Spacer element and arrangement

Abstract

The invention relates to a spacer element (10) for arrangement between an assembly (14) held by respective longitudinal members (12) and an end wall (16) of a motor vehicle, by which a displacement movement of the assembly (14) in a crash can be at least partially modified, wherein the spacer element (10) is designed to redirect a force acting on the assembly (14) resulting from the crash into a direction of movement (A) that deviates from the original direction of force (F). The invention further relates to an arrangement.

Description

[0001] The invention relates to a spacer element for arrangement between an assembly held by respective longitudinal beams and an end wall of a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to an arrangement of a spacer element between the assembly and the end wall.

[0002] These spacer elements are designed to selectively influence the relative movements between components and body-in-white structures in the event of a crash. They serve, in particular, to influence the movements of components triggered by an impact on the vehicle, thereby reducing the structural load on the vehicle body.

[0003] German patent application DE 198 58 639 A1 describes and discloses an airbag arrangement in the engine compartment in which an air cushion structure delays or influences the movement of the engine in the event of a crash. Energy is absorbed by an airbag located between the engine and the front end or firewall. This solution uses active components for energy absorption.

[0004] DE 10 2017 222 225 A1 describes a motor vehicle with a passenger compartment and a front compartment arranged in front of the passenger compartment along a longitudinal axis (X), wherein the passenger compartment is surrounded by a body having a slope, and wherein a subframe is arranged in the front compartment, wherein a gap is formed between the subframe and the slope along the longitudinal axis (X), and a spacer is arranged in this gap, wherein the subframe is connected to the slope by means of a connecting element. The connecting element is designed as a predetermined failure element such that downward movement of the subframe along a vertical axis (Z) is not impeded.

[0005] US Patent 2018 / 0 194 406 A1 describes a vehicle front structure with a power unit located at the front of the vehicle and a body panel extending behind the power unit in the vehicle's width direction. The power unit is provided with a contact section whose contact surface, during a rearward movement of the power unit in a frontal impact, makes contact with a receiving surface of the body panel. The contact surface of the contact section is flat and inclined relative to the receiving surface in the same direction as the receiving surface due to the deformation of the body panel during the frontal impact.

[0006] FR 3 031 950 A1 relates to an impactor for attachment to the drivetrain of a motor vehicle, which interacts with the bracket located at the rear of the vehicle. The impactor has a rear section which, in the event of displacement of the drivetrain following an impact on the front of the vehicle, engages with the underside of the front of the bracket to hold the group vertically. The rear section has a tab extending towards the rear of the vehicle.

[0007] The JP 2009 101 810 A provides a front body structure for a vehicle in which both the right and left front wheels can be turned simultaneously, preventing the front wheels from colliding with the front ends of the side sills. This is achieved by retracting a rack and pinion steering system through the retraction of a drive unit in the event of a collision and by forcefully turning the front wheels.

[0008] The object of the invention is to further develop a structure for securing the unit in such a way that, in the event of a crash, the unit is better secured by the structure.

[0009] This problem is solved by means of a spacer element having the features of claim 1 and by means of an arrangement of a spacer element according to the invention. Advantageous embodiments of the spacer element according to the invention are considered to be advantageous embodiments of the arrangement according to the invention, wherein the means of the spacer element and the arrangement can be used to carry out the respective mechanical action. Further developments of the invention are described by the dependent claims, the following description, and the figures.

[0010] A first aspect of the invention relates to a spacer element for arrangement between an assembly held by longitudinal beams and the front wall of a motor vehicle, by which the displacement movement of the assembly in a crash can be at least partially modified. The spacer element comprises a passive structure which is arranged in the area between the assembly and the front wall. This arrangement essentially achieves a mechanical interaction in which the spacer element influences the movement path of the assembly through its shape and position.

[0011] To solve the problem of the invention and thus provide a deflection of the assembly or its movement, the invention provides that the spacer element is designed such that it deflects a force acting on the assembly as a result of the crash in a direction of movement that deviates from the original direction of force. The spacer element thus acts as a defined deflection unit, which is mechanically designed to effect a change in the assembly's trajectory. The movement is not only stopped, but also selectively diverted laterally, obliquely, or downwards, thereby protecting downstream vehicle structures and, in particular, the installation space behind the bulkhead. Furthermore, this also protects the assembly itself, as it is not damaged by its own collision with the bulkhead.This specific design solves the problem of the invention by preventing the collision energy from being transferred directly to the front wall, but instead transforming it into a laterally deviating movement of the unit beforehand.

[0012] In particular, the spacer element is designed such that the force exerted on the unit in a crash is specifically redirected from the front crossmember towards the negative Z-axis of the vehicle, i.e., downwards in the vehicle's vertical direction. This guides the unit in a controlled manner out of the central collision area and into lower, space-cleared zones. This defined downward deflection also serves, for example, to protect structurally sensitive areas above the crossmember and behind the bulkhead from direct force transmission and mechanical damage. The spacer element acts as a mechanical guide, influencing the direction of movement and also absorbing energy.

[0013] In the embodiment according to the invention, the spacer element has a sliding surface inclined or angled in the direction of the force, along which the assembly can slide laterally in the deviating direction of movement in the event of a crash, thereby allowing the movement of the assembly to be controlled. The sliding surface is an essential feature that enables its geometry to define a specific deflection path. In contrast to known buffer elements or, for example, airbags from the prior art, the sliding surface not only dampens the movement but also actively redirects it. Preferably, the sliding surface is positioned such that, in the event of a crash, the assembly slides downwards in the upward direction of the vehicle below the front crossmember.The targeted routing into this area makes it possible to guide the unit into zones kept clear on the construction side, thus avoiding collisions with structural elements or pipe systems located above the front wall.

[0014] Furthermore, the geometry of the sliding surface is variable enough to allow for deflection in other spatial directions, in addition to the preferred downward deflection in the vehicle's vertical direction. This enables the unit to be selectively shifted laterally, diagonally, or even backwards, depending on requirements, to avoid critical collisions with adjacent structural elements or components.

[0015] It is further stipulated that the spacer element has a contact surface which, in the event of a severe crash, can make contact with the bulkhead and / or a structure on the body shell, thereby enabling the transfer of the crash impulse or force into the vehicle frame. The contact surface can be particularly effective at high speeds, where simple sliding is no longer sufficient. Thus, a second safety level is established here for the dissipation of residual energy.

[0016] It is further planned that the sliding surface and the stop surface are located on different areas of the spacer element, thus enabling differentiated operation in various crash scenarios. On the one hand, a displacement direction or a shift of the assembly can be facilitated first, and on the other hand, the actual energy absorption can be achieved by the respective stop surfaces. Alternatively, a stop can be provided first, followed by a displacement.

[0017] In a further embodiment of the invention, the sliding surface is integrated into a housing material of the assembly or formed by rib structures, particularly those made of die-casting. This allows for easy integration into existing assembly geometries or designs. In particular, functional surfaces on the housing surface can be used for targeted deflection in electric motor or EATS housings.

[0018] In an advantageous embodiment of the invention, the spacer element is designed to maintain a space between the unit and the front wall for cable protection in the event of a crash, thereby providing protection for high-voltage cables in particular. This means that in the event of a crash, for example, if the stop element strikes the side wall or if the sliding surface strikes the side wall, sufficient space remains in which the high-voltage cables are not trapped but can remain undamaged. Accordingly, the space is intentionally left open.

[0019] In a further advantageous embodiment of the invention, the spacer element is made of a material suitable for plastic deformation, thereby enabling additional energy absorption and providing improved impact integrity of the component. For example, aluminum alloys with targeted weakening zones can be used for this purpose.

[0020] Another aspect of the invention relates to an arrangement of a spacer element between an assembly held by longitudinal beams and the front wall of a motor vehicle, by which a displacement movement of the assembly in a crash can be at least partially modified. The spacer element is designed to redirect a force acting on the assembly resulting from the crash into a direction of movement that deviates from the original direction of force. This arrangement differs from the actual spacer element in that, in addition to the spacer element, a corresponding counter-structure is also described.

[0021] In an advantageous embodiment of the invention, a sliding element is arranged on the front wall side or body side, corresponding to the arrangement of the spacer element. This sliding element has a sliding surface inclined or angled in the direction of the force, along which the assembly can slide laterally in the opposite direction of movement in the event of a crash. The sliding element thus represents a passive counter-structure that can interact with the spacer element.

[0022] In a further advantageous embodiment of the invention, the sliding element has a stop surface which can contact the spacer element in the event of a severe crash. This allows the impact energy to be shared by both elements and transferred to the vehicle body.

[0023] In other words, the spacer element is intended not only to deflect a component but also to contribute to energy transfer for structural stress relief and to keeping installation space clear. In addition to the components already mentioned, the proposed arrangement, spacer element, and corresponding sliding element incorporate an improved crash response, thereby enhancing both passive safety and cable protection in various crash scenarios.

[0024] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0025] This shows: Fig. 1 a schematic top view of a spacer element; Fig. 2 a sliding element; and Fig. 3 an arrangement of the spacer element in combination with the sliding element.

[0026] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0027] Fig. Figure 1 shows a schematic top view of a spacer element 10, which is arranged between an assembly 14 held by longitudinal members 12 and an end wall 16 of a motor vehicle. The spacer element 10 is designed to redirect a force F resulting from a crash acting on the assembly 14 in a direction of movement A that deviates from the original direction of force F. For this purpose, the spacer element 10 has a sliding surface 10a inclined or angled in the direction of force F, along which the assembly 14 can slide in the direction of movement A in the event of a crash. The geometry of the sliding surface 10a is preferably designed such that a controlled downward deflection of the assembly 14 in the upward direction of the vehicle occurs, in particular to guide the assembly below a front cross member into a clear installation space.

[0028] Furthermore, the spacer element 10 comprises a stop surface 10b, which, in the event of a severe crash load, comes into contact with the front bulkhead 16 and / or a structure in the body shell. In a preferred embodiment, the unit is initially guided against the front crossmember by the spacer element 10, then slides downwards along the sliding surface 10a, and finally decelerates in a controlled manner or reaches an end stop via the stop surface 10b. The sliding surface 10a and the stop surface 10b are located in different areas of the spacer element 10. The spacer element 10 can, in particular, be an integral part of the housing material of the unit 14, or thus an integrated component of the housing of the unit 14, or alternatively be formed by rib structures, especially those made of die-cast material.

[0029] A space is kept open between the unit 14 and the end wall 16, which is intended in particular for guiding and protecting cables, such as high-voltage cables.

[0030] The spacer element 10 is made of or provided with a material which allows plastic deformation in the event of a crash, in particular to absorb the respective energy.

[0031] Fig. Figure 2 shows the spacer element 10 in an exemplary embodiment, in which it is integrated as an integral component into the housing of the assembly 14. The spacer element 10 comprises a sliding surface 10a inclined or angled in the direction of force F, along which the assembly can slide in the opposite direction of movement A – in particular downwards in the upward direction of the vehicle – in the event of a crash. Additionally, the spacer element 10 has a stop surface 10b which, in the event of a severe crash load, comes into contact with an opposing structure, such as the bulkhead 16 or a counter-support located there. This stop surface serves to introduce energy in a controlled manner and to decelerate the assembly in a controlled manner.

[0032] The representation in Fig. Figure 2 illustrates in particular the function-integrated design of the spacer element 10 within the aggregate housing as well as the position and orientation of the active surfaces.

[0033] Fig. Figure 3 shows an arrangement of the spacer element 10 in combination with the sliding element 20 in a intended operating position. The geometric and functional relationship between the assembly 14, the spacer element 10, and the sliding element 20 is illustrated. In the event of a crash, the sliding surface 10a of the spacer element 10 acts together with the corresponding sliding surface 20a of the sliding element 20, thereby guiding the assembly 14 out of its original force path along a defined deflection path. This deflection is specifically designed downwards in the upward direction of the vehicle, so that the assembly 14 is diverted below the front crossmember into an area kept clear in terms of installation space.

[0034] This guided displacement avoids a collision with sensitive structural areas above the front wall or with pipe systems.

[0035] The sliding element 20 can be designed as a separate component on the front wall side of the body shell or integrated as part of the front crossmember. Alternatively, the crossmember itself can assume the function of the sliding element by providing a sliding surface 20a and, if necessary, a stop surface 20b in its geometry. The stop surfaces 10b and 20b are provided on the components and serve to control the movement of the assembly under high crash loads, in particular for the defined transfer of energy into the body shell structure.

[0036] In summary, the invention proposes an engine housing with an integrated crash structure.

Claims

[1] Spacer element (10) for arrangement between an assembly (14) held by respective longitudinal members (12) and a front wall (16) of a motor vehicle, by which a displacement movement of the assembly (14) in a crash case can be at least partially changed, wherein the spacer element (10) is designed to redirect a force acting on the unit (14) resulting from the crash into a direction of movement (A) that differs from the original direction of force (F), and wherein the spacer element (10) has a sliding surface (10a) inclined or angled in the direction of force (F), along which the assembly (14) can slide laterally in the opposite direction of movement (A) in the event of a crash, and wherein the spacer element (10) has a stop surface (10b) which can be contacted with the front wall (16) and / or with a structure in the body shell in the event of a severe crash load, characterized by , that the sliding surface (10a) and the stop surface (10b) are provided on different areas of the spacer element (10), and the sliding surface (10a) is integrated into a housing material of the unit (14) or is formed by rib structures. [2] Spacer element (10) according to claim 1, characterized by , that the spacer element (10) is designed to keep an installation space open between the unit (14) and the front wall (16) for cable protection in the event of a crash. [3] Spacer element (10) according to one of the preceding claims, characterized by , that the spacer element (10) is made of a material suitable for plastic deformation. [4] Arrangement of a spacer element (10) according to claim 1 between an assembly (14) held by respective longitudinal members (12) and an end wall (16) of a motor vehicle, by which a displacement movement of the assembly (14) in a crash case can be at least partially modified, characterized by , that the spacer element (10) is designed to redirect a force acting on the unit (14) resulting from the crash into a direction of movement (A) that differs from the original direction of force (F). [5] Arrangement according to claim 4, characterized by , that on the front wall side, corresponding to the arrangement of the spacer element (10), a sliding element (20) is arranged which has a sliding surface (20a) inclined or angled in the direction of force (F), along which the unit (14) can slide laterally in the deviating direction of movement (A) in the event of a crash. [6] Arrangement according to claim 5, characterized by, that the sliding element (20) has a stop surface (20b) which can be contacted with the spacer element (10) in the event of a severe crash load.

Images