CN112829833B - motor vehicle - Google Patents

Abstract

The invention relates to a motor vehicle comprising a body (1) with a transverse carrier (4) and two longitudinal carriers (2), at the front ends of which longitudinal carriers, viewed in the direction of travel, are respectively mounted anti- The crash plate (3), the transverse bearing is fixed on the crash plate (3), wherein the auxiliary frame (5) connecting the crash plate (3) is fixed on the crash plate (3).

Description

motor vehicle

technical field

The invention relates to a motor vehicle comprising a body with a transverse support part and two longitudinal support parts, on the front ends of the longitudinal support parts viewed in the direction of travel a crash plate is respectively mounted, the transverse support parts fixed on the crash plate.

Background technique

Motor vehicles usually have a transverse support part which is connected via a crash plate to a longitudinal support part of the bodywork. The transverse carrier, such as a bumper bumper or a bumper, serves to absorb deformation energy in the front compartment in the event of a frontal collision of the vehicle. Due to eg a central frontal collision with an obstacle/pile or a tree, strong local loads and bending due to the transverse carrier can lead to breakage of the crash plate connecting the transverse carrier to the two longitudinal carriers. This results in a very strong intrusion of the vehicle in front, thereby significantly increasing the risk of serious injury to the occupants.

Contents of the invention

It is therefore the object of the invention to provide a relatively improved motor vehicle.

To achieve this object, in a vehicle of the type mentioned at the outset, it is proposed according to the invention that an auxiliary frame/subframe connecting the crash panel is fastened to the crash panel.

According to the present invention, an auxiliary frame for connecting the crash plates is fixed on the crash plates. Since the crash plate is also fastened to the longitudinal carrier, the subframe likewise connects the two longitudinal carriers to each other. As a result, the transverse connection is reinforced in the region of the vehicle ahead. In the event of a frontal collision, the deformation of the transverse carrier leads to an increasing transfer of tensile forces via the crash panel to the longitudinal carrier. The resulting bending moments in the region of the connection points of the subframe cause the longitudinal supports to bend in these regions, thereby increasing the absorbable deformation energy due to the deformation of the longitudinal supports. In addition, the subframe connecting the crash panel reduces the risk of tearing the crash panel in the event of a frontal collision, since the crash panel is not only fastened to the longitudinal carrier as it is, but additionally provided with the subframe. fixed.

The subframe connected to the crash plate is preferably part of the chassis here. Thus, components already present in the vehicle can be used to connect the two crash panels, whereby no additional components are required. Assembly costs are not increased in this way, since the chassis is usually always fastened to the body. Likewise, the weight of the entire vehicle is not increased by the additional components.

In this case, the auxiliary frame is expediently connected to the crash plate via a screw connection. As a result, the auxiliary frame can easily be removed from the crash plate and remounted thereafter, for example for maintenance or repair work. Likewise, each crash plate can, for example, receive a threaded connection of the front of the chassis. However, it is also conceivable that the subframe is connected to the crash panel in other ways, for example by welding, gluing, riveting or other connection methods familiar to those skilled in the art.

Preferably, each anti-collision plate has a threaded part receiving part, and the threaded part receiving part has an internal thread or a through hole for receiving the threaded part, and the connecting threaded part fixed on the auxiliary frame is respectively screwed into the threaded part receiving part , or inserted into the threaded member receiving portion and threaded with a nut.

In this case, the screw receptacle for the auxiliary frame of each crash panel is preferably arranged inside a longitudinal carrier which is open on the underside and/or laterally in the connecting region of the respective crash panel or arranged Outside and adjacent to the side walls of the respective longitudinal carrier. In order to be able to screw the auxiliary frame to the screw receptacle of the crash plate inside the longitudinal carrier, an underside and/or lateral opening of the longitudinal carrier is required. If the screw receptacle is arranged outside and adjacent to the side wall of the longitudinal carrier, the longitudinal carrier does not have to be provided with an opening for the passage of the connecting screw. This possible arrangement of the threaded part receptacle enables the subframe to be fastened below or between the longitudinal supports, which ensures a desired and/or technically space-based fit of the subframe. The arrangement chosen for the reason.

According to the invention each crash plate has one or more flanges for fastening to the vertical and/or horizontal sides of the respective longitudinal carrier. In addition to fastening the crash panel to the respective longitudinal carrier, the flange also serves to transmit the forces occurring in the event of a frontal collision. For this purpose, the flange overlaps the vertical and/or horizontal sides of the longitudinal carrier over a large area in order to form a large bearing surface for fastening on the side, via which force is transmitted to the longitudinal carrier . In particular, the flanges attached to the vertical sides produce a tension band during a frontal impact and the resulting deformation of the transverse carrier, which causes the longitudinal carrier to moment around the connection point of the subframe on the crash plate and thereby increase the absorbable deformation energy.

In order to ensure that the fixing surface to the longitudinal carrier is as large as possible, the height of the vertical flange is at least one third of the height of the vertical side of the longitudinal carrier, but preferably at least one third of the height of the vertical side of the longitudinal carrier half. Here, the width of the horizontal flange is at least one third, but preferably at least half, of the width of the horizontal side of the longitudinal carrier.

One or more flanges are suitably welded and/or screwed to each longitudinal carrier. For this purpose, all common welding methods which are suitable for the material combination of the longitudinal carrier and the crash plate can be used, such as resistance welding or MIG welding in particular. For screwing the flange to the longitudinal carrier, for this purpose through holes can be provided in the flange and the longitudinal carrier or holes with an internal thread can be provided on the longitudinal carrier. Self-tapping screw parts can also be used, in which case the aforementioned through-holes and threads are not required.

The transverse carrier is expediently connected to the crash plate here by means of a screw connection. This enables simple replacement of the transverse carrier or ensures simple disassembly for maintenance or repair work.

In order to fasten the transverse carrier to the crash panel, preferably at least one bead is provided on each crash panel, which has an internal thread. Preferably, however, each crash plate is provided with two or more, in particular four, bulges with an internal thread. Assembly or disassembly is facilitated by the use of a cam with an internal thread, since fewer components, such as nuts, have to be manipulated. Alternatively, it is also conceivable to provide a through hole on each crash plate, so as to connect the transverse carrier to the crash plate by means of screws and nuts.

Preferably according to the invention, each crash plate is a die-cast or forged part made of aluminum. This enables a high degree of freedom in terms of the design of the crash plate, especially in the area of the flange, the screw receptacle for the auxiliary frame and the camber for screwing the transverse carrier. It is also conceivable for the crash panel to be produced from another material, for example steel or fiber composite material.

Description of drawings

Further advantages and details of the invention emerge from the following examples and the associated figures. It is shown schematically here:

1 shows a schematic diagram of a motor vehicle according to the invention, which comprises a body with a transverse carrier and an auxiliary frame and two longitudinal carriers, on the front end of which longitudinal carrier is viewed in the direction of travel respectively Anti-collision plate is installed,

Figure 2 shows a side view of the front end of the longitudinal carrier with the crash plate installed, seen in the direction of travel, and the connection of the auxiliary frame to the crash plate,

Figures 3 to 5 show different views of a crash panel according to the invention,

Figure 6 shows the effect on the sub-frame attached to the crash plate in the event of a frontal collision with an obstacle.

Detailed ways

FIG. 1 shows a schematic diagram of the front end of a body 1 of a motor vehicle according to the invention, as seen in the direction of travel. The body 1 here has two longitudinal supports 2 , on the front ends of which, viewed in the direction of travel, respectively, a crash plate 3 is mounted. Attached to the crash panels 3 is a transverse carrier 4 which connects the two crash panels 3 to one another. In the illustrated embodiment, the transverse carrier 4 is a bumper bumper or a bumper. The transverse carrier 4 serves to prevent severe intrusion of the front vehicle part and to absorb most of the deformation energy in the event of a frontal collision.

An auxiliary frame 5 is also connected to the crash plate 3 such that the auxiliary frame 5 connects the two crash plates 3 to each other. In this way, the transverse connection is strengthened in the front part of the body 1 , which leads to improved structural integrity, especially in the event of a frontal collision. In the embodiment shown here, the subframe 5 is part of the front chassis. As a result, components already present in the vehicle can be used, thereby avoiding an increase in weight and increased assembly effort due to additional components.

FIG. 2 shows a side view of the front end of the body 1 seen in the direction of travel. This figure shows the fastening of the auxiliary frame 5 on the crash plate 3 . Each crash plate 3 has a screw receptacle 6 to which the auxiliary frame 5 is fastened by means of connecting screws 7 . In the exemplary embodiment shown, each screw receptacle 6 has an internal thread into which a connecting screw 7 is screwed. In the illustrated embodiment, the screw receptacle 6 is arranged inside the longitudinal carrier 2 which is open on the underside. In this case, the longitudinal carrier 2 is open on the underside in order to allow corresponding connecting screws 7 to pass through. The auxiliary frame 5 is here arranged below the two longitudinal supports 2 .

However, it is also conceivable that the respective screw receptacles 6 are arranged on the lateral openings of the respective longitudinal supports 2 or that the respective threaded receptacles are adjacent to the side walls of the respective longitudinal supports 2 , which would result in an auxiliary frame 5 positioning between two longitudinal supports 2 . Alternatively, the screw receptacle 6 can also be designed in such a way that the screw receptacle has a through-opening through which the connecting screw 7 is passed in each case and screwed together with a nut.

3 to 5 show different views and possible configurations of one of the crash panels 3 . A possible embodiment of the screw receptacle 6 is shown here, which has an internal thread for receiving a connecting screw 7 . In this case, the screw receptacle 6 is positioned such that it is located inside the longitudinal carrier 2 in the mounted state shown in FIG. 2 .

In order to fasten the crash plate 3 to the longitudinal carrier 2 , two flanges 8 are provided on the crash plate 3 . In the illustrated embodiment, the flange is designed such that it rests against the vertical outer side 10 of the corresponding longitudinal carrier 2 and, as shown in FIG. 13 is fixed on the longitudinal carrier 2. The flange 8 serves, in particular in the event of a frontal collision, to transmit the tensile forces caused by the deformation of the transverse support part 4 to the longitudinal support part 2 . The height of the flange 8 here corresponds approximately to the entire height of the vertical side 10 , which results in a connection area that is as large as possible and thus stable. The height of the flange 8 corresponds here to at least one third of the height of the vertical side 10 .

Alternatively or additionally, flanges 8 fastened to the horizontal sides 11 of the respective longitudinal carrier 6 can be provided. If such flanges 8 are provided, the width of these flanges 8 is at least one third of the width of the horizontal side 11 .

In order to screw the transverse carrier 4 to the crash plate 3 , a bead 9 is formed on the crash plate 3 , which has an internal thread. In this way, the transverse carrier 4 can be connected to the crash plate 3 via a connecting screw. For this purpose, in the exemplary embodiment shown, four cambers 9 with an internal thread are provided. However, it is also conceivable that the connection of the transverse support part 4 to the crash panel 3 takes place via fewer or more connection points. Alternatively, instead of the dome 9 , a through hole can also be provided, through which the transverse carrier 4 is fastened by means of a connecting screw and a nut.

The crash plate 3 is preferably produced as a die-cast or forged part made of/made of aluminum. This enables a high degree of freedom in the selection of the design of the crash plate 3 , in particular in the design of the screw receptacle 6 , the collar 8 and the bead 9 .

FIG. 6 shows a schematic diagram of the influence of the auxiliary frame 5 on the structure of the body 1 in the front region of the motor vehicle during a frontal collision with an obstacle. Due to the auxiliary frame 5, the front transverse connection of the body 1 is reinforced. The forces resulting from the deformation of the transverse carrier 4 are transmitted via the flange 8 of the crash plate 3 to the longitudinal carrier 2 . The resulting bending moment leads to bending of the longitudinal carrier 2 in the region of the connection point of the subframe 5 on the crash panel 3 . In this way, the absorbable deformation energy in the region of the front vehicle body is increased, thereby increasing the occupant protection.

Claims (8)

1. A motor vehicle comprises a body (1) having a transverse carrier (4) and two longitudinal carriers (2), at the front ends of which, viewed in the direction of travel, crash panels (3) are each mounted, the transverse carriers being fastened to the crash panels (3),

it is characterized in that the method comprises the steps of,

an auxiliary frame (5) for connecting the anti-collision plates (3) is fixed on the anti-collision plates (3),

the transverse bearing piece (4) is connected with the anti-collision plate (3) through a threaded connecting piece,

at least one bulge (9) is provided on each impact plate (3), said bulge having an internal thread for fastening the transverse carrier (4).

2. A motor vehicle according to claim 1, characterized in that the auxiliary frame (5) connected to the crash panel (3) is part of the chassis.

3. Motor vehicle according to claim 1 or 2, characterized in that the auxiliary frame (5) is connected to the crash panel (3) by means of a threaded connection.

4. A motor vehicle according to claim 3, characterized in that each crash panel (3) has a screw-receiving portion (6) with an internal thread or through-hole for receiving a screw, into which screw-receiving portion a connecting screw (7) fixed to the auxiliary frame (5) is screwed or is inserted into the screw-receiving portion and screwed with a nut, respectively.

5. A motor vehicle according to claim 4, characterized in that the screw receiver (6) of the crash panel (3) for the auxiliary frame (5) is arranged inside the longitudinal carrier (2) which is open on the underside and/or laterally in the connection region of the respective crash panel (3), or which is arranged outside and adjacent to the side wall of the respective longitudinal carrier (2).

6. Motor vehicle according to claim 1 or 2, characterized in that each crash panel (3) has one or more flanges (8) for fastening to the vertical side (10) and/or to the horizontal side (11) of the respective longitudinal carrier (2).

7. Motor vehicle according to claim 6, characterized in that the one or more flanges (8) are welded and/or screwed to the longitudinal carrier (2).

8. Motor vehicle according to claim 1 or 2, characterized in that each impact plate (3) is a die cast or forged piece made of aluminium.

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