CN112829833A

CN112829833A - Motor vehicle

Info

Publication number: CN112829833A
Application number: CN202011306949.6A
Authority: CN
Inventors: S·屈尔; A·里贝拉; S·恩德勒; T·乌尔班
Original assignee: Audi AG
Current assignee: Audi AG
Priority date: 2019-11-22
Filing date: 2020-11-20
Publication date: 2021-05-25
Anticipated expiration: 2040-11-20
Also published as: DE102019131552A1; CN112829833B; DE102019131552B4

Abstract

The invention relates to a motor vehicle, comprising a vehicle body (1) having a transverse support (4) and two longitudinal supports (2), wherein a crash panel (3) is mounted on each of the front ends of the longitudinal supports, viewed in the direction of travel, and the transverse supports are fastened to the crash panel (3), wherein an auxiliary frame (5) connecting the crash panels (3) is fastened to the crash panel (3).

Description

Motor vehicle

Technical Field

The invention relates to a motor vehicle comprising a vehicle body having a transverse support element and two longitudinal support elements, on the front ends of which, viewed in the direction of travel, in each case an impact plate is attached, to which the transverse support elements are fastened.

Background

Motor vehicles usually have a transverse support which is connected to the longitudinal support of the vehicle body by means of a crash panel. The cross-member, such as a bumper beam or bumper, serves to absorb deformation energy in the front compartment during a frontal vehicle collision. Due to a centrally frontal collision with, for example, a barrier/pile or a tree, a strong local load and bending based on the transverse carriers may lead to a break of the crash panel connecting the transverse carriers with the two longitudinal carriers. This results in a very strong intrusion into the front vehicle, which significantly increases the risk of serious injury to the occupants.

Disclosure of Invention

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

In order to achieve this object, according to the invention, in a vehicle of the type mentioned at the outset, an auxiliary frame/subframe is fastened to the crash panel, said auxiliary frame/subframe connecting the crash panel to the crash panel.

According to the present invention, an auxiliary frame for connecting the crash panels is fixed to the crash panels. Since the crash panel is also fixed with the longitudinal carriers, the auxiliary frame likewise connects the two longitudinal carriers to one another. The transverse connection is thereby reinforced in the region of the front vehicle. In the event of a frontal collision, the deformation of the transverse carriers results in an increasing transmission of the tensile forces via the crash barrier to the longitudinal carriers. The bending moment thus generated in the region of the connection points of the subframe causes the longitudinal supports to bend in these regions, thereby increasing the absorbable deformation energy by deformation of the longitudinal supports. Furthermore, the auxiliary frame to which the crash panel is connected reduces the risk of the crash panel tearing in a frontal collision, since the crash panel is not only fixed to the longitudinal supports as it were, but also provides an additional fixation to the auxiliary frame.

The auxiliary frame connected to the fender panel is preferably part of the chassis. Thus, it is possible to connect the two crash panels using components already present in the vehicle, whereby no additional components are required. In this way, assembly costs are not increased, since the chassis is usually always fixed to the vehicle body. Also, the weight of the entire vehicle is not increased by the additional member.

The auxiliary frame is here expediently connected to the crash panel by means of a screw connection. Thereby, the sub-frame can be easily detached from the crash panel and then mounted again, for example, at the time of maintenance or repair work. Likewise, each fender panel can receive, for example, a threaded connection of the front of the chassis. It is also conceivable, however, for the auxiliary frame to be connected to the crash panel in other ways, for example by welding, gluing, riveting or other connections known to the person skilled in the art.

Preferably, each of the impact preventing plates has a screw receiving portion having an internal thread or a through hole for receiving a screw, into which a connection screw fixed to the sub-frame is screwed or inserted and screwed with a nut, respectively.

The screw receptacle for the auxiliary frame of each crash panel is preferably arranged within a longitudinal carrier which is open on the underside and/or laterally in the connection region of the respective crash panel or is arranged outside the side wall of the respective longitudinal carrier and adjacent to this outer wall. In order to be able to screw the subframe to the screw receptacle of the crash panel, which is located inside the longitudinal support, an opening on the underside and/or on the side of the longitudinal support is required. If the screw thread receptacle is arranged outside and adjacent to a side wall of the longitudinal carrier, the longitudinal carrier does not have to be provided with an opening for the connection screw to pass through. This possible arrangement of the screw receptacles makes it possible for the auxiliary frame to be fixed below the longitudinal supports or between the longitudinal supports, which ensures a desired and/or technical space-saving arrangement of the auxiliary frame.

According to the invention each fender panel has one or more flanges for fastening to the vertical and/or horizontal sides of the respective longitudinal support. The flange serves, in addition to fixing the crash panel to the longitudinal supports, also for transmitting forces occurring in the event of a frontal collision. For this purpose, the flange overlaps the vertical and/or horizontal side of the longitudinal support over a large area in order to form a large bearing surface for fastening to the side, via which bearing surface forces are transmitted to the longitudinal support. In particular, the flanges fastened to the vertical sides, during a frontal impact and the resulting deformation of the transverse support, produce a tension band which leads to the longitudinal support bending about the attachment point of the auxiliary frame to the crash panel as a result of the transmitted tensile forces and the resulting bending moments and thus to an increase in the absorbable deformation energy.

In order to ensure that the fastening surface to the longitudinal support 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 support, but preferably at least half the height of the vertical side of the longitudinal support. The width of the horizontal flange is at least one third of the width of the horizontal side of the longitudinal support, but preferably at least half the width of the horizontal side of the longitudinal support.

One or more flanges are suitably welded and/or screwed to each longitudinal carrier. For this purpose, all common welding methods can be used which are suitable for the material combination of the longitudinal support and the crash panel, in particular, for example, resistance welding or MIG welding. For screwing the flange to the longitudinal support, a through-hole can be provided in the flange and the longitudinal support, or a hole with an internal thread can be provided on the longitudinal support. Self-tapping screws may also be used, wherein the through-hole and the thread described above are not required.

The transverse support is expediently connected to the crash panel by a screw connection. This makes it possible to simply replace the transverse support or to ensure simple removal during maintenance or repair work.

In order to fasten the cross-member to the crash panels, at least one bulge is preferably provided on each crash panel, which has an internal thread. Preferably, however, each fender panel is provided with two or more internally threaded domes, in particular four domes. By using an arched portion with an internal thread, assembly or disassembly is facilitated, since fewer components, such as nuts, have to be handled. Alternatively, it is also conceivable to provide a through-opening in each crash panel in order to connect the cross carrier to the crash panel by means of screws and nuts.

Preferably according to the invention each fender is a die cast or forged piece made of aluminium. This makes it possible to have a high degree of freedom in terms of the design of the crash panel, in particular in the flange region, in terms of the screw receivers for the auxiliary frame and in terms of the domes for screwing the transverse carriers. It is also conceivable for the impact plate to be produced from other materials, for example steel or fiber composite materials.

Drawings

Further advantages and details of the invention emerge from the following exemplary embodiments and from the accompanying drawings. Here, it is schematically shown that:

fig. 1 shows a schematic representation of a motor vehicle according to the invention, comprising a vehicle body with transverse supports and an auxiliary frame and two longitudinal supports, on whose front ends, viewed in the direction of travel, in each case a crash panel is mounted,

fig. 2 shows a side view of the front end, viewed in the direction of travel, of the longitudinal carrier on which the crash panel is mounted, and the connection of the auxiliary frame to the crash panel,

figures 3 to 5 show different views of a fender according to the invention,

fig. 6 shows the effect on the sub-frame to which the impact plate is attached at the time of a frontal collision with an obstacle.

Detailed Description

Fig. 1 shows a schematic view of a front end of a body 1 of a motor vehicle according to the invention, viewed in the direction of travel. The vehicle body 1 has two longitudinal supports 2, at the front ends of which, viewed in the direction of travel, in each case one fender panel 3 is attached. Connected to the crash panel 3 is a transverse support 4 which connects the two crash panels 3 to one another. In the embodiment shown, the cross-member 4 is a bumper or bumper. The cross member 4 serves to prevent a significant intrusion of the front vehicle part in the event of a frontal collision and to absorb a large part of the deformation energy.

An auxiliary frame 5 is also connected to the impact panel 3 such that the auxiliary frame 5 connects the two impact panels 3 to each other. In this way, the transverse connection is strengthened in the front part of the vehicle body 1, which leads to an improved structural integrity, in particular in the event of a frontal collision. In the embodiment shown here, the auxiliary frame 5 is part of the front chassis. Thus, components already present in the vehicle can be used, whereby weight increases and assembly effort increases due to additional components are avoided.

Fig. 2 shows a side view of the front end of the vehicle body 1 viewed in the direction of travel. The figure shows the fixing of the subframe 5 to the fender panel 3. Each fender panel 3 has a screw receiving portion 6 to which the sub-frame 5 is fixed by means of a connecting screw 7. In the exemplary embodiment shown, each screw receiving part 6 has an internal thread into which the connecting screw 7 is screwed. In the embodiment shown, the screw receiver 6 is arranged inside the lower-opening longitudinal carrier 2. The longitudinal supports 2 are open on the underside in order to allow the corresponding connecting screw 7 to pass through. The auxiliary frame 5 is arranged here below the two longitudinal carriers 2.

However, it is also conceivable for the respective screw receptacle 6 to be arranged on a lateral opening of the respective longitudinal support 2 or for the respective screw receptacle to be adjacent to a side wall of the respective longitudinal support 2, which would enable the positioning of the auxiliary frame 5 between the two longitudinal supports 2. Alternatively, the screw receiver 6 can also be designed such that it has a through-hole, through which the connection screw 7 passes in each case and is screwed with a nut.

Fig. 3 to 5 show different views and possible designs of one of the impact protection plates 3. One possible embodiment of the screw receiving part 6 is shown here, which has an internal thread for receiving the connecting screw 7. The screw receptacle 6 is positioned here such that it is located inside the longitudinal carrier 2 in the mounted state as shown in fig. 2.

In order to fix the impact plate 3 to the longitudinal supports 2, two flanges 8 are provided on the impact plate 3. In the exemplary embodiment shown, the flange is designed such that it rests against a vertical outer side 10 of the respective longitudinal support 2 and, as shown in fig. 2, is fixed to the longitudinal support 2 by means of a weld 12 and a self-tapping screw 13. The flange 8 serves, in particular in the event of a frontal collision, to transmit tensile forces, which are caused by the deformation of the transverse carriers 4, to the longitudinal carriers 2. The height of the flange 8 corresponds here approximately to the entire height of the vertical side 10, which results in a connection region that is as large as possible and therefore 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, a flange 8 can be provided which is fixed to the horizontal side 11 of the respective longitudinal support 6. If such flanges 8 are to be provided, the width of these flanges 8 is at least one third of the width of the horizontal sides 11.

For screwing the cross member 4 to the fender panel 3, a raised portion 9 is formed on the fender panel 3, which raised portion has an internal thread. In this way, the cross-piece 4 can be connected to the crash panel 3 by means of connecting screws. For this purpose, four internally threaded domes 9 are provided in the exemplary embodiment shown. However, it is also conceivable for the connection of the cross member 4 to the crash panel 3 to be effected via fewer or more connecting points. Instead of the bulge 9, a through-opening can also be provided, through which the transverse support 4 is fixed by means of a connecting screw and a nut.

The impact plate 3 is preferably manufactured as a die cast or forged piece of aluminum/aluminum. This enables a high degree of freedom in selecting the design of the fender panel 3, in particular in designing the screw receiving portion 6, the flange 8, and the raised portion 9.

Fig. 6 shows, in a schematic representation, the influence of the auxiliary frame 5 on the structure of the vehicle body 1 in the front region of the motor vehicle in the event of a frontal collision with an obstacle. The front cross-connection of the vehicle body 1 is reinforced by the sub-frame 5. The forces resulting from the deformation of the transverse carriers 4 are transmitted to the longitudinal carriers 2 via the flanges 8 of the crash panel 3. The resulting bending moment causes the longitudinal support 2 to bend in the region of the connection point of the auxiliary frame 5 to the crash panel 3. In this way, the deformation energy that can be absorbed in the region of the front vehicle compartment is increased, as a result of which the protection of the occupants is increased.

Claims

1. A motor vehicle comprising a vehicle body (1) having a transverse support (4) and two longitudinal supports (2), on the front ends of which, viewed in the direction of travel, in each case a crash panel (3) is mounted, the transverse support being fixed to the crash panel (3),

it is characterized in that the preparation method is characterized in that,

an auxiliary frame (5) which connects the anti-collision plates (3) is fixed on the anti-collision plates (3).

2. A motor vehicle according to claim 1, characterized in that the subframe (5) attached to the fender (3) is part of the chassis.

3. The motor vehicle according to claim 1 or 2, characterized in that the subframe (5) is connected to the fender panel (3) by means of a screw connection.

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

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

6. Motor vehicle according to one of the preceding claims, characterized in that each fender panel (3) has one or more flanges (8) for fixing on the vertical side (10) and/or the horizontal side (11) of the respective longitudinal support (2).

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

8. Motor vehicle according to one of the preceding claims, characterized in that the cross-member (4) is connected to the fender panel (3) by means of a screw connection.

9. Motor vehicle according to claim 8, characterized in that at least one arch (9) with an internal thread for fixing the cross-member (4) is provided on each fender panel (3).

10. Motor vehicle according to one of the preceding claims, characterized in that each fender panel (3) is a die cast or forged part made of aluminium.