Crash management system for a motor vehicle with a sandwich-type bumper element, manufacturing method therefor, and motor vehicle

Description

[0001] The invention relates to a crash management system made of plastic material for a motor vehicle, a manufacturing method for such a crash management system and a motor vehicle with such a crash management system.

[0002] Various structural components made of plastic material or of a mix of metal and plastic materials for motor vehicles are known, for example, from US 2017 / 253202 A1, DE 10 2012 111 488 A1, DE 10 2010 014 503 A1 or WO 93 / 15933 A1.

[0003] The object underlying the invention is to provide a crash management system which is essentially made entirely of plastic material.

[0004] This problem is solved by a crash management system, a manufacturing method, and a motor vehicle having the features of the respective independent patent claims. Advantageous embodiments with useful further developments are specified in the dependent patent claims.

[0005] What is proposed is a crash management system for a motor vehicle, comprising at least two cover layers made of a first continuous fiber-reinforced plastic material; a core element made of a second plastic material arranged between the two cover layers, wherein the core element and the cover layers are integrally connected to one another; and a plurality of rib sections made of the second plastic material arranged on one of the cover layers and integrally connected to it; wherein the rib sections and the core element are integrally connected to one another by injection molding or extrusion.

[0006] In other words, a crash management system made entirely of plastic materials is proposed, in which the two cover layers are made of continuous fibers and a plastic core is arranged between them, wherein the plastic core and the rib sections are made of the same plastic material. This simplifies the manufacture of such a crash management system. Furthermore, the first continuous fiber-reinforced plastic material of the cover layers and the second plastic material for the core element and the rib sections can be optimally matched to one another, wherein the second plastic material can also be selected in particular with regard to its processing properties by injection molding or extrusion.

[0007] In the crash management system, the core element can be integrally connected to at least one edge section extending along the edges of the two cover layers. In other words, the core element accommodated between the cover layers merges into the edge section, forming a continuous structure made of the second plastic material.

[0008] The edge section can have a curved transition section extending from the core element and a connecting section oriented substantially orthogonally to the core element. The core element thus forms a flat intermediate layer that is accommodated between the cover layers, with the transition section and the connecting section adjoining outside the cover layers. The cover layers and the core element are aligned substantially parallel to one another, with the connecting section being substantially orthogonal thereto.

[0009] In the crash management system, the core element may have two edge sections between which the rib sections are arranged.

[0010] The two edge sections can be arranged substantially parallel to each other, and the rib sections can be aligned at an angle to the edge sections. In particular, the rib sections can be arranged or formed in a crossed manner relative to each other, such that the rib sections and / or the edge sections enclose cavities that are bounded on one side by one of the cover layers.

[0011] In the crash management system, the cover layers, the core element, and the rib sections can form a sandwich-type bumper element extending essentially in the vehicle width direction. The two cover layers and the core element form the sandwich structure, and the rib sections form a kind of support on one of the cover layers. In other words, one of the cover layers is arranged or accommodated between the rib sections and the core element.

[0012] The crash management system can have at least two crash box elements made of a third plastic material, which are designed to establish a connection between the crash management system and a vehicle body, in particular longitudinal members and / or cross members.

[0013] The crash box elements can be connected to the bumper element, in particular screwed, welded or glued.

[0014] Furthermore, the crash box elements can be designed as injection-molded parts.

[0015] It is also conceivable that the crash box elements are formed integrally with the core element and are manufactured in a simultaneous process, i.e. together with the core element and the rib sections.

[0016] A method for producing a crash management system as described above is also proposed, comprising the steps: Providing, in a pressing tool, a first preheated cover layer made of a first continuous fiber-reinforced plastic material; providing an extrusion compound made of a second plastic material on the first cover layer; providing a second preheated cover layer made of the first plastic material on the extrusion compound; pressing the two cover layers and the extrusion compound such that a core element is formed between the cover layers and rib sections are formed on one of the cover layers, so that a bumper element in sandwich construction is produced.

[0017] Alternatively, a method for producing a crash management system described above is proposed, comprising the steps: Providing a first and a second preheated cover layer made of a first continuous fiber-reinforced plastic material in an injection molding tool; closing the injection molding tool; injecting an injection molding compound made of a second plastic material such that a core element is formed from the injection molding compound between the cover layers and rib sections are formed from the injection molding compound on one of the cover layers, so that a bumper element in sandwich construction is produced.

[0018] In the alternative method, after the injection of the injection molding compound, an expansion stroke of the injection molding tool can be carried out, whereby tool halves of the injection molding tool are moved a few millimeters away from each other in such a way that at least an expansion of the core element is enabled.

[0019] Both methods described above may further include the following steps: Producing at least one crash box element in an injection molding tool; providing the crash box element; connecting at least one crash box element to the bumper element.

[0020] A motor vehicle may have at least one crash management system as described above, wherein the crash management system is connected to a body, in particular longitudinal members and / or cross members, of the motor vehicle. The crash management system may be provided, in particular, at a front or rear of the motor vehicle.

[0021] Further advantages and details of the invention will become apparent from the following description of embodiments with reference to the figures. Fig. 1 shows an example of a crash management system in a schematic and simplified perspective view; Fig. 2 shows a simplified and schematic sectional view approximately corresponding to the section line II-II the Fig. 1 ; Fig. 3 shows in the sub-figures A) and B) simplified and schematic sectional views approximately corresponding to the cutting lines IIIA-IIIA and IIIB-IIIB the Fig. 1 ; Fig. 4 shows a simplified and schematic plan view of a motor vehicle with a crash management system; Fig. 5 shows a simplified flow diagram of manufacturing processes for the crash management system.

[0022] In Fig. 1 A simplified and schematic perspective view of a crash management system 10 is shown. By way of example, a front left area of ​​the crash management system 10 is shown with reference to a typical vehicle longitudinal direction X and a vehicle width direction Y.

[0023] The crash management system 10 comprises a bumper element 12 which extends substantially in the vehicle width direction Y.

[0024] The bumper element 12 is connected by means of a crash box element 14 to a vehicle body 16, shown here only in simplified form, in particular to a longitudinal member and / or a cross member of the vehicle body 16.

[0025] The crash management system 10 or the bumper element 12 has rib sections 18 that extend between upper and lower edge sections 20o, 20u. The edge sections 20 extend essentially parallel to one another, and the rib sections 18 are inclined relative to one another. In particular, the rib sections 18 intersect in the example shown.

[0026] The following section refers to the sectional views of the Fig. 2 and 3 The structure of the crash management system 10, in particular the bumper element 12, is described in more detail. The sectional views correspond to the Fig. 2 , 3A and 3B approximately the section lines II-II, IIIA-IIIA and IIIB-IIIB of the Fig. 1 .

[0027] The crash management system 10 comprises at least two cover layers 22v, 22h made of a first continuous fiber-reinforced plastic material. Cover layer 22v can be referred to as the front cover layer, and cover layer 22h can be referred to as the rear cover layer, particularly with reference to a mounted position in the front area of ​​a motor vehicle.

[0028] A core element 24 made of a second plastic material is arranged between the two cover layers 22h, 22v, with the core element 24 and the cover layers 22h, 22v being firmly bonded to one another. The core element 24 can also be referred to as an intermediate layer.

[0029] The already mentioned with reference to the Fig. 1The aforementioned plurality of rib sections 18 are also made of the second plastic material. Furthermore, the rib sections 18 are arranged on one of the cover layers, here, for example, the front cover layer 22v, and are integrally connected thereto.

[0030] In such a crash management system 10 or such a bumper element 12, the rib sections 18 and the core element 24 are integrally connected to one another by means of injection molding or extrusion.

[0031] From the sectional views of the Fig. 2 and 3 It can be seen that the core element 24 is integrally connected to the two edge sections 20o, 20u. The edge sections 20o, 20u extend at the top and bottom, respectively, along edges 26 of the two cover layers 22v, 22h.

[0032] The edge sections 20o, 20u each have, starting from the core element 24, a curved transition section 28o, 28u and a connecting section 30o, 30u oriented substantially orthogonally to the core element 24.

[0033] As can be seen from the overview of Fig. 1 to 3 As can be seen, the plurality of rib sections 18 are formed between the two edge sections 26o, 26u. In particular, the rib sections 18 are formed integrally with the edge sections 20o, 20u. The two edge sections 20o, 20u are thus arranged substantially parallel to one another. The rib sections 18 are aligned at an angle to the edge sections 20o, 20u. In particular, the rib sections 18 are arranged crossed relative to one another, such that the rib sections 18 and / or the edge sections 20o, 20u surround cavities 34 that are delimited on one side by one of the cover layers 22v.

[0034] The cover layers 22h, 22v described above, the core element 24 and the rib sections 18 form the bumper element 12 in sandwich construction extending substantially in the vehicle width direction Y.

[0035] The one from the Fig. 1 The crashbox element 14 shown can be made of a third plastic material. In particular, the crashbox element 14 can be designed as an injection-molded part. Furthermore, the crashbox element 14 is connected to the bumper element 12, in particular to the cover layer 22h. The crashbox element 14 and the bumper element 12 can be screwed and / or glued or (plastic-)welded together.

[0036] It is pointed out that in the Fig. 1 to 3 The respective inclination of rib elements 18 is illustrated by dashed double arrows, so that the inclination is not only in the Fig. 1 but also in the planar sectional views of the Fig. 2 and 3is recognizable.

[0037] Continuous fiber-reinforced polypropylene (PP), for example, is used as the first plastic material for the two cover layers 22h, 22v. Polypropylene or polyamide, for example, is used as the second plastic material for the core element 24, the edge sections 20o, 20u, and the rib sections 18. Polypropylene or polyamide, for example, can be used as the third plastic material for the crash box element 14. The second and third plastic materials can be identical.

[0038] Fig. 4 shows a simplified and schematic plan view of a motor vehicle 50. A front crash management system 10v and a rear crash management system 10h are indicated in the vehicle 50 by dashed lines. Each crash management system 10v, 10h implements the system described above with reference to the Fig. 1 to 3 described structure. From the Fig. 4In particular, the respective crash box elements 14 and bumper element 12 are also visible.

[0039] Fig. 5 shows a simplified flow diagram for alternative methods 500, 600 for producing a crash management system 10 described above.

[0040] The method 500 is based on extrusion for producing the crash management system 10. According to a first step S501, a first preheated cover layer, for example the cover layer 22h, made of a first continuous fiber-reinforced plastic material is provided in a pressing tool. In step S502, an extrusion compound made of a second plastic material is provided on the first cover layer, for example the cover layer 22h. According to a step S503, a second preheated cover layer, for example the cover layer 22v, made of the first plastic material is provided on the extrusion compound. Finally, according to step S504, the two cover layers 22h, 22v and the extrusion compound are pressed such that the core element 24 is formed between the cover layers 22h, 22v and rib sections 18 are formed on one of the cover layers 22v, so that a bumper element 12 in sandwich construction is produced.

[0041] The method 600 is based on injection molding for producing the crash management system 10. According to a step S601, a first and a second preheated cover layer 22h, 22v made of a first continuous fiber-reinforced plastic material are provided in an injection mold. According to step S602, the injection mold is closed. Step S603 illustrates the injection of an injection molding compound made of a second plastic material such that a core element 24 is formed from the injection molding compound between the cover layers 22h, 22v, and rib sections 18 are formed from the injection molding compound on one of the cover layers 22v, so that a bumper element 12 in a sandwich construction is produced.

[0042] In the method 600, according to an optional step S604, after the injection of the injection molding compound, an expansion stroke of the injection molding tool can be carried out, wherein tool halves of the injection molding tool are moved a few millimeters away from each other in such a way that at least an expansion of the core element 24 is made possible.

[0043] In parallel with the two methods 500 and 600, at least one crash box element 14 can be produced in an injection mold (S701). According to step S702, the crash box element 14 thus produced is provided. According to step S703, at least one crash box element 14 is connected to the respective bumper element 12, which was produced by method 500 or 600.

Claims

1. Crash management system (10) for a motor vehicle (50) with at least two outer layers (22h, 22v) made of a first endless-fiber-reinforced plastic material, a core element (24) made of a second plastic material arranged between the two outer layers (22h, 22v), wherein the core element (24) and the outer layers (22h, 22v) are materially bonded to one another, characterized by multiple rib sections (18) made of the second plastic material, which are arranged on one of the outer layers (22v) and are materially bonded thereto, wherein the rib sections (18) and the core element (24) are joined together in one piece by means of injection molding or extrusion.

2. Crash management system (10) according to claim 1, wherein the core element (24) is joined in one piece to at least one edge section (20o, 20u), which extends along edges (26) of the two outer layers (22h, 22v).

3. Crash management system (10) according to claim 2, wherein, starting from the core element (24), the edge section (20o, 20u) has a curved transition section (28o, 28u) and a connecting section (30o, 30u) oriented substantially orthogonally to the core element (24).

4. Crash management system (10) according to claim 3, wherein the core element (24) has two edge sections (20o, 20u), between which the rib sections (18) are arranged.

5. Crash management system (10) according to claim 4, wherein the two edge sections (20o, 20u) are arranged substantially parallel to one another and the rib sections (18) are oriented inclined toward the edge sections (20o, 20u).

6. Crash management system (10) according to any one of the preceding claims, wherein the outer layers (22h, 22v), the core element (24) and the rib sections (18) form a bumper element (12) extending substantially in the vehicle width direction (Y) in a sandwich construction.

7. Crash management system (10) according to any one of the preceding claims, wherein it has at least two crash box elements (14) made of a third plastic material, which are configured to create a connection between the crash management system (10) and a vehicle body (16), in particular longitudinal members and / or cross members.

8. Crash management system (10) according to claim 6 and 7, wherein the crash box elements (14) are connected to the bumper element (12), in particular screwed or welded or adhesively bonded.

9. Crash management system (10) according to claim 7 or 8, wherein the crash box elements (14) are designed as an injection molded part.

10. Method (500) for producing a crash management system (10) according to any one of the preceding claims, comprising the steps of: Providing (S501) a first preheated outer layer (22h) made of a first endless-fiber-reinforced plastic material in a press tool, Providing (S502) an extruded compound made of a second plastic material on the first cover layer (22h), Providing (S503) a second preheated cover layer (22v) made of the first plastic material on the extruded compound, Pressing (S504) the two outer layers (22h, 22v) and the extruded compound, such that a core element (24) is shaped between the outer layers (22h, 22v) and rib sections (18) are formed on one of the outer layers (22v), such that a bumper element (12) is produced in a sandwich construction.

11. Method (600) for producing a crash management system (10) according to any one of claims 1 to 9, comprising the steps of: Providing (S601) a first and a second preheated outer layer (22h, 22v) made of a first endless-fiber-reinforced plastic material in an injection molding tool, Closing (S602) the injection molding tool, Injecting (S603) an injection molding compound made of a second plastic material, such that a core element (24) is shaped from the injection molding compound between the outer layers (22h, 22v) and rib sections (18) are formed from the injection molding compound on one of the outer layers (22v), such that a bumper element (12) is produced in a sandwich construction.

12. Method (600) according to claim 11, wherein, following injection of the injection molding compound, an expansion stroke of the injection molding tool is performed (S604), wherein tool halves of the injection molding tool are moved a few millimeters away from one another, such that at least one expansion of the core element (24) is facilitated.

13. Method (500; 600) according to any one of claims 10 to 12, further comprising the steps of: Producing (S701) at least one crash box element (14) in an injection molding tool, Providing (S702) the crash box element (14), Connecting (S703) at least one crash box element (14) to the bumper element (12).

14. Motor vehicle (50) with at least one crash management system (10) according to any one of claims 1 to 9, wherein the crash management system (10) is connected to a body, in particular longitudinal members and / or cross members, of the motor vehicle (50).