CN112829833B

CN112829833B - Motor vehicle

Info

Publication number: CN112829833B
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: 2023-06-02
Anticipated expiration: 2040-11-20
Also published as: DE102019131552A1; CN112829833A

Abstract

The invention relates to a motor vehicle comprising a body (1) having a transverse carrier (4) and two longitudinal carriers (2), each of which has a front end, viewed in the direction of travel, on which a crash panel (3) is mounted, wherein the transverse carrier is 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 with a transverse carrier and two longitudinal carriers, on the front ends of which, viewed in the direction of travel, respective crash panels are mounted, the transverse carrier being fastened to the crash panels.

Background

Motor vehicles generally have a transverse carrier which is connected to a longitudinal carrier of the vehicle body by means of a crash panel. The transverse carrier, such as a bumper or a bumper, is used to absorb deformation energy in the front compartment in the event of a frontal collision of the vehicle. Due to a central frontal collision with obstacles/piles or trees, for example, strong local loads and bending based on the transverse carriers may lead to a fracture of the crash panel connecting the transverse carrier with the two longitudinal carriers. This results in a very strong intrusion of the preceding vehicle, thereby significantly increasing 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, in a vehicle of the type mentioned at the outset, it is proposed according to the invention that an auxiliary frame/subframe is fastened to the crash panel, which auxiliary frame/subframe connects the crash panels.

According to the present invention, an auxiliary frame for connecting the impact plates is fixed to the impact plates. Since the crash panel is also fixed to 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 preceding vehicle. In the event of a frontal crash, the deformation of the transverse carrier results in an increasing transmission of tensile forces via the crash panel to the longitudinal carrier. The bending moment thus generated in the region of the connection points of the auxiliary frame causes the longitudinal support to bend in these regions, whereby the absorbable deformation energy is increased by the deformation of the longitudinal support. Furthermore, the auxiliary frame connecting the crash panel reduces the risk of the crash panel tearing during a frontal collision, since the crash panel is not only fixed to the longitudinal carrier as originally, but also an additional fixing to the auxiliary frame is provided.

The auxiliary frame connected to the impact plate is preferably part of the chassis. Thus, it is possible to use already existing components in the vehicle to connect the two crash panels, whereby no additional components are required. In this way, the assembly effort is 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 members.

The auxiliary frame is expediently connected to the crash panel by a screw connection. The auxiliary frame can thereby be easily detached from the impact plate and then reinstalled, for example during maintenance or repair work. Likewise, each bump plate can, for example, receive a threaded connection at the front of the chassis. However, it is also conceivable for the auxiliary frame to be connected to the impact plate in other ways, for example by welding, adhesive bonding, riveting or other connecting means familiar to the person skilled in the art.

Preferably, each crash panel 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 auxiliary frame is screwed or inserted, respectively, and screwed with a nut.

The screw-receiving portion 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 connection region of the respective crash panel or 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 receiving portion of the crash panel, which is located inside the longitudinal carrier, an opening on the underside and/or laterally of the longitudinal carrier is required. If the screw receiver 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 passage of the connecting screw. This possible arrangement of the screw-receiving portions can be achieved in that the auxiliary frame can be fastened below the longitudinal carriers or between the longitudinal carriers, which ensures a satisfactory and/or a selected arrangement of the auxiliary frame for technical space reasons.

According to the invention, each crash panel has one or more flanges for fastening to the vertical and/or horizontal sides of the respective longitudinal carrier. The flange serves, in addition to the fastening of the crash panel to the longitudinal carriers, to transmit forces which occur in the event of a frontal collision. For this purpose, the flange overlaps the vertical and/or horizontal side surfaces of the longitudinal support over a large area in order to form a large support surface for fastening to the side surfaces, by means of which the forces are transmitted to the longitudinal support. In particular, the flange fastened to the vertical side produces a tension band in the event of a frontal collision and a resultant deformation of the transverse carrier, which tension band causes the longitudinal carrier to bend around the connection point of the auxiliary frame to the impact plate as a result of the transmitted tension and the resultant bending moment and thus increases 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 half of the height of the vertical side of the longitudinal carrier. The width of the horizontal flange is at least one third of the width of the horizontal side of the longitudinal carrier, 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 the respective longitudinal carrier. For this purpose, all common welding methods which are suitable for the material combination consisting of the longitudinal carrier and the crash panel, in particular, for example, resistance welding or MIG welding, can be used. For screwing the flange to the longitudinal carrier, through-holes can be provided for this purpose in the flange and the longitudinal carrier or holes with internal threads can be provided in the longitudinal carrier. Self-tapping screws may also be used, wherein the above-mentioned through holes and threads are not required.

The transverse carrier is expediently connected to the crash panel by a threaded connection. This enables a simple replacement of the transverse carriers or ensures a simple disassembly during maintenance or repair work.

For fastening the transverse carrier to the impact plates, at least one elevation is preferably provided on each impact plate, which has an internal thread. Preferably, however, each impact plate is provided with two or more arches, in particular four arches, with internal threads. By using an arch with an internal thread, assembly or disassembly is facilitated, since fewer components, such as nuts, need to be handled. Alternatively, it is also conceivable to provide a through-hole in each crash plate in order to connect the transverse carrier with the crash plate by means of screws and nuts.

Preferably, according to the invention, each impact plate is a die cast or forged piece made of aluminum. This makes possible a high degree of freedom in terms of design of the impact plate, in particular in terms of design in the flange region, in terms of screw-receiving portions for the auxiliary frame and in terms of arching portions for the screw-connection of 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

Other advantages and details of the invention emerge from the following exemplary embodiments and the attached figures. Here schematically shown:

fig. 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 ends of which longitudinal carriers viewed in the direction of travel crash panels are each mounted,

fig. 2 shows a side view of the front end of the longitudinal carrier with the crash panel mounted, as seen in the direction of travel, and the attachment of the auxiliary frame to the crash panel,

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

fig. 6 shows the effect on the auxiliary 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 the 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, each of which has a crash panel 3 mounted at its front end, as seen in the direction of travel. A transverse carrier 4 is connected to the crash panels 3, which connects the two crash panels 3 to one another. In the embodiment shown, the transverse carrier 4 is a bumper or bumper. The transverse carrier 4 serves to avoid 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 impact plates 3 such that the auxiliary frame 5 connects the two impact plates 3 to each other. In this way, the transverse connection is reinforced in the front part of the vehicle body 1, which leads to an improvement in the structural integrity, in particular in the event of a frontal collision. In the embodiment shown here, the subframe 5 is part of the front chassis. Thus, components already present in the vehicle can be used, whereby weight increases and assembly costs increase due to additional components are avoided.

Fig. 2 shows a side view of the front end of the vehicle body 1 as seen in the direction of travel. The figure shows the fixing of the auxiliary frame 5 to the impact plate 3. Each crash panel 3 has a screw receiver 6, to which the auxiliary frame 5 is fastened by means of a connecting screw 7. In the exemplary embodiment shown, each screw receiver 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 longitudinal carrier 2 which is open at the underside. The longitudinal support 2 is open at 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 that the screw receivers 6 are arranged on the lateral openings of the longitudinal carriers 2 or that the screw receivers are adjacent to the side walls of the longitudinal carriers 2, which will enable the auxiliary frame 5 to be positioned between the two longitudinal carriers 2. Alternatively, the screw-receiving portions 6 can also be configured such that they have a through-hole through which the connecting screws 7 pass, respectively, and are screwed together with nuts.

Fig. 3 to 5 show different views and possible designs of one of the crash panels 3. A possible embodiment of the screw mount 6 is shown here, which has an internal thread for receiving the connecting screw 7. The screw receiver 6 is here positioned such that it is located inside the longitudinal carrier 2 in the installed state as shown in fig. 2.

For fastening the crash panel 3 to the longitudinal carrier 2, two flanges 8 are provided on the crash panel 3. In the exemplary embodiment shown, the flange is designed such that it rests against the vertical outer side 10 of the respective longitudinal support 2 and is fastened to the longitudinal support 2 by means of a weld seam 12 and a self-tapping screw 13, as shown in fig. 2. 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 carrier 4, to the longitudinal carrier 2. The height of the flange 8 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, a flange 8 can be provided which is fastened to the horizontal side 11 of the respective longitudinal carrier 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 side 11.

For the threaded connection of the transverse carrier 4 to the impact plate 3, an arch 9 is formed on the impact plate 3, which has an internal thread. In this way, the transverse carrier 4 can be connected with the crash panel 3 by means of connecting screws. For this purpose, in the exemplary embodiment shown, four arches 9 with internal threads are provided. However, it is also conceivable for the transverse carrier 4 to be connected to the crash panel 3 by fewer or more connection points. Instead of the arches 9, it is also possible to provide through-holes, through which the transverse carriers 4 are fastened with connecting screws and nuts.

The impact plate 3 is preferably manufactured as an aluminum/die cast or forged piece made of aluminum. This enables a high degree of freedom in the choice of design of the impact plate 3, in particular in the design of the screw receiver 6, the flange 8 and the bulge 9.

Fig. 6 shows in schematic form the effect 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. Due to the sub-frame 5, the front transverse connection of the vehicle body 1 is reinforced. The forces generated by the deformation of the transverse carriers 4 are transmitted to the longitudinal carriers 2 via the flanges 8 of the crash panel 3. The bending moment thus produced causes the longitudinal support 2 to bend in the region of the connection point of the auxiliary frame 5 to the impact plate 3. In this way, the deformation energy that can be absorbed in the region of the passenger compartment of the motor vehicle is increased, as a result of which the protection of the occupants is increased.

Claims

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.