a catch strap is designed and dimensioned such that the air guiding device 140 is kept at a distance from the component to be protected, i.e. the cooler device 145.

[0036] The catch element 200 consists of a retaining section 210 arranged substantially transversely to the forward direction of travel 125 and two connecting sections 215, 220 arranged at opposite ends of the retaining section 210. Each connecting section 215, 220 is assigned to a respective side of the vehicle 100.

[0037] According to the Fig. 2 to 7, the catch element 200 is connected on both sides, i.e. via the connection sections 215, 220, to the associated shock absorber 135, 136, for example screwed, riveted or clipped.

[0038] In the illustrative example according to the Fig. 2 to 5, the retaining section 210 and the connecting sections 215, 220 are separate components that are connected to one another and to the lower part 205 of the air guiding device 140 during assembly of the front section 115. Assembly of the front section 115 can, for example, be carried out by first inserting the lower part 205 into a sub-preassembly station (not shown here) and securing it if necessary. Subsequently, the band-like retaining section 210 is pre-assembled or pre-secured to the lower part 205, with the lower part 205, with the retaining section 210 pre-assembled thereto, being subsequently mounted from below to a support (not shown here). Subsequently, the retaining section 210 can be positioned on the bumper system 120 and the connecting sections 215, 220 are screwed, clipped or riveted to the associated shock absorber 135, 136 as non-displaceable components.Finally, the connecting sections 215, 220 are connected to the retaining section 210, in this case screwed by means of screws 222.

[0039] The air guiding device 140, in particular its lower part 205, and the multi-part arresting element 200 are designed such that the retaining section 210 is connected to the lower part 205 from behind in the forward travel direction 125, ensuring that in the event of a frontal impact, the lower part 205 rests flatly against the retaining section 210 of the arresting element 2. This allows for better force introduction and distribution.

[0040] The connecting sections 215, 220 are each angular and are provided with a Fig. 4 and extending substantially parallel to the cross member 130 and a cross section 400 shown in the Fig. 2 to 4 and extending substantially in the forward direction of travel 125. The respective transverse section 400 comes into contact in the forward direction of travel 125 from the front and optionally on an outer side of the lower part 205 and, in the assembled state of the arresting element 200, is connected to the retaining section 210 via the screw 222 guided through the lower part 205. The respective longitudinal section 225 is connected to the associated non-displaceable component of the car 100, here by a further screw 300 Fig. 3 screwed together as an example.

[0041] In Fig. 5 shows the deformation behavior of the front end 115 during a frontal collision, which acts approximately centrally on the cross member 130. Furthermore, the radiator device 145 is shown in Fig. 1. During a frontal collision, particularly in the RCAR load case, the cross member of the bumper system 120 (not shown here), the shock absorbers 135, 136, and the air guiding device 140 deform. The catch element 200 connected to the air guiding device 140 and the shock absorbers 135, 136 ensures in this load case that the cooling device 145 remains free from contact with the catch element 200 and the lower part 205 of the air guiding device 140. Consequently, the cooling device 145 remains undamaged even in the RCAR load case, and the passenger car 100 can continue to be operated. The catch element 200 is designed to be correspondingly rigid. The required flexural rigidity of the catch element 200, particularly of the retaining section 210, can be determined through tests or simulations.

[0042] In the Fig. In Figures 3, 4, and 6 to 8, the front end 115 is only partially shown, namely only the left connection point of the safety catch element 200. The connection of the safety catch element 200 at the other end, or on the opposite right side, is essentially mirror-inverted and otherwise essentially identical. It should therefore be explicitly noted that everything stated here regarding the left connection side of the safety catch element 200 in the area of ​​the first shock absorber 135 applies equally to the right connection side in the area of ​​the second shock absorber 136 and is applicable accordingly.

[0043] The Fig. 6 to 10 show different design options for the catch element 200 as well as various connection variants of the catch element 200 to non-displaceable components of the car 100, in particular the front end 115, as well as corresponding design variations of the air guiding device 140. To avoid repetition, only differences between the examples are discussed below.

[0044] In contrast to the first example, the catch element 200 in the example according to Fig. 6 is formed in one piece. Thus, the retaining section 210 and the connecting sections 215, 220 are formed by forming and in one piece. Accordingly, the connecting sections 215, 220 extend essentially in the direction of travel of the car 100 and merge approximately at a right angle into the retaining section 210. Fig. 6, an illustration of the air guiding device 140 is omitted, since the catching element 200 is arranged in the present case in the forward direction of travel 125 in front of the air guiding device 140, in particular in front of the lower part 205 of the air guiding device 140, wherein the retaining section 210 is fastened thereto.

[0045] The catch element 200 according to a preferred embodiment according to Fig. 7 is analogous to Fig. 6 is also constructed in one piece, with the difference that the retaining section 210 is arranged behind the lower part 205 in the forward direction of travel 125 and is connected thereto. If the retaining section 210 is arranged behind the lower part 205 of the air guiding device in the forward direction of travel 125, it is necessary to guide the catch element 200 laterally outward for connection to the non-displaceable component of the passenger car 100. In the present case, the catch element 200, in particular the retaining section 210, is guided on both sides through lateral recesses 700 on a side wall 705 of the lower part 205 of the air guiding device 140.

[0046] Furthermore, the retention section 210 is Fig. 7 is arrow-shaped in plan view. Such a configuration allows the catch element 200 to be connected further back on the non-displaceable component. Furthermore, a counterforce is increased when a force acts from the front on the front end of the vehicle 115 during a head-on collision, particularly in the RCAR load case. The counterforce reduces the deformations that occur on the air guiding device 140 and the catch element 200, thereby better protecting the radiator device 145. The catch element 200 is held approximately centrally on the lower part 205 by two brackets 710.

[0047] The safety element 200 according to Fig. 8 is similar to the safety catch element 200 according Fig. 7, with the difference that the connecting sections 215, 220 are connected on both sides to a respective, substantially vertically extending support element 800 of the front end 115, for example, screwed, riveted or clipped. Thus, the catch element 200 is guided on the connecting sections 215, 220 partially backwards and additionally partially upwards with respect to the forward direction of travel and a horizontal. Depending on the design and shape of the connecting sections 215, 220, the recesses 700 according to Fig. 7 in the side wall 705 of the lower part 205 can be omitted.

[0048] According to Fig. 9, the catch element 200 is connected on both sides, i.e., via the connecting sections 215, 220, to a respective engine longitudinal member 900 of the support structure 105, for example, screwed, riveted, or clipped. Accordingly, the engine longitudinal members 900 are each to be understood as a non-displaceable component. Furthermore, the catch element 200 is analogous to Fig. 2 and connected to the air guiding device 140.

[0049] Fig. Figure 10 illustrates that the catch element 200 can be arranged as a type of cross connection between the shock absorbers 135, 136. In this case, the catch element 200 consists solely of the retaining section 210, whereby the connecting sections 215, 220 can be omitted. In other words, the catch element 200 is connected on both sides directly via the retaining section 210 to the associated shock absorbers 135, 136. The structure of the catch element 200 can thus be further simplified. Likewise, the catch element 200 can also be arranged as a simple cross connection between the engine longitudinal members 900 and connected accordingly.

[0050] For all examples described herein and those resulting from the overall context, it applies equally that in the event of a frontal crash, the catch element 200 leads to a relative movement between the cross member 130 and the components of the air guiding device 140 or other components, thereby reducing the distance between the cross member 130 and the air guiding device 140. The mounting position of the catch element 200 is irrelevant, as explained with reference to the different attachment points. The catch element 200 can be located above, in the middle, and / or below the cross member 130 or the respective shock absorber 135, 136. Alternatively, it can also be mounted on an attachment part (not shown here). It is irrelevant for the function and mode of operation whether the catch element 200 is designed as a single piece or in multiple pieces.Thus, the number of parts of the catch element 200 can vary, for example, due to assembly requirements, installation space requirements, or the like. Furthermore, it is irrelevant for the function and mode of operation whether the catch element 200 is arranged in front of or behind the air guiding device 140 or is integrated into the air guiding device 140.

[0051] The Fig. Figures 1 to 6 and 9 and 10 each show an explanatory example of the invention. Reference symbol 100 passenger cars 105 Supporting structure 110 wheel 115 front end 120 bumper system 125 Forward direction 130 cross members 135 first shock absorber 136 second shock absorber 140 Air ducting device 145 Radiator device 200 safety catch elements 205 Lower part of the air duct device 210 retention section 215 first connection section 220 second connection section 222 screw 225 Longitudinal section 300 screw 400 cross section 700 recess 705 side wall 710 bracket 800 support element 900 engine side member

Claims

[1] Front end (115) for a passenger car (100), comprising a bumper system (120) with a cross member (130) arranged substantially transversely to the direction of travel of the passenger car (100), which is fastened to two shock absorbers (135, 136) arranged substantially longitudinally to the direction of travel of the passenger car (100), and an air guiding device (140) arranged behind the cross member (130) with respect to a forward direction of travel (125) of the passenger car (100), wherein a catch element (200) is provided which extends substantially transversely to the direction of travel of the passenger car (100), wherein the catch element (200) is designed to be connected at both ends to a non-displaceable component of the passenger car (100), wherein the catch element (200) has a substantially transversely to the direction of travel of the passenger car (100) arranged retaining section (210),a first connection section (215) arranged at one end of the retaining section (210) and a second connection section (215) arranged at an opposite end of the retaining section (210), characterized by that the retaining section (210) of the catching element (200) is arrow-shaped in plan view and is connected to the air guiding device (140) from behind in the forward direction of travel (125) of the passenger car (100). [2] Front end (115) according to claim 1, characterized by that the retaining section (210) and the connecting sections (215, 220) are formed in one piece. [3] Front end (115) according to claim 2, characterized by that the retaining section (210) is guided through lateral recesses (700) of the air guiding device (140). [4] Front end (115) according to claim 1, characterized bythat the retaining section (210) and the connecting sections (215, 220) are separate components which can be connected to one another during assembly of the front end (115). [5] Front end (115) according to claim 4, characterized by in that the connecting sections (215, 220) are each designed to be angular, wherein a transverse section (400) of the respective connecting section (215, 220), which extends essentially parallel to the cross member (130), comes to rest against the air guiding device (140) from the front in the forward direction of travel (125) of the passenger car (100), and wherein a longitudinal section (225) of the respective connecting section (215, 220), which extends essentially in the direction of travel of the passenger car (100), is designed to be connected to the non-displaceable component of the passenger car (100). [6] Front end (115) according to one of the preceding claims, characterized bythat the non-displaceable component of the passenger car (100) is formed by a shock absorber (135, 136), a longitudinal engine member (900) or a support element (800). [7] Front end (115) according to one of the preceding claims, characterized by that the air guiding device (140) is designed in several parts. [8] Passenger car (100) comprising a front end (115) according to one of the preceding claims.

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