CN105584354A - Vehicle body structure - Google Patents

Abstract

Body structure (10), which has a boundary wall (14) on the front side for the engine compartment extending below the license plate frame (12) and/or below the bumper beam (13), and embedded in A cooling air flap (15) pivotable about a horizontal axis of rotation in the delimiting wall (14), wherein a front wall (17) of the cooling air flap (15) in a first end position at least partially closing a cooling air opening (16) in the delimiting wall (14) and opening the cooling air opening (16) in the delimiting wall (14) in a second end position, and wherein the cooling The air flap (15) has side walls (34) adjoining the front wall (17), which together with the front wall (17) form a well-shaped cooling air flap (15).

Description

Body structure

technical field

The invention relates to a body structure of a motor vehicle.

Background technique

A body structure of a motor vehicle is known from DE3214588C2, which has a cooling air flap positioned below the bumper or bumper, pivotable about a horizontal axis of rotation, wherein the cooling air flap is positioned on a In a first end position, a cooling air opening is closed and in a second end position, a cooling air opening is opened.

Another body structure of a motor vehicle is known from FR 2909320 A1, wherein in the prior art the cooling air flap partially closes a cooling air opening in a first end position and opens a cooling air opening in a second end position. Air opening. The cooling air flaps known in this prior art are also pivotable about a horizontal axis of rotation.

Contents of the invention

The object of the present invention is to propose a new body structure for a motor vehicle.

This object is achieved according to a first aspect of the invention by a body structure of a motor vehicle according to the invention. The cooling air flap thus has side walls adjoining the front wall, which together with the front wall form a well-shaped cooling air flap. The introduction of cooling air into the engine compartment can be improved by means of such a shaft-shaped cooling air flap. In this case, the side walls of the cooling air flap serve as guide elements for the flow of cooling air and draw in the cooling air.

This object is achieved according to a second aspect of the invention by a body structure of a motor vehicle according to the invention. Thus, the delimiting wall is parallel to the angle of inclination of a front of the motor vehicle extending, wherein the front wall of the cooling air flap extends flush with the boundary wall in the first end position, and wherein the cooling air flap In this second end position, the front wall is deflected in the downward direction of the road. In the first end position, the cooling air flap engages flush in the boundary wall, in the second end position the cooling air flap is deflected downwards in the direction of the road. In the first end position of the cooling air flap, the air resistance of the motor vehicle is not affected. In the second end position of the cooling air flap, a buoyancy-neutral cooling air supply into the nacelle is possible.

This object is achieved according to a third aspect of the invention by a body structure of a motor vehicle according to the invention. Thus, the front wall of the cooling air flap is mounted in a frame of the cooling air flap (which frame limits the cooling air opening in the delimiting wall) in such a way that a rear region of the front wall segment is articulated at a rear section of the frame and is pivotable relative to the rear section about a first horizontal axis of rotation, and a front section of the front wall is articulated by an articulating link Engaged at a front section of the frame and displaceable relative to the front section. A particularly advantageous displacement of the cooling air flap between the first end position and the second end position is thereby possible.

Preferably, the cooling air flap-side first deflection link of the articulating link is coupled via a first transverse deflection link and is pivotable relative to the front wall about a second horizontal rotation axis, wherein the link's The second steering rod on the frame side is coupled by a second transverse steering rod and is pivotable relative to the frame about a third horizontal rotation axis, and wherein the first steering rod and the second steering rod of the link are formed by these The used ends of the beams are articulated to each other forming a fourth horizontal axis of rotation. A particularly advantageous displacement of the cooling air flap between the first end position and the second end position is thereby possible.

Preferably, the first and second deflection rods of the articulating rod divide the cooling air opening into sub-openings in the second end position.

Preferably, a stop is formed on the frame of the cooling air flap against which the front wall bears in the first end position.

The aforementioned aspects can be used individually, preferably in combination of two aspects, particularly preferably in combination of all three aspects.

According to an advantageous development of the first and/or second and/or third aspect of the invention, the front wall of the cooling air flap is pivotable around an angle from the first end position to the second end position position, the angle is less than the angle of inclination of the front of the motor vehicle. By means of such an inclination angle for the cooling air flap, which is smaller than the inclination angle of the front part of the body structure, it is possible to achieve a particularly favorable conduction of cooling air into the engine compartment, i.e. in the cooling air In this second end position of the flap, there is no unfavorable driving dynamics change in lift.

Preferably, the width of the cooling air flap is at least twice the height of the cooling air flap.

Description of drawings

A number of preferred developments of the invention emerge from the subclaims and from the description below. Exemplary embodiments of the invention will be described in more detail on the basis of the drawings, without the invention being limited to these exemplary embodiments. In the attached picture:

FIG. 1 shows a body structure according to the invention with a closed cooling air flap;

FIG. 2 shows the body structure of FIG. 1 with an opened cooling air flap;

Figure 3 shows the cooling air flap of the body structure of Figure 1 from the front;

Figure 4 shows the cooling air flap of the body structure of Figure 1 from the rear;

Figure 5 shows the cooling air flap of the body structure of Figure 3 from the front;

Figure 6 shows the cooling air flap of the body structure of Figure 3 from the rear;

Figure 7 shows a detailed view of Figure 5;

Figure 8 shows another view of the detailed view of Figure 7; and

FIG. 9 shows another body structure according to the invention with an open cooling air flap.

detailed description

The invention relates to a body structure 10 of a motor vehicle.

1 and 2 show a section through a frontal body structure 10 of a motor vehicle, wherein a radiator grille 11 , a number plate frame 12 and a bumper cross member 13 are shown in FIG. 1 . In the illustrated embodiment of FIGS. 1 and 2 , the number plate frame 12 and the bumper beam 13 are positioned below the radiator grille 11 .

According to FIGS. 1 and 2 , a front-side delimiting wall 14 of the engine compartment of the motor vehicle extends below the license plate frame 12 and below the bumper cross member 13 , wherein a cooling air flap 15 engages in the delimiting wall 14 .

The cooling air flap 15, ie a front wall 17 of the cooling air flap, can pivot around a horizontal axis of rotation, wherein the cooling air flap 15 is at least partially, preferably completely closed in a first end position A cooling air opening 16 of the delimiting wall 14 , and wherein the cooling air flap 15 opens the cooling air opening 16 of the delimiting wall 14 in a second end position.

FIG. 1 shows the cooling air flap 15 in the first end position, in which the cooling air flap closes the cooling air opening 16, and FIG. 2 shows the cooling air flap 15 in the second end position. The cooling air flap 15 in the second end position, the cooling air flap opens the cooling air opening 16 in the second end position.

The cooling air flap 15 comprises a front wall 17 which closes the cooling air opening 16 of the delimiting wall 14 in the first end position (see FIG. 1 ) of the cooling air flap 15 and which The cooling air opening is open in the second end position (see FIG. 2 ).

The front-side delimiting wall 14 extending below the number plate frame 12 and the bumper cross member 13 extends parallel to a frontal inclination of the motor vehicle.

In this case, the angle of inclination of the front of the motor vehicle corresponds to the maximum inclination that can be moved out of the plane without the frontal body part of the motor vehicle touching the road.

In the first end position of the cooling air flap 15 (see FIG. 1 ), the front wall 17 of the cooling air flap 15 runs flush with respect to the delimiting wall 14 and thus likewise parallel to the front The inclination angle extends.

In the second end position of the cooling air flap 15, the cooling air flap 15, in particular the front wall 17 of the cooling air flap, is deflected in the downward direction of the road, wherein the cooling air flap 15, in particular In the second end position, the front wall 17 of the cooling air flap acts as a front spoiler and reduces front axle lift.

When then in the first end position the front wall 17 of the cooling air flap 15 engages in the delimiting wall 14 of the engine compartment with the cooling air opening 16 closed, the front wall is Air resistance is neutral.

Then when the front wall 17 of the cooling air flap 15 is deflected in the downward direction of the road in the second end position and acts as a front air guide in the second end position while minimizing the front axle buoyancy When the plate is active, the rise of the front axle buoyancy due to the flow of the cooling air is compensated by the front flow guiding effect of the cooling air flap 15, so that the cooling air can generally float in the second end position. Lift is neutrally introduced into the nacelle.

The angle around which the front wall 17 of the cooling air flap 15 is pivotable from the first end position of FIG. 1 into the second end position of FIG. 2 is preferably smaller than the angle of inclination of the front of the motor vehicle.

This ensures that, in the second end position of the cooling air flap 15 , significantly more cooling air can be introduced into the engine compartment via the cooling air flap (than would normally be possible).

3 to 6 show the cooling air flap 15 used separately: that is, FIGS. 3 and 4 show the cooling air flap 15 in the closed first end position, and FIGS. The cooling air flap 15 in the opened second end position is shown from the front in FIGS. 3 and 5 and from the rear in FIGS. 4 and 6 .

The front wall 17 of the cooling air flap 15 is mounted at a frame 18 of the cooling air flap 15 . In this case, the frame 18 is delimited by two relatively long transverse beams 19 and two relatively long longitudinal beams 20 , which extend approximately at right angles to one another and delimit a rectangular cooling air opening 16 .

The front wall 17 of the cooling air flap 15 is hingedly fastened at a rear section 21 to a rear section 23 of the frame 18 at a rear section 21, ie at the opposite side of the frame 18. at the rear end of the short stringer 20 . The articulations 22 define a first horizontal axis of rotation about which the front wall 17 of the cooling air flap 15 can pivot or tilt.

A front section 24 of the front wall 17 of the cooling air flap 15 is engaged via a joint link 25 at a front section 26 of the frame 18 . In this case, the articulation link 25 comprises a first deflection rod 28 on the cooling air flap side and a second deflection rod 29 on the frame side.

The cooling air flap-side first deflection rods 28 of the articulation linkage 25 are connected to one another via a first transverse deflection rod 30 and can pivot about a second horizontal axis of rotation relative to the front wall 14 .

The frame-side second steering links 29 of the articulation link 25 are connected via a second transverse steering link 31 and can pivot about a third horizontal axis of rotation 32 relative to the frame.

The cooling air flap-side first steering rod 28 and the frame-side second steering rod 29 of the articulating linkage 25 form a fourth horizontal axis of rotation at the ends used by the transverse steering rods 30 , 31 The cases are hingedly connected to each other by joints 33 .

When the cooling air flap 15 is transferred from the first end position shown in FIG. 1 to the second end position shown in FIG. 2 , the front wall 17 of the cooling air flap 15 can correspondingly pivot relative to the frame 18, wherein the rear section 21 of the front wall 17 that is flipped open about the first horizontal axis of rotation remains substantially fixed in position, and the front portion of the front wall of the cooling air flap Section 24 descends in the direction of the road. The articulated link 25 is tensioned here by twisting the deflection rods 28 , 29 about the second, third and fourth horizontal axes, wherein the first and second deflection rods of the articulated rod 25 run parallel to each other. 28 and 29 divide the cooling air opening 16 into a plurality of sub-openings 16a to 16f.

A stop 35 is formed on the frame 18 of the cooling air flap 15 against which the front wall 17 rests in the first end position of the cooling air flap 15 .

A further stop 27 formed at the frame 18 of the cooling air flap 15 defines the second end position of the cooling air flap 15 . In the second end position of the cooling air flap 15 , the transverse deflection link 31 of the articulation link 25 rests against the stop 27 .

The width of the cooling air flap 15 and thus the width of the cooling air opening 16 is significantly greater than the height of the cooling air flap 15 and the height of the cooling air opening 16 , preferably at least twice as large, particularly preferably at least three times as large. Preferably, the cooling air opening 16 and thus the cooling air flap 15 extend across the entire width of the front-side delimiting wall 14 between the not shown front wheels of the motor vehicle.

The cooling air flap 15 shown in FIGS. 1 to 8 has, apart from the front wall 17 , only the frame 18 and the articulation link 25 . In contrast, FIG. 9 shows a body structure 10 with a cooling air flap 15 , in which case the cooling air flap 15 additionally has side walls 34 . The side walls 34 pivot downward together with the front wall 17 in the extended end position of FIG. 9; in the retracted end position (in which position the front wall 17 of the cooling air flap 15 is integrated flat into the delimiting wall 14 of the body structure 10), the side walls 34 are retracted into the engine compartment. The side walls 34 together with the front wall 17 delimit a well-shaped or drawer-shaped cooling air flap 15 . As a result, the conduction of the cooling air into the engine compartment in this extended end position can be further improved, since the side walls 34 serve as additional air conduction planes for the flow of cooling air. In all other details, reference is made to the embodiment of FIGS. 1 to 8 .

It is possible that the cooling air flaps can occupy at least one intermediate position between the retracted end position and the extended end position.

Claims (8)

1. Body structure (10), which has a front-side delimiting wall (14) for the engine compartment extending below the license plate frame (12) and/or below the bumper beam (13), and A cooling air flap (15) embedded in the limiting wall (14), pivotable about a horizontal axis of rotation, wherein a front wall (17) of the cooling air flap (15) is in a first end position at least partially closes a cooling air opening (16) in the delimiting wall (14) and opens the cooling air opening (16) in the delimiting wall (14) in a second end position, characterized in that The cooling air flap (15) has side walls (34) adjoining the front wall (17), which together with the front wall (17) form a well-shaped cooling air flap (15). 2. Body structure (10) with a front-side boundary wall (14) for the engine compartment extending below the number plate frame (12) and/or below the bumper beam (13), and A cooling air flap (15) embedded in the limiting wall (14), pivotable about a horizontal axis of rotation, wherein a front wall (17) of the cooling air flap (15) is in a first end position at least partially closes a cooling air opening (16) in the delimiting wall (14) and opens the cooling air opening (16) in the delimiting wall in a second end position, characterized in that the delimiting The wall (14) extends parallel to an angle of inclination of a front of the motor vehicle, the front wall (17) of the cooling air flap extends flush with the delimiting wall in the first end position, and the cooling air flap In this second end position, the front wall ( 17 ) of the plate is deflected in the downward direction of the road, acts as a front spoiler and reduces the front axle lift. 3. Body structure (10), which has a front-side delimiting wall (14) for the engine compartment extending below the license plate frame (12) and/or below the bumper beam (13), and A pivotable cooling air flap (15) embedded in the delimiting wall (14), wherein a front wall (17) of the cooling air flap (15) is at least partially closed in a first end position A cooling air opening (16) in the delimiting wall (14) and opens the cooling air opening (16) in the delimiting wall (14) in a second end position, characterized in that the cooling air turns The front wall (17) of the plate (15) is mounted in a frame (18) of the cooling air flap (15) in such a way that the cooling air opening (16) is limited in the confining wall (14) : a rear section (21) of the front wall (17) is engaged at a rear section (23) of the frame (18) by a joint (22) and can be positioned relative to the rear section of the frame Section pivots around a first horizontal axis of rotation, and a front section (24) of the front wall (17) is joined to a front section ( 26) and can be displaced relative to the front section of the frame. 4. The vehicle body structure according to claim 3, characterized in that the cooling air flap-side first steering rod (28) of the articulating linkage (25) is coupled via a first transverse steering rod (30) and pivotable relative to the front wall (17) about a second horizontal axis of rotation, the second steering rod (29) on the frame side of the articulation link (25) is coupled via a second transverse steering rod (31) and pivotable relative to the frame (18) about a third horizontal axis of rotation, and wherein the first steering link (28) of the articulation link (25) and the second steering link of the articulation link (25) ( 30 ) are hingedly connected to each other at the ends used by the transverse steering rods ( 30 , 31 ) forming a fourth horizontal axis of rotation. 5. Body structure according to claim 4, characterized in that the first and second steering rods (28, 20) of the articulating link (25) open the cooling air in the second end position (16) Divided into a plurality of sub-openings (16a, 16b, 16c, 16d, 16e, 16f). 6. Body structure according to one of claims 3 to 5, characterized in that a stop (35) is formed at the frame (18) of the cooling air flap (15), in the first end position The front wall (17) rests against the stop. 7. Body structure according to one of claims 1 to 6, characterized in that the front wall (17) of the cooling air flap (15) is pivotable around an angle from the first end position to the second In the end position, the angle is smaller than the angle of inclination of the front of the motor vehicle. 8. Body structure according to one of claims 1 to 7, characterized in that the width of the cooling air flap (15) is at least twice the height of the cooling air flap (15).