Front-end module for a vehicle and procedures

Abstract

The invention relates to a front-end module (26) for a vehicle (10), comprising a frame structure (28) which has two lower longitudinal members (30, 32) spaced apart from each other in the transverse direction (18) of the vehicle, two upper longitudinal members (36, 38) spaced apart from each other in the transverse direction (18) of the vehicle and arranged in the vertical direction (34) of the vehicle above the lower longitudinal members (30, 32), at least one lower cross member (40) via which the lower longitudinal members (30, 32) are connected to each other, and at least one upper cross member (42, 44, 46, 48, 50) arranged in the vertical direction (34) of the vehicle above the lower cross member (40) via which the upper longitudinal members (36, 38) are connected to each other, wherein the frame structure (28) has at least one fastening area (52, 54).via which the front section module (26) can be connected forwards in the longitudinal direction (16) to a front wall structure (14) of the vehicle (10) and subsequently to a body structure (24) of the vehicle (10) having the front wall structure (14).

Description

[0001] The invention relates to a front-end module for a vehicle according to the preamble of claim 1. Furthermore, the invention relates to a method for using a front-end module for a vehicle according to the preamble of claim 6.

[0002] US 2016 / 0161372A1 discloses a vehicle prototype for a crash test, wherein the vehicle prototype comprises a vehicle coupling part connected to a test specimen and a main body connected to the vehicle coupling part, such that the main body crashes together with the test specimen, wherein the vehicle coupling part is an actual vehicle body part.

[0003] Furthermore, body equipment for an impact test is known from CN 1 18 936 905 A, wherein the body equipment comprises a front body structure and a rear body structure, wherein the front body structure comprises a front body frame and a front body system arranged on the front body frame and used for the front part of the vehicle, and wherein the rear body structure comprises a rear body frame and a rear body system and a test monitoring system installation module arranged on the rear body frame, furthermore the test monitoring system installation module being used to install a test monitoring system.

[0004] Furthermore, WO 01 / 081 154 A1 discloses a space frame for the construction of a motor vehicle of the pick-up truck type, comprising a body module and a front module, wherein the body module comprises a pair of laterally spaced, longitudinally extending main side rail structures and a pair of rear upright structures, each connected to a corresponding main side rail structure and extending upwards from it to form a pair of rearmost columns thereon.

[0005] Furthermore, a vehicle body front section construction is known from JP 2007 - 106 370 A, in which a trim panel and a front end of a vehicle interior part are connected by a frame element.

[0006] Furthermore, DE 10 2015 222 601 A1 discloses a front vehicle body structure comprising front underside elements extending along a longitudinal direction of a vehicle, arranged in left and right sides along a lateral direction of the vehicle, and provided in a lower section in a vertical direction of the vehicle.

[0007] Furthermore, a rear vehicle body structure is known from US 2023 / 0 399 050 A1.

[0008] Finally, the US 2025 / 0 115 194 A1 reveals a vehicle front structure.

[0009] The object of the present invention is to create a front-end module for a vehicle so that the vehicle can be used in different ways with minimal effort.

[0010] This problem is solved according to the invention by a front-end module for a vehicle with the features of claim 1 and by a method for using a front-end module for a vehicle with the features of claim 6. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0011] A first aspect of the invention relates to a front-end module for a vehicle, in particular for the vehicle body. The body is, for example, designed as a self-supporting body. The vehicle is, for example, a motor vehicle, preferably a motor car, in particular a passenger car, commercial vehicle, or truck. For example, the vehicle is a test vehicle, which in particular includes a development vehicle or a vehicle prototype. For example, the vehicle, in particular in its fully manufactured state, comprises the front-end module.

[0012] The front-end module comprises at least one frame structure, which includes at least two lower longitudinal members, spaced apart from each other in the transverse direction of the vehicle, particularly when the front-end module is installed in the vehicle. These lower longitudinal members can be referred to as the first longitudinal members. In particular, the lower longitudinal members are designed separately from each other. Furthermore, the frame structure comprises at least two upper longitudinal members, spaced apart from each other in the transverse direction of the vehicle, particularly when the front-end module is installed in the vehicle. These upper longitudinal members can be referred to as the second longitudinal members. In other words, the upper longitudinal members are arranged higher in the vertical direction of the vehicle than the lower longitudinal members. In particular, the upper longitudinal members are designed separately from each other.Preferably, the upper longitudinal members are formed separately from the lower longitudinal members. Furthermore, the frame structure has at least one lower cross member, which can be referred to as the first cross member. In particular, the lower cross member is formed separately from the upper longitudinal members and / or separately from the lower longitudinal members. The lower longitudinal members are connected to each other, in particular at least indirectly or directly, via the lower cross member. In other words, the lower cross member extends in the transverse direction of the vehicle between the lower longitudinal members, with the lower longitudinal members and the lower cross member being attached to each other. Furthermore, the frame structure has at least one upper cross member, which can be referred to as the second cross member, arranged in the vertical direction of the vehicle above the lower cross member, particularly when the front-end module is installed in the vehicle.In other words, the upper crossmember is positioned higher in the vehicle's vertical direction than the lower crossmember. Preferably, the upper crossmember is separate from the lower crossmember, the upper longitudinal member, and / or the lower longitudinal member. The upper longitudinal members are connected to each other, particularly at least indirectly or directly, via the upper crossmember. In other words, the upper crossmember extends in the transverse direction of the vehicle between the upper longitudinal members, with the upper longitudinal members and the upper crossmember being attached to each other.

[0013] In order to enable the vehicle to be used in different ways with particularly low effort, the invention provides that the frame structure has at least one mounting area via which the front section module, in particular as a whole, can be connected or is connected forward in the longitudinal direction of the vehicle to a front wall structure of the vehicle, in particular at least indirectly or directly, and subsequently to a body structure of the vehicle comprising the front wall structure, in particular at least indirectly or directly. In other words, the front section module can be attached or is attached to the body structure, in particular to the front wall structure, via the mounting area of ​​the frame structure on a front face of the front wall structure extending forward in the longitudinal direction of the vehicle.This means that the front module is to be positioned or arranged in the longitudinal direction of the vehicle in front of the bulkhead structure, especially if the front module is connected to the body structure via the mounting area.

[0014] The bulkhead structure preferably comprises at least one bulkhead which at least partially, and in particular at least predominantly or completely, delimits an interior space of the vehicle, at least in the longitudinal direction towards the front. The interior space, which can be referred to as the vehicle interior, is understood to be, in particular, a passenger compartment or passenger cell. Preferably, the body structure delimits or forms the interior space at least partially, for example, at least predominantly or completely. For example, the bulkhead structure forms at least a portion of each A-pillar of the body structure. This means, for example, that the bulkhead structure at least partially comprises or encompasses each A-pillar.For example, the body structure comprises at least a central section of the body, relative to the vehicle's longitudinal direction, and preferably the central and rear section of the body, relative to the vehicle's longitudinal direction. The rear section can be referred to as the rear section. Thus, for example, the front section module and the body structure constitute the vehicle's body at least partially, and in particular at least predominantly or completely.

[0015] The invention is based in particular on the following findings and considerations: To minimize the need for prototype vehicles for crash tests in vehicle development, conventional methods include reusing these prototype vehicles multiple times. However, due to the use of a mix of materials, as well as particularly complex components and body-in-white structures in the front end of a modern vehicle, repairing the vehicle after a severe or very severe frontal crash—also known as straightening—can be extremely time-consuming and costly. In some cases, straightening the vehicle after certain load scenarios is no longer possible. Furthermore, straightening the vehicle often requires particularly expensive prototype parts and workshop stays of several weeks.Furthermore, the effort required to straighten or repair a vehicle after a crash test depends on the specific crash load and is therefore difficult to estimate in advance. Consequently, due to individual damage patterns, development crash vehicles must be individually and, in particular, especially time-consuming and expensive to repair for subsequent use. This often requires particularly expensive prototype parts for repairs, especially in early development phases.

[0016] In contrast, the aforementioned disadvantages can be avoided by means of the front-end module according to the invention.Because the front-end module according to the invention has the frame structure with the mounting area, if a front-end structure of the vehicle, in particular a conventional and / or original one, is damaged, in particular destroyed, as a result of a first use of the vehicle, the front-end structure can be replaced by the front-end module according to the invention, for example by removing or separating the front-end structure from the vehicle, in particular from the body structure, and connecting the front-end module to the body structure, in particular the front wall structure, via the mounting area, in particular adjoining the front wall structure forward in the longitudinal direction of the vehicle, for example in order to use the vehicle, in particular including the front-end module, in a second use different from the first use.This allows for both the first and second uses of the vehicle to be implemented with minimal effort. The term "each use" refers specifically to a particular type of application. The first use, for example, is a crash test, which can be described as an accident test. This crash test preferably involves a frontal collision, hence the term "frontal crash test." The second use, or type of application, is, for example, a different type of crash test, which might involve a side collision and / or a rear collision. The front-end module thus serves, in particular, to standardize the vehicle's recovery after development crash tests, thereby significantly reducing both time and cost.For this purpose, the front-end module according to the invention was developed, which, for example, makes it possible to repair the vehicle for its second use, also known as subsequent use, particularly in the event of a side or rear crash, in a shorter time and with minimal or minimal use of body-in-white repair parts after a severe or particularly severe high-speed frontal crash test. This is possible, for example, regardless of the severity of the accident and / or regardless of the individual damage pattern of the vehicle. Accordingly, the front-end module makes it possible, in particular, to repair the vehicle or the partial vehicle, which otherwise could not be repaired, for a second use.Following a test analysis, the damaged front end, or rather the damaged front end structure of the vehicle (also known as a crash test vehicle), is separated at defined points and replaced, in particular, by the front end module, also referred to as a modular front end replacement. This can result in a standardized procedure that is particularly easy to plan and, in particular, does not require any additional repair parts, especially prototype repair parts. Planning efforts, parts ordering, and / or parts logistics can be significantly reduced in advance of a crash test. Likewise, the time required in a workshop can be considerably reduced, enabling, for example, a shorter or even very short interval between the first and second crash tests, ultimately reducing development time.Last but not least, the comparability of two subsequent uses, especially subsequent crash tests, is improved, since a straightening process is standardized and repeatable in quality compared to an individually straightened vehicle, where, for example, the straightening quality depends heavily on pre-existing damage, a worker and / or time invested.

[0017] To enable different uses of the vehicle in a particularly cost-effective manner, a further embodiment provides that the first lower longitudinal member, the second lower longitudinal member, the first upper longitudinal member, and / or the second upper longitudinal member are connected, in particular directly, to the mounting area. In other words, the first lower longitudinal member, the second lower longitudinal member, the first upper longitudinal member, and / or the second upper longitudinal member are attached, in particular directly, to the mounting area, that is, specifically connected to the mounting area. This allows for the creation of a particularly compact and stable structure, in particular a frame structure, so that the front-end module can be installed in the vehicle in a particularly cost-effective manner.

[0018] To enable the front-end module to be adapted for the vehicle's second use with minimal effort, a further embodiment provides that the frame structure has at least one connection point via which at least one evaluation and / or data recording device, in particular electronic devices, can be attached to the frame structure, either directly or indirectly. In other words, the evaluation and / or data recording device can be connected to or is connected to the frame structure via the connection point. The term "evaluation and / or data recording device" refers in particular to measurement technology. The evaluation and / or data recording device can be coupled to or is coupled to at least one force sensor and / or at least one acceleration sensor, in particular for signal transmission and / or data transmission.In other words, the evaluation and / or data recording device, in particular signal-transmitting and / or data-transmitting, is connectable to or connected with the at least one force sensor and / or the at least one acceleration sensor. This allows the evaluation and / or data recording device to be used for a second purpose, for example, for the second crash test, particularly in a very efficient manner. The force sensor is to be arranged, for example, on a body component of the body structure or on a crash test dummy, particularly one located in the interior. Preferably, it is provided that at least one piece of information can be acquired or is acquired by means of the force sensor, which characterizes a force acting, for example, during the second crash test, particularly on the body component or on the crash test dummy.Furthermore, it is preferably provided that, depending on the information acquired by the force sensor, at least one force acting, particularly during the second crash test, on the body component and / or on the crash test dummy, can be determined or calculated by means of the evaluation and / or data recording device. For example, the evaluation and / or data recording device has at least one memory in which the determined force and / or the information acquired by means of the force sensor can be stored or is stored.

[0019] The acceleration sensor is, for example, arranged on the body panel or on the crash test dummy. Preferably, the acceleration sensor is capable of detecting or recording at least one piece of information that characterizes an acceleration acting, for example, during the second crash test, particularly on the body panel or the crash test dummy. Furthermore, it is preferably possible for the evaluation and / or data recording device to determine or calculate the acceleration based on the information detected by the acceleration sensor. For example, it is also possible for the acceleration determined by the evaluation and / or data recording device and / or the information detected by the acceleration sensor to be stored or stored in the memory.

[0020] To enable a particularly compact arrangement of the evaluation and / or data recording device within the front-end module, a further embodiment provides, for example, that the evaluation and / or data recording device is positioned or located above the upper longitudinal members in the vehicle's vertical direction. For instance, the attachment point is located on the first upper longitudinal member, the second upper longitudinal member, and / or the upper cross member. In other words, the evaluation and / or data recording device is attached to the frame structure via the first upper longitudinal member, the second upper longitudinal member, and / or the upper cross member.

[0021] To enable the vehicle to be used in different ways with minimal effort, a further embodiment provides for the mounting area to be designed as a flange area. In other words, the front section module, particularly the frame structure, can be supported or is supported by the mounting area, which is particularly flat, extending rearward in the longitudinal direction of the vehicle to the body structure, especially the bulkhead structure. Preferably, a first of the lower longitudinal members, the second of the lower longitudinal members, a first of the upper longitudinal members, and / or the second of the upper longitudinal members project forward in the longitudinal direction of the vehicle from the flange area, particularly when the front section module is installed in the vehicle.In other words, the first lower longitudinal member, the second lower longitudinal member, the first upper longitudinal member, and / or the second upper longitudinal member connect to the flange area in the longitudinal direction of the vehicle, particularly directly. This allows for the creation of a particularly compact and stable structure, especially a frame structure, so that the front-end module can be installed in the vehicle in a particularly simple manner, i.e., connected to the body structure via the mounting area.

[0022] To enable the front-end module to be used with particular flexibility for different vehicle applications, a further embodiment provides that the frame structure has at least one connection point through which at least one wheel suspension is attached to the frame structure, in particular at least indirectly or directly, whereby at least one vehicle wheel can be coupled to the frame structure, in particular mechanically, via the wheel suspension. In other words, the wheel suspension is attached to the frame structure, whereby the vehicle wheel can be attached to the frame structure via the wheel suspension, or is attached to the frame structure. This allows the front-end module to be used for the second application, in particular for the second crash test, in a particularly cost-effective manner. The term "wheel suspension" is understood to mean, in particular, a chassis or at least a part thereof.The connection point can therefore be referred to as the wheel suspension connection point. The term "vehicle wheel" refers in particular to a ground contact element of the vehicle. Preferably, the vehicle can be supported or is supported on a surface, such as a roadway, via the vehicle wheel. In particular, the vehicle wheel rolls on the surface while the vehicle is moving.

[0023] In particular, the vehicle wheel is rotatable about a wheel axis, that is to say, in particular, that it is rotatably mounted.

[0024] Preferably, the wheel suspension comprises at least one spring and / or damper assembly, via which the vehicle wheel, preferably sprung and / or damped, can be coupled to the frame structure or is coupled in this way. In other words, the spring and / or damper assembly is integrated into the front-end module. By means of the spring and / or damper assembly, the front-end module, and thus in particular the vehicle comprising the front-end module, can preferably be supported or is supported on the ground via the vehicle wheel, with spring and / or damping action. For example, the spring and / or damper assembly is designed as a shock absorber.Because the wheel suspension has at least one spring and / or damper assembly, the front-end module or the vehicle comprising the front-end module can be used for the second use, in particular for the second crash test, in a particularly cost-effective manner, without, for example, having to provide a separate spring and / or damper assembly.

[0025] The wheel suspension, and in particular the spring and / or damper assembly, therefore preferably by the front axle module, makes the vehicle steerable and, in particular, suspension-capable on its front axle, especially as a standard feature, which is only possible with a particularly high level of effort during a conventional repair.

[0026] To enable the vehicle to be used for its second purpose or type of use in a particularly cost-effective and / or flexible manner, a further embodiment provides that the frame structure has at least one weight attachment point via which at least one additional weight body can be attached to the frame structure, in particular at least indirectly or directly. In other words, the additional weight body can be connected to the frame structure, in particular at least indirectly or directly, via the weight attachment point.This allows the overall weight, i.e., the total mass, of the front-end module to be specifically adjusted or modified by the additional weight or weights, so that, for example, the overall weight of the front-end module corresponds to the overall weight of the original front-end structure and / or specific weight requirements for the second crash test can be met. For example, the additional weight can be designed as a weight disc, i.e., specifically as a disc-shaped additional weight.

[0027] A second aspect of the invention relates to a method for using a front-end module, particularly according to the first aspect of the invention, for a vehicle. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0028] The front section module has a frame structure with two lower longitudinal members spaced apart from each other in the transverse direction of the vehicle, two upper longitudinal members spaced apart from each other in the transverse direction of the vehicle and arranged in the vertical direction of the vehicle above the lower longitudinal members, at least one lower cross member by which the lower longitudinal members are connected to each other, and at least one upper cross member arranged in the vertical direction of the vehicle above the lower cross member by which the upper longitudinal members are connected to each other.

[0029] To enable the vehicle to be used in different ways with minimal effort, the invention provides that a front-end structure of the vehicle damaged as a result of a crash test is replaced by the front-end module. This is achieved by removing the front-end structure from the vehicle and connecting the front-end module, via a mounting area of ​​the frame structure, forward in the longitudinal direction of the vehicle to a front wall structure of the vehicle, in particular the body, and subsequently to a body structure of the vehicle that includes the front wall structure. In other words, the front-end structure, especially the deformed one, is replaced by the front-end module. "Removal" refers in particular to the removal of the front-end structure from the vehicle, that is, specifically, separating or detaching the front-end structure from the body structure.Replacing the front-end structure with the front-end module enables a second use of the vehicle, in which the vehicle has the front-end module instead of the front-end structure.

[0030] A first lower longitudinal member, a second lower longitudinal member, a first upper longitudinal member, and / or a second upper longitudinal member is connected to at least one mounting area of ​​the frame structure. The frame structure has at least one connection point through which at least one evaluation and / or data recording device can be attached to or is attached to the frame structure, which can be coupled to or is coupled to at least one force sensor and / or at least one acceleration sensor, wherein the evaluation and / or data recording device is arranged or is arranged in the vehicle's vertical direction above the upper longitudinal members.

[0031] In a further embodiment, it is provided that after the front-end module is attached to the body structure, particularly via the mounting area, a second crash test, distinct from the first, is conducted, in which the vehicle incorporates the front-end module. In other words, this second use constitutes the second crash test. In contrast, the first crash test, also referred to as the initial crash test, represents, for example, the vehicle's first use. This means that the first crash test represents, for example, the vehicle's first use, and the second crash test represents a second use, distinct from the first. This allows the vehicle to be used for the second crash test in a particularly cost-effective manner, potentially eliminating the need for extensive repairs and thus minimizing repair costs.The fact that the crash test, or rather the first crash test and the second crash test, are different from each other means, in particular, that the crash test and the second crash test relate to different load cases, specifically crash load cases. This means that the first crash test simulates a first load case, and the second crash test simulates a second load case that differs from the first. The first crash test, or rather the first load case, is, for example, a frontal collision in which the vehicle, particularly via its front-end structure, collides with an object such as a crash barrier.The second crash test or the second load case simulates, for example, a rear-end collision in which the vehicle collides with the other vehicle, especially the object, particularly by bypassing or avoiding the front-end module, or a rear-end crash in which the vehicle collides with the other vehicle, especially the crash barrier, particularly by avoiding the front-end module.

[0032] 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.

[0033] This shows: Fig. 1 a schematic and perspective partial view of a vehicle which has a front-end module according to the invention; Fig. 2 a further schematic and perspective partial view of a vehicle which has a front-end module according to the invention; Fig. 3 a schematic perspective view of a front-end module according to the invention.

[0034] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0035] Fig. Figure 1 shows a schematic and perspective partial view of a vehicle 10, which is intended, for example, for a crash test. Thus, vehicle 10 is in particular a test vehicle, which can also be referred to as a test vehicle. Fig. Figure 2 shows vehicle 10 in a further schematic and perspective partial view.

[0036] The vehicle 10 has a body 12, which is preferably designed as a self-supporting body. The body 12 has a front wall structure 14, which includes a front wall that at least partially, and in particular at least predominantly or completely, limits the interior of the vehicle 10 at least in the longitudinal direction 16 towards the front. Furthermore, the body 12 has, for example, two side frames 20 spaced apart from each other in the transverse direction 18. Each side frame 20 has, for example, an A-pillar 22, which in Fig. 1 and in Fig. 2 can be seen. The front wall structure 14, and in particular the side frames 20, are, for example, part of a body structure 24 of the body 12. In other words, the body 12 has, for example, the body structure 24, which has at least the front wall structure 14, and, for example, the side frames 20.

[0037] In the Fig. 1 and Fig. In the respective illustrations shown in Figure 2, the vehicle 10 has a front section module 26, which is designed separately from the body structure 24 and can be referred to as a front section replacement module or simply as a front section replacement. In the present case, the front section module 26 is arranged in the longitudinal direction 16 of the vehicle, in particular completely, in front of the bulkhead structure 14, and in particular in front of the side frames 20 and / or the A-pillars 22.

[0038] In Fig. Figure 3 shows the front section module 26 in a schematic and perspective view. As can be seen particularly well here, the front section module 26 has a frame structure 28, which has at least two lower longitudinal members 30, 32 spaced apart from each other in the transverse direction 18 of the vehicle, two upper longitudinal members 36, 38 spaced apart from each other in the transverse direction 18 of the vehicle and arranged in the vertical direction 34 above the lower longitudinal members 30, 32, at least one lower cross member 40, via which the lower longitudinal members 30, 32 are connected to each other, and at least one upper cross member 42, 44, 46, 48, 50 arranged in the vertical direction above the lower cross member 40, via which the upper longitudinal members 36, 38 are connected to each other.In other words, the frame structure 28 is formed at least by the lower longitudinal members 30, 32, the upper longitudinal members 36, 38, the at least one lower cross member 40, and the at least one upper cross member 42, 44, 46, 48, 50. Preferably, the lower longitudinal members 30, 32 are supported against each other in the transverse direction 18 of the vehicle via the at least one lower cross member 40, in particular directly. Furthermore, the upper longitudinal members 36, 38 are preferably supported against each other in the transverse direction 18 of the vehicle via the at least one upper cross member 42, 44, 46, 48, 50, in particular directly. As in . Fig. As can be seen particularly well in Figure 3, several such upper crossbeams 42, 44, 46, 48, 50 are provided in the exemplary embodiment; in this case, five such upper crossbeams 42, 44, 46, 48, 50 are provided, via which the upper longitudinal beams 36, 38 are connected to one another. The upper crossbeams 42, 44, 46, 48, 50 are preferably spaced apart from one another in the longitudinal direction 16 of the vehicle.

[0039] In order to enable the vehicle 10 to be used in different ways with minimal effort, the frame structure 28 has at least one fastening area 52, 54, via which the front section module 26 can be connected, or is connected, or is connected, in particular directly, to the front wall structure 14 of the vehicle 10 in the longitudinal direction 16 of the vehicle.This allows, if the front structure of the vehicle 10 (not shown in the figures) has been damaged, or in particular destroyed, as a result of a first use, this damaged front structure can be replaced by the front module 26. After this replacement, the vehicle 10 will have the front module 26 in place of the damaged front structure, enabling it to continue to be used, for example, in a second use that differs from the first. The first use is, for example, a crash test, which can be referred to as the first crash test. This crash test is, for example, a frontal collision of the vehicle 10.Thus, it is specifically provided that the front structure of the vehicle 10, which was damaged, in particular destroyed, as a result of the first crash test, is replaced by the front module 26 by removing the front structure from the vehicle 10 and connecting the front module 26 to the body structure 24, in particular to the front wall structure 14, of the vehicle 10 via the at least one fastening area 52, 54 of the frame structure 28 in the longitudinal direction 16 of the vehicle.

[0040] The second use case is, for example, a second crash test that differs from the first crash test, such as a side collision or a rear collision. Thus, it is intended, for instance, that after the front-end module 26 is attached to the body structure 24, the second crash test, which differs from the first crash test, is carried out, during which, that is to say, in particular during this test, the vehicle 10 has the front-end module 26.

[0041] The front-end module 26 enables the vehicle 10, particularly in the front section, to be repaired with minimal effort, allowing it to be reused with minimal expense, for example, to conduct the second crash test. The front-end module 26 was specifically developed to standardize the restoration of development crash vehicles and to keep costs and time within reasonable limits. In particular, the front-end module 26 allows the vehicle 10 to be restored for subsequent use—also known as reuse—after a particularly severe high-speed frontal crash, especially in the form of the first crash test, in a shorter timeframe and with minimal use of body shell and chassis repair parts. This applies regardless of the severity of the accident or the specific damage pattern.This allows for a shorter development time, preferably with significant cost savings. It thus prevents the vehicle 10 from being rendered unusable after irreparable damage, such as that resulting from the first crash test. Since the material mix and components used in modern vehicles and body-in-white structures make repairing the vehicle 10 for subsequent use, particularly in side and / or rear applications, after a severe frontal crash, both time-consuming and expensive, the present front-end module 26 was developed.

[0042] To remove the front-end structure from the vehicle 10, the front-end structure is separated from the body structure 24 at a, in particular defined, separating plane. The front-end module 26 is then preferably connected to the body structure 24 at or within this separating plane, particularly via the at least one fastening area 52, 54. The separating plane is located, in particular, on a front face of the bulkhead structure 14, especially the bulkhead, that points forward in the longitudinal direction 16 of the vehicle 10. Thus, this separating plane is located, for example, in the longitudinal direction 16 of the vehicle in front of the A-pillars 22 or at the A-pillars 22, but then, in particular, on a front face of the A-pillars 22 that points forward in the longitudinal direction 16 of the vehicle.

[0043] At least one fastening area 52, 54 is designed, for example, as a flange area. In the Fig. In the embodiment shown in Figure 3, two such mounting areas 52, 54 are provided. This means that, for example, the frame structure 28 has two mounting areas 52, 54 spaced apart from each other, particularly in the transverse direction 18 of the vehicle. In this case, the first lower longitudinal member 30 and the first upper longitudinal member 36 project forward in the longitudinal direction 16 of the vehicle, in particular directly, from the first mounting area 52, which is designed, in particular, as a first flange area. Furthermore, for example, the second lower longitudinal member 32 and the second upper longitudinal member 38 project forward in the longitudinal direction 16 of the vehicle from the second mounting area 54, which is designed, in particular, as a second flange area, in particular directly. Preferably, the first lower longitudinal member 30 and the first upper longitudinal member 36 are connected, in particular directly, to the first mounting area 52.Furthermore, the second lower longitudinal beam 32 and the second upper longitudinal beam 38 are preferably connected, in particular directly, to the second fastening area 54.

[0044] Alternatively, it is possible that four such mounting areas 52, 54, 56, 58 are provided, wherein, for example, the first lower longitudinal member 30, the second lower longitudinal member 32, the first upper longitudinal member 36, and the second upper longitudinal member 38 are each assigned to one of these mounting areas 52, 54, 56, 58. This means that, for example, the first lower longitudinal member 30 projects forward from the first mounting area 52 in the longitudinal direction 16 of the vehicle, in particular directly, and is connected, for example, in particular directly, to the first mounting area 52. Furthermore, for example, the second lower longitudinal member 32 projects forward from the second mounting area 54 in the longitudinal direction 16 of the vehicle, in particular directly, and is connected, for example, in particular directly, to the second mounting area 54.Furthermore, for example, the first upper longitudinal member 36 projects forward in the longitudinal direction 16, in particular directly, from a third of the mounting areas 56, and is connected, for example, in particular directly, to the third mounting area 56. In addition, for example, the second upper longitudinal member 38 projects forward in the longitudinal direction 16, in particular directly, from the fourth of the mounting areas 58, and is connected, for example, in particular directly, to the fourth mounting area 58. This is evident from the following: Fig. 1 and Fig. 2 recognizable. As in Fig. 1 and Fig. As illustrated in Figure 2, for example, the first and second mounting areas 52, 54 are spaced apart from each other in the transverse direction 18 of the vehicle. Similarly, the third and fourth mounting areas 56, 58 are spaced apart from each other in the transverse direction 18 of the vehicle. Furthermore, in particular, the third and fourth mounting areas 56, 58 are arranged above the first and second mounting areas 52, 54 in the vertical direction 34 of the vehicle.

[0045] For example, at least one of the upper crossbeams 42, 44, 46, 48, 50 is connected, in particular directly, to the first fastening area 52 and / or to the second fastening area 54. In the Fig. In the embodiment shown in Figure 2, the lower cross member 40 is spaced apart from the first and second mounting areas 52, 54 in the longitudinal direction of the vehicle. However, it is possible alternatively for the lower cross member 40, or a further lower cross member formed separately from the lower cross member 40, via which the lower longitudinal members 30, 32 are connected to each other, to be connected, in particular directly, to the first and / or the second mounting area 52, 54.

[0046] As in Fig. As can be seen particularly well in Figure 3, for example, at least one first vertical support 60 is provided, via which the first lower longitudinal support 30 and the first upper longitudinal support 36 are connected to each other. This first vertical support 60, or at least one of these first vertical support 60s, is connected, for example, in particular directly, to the first fastening area 52. Furthermore, the frame structure 28 has, for example, at least one second vertical support 62, via which, for example, the second lower longitudinal support 32 and the second upper longitudinal support 38 are connected to each other. For example, the second vertical support 62, or at least one of these second vertical support 62s, is connected, in particular directly, to the second fastening area 54.

[0047] Preferably, the frame structure 28 has at least one connection point 64, 66, via which a wheel suspension 68 is attached to the frame structure 28, whereby at least one vehicle wheel 70 can be coupled to or is coupled to the frame structure 28 via the wheel suspension 68. For example, at least one of these connection points 64 is provided on the respective lower longitudinal member 30. Furthermore, for example, a second of these connection points 66 is provided on the respective upper longitudinal member 36, 38. The respective wheel suspension 68 preferably has at least one spring and / or damper assembly 72, which is designed, for example, as a shock absorber.

[0048] As in Fig.As can be seen particularly well in Figure 3, the frame structure 28 has at least one weight attachment point 74, 76 (??) via which, in particular, at least one additional weight body 78 can be attached, in particular directly, to the frame structure 28 or is attached. The additional weight body 78 can also simply be referred to as a weight body or additional weight. In the exemplary embodiment, two such weight attachment points 74, 76 are provided, which are, for example, spaced apart from each other in the longitudinal direction 16 of the vehicle. In this case, for example, one or more such additional weight bodies 78 can be attached or are attached to the frame structure 28 via each of the respective weight attachment points 74, 75. In the present case, a first of the weight attachment points 74 is formed by a first transverse element 80, via which, for example, the upper longitudinal beams 36, 38 are connected to each other.Furthermore, for example, the second of the weight attachment points 76 is formed by a second transverse element 82, via which, for example, the upper longitudinal beams 36, 38 are connected to each other. The transverse elements 80, 82 are spaced apart from each other, for example, in the longitudinal direction 16 of the vehicle. The respective additional weight body 78 is, for example, disc-shaped or cuboid-shaped.

[0049] Preferably, the frame structure 28 has at least one connection point 84 via which at least one evaluation and / or data recording device 86 can be attached, in particular directly, to the frame structure 28, and which is preferably coupled to at least one force sensor and / or at least one acceleration sensor. For example, this connection point 84 is provided on a third transverse element 88 of the frame structure 28, wherein the third transverse element 88 connects, for example, the upper longitudinal members 36, 38 to each other. In the present case, the third transverse element 88 is arranged in the longitudinal direction 16 of the vehicle between the first and the second transverse elements 80, 82.For example, the evaluation and / or data recording device 86 is arranged on an upper surface of the front body module 26, in particular the frame structure 28, which points upwards in the vehicle's vertical direction 34, such that the evaluation and / or data recording device 86 extends, for example, in the vehicle's vertical direction 34 at least partially, in particular at least predominantly or completely, above the upper longitudinal members 36, 38. For example, the evaluation and / or data recording device 86 has at least one, in particular integrated, energy storage device, which is designed, for example, as a battery.

[0050] Overall, the examples demonstrate how the front-end module 26 can be used to create a modular front-end replacement for restoring a development crash vehicle, specifically vehicle 10. In particular, the front-end module 26 enables a standardized procedure for repairing or restoring vehicle 10, especially with repeatable quality. Furthermore, the front-end module 26 can significantly reduce development time for motor vehicles. Specifically, the front-end module 26 is modular and usable across different platforms. The front-end module 26 can also significantly shorten the preparation time before the second use of vehicle 10. High-speed pre-use is also possible, for example. Quality improvements can be achieved, for instance, through second and third uses of the front-end module 26 in or on vehicle 10.Furthermore, the front-end module 26 can be deployed flexibly, as it eliminates the need for months of planning (repair parts, etc.). In particular, the front-end module 26 allows for the restoration of the vehicle 10's wheelbase and / or overhang, so that the wheelbase and / or overhang correspond to, for example, the standard production configuration of the vehicle 10. Moreover, the front-end module 26 restores the vehicle 10's suspension and steering capabilities. Overall, it is evident that the front-end module 26 enables a streamlined, or even exceptionally streamlined, development process, for example, through the following cost savings. The number of repair parts required can be significantly reduced, as the front-end module 26 is coordinated with various specialist departments.Furthermore, logistical effort can be significantly reduced, for example, in transport, tracking, and / or warehousing. Transport from a supplier or development service provider to the vehicle manufacturer can also be minimized. Additionally, transport from the vehicle manufacturer to the point of use can be significantly reduced. Moreover, the front-end module 26 makes it possible to restore previously irreparable development crash vehicles for reuse, enabling, for example, a second crash test. Repairing a vehicle 10 damaged in a crash test is typically associated with particularly high costs. For example, repair costs for a development vehicle after a crash test can amount to several hundred thousand euros, perhaps exceeding 200,000 euros.In contrast, the front section module 26 is significantly cheaper in its manufacture and assembly costs for mounting it to the vehicle 10, so that costs of less than 100,000 euros, for example only 60,000 euros, are incurred.

[0051] Further developments of the front-end module 26 are conceivable. For example, it may be advantageous to design the front-end module 26 to be as similar as possible to an original front end of vehicle 10, so that, for instance, at least the original front end can be used as the front-end module 26 on vehicle 10 for the majority of the time. Furthermore, it may be possible to provide a replacement bulkhead as the flange surface of the front-end module 26. In addition, the front-end module 26 could, for example, be equipped with the Original Package, which could enable, for instance, electrical and / or electronic components, and a high-voltage connection.

Claims

[1] Front section module (26) for a vehicle (10), comprising a frame structure (28) comprising two lower longitudinal members (30, 32) spaced apart from each other in the transverse direction (18) of the vehicle, two upper longitudinal members (36, 38) spaced apart from each other in the transverse direction (18) of the vehicle and arranged in the vertical direction (34) of the vehicle above the lower longitudinal members (30, 32), at least one lower cross member (40) via which the lower longitudinal members (30, 32) are connected to each other, and at least one upper cross member (42, 44, 46, 48, 50) arranged in the vertical direction (34) of the vehicle above the lower cross member (40) via which the upper longitudinal members (36, 38) are connected to each other, wherein the frame structure (28) comprises at least one fastening area (52, 54),via which the front section module (26) can be connected forwards in the longitudinal direction (16) to a front wall structure (14) of the vehicle (10) and subsequently to a body structure (24) of the vehicle (10) having the front wall structure (14), and wherein a first of the lower longitudinal members (30), the second of the lower longitudinal members (32), a first of the upper longitudinal members (36) and / or the second of the upper longitudinal members (38) is connected to the fastening area (52, 54), . characterized by, that the frame structure (28) has at least one connection point (84) via which at least one evaluation and / or data recording device (86) can be attached to the frame structure (28) or is attached, which can be coupled or is coupled to at least one force sensor and / or to at least one acceleration sensor, wherein the evaluation and / or data recording device (86) is to be arranged or is arranged in the vehicle vertical direction (34) above the upper longitudinal members (36, 38). [2] Front body module (26) according to claim 1, characterized by , that the fastening area (52, 54) is designed as a flange area, from which a first of the lower longitudinal members (30), the second of the lower longitudinal members (32), a first of the upper longitudinal members (36) and / or the second of the upper longitudinal members (38) projects forward in the longitudinal direction (16) of the vehicle. [3] Front body module (26) according to one of the preceding claims, characterized by, that the frame structure (28) has at least one connection point (64, 66) via which at least one wheel suspension (68) is attached to the frame structure (28), whereby at least one vehicle wheel (70) can be coupled to or is coupled to the frame structure (28) via the wheel suspension (68). [4] Front body module (26) according to claim 3, characterized by that the wheel suspension (68) has at least one spring and / or damper assembly (72). [5] Front body module (26) according to any one of the preceding claims, characterized by that the frame structure (28) has at least one weight attachment point (74, 76) via which at least one additional weight body (78) can be attached to the frame structure (28) or is attached. [6] Method for using a front-end module (26) for a vehicle (10), wherein the front-end module (26) has a frame structure (28) with two lower longitudinal members (30, 32) spaced apart from each other in the transverse direction (18) of the vehicle, two upper longitudinal members (36, 38) spaced apart from each other in the transverse direction (18) of the vehicle and arranged in the vertical direction (34) of the vehicle above the lower longitudinal members (30, 32), at least one lower cross member (40) by means of which the lower longitudinal members (30, 32) are connected to each other, and at least one upper cross member (42, 44, 46, 48, 50) arranged in the vertical direction (34) of the vehicle above the lower cross member (40) by means of which the upper longitudinal members (36, 38) are connected to each other, wherein a first of the lower longitudinal members (30), the second of the lower longitudinal members (32), a first of the upper longitudinal members (36) and / or the second of the upper Longitudinal beam (38) with at least one fastening area (52,54) is connected to the framework structure (28), , characterized bythat a front-end structure of the vehicle (10) damaged as a result of a crash test is replaced by the front-end module (26) by removing the front-end structure from the vehicle (10) and connecting the front-end module (26) forward in the longitudinal direction (16) of the vehicle to a front wall structure (14) of the vehicle (10) via the at least one mounting area (52, 54) of the frame structure (28), and subsequently to a body structure (24) of the vehicle (10) comprising the front wall structure (14), wherein the frame structure (28) has at least one connection point (84) via which at least one evaluation and / or data recording device (86) can be attached to or is attached to the frame structure (28), which can be coupled to or is coupled to at least one force sensor and / or at least one acceleration sensor, wherein the evaluation and / or data recording device (86) is located in the vertical direction (34) of the vehicle above the upper longitudinal members (36,38) to order or has been ordered., [7] Method according to claim 6, characterized by , that after the front section module (26) is attached to the body structure (24), a second crash test, different from the first, is carried out, in which the vehicle (10) has the front section module (26).

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