motor vehicle

Abstract

The invention relates to a motor vehicle comprising a cross member (1) and a sensor (4), wherein the cross member (1) has a first through-opening (5), wherein the sensor (4) is arranged at least partially in and / or directly in front of the first through-opening (5).

Description

[0001] The present invention relates to a motor vehicle according to claim 1.

[0002] Motor vehicles with cross members are known from the prior art. These cross members are part of the chassis and contribute significantly to the mechanical rigidity of the motor vehicle.

[0003] It is also known to place a sensor in the front area of ​​a motor vehicle that generates sensor data which can be used, for example, by a driver assistance system or for fully automatic control of the motor vehicle.

[0004] From GB 2599680 A, a sensor is known that is attached to a mounting surface. This mounting surface is part of a bracket connected to a base element. The base element defines a receiving area and contains reinforcing structures that ensure the structural integrity of the system, even when the sensor is positioned in a cutout of the base element. The bracket and the reinforcing structures allow the sensor to be mounted in a manner that permits easy integration into the vehicle structure without impairing the sensor's functionality. The system is designed to be used on one or both sides of the vehicle.

[0005] CN 1 18 833 165 A discloses a mounting structure for a vehicle-mounted gimbal camera and a corresponding vehicle. The structure comprises an outer plate of the roof crossmember and an inner plate of the roof crossmember. The outer plate has an inwardly recessed first mounting space with a first mounting hole. The gimbal itself consists of a drive base and a housing for the camera module. The key feature of the mounting is that the portion of the drive base facing away from the camera module passes through the first mounting hole of the outer plate, enters the second mounting space of the inner plate, and is secured there. The aim is to utilize the space between the outer plate and the interior of the roof crossmember to minimize the vertical height of the gimbal camera, thereby avoiding excessive compression of the vehicle interior and improving ride comfort.

[0006] In contrast, the present invention is based on the objective of increasing the safety of the motor vehicle in accidents.

[0007] This problem is solved by a motor vehicle according to claim 1. Embodiments of the invention are specified in the dependent claims.

[0008] The motor vehicle according to claim 1 comprises a crossmember and a sensor. For the purposes of this description, a crossmember is understood to be, in particular, a component of the vehicle's chassis that significantly contributes to the mechanical rigidity of the vehicle and extends with its greatest extent in the transverse direction of the vehicle. In this context, the transverse direction is understood to be, in particular, a horizontal direction that, during the intended use of the vehicle, is perpendicular to the vehicle's direction of travel without any steering input. For the purposes of this description, a sensor is understood to be, in particular, a structure comprising a sensor element. For example, the sensor element may be configured to generate sensor data. The sensor may also, for example, comprise a housing within which the sensor element may be arranged.

[0009] The crossbeam has a first through-opening. In this description, the first through-opening refers specifically to an opening within the crossbeam through which, for example, the sensor can be passed. The first through-opening can be surrounded by the material of the crossbeam in two dimensions.

[0010] The sensor is located at least partially within and / or directly in front of the first feedthrough opening. This can mean, in particular, that the sensor overlaps the first feedthrough opening in both the vertical and lateral directions of the vehicle. The vertical direction is understood to be the direction that runs vertically during normal use of the vehicle. The sensor may also protrude forward and / or backward from the crossmember in the longitudinal direction of the vehicle. For the purposes of this description, the longitudinal direction is understood to be the horizontal direction in which the vehicle moves without steering input during normal use.

[0011] This sensor arrangement is particularly advantageous because it allows the sensor to be positioned at the level of the crossmember without influencing the vehicle's crash behavior. This achieves high flexibility in sensor positioning while simultaneously ensuring favorable crash behavior. For example, a sensor positioned in front of the crossmember could negatively impact crash behavior by acting as a block former. This is especially true in collisions between the vehicle and a pedestrian, another vehicle, or another object.

[0012] If the sensor is positioned at least partially in front of the crossmember, it can be pushed backward through the first feedthrough opening in the event of an accident. If the sensor is positioned partially inside the crossmember, the first feedthrough opening can be used for the sensor to transmit or receive, for example, electromagnetic radiation, sound waves, or ultrasound waves.

[0013] It is particularly possible that the crossbeam may have a first through-hole, which may, for example, be located in the center of the crossbeam. Alternatively, the crossbeam may also have several first through-holes, which may, for example, be located in lateral areas of the crossbeam.

[0014] The vehicle comprises a crash box and a longitudinal member. The crash box can, for example, have a cuboid shape. Alternatively, the crash box can also have a trapezoidal shape in longitudinal section. In particular, the crash box can have a rearward-tapering cross-section. For the purposes of this description, a crash box is understood to be, in particular, a shock absorber system that, in the event of a vehicle accident, dissipates kinetic energy through deformation in order to subject the vehicle occupants and a large part of the vehicle's structure to a reduced deceleration force. For the purposes of this description, a longitudinal member is understood to be, in particular, a component of the vehicle's chassis that contributes significantly to the mechanical rigidity of the vehicle and extends along the longitudinal axis of the vehicle with its greatest extent.

[0015] The cross member is attached to the longitudinal member via the crash box. The crash box has a second through-opening. At least part of the sensor is located in or directly in front of this second through-opening. This second through-opening can be particularly advantageous for creating more installation space for the sensor. According to one embodiment of the invention, the sensor may not protrude above or below the cross member.

[0016] According to one embodiment of the invention, it is possible that the sensor does not project laterally beyond the crossbeam. In the context of this description, this is understood to mean in particular that the sensor does not project laterally beyond the crossbeam.

[0017] According to one embodiment of the invention, the first through-hole and the second through-hole can merge into one another.

[0018] According to one embodiment of the invention, the crossbeam can be designed in a shell construction. This is particularly possible if the crossbeam is made of steel. The crossbeam can have a crossbeam base plate. The crossbeam base plate can frame the first through-hole. A first crossbeam shell section can be attached to the crossbeam base plate above and below the first through-hole. It is particularly possible that the crossbeam is formed above and below the first through-hole by the first crossbeam shell sections.

[0019] Laterally, preferably transversely, adjacent to the first through-hole, a second crossbeam shell section can be attached to the crossbeam base plate. These second crossbeam shell sections can extend over the entire height of the crossbeam and form the crossbeam in the areas adjacent to the first through-hole. It is particularly possible for the first crossbeam shell sections to transition into the second crossbeam shell sections. The crossbeam can therefore be, in particular, a single piece and / or a single component.

[0020] According to one embodiment of the invention, the crossbeam can comprise an extruded crossbeam profile. This is particularly possible if the crossbeam is made of aluminum. It is also possible for the crossbeam to be formed from the extruded crossbeam profile itself. The extruded crossbeam profile can extend over the entire transverse dimension of the crossbeam. A first part of the extruded crossbeam profile can be arranged above the first through-hole. A second part of the extruded crossbeam profile can be arranged below the first through-hole.

[0021] For example, the crossbeam extrusion profile can have three chambers, a first of which is located at least partially above and a second at least partially below the first through-hole. A third chamber can be located between the first and second chambers. In the area of ​​the first through-hole, the crossbeam extrusion profile can, in particular, be free of the third chamber. For example, the third chamber can be cut, punched, or milled away in the area of ​​the first through-hole.

[0022] According to one embodiment of the invention, the crash box can be designed in a shell construction. This is particularly possible if the crash box is made of steel. The crash box can have a base plate and a shell. The shell can be attached to the base plate. The shell can define the second through-hole. It is also particularly possible for the second through-hole to be defined by both the shell and the first through-hole.

[0023] According to one embodiment of the invention, the crash box can comprise a crash box extrusion profile that extends over the entire longitudinal extent of the crash box. A first part of the crash box extrusion profile can be arranged above the second through-opening. A second part of the crash box extrusion profile can be arranged below the second through-opening.

[0024] For example, the crash box extrusion profile can have three chambers, a first of which is located at least partially above and a second at least partially below the second through-hole. A third chamber can be located between the first and second chambers. In the area of ​​the second through-hole, the crash box extrusion profile can, in particular, be free of the third chamber. For example, the third chamber can be cut, punched, or milled away in the area of ​​the second through-hole.

[0025] According to one embodiment of the invention, the cross member can be arranged in a front area of ​​the motor vehicle. For the purposes of this description, the front area is understood to mean, in particular, the area that comprises the front end of the motor vehicle.

[0026] It is also possible that the crossmember is located in the rear section of the vehicle. For the purposes of this description, the rear section refers specifically to the area encompassing the rear end of the vehicle.

[0027] Further features and advantages of the present invention will become clear with reference to the following description of preferred embodiments and the accompanying figures. The same reference numerals are used for identical or similar features and for features with identical or similar functions. Fig. 1 a schematic perspective view of a part of a motor vehicle according to an embodiment of the invention; Fig. 2 a schematic perspective view of a part of a motor vehicle according to an embodiment of the invention; Fig. 3 a schematic perspective view of a part of a motor vehicle according to an embodiment of the invention; Fig. 4 a schematic perspective view of a part of a motor vehicle according to an embodiment of the invention with a crossbeam in shell construction; Fig. 5 a schematic front view of the crossbeam made of Fig. 4; Fig. 6 a schematic sectional view of the crossbeam made of Fig. 4 in shell construction according to the section line AA from Fig. 4; Fig. 7 a schematic sectional view of the crossbeam and the crash box Fig. 4 in shell construction according to section line BB from Fig. 4; Fig. 8 a schematic sectional view of the crash box Fig. 4 in shell construction according to the section line CC from Fig. 4; Fig. 9 a schematic perspective view of a part of a motor vehicle according to an embodiment of the invention with a cross member as a cross member extruded profile; Fig. 10 a schematic front view of the crossbeam made of Fig. 9; Fig. 11 a schematic sectional view of the crossbeam made of Fig. 9 as a crossbeam extruded profile according to the section line AA Fig. 9; Fig. 12 a schematic sectional view of the crossbeam and the crash box Fig. 9 as a crossbeam extruded profile and as a crash box extruded profile according to the section line BB from Fig. 9; Fig. 13 a schematic sectional view of the crash box Fig. 9 as a crashbox extrusion profile according to the CC section line Fig. 9; and Fig. 14 a schematic sectional view of the crash box Fig. 9 as a crashbox extrusion profile according to the DD section line Fig. 9.

[0028] The intended direction of travel of the vehicle is indicated by arrow F in some figures. The crossmember 1 is attached at each of its ends, in the transverse direction, to a crash box 2 on an impact plate 3. The impact plate 3 can each be attached to a longitudinal member (not shown in the figures) of the vehicle. A sensor 4 is arranged in a first through-hole 5 of the crossmember 1 and in a second through-hole 6 of one of the crash boxes 2. The sensor protrudes forward from the first through-hole 5. The sensor 4 can be, for example, a camera, lidar, radar, or laser sensor. The sensor 4 can be used, for example, by a driver assistance system of the vehicle or for fully automatic control of the vehicle.

[0029] The positioning of the sensor 4 in the first through-hole 5 and the second through-hole 6 is particularly advantageous because the sensor 4 is thus arranged at the level of the cross member 1 and can also be easily pushed backwards in the event of an accident of the motor vehicle, so that, for example, the risk of injury to pedestrians is not increased or only insignificantly increased compared to a motor vehicle without the sensor 4.

[0030] The one in the Fig. The crossbeam 1 shown in Figures 5 to 7 is designed in a shell construction. The crossbeam 1 has a crossbeam base plate 7, two first crossbeam shells 9, and two second crossbeam shells 8. The first crossbeam shells 9 and the second crossbeam shells 8 are each welded to the crossbeam base plate 7. In the Fig. 5 to 7, this is represented by several spot welds 10. One of the first crossbeam shells 9 is arranged above the first through-opening 5. The other first crossbeam shell 9 is arranged below the first through-opening 5. One of the second crossbeam shells 8 is arranged laterally next to each of the first through-opening 5.

[0031] It is possible, and indeed preferred, that the first crossbeam shells 9 each transition into the second crossbeam shells 8. In this case, the conceptual distinction between first crossbeam shells 9 and second crossbeam shells 8 serves solely to describe the shape of the crossbeam 1. It is possible that, from a structural engineering perspective, the first crossbeam shells 9 and the second crossbeam shells 8 can be considered a single shell.

[0032] The in the Fig. 7 and Fig. The crash box 2 shown in Figure 8 is of shell construction. The crossbeam base plate 7 is attached to the crash box 2, preferably by means of one or more welded connections. The crash box 2 has a crash box base plate 11 and a crash box shell 12 attached to the crash box base plate 11. Both the crash box base plate 11 and the crash box shell 12 extend from the impact plate 3 to the crossbeam base plate 7. The crash box shell 12 defines the upper and lower boundaries of the second through-opening 6. The second through-opening 6 is open laterally.

[0033] The cross-sectional area of ​​the crash box 2 with the second through-opening 6 remains constant in the longitudinal direction from the cross member 1 to the impact plate 3 (see Fig. 7) However, it is also possible that the crash box 2 tapers towards the impact plate 3 and thus has a trapezoidal shape in longitudinal section.

[0034] The one in the Fig. The crossbeam shown in Figures 9 to 11 is designed as an extruded crossbeam profile 19. The extruded crossbeam profile 19 has three chambers 13, 14, and 15. The third chamber 14 is located between the first chamber 13 and the second chamber 15. The first chamber 13 and the second chamber 15 extend across the entire transverse dimension of the extruded crossbeam profile 19. The first through-opening 5 is thus bounded laterally by the third chamber 14, above by the first chamber 13, and below by the second chamber 15. During the manufacture of the extruded crossbeam profile 19, for example, a portion of the third chamber 14 can be removed to create the first through-opening 5. This can be done, for example, by cutting, punching, or milling.

[0035] The in the Fig.The crashbox 2, depicted in Figures 12 to 14, is designed as an extruded profile with three chambers 16, 17, and 18. The first chamber 16 and the second chamber 18 each extend across the entire longitudinal dimension of the crashbox 2. The third chamber 17 is located between the first chamber 16 and the second chamber 18. The second through-opening 6 is bounded above by the first chamber 16 and below by the second chamber 18. To the rear, the second through-opening 6 is bounded by the third chamber 17. The second through-opening 6 may have been created by cutting, punching, or milling away a portion of the third chamber 17. The crashbox 2 is attached to the impact plate 3 by all three chambers 16, 17, and 18.

[0036] It is also possible to design the crash box 2 without the third chamber 17. In this case, the second through-opening 6 extends from the impact plate 3 to the first through-opening 5. In this case, the first chamber 16 and the second chamber 18 form two separate crash box elements. This can offer advantages in terms of the crash box's folding behavior during an accident.

Claims

[1] Motor vehicle comprising a cross member (1) and a sensor (4), wherein the cross member (1) has a first through-hole (5), wherein the sensor (4) is arranged at least partially in and / or directly in front of the first through-hole (5), wherein the motor vehicle comprises a crash box (2) and a longitudinal member, characterized by , that the cross member (1) is attached to the longitudinal member via the crash box (2), wherein the crash box (2) has a second through-opening (6), wherein at least part of the sensor (4) is arranged in the second through-opening (6) or directly in front of the second through-opening (6). [2] Motor vehicle according to claim 1, characterized by that the sensor (4) does not extend above or below the crossbeam (1). [3] Motor vehicle according to any of the preceding claims, characterized by that the sensor (4) does not extend laterally beyond the cross member (1). [4] Motor vehicle according to any of the preceding claims, characterized by , that the first through-hole (5) and the second through-hole (6) merge into each other. [5] Motor vehicle according to any of the preceding claims, characterized by , that the crossbeam (1) is designed in shell construction, wherein the crossbeam (1) has a crossbeam base plate (7), wherein the crossbeam base plate (7) frames the first through-opening (5), wherein a first crossbeam shell section (9) is attached to the crossbeam base plate (7) above and below the first through-opening (5), and wherein a second crossbeam shell section (8) is attached to the crossbeam base plate (7) laterally next to the first through-opening (5). [6] Motor vehicle according to any one of claims 1 to 4, characterized by, that the crossbeam (1) comprises a crossbeam extrusion profile (19), wherein the crossbeam extrusion profile (19) extends over the entire extent of the crossbeam (1) in the transverse direction, wherein a first part of the crossbeam extrusion profile (19) is arranged above the first through-hole (5), wherein a second part of the crossbeam extrusion profile (19) is arranged below the first through-hole (5). [7] Motor vehicle according to any of the preceding claims, characterized by , that the crashbox (2) is designed in a shell construction, wherein the crashbox (2) has a crashbox base plate (11) and a crashbox shell (12), wherein the crashbox shell (12) is attached to the crashbox base plate (11), and wherein the crashbox shell (12) defines the second through-hole (6). [8] Motor vehicle according to any one of claims 1 to 6, characterized by, that the crashbox (2) comprises a crashbox extrusion profile which extends over the entire extent of the crashbox (2) in the longitudinal direction, wherein a first part of the crashbox extrusion profile is arranged above the second through-opening (6), wherein a second part of the crashbox extrusion profile is arranged below the second through-opening (6). [9] Motor vehicle according to any one of the preceding claims, characterized by , that the cross member (1) is located in a front area of ​​the motor vehicle.

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