Front-end structure for a motor vehicle

Abstract

The invention relates to a front-end structure (1) for a motor vehicle (2), comprising a front wall (4), at least one longitudinal member (8) which projects forward from the front wall (4) in the longitudinal direction (6) of the vehicle, a front flap (9) which is movable between a closed position (10) closing a front-side receiving space (7) and an open position at least partially releasing the front-side receiving space (7), and a coupling element (15) connected to the longitudinal member (8) via a connection point (16) of the longitudinal member (8) and formed separately from the longitudinal member (8) and the front flap (9), via which the longitudinal member (8) and the front flap (9) are coupled to each other, wherein the longitudinal member (8) has a predetermined bending point (17) at the connection point (16).which, in the event of an accident-related impact on the front flap (9), a force (19) is exerted on the longitudinal member (8) via the coupling element (15) at the connection point (16) in order to buckle the longitudinal member (8) at the intended buckling point (17).

Description

The present invention relates to a front-end structure for a motor vehicle according to claim 1. DE 10 2017 008 031 A1 discloses an accident protection device for a motor vehicle, comprising at least two support elements and at least one tension element, which extends over a distance between the at least two support elements and is coupled to them, wherein the accident protection device comprises at least one force transmission element movable in the distance between the at least two support elements, by means of which accident-related forces can be transferred to the tension element in such a way that at least one support element of the at least two support elements is deformed into a state of deformation by means of the tension element and thereby exerts a deformation force on at least one support element of the accident protection device coupled to the at least two support elements. Furthermore, DE 10 2023 124 201 A1 discloses a safety device for a front area of ​​a motor vehicle, comprising a front hood with a cabin-side end and a front-side end, a body shell of the motor vehicle and a hinge by means of which the front hood is pivotably mounted on the body shell, wherein the safety device comprises a pull cable which is connected to the body shell at a first connection point and is connected to the front hood and / or the hinge at a second connection point. Furthermore, a motor suspension arrangement is known from DE 10 2016 208 721 A1, which comprises a motor suspension, a side support and an angle piece arranged between the motor suspension and the side support, wherein the angle piece has a first section attached to the support below the motor suspension and at least one projecting section extending from one end beyond the first section. The purpose of the invention is to create a front-end structure for a motor vehicle in such a way as to significantly increase the safety of the motor vehicle. This problem is solved according to the invention by a front-end structure for a motor vehicle with the features of claim 1. Advantageous embodiments of the invention are the subject of the dependent claims and the description. The invention relates to a front-end structure for a motor vehicle. The motor vehicle is preferably designed as a passenger car. Preferably, the motor vehicle, particularly in its fully manufactured state, comprises the front-end structure. Preferably, the motor vehicle has a body, which is in particular designed as a self-supporting body. Preferably, the front-end structure is at least partially an integral part of the body. In other words, the body preferably incorporates the front-end structure at least partially. The term "front end" refers specifically to the front section, for example, of the car body. The front end structure can also simply be called the front section or front section. The front structure has a bulkhead that at least partially, for example at least predominantly or completely, and in particular directly, delimits an interior space of the vehicle in the longitudinal direction forward. In other words, the bulkhead forms at least part of the interior space. Preferably, the bulkhead also delimits a front-side receiving space of the vehicle at least partially, for example at least predominantly or completely, and in particular directly, in the longitudinal direction rearward. In other words, the bulkhead forms, for example, at least part of the front-side receiving space. In particular, the front-side receiving space and the interior space are separated from each other by the bulkhead. The front-side receiving space is, for example, designed as an engine compartment.Alternatively, the front storage area can be designed as a front storage compartment, intended or designed to hold at least one item. This front storage compartment can be referred to as a frunk. The front-end structure further comprises at least one longitudinal member, which is formed separately from the bulkhead and is, for example, designed as an engine longitudinal member. The longitudinal member projects forward from the bulkhead in the longitudinal direction of the vehicle, in particular directly. In other words, the longitudinal member connects to the bulkhead at least indirectly, in particular directly, in the longitudinal direction of the vehicle. Preferably, the longitudinal member is supported by the bulkhead in the longitudinal direction of the vehicle, in particular directly, in the longitudinal direction of the vehicle. Furthermore, the front structure features a front flap, which is specifically designed separately from the front bulkhead and the longitudinal member. This flap is movable, for example pivotable about a pivot axis, between a closed position that completely closes the front receiving area and at least an open position that at least partially, and in particular at least predominantly or completely, opens the front receiving area. In other words, at least a portion of the front receiving area is covered by the front flap in the closed position, whereas this portion is not covered in the open position. The closing of the front receiving area by the front flap is understood to mean, in particular, closing at least one opening of the front flap.Furthermore, the term "releasing the front receiving area from the hood" refers in particular to the opening of the hood. Preferably, the front receiving area opens into the surrounding area of ​​the vehicle. The term "hood" refers in particular to a front hood, such as an engine hood. To significantly enhance the safety, particularly crash safety, of the motor vehicle, the front-end structure further comprises at least one coupling element. This coupling element is connected to the longitudinal member via a connection point, specifically at the connection point of the longitudinal member, for example, at least indirectly or directly, and is designed separately from the longitudinal member and the front hood. In other words, the coupling element is attached to the longitudinal member via the connection point, specifically at the connection point. The longitudinal member and the front hood are coupled to each other, particularly mechanically, via the coupling element. In other words, the longitudinal member and the front hood are connected to each other via the coupling element, specifically through the connection point. Coupling is understood to mean, in particular, force-transmitted coupling.Furthermore, the longitudinal member, particularly directly at the connection point, has at least one predetermined buckling point, whereby, in the event of an accident impact on the hood, the longitudinal member is subjected to at least one force via the coupling element at the connection point in order to buckle the longitudinal member at the predetermined buckling point, in particular in a controlled manner. This means that the accident impact on the hood can cause, or does cause, the longitudinal member to be subjected to the force via the coupling element at the connection point, resulting in, in particular, the buckling of the longitudinal member at the predetermined buckling point.In other words, it is intended that the impact of the front flap caused by the accident can be transferred via the coupling element to the connection point of the longitudinal member in such a way that, especially in the event of an accident involving the motor vehicle, the buckling of the longitudinal member at the intended buckling point occurs, in particular in a targeted manner. The term "designed buckling point" refers specifically to a deliberately designed buckling point. It is therefore understood to be a predetermined trigger point for buckling the longitudinal beam. The designed buckling point is, for example, a specifically designed weak point in the longitudinal beam. The weak point in this context refers specifically to a mechanical weak point. The term "accident-induced impact on the hood" refers specifically to the impact of a force and / or torque on the hood caused by the accident. This impact results, for example, in movement and / or deformation of the hood, particularly if caused by the accident. This movement and / or deformation, particularly via the coupling element, generates the force that impacts the longitudinal member at the connection point. The term "accident-induced impact" specifically means that the impact occurs during the vehicle accident. In an accident, the vehicle collides with another vehicle, such as another car or other object. The accident might be a head-on collision. The term "acting the longitudinal beam with force at the connection point" means in particular that the force acts on the longitudinal beam, especially directly, at the connection point. Buckling of the longitudinal beam is understood to mean, in particular, a buckling movement of the longitudinal beam, preferably a controlled or defined one. Furthermore, buckling is, for example, a buckling of the longitudinal beam about at least one, in particular defined, buckling axis. In particular, the buckling axis is defined by the intended buckling point. The buckling axis runs, for example, at least substantially in the vertical direction of the vehicle, and in particular at least substantially parallel to the vertical direction of the vehicle. Buckling of the longitudinal beam can include folding and / or bulging of the longitudinal beam. Preferably, the buckling of the longitudinal beam at the intended buckling point can be caused, or is caused, at least partially by the force acting, in particular, at the connection point. Thus, this force results, for example, in the buckling of the longitudinal beam at the intended buckling point.However, it may be necessary that, in addition to the force acting at the connection point, a further impact on the longitudinal beam due to an accident, for example at its front end relative to the vehicle's longitudinal direction, is required to buckle the longitudinal beam at the intended buckling point. It may be provided that the force acting at the connection point, and in particular the force transmitted to the longitudinal beam via the coupling element, induces the buckling of the longitudinal beam at the intended buckling point. The fact that the longitudinal beam has the intended buckling point at the joint means, in particular, that the intended buckling point is located at the joint, that is, at least in the area of ​​the joint. Thus, the intended buckling point is located at least in the vicinity of, for example, the immediate vicinity of, the joint. The invention is based in particular on the following findings and considerations: To ensure vehicle pulse targets in a crash load case, energy-absorbing load paths, such as the longitudinal member, must be coordinated. A primary load path is typically the engine longitudinal member. In particular, this must be designed accordingly and function reproducibly. To achieve crash targets, vehicle components must, for example, meet force-displacement parameters. The engine longitudinal member can typically achieve such parameters through a predefined buckling behavior, which, for example, allows for deformation. Buckling modes of the longitudinal member are named, for example, according to their geometric shapes, such as Z-bending and A-bending. This can be achieved through targeted trigger ridges and / or local weakening.The buckling behavior of the longitudinal member, also simply called the engine mount, can be influenced by other load paths, such as a vehicle axle, and / or by peripheral components. Furthermore, the engine mount cannot be weakened arbitrarily, as this would conflict with other requirements. Under certain circumstances, this can lead to uneven buckling behavior, which would increase the vehicle's acceleration values—something that should be avoided. This is because it can generally be detrimental to the vehicle's occupants. In contrast, the aforementioned disadvantages can be avoided by means of the front-end structure according to the invention. Due to the coupling element, in the event of an impact to the hood in a crash, the longitudinal member at the connection point can be subjected, in particular in a controlled manner, to the force acting, especially at the connection point, thereby causing the longitudinal member to buckle at the intended buckling point. This allows for a defined buckling behavior of the longitudinal member to be achieved with particular reliability, thereby dissipating collision energy, also referred to as accident energy, preferably by deformation of the longitudinal member. This allows the load acting on the vehicle occupants during the accident to be kept particularly low, thus significantly increasing the safety of the vehicle.Thus, a particularly advantageous crash behavior of the motor vehicle can be achieved, especially through the coupling element. The buckling of the longitudinal member at the intended buckling point can therefore be particularly reproducible and / or particularly precise due to the coupling element. In particular, the front-end structure according to the invention, preferably the coupling element, makes the kinematics of the longitudinal member, also referred to as engine mount kinematics, more robust and reproducible, for example, across all drive variants and configuration variants in a derivative. To further enhance vehicle safety, the design incorporates a tensile force, particularly at the connection point. This means that in the event of an impact on the hood during an accident, the longitudinal member is also subjected to this tensile force via the coupling element at the connection point, specifically to buckle the longitudinal member at the intended buckling point. The tensile force here refers specifically to a tensile force acting on the longitudinal member. This tensile force allows the buckling of the longitudinal member at the intended buckling point to be triggered with exceptional reproducibility and / or precision. Furthermore, the coupling element enables this tensile force to be transferred to the longitudinal member with exceptional reliability and / or minimal effort following the impact of the accident. To further enhance the vehicle's safety, a further design provides for the force at the connection point to act rearward in the longitudinal direction of the vehicle and / or inward in the transverse direction. In other words, the force is directed rearward in the longitudinal direction and / or inward in the transverse direction. This allows the buckling of the longitudinal member to be triggered with particular precision and / or reproducibility. To further enhance the vehicle's safety, the coupling element is designed to be flexible. In other words, the coupling element is designed as a flexible coupling element. This allows the longitudinal member and the front flap to be coupled together in a particularly efficient and force-transmitting manner. Furthermore, this coupling can be achieved in a particularly space-saving way, since a flexible coupling element can be guided and, for example, deflected with minimal effort. Additionally, the flexible coupling element allows tensile forces, or the aforementioned tensile force, to be transmitted to the longitudinal member with minimal effort and / or maximum reliability, thus ensuring a particularly reliable buckling motion. "Flexible" is understood to mean, in particular, dimensionally unstable, unstable, or not dimensionally stable. Preferably, the coupling element is designed as a cable element, in particular a flexible one. This allows the longitudinal beam and the front flap to be coupled to each other in a particularly cost-effective manner, which in particular makes the buckling of the longitudinal beam at the intended buckling point particularly precise and / or particularly reproducible. To further enhance the vehicle's safety, a further embodiment provides for the front hood to have a second connection point where the coupling element is connected, in particular directly, to the front hood. In other words, the coupling element is attached to the front hood at this second connection point, specifically directly. This allows the coupling element to be connected to the front hood in a particularly secure manner. To further enhance vehicle safety, a further embodiment provides that, in the event of an impact on the hood during an accident, the second connection point is displaced upwards in the vehicle's vertical direction. This means that the impact on the hood during an accident results in the upward displacement of at least the second connection point of the hood. In other words, the impact on the hood during an accident can cause, or does cause, the upward displacement of the second connection point in the vehicle's vertical direction. The force acting, particularly at the connection point, preferably results from the displacement of the second connection point, especially through the coupling element.This means that the force, particularly acting at the connection point, can be exerted or is exerted by shifting the second connection point upwards in the vehicle's vertical direction. This allows the longitudinal beam to be acted upon particularly reliably via the coupling element, making the buckling of the longitudinal beam at the intended buckling point particularly reproducible and / or highly reliable. To significantly enhance the safety of the motor vehicle, for example in a particularly cost-effective and / or space-saving manner, the front-end structure features at least one guide element, separate from the longitudinal member and the front hood, by means of which the coupling element is guided, in particular movably. In other words, the coupling element is held, in particular movably, within the motor vehicle, for example on the body, by means of the guide element. Guiding the coupling element by means of the guide element includes, for example, guiding the coupling element by means of the guide element on at least one body component. To significantly enhance the safety of the motor vehicle in a particularly space-saving manner, a further embodiment provides that the coupling element can be deflected, or is deflected, by means of the guide element. In other words, the guide element is arranged, particularly directly, between two sections of the coupling element, these sections extending obliquely or perpendicularly to each other. This allows the guide element to guide the coupling element in a particularly space-saving manner, especially through the front mounting area. To further enhance vehicle safety, a further embodiment provides for the connection point to be located in the front half of the longitudinal member in the vehicle's longitudinal direction. In other words, the connection point is positioned further forward in the vehicle's longitudinal direction than the longitudinal member's center point relative to its longitudinal axis. This allows a particularly large amount of collision energy to be dissipated through buckling of the longitudinal member, thus significantly increasing vehicle safety. Further features of the invention can be found in the claims, the figures and the figure description. The invention will now be explained in more detail with reference to preferred embodiments and the accompanying drawings. Figure 1 shows a schematic partial side view of a front-end structure according to the invention in an initial state; Figure 2 shows a schematic partial side view of a front-end structure according to the invention in a deformed state; Figure 3 shows a schematic and perspective partial view of a front-end structure according to the invention in an initial state; and Figure 4 shows a schematic and perspective partial view of a front-end structure according to the invention in a deformed state. In the figures, identical or functionally equivalent elements are provided with the same reference symbols. Fig. 1 shows a schematic partial side view of a front-end structure 1 for a motor vehicle 2. Thus, the motor vehicle 2 is shown in section in Fig. 1. Preferably, the motor vehicle 2 has a body 3, which is preferably designed as a self-supporting body 3. For example, the body 3 forms at least part of the front-end structure 1. The body 3, in particular the front structure 1, has at least one front wall 4 which at least partially, in particular at least predominantly or completely, delimits an interior space 5 of the motor vehicle 2 in the longitudinal direction 6 towards the front. The interior space 5 is understood to be, in particular, a passenger cell or passenger compartment. The interior space 5 can be referred to as the vehicle interior. Furthermore, the front wall 4 delimits, for example, a front-side receiving area 7 in the longitudinal direction 6 towards the rear at least partially, in particular predominantly or completely. The body 3, in particular the front structure 1, has at least one longitudinal member 8, which is formed separately from the front wall 4. The longitudinal member 8 is, for example, designed as an engine longitudinal member. The longitudinal member 8 projects forward from the front wall 4 in the longitudinal direction 6 of the vehicle. For example, the longitudinal member 8 is arranged in the front-side mounting space 7. Furthermore, the front-end structure 1 has a front flap 9 which is movable, or is moved, between a closed position 10 and at least one open position. For example, the front flap 9 is held on the body 3 by at least one bearing device 11 between the closed position 10 and the open position, for example pivoting about a pivot axis. Pivoting or pivotability here refers in particular to pivoting or pivotability of the front flap 9 relative to the body 3. The bearing is, for example, designed as a pivot bearing. The pivot axis runs, for example, in the transverse direction 12 of the vehicle 2, in particular at least substantially parallel to the transverse direction 12 of the vehicle. In Fig. 1, the front flap 9 is in the closed position 10, in which the front receiving space 7, in particular at least one opening 13, is, for example, completely closed by the front flap 9. The front receiving space 7 opens via the opening 13, for example, into an environment 14 of the motor vehicle 2, in particular at least in the open position. In the open position, the front flap 9 exposes the front receiving space 7, in particular the opening 13, at least partially, for example at least predominantly or completely. The opening 13 is understood to be, in particular, an opening 13 of the front receiving space 7. To significantly enhance the safety, particularly crash safety, of the motor vehicle 2, the front structure has at least one coupling element 15, which is separate from the longitudinal member 8 and the front panel 9. The longitudinal member 8 has at least one connection point 16, above which, and in particular at which, the coupling element 15 is connected, and in particular directly, to the longitudinal member 8. The longitudinal member 8 and the front panel 9 are coupled to each other, and in particular force-transmitting, via the coupling element 15. Furthermore, the longitudinal member 8 has, and in particular directly at, the connection point 16, at least one predetermined bending point 17.In the event of an accident-related impact on the front hood 9, for example with a force 18, the longitudinal member 8 is also subjected to an impact via the coupling element 15 at the connection point 16 with a force 19, acting particularly at the connection point 16, in order to buckle the longitudinal member 8 at the intended buckling point 17, in particular in a controlled manner. The coupling element 15 is thus designed and configured for the controlled deformation of the longitudinal member 8. In Fig. 1, the front-end structure 1 is in an initial state, which is, for example, a state that the front-end structure 1 assumes before an accident, such as a head-on collision. In particular, the impact on the front hood 9, especially with the force 18, is omitted in this initial state. The force 18 can be referred to as the first force.Furthermore, in the initial state, the application of force 19, which can be referred to as the second force, to the longitudinal beam 8 at the connection point 16 is omitted. Figure 2 shows a schematic partial side view of the front-end structure 1, or the motor vehicle 2, in which the front-end structure 1 is in a deformed state, particularly different from its initial state. The deformed state can also be described as a deformed state. In contrast, the initial state is preferably an undeformed state. In the deformed state, the front-end structure 1 is preferably at least partially deformed as a result of the accident. As can be seen particularly well in Figure 2, the hood 9 is at least partially deformed in this deformed state, particularly as a result of the accident. The deformation of the hood 9 can be described as, in particular, plastic deformation of the hood 9.The first force 18 preferably results from the deformation of the front flap 9. This force acts particularly on the coupling element 15, resulting in the second force 19, which acts particularly at the connection point 16. Thus, the force 18 can be transmitted, for example, at least partially as force 19, via the coupling element 15 to the longitudinal member 8, particularly at the connection point 16. The application of the second force 19 to the longitudinal member 8 at the connection point 16 preferably causes it to deform from its initial position into a deformed position, in which the longitudinal member 8 preferably buckles at the predetermined buckling point 17. In Fig. 1, the longitudinal member 8 is in its initial position. In Fig. 2, the longitudinal member 8 is in its deformed position.This means that the longitudinal member 8 is in its initial position in the original state of the front-end structure 1, and in the deformed state of the front-end structure 1, the longitudinal member 8 is in its deformed position. By coupling the longitudinal member 8 and the front hood 9 to each other via the coupling element 15, if the front hood 9 deforms due to an accident, the longitudinal member 8 can be subjected to such a force via the coupling element 15 that the buckling of the longitudinal member 8 at the intended buckling point 16 can be triggered particularly reliably. Thus, the second force 19 is specifically designed and configured to trigger the buckling of the longitudinal member 8 at the intended buckling point 17. Preferably, the force 19 is a tensile force 20. Thus, the coupling element 15 is designed, in particular, as a tensile element that can trigger, or does trigger, the buckling of the longitudinal beam 8 at the intended buckling point 17. Furthermore, it is preferably provided that the force 19 acts at the connection point 16 in the longitudinal direction 6 of the vehicle towards the rear and / or in the transverse direction 12 towards the inside of the vehicle. Furthermore, the force 19 does not, for example, have a component acting in the vertical direction 21 of the vehicle 2, especially not a vectorial one. Thus, the force 19 is in particular a tensile force 20, which acts at the intended buckling point 17, also referred to as the motor mount trigger point. The tensile force 20 can induce the buckling of the longitudinal beam 8 at the intended buckling point 17, particularly in a controlled manner. In this embodiment, the coupling element 15 is flexible. The coupling element 15 is, for example, designed as a rope element 22, which is particularly flexible. The rope element can also simply be referred to as a rope. As can be seen particularly well in Figs. 1 and 2, in the exemplary embodiment the front flap has a second connection point 23, which is spaced apart from the connection point 16, and to which the coupling element 15 is connected, in particular directly, to the front flap 9. For example, the connection point 16, which can be referred to as the first connection point 16, is arranged at one end on the coupling element 15. For example, the second connection point 23 is arranged at the other end on the coupling element 15. As can be seen particularly well in Fig. 2, in the exemplary embodiment, the impact on the front flap 9 due to an accident, i.e., in particular the aforementioned deformation of the front flap 9, is accompanied by an accident-related displacement of at least the second connection point 23 upwards in the vehicle direction 21. The force 19 or the tensile force 20 preferably results from this displacement of the second connection point 23. This means that the force 19 or the tensile force 20 can be effected, or is effected, by, in particular, targeted deformation of at least one part of the front flap 9 forming the second connection point 23. The first connection point 16 refers in particular to a mounting point of the coupling element 15 on the longitudinal member 8, especially at the trigger point or the intended bending point 17. Furthermore, the second connection point 23 refers in particular to a mounting point of the coupling element 15 on the front flap 9. Because the longitudinal member 8 and the front hood 9 are coupled to each other via the coupling element 15, as described, the engine mount kinematics of the longitudinal member 8 can be made more robust and reproducible, for example, across all drive and configuration variants in a derivative. This can be achieved via a tension member in the form of the coupling element 15, for example, a cable-like component. This tension member can be flexibly guided through a front section. The mounting points of the coupling element 15 are, for example, at one end of the longitudinal member 8, specifically at the desired trigger point for buckling, and at the other end of the coupling element 15 on the front hood 9. Preferably, the front flap 9 is also deformed by the deformation occurring in the accident, particularly in a frontal crash, and is thereby, for example, erected in a tent-like manner. This involves, for example, a targeted upward movement of the front flap 9, in particular at least of the portion of the flap where the second connection point 23 is located. This upward movement is understood to mean, in particular, the aforementioned displacement of the second connection point 23.The upward movement of the front flap 9 allows the tensile assembly to be tensioned, particularly in a controlled manner. This can generate a tensile force 20 on the longitudinal member 8, particularly locally, in this case at the connection point 16. This force pulls the longitudinal member 8, particularly at the intended buckling point 17, for example, rearward in the longitudinal direction 6 of the vehicle and / or inward in the transverse direction 12 of the vehicle. This provokes and initiates a buckling of the longitudinal member 8 at the intended buckling point 17, particularly a predefined one. This means that in the accident, the aforementioned upward movement of the front flap 9 can initiate the tensile force 20 on the longitudinal member 8 via the coupling element 15, thereby initiating the defined buckling process.This preferably excludes diffuse behavior of the longitudinal beam 8, similar to an Euler's buckling bar, in the accident, and collision energy resulting from the accident, simply referred to as energy, can be reproducibly dissipated via a load path, also referred to as engine carrier load path, which runs over the longitudinal beam 8. Preferably, the motor vehicle 2, in particular the front section structure 1, has at least one guide element 24, 25 designed separately from the longitudinal member 8 and the front hood 9, by means of which the coupling element 15 is guided, in particular by means of at least one deflection of the coupling element 15. In the exemplary embodiment, two such guide elements 24, 25 are provided. Particularly preferably, the coupling element 15 is deflectable or redirected by means of the guide element 24, in particular by means of the respective guide element 24, 25. This allows the coupling element 15 or the tension assembly to be positioned accordingly in the installation space and guided by suitable deflection components in the form of the guide elements 24, 25, in particular in the front section. This allows a connection between the longitudinal member 8 and the front hood 9 to be created via the coupling element 15 in a particularly space-saving manner.In the present case, the guide elements 24, 25 are spaced apart from each other, for example at least in the vehicle vertical direction 21. In the exemplary embodiment, the connection point 16 is arranged in a front half 26 of the longitudinal member 8 in the longitudinal direction 6 of the vehicle. In particular, a rear half 27 of the longitudinal member 8 in the longitudinal direction 6 of the vehicle is free of the first connection point 16. Figures 3 and 4 show the front-end structure 1 in schematic and perspective partial views. Figure 3 shows the front-end structure 1 in its initial state, while Figure 4 shows it in its deformed state. As can be clearly seen, a tab 28 is arranged on the longitudinal member 8, particularly on a base body of the longitudinal member 8, which, for example, has the predetermined bending point 17. This tab projects from the longitudinal member 8, particularly from the base body, especially in the transverse direction 12 of the vehicle. The tab 28 is, for example, an integral part of the longitudinal member 8. Preferably, the tab 28 forms at least part of the first connection point 16. In other words, the tab 28 preferably has the first connection point 16. For example, the tab 28 is connected to the coupling element 15 or to the base body of the longitudinal member 8 via the first connection point 16.Thus, the tab 28 is provided for attaching the coupling element 15 to the longitudinal member 8 and / or for introducing the second force 19 and / or a torque resulting from the second force into the longitudinal member 8. For example, the coupling element 15 introduces the second force 19 into the longitudinal member 8 via the tab 28 and pulls it locally rearward in the longitudinal direction 6 of the vehicle and inward in the transverse direction 12 of the vehicle. This preferably causes the longitudinal member 8 to buckle more easily and precisely due to a pull on the tab 28 caused by the force 19 (trigger point). Overall, the examples show how the control of the engine support kinematics of the longitudinal member 8 can be achieved by a tensile connection to the front flap 9 in a frontal crash, whereby this tensile connection is in particular at least the coupling element 15. Numerals, such as "first," "second," "third," etc., are intended solely for differentiation and do not, in particular, indicate a sequence. This means that the corresponding numerals can be interchanged at will. Reference symbol list 1 Front structure 2 Motor vehicle 3 Body 4 Front wall 5 Interior 6 Vehicle longitudinal direction 7 Front mounting area 8 Longitudinal member 9 Front flap 10 Closed position 11 Bearing device 12 Vehicle transverse direction 13 Opening 14 Surroundings 15 Coupling element 16 First connection point 17 Design point of articulation 18 First force 19 Second force 20 Tensile force 21 Vehicle vertical direction 22 Cable element 23 Second connection point 24 First guide element 25 Second guide element 26 Front half 27 Rear half 28 Tab

Claims

Front structure (1) for a motor vehicle (2), comprising a front wall (4) which at least partially delimits an interior space (5) of the motor vehicle (2) in the longitudinal direction (6) towards the front, comprising at least one longitudinal member (8) which projects forward from the front wall (4) in the longitudinal direction (6), comprising a front flap (9) which is movable between a closed position (10) closing a front receiving space (7) and an open position which at least partially releases the front receiving space (7), and comprising a coupling element (15) connected to the longitudinal member (8) via a connection point (16) of the longitudinal member (8) and formed separately from the longitudinal member (8) and the front flap (9), via which the longitudinal member (8) and the front flap (9) are coupled to each other, wherein the longitudinal member (8) has a predetermined bending point (17) at the connection point (16),which, in the event of an accident-related impact on the front flap (9), results in the longitudinal member (8) being subjected to a force (19) via the coupling element (15) at the connection point (16) in order to buckle the longitudinal member (8) at the intended buckling point (17). Front-end structure (1) according to claim 1, characterized in that the force (19) is a tensile force (20). Front body structure (1) according to claim 1 or 2, characterized in that the force (19) at the connection point (16) acts rearward in the longitudinal direction (6) of the vehicle and / or inward in the transverse direction (12) of the vehicle. Front body structure (1) according to one of the preceding claims, characterized in that the coupling element (15) is flexible. Front body structure (1) according to claim 4, characterized in that the coupling element (15) is designed as a cable element (22). Front body structure (1) according to one of the preceding claims, characterized in that the front flap (9) has a second connection point (23) at which the coupling element (15) is connected to the front flap (9). Front body structure (1) according to claim 6, characterized in that, in the event of an accident-related impact on the front flap (9), the second connection point (23) is displaced upwards in the vehicle direction (21), the force (19) resulting from the displacement of the second connection point (23). Front body structure (1) according to one of the preceding claims, characterized by at least one guide element (24, 25) formed separately from the longitudinal member (8) and the front flap (9), by means of which the coupling element (15) is guided. Front body structure (1) according to claim 8, characterized in that the coupling element (15) can be deflected or is deflected by means of the guide element (24, 25). Front body structure (1) according to one of the preceding claims, characterized in that the connection point (16) is arranged in the longitudinal direction (6) of the vehicle in a front half (26) of the longitudinal member (8).

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