Front end body

Abstract

The invention relates to a front-end structure (1) of a vehicle (100) comprising at least two longitudinal members (LT) and at least one impact element (2), which includes at least one cross member (21) and which further comprises at least two longitudinal members (22), wherein the impact element (2) is connected to the longitudinal members (LT). The front-end structure (1) comprises at least two push-in elements (3), each of which is connected to a longitudinal member (LT) and a longitudinal member (22) of the impact element (2), wherein each push-in element (3) is wedge-shaped at least in some areas. Each push-in element (3) is connected to a longitudinal member (LT) and a longitudinal member (22) by at least one connecting element (4), wherein the connecting element (4) at least partially penetrates the longitudinal member (LT), the longitudinal member (22), and the push-in element (3).The invention further relates to a vehicle (100) with a front body (1) and a method for assembling a front body (1).

Description

[0001] The invention relates to a front-end structure of a vehicle comprising at least two longitudinal members and at least one impact element, which includes at least one cross member and further comprises at least two longitudinal beams or crash boxes (deformation elements), wherein the impact element is connected to the longitudinal members. The front-end structure comprises at least two push-in elements, each of which is connected to a longitudinal member and a longitudinal beam of the impact element, wherein each push-in element is wedge-shaped at least in some areas. Each push-in element is connected to a longitudinal member and a longitudinal beam by at least one connecting element, wherein the connecting element at least partially penetrates the longitudinal member, the longitudinal beam, and the push-in element. The invention further relates to a vehicle with a front-end structure and to a method for assembling a front-end structure.

[0002] Vehicles, especially automobiles, are designed to protect their occupants in the event of a frontal collision by converting the energy generated during such an impact into the deformation of specific components. The front-end structure is intended to protect the occupants in various types of frontal collisions. To evaluate the effectiveness of occupant protection, standardized crash tests exist for vehicles, in which the effectiveness of energy conversion during a frontal impact is objectively assessed. One such standardized crash test involves a vehicle impacting a pole with a 25% overlap in the lateral direction. This type of crash test, with a relatively small overlap between the impact point and the vehicle, is also known as a small overlap crash test, or SOL crash test for short. Various concepts exist for testing a vehicle or...whose occupant protection can be improved in a single-engine, single-engine, single-engine crash (SOL) or SOL crash test. Known concepts aim to arrange special elements on the front of the vehicle, positioned in the area where the vehicle impacts the obstacle during a SOL crash. Such a special element can, for example, be an impact plate, which is attached to the front of the vehicle as an additional component and projects outwards beyond the other components of the front-end structure, perpendicular to the vehicle's direction of travel. Such additional elements require an extra assembly step during vehicle construction. Furthermore, some known concepts for improving occupant protection in a SOL crash actually worsen occupant protection in a frontal crash with greater overlap between the vehicle and the obstacle.

[0003] DE 10 2020 212 839 A1 describes a front end structure for a vehicle. This front end structure comprises two longitudinal members to which a bumper support is attached. The bumper support includes two outwardly projecting extensions which deform in a SOL crash. The front end structure also includes two locking elements which, in the event of deformation of the bumper support extensions, positively engage the deformed extensions. This positive engagement provides additional stiffening to the front of the vehicle during the SOL crash.

[0004] US Patent 2014 / 0361559 A1 describes a front-end structure comprising two wedge-shaped load transfer elements, each mounted on a longitudinal member of the front end. In a single-ended (SOL) crash, some elements of the vehicle's front bumper are initially deformed until they contact the load transfer elements. Subsequently, the load transfer elements convert the crash energy into a deformation of a longitudinal member of the vehicle.

[0005] The object of the invention is to propose solutions that can provide good protection for occupants in a vehicle in a simplified manner during a SOL crash.

[0006] This problem of the invention is solved by a front-end structure of a vehicle comprising, - at least two longitudinal beams extending along a direction of extension, wherein this direction of extension is oriented parallel to the direction of travel of the vehicle, - at least one impact element comprising at least one crossbeam extending substantially perpendicular to the direction of extension and further comprising at least two longitudinal beams extending parallel to the direction of extension, wherein the crossbeam is rigidly connected to the two longitudinal beams and the longitudinal beams are arranged at a distance perpendicular to each other in relation to the direction of extension, wherein the impact element is connected to the longitudinal beams, - at least two push-start elements, each connected to a longitudinal beam and a longitudinal stringer of the impact element, and each extending perpendicular to the direction of extension to the side facing away from the other longitudinal beam opposite the direction of extension, wherein each push-start element is wedge-shaped at least in some areas, wherein each push-start element is connected to a longitudinal beam and a longitudinal stringer by at least one connecting element, wherein the connecting element at least partially penetrates the longitudinal beam, the longitudinal stringer and the push-start element and the connecting element forcefully connects the longitudinal beam, the longitudinal stringer and the push-start element to each other.

[0007] The front-end structure according to the invention is arranged in the front area of ​​a vehicle. The described components of the front-end structure are therefore also part of the vehicle. The front-end structure is designed to convert, in an improved and simplified manner, the energy acting on the vehicle during a SOL crash into deformation of vehicle components in a way that is safe for the occupants. This generates a lateral force during the crash, which causes the vehicle to slide against the obstacle.

[0008] The front end assembly comprises two longitudinal beams extending parallel to the vehicle's direction of travel. These longitudinal beams are components of the vehicle's load-bearing structure. The front end assembly further includes an impact element located at the front of the vehicle and connected to the longitudinal beams in a simple manner, preferably by a plug-in connection. The impact element comprises a cross member oriented perpendicular to both the direction of travel and the vehicle's length, to which two longitudinal struts are attached at intervals. Each of these longitudinal struts is connected to a longitudinal beam. The front end assembly also includes two wedge-shaped thrust elements, each attached to a longitudinal beam and a longitudinal strut.The push-in elements extend outwards from the respective longitudinal beam in the direction of travel of the vehicle and each project beyond a longitudinal beam and a longitudinal member. In this way, each push-in element extends from the longitudinal beam to which it is connected away from the other, opposite longitudinal beam.

[0009] Each push-start element is positively connected to a longitudinal beam and a longitudinal stringer by at least one connecting element. This connecting element can, for example, be a bolted connection. The connecting element penetrates each of the components—longitudinal beam, longitudinal stringer, and push-start element—at least partially. Thus, the connecting element serves to connect these three components simply and securely.

[0010] Because the connecting element penetrates these components at least partially, these components are simultaneously stiffened to a beneficial degree.

[0011] The front-end assembly according to the invention comprises only a small number of components and is very easy to assemble. For the front-end assembly to be provided, it is sufficient if the longitudinal beams are simply arranged in a straight line. The impact element can be easily mounted to the longitudinal beam by inserting the longitudinal rails into the longitudinal beams or by attaching the longitudinal rails to the longitudinal beams. Subsequently, a single common connection between a longitudinal beam, a longitudinal rail, and a push-off element is made by means of a connecting element. Thus, these components can be quickly and securely connected to one another in a single step.

[0012] The push-in elements projecting beyond the longitudinal beams are dimensioned and positioned so that they come into contact with the obstacle upon impact in a SOL crash. Energy from the obstacle is then transferred via a push-in element into a longitudinal member and a longitudinal beam, where it is converted into deformation energy through the deformation of these components. Furthermore, lateral forces are also introduced into the longitudinal beam to induce a lateral displacement of the vehicle. In this way, the impact energy is converted into a safer form for the occupants, thus providing them with effective protection during the crash.

[0013] In one embodiment, a longitudinal member is partially inserted into a longitudinal beam in its direction of extension, or a longitudinal beam is partially inserted into a longitudinal beam in its direction of extension, particularly wherein each connecting element extends perpendicular to the direction of extension and in a plane jointly defined by the longitudinal beams. In this embodiment, the impact element with its two longitudinal members is inserted into the two longitudinal beams. Alternatively, the impact element with its two longitudinal members can also be attached to the longitudinal beams. This insertion or attachment is carried out during the assembly of the front-end structure in a simple linear movement parallel to the direction of extension. Preferably, each connecting element extends perpendicular to the direction of extension of the longitudinal beams and in a plane spanned by the two longitudinal beams arranged parallel to each other.In this way, the connecting elements can be easily and efficiently inserted into the longitudinal beams and longitudinal stringers and fixed there in a form-fitting manner.

[0014] In a further embodiment, each connecting element penetrates a longitudinal member and a longitudinal beam in the area where the longitudinal member is inserted into the longitudinal beam or vice versa. In this embodiment, the connecting element is located in an area where a longitudinal beam and a longitudinal member overlap, as both components are partially inserted into one another. This creates a particularly stable section of the front-end structure in the area of ​​the connection, which deforms only minimally in a crash. This stability is achieved because a longitudinal member and a longitudinal beam overlap in this area, and the two elements are simultaneously positively locked together by at least one connecting element.Because this area is designed to be particularly rigid and stable, in the event of a crash, the impact energy can be directed to areas adjacent to this stable section, causing plastic deformation that absorbs the impact energy. Furthermore, lateral forces are transferred into the longitudinal member to induce a lateral displacement of the vehicle. This stability is achieved primarily because at least one connecting element completely penetrates the longitudinal member and the longitudinal beam, thereby providing additional reinforcement.

[0015] In one embodiment, each connecting element completely penetrates a longitudinal member and a longitudinal beam. In this embodiment, the connecting element is guided completely through each longitudinal member and longitudinal beam in a direction perpendicular to its extension. The force-fit connection is created by the connecting element pulling the three components together in a direction perpendicular to their extension. Because the connecting element is located inside the longitudinal beam and longitudinal member, it also provides additional stiffening for this section of the front-end structure.

[0016] In a further embodiment, at least one passage is provided inside the longitudinal beam or longitudinal member, which penetrates the longitudinal beam or longitudinal member perpendicular to its direction of extension, with the connecting element arranged within the passage, in particular wherein the passage is designed as a hollow cylinder. In this embodiment, at least one passage is provided which, in the assembled state, accommodates a connecting element inside a longitudinal member and / or a longitudinal beam. This passage serves, firstly, to simplify the assembly of the connecting element, which is guided through the passage when inserted into the longitudinal beam and the longitudinal member. Secondly, such a passage stiffens a longitudinal beam or a longitudinal member.This stiffening allows the friction-fit connecting element to exert higher holding forces on the connection, as the parts to be joined are made stiffer. The stiffening also reduces deformation of the area where the connecting element is located in a crash. The connection area between the longitudinal member, longitudinal beam, and connecting element thus hardly deforms in a crash and can be used to direct deformation energy, like a lever, into adjacent sections of the front-end structure. Preferably, such a connection is designed as a hollow cylinder, which is attached, for example, by a weld inside the longitudinal member or longitudinal beam and extends in a direction perpendicular to its direction of extension.

[0017] In one embodiment, each longitudinal beam has a cross-sectional area of ​​constant size on its side facing the impact element, particularly in that the push-off element projects in a direction perpendicular to the direction of extension, both over the longitudinal beam and over the longitudinal stringer. In this embodiment, the longitudinal beam is straight in the area of ​​its connection with a longitudinal stringer and has a constant cross-section. This means that no sections or other elements are arranged on the longitudinal beam that project significantly beyond its surface. For example, the longitudinal beam can be designed as a square tube with a hollow interior. In the assembled state, however, the push-off element is arranged such that it projects perpendicular to the direction of extension, both over the longitudinal beam and over the longitudinal stringer connected to it.The outermost element is thus formed by the push-off element. An advantage of this embodiment is that a simply designed longitudinal member can be used for the front of the vehicle. Special elements, such as an impact plate that would otherwise need to be attached to the end face of the longitudinal member, are not required in this embodiment. The function of converting impact energy in a crash into deformation energy and generating a lateral force to initiate the vehicle's slide is performed solely by the outermost push-off element.

[0018] In one embodiment, the push-in element projects further over the longitudinal beam and the longitudinal stringer on its side facing the crossbeam, perpendicular to the direction of extension, than on its side facing away from the crossbeam, and / or the surface of the push-in element facing the crossbeam in the direction of extension is larger than the surface of the push-in element facing away from the crossbeam in the direction of extension. In this embodiment, the wedge-shaped push-in element is oriented such that its forward-facing side, which points towards the crossbeam, projects further over the longitudinal beam in a direction perpendicular to the direction of extension than its rearward-facing side, which is oriented away from the crossbeam. Preferably, the dimension by which the push-in element projects over the longitudinal beam decreases along the direction of extension or direction of travel from front to rear.This ensures that the largest surface area of ​​the push element is oriented forward towards the crossbeam and thus comes into contact with an obstacle in the event of a crash.

[0019] In a further embodiment, the push-start element comprises an aluminum or iron base material. A push-start element formed from a metallic material exhibits high strength combined with small dimensions and low weight. The push-start element can consist of or comprise different metallic materials. For example, the push-start element can be designed as an aluminum die-cast or aluminum forging. Furthermore, the push-start element can be designed as an aluminum extrusion or as a bent sheet steel structure.

[0020] The object of the invention is further achieved by a vehicle, in particular a motor vehicle, with a front-end structure according to one of the previously described embodiments. The vehicle according to the invention comprises a front-end structure according to the invention. The front-end structure provides improved protection for the occupants in a single-engine, single-engine, single-engine (SOL) crash. Furthermore, the vehicle with the front-end structure can be assembled easily and efficiently.

[0021] The object of the invention is ultimately achieved by a method for assembling a front-end structure according to one of the previously described embodiments. The method comprises the following steps: A) Inserting the longitudinal beams into the longitudinal girders in the direction of extension in sections or inserting the longitudinal girders into the longitudinal beams in sections in the direction of extension, B) Positioning one push-in element on each longitudinal beam or longitudinal stringer, wherein each push-in element extends perpendicular to the direction of extension to the side which faces away from the other longitudinal beam opposite the direction of extension, C) Inserting and at least partially passing a connecting element into / through each longitudinal beam, longitudinal stringer and push-in element, D) Establishing a force-fit connection between a longitudinal beam, a longitudinal stringer and a push-in element using the connecting element.

[0022] The method according to the invention serves to assemble a front-end structure and / or a vehicle according to the invention. For carrying out the method, a front-end structure according to one of the previously described embodiments is used.

[0023] In a first process step A), either a section of the longitudinal beams is inserted into the longitudinal girders or a section of the longitudinal beams is attached to the longitudinal girders. This insertion or attachment continues in the direction of extension until the longitudinal girders and the longitudinal beams overlap in certain areas.

[0024] In a second process step B), a push-in element is positioned on a longitudinal beam or stringer, the push-in element being arranged in such a way that at least one connecting element can be passed through the components in the next process step. During positioning, each push-in element is oriented outwards with respect to the direction of travel or the direction of extension.

[0025] In a third process step C), at least one connecting element is guided through the already connected or positioned elements: longitudinal beam, longitudinal stringer, and push-in element. In this way, these elements are positively locked to one another, although a certain amount of play remains between them.

[0026] In a fourth process step D), a force-fit connection between a longitudinal beam, a longitudinal stringer, and a push-in element is created using the connecting element. This connection can be created, for example, by tightening a connecting element designed as a screw connection until a sufficiently large normal force acts on the elements to be joined in order to fix them force-fit to each other.

[0027] The method according to the invention comprises only a few, easy-to-perform process steps, so that a front-end structure can be assembled quickly and efficiently using the method. Thus, the method according to the invention provides good protection for occupants in a vehicle in a simple manner during a single-engine, single-engine, single-engine crash.

[0028] Features, effects, and advantages disclosed in connection with the front-end structure and the vehicle are also deemed disclosed in connection with the process. Conversely, features, effects, and advantages disclosed in connection with the process are also deemed disclosed in connection with the front-end structure and the vehicle.

[0029] The invention is schematically illustrated with reference to embodiments in the drawings and is further described with reference to the drawings. The drawings show: Fig. 1 in a schematic top view an embodiment of a front-end structure according to the invention, Fig. 2 in a schematic top view a detail of the front end structure Fig. 1, Fig. 3. In a schematic top view, the front end structure is shown. Fig. 1 before a crash, Fig. 4 in a schematic top view the front end structure Fig. 1 during a crash.

[0030] Fig. Figure 1 shows a schematic top view of an embodiment of a front-end structure 1 according to the invention. Fig. Figure 1 shows only the components of a front-end structure 1 relevant to the invention. The front-end structure comprises two longitudinal members LT, each extending along a direction ER essentially parallel to a longitudinal direction of the vehicle. The two longitudinal members LT are connected on their left-facing side in the drawing view to an impact element 2. This impact element 2 strikes an obstacle H in a crash of the vehicle 100 ( Fig. 3 and Fig. 4) The impact element 2, also referred to as CMS or Crash Management System, comprises a cross member 21, which is oriented perpendicular to the direction of travel and perpendicular to the direction of extension ER. Furthermore, the impact element 2 comprises two longitudinal beams 22, which are connected to the cross member 21 at a right angle. There is a gap between the two longitudinal beams 22 perpendicular to the direction of extension ER. In the embodiment shown here, the cross member 21 also extends beyond the two longitudinal beams 22 in a direction perpendicular to the direction of extension ER.

[0031] In the illustrated embodiment, a longitudinal beam 22 is inserted into a longitudinal beam LT. In this way, the impact element 2 can be connected to the longitudinal beams LT very easily and quickly.

[0032] The front-end assembly 1 further comprises two wedge-shaped thrust elements 3, each connected to a longitudinal member LT and a longitudinal beam 22. In the illustrated embodiment, each thrust element 3 is attached to the outside of a longitudinal member LT and extends perpendicular to the direction of extension ER on the side of the longitudinal member LT facing away from the other, opposite longitudinal member LT. Thus, each thrust element 3 extends outwards with respect to the direction of travel or the direction of extension ER of the longitudinal members LT. The thrust elements 3 run parallel to each other, at least in some areas, and perpendicular to the direction of extension ER. In the illustrated embodiment, each thrust element 3 is positively connected to a longitudinal member LT and a longitudinal beam 22 by two connecting elements 4.In the illustrated embodiment, the connecting elements 4 each completely penetrate a longitudinal member LT and a longitudinal beam 22. Furthermore, the connecting elements 4 each partially penetrate a push-in element 3. In the illustrated embodiment, the connecting elements 4 are designed as screw connections, which can be easily attached to the front-end structure 1. Details of the connection between a push-in element 3 with a longitudinal member LT and a cross member 21 are shown in [reference missing]. Fig. 2 shown.

[0033] Fig. Figure 2 shows a schematic top view of a detail of the front-end structure 1. Fig. 1. In Fig. 2 is the connection between a push-start element 3, which is in Fig. 1 longitudinal beam LT shown below and the one in Fig. Figure 1 below shows the longitudinal beam 22 in detail. In the illustrated embodiment, the longitudinal beam 22 is partially inserted into the longitudinal member LT in the direction of extension ER. Thus, the longitudinal member LT and the longitudinal beam 22 overlap in certain areas. Mounting the impact element 2 to the longitudinal members LT is therefore straightforward: first, the longitudinal beams 22 are simply inserted into the longitudinal members LT in certain areas. Then, the push-in elements 3 can be attached to the front-end structure 1 in a single step using the connecting elements 4, simultaneously creating a positive connection between the impact element 2 and the longitudinal members LT. In the illustrated embodiment, two connecting elements 4 pass completely through a longitudinal beam 22 and a longitudinal member LT in each connection. The two connecting elements are spaced apart from each other in the direction of extension ER.The connecting elements 4 penetrate the longitudinal beam LT and the longitudinal stringer 22 in an area where the longitudinal stringer 22 is inserted into the longitudinal beam LT.

[0034] In the illustrated embodiment, two through-holes 5, designed as hollow cylinders, are arranged inside the longitudinal beam 22. The through-holes 5 can be connected to the outer walls of the longitudinal beam 22, for example, by a weld. A connecting element 4 passes through each through-hole 5 and is thus located within the through-hole 5. The through-holes 5 facilitate the insertion of the connecting elements 4 and additionally stiffen the connection between the longitudinal beam 22, the longitudinal girder LT, and the push-in element 3.

[0035] In the illustrated embodiment, the push-in element 3 is formed by an extruded aluminum profile. The push-in element 3 is wedge-shaped, with the side of the push-in element 3 facing the crossbeam 21 in the direction of extension ER projecting further beyond the longitudinal beam LT than the side facing away from the crossbeam 21. Thus, the side of the push-in element 3 facing forward in the direction of travel of the vehicle 100 projects further beyond the longitudinal beam than its side facing rearward in the direction of travel. The connecting elements 4 penetrate only the lateral portion of the push-in element 3 facing the longitudinal beam LT and the longitudinal member 22, which is formed by a side wall produced by bending.

[0036] In the illustrated embodiment, the longitudinal beam LT has a constant cross-sectional area on its side facing the impact element 2 in the direction of extension ER. In this area, the longitudinal beam LT is thus a square tube with a constant cross-sectional area. The push-start element 3 projects in a direction perpendicular to the direction of extension ER, extending beyond both the longitudinal beam LT and the longitudinal stringer 22. In particular, no other elements are arranged on the longitudinal beam LT that project significantly beyond it perpendicular to the direction of extension ER. This design makes the longitudinal beam LT cost-effective to manufacture due to its simple construction. Furthermore, such a longitudinal beam LT design simultaneously enables simple and rapid assembly of the impact element 2 and the push-start element 3.

[0037] Fig. Figure 3 shows a schematic top view of the front body structure 1. Fig. 1 before a crash. In the Fig. 3 and Fig. Figure 4 illustrates the function of the push element 3 on the front chassis 1. Fig. 3 and Fig. 4 is the same embodiment of a front-end structure 1 as in the Fig. 1 and Fig. 2 shown. Therefore, for details on the construction of the front axle assembly 1, refer to the description of the Fig. 1 and Fig. 2 referred.

[0038] In the Fig. 3 and Fig. Figure 4 schematically depicts the scenario that occurs during a crash or crash test with low overlap between an obstacle H and the vehicle 100. The diagram shows a small overlap crash test, or SOL crash test for short, with 25% overlap in the lateral direction between the vehicle 100 and the obstacle H. The obstacle H is represented here by a pole with a cylindrical cross-section that extends out of the plane of the drawing. Fig. Figure 3 shows this scenario immediately before the crash or crash test. The obstacle H is not yet in contact with the impact element 2. In a direction perpendicular to the direction of extension ER, the front-end structure 1 and the obstacle H are aligned with each other such that when the vehicle 100 or the front-end structure 1 moves towards the obstacle H in a direction parallel to the direction of extension ER, both the cross member 21 and subsequently the push element 3 come into contact with the obstacle H. This is symbolically represented by a dotted line. In other words, the push element 3 is dimensioned, particularly in a direction perpendicular to the direction of extension ER, such that it engages with the obstacle H in a SOL crash test or a SOL crash with 25% overlap.In this way, the push element 3 can be effectively used to plastically deform a section of the front body structure 1, thus converting impact energy in the crash into deformation energy and building up a lateral force to initiate or promote a sliding movement of the vehicle.

[0039] Fig. Figure 4 shows a schematic top view of the front body structure 1. Fig. 1 during a crash. In Fig. 4 is the scenario from Fig. 3 shown during the crash. Starting from the state in Fig. In section 3, the vehicle 100 moved to the left in the direction of extension ER and collided with the obstacle H. Initially, the cross member 21 of the impact element 2 was deformed. Subsequently, the push element 3 struck the obstacle H and, in the depicted state, is still in contact with a surface of the obstacle H. Upon impact of the push element 3 with the obstacle H, a rotational movement about an axis perpendicular to the plane of the drawing occurs, which corresponds to the z-axis of the vehicle 100. The impact energy is converted into a deformation of the longitudinal beam 22 and the longitudinal member LT. Due to the leverage effect of the push element 3 upon impact, a bending of the longitudinal member LT and the longitudinal beam 22 is initiated, whereby the impact energy is converted into plastic deformation energy. The longitudinal beam LT and the longitudinal beam 22 are displaced in certain areas in a direction perpendicular to the direction of extension ER.The joint connection of the push-start element 3 with both the longitudinal beam LT and the longitudinal stringer 22 provides a very rigid section that does not deform upon impact. This rigid section is located in the area where the longitudinal stringer 22 is inserted into the longitudinal beam LT and where the two connecting elements 4 are arranged in their feedthroughs 5. This rigid section acts like a lever, causing plastic deformation in the extension direction ER in front of and behind this rigid section. In this way, the impact energy is directed specifically into these sections adjacent to the rigid section, thereby reducing the impact energy. Fig.The Z-shaped deformation of the front-end structure shown in Figure 4 is created by the front-end structure 1. This converts the impact energy of the crash into deformation energy, thus protecting the vehicle occupants from the negative consequences of the crash. Furthermore, a lateral force is generated to facilitate the vehicle sliding. A particularly advantageous feature is that the connection point where the longitudinal beams 22 are inserted into the longitudinal member LT is not only very easy and quick to assemble, but also serves as a lever for the controlled guidance of the deformation of the front-end structure 1. REFERENCE MARK LIST: 1 Front end assembly 2 impact elements 21 crossbeams 22 Longitudinal beam 3 Push-start element 4 Connecting element 5 Implementation 100 vehicles ER direction of extension LT longitudinal beam H obstacle QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 10 2020 212 839 A1

[0003] US 2014 / 0361559 A1

[0004]

Claims

[1] Front body (1) of a vehicle (100) comprising, - at least two longitudinal beams (LT) extending along a direction of extension (ER), wherein this direction of extension (ER) is oriented parallel to the direction of travel of the vehicle (100), - at least one impact element (2) comprising at least one crossbeam (21) extending substantially perpendicular to the direction of extension (ER) and further comprising at least two longitudinal beams (22) extending parallel to the direction of extension (ER), wherein the crossbeam (21) is rigidly connected to the two longitudinal beams (22) and the longitudinal beams (22) are arranged at a distance perpendicular to the direction of extension (ER) from each other, wherein the impact element (2) is connected to the longitudinal beams (LT), - at least two push-start elements (3) which are connected to each of a longitudinal beam (LT) and a longitudinal stringer (22) of the impact element (2) and which each extend perpendicular to the direction of extension (ER) to the side which faces away from the other longitudinal beam (LT) opposite the direction of extension (ER), wherein each push-start element (3) is at least partially wedge-shaped, characterized by , that each push-start element (3) is connected to a longitudinal beam (LT) and a longitudinal stringer (22) by at least one connecting element (4), wherein the connecting element (4) at least partially penetrates the longitudinal beam (LT), the longitudinal stringer (22) and the push-start element (3) and the connecting element (4) connects the longitudinal beam (LT), the longitudinal stringer (22) and the push-start element (3) to each other in a force-fit manner. [2] Front body structure (1) according to claim 1, wherein a longitudinal member (22) is partially inserted into a longitudinal member (LT) in the direction of extension (ER) or a longitudinal member (LT) is partially inserted into a longitudinal member (22) in the direction of extension (ER), in particular wherein each connecting element (4) extends perpendicular to the direction of extension (ER) and in a plane that is jointly defined by the longitudinal members (LT). [3] Front body structure (1) according to the preceding claim 2, wherein each connecting element (4) penetrates a longitudinal member (LT) and a longitudinal beam (22) in the area where the longitudinal member (LT) is inserted into the longitudinal beam (22) or the longitudinal beam (22) is inserted into the longitudinal member (LT). [4] Front body structure (1) according to any one of the preceding claims 1 to 3, wherein each connecting element (4) completely penetrates a longitudinal member (LT) and a longitudinal beam (22). [5] Front body structure (1) according to one of the preceding claims 1 to 4, in which at least one passage (5) is provided inside the longitudinal member (22) or the longitudinal beam (LT) which penetrates the longitudinal member (22) or the longitudinal beam (LT) perpendicular to the direction of extension (ER), wherein the connecting element (4) is arranged inside the passage (5), in particular wherein the passage (5) is designed as a hollow cylinder. [6] Front body structure (1) according to any one of the preceding claims 1 to 5, wherein the push-in element (3) projects in a direction perpendicular to the extension direction (ER) both over the longitudinal member (LT) and over the longitudinal beam (22). [7] Front body structure (1) according to any one of the preceding claims 1 to 6, wherein the push-in element (3) projects further over the longitudinal member (LT) and the longitudinal beam (22) on its side facing the cross member (21) perpendicular to the direction of extension (ER) than on its side facing away from the cross member (21) and / or the surface of the push-in element (3) facing the cross member (21) in the direction of extension (ER) is larger than the surface of the push-in element (3) facing away from the cross member (21) in the direction of extension (ER). [8] Front body structure (1) according to any one of the preceding claims 1 to 7, wherein the push-in element (3) comprises an aluminium base material or an iron base material. [9] Vehicle (100), in particular a motor vehicle, with a front body (1) according to any one of the preceding claims 1 to 8. [10] Method for assembling a front-end structure (1) according to any one of claims 1 to 8, the method comprising the following process steps: A) partial insertion of the longitudinal beams (22) into the longitudinal members (LT) in the extension direction (ER) or partial insertion of the longitudinal members (LT) into the longitudinal beams (22) in the extension direction (ER), B) Positioning one push element (3) on each longitudinal beam (LT) or longitudinal stringer (22), wherein each push element (3) extends perpendicular to the extension direction (ER) to the side which faces away from the other longitudinal beam (LT) opposite the extension direction (ER), C) Inserting and at least partially passing a connecting element (4) into / through each longitudinal beam (LT), longitudinal stringer (22) and push-in element (3), D) Establishing a force-fit connection between each longitudinal beam (LT), longitudinal stringer (22) and push-in element (3) by the connecting element (4).

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