CN112824158A - Front paneling reinforced with reinforcing inserts - Google Patents

Abstract

The invention relates to a front panel (100) which is suitable for a bumper arrangement of a vehicle front section (202) of a vehicle (200). In this case, the front panel (100) is shaped as an elongated piece with respect to the contour along the front portion (202) of the vehicle and comprises a cushioning material, in particular a plastic layer (102). According to the invention, the front panel (100) has a reinforcing insert (101), the reinforcing insert (101) having different material properties than the cushioning material to improve the stability of the front panel (100).

Description

Front paneling reinforced with reinforcing inserts

Technical Field

The present invention relates to a front panel, suitable for use as a panel for the front of a vehicle, according to the preamble of claim 1.

Background

Offset collisions generally refer to the situation when the vehicle is travelling with a partial area in front of the vehicle towards an obstacle (which may in principle be a stationary obstacle or another vehicle). Accident studies have determined that the most common traffic accident, including personal injury, is an offset frontal collision, i.e., an offset collision. It is therefore necessary to arrange the entire vehicle body structure in a targeted manner in order to maintain the passenger survival space.

Furthermore, collision compatibility (impact compatibility) is increasingly important in the event of a collision between two vehicles (V2V — vehicle-to-vehicle) and affects new test reports, in particular in the NCAP test of the european union. If a large heavy vehicle collides with a small light vehicle, the risk to occupants in the latter is often much higher. All previous procedures using collision tests masked collision coordination. During the test, the vehicle was driven towards a stationary obstacle. In order to obtain good test results, it is important to protect the driver's own vehicle occupants. In the future, the european union NCAP will introduce so-called MPDB (mobile progressive deformation barrier) frontal collisions in the context of the "european union NCAP initiative 2021 protocol". In this new crash test, the european union NCAP will now no longer evaluate only the self-protection of the vehicle, but also the protection of the opponent, i.e. the safety of the occupants of the other vehicles, i.e. the so-called crash coordination. In future tests, the vehicle to be evaluated (i.e. the test vehicle) will be driven towards the obstacle carts simulating other relevant vehicles as participants in the accident. What is necessary for good test results is that the load distribution from the test vehicle to the other relevant vehicles has as large a surface area as possible and is as uniform as possible.

Even if the occupants of the test vehicle are well protected, having very high locally concentrated crash loads in the longitudinal member region would be considered defective and would be degraded during future overall evaluations, in which case energy is introduced into other relevant vehicles in a locally very concentrated manner. In the event of a collision of two vehicles, the corresponding collision coordination requires a contact area with a large surface area and as uniform and low a load level as possible along the various load paths. The structures required for this purpose often unduly increase the weight of the front region of the vehicle, exacerbate storage space problems, and limit the freedom of deployment during design.

To achieve a repeatable collision between two vehicles, which meets the specification range of the new "active 2021" european union NCAP test report, a new loading state of the MPDB collision must be considered. Here, offset collisions between the test vehicle and other related vehicles were simulated. That is, a frontal collision of two vehicles is simulated, but offset with respect to the central axis of the vehicle in the longitudinal direction of the vehicle. In the new test report, not only the effect of the moving barrier on the test vehicle or vehicle occupant, but also on the moving barrier was investigated. In this case, the compression or deformation of the moving barrier is measured. The objective is to assess the stiffness of the front end of the vehicle relative to other vehicles of interest potentially in a collision.

Usually, the front panels are soft on the one hand, i.e. have a suitable bending stiffness, to ensure protection of pedestrians at low speeds. On the other hand, the front panel must not break in the event of a frontal collision or an offset collision, so that the load of the test vehicle can be evenly distributed to other associated vehicles in the event of a collision with the other associated vehicles. In the previously loaded state, if the front panel is torn or broken, it does not negatively affect the test results. If the front panel should break, the front structure or longitudinal member of the test vehicle will enter the deformation barrier deeply and bring about unwanted deformation there. In the new loading state, this will reduce the overall evaluation of the european union NCAP.

Therefore, the appropriate bumper system must be prepared for the new loading condition. A bumper is generally understood to be a bumper beam with a solid cross member that is wrapped or expanded with a soft cushioning material, preferably plastic. The bumper protects not only the driver's own vehicle but also other traffic participants, in particular pedestrians.

Various solutions for vehicle front bumper arrangements have been proposed in the prior art.

Patent document US 6,260,893B 1 discloses a front panel with a wall thickness of less than 2.2 mm, consisting of a polyolefin, wherein particles are distributed for reinforcement, wherein the reinforcement particles account for less than 15% of the total front panel volume. At least 40% of the reinforcing particles are less than 50 nm thick. Patent document CN 1876443 a relates to a bumper with a carbon fiber reinforced composite material.

JP 2013-082363A relates to a bumper arrangement in which a shock absorber is arranged behind a panel or covering and is divided into several parts with respect to the transverse direction of the vehicle, wherein the parts have different absorption properties in each case. KR 10-0814862B 1 also relates to a bumper system in which a layer of cushioning material and a layer of fibre-reinforced composite material are provided between the front panel and the cross-members. The fiber-reinforced composite layer is disposed between the front panel and the shock absorbing material.

Patent document US 10,086,785B 2 relates to a vehicle with a bumper assembly mounted in front of the front wheels of the vehicle with respect to the direction of travel. The bumper assembly has a front panel that is secured to a bracket of the bumper member. There is also a gap in the rear side of the front panel, in which gap reinforcing ribs are accommodated. Alternatively, the front panel may have a trim panel on the front side and a shock absorbing material, such as a foam padding material, on the rear side. KR 20-030034344 a also discloses a shock-absorbing and energy-absorbing structure on the bumper cover side facing the vehicle interior space. The shock absorbing and energy absorbing structure has an absorption reinforcement structure with horizontal and vertical ribs, wherein additional reinforcement structures are formed between the ribs by a two-point injection molding process.

Patent document US 2005/0269823 a1 discloses a component or bumper beam for a bumper system of polymeric material. The member has an insert for reinforcement, wherein the insert includes a device having high strength steel wires that selectively reinforces and strengthens the member. The insert may be positioned entirely within the member, or may alternatively be attached to the rear or front side of the member. Patent document US 5,290,079A also has a cross member as a bumper located on the rear side of the front panel, which is formed of fiber-reinforced plastic.

The scientific publication "innovative use of lightweight fiber reinforced concrete as 'concrete vehicle bumper'" (journal of international science and earth engineering, 2016, ISSN0974-5904, 9 th, No. 3) by scherin thomas et al proposes a fiber reinforced lightweight concrete bumper system.

Patent document US 6,464,289B 2 also discloses a fiber-reinforced plastic vehicle front part for a vehicle. For example, glass fibers, mineral fibers or steel wires are proposed as fiber reinforcement material. The reinforcement can be arranged in the gap region or in the plastic body of the vehicle front.

In view of the established prior art, the design of the front region or bumper arrangement, and in particular the front panel, provides both pedestrian protection and protection for other associated vehicles, but there is still room for improvement.

Disclosure of Invention

It is an object of the present invention to provide a vehicle with a bumper arrangement which is capable of improving the safety of occupants and pedestrians of other traffic participants, i.e. other vehicles of interest. Here, the influence on the vehicle weight, storage space problems and design limitations should be as small as possible.

According to the invention, this object is achieved by a front panel having the features according to claim 1, which is suitable for a panel of a vehicle front of a vehicle. Further, particularly advantageous configurations of the invention are disclosed by the dependent claims.

It should be noted that the features and measures explained separately in the following description may be combined with each other in any desired, technically advantageous manner and disclose further configurations of the invention. The description particularly describes and illustrates the present invention in conjunction with the drawings. By "horizontal" is meant, for example, that the reinforcing cords extend substantially in the y-direction parallel to the underlying surface. By "vertical" is meant that the reinforcement wires extend substantially in the z-direction (i.e., perpendicular to the horizontally aligned reinforcement wires and/or the underlying surface of the vehicle). This also includes the possibility of tilting or complex geometric forms of the vehicle front panel. The x direction refers to a direction parallel to the vehicle longitudinal direction, and the y direction refers to a direction parallel to the vehicle lateral direction. The z-direction refers to a direction parallel to the vertical axis of the vehicle.

The invention relates to a front panel, in particular a plastic front panel, which is suitable for use as a panel of a front bumper arrangement of a vehicle front section of a vehicle. In this case, the front panel is formed as an elongated piece with respect to the contour along the front of the vehicle and comprises a soft or shock-absorbing, absorbing and cushioning material, in particular a plastic layer. According to the invention, the front panel has a reinforcing insert having material properties different from the properties of the cushioning material to improve the stability of the front panel, in particular the tensile strength of the front panel.

Improving the stability means in particular improving the resistance of the front panel against a complete tearing or breaking of the front panel. The front panel has an outer side facing the environment and an inner side facing the vehicle interior and/or the engine compartment. The invention is used in conjunction with a bumper system. For example, the cushioning material may be an energy absorbing foam or plastic. These plastics or foams reduce the impact of impact on the vehicle body even in a small layer thickness and enable the development of bumper systems meeting stringent safety requirements. In the event of a high speed accident, the cushioning material absorbs the energy and distributes it over a large surface area. The stiffening insert in the front panel according to the invention makes it possible to maintain the flexibility of the cushioning material, while at the same time it is possible to increase the protection of other vehicles in the event of an offset collision. This is achieved because the reinforcing insert has an improved resistance of the front panel to breakage, i.e. shearing and/or tearing of the front panel, in the event of an offset impact. The reinforcing inserts of the front panel remain stable even if the soft cushioning material breaks or tears, absorbing the load in the event of an offset impact, and distributing it evenly over the other associated vehicles. As a non-tearing front panel, it therefore has a better load transfer capacity. Other parties to the partial fracture and subsequent post insertion incidents can be avoided. For example, in the european union NCAP and mobile barrier collision test scenario, this can be simulated by measuring the consistent and uniform deformation of the mobile barrier over its entire surface with a relatively small standard deviation.

A reinforcing insert is understood to mean any one of a one-piece or multi-piece reinforcing insert. In other words, the reinforcement insert and the soft cushioning material form a composite material that combines the advantageous properties of both materials, forming a material with new specific applicability, as is the case with reinforced concrete.

In a preferred embodiment of the invention, the stiffening insert of the front panel consists of a flexible (in particular elastically flexible) stiffening material and/or a stiffening material.

Such flexible reinforcing material may be, for example, ropes or cables which form a mesh or screen and are located with or within the plastic front panel. For example, due to the flexible nature of the cord as the reinforcing material, the overall bending stiffness is only slightly increased despite the use of the reinforcing material to reinforce the front cover. Thus, the flexibility required for pedestrian protection is retained.

In an optional and advantageous development of the invention, the reinforcement insert of the front panel has reinforcement wires, in particular substantially horizontally aligned reinforcement wires and/or vertically aligned reinforcement wires, which are used to form a mesh and/or a mesh screen or any similar thin structure.

The reinforcement insert is thus preferably a net, a screen and/or a similar flexible structure, which at least partially spans the reinforcement wire. Such a net or screen may also be a single layer mat with horizontally aligned reinforcement wires and vertically aligned reinforcement wires. The material of the reinforcing wire can be metal wire, especially steel wire, and also can be Kevlar or titanium. But may be any other similar material.

The front panel preferably has a plastic layer as a soft cushioning material, which forms a composite with the reinforcing insert.

In other words, the plastic layer of the front panel may retain its basic properties in the front panel and retain its soft properties and flexibility required for pedestrian protection in low speed collisions. However, a net, a screen, or a similar thin structure is provided to ensure stability or rigidity against stress or load due to elongation or deformation. The reinforcing inserts form a matrix with the outer or outwardly directed surface of the front panel and prevent cracking or tearing. The reinforcing insert is fixedly integrated in or connected to the plastic layer of the front panel.

In an advantageous development of the invention, the plastic layer of the front panel has an outer side facing the environment and an inner side facing the vehicle interior and/or the engine compartment, the reinforcing insert being connected to the inner side of the plastic layer in a releasable or unreleasable manner. The spatially separated design of the plastic layer and the reinforcing insert makes them possible to be replaced individually, for example in repair work.

Optionally, the reinforcement insert of the front panel is completely or partially filled and/or surrounded by the plastic layer of the front panel. Thus, the intermediate spaces between the intersecting portions (especially the intermediate spaces between the horizontal and vertical reinforcement wires) are also completely filled with the soft cushioning material of the plastic layer. This achieves a particularly durable and stable connection between the reinforcing insert and the plastic layer, which connection substantially retains its load-distributing function even in the event of a collision in the front of the vehicle. Furthermore, such a design of the front panel can be produced particularly quickly and cost-effectively by, for example, placing the reinforcing insert into an injection mold and then encapsulating with the material of the plastic layer. Such front panels can therefore also be adapted particularly easily to various vehicle models requiring corresponding functions. The additional weight of the vehicle is small.

In a preferred embodiment of the invention, the reinforcing insert of the front panel has one or more reinforcing insert ends, in particular reinforcing wire ends, which serve to reinforce the non-releasable fastening and/or releasable engagement of the insert and/or the front panel with the vehicle.

Such a reinforcing insert end may simply be the wire end or the rod end of a flexible reinforcing wire. They are preferably injected at the edges of the soft cushioning material or plastic layer and can therefore be connected to adjacent parts of the vehicle. Therefore, at the time of vehicle collision, the energy absorbed in the vehicle front region is maximized, and the generated load is distributed over a large surface area. In principle, the reinforcement insert end can already be fixedly connected to the adjacent component during installation of the front panel in the vehicle. Thus, a fixed connection between the ends of the reinforcing inserts of the front panels is already produced before the vehicle collision. Alternatively, the reinforcing insert end may also be movably mounted, with movement of the front panel and the resulting dynamic movement of the reinforcing insert end upon frontal collision of the vehicle effecting releasable engagement of the reinforcing insert end with the vehicle (e.g., frame).

The reinforcing insert of the front panel preferably has one or more hooks, in particular at the end of the reinforcing insert or at the end of the reinforcing wire, for releasable engagement of the reinforcing insert and/or the front panel with the vehicle.

A hook is to be understood as any form of mechanical engagement means for preferably releasable engagement which may form a contact surface and/or a bearing surface with a vehicle, in particular a vehicle frame.

In an advantageous and optional development of the invention, the reinforcing insert of the front panel has one or more expansion means which make it possible for the reinforcing insert to expand in some regions, in particular in the event of a vehicle collision.

These expansion means may be provided in specific areas within the mesh/screen of the reinforcing insert and allow a slight amount of additional elongation or elongation, for example by allowing greater deformation by bending, thereby providing greater protection for the pedestrian being hit.

Drawings

Further advantageous embodiments of the invention are disclosed in the dependent claims and in the description of the following figures. The figures are shown by way of example. In the drawings:

FIG. 1 illustrates a perspective view of an exemplary crash test scenario for an offset crash;

2a-b illustrate an example front portion of a test vehicle after an offset collision from the prior art;

3a-b illustrate exemplary deformations of moving barriers from other related vehicles in accordance with the prior art after an offset collision; and

4a-c illustrate example evaluations of a test vehicle and other related vehicles following an offset collision from the prior art;

5a-c illustrate exemplary evaluations of test vehicles and other related vehicles having reinforcement inserts after an offset impact;

FIG. 6 shows a basic diagram according to an exemplary embodiment of the present invention; and

figure 7 shows an exemplary arrangement of reinforcement inserts in a deformed front panel in an exemplary embodiment according to the present invention.

Detailed Description

In the different figures, identical parts are always provided with the same reference numerals and are therefore generally described only once. In particular, the figures should be understood to represent various components or to show them in a simplified form for the sake of clarity.

Fig. 1 shows a perspective view of an exemplary crash test scenario for an offset crash between a test vehicle 200 having a first central axis 201 and another associated vehicle 300 having a second central axis 301. For example, the speed of the two vehicles 200, 300 is 50km/h in each case. Other related vehicles 300 are configured as movable barriers having a weight of, for example, 1400 kilograms, for example, with a movable barrier 302. The first central axis 201 and the second central axis 301 are parallel to the x-direction of the respective vehicle 200, 300 and are spaced or offset 250 relative to each other, with the result that the entire collision of the test vehicle 200 and the other associated vehicle 300 likewise has an offset 250.

Fig. 2a shows an exemplary front part 202 of a test vehicle 200 after an offset collision from the prior art, and fig. 2b shows an enlarged detail 203 from fig. 2 a. The front vehicle portion 202 or bumper system is typically comprised of rigid components and less rigid (i.e., soft) components. Typically, the bumper beam 205 extending in the y-direction constitutes the hardest component of the front 202 of the test vehicle 200. In the event of a biased impact, bumper beam 205 retains its shape. In contrast, soft components of the vehicle front 202 (e.g., the front panel 100 or other component parts of the vehicle exterior housing) are fully recessed in the event of an offset collision and therefore have a greater recess depth 204. In this example, the environment facing outer side 109 of the front panel 100 can be seen. The non-uniformity of the recess depth 204 between the bumper beam 205 and the front panel 100 causes the front panel 100 to even experience a significant break 206. First, such a break 206 enables, for example, a longitudinal member of the test vehicle 200 to penetrate deep into the other relevant vehicle 300 (refer to fig. 1).

In a crash test scenario, as illustrated by way of example with reference to fig. 3a and 3b, using a test vehicle 200 with a torn front panelling 100 (with reference to fig. 2b), the crash compatibility is assessed by assessing the geometry of the moving barrier 302 of the test vehicle 300. Fig. 3b shows the external visual appearance of the moving barrier 302 after an offset collision with the test vehicle 200 (see fig. 1), and fig. 3a shows the measured depression depth in the evaluation area 304 based on a scale in millimeters. The dimensionally stable region of the test vehicle 200 (see fig. 2b), such as the bumper beam 205, produces a region of high deformation 303b, i.e., a depression greater than 640 millimeters, of the impact surface region 303 of the moving barrier 302. In contrast, in the event of an offset collision, the soft region of the test vehicle 200 (see fig. 2b) produces no or only a low degree of deformation 303a, which is less than 160 millimeters of the impact surface region 303 of the moving barrier 302. To ensure the safety of the occupants of the other relevant vehicles 300 and a good evaluation in crash tests, it should be achieved that the impact energy is distributed as evenly as possible and that the deformation of the moving barrier 302 is as even as possible. Thus, in the case of other related vehicles 300, the depression depth 204 and the deformations 303a, 303b should be as uniform as possible and avoid regions with relatively small or relatively large depression depths 204. In contrast, a recess depth 204 of between 320 mm and 480 mm is particularly desirable, since in this case the crash energy is dissipated by deformation, which can avoid uneven loading of the other associated vehicle 300.

Fig. 4a shows the front panel 100 of the front portion 202 of the test vehicle 200 from the perspective of a vehicle occupant after an offset collision. The inner side 108 of the front panel 100 can be seen. The offset impact causes a break 206 in the front panel 100. Such a break 206 may expose, for example, a longitudinal member in the test vehicle 200 that may introduce high loads to points deep into other associated vehicles 300. The impact on other relevant vehicles 300 is determined from the evaluation of the impact surface area 303, shown in fig. 4b without the front panelling 100 of the test vehicle 200. Fig. 4c shows the evaluation area 304 with a torn front panel 100 in the test vehicle 200, at least a part of the area 305 in the other relevant vehicle 300 being intended to be improved by the front panel 100 according to the invention.

Fig. 5a shows the front panel 100 of the front portion 202 of the test vehicle 200 from the perspective of a vehicle occupant after an offset collision. The inner side 108 of the front panel 100 can be seen. The front panel 100 has a reinforcing insert 101, the reinforcing insert 101 being patterned in an exemplary manner as a net having horizontal and vertical lines. The reinforcing insert 101 is surrounded by a soft plastic layer 102, which can tear as before in the event of a biased impact. As the reinforcement insert 101 remains intact and thus better load distribution to other related vehicles 300 is possible, a complete breakage 206 of the front panel 100 (see fig. 4a) may be avoided. This can be simulated in fig. 5b from an analysis of the varying geometry of the impact surface area 303 of the other relevant vehicle 300. Fig. 5c shows that the placement of the reinforcing inserts 101 in the front panel 100, i.e. the front panel 100 of the test vehicle 200 without a complete break, almost completely removes the undesired region with a depression depth 204 of less than 160 mm (cf. 303a in fig. 3a) and at least to a lesser extent removes the region with a depression depth 204 of more than 640 mm (cf. 303b in fig. 3 a). The desired area of the depression depth 204 between 320 mm and 480 mm is enlarged. The area 305 can thus be improved. The recess depths 204 in the other associated vehicles 300 are homogenized and the standard deviation is reduced, by which means the load in the event of an offset collision can also be better transferred from the test vehicle 200 to the other associated vehicles 300.

Fig. 6 shows a basic view of an exemplary front panel 100 according to the invention with a reinforcement insert 101, the reinforcement insert 101 being in the form of a net of vertical reinforcement wires 104 and horizontal reinforcement wires 103. The reinforcing insert 101 is adjacent to the plastic layer 102. Here, the reinforcement insert 101 is either completely encapsulated by the plastic layer 102, with the result that the intermediate gap 106 between the vertical reinforcement wire 104 and the horizontal reinforcement wire 103 is completely filled by the material of the plastic layer 102. Alternatively, the reinforcing insert 101 may be mounted on the inner side 108, i.e. the side of the front panel 100 facing the engine compartment (not shown) of the test vehicle 200. Although the plastic layer 102 is likely to tear when the test vehicle 200 is impacted, the reinforcing insert 101 does not tear, thus improving load distribution in the event of an impact. To further enhance this effect, the reinforcing insert 101 has a reinforcing wire end 105, which reinforcing wire end 105 is arranged outside the plastic layer 102 of the front panel 100 and can be connected to an adjacent component of the test vehicle 200. These reinforcement wire ends 105 may have been connected to the test vehicle 200 during production of the test vehicle 200 and/or may dynamically form a preferably releasable engagement with the test vehicle 200 (e.g., with the vehicle frame) in the event of a collision of the test vehicle 200. In this way, a design of the reinforcement wire end 105 as a hook (not shown) is conceivable. To improve pedestrian protection in the event of a light impact, the reinforcement insert 101 illustrated herein may have an expansion device 107 on a portion of the horizontal reinforcement wire 104 that smoothly absorbs energy due to the slight expansion of the horizontal reinforcement wire 104 upon impact with a pedestrian.

Fig. 7 shows an exemplary arrangement of the reinforcement insert 101 in the deformed front panel 100 after an offset collision of the test vehicle 200. Although the front panel 100 is greatly deformed, the wires of the reinforcing inserts 101 are not torn, thereby ensuring the distribution of the load at the time of vehicle collision, causing a uniform deformation of the moving barrier 302(MPDB barrier).

List of reference numerals:

100 front paneling

101 reinforcing insert

102 soft buffer material, in particular plastic layer

103 horizontal reinforcing wires or reinforcing wires extending in the y-direction

104 vertical reinforcing wires or reinforcing wires extending in the z-direction

105 reinforcing insert end, in particular reinforcing wire end

106 middle gap

107 expansion device

108 inner side

109 outer side

200 vehicle, in particular test vehicle

201 first central axis

202 testing vehicle front

203 expanded detail

204 depth of depression

205 bumper beam

206 break in front panel

250 offset

300 other related vehicles

301 second central axis

302 moving barrier

303 impact surface area

303a high degree of deformation

303b low degree of deformation

304 evaluation area

305 improved area

Longitudinal of vehicle/longitudinal axis of vehicle in x direction

Lateral of y-direction vehicle/lateral axis of vehicle

Vertical direction of z-direction vehicle/vertical axis of vehicle

Claims (9)

1. Front panel (100), the front panel (100) being suitable for panelling a bumper arrangement of a vehicle front portion (202) of a vehicle (200), wherein the front panel (100) is shaped as an elongated piece with respect to a contour along the vehicle front portion (202) and the front panel (100) comprises a cushioning material, in particular a plastic layer (102),

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

comprising a reinforcing insert (101) having material properties different from the properties of the cushioning material to improve the stability of the front panel (100).

2. Front panel (100) according to claim 1,

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

the stiffening insert (101) of the front panel (100) is formed of a flexible stiffening material, in particular a resiliently flexible stiffening material.

3. Front panel (100) according to claim 1 or 2,

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

the reinforcing insert (101) of the front panel (100) has reinforcing wires, in particular reinforcing wires (103) substantially aligned or alignable with a transverse direction (y-direction) of a vehicle and/or reinforcing wires (104) aligned or alignable with a vertical direction (z-direction) of the vehicle to form a mesh and/or a mesh screen.

4. Front panel (100) according to any one of the preceding claims,

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

the front panel (100) has the plastic layer (102) as the cushioning material, the plastic layer (102) forming a composite with the reinforcing insert (101).

5. Front panel (100) according to claim 4,

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

the plastic layer (102) of the front panel (100) has an outer side (109) facing the environment and an inner side (108) facing the vehicle interior and/or engine compartment of the vehicle (200), the reinforcement insert (101) being connected with the inner side (108) of the plastic layer (102).

6. Front panel (100) according to claim 4 or 5,

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

the reinforcing insert (101) of the front panel (100) is completely or partially filled and/or surrounded by the plastic layer (102) of the front panel (100).

7. Front panel (100) according to one of the preceding claims,

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

the reinforcing insert (101) of the front panel (100) has one or more reinforcing insert ends, in particular reinforcing wire ends (105), which are suitable for non-releasable fastening and/or releasable engagement of the reinforcing insert (101) and/or the front panel (100) with the vehicle (200).

8. Front panel (100) according to claim 7,

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

the reinforcing insert (101) of the front panel (100) has one or more hooks, in particular at the reinforcing insert end or at the reinforcing wire end (105), adapted for releasable engagement of the reinforcing insert (101) and/or the front panel (100) with the vehicle (200).

9. Front panel (100) according to one of the preceding claims,

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

the stiffening insert (101) of the front panel (100) has one or more expansion means (107), the one or more expansion means (107) enabling expansion of the stiffening insert (101) in some areas.

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