Component arrangement of a vehicle to reduce damage in an accident

Abstract

The invention relates to a component arrangement (10) of a vehicle (28), comprising a front component (12) and a rear component (20) arranged behind the front component (12) with respect to the longitudinal axis of the vehicle, wherein the front component (12) and the rear component (20) are each formed as flat surfaces, characterized in that the front component (12) is force-fit connected via a front component connection point (18) arranged in the region of a first surface edge (14) of the front component (12) to a connection point (26) of the rear component (20) arranged in the region of a first surface edge (22) of the rear component (20), wherein in a normal position a second surface edge (16) of the front component (12) opposite the first surface edge (14) of the front component (12) is connected by a second surface edge (24) of the rear component opposite a first surface edge (22) of the rear component. (20) is spaced at maximum intervals,wherein the front component (12) is designed to be moved rotationally and / or translationally relative to the connection point (26) of the rear component (20) into an accident position when a force exceeding the frictional connection acts on the front component (12) in the direction of the rear of the vehicle in the area of ​​the front component connection point (18), in which the second surface edge (16) of the front component (12) is less far apart from the second surface edge (24) of the rear component (20) than in the normal position.

Description

[0001] The invention relates to a component arrangement of a vehicle for reducing damage in an accident.

[0002] Accidents are an inherent part of vehicle operation. These accidents often involve collisions at the front of the vehicle. Most vehicles have expensive components located at the front, typically radiators, drive units, or transmissions. Therefore, efforts are being made to deflect or mitigate the forces acting on these components during an accident, thereby reducing repair costs and simplifying the repair process by using only simpler or less expensive components.

[0003] For example, German patent application 10 2013 005 603 A1 describes a vehicle body front structure in which forces arising during a collision are essentially reduced by the deformation of impact bushings or deformable sections in the structure.

[0004] The object of the invention is to provide further solutions to reduce forces occurring during an accident or to reduce or eliminate damage to expensive vehicle components.

[0005] The invention is defined by the features of the independent claims. Advantageous further developments and embodiments are the subject of the dependent claims.

[0006] The problem is solved in a first aspect by a component arrangement of a vehicle comprising a front component and a rear component arranged behind the front component with respect to the vehicle's longitudinal axis, wherein the front component and the rear component are each formed as flat surfaces, wherein the front component is force-fitted via a front component connection point arranged in the region of a first surface edge of the front component to a connection point of the rear component arranged in the region of a first surface edge of the rear component, wherein in a normal position a second surface edge of the front component opposite the first surface edge of the front component is maximally spaced from a second surface edge of the rear component opposite the first surface edge of the rear component, wherein the front component is designed toWhen a force exceeding the frictional connection acts on the front component in the direction of the rear of the vehicle, the front component joint is moved rotationally and / or translationally relative to the joint of the rear component into an accident position in which the second surface edge of the front component is less far apart from the second surface edge of the rear component than in the normal position.

[0007] In this context, a front component is understood to be any component located in the area of ​​the front of a vehicle, and a rear component is any component arranged behind the front component with respect to the vehicle's longitudinal axis, i.e., a component that is located closer to the rear of the vehicle than the front component. Preferably, the front component and the rear component are adjacent to each other, without any other components being arranged between them. The front component and the rear component are each formed as a flat surface. "Flat surface" does not mean that the front component or the rear component must form a closed surface, but merely that the front component or the rear component spans a surface, i.e., has, for example, a longitudinal extent and a lateral extent, and a relatively small vertical extent compared to its longitudinal and lateral extents.With respect to its surface, the front component has a first surface edge and a second surface edge opposite the first surface edge. Similarly, with respect to its surface, the rear component has a first surface edge and a second surface edge opposite the first surface edge of the rear component. The front component is positively connected to a connection point of the rear component via a front component connection point located in the region of the first surface edge of the front component, with the connection point of the rear component itself being located in the region of the first surface edge of the rear component.

[0008] The connection between the front component joint and the rear component joint can be direct or indirect via intermediate components. In its normal position, the second surface edge of the front component is maximally spaced from the second surface edge of the rear component. If a force exceeding the frictional connection acts on the front component in the rearward direction of the vehicle, the front component is designed to be moved rotationally and / or translationally relative to the rear component joint into a crash position in which the second surface edge of the front component is less spaced from the second surface edge of the rear component than in its normal position.A force acting on the front component in the rear direction of the vehicle need not necessarily be a force acting exclusively parallel to the vehicle's longitudinal axis in the rear direction, but can be any force in which at least one force vector acts parallel to the vehicle's longitudinal axis in the rear direction. An accident position is defined as any position of the front component relative to the rear component in which the second surface edge of the front component is no longer maximally spaced from the second surface edge of the rear component.

[0009] By overcoming the frictional connection, the collision force acting on the front component during a collision is reduced, and at the same time, the movement of the front component from the normal position to the accident position increases the probability that the front component will not be deformed by the acting force, but merely moved.

[0010] The component arrangement described herein is particularly suitable for minimizing damage caused by the energy involved in collisions at low speed, preferably without deformation of the component arrangement, or at least for absorbing it with damage, in particular deformation of the component arrangement, and thereby keeping it away from neighboring components, the damage to which would cause far higher costs than the damage / deformation of the component arrangement.

[0011] According to one embodiment, the front component is a radiator grille, i.e., the foremost component of a vehicle, which serves for mechanical protection, and the rear component is the radiator louvers of an air control system, i.e., a mechanical system that regulates airflow via optionally adjustable louvers. According to an alternative embodiment, the front component is a radiator grille and the rear component is a radiator that dissipates waste heat from a drive unit. According to a further embodiment, the front component is the radiator louvers of an air control system and the rear component is a radiator.

[0012] According to one embodiment of the component arrangement, the front component is designed to be rotated into a crash position relative to the rear component by means of a connection point designed as a round hole when a force acts upon it in the rear direction of the vehicle. The front component connection point is therefore preferably designed as a round bolt that engages in the round hole. Accordingly, a forced kinematic mechanism is present by means of which the front component is forced into a rotational movement to yield to the acting force. Advantageously, this provides a means of moving the front component into a crash position with minimal design effort, thereby reducing the potential damage caused by the acting force.

[0013] According to one embodiment of the component arrangement, when a force acts on the front component in the direction of the rear of the vehicle, the front component is designed to be moved rotationally and translationally into a crash position relative to a connection point of the rear component, which is at least partially designed as an elongated hole. According to a further development, a rotational movement occurs first, by means of which the acting force is yielded to, and then a translational movement.

[0014] The connection point of the rear component, which is at least partially designed as an elongated hole, is preferably configured in this case as an angled elongated hole with a first, shorter leg and a subsequent second, longer leg that is angled relative to the first, shorter leg. The connection point of the front component is, for example, configured as a round bolt which, in its normal position, engages in the first, shorter leg. When a force is applied, it initially rotates relative to the shorter leg and is then moved translationally along the longer leg by the applied force. Preferably, the connection point of the front component is configured as an oval bolt which, in its normal position, is located in the shorter leg and, when a force is applied, is moved in a rotational-translational motion into the second, longer leg.

[0015] According to further training, all bolt insertions into round holes or into elongated holes described herein are carried out as press fits.

[0016] According to one embodiment, the front component has a projection that, when the component assembly is installed in a vehicle, extends towards the front of the vehicle relative to the rest of the front component. Thus, in the event of a collision between the front of the vehicle and an obstacle, contact with the obstacle can be established early, and the force acting on the component assembly can be absorbed early, allowing the assembly to function as a crumple zone.

[0017] According to one embodiment, the rear component is at least indirectly connected to a stop element, the stop element being designed to define a lower limit for the distance between the second surface edge of the front component and the second surface edge of the rear component in a crash position by contacting the front component. Advantageously, this reduces the risk of the front component and / or the rear component colliding beyond the extent provided by the stop element and thereby being damaged. If the front component is stopped in its movement by contact with the stop element when moving into the crash position, this increases the probability that any further collision force will deform the front component and thereby reduce the risk of damage to the rear component.In particular, if the rear component is more expensive than the front component, for example a radiator as a rear component compared to a radiator shutter or a radiator grille as a front component, this reduces repair costs.

[0018] According to a further development, at least one section of the stop element comprises an elastic element. Upon contact of the front component with the stop element, the energy acting on the component assembly in the event of a collision can thus be absorbed by deformation of the elastic element, thereby advantageously reducing or preventing damage and / or deformation of the front component and / or the rear component.

[0019] In another aspect, the problem is solved by a vehicle that incorporates a component arrangement as described herein. For such a vehicle, in the event of a collision, particularly a collision at low speed and thus with lower impact energy, there is an increased probability that the collision energy will be converted into the kinetic energy required for movement between the normal position and a damaged position. Ideally, the component arrangement can be repaired by restoring the normal position. In the case of higher impact energies, the probability increases that the collision energies will be absorbed by deformation of the component arrangement and dissipated by adjacent components.

[0020] The embodiments and further developments described herein can be combined in any way desired.

[0021] Further advantages, features, and details will become apparent from the following description, in which – possibly with reference to the drawings – at least one embodiment is described in detail. Identical, similar, and / or functionally equivalent parts are identified by the same reference numerals.

[0022] This shows: Fig. 1: A schematic representation of a component arrangement in its normal position with intended rotary movement, Fig. 2 a schematic representation of a component arrangement after rotational movement into an accident position, Fig. 3 a schematic representation of a component arrangement in normal position with intended rotational / translational movement, Fig. 4 a schematic representation of a component arrangement in the accident position after rotational / translational movement, Fig. 5 A schematic representation of a component arrangement when installed in a vehicle.

[0023] Fig. Figure 1 shows a schematic representation of a component arrangement 10 in its normal position with intended rotational movement. A flat front component 12, shown in a schematic cross-section, has a first surface edge 14 and a second surface edge 16 opposite the first surface edge 14. In the area of ​​the first surface edge 14, a front component connection point 18 is formed as a round bolt. A rear component 20, in turn, has a first surface edge 22 and a second surface edge 24 opposite it. In the area of ​​the first surface edge 22 of the rear component 20, a round hole is formed as a connection point 26 of the rear component 20. The round bolt, as the front component connection point 18, engages forcefully in the connection point 26 of the rear component 20, which is formed as a round hole.The front component 12 and the rear component 20 are in a normal position relative to each other, in which the second surface edge 16 of the front component 12 is maximally spaced from the second surface edge 24 of the rear component 20. When installed in a vehicle, the vehicle front is located in the left half of the position. Fig. 1. The rear of the vehicle is located in the right half of Fig. 1. The application of a force in the rear direction of the vehicle is intended, which is symbolized by a straight arrow.

[0024] Fig. Figure 2 showed a schematic representation of the component arrangement 10 from Fig. 1. After the force acting in the rear direction of the vehicle was applied. The force overcame the frictional connection between the round bolt as the front component connection point 18 and the round hole as the connection point 26 of the rear component 20, causing the front component 12 to rotate. The front component 12 and the rear component 20 are thus in a crash position in which the second surface edge 16 of the front component 12 is less far from the second surface edge 24 of the rear component 20 than in the normal position.

[0025] Fig. Figure 3 shows a schematic representation of a component arrangement 10 in its normal position. The front component connection point 18 in the area of ​​the first surface edge 14 is designed as an oval bolt and engages in a connection point 26 of the rear component 20, which is designed as an angled elongated hole. In the normal position, the front component connection point 18 is located in the shorter leg 26a of the connection point 26, which is designed as an angled elongated hole. A force acting in the rear direction of the vehicle is again symbolized by a straight arrow.

[0026] Fig. Figure 4 shows the situation after the force has been applied. The force initially caused the front component 12 to rotate, which in turn enabled the front component connection point 18, designed as an oval bolt, to move from the shorter leg 26a of the connection point 26, designed as an angled elongated hole, into the longer leg 26b and to be moved translationally along the longer leg 26b. The front component 12 and the rear component 20 are thus in a crash position, in which the second surface edge 16 of the front component 12 is closer to the second surface edge 24 of the rear component 20 than in the normal position.

[0027] Fig.Figure 5 shows a schematic representation of a component arrangement 10 when installed in a vehicle 12. For clarity, only the front component 12 and the rear component 20 are shown, in their normal position relative to each other. It is evident that when a force is applied in the rear direction of the vehicle, symbolized by a horizontal arrow, the front component 12 moves relative to the rear component 20, thus assuming a crash position.

[0028] Although the invention has been further illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived from them by a person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned as examples are truly only examples and are not to be understood in any way as limiting, for example, the scope of protection, the possible applications, or the configuration of the invention.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description. Reference symbol list 10 Component arrangement 12 Front component 14 first surface edge of the front component 16 second surface edge of the front component 18 Front component connection point 20 rear component 22 first surface edge of the rear component 24 second surface edge of the rear component 26 Connection point of the rear component 26a shorter leg of a connection point designed as an angled elongated hole 26b longer leg of a connection point designed as an angled elongated hole 28 vehicles QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 10 2013 005 603 A1

[0003]

Claims

[1] Component arrangement (10) of a vehicle (28), comprising a front component (12) and a rear component (20) arranged behind the front component (12) with respect to the longitudinal axis of the vehicle, wherein the front component (12) and the rear component (20) are each formed as a planar surface, characterized by, that the front component (12) is force-fit connected via a front component connection point (18) arranged in the area of ​​a first surface edge (14) of the front component (12) to a connection point (26) of the rear component (20) arranged in the area of ​​a first surface edge (22) of the rear component (20), wherein in a normal position a second surface edge (16) of the front component (12) opposite the first surface edge (14) of the front component (12) is maximally spaced from a second surface edge (24) of the rear component (20) opposite the first surface edge (22) of the rear component, wherein the front component (12) is designed to rotate and / or translationally relative to the connection point (26) of the front component (18) when a force exceeding the force-fit is acting on the front component (12) in the rear direction of the vehicle. rear component (20) to be moved into an accident position,in which the second surface edge (16) of the front component (12) is less far apart from the second surface edge (24) of the rear component (20) than in the normal position. [2] Component arrangement (10) according to claim 1, characterized by , that - the front component (12) is a radiator grille and the rear component (20) is the radiator shutter of an air control system, or - the front component (12) is a radiator grille and the rear component (20) is a radiator, or - the front component (12) is the radiator louvers of an air control system and the rear component (20) is a radiator. [3] Component arrangement (10) according to one of the preceding claims, characterized by, that when a force acts on the front component (12) in the rear direction of the vehicle, the front component (12) is designed to be moved rotationally relative to the connection point (26) of the rear component (20) into an accident position by means of a connection point (26) of the rear component (20) designed as a round hole. [4] Component arrangement (10) according to one of the preceding claims, characterized by , that when a force acts on the front component (12) in the rear direction of the vehicle, the front component (12) is designed to be moved rotationally-translatively into an accident position relative to a connection point (26) of the rear component (20) which is at least partially designed as an elongated hole. [5] Component arrangement (10) according to one of the preceding claims, characterized by, that the front component (12) has a projection which, when installed in a vehicle (28), extends in a projecting manner towards the front of the vehicle (28) relative to the rest of the front component (12). [6] Component arrangement (10) according to one of the preceding claims, characterized by , that the rear component (20) is at least indirectly connected to a stop element, wherein the stop element is designed to define a lower limit for the distance between the second surface edge (16) of the front component (12) and the second surface edge (24) of the rear component (20) in an accident position by contacting the front component (12). [7] Component arrangement (10) according to claim 6, characterized by that at least a portion of the stop element includes an elastic element. [8] Vehicle (28) comprising a component arrangement (10) according to any of the preceding claims.

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