Front-end structure for a body of an electrically drivable motor vehicle, and electrically drivable motor vehicle

Abstract

The invention relates to a front-end structure (1) for a body (2) of an electrically drivable motor vehicle (3), having an end wall (4), having two longitudinal members (9, 10) which are spaced apart from each other in the vehicle transverse direction (8) and are formed separately from each other and project forwards from the end wall (5) in the vehicle longitudinal direction (7), having two end wall crossmembers (17, 18) which extend from a first side (11) of the front-end structure (1) as far as a second side (12) of the front-end structure (1) in the vehicle transverse direction (8), a first of the end wall crossmembers (17) being arranged further upwards in the vehicle vertical direction (19) than the second of the end wall crossmembers (18), and the first end wall crossmember (17) having at least two longitudinal member support regions (21, 22) via which in each case a respective one of the longitudinal members (9, 10) is supported on the first end wall crossmember (17) at the rear at least in the vehicle longitudinal direction (7), and the second end wall crossmember (18) having at least one axle carrier support region (23) via which an axle carrier (24) can be supported on the second end wall crossmember (18).

Description

[0001] Front structure for the body of an electrically powered motor vehicle as well as electrically powered motor vehicles

[0002] The invention relates to a front-end structure for a body of an electrically powered motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to an electrically powered motor vehicle with such a front-end structure.

[0003] EP 2 569 211 B1 discloses a body structure, in particular a floor structure, for a motor vehicle, with support components designed with defined load paths for crash situations, wherein the support components located in the area of ​​a front crash load path are formed at least partly by high-strength support components made of a hot-formed or die-hardened steel sheet, which are connected directly or indirectly to each other.

[0004] The object of the invention is to create a front-end structure for a body of an electrically powered motor vehicle as well as an electrically powered motor vehicle, so that the safety of the motor vehicle can be particularly increased.

[0005] This problem is solved according to the invention by a front-end structure for the body of an electrically powered motor vehicle with the features of claim 1 and by an electrically powered motor vehicle with the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0006] A first aspect of the invention relates to a front-end structure for the body of an electrically powered motor vehicle. The motor vehicle is, for example, designed as a passenger car. Preferably, the motor vehicle, particularly in its fully manufactured state, comprises the body, and in particular the front-end structure. Thus, the body is specifically designed or intended for the electric motor vehicle. The front-end structure can be understood, in particular, as a front section of the body located at the front in the longitudinal direction of the vehicle. The front-end structure can be referred to as the front section or the front end. In particular, the front-end structure forms a front end of the body.For example, the front-end structure is designed as at least a part of the body's floor assembly, particularly in the longitudinal direction. This means that, for example, the front-end structure forms at least part of the floor assembly.

[0007] The fact that the motor vehicle is electrically powered can be understood, in particular, to mean that the motor vehicle has at least one electric motor by means of which the motor vehicle can be propelled. In other words, the motor vehicle is designed as a battery-electric vehicle or as a hybrid vehicle. Preferably, the motor vehicle has at least one electrical energy storage device, which is, for example, designed as a battery or accumulator.

[0008] Preferably, the electric machine can be supplied with electrical energy, particularly energy stored or chemically bound in the electrical energy storage device, to power the motor vehicle. Thus, the electrical energy storage device is preferably an electrical traction storage device, in particular a traction battery. Preferably, the electrical energy storage device is designed as a high-voltage storage device, in particular a high-voltage battery.

[0009] The front-end structure has at least one bulkhead that at least partially, and in particular predominantly or completely, delimits the interior of the vehicle forward in the longitudinal direction of the vehicle. This means that the interior is at least partially formed by the bulkhead. In other words, the bulkhead adjoins the interior forward in the longitudinal direction of the vehicle. The bulkhead is, for example, part of a bulkhead structure of the front-end structure. Thus, the bulkhead structure can include at least the bulkhead. The interior, which can be referred to as the vehicle interior, can in particular be understood to be a passenger compartment or passenger space.

[0010] The front structure comprises two longitudinal members spaced apart from each other in the transverse direction of the vehicle and designed separately from each other. These longitudinal members project forward in the longitudinal direction of the vehicle, in particular at least indirectly or directly, from the front wall or the front wall structure. In other words, the longitudinal members connect to the front wall structure, in particular the front wall, in the longitudinal direction of the vehicle, in particular at least indirectly or directly. Thus, the longitudinal members are positioned further forward in the longitudinal direction of the vehicle than the front wall structure, in particular the front wall. This means that the longitudinal members extend further forward in the longitudinal direction of the vehicle than the front wall structure or the front wall.In particular, each longitudinal member has a mounting area by which it is attached, at least indirectly or directly, to the front wall structure, especially the front wall. Each longitudinal member can be referred to as the front longitudinal member or the engine longitudinal member.

[0011] Furthermore, the front end structure comprises two, in particular separate, front wall cross members, which extend from a first side of the front end structure in the transverse direction of the vehicle to a second side of the front end structure, which is distinct from the first side. This means that the front wall cross members run from the first side of the front end structure to the second side of the front end structure. In particular, the front wall cross members extend in the transverse direction of the vehicle at least predominantly over a total width of the front end structure in the transverse direction of the vehicle. The "sides" can be understood to be, in particular, sides of the front end structure that are different in the transverse direction of the vehicle, i.e., sides facing away from or opposite each other in the transverse direction of the vehicle. Preferably, the front wall cross members are part of the front end structure.This means that the end wall structure includes end wall crossbeams. For example, at least one of the end wall crossbeams is arranged, in particular directly, on the end wall.

[0012] The first of the front wall cross members is positioned higher in the vehicle's vertical direction than the second. This means that the first front wall cross member extends further upwards in the vehicle's vertical direction than the second. In other words, the first front wall cross member is positioned above the second front wall cross member. Preferably, the second front wall cross member is at least partially covered by the first front wall cross member in the vehicle's vertical direction.

[0013] In order to increase the safety, in particular the passive safety, of the front-end structure or the motor vehicle, it is provided according to the invention that the first front wall cross member has at least two longitudinal support areas, via which each of the longitudinal members is supported on the first front wall cross member, in particular by means of the respective fastening area, at least in the longitudinal direction of the vehicle to the rear, in particular at least indirectly or directly.This means that a first longitudinal beam is supported on the first end wall crossmember at least in the longitudinal direction to the rear of the vehicle, particularly at least indirectly or directly, via a first longitudinal beam support area, in particular at the first longitudinal beam support area, for example, via the mounting area of ​​the first longitudinal beam; and that the second longitudinal beam is supported on the first end wall crossmember at least in the longitudinal direction to the rear of the vehicle, particularly at least indirectly or directly, via a second longitudinal beam support area, in particular at the second longitudinal beam support area, for example, via the mounting area of ​​the second longitudinal beam. In other words, the longitudinal beams are in a support arrangement with the first end wall crossmember, in particular at least indirectly or directly. Preferably, the longitudinal beam support areas are spaced apart from each other in the transverse direction of the vehicle.For example, the respective longitudinal member, particularly via its respective mounting area, rests directly against the respective longitudinal member support area of ​​the first front wall crossmember. Furthermore, the second front wall crossmember has at least one axle support area via which an axle carrier of the motor vehicle can be supported or is supported, in particular at least indirectly or directly, for example in the longitudinal direction of the vehicle to the rear and / or in the vertical direction of the vehicle, against the second front wall crossmember. In other words, the axle carrier is in a support system with the second front wall crossmember, in particular at least indirectly or directly.

[0014] The axle carrier can be understood to be, in particular, a subframe, which can also be referred to as a subframe or axle carrier. Preferably, mounting points for the vehicle's wheel suspension can be attached to or are attached to the axle carrier. The axle carrier is preferably designed as a front axle carrier.

[0015] The invention is based in particular on the following findings and considerations: The framework conditions of an architecture, especially the body architecture, of battery electric vehicles (BEVs) can be particularly complex and may, for example, preclude the adoption of concepts from predecessor models. In principle, it is conceivable to distribute front wall support functions within a continuous crossmember at the level of a main crash load path. Additionally, high-strength transverse structures can be added in the wheel arch to support the vehicle's wheels in the event of a small-overlap crash. With electrically powered vehicles, it may be desirable to significantly enlarge the interior space, which is particularly important to customers, thereby greatly improving vehicle comfort, especially for the vehicle's occupants. Therefore, conventional design approaches for a front wall support structure cannot be adopted from predecessor models.This can be due to the fact that the body lacks a central tunnel, which can also simply be referred to as a tunnel. Consequently, there may be no installation space for the central tunnel, particularly in the vehicle's transverse center. Furthermore, installation space in the vehicle's vertical direction under the passenger compartment may be occupied by the electrical energy storage system, for example, if it is designed as an underfloor storage system, especially an underfloor battery. This can necessitate shifting the bulkhead particularly far forward in the vehicle's longitudinal direction, resulting in a deeper or even exceptionally deep penetration of a longitudinal member, which may require, for example, the front-end crash structure to be relocated to accommodate this penetration.

[0016] In contrast, in the front-end structure according to the invention, the support structure in the area of ​​the front bulkhead can be designed by means of two cross members in the form of bulkhead cross members, arranged one above the other in the vertical direction of the vehicle and extending, in particular, over at least substantially the entire width of the vehicle. These cross members are, for example, made of ultra-high-strength or high-strength material. Because the respective longitudinal member is supported at least in the longitudinal direction rearward against the first bulkhead cross member via the respective longitudinal member support areas, a first crash load acting on the respective longitudinal member, particularly one resulting from an accident, can be transferred from the respective longitudinal member to the first bulkhead cross member, i.e., introduced, in particular, into the first bulkhead cross member. This allows the first crash load to be supported by the first bulkhead cross member and, for example, further distributed within the vehicle body.Because the axle carrier can be supported, or is supported, by the second bulkhead crossmember via the axle carrier support area, a second crash load acting on the axle carrier, particularly one resulting from an accident, can be transferred from the axle carrier to the second bulkhead crossmember, i.e., introduced into the second bulkhead crossmember. This allows the second crash load to be supported by the second bulkhead crossmember and, for example, distributed further within the vehicle body. Thus, the first bulkhead crossmember, also referred to as the upper crossmember, can primarily serve to absorb loads on the longitudinal members (also referred to as body longitudinal members), whereas the second bulkhead crossmember, also referred to as the lower crossmember, can serve to support crash loads on the axle carrier.The crash loads can thus be distributed between the first and second bulkhead crossmembers, allowing the crash load to be transferred to the front-end structure, particularly the body, in a particularly efficient manner. This significantly increases the mechanical strength of the front-end structure, especially the body. Overall, it is evident that a high-strength or extremely strong transverse structure in the front end can be used to support frontal crash load paths, particularly those in the upper direction of the vehicle, in the form of the aforementioned crash loads.

[0017] In particular, the front-end structure according to the invention allows for a particularly spacious interior, thereby significantly increasing comfort. This can be achieved especially by eliminating the need for a central tunnel thanks to the two front wall cross members.

[0018] The term "crash load" can be understood to refer in particular to the mechanical stress acting on the vehicle during an accident, especially a frontal collision. This mechanical stress includes, for example, at least one force and / or at least one torque.

[0019] In a further embodiment, it is provided that the front wall cross members are arranged in a lower region of the front wall or front wall structure in the vehicle's vertical direction, in particular at least indirectly or directly on the front wall or front wall structure. In other words, the front wall cross members extend at least partially, in particular predominantly or completely, in the lower region of the front wall or front wall structure. This allows the front wall cross members to be positioned particularly low in the vehicle's vertical direction, i.e., to occupy a particularly low position. This can enable the integral representation of a support structure for a wheel impact area in the small-overlap crash scenario, as well as the implementation of a larger or particularly large unreinforced front wall area for optimal use of penetration functions within the vehicle package.This allows the front wall structure to be designed to be particularly robust in the lower section, thereby significantly increasing safety. The "small overlap" load case refers specifically to a frontal collision with minimal lateral overlap. The "lower section" refers specifically to a lower portion of the front wall or front wall structure, for example, the lower half of the front wall or front wall structure in the vehicle's vertical direction. For instance, the front wall cross members extend at least partially into the lower third, particularly the lower quarter or fifth, of the front wall or front wall structure in the vehicle's vertical direction.

[0020] In a further embodiment, the first front wall crossmember is formed from at least a front support section, which forms the longitudinal support areas, and a rear support section arranged in the longitudinal direction of the vehicle behind the front support section and formed separately from the front support section. In other words, the first front wall crossmember is multi-part, comprising at least the front support section and the rear support section, that is, at least a respective partial section of each front support section and each respective rear support section. The fact that the front support section forms the longitudinal support areas can be understood, in particular, to mean that the longitudinal support areas are arranged, especially directly, on the front support section. Thus, the front support section can include the longitudinal support areas.The fact that the rear support member is positioned behind the front support member in the longitudinal direction of the vehicle can be understood, in particular, to mean that the rear support member extends further rearward in the longitudinal direction of the vehicle, at least partially, and especially predominantly or completely, than the front support member. This allows for a significant increase in the mechanical load-bearing capacity of the first front bulkhead crossmember, particularly because the front and rear support members can be designed individually and independently to be especially load-bearing. Furthermore, the front-end structure can be manufactured with particularly low effort. The front and rear support members are, for example, each designed as a sheet metal component.

[0021] In a further embodiment, the front support section extends downwards in the vehicle's vertical direction at least as far as the second bulkhead crossmember. This means that the front support section extends downwards in the vehicle's vertical direction at least as far as the second bulkhead crossmember. In other words, the second bulkhead crossmember, for example, a cavity within the second bulkhead crossmember, is at least partially covered by the front support section in the longitudinal direction forwards. This significantly increases the mechanical strength of the front-end structure. Furthermore, the sealing effort required for the interior can be minimized. As a result, the vehicle can be manufactured with particularly low costs.

[0022] In a further embodiment, the second front wall crossmember is partially formed by the front crossmember. This means that the second front wall crossmember incorporates a portion of the front crossmember. In other words, at least one wall of the second front wall crossmember is at least partially formed by the front crossmember. This wall is, in particular, a front wall extending forward in the longitudinal direction of the vehicle. This allows for a particularly stable mechanical connection between the front wall crossmembers, thereby significantly increasing the mechanical load-bearing capacity of the front-end structure. Furthermore, the sealing effort required to seal the interior can be kept to a minimum.

[0023] In a further embodiment, the second front wall crossmember is formed at least partially from an upper support section and a lower support section arranged vertically below the upper support section and formed separately from the upper support section. In other words, the second front wall crossmember comprises at least the upper support section and the lower support section. The fact that the lower support section is arranged vertically below the upper support section can be understood, in particular, to mean that the lower support section extends further downwards vertically than the upper support section. Preferably, the lower support section is at least partially, and in particular predominantly or completely, covered by the upper support section. The lower support section forms the axle support area. This means that the axle support area is arranged, in particular directly, on the lower support section.In other words, the lower support section incorporates the axle carrier support area. Thus, the second front bulkhead crossmember can be designed in multiple sections, allowing the upper and lower support sections to be individually designed for optimal load-bearing capacity. This significantly increases the mechanical strength of the front-end structure, particularly in a cost-effective manner. The lower and upper support sections are, for example, each designed as a sheet metal component. In a further embodiment, the first and / or the second front bulkhead crossmember provides at least partial, and in particular predominantly, coverage from the front of two side sills spaced apart in the transverse direction of the vehicle. In other words, at least one of the front bulkhead crossmembers is in direct overlap with the side sills, particularly in the longitudinal direction of the vehicle.This allows the crash loads introduced into the bulkhead crossmembers to be supported by the side sills and thus transferred to or introduced into the side sills. This significantly increases the mechanical strength of the front-end structure and the body. Furthermore, in the event of a small-overlap crash, the steering angle of a vehicle wheel can be particularly well supported. The vehicle wheel can thus be supported by the bulkhead crossmembers against one of the side sills.

[0024] In a further embodiment, the second front bulkhead crossmember, in particular its lower section, has at least one attachment point, located especially in the axle carrier support area, for securing the axle carrier to the front-end structure. This means that the axle carrier can be attached to the front-end structure, either directly or indirectly, via this attachment point. In other words, the axle carrier is held in place by the attachment point on the front-end structure, which is formed by the second front bulkhead crossmember, specifically its lower section and / or the axle carrier support area. This allows the axle carrier to be securely fastened to the body, thereby significantly increasing the safety and mechanical strength of the body.Furthermore, the second end wall crossbeam can take on a function with regard to an axle carrier connection, which may eliminate the need for other components.

[0025] In a further embodiment, it is provided that the second front wall crossmember, in particular the lower crossmember section, has at least one connection point, which is distinct from the mounting point, for attaching the electrical energy storage device. This means that the electrical energy storage device, for example, a storage housing for the electrical energy storage device, can be attached to the front structure via the connection point, in particular at the connection point, at least indirectly or directly. In other words, the electrical energy storage device is held or is held in place on the front structure via the connection point, which is formed by the second front wall crossmember, in particular by the lower crossmember section. This allows the second front wall crossmember to fulfill a function with regard to connecting the energy storage device, thereby eliminating the need for additional structural components.Furthermore, the electrical energy storage system can be attached to the front-end structure with exceptional rigidity. This significantly increases the mechanical load-bearing capacity of the electrical energy storage system, thereby greatly enhancing the vehicle's safety.

[0026] A second aspect of the invention relates to an electrically powered motor vehicle which has a front-end structure according to the first aspect of the invention. In particular, the electrically powered motor vehicle has a body which incorporates the front-end structure. The body is preferably designed as a unibody construction. 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.

[0027] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. 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 in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0028] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0029] Fig. 1 shows a schematic perspective view of a device according to the invention.

[0030] Front end structure; and

[0031] Fig. 2 shows a schematic lateral partial sectional view of a device according to the invention.

[0032] Front end structure; and

[0033] Fig. 3 is a schematic and perspective partial sectional view of a front-end structure according to the invention; and Fig. 4 is a schematic partial view of a front-end structure according to the invention.

[0034] Front end structure from above.

[0035] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0036] Fig. 1 shows a schematic perspective view of a front-end structure 1 for a body 2 of an electrically powered vehicle 3. The body 2, or vehicle 3, is shown in section in Fig. 1. The front-end structure 1 comprises a bulkhead structure 4. The front-end structure 1, in particular the bulkhead structure 4, has a bulkhead 5, wherein the bulkhead structure 4, in particular the bulkhead 5, at least partially, in particular predominantly or completely, delimits an interior space 6 of the vehicle 3 in the longitudinal direction 7 towards the front. Furthermore, the front-end structure 1 has two longitudinal members 9, 10, spaced apart from each other in the transverse direction 8 of the vehicle and formed separately from each other, which project forward in the longitudinal direction 7, in particular at least indirectly or directly, from the bulkhead structure 4, in particular from the bulkhead 5.The longitudinal beams 9, 10 are designed separately from the end wall structure 4, in particular the end wall 5.

[0037] In this embodiment, the front wall structure extends from a first side 11 of the front-end structure 1, in particular the body 2, in the transverse direction 8 of the vehicle to a second side 12 of the front-end structure 1, in particular the body 2. Furthermore, in this embodiment, the body 2, in particular the front-end structure 1, has two side sills 13, 14 that are formed separately from one another and spaced apart from each other in the transverse direction 8 of the vehicle. A first side sill 13 is arranged on the first side 11 and the second side sill 14 is arranged on the second side 12. Viewed from the front in the longitudinal direction 7 of the vehicle, side 11 is, for example, a right side of the front-end structure 1, in particular of the vehicle 3, and the second side 12 is, for example, a left side of the front-end structure 1, in particular of the vehicle 3.In the present case, the front wall structure 4 extends in the transverse direction of the vehicle 8 at least between the side sills 13, 14, that is, for example, from the first side sill 13 to the second side sill 14.

[0038] The body 2, in particular the front structure 1, has two A-pillars 15, 16 that are separately formed and spaced apart from each other in the transverse direction 8 of the vehicle. In this case, the first A-pillar 15 is located on the first side 11 and the second A-pillar 16 is located on the second side 12. In particular, the bulkhead structure 4 extends in the transverse direction 8 of the vehicle to the A-pillars 15, 16. Furthermore, in this case, the respective side sill 13, 14 projects rearward in the longitudinal direction 7 of the vehicle from the bulkhead structure 4, in particular in the area of ​​the respective A-pillar 15, 16.

[0039] As shown in Fig. 1, the front structure 1, in particular the bulkhead structure 4, has two bulkhead cross members 17, 18, which extend from the first side 11 to the second side 12, i.e., between sides 11, 12, in the transverse direction 8 of the vehicle. A first bulkhead cross member 17 is arranged higher in the vertical direction 19 of the vehicle than the second bulkhead cross member 18. Therefore, the first bulkhead cross member 17 can be referred to as the upper bulkhead cross member or simply as the upper cross member, and the second bulkhead cross member 18 can be referred to as the lower bulkhead cross member or simply as the lower cross member. The bulkhead cross members 17, 18 are arranged, for example, directly above or below each other in the vertical direction 19 of the vehicle, whereby the second bulkhead cross member 18 is at least partially covered from above by the first bulkhead cross member 17 in the vertical direction 19 of the vehicle.

[0040] In the exemplary embodiment, the front structure 1, in particular the front wall structure 4, has a third front wall cross member 20, which is formed separately from the front wall cross members 17, 18 and is arranged further up the vehicle vertically 19 than the first and second front wall cross members 17, 18. The third front wall cross member is, for example, arranged at an upper end of the front wall structure 4, in particular the front wall 5, in the vehicle vertically 19 direction. In particular, the third front wall cross member 20 is spaced apart from the first and second front wall cross members 17, 18.

[0041] In order to particularly increase the safety, especially passive safety, of the motor vehicle 3, the first front wall cross member 17 has at least two longitudinal beam support areas 21, 22, which are spaced apart from each other, especially in the transverse direction 8 of the vehicle. Each of these support areas supports one of the longitudinal beams 9, 10 at least to the rear in the longitudinal direction 7 of the vehicle, in particular at least indirectly or directly, against the first front wall cross member 17. This means that the first longitudinal beam 9 is supported at least to the rear in the longitudinal direction 7 of the vehicle, in particular at least indirectly or directly, against the first front wall cross member 17 via a first longitudinal beam support area 21, and that the second longitudinal beam 10 is supported at least to the rear in the longitudinal direction of the vehicle, in particular at least indirectly or directly, against the first front wall cross member 17 via a second longitudinal beam support area 22. This is shown in Fig.Figure 2 shows the body 2, in particular the front structure 1, in a schematic partial sectional side view. Thus, Figure 2 shows at least a partial view of the motor vehicle 3. In this figure, the first longitudinal support area 21 is located on the first side 11, and the second longitudinal support area 22 is located on the second side 12. Furthermore, the second front wall crossmember 18 has at least one axle support area 23, via which an axle carrier 24 can be supported, or is supported, on the second front wall crossmember 18, particularly at least indirectly or directly, for example, in the longitudinal direction 7 of the vehicle to the rear and / or in the vertical direction 19 of the vehicle. Preferably, however, several such axle support areas 23 are provided.Thus, the second end wall crossmember 18 can have several axle carrier support areas 23, spaced apart from one another, for example, in the longitudinal direction 7 of the vehicle and / or in the transverse direction 8 of the vehicle, by means of which the axle carrier 24 can be supported, in particular at least indirectly or directly, on the second end wall crossmember 18, for example, in the longitudinal direction 7 to the rear and / or in the vertical direction 19 of the vehicle. Figure 2 shows an example of such an axle carrier support area 23.

[0042] In the event of an accident, for example a frontal collision, first crash loads acting on the respective longitudinal members 9, 10, particularly mechanically, can be supported via the respective longitudinal member support area 21, 22, particularly directly, on the first front wall cross member 17, and thereby transferred, in particular, into the first front wall cross member 17. These first crash loads are, for example, crash loads of a primary body load path. Furthermore, in the event of an accident, particularly a frontal collision, second crash loads acting on the axle carrier 24, particularly mechanically, can be supported via the respective axle carrier support area 23, particularly directly, on the second front wall cross member 18, and thereby transferred, in particular, into the second front wall cross member 18.This allows the crash loads to be introduced into the body 2, particularly the front structure 1, in a particularly favorable manner, thereby significantly increasing the mechanical strength of the body 2, especially the front structure 1. This can significantly improve the crash behavior of the vehicle 3, for example, in a frontal collision. The first crash loads are illustrated in Fig. 2 by arrow 25, and the second crash load, or several second crash loads, are illustrated in Fig. 2 by arrow 26. The second crash load(s) are derived from an axle load path.

[0043] As shown in Fig. 1, it is preferably provided that the body 2, in particular the front structure 1, is free of a central tunnel. This can be achieved by the stiffness in the front wall structure 4 provided by the front wall cross members 17, 18.

[0044] For example, the first and / or the second end wall crossmember 17, 18 is arranged, for example, in the longitudinal direction 7 in front of or behind, and in the vertical direction 19 above or below the end wall 5, in particular directly on the end wall 5. Alternatively or additionally, it may be provided that the end wall 5 is formed at least partially by the end wall crossmembers 17, 18. In the present case, the respective axle support area 23 points downwards in the vertical direction 19. Furthermore, in the present case, the respective longitudinal support area 21, 22 points forwards in the longitudinal direction 7.

[0045] As shown in Fig. 2, in this embodiment the respective longitudinal beams 9, 10 and the second end wall cross member 18 are connected to each other via a respective support element 27, 28, in particular directly. A first support element 27 is arranged on the first side 11 and the second support element 28 is arranged on the second side 12. Furthermore, the first longitudinal beam 9 is connected to the second end wall cross member 18 via the first support element 27, and the second longitudinal beam 10 is connected to the second end wall cross member 18 via the second support element 28. This allows for a particularly high increase in the stiffness of the front-end structure 1.In the exemplary embodiment, the respective support elements 27, 28 adjoin the respective longitudinal beam 9, 10 downwards in the vehicle's vertical direction 19 and then extend downwards in the vehicle's vertical direction 19 and rearwards in the vehicle's longitudinal direction 7 to the front wall structure 4 and, for example, to the second front wall cross member 17. The respective support element 27, 28 is designed, for example, as the respective lower part of the respective longitudinal beam 9, 10, particularly at the rear in the vehicle's longitudinal direction. As shown in Fig. 2, the respective support elements 27, 28 in the exemplary embodiment have at least one respective support area 29, over which the axle carrier 24 can be supported, or is supported, preferably directly, on the respective support element 27, 28, particularly upwards in the vehicle's vertical direction 19.In order to particularly improve the connection of the axle carrier 24 to the body, this support area 29 is designed, for example, as a connection area, whereby the axle carrier 24 can be attached to the respective support element 27, 28 via the respective support area 29, in particular directly.

[0046] Furthermore, in Fig. 2, a respective column part 30 of the respective A-pillar 15, 16 can be seen particularly well, which, for example, at least partially limits or forms a door opening provided for a respective side door of the motor vehicle 3.

[0047] As can be seen particularly well in Fig. 1, in the embodiment the front wall cross members 17, 18 are arranged in a lower area 31 of the front wall structure 4 or the front wall 5 in the vehicle vertical direction 19, for example directly on the front wall structure 4 or the front wall 5.

[0048] Fig. 3 shows the front-end structure 1 in a schematic and perspective partial sectional view. It is particularly evident in Fig. 3 that, in this embodiment, the first front bulkhead crossmember 17 consists of a front support section 32 and a rear support section 33, which is arranged behind the front support section 32 in the longitudinal direction 7 of the vehicle and is formed separately from the front support section 32. The front support section 32 forms the longitudinal support areas 21, 22. Thus, the front support section 32 forms, for example, a front wall of the first front bulkhead crossmember 17, and the rear support section 33 forms, for example, a rear wall of the first front bulkhead crossmember 17. The front support section 32 can therefore also be referred to as the "front bulkhead support section." The rear support section 33 can therefore also be referred to as the "rear bulkhead support section."

[0049] In this case, the front support section 32 has a hat profile. The front support section 32 thus has a base wall 34 and two side walls 35, 36, projecting obliquely or perpendicularly from the base wall 34, particularly at both ends, in the longitudinal direction 7 of the vehicle. Adjoining each side wall 35, 36 on a side of the front support section 32 facing away from the base wall 34 are wall sections 37, 38, projecting obliquely or perpendicularly outwards. The hat profile of the front support section 32 is designed as a hat profile open towards the rear in the longitudinal direction 7 of the vehicle.

[0050] In this embodiment, the rear support section 33 has a hat profile. Thus, the rear support section 33 has a base wall 39 and two side walls 40, 41, projecting obliquely or perpendicularly from the respective base wall 39, particularly at both ends, in the longitudinal direction 7 of the vehicle. Furthermore, a wall section 42, 43 of the rear support section 33 adjoins each side wall 40, 41 on a side of the rear support section 33 facing away from the base wall 39, with each wall section 42, 43 projecting obliquely or perpendicularly outwards from the respective side wall 40, 41. In particular, the wall sections 32, 43 form a flange area through which the support sections 32, 33 are connected to each other, particularly directly. Furthermore, in this case the rear support part 33 is located, in particular via the wall section 43, in particular directly, against the base wall 34 of the front support part 32.Thus, the wall sections 43 and 38 are spaced apart from each other. The hat profile of the rear support section 33 is designed as a hat profile open forward in the longitudinal direction 7 of the vehicle. As can be seen in Fig. 3, the hat profile of the rear support section 33 is more deeply profiled than the hat profile of the front support section 32. As can be seen in Fig. 3, the first end wall cross member 17 has a hollow profile. This means that the front end wall cross member 17 is at least partially hollow, i.e., it has a cavity 44.

[0051] The front support section 32, for example, is indirectly hot-formed, meaning it is manufactured using indirect hot forming. The rear support section 33 can be press-hardened, meaning it is made of press-hardening steel (PHS). The rear support section 33 can, for example, be directly hot-formed, meaning it is manufactured using direct hot forming. Thus, the first end wall cross member 17 can be designed with a directly hot-formed hat profile pointing towards the interior 6 in the form of the rear support section 33 and a slightly profiled front wall manufactured using the indirect hot-forming process (PHS) in the form of the front support section 32.

[0052] As shown in Fig. 3, in the exemplary embodiment the second end wall cross member 18 is at least partially arranged from an upper support part 45 and a lower support part 46, which is formed separately from the upper support part 45 and forms the axle support area 23 or axle support areas 23. Preferably, the support parts 32, 33, 45, 46 are formed separately from one another. The upper support part 45 is, for example, designed as a hat profile, open downwards in the vehicle's vertical direction 19, and the lower support part 46 is, for example, designed as a hat profile, open upwards in the vehicle's vertical direction 19. In this example, the support parts 45, 46 form a flange area 47 on their side facing rearwards in the longitudinal direction 7 of the vehicle, via which the support parts 45, 46 are connected to each other, in particular directly.The upper support element 45 can be described as "inner front wall reinforcement". The lower support element 46 can be described as "lower front wall reinforcement".

[0053] Preferably, the front support section 32 extends downwards in the vehicle's vertical direction 19 at least to the second end wall cross member 18, for example, to the lower support section 46. It is particularly preferred that the second end wall cross member 18 is partially formed by the front support section 32. For this purpose, as shown in Fig. 2, the front support section 32 extends downwards in the vehicle's vertical direction 19 to the lower support section 46, wherein the front support section 32 abuts the lower support section 46, particularly directly, for example, on a side of the second end wall cross member 17 facing forwards in the longitudinal direction of the vehicle. In particular, the support sections 32 and 46 are connected to each other, particularly directly. This connection is preferably made via the wall section 38.Thus, the wall section 38 of the front support part 32 can abut, in particular directly, the lower support part 46, specifically on a wall 48 of the second end wall cross member 17, in particular the lower support part 46, which faces forward in the longitudinal direction 7 of the vehicle. Furthermore, the upper support part 46 abuts, in particular on the side of the second end wall cross member 18 facing forward in the longitudinal direction 7 of the vehicle, in particular directly, the front support part 32. Thus, the support parts 32 and 45 are preferably connected to each other, in particular directly. Preferably, the support parts 45 and 46 are spaced apart from each other on the side facing forward in the longitudinal direction 7 of the vehicle.Thus, the front support part 32 can extend further downwards in the vehicle's vertical direction than the rear support part 33, in order to at least partially form a front wall of the second end wall cross member 18, thereby minimizing, for example, the effort required for sealing the interior space 6, also known as the passenger compartment.

[0054] As shown in Fig. 3, the lower end wall cross member has a hollow profile. This means that the lower end wall cross member 18 is at least partially hollow, i.e., it has a second cavity 49. In this case, the second cavity 49 is, in particular, completely located further down in the vehicle's vertical direction 19 than the cavity 44 of the first end wall cross member 17.

[0055] The upper support section 45 is, for example, cold-formed, meaning it is manufactured by cold forming. In particular, the upper support section 45 is high-strength, meaning it is made of high-strength steel, for example. The lower support section 46 is, for example, indirectly hot-formed, meaning it is manufactured by indirect hot forming. For example, the lower support section 46 is press-hardened, meaning it is made of press-hardened steel (PHS). Thus, the second end wall cross member 18 can be formed at least from an upwardly open U-profile manufactured by an indirect hot forming process (PHS) in the form of the lower support section 46 and a closing cover made of high-strength, cold-formed steel sheet in the form of the upper support section 45, wherein the lower or the upper support section 46, 45 can be closed from the front in the longitudinal direction of the vehicle by a front wall shared with the first end wall cross member 17, which is formed by the front support section 32.

[0056] Fig. 4 shows the body 2, in particular the front structure 1, in a schematic partial view from above. As illustrated in Fig. 4, it is preferably provided that the first and / or the second front bulkhead crossmember 17, 18 at least partially covers the side sills 13, 14, which are spaced apart from each other in the transverse direction 8 of the vehicle, from the front in the longitudinal direction 7 of the vehicle. Thus, at least one of the front bulkhead crossmembers 17, 18 can extend outwards in the transverse direction 8 of the vehicle to such an extent that it is at least partially overlapping with the side sills 13, 14. In particular, it is provided that at least one of the front bulkhead crossmembers 17, 18 is supported rearwards in the longitudinal direction 7 of the vehicle, in particular directly, by the side sills 13, 14.This allows the front wall cross members 17, 18, or the respective profiles forming the front wall cross members 17, 18, to be brought into overlap with the respective side sill 13, 14 in an outer area related to the vehicle's transverse direction 8, in order to optimally support a wheel steering angle in the event of a small-overlap crash. This is illustrated in Fig. 4, which shows one of the vehicle wheels 50 as an example. In the small-overlap crash, the vehicle wheel 50 can impact at least one of the front wall cross members 17, 18 and thereby be supported by the respective side sill 13, 14 via at least one of the front wall cross members 17, 18. This is illustrated in Fig. 4 by means of an arrow 51.Particularly preferably, at least one of the front wall cross members 17, 18 has a partial section 52 extending outwards in the transverse direction 8 of the vehicle to the respective longitudinal member 9, 10, in which the at least one of the front wall cross members 17, 18 extends obliquely to the rear in the longitudinal direction 7 of the vehicle. This prevents the vehicle wheel 50 from turning towards the interior 6. Thus, the safety of the motor vehicle 3 can be significantly increased.

[0057] In the exemplary embodiment, the second front wall crossmember 18, in particular the lower support section 46, has at least one fastening point 53, located particularly in the axle carrier support area, for attaching the axle carrier 24 to a front-end structure 1. Preferably, however, several such fastening points 53 are provided. At each of these fastening points 53, the axle carrier 24 is, for example, bolted to the second front wall crossmember 18, in particular to the lower support section 46, i.e., fastened via a respective bolted connection. For forming this bolted connection, a threaded bushing 54 is provided, which is preferably located in the second cavity 49, i.e., within the second front wall crossmember 18.Thus, at the fastening point 53, the axle carrier 24 can be screwed to the second end wall cross member 18, in particular the lower carrier part 46, by means of the threaded bushing 54, in particular directly.

[0058] As shown in Fig. 1, the second end wall cross member 18, in particular the lower support part 46, has at least one attachment point 55 for fastening an electrical energy storage device 56 of the motor vehicle 3. Preferably, several such attachment points 55 are provided. At the respective attachment point 55, the electrical energy storage device 56 is, for example, in particular directly, screwed to the second end wall cross member 18, in particular the lower support part 46.

[0059] The lower support section 46, i.e., for example, the upwardly open U-profile, can thus include a variety of fastening elements for the application of an axle, in particular a front axle, and the electrical energy storage device 56, which may be designed, for example, as a high-voltage storage device, as well as preferably local reinforcement to achieve optimal connection, stiffness, and strength. By integrating all connections onto a single component in the form of the lower support section 46, an optimal dimensional chain can be represented. Reference numeral list

[0060] Front end structure

[0061] body

[0062] motor vehicle

[0063] Front wall structure

[0064] Front wall

[0065] interior

[0066] Vehicle longitudinal direction

[0067] Vehicle transverse direction first longitudinal member second longitudinal member first side second side first side sill second side sill first A-pillar second A-pillar first bulkhead crossmember second bulkhead crossmember

[0068] Vehicle height direction, third front wall cross member, first longitudinal beam support area, second longitudinal beam support area

[0069] Axle carrier support area

[0070] axle carrier

[0071] Arrow

[0072] Arrow first support element second support element

[0073] Support area

[0074] Column section lower area front support section rear support section

[0075] Base wall of the front support section, first side wall of the front support section, second side wall of the front support section, first wall section of the front support section, second wall section of the front support section, base wall of the rear support section, first side wall of the rear support section, second side wall of the rear support section, first wall section of the rear support section, second wall section of the rear support section, cavity, upper support section, lower support section, flange area, wall, second cavity

[0076] Vehicle wheel arrow

[0077] sub-area

[0078] Mounting point threaded bushing connection point electrical energy storage

Claims

Patent claims 1. Front-end structure (1) for a body (2) of an electrically powered motor vehicle (3), comprising a front wall (4) which at least partially delimits an interior (6) of the motor vehicle (3) in the longitudinal direction (7) towards the front, comprising two longitudinal members (9, 10) spaced apart from each other in the transverse direction (8) of the vehicle and designed separately from each other, which project forward from the front wall (5) in the longitudinal direction (7) of the vehicle, comprising two front wall cross members (17, 18) which extend from a first side (11) of the front-end structure (1) in the transverse direction (8) of the vehicle to a second side (12) of the front-end structure (1), wherein a first of the front wall cross members (17) is arranged further up in the vertical direction (19) of the vehicle than the second of the front wall cross members (18), characterized in that the first front wall cross member (17) has at least two longitudinal member support areas (21, 22) over which a respective longitudinal member (9,10) is supported at least in the longitudinal direction (7) of the vehicle towards the rear on the first front wall cross member (17), and the second front wall cross member (18) has at least one axle support area (23) over which an axle carrier (24) can be supported on the second front wall cross member (18).

2. Front body structure (1) according to claim 1, characterized in that the front wall cross members (17, 18) are arranged in a lower area (31) of the front wall (5) in the vehicle height direction (19) on the front wall (5).

3. Front body structure (1) according to claim 1 or 2, characterized in that the first front wall cross member (17) is formed from a front support part (32) which forms the longitudinal support areas (21, 22) and a rear support part (33) arranged in the longitudinal direction (7) of the vehicle behind the front support part (32) and formed separately from the front support part (32).

4. Front body structure (1) according to claim 3, characterized in that the front support part (32) extends downwards in the vehicle vertical direction (19) at least to the second front wall cross member (18).

5. Front body structure (1) according to one of claims 3 or 4, characterized in that the second front wall cross member (18) is partially formed by the front support part (32).

6. Front body structure (1) according to one of the preceding claims, characterized in that the second front wall cross member (18) is formed at least partially from an upper support part (45) and a lower support part (46) arranged in the vehicle vertical direction (19) below the upper support part (45) and formed separately from the upper support part (45), which forms the axle support area (23).

7. Front body structure (1) according to one of the preceding claims, characterized in that the first and / or the second front wall cross member (17, 18) at least partially covers two side sills (13, 14) spaced apart from each other in the transverse direction (8) of the vehicle from the front in the longitudinal direction (7) of the vehicle.

8. Front body structure (1) according to one of the preceding claims, characterized in that the second front wall cross member (18) has at least one fastening point (53) for fastening the axle carrier (24) to the front body structure (1), in particular in the axle carrier support area (23).

9. Front body structure (1) according to one of the preceding claims, characterized in that the second front wall cross member (18) has at least one attachment point (55) for attaching an electrical energy storage device (56).

10. Electrically powered motor vehicle (3), with a front-end structure (1) according to one of the preceding claims.

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