Front-end structural element for a front end of a motor-vehicle body

Abstract

The invention relates to a front-end structural element (24) for a front end (10) of a motor-vehicle body, comprising a spring-strut console (26) which is arranged on the corresponding vehicle side and is connected to a laterally associated upper longitudinal member (28), wherein the spring-strut consoles (26) and the upper longitudinal member (28) of the corresponding vehicle side are interconnected by a transverse structure (30) and formed as a single-piece cast component. The front-end structural element (24) is characterised in that the transverse structure (30) comprises a front transverse member (32) which is connected to a corresponding front region (34) of the spring-strut consoles (26), in that the transverse structure (30) comprises a rear transverse member (38) which is connected to a corresponding rear region (40) of the spring-strut consoles (26), and in that the front transverse member (32) and the rear transverse member (38) of the transverse structure (30) are interconnected by a longitudinal support (42).

Description

[0001] Front end structural element for a front end of a motor vehicle body

[0002] The invention relates to a front-end structural element for a front end of a motor vehicle body, in particular of an electrically powered motor vehicle, according to the preamble of claim 1.

[0003] Such a front-end structural element is known from DE 102008 050297 A1. It provides a strut bracket and a laterally associated upper longitudinal member, which are connected to each other, for each vehicle side.

[0004] The use of electric drives eliminates the need for a combustion engine located in the front end, which takes up considerable space and significantly influences the deformation characteristics in a frontal collision. Electric motors, which require far less space, are typically mounted in the front end via brackets, which do not significantly contribute to the energy absorption capacity and deformation characteristics of the front end in a frontal collision.

[0005] The generic CN 1 15416 753 B discloses a front-end structural element of the type discussed here.

[0006] The object of the present invention is to provide a stem structural element of the type mentioned above, by means of which the deformation properties and the energy absorption capacity of the stem can be improved.

[0007] This object is achieved according to the invention by a front-end structural element having the features of claim 1. Advantageous embodiments of the invention with favorable further developments are specified in the further claims. The front-end structural element according to the invention comprises a spring strut bracket arranged on the respective vehicle side, which is connected to a respective laterally assigned upper longitudinal member. The spring strut brackets and the upper longitudinal members of the respective vehicle side are connected to one another via a transverse structure and are designed as a one-piece cast component.

[0008] By forming the strut brackets and the upper longitudinal members on each side of the vehicle as a single piece, mediated by the transverse structure, a cast component can be produced that is extremely rigid, especially in the transition area between the component sections, thus increasing the rigidity of the connection between the strut towers and the respective upper longitudinal members. This high rigidity also allows the cast component to be connected particularly effectively to the underlying main longitudinal members, increasing the deformation range of the main longitudinal members or reducing the load level and thus the material thickness of the respective main longitudinal members while maintaining the same energy. This further promotes the lightweight construction of the front end.

[0009] According to the invention, it is further provided that the transverse structure has a front cross member which is connected to a respective front region of the spring strut brackets. Such a cross member can be used, on the one hand, for transverse bracing of the front-end structural element and, on the other hand, for mounting respective components, for example electric motors, in the front-end. It is further provided that the transverse structure comprises a rear cross member which is connected to a respective rear region of the spring strut brackets. Such a cross member can also be used, on the one hand, for transverse bracing of the front-end structural element and, on the other hand, for mounting respective components, for example electric motors, in the front-end. Finally, in the front-end structural element according to the invention, it is provided that the front and rear cross members of the transverse structure are connected to one another via a longitudinal support.

[0010] It is further advantageous if the front end structural element has respective integrally arranged struts, via which the respective spring strut bracket is connected to a cross member under the windshield or to the respective, laterally assigned upper longitudinal member. This results in a particularly advantageously stiffened connection of the said components, creating a front end structural element arranged in the upper region of the front end, with which the front end has particularly favorable deformation capacity and energy absorption capacity in the upper region.

[0011] In a further embodiment of the invention, it has proven advantageous if the cross member under the windshield is formed integrally with the front-end structural element. This makes it possible to provide particularly stable support for the upper longitudinal members and, if necessary, also for the cross member under the windshield.

[0012] Furthermore, it has proven advantageous if the front-end structural element comprises respective front longitudinal support elements extending above the main longitudinal members, which are formed integrally with the front-end structural element. This allows, for example, an upper cross member to be supported and creates a further load path in the upper area, through which forces acting on the upper cross member can also be diverted in the event of a frontal collision.

[0013] In a further embodiment of the invention, the front longitudinal support elements are connected by a transverse element formed integrally with them. This further increases the rigidity of the front structural element in the area of ​​the longitudinal support elements.

[0014] Finally, it has proven advantageous to design the front-end structural element as a light metal die-cast component. This allows the front-end structural element to be manufactured particularly cost-effectively and with minimal weight.

[0015] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective specified combinations, but also in other combinations or on their own, without departing from the scope of the invention.

[0016] Showing:

[0017] Fig. 1 is a partial perspective view obliquely from the front of a front end of a motor vehicle body with a front end structural element which comprises a spring strut bracket on the respective vehicle side, which is connected to a respective laterally associated upper longitudinal member, wherein the spring strut brackets and the upper longitudinal members of the respective vehicle side are connected to one another via a transverse structure and are designed as a one-piece cast component;

[0018] Fig. 2 is a partial perspective view obliquely from the front of the vehicle body with a front structural element according to a second embodiment, in which a respective strut arranged on the corresponding vehicle side, which runs between the corresponding spring strut console and the associated upper longitudinal member, is also formed integrally with the front structural element;

[0019] Fig. 3 is a partial perspective view obliquely from the front of the motor vehicle body with a front structural element according to a third embodiment, in which a cross member under the windshield, which runs between respective rear ends of the upper longitudinal members, is also formed integrally with the front structural element;

[0020] Fig. 4 is a partial perspective view obliquely from the front of the front end of the motor vehicle body with a front end structural element according to a fourth embodiment, in which a front transverse structure, which comprises front longitudinal support elements connected by a cross element and extending above main longitudinal members, is also formed integrally with the front end structural element; and

[0021] Fig. 5 shows respective side views, above, of a front end of a motor vehicle body according to the prior art and below, according to the invention, with the front end structural element designed as a one-piece cast component, wherein the comparison of the side views illustrates an increase in the deformation lengths of the respective main longitudinal members of the front end. Figs. 1 to 4 each show a partial perspective view obliquely from the front of a front end 10 of a motor vehicle body. The present motor vehicle has an electric drive. For this reason, no combustion engine is arranged in the region of the front end 10, but rather one or more electric motors, for example. In addition, a plurality of electrical components of the electric drive are arranged in the region of the front end 10, for example.

[0022] In the present case, main longitudinal members 12 of the front end 10 are shown, which extend rearwardly to a bulkhead 14, which separates the front end 10 from a passenger compartment 16. Above the connection of the two main longitudinal members 12 to the bulkhead 14 runs the lower bulkhead cross member 18. Arranged to the sides of the bulkhead 14 are respective A-pillars 20, which are arranged on the upper side with side sills 22 assigned to the sides.

[0023] The front end 10 further comprises a front end structural element 24, which comprises a spring strut bracket 26 on each side of the vehicle, which is connected to a respective laterally assigned upper longitudinal member 28, also referred to as a fender bench. The spring strut brackets 26 and the upper longitudinal members 28 of the respective vehicle sides are connected to one another via a transverse structure 30 and are formed as a single-piece cast metal component. In particular, the cast metal component is a die-cast aluminum component, but alloys based on metals other than aluminum are also conceivable.

[0024] The transverse structure 30 comprises a front cross member 32, which is integrally connected to a respective front region 34 of the spring strut brackets 26. Furthermore, the front cross member 32 is connected to the front ends 36 of the upper longitudinal members 28 and is formed integrally. Furthermore, the transverse structure 32 comprises a rear cross member 38, which is connected to a respective rear region 40 of the spring strut brackets 26. In the center of the vehicle, the front and rear cross members 32, 38 of the transverse structure 30 are connected to one another via a longitudinal support 42. This longitudinal support 42 is also integrally connected to the two cross members 32, 38.

[0025] In the first embodiment of the front-end structural element 24 shown in Fig. 1, this cast metal component accordingly comprises the components described above, i.e., the spring strut brackets 26, the laterally associated upper longitudinal members 28, and the transverse structure 30 connecting these component regions, all of which are formed as a single piece. In the second embodiment according to Fig. 2, the front-end structural element 24 also comprises respective struts 44 arranged on the corresponding vehicle side, which run between the corresponding spring strut bracket 26 and the associated upper longitudinal member 28 and are likewise formed as a single piece with the front-end structural element 24. Additional struts 45, which connect the spring strut brackets 26 to a cross member 46 under the windshield, can likewise be formed as a single piece with the front-end structural element 24.

[0026] In the third embodiment according to Fig. 3, the front-end structural element 24 also comprises the cross member 46 below the windshield, which extends between respective rear ends 48 of the upper longitudinal members 28 and, with respect to the vehicle's longitudinal direction, at the level of the bulkhead 14 and is also formed integrally with the front-end structural element 24. An invisible adhesive and sealing surface of the cross member 46 below the windshield for the windshield is formed, for example, by a further component connected to the cross member 46 below the windshield, or by the cross member itself.

[0027] In the fourth embodiment according to Fig. 4, the front structural element 24 also comprises a front transverse structure 48, which comprises front longitudinal support elements 52, 54 connected by a transverse element 50 and extending above the main longitudinal members 12, and which are also formed integrally with the front structural element 24. In this case, two longitudinal support elements 52, 54 are provided per vehicle side, namely one longitudinal support element 52 extending in the vehicle's longitudinal direction and one longitudinal support element 54 extending obliquely thereto. The respective front longitudinal support elements 52, 54 can be connected via a further transverse element 56, as shown in Fig. 4. The described elements are also integrally connected to the front structural element 24.

[0028] Overall, it is thus clear that the front-end structural element 24—as shown in the embodiment according to Fig. 1—is formed at least by the integrally formed parts, namely, on each vehicle side, the strut bracket 26 and the respective laterally associated upper longitudinal member 28, as well as the transverse structure 30, which connects the strut brackets 26 and the upper longitudinal member 28. According to the further embodiments, this basic form of the front-end structural element 24 can be supplemented by the struts 44, 45, the cross member 46 under the windshield, and the front transverse structure 48.

[0029] The front-end structural element 24, which is designed as a cast metal component, is connected to the adjacent components, in particular sheet metal components or extruded profiles, of the front-end, for example by means of joining connections, in particular adhesive connections or welded connections, and / or via mechanical connecting means such as rivets, screws or the like.

[0030] Finally, Fig. 5 shows respective side views at the top of a front end of a motor vehicle body according to the prior art and at the bottom according to the invention with the front end structural element 24, which is designed as a one-piece cast component.

[0031] From the illustration according to Fig. 5 above, it is first clear that the spring strut brackets F according to the state of the art must be supported and fastened to the main longitudinal members 12 in order to provide sufficient stability and support over a very large length range L.

[0032] In contrast, the design of the front-end structural element 24 according to the invention, which is shown in Fig. 5 below, as a result of the connection of the spring strut brackets 26 and the respectively laterally assigned upper longitudinal members 28 per vehicle side via the transverse structure 30, enables a metal casting component to be created with which the rigidity and the energy absorption capacity can be improved in such a way that the front-end structural element 24 has to be connected to the respective laterally assigned main longitudinal member 12 by means of the spring strut brackets 26 over a significantly shorter length range I relative to the vehicle longitudinal direction.

[0033] This results in an additional length B of the main longitudinal member 12 in front of and behind the respective connection area I of the spring strut bracket 26 to the main longitudinal member 12. In this length, the main longitudinal member 12 no longer needs to be connected to the associated spring strut bracket 26 compared to the prior art and can therefore be better utilized as a deformation area for absorbing impact energy in the event of a frontal collision. Thus, not only does the integration of the front-end structural element 24 itself result in better rigidity and improved energy absorption capacity of the front end, but adjacent components such as the main longitudinal members 12 can also contribute to the improved crash behavior of the front end.

Claims

Patent claims 1. Front-end structural element (24) for a front end (10) of a motor vehicle body, with a spring strut bracket (26) arranged on the respective vehicle side, which is connected to a respective laterally assigned upper longitudinal member (28), wherein the spring strut brackets (26) and the upper longitudinal members (28) of the respective vehicle side are connected to one another via a transverse structure (30) and are designed as a one-piece cast component, characterized in that the transverse structure (30) comprises a front cross member (32) which is connected to a respective front region (34) of the spring strut brackets (26), that the transverse structure (30) comprises a rear cross member (38) which is connected to a respective rear region (40) of the spring strut brackets (26), and that the front cross member (32) and the rear cross member (38) of the transverse structure (30) are connected to one another via a longitudinal support (42).

2. Front structural element (24) according to claim 1, characterized in that the front structural element (24) has respective one-piece struts (44, 45) via which the respective spring strut bracket (26) is connected to a cross member (46) under the wind shield or the respective laterally associated upper longitudinal member (28).

3. Front structural element (24) according to claim 1 or 2, characterized in that the cross member (46) under the wind protection is formed integrally with the front structural element (24).

4. Front structural element (24) according to one of the preceding claims, characterized in that the front structural element (24) comprises respective front longitudinal support elements (52, 54) extending above main longitudinal members (12) which are formed integrally with the front structural element (24).

5. Front structural element (24) according to one of the preceding claims, characterized in that the front longitudinal support elements (52, 54) are connected by a transverse element (50, 56) formed integrally therewith.

6. Front structural element (24) according to one of the preceding claims, characterized in that the front structural element (24) is designed as a light metal die-cast component.

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