FRONT UNIT FOR A PASSENGER CAR

Description

[0001] The invention relates to a front section for a passenger car according to the preamble of claim 1.

[0002] US patent 10,676,137 B2 discloses a motor vehicle with a body comprising floor elements positioned along a base of the body and extending from a front end to a rear end of the vehicle along an uninterrupted path. US patent 10,730,441 B2 discloses a vehicle known to the public, with a body structure defining a front trunk with a front opening. A radiator grille encloses the front opening in a closed position and is pivotable about a vertical hinge or a horizontal hinge along an upper edge. DE patent DE 10,2008,039,972 A1 discloses a front structure of a motor vehicle. DE patent DE 102,586,266 B4 discloses a motor vehicle with a radiator grille pivotally mounted on a vehicle body about a horizontal pivot axis extending transversely to the longitudinal axis of the vehicle and located on or in a lower region of the radiator grille.Furthermore, WO 2016 / 177440 A1 discloses a passenger car as known, comprising a front end support with at least one crossmember element and at least two lateral front strut elements connected to each other via the crossmember element and extending downwards from the crossmember element in the vertical direction of the vehicle. US 3 010 760 A discloses a retractable tailgate for a vehicle. FR 2 821 110 A1 discloses a rear locking system for a vehicle.

[0003] The object of the present invention is to create a front section for a passenger car and a passenger car with such a front section, so that a particularly advantageous usability can be realized.

[0004] This problem is solved according to the invention by a front-end vehicle with the features of claim 1 and by a passenger car with the features of claim 9. Advantageous embodiments with expedient further developments of the invention are the subject of the dependent claims.

[0005] A first aspect of the invention relates to a front section of a passenger car. The front section comprises at least one front-facing panel element, which is movable between a panel position and at least one stowed position. In the panel position, a front section of the vehicle, extending rearward in the longitudinal direction of the vehicle, is covered, or rather overlapped, by the panel element in the longitudinal direction of the vehicle, particularly directly. Thus, if, for example, an object such as a transport item is arranged in the front section when the panel element is in the panel position, the object is overlapped, and therefore covered, by the panel element in the longitudinal direction of the vehicle, particularly directly.In the stowed position, the trim element exposes at least the front of the vehicle in the longitudinal direction, so that in the stowed position, the front of the vehicle is no longer covered by the trim element. At least in the stowed position, the trim element has a lower edge in the vertical direction of the vehicle, where, for example, the trim element terminates downwards in the vertical direction. In other words, the edge is, at least in the stowed position, a lower edge in the vertical direction of the vehicle, specifically the lowest edge in the vertical direction of the trim element.The trim element further comprises a trim area that adjoins, in particular directly, the edge area and, at least in the trim position, extends upwards in the vehicle's vertical direction, particularly directly, to the lower edge area. It is particularly conceivable that the trim element is displaceable, i.e., movable, relative to at least one component, in particular relative to at least one structural element, of the front end between the trim position and the stowed position. For example, it may be provided that the trim element is displaceably held on the component, in particular the structural element, between the stowed position and the trim position.

[0006] In order to achieve a particularly advantageous usability of the front section and thus of the passenger car as a whole, the invention provides that the trim element can be moved from the trim position into the stowage position, which is lower than the trim position, in such a way that, by pivoting at least the trim area forwards in the longitudinal direction of the vehicle and downwards in the vertical direction of the vehicle, the lower edge area can be retracted into a corresponding receiving space in the longitudinal direction of the vehicle.In other words, to move the trim element from the trim position to the stow position, the trim element is pivoted, in particular about a pivot axis extending in the transverse direction of the vehicle and preferably relative to the component, such that the trim area is pivoted forwards in the longitudinal direction of the vehicle and downwards in the vertical direction of the vehicle, and the lower edge area in the trim position is retracted into the receiving space in the longitudinal direction of the vehicle, in particular compared to the stow position, especially relative to the component.It is conceivable that first the trim area is pivoted forward in the longitudinal direction of the vehicle and downward in the vertical direction of the vehicle, and then the trim element is moved backward in the longitudinal direction of the vehicle, in particular translationally, so that the edge area is retracted into the receiving space in the longitudinal direction of the vehicle, or that the pivoting of the trim area and the retraction of the lower edge area into the receiving space occur at least partially simultaneously.

[0007] The term "retracting the lower edge area into the receiving space in the longitudinal direction of the vehicle" refers in particular to the fact that the trim element, especially as a whole, is moved backwards in the longitudinal direction of the vehicle, particularly relative to the component, thereby retracting the lower edge area into the receiving space. This allows the trim element, in its stowed position (where it is advantageously stowed), to provide such advantageous access to the front of the vehicle that not only is the front of the vehicle opened forwards in the longitudinal direction, but the trim element also does not protrude excessively far forwards in the longitudinal direction of the vehicle. In other words, the trim element, when stowed, does not project beyond the front of the vehicle, or at least not excessively far.This creates particularly convenient access to the front of the vehicle for a person standing in front of the car, i.e., in front of its front end, when the trim panel is in its stowed position, as the person can stand very close to the front. To reach the front, the person does not have to bend or stow awkwardly, because the trim panel, when stowed, is not in the person's abdominal or leg area. Thus, the person can easily reach the front of the vehicle without being obstructed by the trim panel, meaning specifically without the trim panel touching the person's legs and / or abdomen.

[0008] To achieve particularly advantageous accessibility to the front-end area and particularly advantageous stiffness of the front end, the invention provides an upper crossmember element which is displaceable between a support position and at least one access position, particularly relative to the aforementioned structural element of the front end. In the support position, at least a portion of the front-end area is covered and thus overlapped by the crossmember element in the longitudinal direction of the vehicle, particularly directly. Furthermore, in the support position, the crossmember element is covered in the longitudinal direction of the vehicle to the rear by a body-in-white structure of the passenger car, so that in the support position, the crossmember element can be supported or is supported against the body-in-white structure, particularly in the event of an accident-related force being applied to the rear in the longitudinal direction of the vehicle.The term "body structure" refers to at least one area of ​​the body shell of a passenger car, which is preferably designed as a self-supporting structure. Because the crossmember element, in its support position, overlaps the body structure in the longitudinal direction of the vehicle towards the rear, accident-related loads, for example in a frontal collision, can be particularly advantageously absorbed by the crossmember element and transferred from it to the body structure behind it, thus enabling particularly favorable crash behavior.

[0009] In the access position, the crossmember element exposes at least the aforementioned portion of the front end in the longitudinal direction of the vehicle, so that in the access position, at least that portion of the front end is no longer covered or overlapped by the crossmember element. Furthermore, in the access position, the crossmember element is positioned lower in the vehicle's vertical direction compared to the support position, thus making the front end particularly easy and comfortable to access, especially for the aforementioned person. Specifically, it is designed that in the access position, the crossmember element is no longer covered or overlapped by the body-in-white structure in the longitudinal direction to the rear, particularly because the crossmember element is positioned lower than the body-in-white structure in the access position.To create, for example, particularly easy and comfortable access to the front of the vehicle, the trim panel is moved from the trim position to the stowed position, and the cross member is moved from the support position to the access position. As a result, the person can reach the front of the vehicle in a particularly ergonomic way.

[0010] In order to create particularly comfortable and ergonomic access to the front of the vehicle, a further embodiment of the invention provides that the cross member element in the access position is arranged without overlap with the body structure when viewed in the longitudinal direction of the vehicle towards the rear, i.e., it is not covered or overlapped by the body structure or the area by which the cross member element is covered, i.e., overlapped, in the support position in the longitudinal direction of the vehicle towards the rear.

[0011] To achieve particularly high rigidity of the front end and especially good accessibility to the front end area, a further embodiment of the invention provides that the body-in-white structure is an upper longitudinal beam plane, that is, at least a portion of an upper longitudinal beam plane. It is particularly conceivable that the upper longitudinal beam plane has at least or exactly two upper longitudinal beams spaced apart from each other in the transverse direction of the vehicle, which can be connected to each other, for example, via the cross member element extending at least substantially in the transverse direction of the vehicle. For example, the cross member element is connected directly to the upper longitudinal beams, in particular to the respective front ends of the upper longitudinal beams. Furthermore, it is conceivable that the cross member element is connected to the upper longitudinal beams via respective energy-absorbing elements.In other words, it can be provided that the cross member element, at least in the support position, can be supported or braced in the longitudinal direction of the vehicle towards the rear on the body structure, in particular on the upper longitudinal member plane and especially on the upper longitudinal members, by means of energy absorption elements spaced apart from each other in the transverse direction of the vehicle, thereby enabling a particularly good energy absorption capacity and thus a particularly advantageous accident behavior of the front of the vehicle.

[0012] The energy absorption elements, also known as energy absorbers, are deformable, for example, in a frontal collision, by absorbing energy. It is conceivable that the crossbeam element can be displaced relative to the energy absorption elements between the support position and the access position. Alternatively, it is conceivable that the energy absorption elements can be displaced, and thus moved, along with the crossbeam element between the support position and the access position. In this case, the energy absorption elements are, for example, integrated into the crossbeam element. The energy absorption elements form, for instance, a so-called crash structure that can be displaced along with the upper crossbeam element and may, for example, be integrated into the upper crossbeam element.For example, the crossbeam element is foldable, and in particular pivotable, between the support position and the access position, so that, for example, the upper crossbeam element is a foldable or retractable structure. In particular, the upper crossbeam element can be a mounting bracket on which, for example, at least one component such as a cooler can be held.

[0013] In order to achieve both advantageous accessibility to the front of the vehicle and, at the same time, particularly advantageous crash behavior of the front of the vehicle and thus of the passenger car as a whole, a further embodiment of the invention provides that the body-in-white structure is arranged in the vertical direction of the vehicle above a main longitudinal beam plane of the passenger car, to which a front-facing cross member is connected. The main longitudinal beam plane comprises, for example, at least or exactly two further longitudinal beams, which are spaced apart from each other, particularly in the transverse direction of the vehicle, and which are also referred to as main longitudinal beams.The bending crossbeam is, for example, connected, in particular directly, to the main longitudinal beams, in particular to their respective front ends, or the front-side bending crossbeam is connected to the main longitudinal beams, in particular to their respective front ends, via respective further energy absorption elements.

[0014] To achieve advantageous access to the front of the vehicle in a particularly simple and cost-effective manner, a further embodiment of the invention provides that the trim element and the crossmember element can be moved independently of each other. This means, in particular, that the trim element can be moved between the stowed position and the trim position, especially while the crossmember element is in the support position, without moving the crossmember element, particularly from its support position, or while the crossmember element remains in its support position. Thus, for example, it is conceivable that the trim element is first moved from the trim position to the stowed position, and then the crossmember element is moved from the support position to the access position.Furthermore, it is conceivable, for example, that the cross member element, particularly while the trim element is in the stowed position, can be moved between the support position and the access position without moving the trim element itself, i.e., while the trim element remains in the stowed position. Thus, for example, the cross member element is first moved from the access position to the support position, followed by the trim element being moved from the stowed position to the trim position.

[0015] To achieve particularly good usability in a particularly convenient manner, a further embodiment of the invention provides that the cladding element and the cross member element are coupled to each other and can therefore be moved together, i.e., simultaneously. Thus, at least part of the movement of the cladding element between the cladding position and the stowed position occurs simultaneously with at least part of the movement of the cross member element between the support position and the access position. It is particularly conceivable that the cross member element can be moved over the cladding element.In other words, the cross member can be moved by moving the cladding element, so that, for example, the aforementioned person moves the cladding element, particularly manually, whereby the relocation of the cladding element is accompanied by the relocation of the cross member, or rather, the relocation of the cross member can be effected by moving the cladding element. This allows the cladding element and the cross member to be moved particularly conveniently.

[0016] To achieve particularly good usability of the front section, in a further embodiment of the invention the front section has a front storage compartment, which is also referred to as a front trunk or frunk (front trunk). It is provided that the front section is arranged vertically in the vehicle direction, at least over a portion of the storage compartment.

[0017] For example, the front of the vehicle is at least part of the storage space. In particular, it is conceivable that the front of the vehicle constitutes the storage space itself, or that the front of the vehicle is a further sub-section of the storage space, with this further sub-section being located vertically above the first sub-section. The storage space is particularly conveniently and ergonomically accessible via the front of the vehicle, thus enabling particularly good usability of the front section.

[0018] Finally, it has proven particularly advantageous if the front section has a front flap that is movable, and especially pivotable, between a closed position and at least one open position, particularly relative to the aforementioned component. In the closed position, the front flap at least partially covers the storage space in the vehicle's vertical direction. In the open position, the flap at least partially exposes the storage space in the vehicle's vertical direction.

[0019] For example, the aforementioned structural element is the structural frame or the bending crossbeam. In other words, the cladding element, and preferably also the crossbeam element, can be shifted relative to the structural frame and preferably also relative to the bending crossbeam and the main longitudinal beams between the cladding position and the stowed position, or between the support position and the access position.

[0020] A second aspect of the invention relates to a passenger car with a front section according to the first aspect of the invention. 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.

[0021] Preferably, the passenger car is designed as an electric vehicle, in particular as a battery electric vehicle (BEV). The passenger car has at least one electric motor, preferably located at the front, which is arranged in the front section, also referred to as the front end. The passenger car can be driven, in particular purely, electrically by means of the electric motor. By using the electric motor, especially instead of an internal combustion engine, to drive the passenger car, the front storage space can be designed to be particularly large, thus enabling particularly good usability. With regard to the front storage space, in particular, the challenge may arise of achieving advantageous ergonomics when loading and unloading the front storage space, also referred to as the front trunk, in particular such that the front storage space can be loaded and unloaded in a particularly comfortable and ergonomic manner.The front storage compartment can have a deep recess, which, conventionally and especially in relation to the front of the vehicle, is often located far back in the longitudinal direction. Consequently, with conventional designs, the front storage compartment or recess is very difficult to access, as a person wanting to load or unload it has to lean over the front edge and the front components. This problem is significantly exacerbated if the vehicle is not a sedan, for example, but an SUV. The considerably higher ground clearance of an SUV compared to a sedan, along with its design language, particularly at the front, can further hinder access to the storage compartment.This problem can be avoided by the invention, however, since the trim element and preferably also the cross member element, which could impede access to the storage compartment, can be relocated. This allows, for example, a loading edge that must be overcome to load and unload the front storage compartment to be lowered or positioned particularly low, so that the front storage compartment can be loaded and unloaded in a particularly ergonomic and convenient manner. In particular, the use of the cross member element simultaneously ensures particularly advantageous crash behavior and particularly advantageous rigidity, especially torsional rigidity, of the front end.Furthermore, the crossbeam element makes it possible to advantageously absorb accident-related loads, for example in a frontal collision, and to transfer them to underlying structures such as the aforementioned shell structure, in particular to the upper longitudinal beams.

[0022] Further advantages and details of the invention will become apparent from the following description and the accompanying drawing. These show: Fig. 1 is a schematic and cutaway side view of the front end of a passenger car, showing a trim element in its trim position; Fig. 2 is a schematic and cutaway side view of the front end, showing the trim element in its stowed position; Fig. 3 is a schematic perspective view of a component of the front end; and Fig. 4 is a schematic and cutaway perspective view of the component according to Fig. 3 .

[0023] Fig. 1 Figure 1 shows a schematic, cutaway side view of the front section 10 of a passenger car. The passenger car has exactly two axles arranged consecutively in the longitudinal direction of the vehicle, each axle having exactly two wheels spaced apart from each other in the transverse direction of the vehicle. The first of the axles is a front axle, which is Fig. 1 Partially recognizable and labelled 12. The second axle is a rear axle arranged longitudinally behind the front axle 12. Fig. 1 One of the vehicle wheels of the front axle 12 is recognizable and labelled 14. The front section 10 has at least one front fairing element 16, which is thus arranged on the front 18 of the passenger car or the front section 10. The fairing element 16 is located between a Fig. 1 shown fairing position V1 and at least one in Fig. 2 The stowage position V2 shown is relocatable. In the trim position V1, a front section 20 adjoins the trim element 16 to the rear in the longitudinal direction of the vehicle. In trim position V1, this front section 20 is covered and thus overlapped by the trim element 16 to the front in the longitudinal direction of the vehicle. In stowage position V2, the trim element 16 releases the front section 20 to the front in the longitudinal direction of the vehicle, so that in stowage position V2, the front section 20 is no longer covered or overlapped by the trim element 16 to the front in the longitudinal direction of the vehicle.

[0024] The trim element 16 has an edge region R and a trim region V directly adjoining the edge region R, by which, for example, in trim position V1, the front section 20 is at least predominantly, and in particular completely, covered in the longitudinal direction of the vehicle. With respect to trim position V1, the edge region R is a lower edge region R of the trim element 16 in the vertical direction of the vehicle, wherein, in the stowed position V1, the trim region V adjoins the edge region R directly at the top in the vertical direction of the vehicle.

[0025] In order to achieve a particularly advantageous usability of the front section 10 and thus of the passenger car as a whole, the trim element 16 can be moved from the trim position V1 to the stow position V2, which is lower than the trim position V1, such that by pivoting at least the trim area V forwards in the longitudinal direction of the vehicle and downwards in the vertical direction of the vehicle, the lower edge area R can be retracted into a corresponding receiving space 22 of the front section 10, also referred to as the receiving area.This means that - in order to move the trim element 16 from the trim position V1 to the stow position V2 - the trim element 16 is pivoted about a pivot axis extending in the transverse direction of the vehicle such that at least the trim area V is pivoted forwards in the longitudinal direction of the vehicle and downwards in the vertical direction of the vehicle, and the trim element 16 is moved, in particular translationally, to the rear in the longitudinal direction of the vehicle, so that the edge area R is retracted, in particular translationally, into the receiving space 22 to the rear in the longitudinal direction of the vehicle.This means that, when the trim element 16 is in stowed position V2, the front section 20 is particularly easy, comfortable, and ergonomically accessible for a person standing in front of the front 18 of the passenger car, since the trim element 16 does not, or at least not excessively, project beyond the front section 20 in the longitudinal direction of the vehicle. This means that, viewed in the longitudinal direction of the vehicle, the person can stand very close to the front section 20 and, for example, reach into it without having to bend or lean forward excessively.

[0026] In the embodiment shown in the figures, the front section 10 has a front storage compartment 24, also referred to as the front trunk, which has a first subsection 25. The front section 20 is arranged in the vertical direction of the vehicle above the first subsection 25, and the front section 20 and the subsection 25 are connected to each other. In the embodiment shown in the figures, the front section 20 is a second subsection of the front storage compartment 24, so that the front storage compartment 24 is particularly easy, ergonomic, and convenient to access via the front section 20 when the trim element 16 is in the stowed position V2. Thus, the storage compartment 24 can be loaded and unloaded particularly easily, ergonomically, and conveniently.

[0027] Typically, vehicles, especially tall vehicles with a luggage compartment in their front end, such as storage compartment 24, present the problem that when loading and unloading the luggage compartment, the person standing in front of the vehicle 18 has to lean far forward and downward, as there is usually a rigid transverse structure in the upper part of the vehicle's front. This is not particularly comfortable. The rigid crossmember structure can, for example, include a so-called radiator support and possibly other crossmember structures, with a hood latch, for instance, being located on the radiator support. However, this crossmember structure, especially when connected to the body shell, can ensure a sufficiently low level of penetration by a collision partner in an accident, such as a pole impact.Without the crossbeam structure or the radiator bridge, an obstacle could penetrate far into the space between the longitudinal beam and the front section if no appropriate countermeasures are taken.

[0028] In the front section 10, also referred to as the front end, the front panel element 16 can be moved from panel position V1 to the lower panel position V2, such that the lower edge region R of the panel element 16 is retracted into the receiving space 22 in the longitudinal direction of the vehicle, and thus towards the passenger compartment of the passenger car. This provides access in the longitudinal direction (x-direction) to the front section 20 located behind the panel element 16, also referred to as the front end area. For example, panel position V1 is a first functional position of the panel element 16, which is typically in this position during normal operation of the passenger car. The stowed position V2 is a second functional position, which ensures easy, convenient, and ergonomic access to the front section 20.An advantage of the front section 10 is that the trim element 16 is not simply folded forward, which would force the person to stand far away from the front section 20 in the longitudinal direction of the vehicle. Instead, the trim element 16 is also pushed backward in the longitudinal direction of the vehicle, such that the edge area R is pushed into the corresponding receiving space 22. As a result, the trim element 16 is positioned sufficiently far back in its stowed position V2, allowing the person to stand close to the front section 20 when viewed in the longitudinal direction of the vehicle.

[0029] In order to achieve particularly advantageous stiffness and crash behavior, the front section 10 has an upper crossmember element 26, which is, for example, an upper crossmember structure or a component of such an upper crossmember structure. The upper crossmember element 26 is located between a Fig. 1 shown support position A and one in Fig. 2 The access position Z shown is movable. In the support position A, at least a portion of the front section 20 is covered and thus overlapped by the crossmember element 26 in the longitudinal direction of the vehicle, with this portion of the front section 20 being designated T. Furthermore, in the support position A, the upper crossmember element 26 is covered in the longitudinal direction of the vehicle to the rear by a body-in-white structure of the passenger car, which is not shown in detail in the figure. Thus, in the support position A, the crossmember element 26 can be supported or is supported in the longitudinal direction of the vehicle to the rear by the body-in-white structure, so that, for example, in a frontal collision of the passenger car, accident-related loads can be particularly advantageously absorbed by the upper crossmember element 26, which is in the support position A, and transferred to the body-in-white structure behind it. This prevents excessive intrusion.In other words, in support position A, the upper crossmember element 26 can brace itself against the underlying body structure in a frontal collision. This structure may be part of a body support structure or be designed as a body support structure itself, thus contributing to crash safety. In access position Z, the upper crossmember element 26 is lowered compared to support position A because it is positioned lower in the vehicle's vertical direction. As a result, in access position Z, the crossmember element 26 exposes at least part T in the longitudinal direction of the vehicle, meaning that part T is no longer covered by the crossmember element 26. This makes the front of the vehicle, and therefore the front storage compartment 24, particularly easy, convenient, and ergonomically accessible.

[0030] The aforementioned body-in-white structure is, for example, an upper longitudinal beam plane which has two upper, first longitudinal beams spaced apart from each other in the transverse direction of the vehicle. Each first longitudinal beam, for example, has an energy absorption element 28, also referred to as an energy absorber ( Fig. 3 ) provided, wherein the crossbeam element 26, at least in support position A, can be supported or is supported in the longitudinal direction of the vehicle towards the rear via the energy absorption elements 28 on the first longitudinal members. In particular, it is conceivable that the crossbeam element 26, at least in support position A, is connected to the body-in-white structure, especially to the first longitudinal members, via the energy absorption elements 28. The energy absorption elements 28 are deformable, for example, in a frontal collision, thereby enabling a particularly advantageous crash behavior.

[0031] The front section 10 can have a further longitudinal member level in the form of a main longitudinal member level, also referred to as the lower longitudinal member level, arranged in the vehicle's vertical direction below the body-in-white structure, in particular the upper longitudinal member level. The main longitudinal member level has two second longitudinal members, also referred to as main longitudinal members, which are spaced apart from each other in the transverse direction of the vehicle. A front-facing bending cross member 30 is connected to the main longitudinal members and thus to the main longitudinal member level. This cross member is arranged further down in the vehicle's vertical direction than the cross member element 26, at least when the cross member element 26 is in the support position A. In particular, a further energy absorption element 32, also referred to as a crash box, is provided for each main longitudinal member. For example, the bending cross member 30 is connected to the main longitudinal members via the energy absorption elements 32. In the figure shown...In the illustrated embodiment, the front section 10 has a third transverse element 34, which is arranged further down in the vehicle's vertical direction than the bending cross member 30. The transverse element 34 is a so-called lower stiffener, which can provide particularly advantageous pedestrian protection. For example, if a pedestrian collides with the front 18, the pedestrian, especially their legs, can be pushed forward particularly advantageously by means of the transverse element 34, thus effecting a particularly advantageous movement of the pedestrian. This can prevent excessive injuries to the pedestrian. In the embodiment shown in the figure, the lower transverse element 34 is connected to the bending cross member 30 by means of struts 36, also referred to as vertical struts. The struts 36 extend downwards away from the bending cross member 30 in the vehicle's vertical direction.

[0032] As from Fig. 4 As can be seen, the upper crossbeam element 26, the bending crossbeam 30 and the lower crossbeam element 34 are profiles, in particular hollow profiles, each of which has at least or exactly one or, in particular with regard to the lower crossbeam element 34, several and thus at least or exactly two hollow chambers.

[0033] It is conceivable that exactly one trim element, particularly in the form of trim element 16, is provided, which, in its trim position V1, covers and thus overlaps the front section 20 in the longitudinal direction of the vehicle. However, in the embodiment shown in the figures, trim element 16 and at least or exactly one second trim element 38 are provided, wherein trim elements 16 and 38 are designed separately from one another. Trim elements 16 and 38 are pivotally coupled to one another, particularly by means of a joint or hinge, such that trim element 38 can be moved together with trim element 16 between trim position V1 and stowed position V2. Furthermore, when moved between trim position V1 and stowed position V2, trim elements 16 and 38 can be pivoted relative to each other about a pivot axis S.When the cladding elements 16 and 38 are moved from the cladding position V1 to the stowed position V2, particularly relative to the bending crossbeam 30 and the body structure, the cladding elements 16 and 38 are pivoted relative to each other about the pivot axis S such that they pivot towards each other or fold together. Fig. 2 It can be seen that in the stow position V2 and then when the cross member element 26 is in the access position Z, the cross member element 26 is at least partially covered upwards in the vehicle direction by the trim element 38 and at least partially covered downwards in the vehicle direction by the trim element 16.

[0034] Recognizable from Fig. 1 und 2 Furthermore, a front bumper cover 40 is included, which covers the bending cross member 30, particularly at least in the longitudinal direction of the vehicle towards the front. Thus, the bending cross member 30 is also referred to as the bumper bending cross member.

[0035] The front section 10 also has a front flap 42, which, particularly in relation to the body shell structure, is located between a Fig. 1 shown closing position ST and one in Fig. 2The open position OT shown is movable, in particular pivotable about a pivot axis preferably extending transversely in the vehicle direction. For example, a lock, also referred to as a hood or flap lock, is arranged on the cross member element 26, by means of which the front flap 42 is held in the closed position ST relative to the cross member element 26. In the closed position ST, the front section 20 and the front storage compartment 24 are each at least partially covered upwards by the front flap 42, which is also referred to as the front hood, in the vertical direction of the vehicle.In the open position OT, however, the front flap 42 at least partially exposes the front area 20 and the front storage compartment 24, so that when the front flap 42 is in the open position OT, the trim elements 16 and 38 are in the stow position V2 and the upper cross member element 26 is in the access position Z, the front storage compartment 24 can be loaded and unloaded particularly easily, comfortably and ergonomically by a person standing in front of the front 18 of the passenger car.

Claims

1. Front portion (10) for a passenger car, comprising at least one front paneling element (16) which is movable between a paneling position (V1), in which a front region (20) adjoining the paneling element (16) toward the rear in the longitudinal direction of the vehicle is covered by the paneling element (16) toward the front in the longitudinal direction of the vehicle, and at least one stowage position (V2) exposing at least the front region (20) toward the front in the longitudinal direction of the vehicle, and which has, at least in the paneling position (V1), a lower edge region (R) in the vertical direction of the vehicle and a paneling region (V) adjoining the lower edge region (R) upward in the vertical direction of the vehicle, the paneling element (16) being movable from the paneling position (V1) into the stowage position (V2) such that, by pivoting at least the paneling region (V) toward the front in the longitudinal direction of the vehicle and downward in the vertical direction of the vehicle, the lower edge region (R) can be inserted into a corresponding receiving space (22) rearward in the longitudinal direction of the vehicle, characterized by an upper cross-member element (26) which is movable between a support position (A), in which at least a part (T) of the front region (20) is covered toward the front in the longitudinal direction of the vehicle by the cross-member element (26), and the cross-member element (26) is covered toward the rear in the longitudinal direction of the vehicle by a body structure of the passenger car, and at least one access position (Z) which exposes at least the part (T) toward the front in the longitudinal direction of the vehicle, and in which the cross-member element (26) is arranged lower in the vertical direction of the vehicle compared to the support position (A).

2. Front portion (10) according to claim 1, characterized in that the cross-member element (26), in the access position (Z), is arranged without overlap with the body structure when viewed toward the rear in the longitudinal direction of the vehicle.

3. Front portion (10) according to claim 1 or claim 2, characterized in that the body structure is an upper longitudinal member plane.

4. Front portion (10) according to any of the preceding claims, characterized in that the body structure is arranged in the vertical direction of the vehicle above a main longitudinal member plane of the passenger car, a front flexible cross member (30) being connected to the main longitudinal member plane of said passenger car.

5. Front portion (10) according to any of the preceding claims, characterized in that the paneling element (16) and the cross-member element (26) can be moved independently of each other.

6. Front portion (10) according to any of claims 2 to 4, characterized in that the paneling element (16) and the cross-member element (26) are coupled together and can therefore be moved together.

7. Front portion (10) according to any of the preceding claims, characterized by a front stowage space (24): - the front region (20) being arranged in the vertical direction of the vehicle at least above a partial region (25) of the stowage space (24); and / or - the front region (20) being at least part of the stowage space (24).

8. Front portion (10) according to claim 7, characterized by a front flap (42) which is movable between a closed position (ST) which at least partially covers the stowage space (24) upwards in the vertical direction of the vehicle and at least one open position (OT) which at least partially exposes the storage space (24) upwards in the vertical direction of the vehicle.

9. Passenger car comprising a front portion (10) according to any of the preceding claims.