DE102020113627A1 - Front end structure for a passenger car as well as passenger cars - Google Patents

Abstract

The invention relates to a front end structure (7) for a passenger vehicle (1), with two longitudinal members (8, 9) spaced apart from one another in the transverse direction (10) of the vehicle, and with two struts (15, 16) provided in addition to the longitudinal members (8, 9). which, starting from their respective connecting areas (V1, V2) at the front in the vehicle longitudinal direction (11), via which the struts are connected to the longitudinal members (8, 9), run towards one another in the vehicle longitudinal direction (11), the struts ( 15, 16) via a connection area (A) of the struts (15, 16), which is common to the struts (15, 16) and is arranged in the vehicle longitudinal direction (11) behind the front connecting areas (V1, V2), to a connection area (A) of the struts (15, 16) in the vehicle transverse direction (10) between the Longitudinal supports (8, 9) arranged structural element (18) are held and in the vehicle transverse direction (10) to the outside more rigid than in the vehicle longitudinal direction (11) to the rear on the structural element (18).

Description

The invention relates to a front car structure for a passenger car according to the preamble of claim 1. The invention also relates to a passenger car with such a front car structure.

Of the EP 1 498 343 A2 a device for setting a rigidity of a vehicle body can be found as known. Furthermore, the DE 10 2011 004 057 A1 a device with adjustable stiffness. From the DE 10 2011 084 334 A1 a structural component for adjusting a rigidity of a first side member of a vehicle is known.

The object of the present invention is to create a front end structure for a passenger car and a passenger car with such a front end structure, so that a particularly advantageous accident behavior of the passenger car can be realized.

According to the invention, this object is achieved by a front vehicle structure with the features of claim 1 and by a passenger car with the features of claim 10. Advantageous further developments of the invention can be found in the remaining claims.

A first aspect of the invention relates to a front end structure for a passenger car. The front-end structure has two longitudinal members that are spaced apart from one another in the transverse direction of the vehicle and extend, for example, at least substantially in the longitudinal direction of the vehicle, which can be, for example, components of a self-supporting body of the passenger vehicle, also referred to as a bodyshell. The self-supporting body thereby delimits the interior space of the passenger vehicle, which is also referred to as the passenger compartment or passenger cell. The side members are thus arranged, for example, in the completely manufactured state of the body or of the passenger car, in a front region of the body, in particular on its front.

The front-end structure also includes two struts which are provided in addition to the side members, which struts can, for example, be formed separately from the side members and separately from the body and can be held at least indirectly on the body. Thus, for example, the struts are not part of the body, but rather add-on parts held at least indirectly on the body. Starting from their respective connection regions which are front in the vehicle longitudinal direction, the struts run toward one another in the vehicle longitudinal direction towards the rear. This means that the respective strut, which, for example, has a longitudinal extension per se, runs obliquely to the longitudinal direction of the vehicle and obliquely to the transverse direction of the vehicle in such a way that the braces extend obliquely or perpendicular to one another. The struts are connected to the longitudinal members in their connection areas or via their connection areas. This means that a first of the struts has a first connection area and is connected to a first of the longitudinal members via the first connection area. The second strut has the second connection area and is connected to the second longitudinal member via the second connection area, so that the connection areas are spaced apart from one another in the transverse direction of the vehicle. It is provided in particular that the connection areas are arranged at the same height in the vehicle longitudinal direction, so that one of the connection areas is not arranged further back or further forward in the vehicle longitudinal direction than the respective other connection area. Since the struts run towards one another towards the rear in the longitudinal direction of the vehicle, the struts are arranged at least essentially in a V-shape or the struts run at least essentially in a V-shape to one another. In other words, the struts form, for example, a V-shape which is open towards the front in the longitudinal direction of the vehicle and closed towards the rear in the longitudinal direction of the vehicle.

In order to be able to realize a particularly advantageous accident behavior of the passenger car, it is provided according to the invention that the struts are held on a structural element arranged in the vehicle transverse direction between the longitudinal members via a connection area of the struts which is common to the struts and which is arranged in the vehicle longitudinal direction behind the front connecting areas, and in the vehicle transverse direction are supported more rigidly on the outside than in the vehicle longitudinal direction to the rear on the structural element. The structural element is, for example, formed separately from the body and at least, in particular directly, held on the body, in particular fixed on the body, so that the structural element can also be an add-on part. Furthermore, it is conceivable that the structural element is part of the body, which is also referred to as a body shell. The feature that the connection area is a connection area common to the struts can in particular be understood to mean that the struts, starting from their respective connection areas, extend towards the rear in the vehicle longitudinal direction and meet in or on the common connection area, or at or in open into the common connection area or form the common connection area, since, for example, the struts in the connection area cross one another or end at or in the connection area. In the latter case, the Connection area, for example, a respective rear end of the struts in the vehicle longitudinal direction. In particular, the connection area can thus be a rear end of the V-shape in the longitudinal direction of the vehicle.

The feature that the struts are supported more rigidly on the structural element in the transverse direction of the vehicle than to the rear in the longitudinal direction of the vehicle can also be understood to mean, in particular, the following: the struts are more rigid outward over the connection area in the transverse direction of the vehicle than towards the rear in the longitudinal direction of the structural element supported so that the connection area itself is supported more rigidly in the vehicle transverse direction than in the vehicle longitudinal direction to the rear on the structural element. For example, if a first force acts on the connection area as a result of an accident, the first force acting on the connection area parallel to the longitudinal direction of the vehicle and from front to back in the longitudinal direction of the vehicle, then, for example, the connection area and thus the struts will be shifted back due to the accident and caused by the first force . The rearward displacement of the connection area or the struts as a result of the accident is to be understood in particular to mean that the connection area or the struts, as a result of the accident, are moved backwards in the longitudinal direction of the vehicle, in particular relative to at least part of the structural element and / or the respective longitudinal member, that is, are displaced. However, if a second force acts on the connection area due to an accident, for example, the second force acting parallel to the transverse direction of the vehicle and, for example, outward in the transverse direction of the vehicle, with the first force and the second force being equal in terms of amount or value, there is no effect caused by the second force and, for example, accident-related displacement of the connection area or the struts relative to said part of the structural element or the respective longitudinal member, since the connection area is supported more rigidly on the structural element in the transverse direction of the vehicle than outward in the longitudinal direction of the vehicle. In other words, the structural element provides the connection area with greater rigidity, for example a greater counterforce, with regard to an accident-related displacement occurring in the transverse direction of the vehicle, in particular outwards, than with regard to an accident-related rearward displacement occurring in the longitudinal direction of the vehicle. As a result, the passenger vehicle exhibits particularly advantageous accident behavior in the event of a frontal impact with a small width coverage as well as a frontal impact with a full width coverage, so that occupants staying in the passenger compartment can be particularly well protected. A frontal impact with a small width coverage is to be understood as a frontal impact, also referred to as a frontal collision, in which an opposing party or a barrier that covers or overlaps the width of the passenger vehicle that is less than the transverse direction of the vehicle, from front to back in the longitudinal direction of the vehicle or against the passenger car and thereby in particular or against the structure of the front vehicle. A frontal impact with full width coverage is to be understood as such a frontal impact, also known as a frontal collision, in which, for example, an opponent in the accident or a barrier that overlaps or covers the entire width of the passenger vehicle running in the transverse direction of the vehicle, in the longitudinal direction of the vehicle from front to back collides against the passenger car and thus the structure of the front end. The frontal impact with a small width coverage is also referred to as an offset frontal crash, the frontal impact with a full width coverage also being referred to as a full-width frontal crash.

The invention is based in particular on the following findings: In the event of a frontal impact with little width coverage, accident-related loads are usually absorbed by those elements of the body or the front-end structure that are arranged on the side on which the other party involved in the accident or the barrier hits the passenger car. To avoid excessive intrusion, each side of the structure should be very stiff. In the case of a frontal impact with full width coverage, however, both sides of the front end structure can in particular absorb equally parts of accident-related loads or accident-related forces, so that for such a frontal impact with full width coverage the respective stiffness of the respective side can be lower than for a frontal impact with less width coverage. With regard to a frontal impact with full width coverage, a low stiffness of the respective side is advantageous, since accelerations which, for example, act on people in the interior can be kept particularly low. There is usually a trade-off between the desire to make the respective side of the front end structure particularly stiff for a frontal impact with a small width coverage and the desire to keep the respective stiffness of the respective side of the front end structure sufficiently low for a frontal impact with full width coverage. This conflict of objectives can now be resolved by the invention. The struts and the structural element represent, for example, an additional structure that can be or is arranged. Since the rear connection area and thus the struts are supported more rigidly on the structural element in the transverse direction of the vehicle than to the rear in the longitudinal direction of the vehicle, the additional structure has a variable rigidity or, depending on whether it is a frontal impact with a small width overlap or a frontal impact full width coverage, a variable stiffness of the front end structure can be realized. Due to the described support of the connection area and thus the struts on the structural element, the respective side of the front end structure acts more rigidly if, for example, it is deformed on its own or to a greater extent in the context of a frontal impact with little width coverage and thus has to absorb greater accident-related loads than the respective other side if both, in the transverse direction of the vehicle, on opposite sides of the front end structure in the context of a frontal impact with full width coverage, are simultaneously deformed. This means that the respective side of the front-end structure behaves in an advantageous stiff manner in the event of a frontal impact with a small width overlap, so that excessive intrusions, in particular into the passenger cell, can be avoided. In the event of a frontal impact with full width coverage, however, the respective side does not behave excessively stiff, but rather sufficiently soft, so that excessive accelerations, for example acting on people in the interior of the passenger vehicle, can be avoided. Viewed together, however, the sides of the front-end structure can particularly advantageously absorb impact energy in the event of a frontal impact with full width coverage, so that people can be protected particularly well. The additional structure makes it possible, in particular, in the event of a frontal collision with a small width coverage, to advantageously distribute the accident forces acting in order to avoid excessive intrusions. Undesired side effects resulting from an excessively high rigidity of the respective side of the front end structure, in particular with regard to maximum acceleration in the event of a frontal impact with full width coverage, can thus be avoided.

In an advantageous embodiment of the invention, the structural element has a guide running parallel to the longitudinal direction of the vehicle, via which the connection area can be displaced backwards along the guide in the longitudinal direction of the vehicle as a result of an accident-related application of force and thereby at least movable relative to the aforementioned part of the structural element or the respective longitudinal member and thereby the struts are held on the structural element. The guide makes it possible to make the sections of the connection area sufficiently soft towards the rear in the longitudinal direction of the vehicle, that is to say not sufficiently rigid, and at the same time to realize a sufficiently rigid support of the connection area to the outside in the transverse direction of the vehicle.

In order to achieve particularly advantageous accident behavior, it is provided in a further embodiment of the invention that the guide is formed as a recess of the structural element having a longitudinal extension. The longitudinal extent of the recess, also referred to as a recess, runs parallel to the longitudinal direction of the vehicle. The recess is thus, for example, a guide slot that is delimited outward in the transverse direction of the vehicle by respective, lateral, first walls of the structural element, in particular such that the walls each bear directly on the connection area. In the longitudinal direction of the vehicle to the rear, the guide link is delimited by a second wall of the structural element, the second wall being able to be formed in one piece with the first walls, for example. In the case of the recess, it is provided that the second wall does not bear directly on the connection area, but rather the second wall is spaced from the connection area in the longitudinal direction of the vehicle, in particular in such a way that, in the longitudinal direction of the vehicle, between the connection area and the second wall there is an air-filled space, in which preferably no further components are arranged, is arranged. It is preferably provided that the connection area is overlapped or covered on both sides in the transverse direction of the vehicle by the first walls and in the longitudinal direction of the vehicle to the rear by the second wall. In this way, a particularly rigid support of the connection area in the transverse direction of the vehicle to the outside can be realized. For example, in the event of a frontal impact with full width coverage, the structural element allows the connection area and thus the struts to be rearranged to the rear in the vehicle's longitudinal direction as a result of an accident, so that excessive rigidity of the front end structure can be avoided in a frontal impact with full width coverage.

In order to be able to distribute and support accident-related forces in a particularly advantageous manner, so that, on the one hand, in the event of a frontal impact with a small width coverage, a sufficiently high rigidity of the respective side of the front end structure is achieved, but in a frontal impact with a full width coverage, an excessively high rigidity of the respective side can be avoided , it is provided in a further embodiment of the invention that the rear connection area of the struts engages in the recess, and is therefore arranged in the recess.

Another embodiment of the invention provides that the connection area is fixed on the structural element. The structural element has a first wall area directly adjoining the connection area to the rear in the longitudinal direction of the vehicle and directly adjacent to the connection area, with a respective second wall area of the structural element directly adjoining the connection area on both sides of the connection area in the transverse direction of the vehicle.

The first wall area has a lower rigidity than the respective second wall area, so that the first wall area can already be deformed or is deformed by the aforementioned first force, while a deformation of the respective second wall area caused by the aforementioned second force is omitted. In this way, a connection of the connection area to the structural element that is sufficiently rigid for a frontal impact with a small width overlap can be ensured, so that the respective side can act sufficiently rigidly in a frontal impact with a small width overlap. For a frontal impact with full width coverage, however, the connection of the connection area to the structural element is sufficiently soft, so that excessive rigidity of the sides themselves can then be avoided.

In order to be able to absorb and guide forces caused by an accident in a particularly advantageous manner, a further embodiment of the invention provides that the front connecting areas are formed by front ends of the struts. The struts are thus connected to the longitudinal beam via their front ends. Expressed again in other words, the front, free ends of the struts are connected to the longitudinal beams.

Another embodiment is characterized in that the rear connection area comprises a respective rear end of the struts. Thus, the struts are held on the structural element, for example, via a respective rear end. Expressed again in other words, the respective rear end of the struts is held on the structural element in the manner described. In this way, accident-related forces can be guided particularly advantageously, so that particularly advantageous accident behavior can be represented.

In a further, particularly advantageous embodiment of the invention, the front end structure has an end wall which is arranged in the longitudinal direction of the vehicle behind the side members and behind the structural element and to which the structural element is fixed, in particular directly. Thus, for example, the side members extend in the vehicle longitudinal direction towards the front away from the front wall. By means of the front wall, also referred to as a bulkhead, the interior space is, for example, subdivided or separated in the longitudinal direction of the vehicle from an area arranged in front of the front wall in the longitudinal direction of the vehicle. In this case, for example, the front wall delimits the interior space at least partially, in particular at least predominantly, towards the front in the longitudinal direction of the vehicle. By fixing the structural element on the front wall, accident-related loads, which, for example, in a frontal impact with a small width coverage or with full width coverage from the struts, also known as stiffening struts, can be transferred particularly well from the structural element to the front wall and thus supported , so that a particularly advantageous accident behavior can be represented.

Finally, it has been shown to be particularly advantageous if a drive machine designed for driving the passenger vehicle and designed, for example, as an electrical machine, is at least partially overlapped upward in the vertical direction of the vehicle by the struts and the structural element. This enables particularly advantageous accident behavior to be represented. For example, the electrical machine, which is optionally provided, can drive a front axle of the passenger vehicle.

A second aspect of the invention relates to a passenger car with a front vehicle structure according to the first aspect of the invention. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

• 1 eine schematische Draufsicht eines erfindungsgemäßen Personenkraftwagens bei einem Frontalaufprall mit geringer Breitenüberdeckung;
• 2 eine schematische Draufsicht einer Personenkraftwagens bei einem Frontalaufprall mit voller Breitenüberdeckung;
• 3 eine schematische Perspektivansicht einer erfindungsgemäßen Vorderwagenstruktur des Personenkraftwagens gemäß einer ersten Ausführungsform;
• 4 eine schematische Draufsicht der Vorderwagenstruktur gemäß der ersten Ausführungsform bei dem Frontalaufprall mit geringer Breitenüberdeckung;
• 5 eine schematische Draufsicht der Vorderwagenstruktur gemäß der ersten Ausführungsform bei dem Frontalaufprall mit voller Breitenüberdeckung; und
• 6 eine schematische Draufsicht der Vorderwagenstruktur gemäß einer zweiten Ausführungsform.

Details of the invention emerge from the description of the figures and the drawings. Here shows:

• 1 a schematic plan view of a passenger car according to the invention in a frontal collision with a small width coverage;
• 2 a schematic plan view of a passenger car in a frontal collision with full width coverage;
• 3 a schematic perspective view of an inventive front structure of the passenger car according to a first embodiment;
• 4th a schematic plan view of the front end structure according to the first embodiment in the frontal impact with small width coverage;
• 5 a schematic plan view of the front end structure according to the first embodiment in the frontal impact with full width coverage; and
• 6th a schematic plan view of the front end structure according to a second embodiment.

In the figures, elements that are the same or have the same function are provided with the same reference symbols.

1 shows a schematic plan view of a passenger car 1 in the event of a frontal impact with a small width overlap. In the context of a frontal impact with a small width overlap, an accident barrier, also simply referred to as a barrier, collides 2 which is less than half the width of the passenger car in the transverse direction of the vehicle 1 covered, in the vehicle longitudinal direction from front to back against the passenger car 1 , especially against its front 3 . The car 1 has a self-supporting body, also referred to as a shell 4th on, which is also referred to as a passenger compartment or passenger compartment 5 for people, such as the driver of the passenger car 1 limited.

2 shows the passenger car in a schematic plan view 1 in a frontal collision with full width coverage. In such a frontal collision with full width coverage, an accident barrier collides 2 , which is also referred to as a barrier and covers the entire width of the passenger car in the transverse direction of the vehicle 1 overlaps or overlaps, in the vehicle longitudinal direction from front to back against the passenger vehicle 1 or its front 3 .

3 shows a front vehicle structure in a schematic perspective view 7th of the passenger car 1 . It is in the 3 until 5 a first embodiment of the front end structure 7th shown. The front end structure 7th has two longitudinal members spaced from one another in the transverse direction of the vehicle 8th and 9 on. The transverse direction of the vehicle is indicated by a double arrow 10 illustrated. The respective longitudinal beam 8th , 9 extends at least substantially in the transverse direction of the vehicle, indicated by a double arrow 11 is illustrated. The side members 8th and 9 are, for example, components of the body, also known as the body shell 4th . The body 4th also includes a floor 12th through which the interior 5 is at least partially, in particular at least predominantly or completely, limited downwards in the vertical direction of the vehicle. It also includes the body 4th Body domes 13th and 14th , which are also simply referred to as domes or landing gear domes. The domes are optional and could be omitted. Here are the side members 8th and the body dome 13th on the same side S1 the front end structure 7th arranged. The longitudinal beam 9 and the body dome 14th are on the same side in the transverse direction of the vehicle S1 opposite, second page S2 the front end structure 7th or the passenger car 1 arranged. In the forward direction of travel of the passenger car 1 is the side S1 the right side of the front body structure 7th and passenger cars 1 so that the second side S2 the left side of the front body structure 7th and thus of the passenger car 1 is. The in 1 The frontal impact shown with a small width overlap collides with the crash barrier 2 thus against the left side of the front end structure 7th or the passenger car 1 . The in 2 The frontal impact shown with full width coverage hits the crash barrier 6th at the same time or to the same extent against both sides S1 and S2 the front end structure 7th .

The front end structure 7th also includes two in addition to the side members 8th and 9 provided and preferably separate from the body 4th trained pursuit 15th and 16 which can be formed separately from one another and connected to one another.

It is also conceivable that the struts 15th and 16 are formed integrally with one another. The struts run starting from their respective connection areas which are at the front in the longitudinal direction of the vehicle V1 and V2 over which the struts 15th and 16 on the side members 8th and 9 are tied towards each other in the longitudinal direction of the vehicle towards the rear. The connecting areas V1 and V2 are arranged at the same height in the longitudinal direction of the vehicle and spaced apart from one another in the transverse direction of the vehicle. Here is the strut 15th about their connection area V1 to the right side member 8th tied up, and the strut 16 is about their connection area V2 to the left side member 9 tied up.

The body domes 13th and 14th can be part of the structure of the front end of the vehicle 7th be. The body 4th also has a front end wall, also referred to as a bulkhead 17th which is also part of the front end structure 7th can be. Here are the side members 8th and 9 as well as the struts 15th and 16 in the longitudinal direction of the vehicle in front of the bulkhead 17th arranged, in particular such that the longitudinal beams 8th and 8th and the striving 15th and 16 in the longitudinal direction of the vehicle towards the rear through the bulkhead 17th are overlapped or covered. For example, the side members are 8th and 9 , especially in each case directly, to the front wall 17th tied up. The side members 8th and 9 extend in the vehicle longitudinal direction towards the front from the front wall 17th path.

To now a particularly advantageous accident behavior of the passenger car 1 The struts are to be able to realize both for the frontal impact with a small width coverage as well as for the frontal impact with full width coverage 15th and 16 over one's striving 15th and 16 common, in the vehicle longitudinal direction behind the front connection areas V1 and V2 arranged connection area A. of striving 15th and 16 on one in the transverse direction of the vehicle between the side members 8th and 9 arranged structural element 18th the front end structure 7th held in such a way that the connection area A. and thus the striving 15th and 16 in the transverse direction of the vehicle outwardly more rigidly than in the longitudinal direction of the vehicle to the rear on the structural element 18th are supported. the end 3 can be seen that the struts 15th and 16 and the structural element 18th an additional structure 19th form, through which, depending on whether it comes to the frontal impact with a small width coverage or the frontal impact with full width coverage, a variable rigidity of the front end structure 7th , especially the respective page S1 and S2 can be realized. Furthermore, there is the respective front connection area V1 respectively V2 through a respective front end E1 the respective strut 15th respectively 16 formed so that the respective strut 15th respectively 16 at their respective free end E1 to the respective longitudinal member 8th respectively 9 is connected. The rear connection area A. includes a respective rear end E2 of striving 15th and 16 so that the striving 15th and 16 in the vehicle longitudinal direction towards the rear at the end E2 and thus end at the connection area A1.

4th shows the structure of the front end 7th according to the first embodiment in the frontal impact with a small width coverage. That’s in 4th by a power arrow F1 illustrates an accident-related force that occurs as the accident barrier 2 in the longitudinal direction of the vehicle from front to back only on the side S2 and not on the side as well S1 bounces. Also illustrate power arrows F2 and F3 Forces resulting from the force arrow F1 illustrated force result and accordingly by the structure of the front end 7th be directed. The one through the power arrow F2 illustrated force is for example via the left side member 9 in underlying structural elements, such as the front wall 17th , directed. The one through the power arrow F3 illustrated force is via the left strut 16 to the structural element 18th directed. Thus, the accident-related is divided by the power arrow F1 the force illustrated by the force arrows F2 and F3 illustrated forces. This allows a sufficiently high rigidity of the page S2 can be realized so that excessive intrusions can be avoided. The one through the power arrow F3 illustrated force is an additional force due to deformation of the structural element 18th , with this additional force, for example, in the case of a frontal impact with full width coverage due to the fact that the connection area A. in the transverse direction of the vehicle outwardly more rigidly than in the longitudinal direction of the vehicle to the rear on the structural element 18th supported, does not arise or arises to a lesser extent.

5 shows the structure of the front end 7th according to the first embodiment in the frontal impact with full width coverage. Power arrows F1 and F1 ' illustrate forces that result from the accident barrier 6th to the same extent and at the same time on the sides S1 and S2 hits so that by the power arrows F1 and F1 ' illustrated forces are at least substantially the same. From the through the power arrows F1 and F1 ' Forces resulting from illustrated forces are in 5 by force arrows F2 and F2 ' illustrated and are for example on the side members 8th and 9 in the front wall 17th initiated without deformation of the structural element 18th comes or in the frontal impact with full width coverage, there is less deformation of the structural element 18th compared to the frontal impact with a small width coverage.

In the first embodiment, the structural element 18th a guide running parallel to the longitudinal direction of the vehicle 20th on, as a recess having a longitudinal extension 21 of the structural element 18th is trained. The longitudinal extension runs parallel to the longitudinal direction of the vehicle. About the leadership 20th are the accidental application of force along the guide as a result of the frontal impact with full width coverage 20th Connection area that can be shifted to the rear in the longitudinal direction of the vehicle A. and thereby the striving 15th and 16 on the structural element 18th held. The recess, also known as the recess 21 is for example a through opening or a slot that is the structural element 18th completely penetrates in the vertical direction of the vehicle. The vertical direction of the vehicle is indicated by a double arrow 22nd illustrated. Especially good 4th and 5 it can be seen that the rear connection area A. of striving 15th and 16 into the recess 21 intervenes. The particular relative to the structural element 18th possible relocation of the connection area A. along the recess 21 in the vehicle longitudinal direction to the rear is in 5 by an arrow 23 illustrated.

In the frontal impact with full width coverage, the sides S1 and S2 deformed at the same time. A deformation of the structural element 18th is omitted, so that, in contrast to the frontal impact with a small width overlap, the additional force described in this regard does not occur. This is the respective side S1 per se, that is to say on its own, less stiff than the side in the frontal impact with full width coverage S2 in the case of a frontal impact with a small width overlap. This allows using the pages S1 and S2 In the case of a frontal impact with complete width coverage, impact energy can be absorbed particularly advantageously, and there can be excessive impact on the interior 5 Accelerations acting on stopping people are kept particularly low.

Finally shows 6th a second embodiment of the front end structure 7th . In the first embodiment, the recess, which is also referred to as a recess or is designed as a recess, leaves the recess 21 one relative to the structural element 18th subsequent shift of the connection area A. towards the rear in the longitudinal direction of the vehicle, as the connection area A. not directly on the structural element towards the rear in the longitudinal direction of the vehicle 18th is applied. This is achieved in particular in that the recess 21 has a first length extending in the vehicle longitudinal direction which is greater than a second length extending in the vehicle longitudinal direction into the recess 21 intervening connection area A. .

In the second embodiment, the connection area is A. on the structural element 18th set, in particular such that the structural element 18th in around the vehicle vertical direction and in 6th by a double arrow 24 illustrated circumferential direction of the connection area A. all around directly at the connection area A. is applied. This is to be understood in particular that the structural element 18th one to the rear in the longitudinal direction of the vehicle directly to the connection area A. subsequent and directly to the connection area A. adjacent first wall area W1 and one in the vehicle's longitudinal direction towards the front directly to the connection area A. subsequent and directly at the connection area A. adjacent second wall area W2 having. As in 6th by arrows 25th is illustrated, closes in the vehicle transverse direction to the outside on both sides of the connection area A. a respective one directly at the connection area A. adjoining, third wall area W3 of the structural element 18th directly on, so that the connection area A. in the vehicle longitudinal direction to the rear directly on the wall area W1 , in the vehicle longitudinal direction towards the front directly on the wall area W2 , in the transverse direction of the vehicle outwards to the side S2 towards a first of the wall areas W3 and vehicle transverse direction outward to the side S1 towards a second of the wall areas W3 rests directly and is therefore directly supported in each case. The wall area W1 - as in 6th by the arrows 25th and by another arrow 26th is illustrated - a lower rigidity than the respective wall area W3 on. This can be achieved, for example, in that the wall area W1 has at least one targeted, in particular local, weakening. The weakening can be a local wall thickness reduction of the wall area W1 include, so that for example the wall area W1 a smaller wall thickness than on the wall area 1 subsequent walls of the structural element 18th having. Alternatively or additionally, the opposite to the wall areas W3 lower rigidity of the wall area W1 be realized by appropriate choice of materials from which the wall areas W1 and W3 are formed. Thus is the structural element 18th designed in such a way that it is significantly weaker or less stiff in the longitudinal direction of the vehicle, in particular towards the rear, than in the transverse direction of the vehicle, in particular towards the outside. A recess as in the first embodiment can then be dispensed with. To one relative to the structural element 18th and rearward displacement of the connection area due to an accident in the longitudinal direction of the vehicle A. in the case of a frontal impact with complete width coverage, it then occurs, for example, that the wall area W1 is deformed as a result of the frontal impact with complete width coverage. Because the respective wall area W3 stiffer than the wall area W1 is, there is no shift of the connection area in the frontal impact with a small width overlap A. relative to the structural element 18th in the transverse direction of the vehicle or to a slight displacement so that the side S2 against which the accident barrier 6th bounces, can act much more rigidly than in a frontal impact with full width coverage.

In addition, the passenger car 1 a drive machine also referred to as a drive motor 27 on, by means of which the passenger car 1 is drivable. The prime mover 27 can be an internal combustion engine or an electrical machine. The passenger car is by means of the electric machine 1 for example, especially pure, electrically drivable, so that the passenger car 1 is preferably an electric vehicle, in particular a battery electric vehicle. Here is the prime mover 27 in the vertical direction of the vehicle upwards in each case partly through the struts 15th and 16 and through the structural element 18th covered. Also is the prime mover 27 in the transverse direction of the vehicle on both sides outwards through the side members 8th and 9 and in the vehicle longitudinal direction to the rear through the front wall 17th overlaps or covered.

List of reference symbols

1

Passenger cars

2

Accident barrier

3

front

4th

body

5

inner space

6th

Accident barrier

7th

Front end structure

8th

Side member

9

Side member

10

Double arrow

11

Double arrow

12th

floor

13th

Body dome

14th

Body dome

15th

strut

16

strut

17th

Front wall

18th

Structural element

19th

Additional structure

20th

guide

21

Recess

22nd

Double arrow

23

arrow

24

Double arrow

25th

arrow

26th

arrow

27

Prime mover

A.

Connection area

E1

end

E2

end

F1, F1 '

Power arrow

F2, F2 '

Power arrow

F3

Power arrow

S1

page

S2

page

V1

Connection area

V2

Connection area

W1

Wall area

W2

Wall area

W3

Wall area

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 1498343 A2 [0002]
• DE 102011004057 A1 [0002]
• DE 102011084334 A1 [0002]

Claims (10)

Front end structure (7) for a passenger vehicle (1), with two longitudinal beams (8, 9) spaced apart from one another in the transverse direction (10) of the vehicle, and with two struts (15, 16) provided in addition to the longitudinal beams (8, 9), which proceed from their respective connection areas (V1, V2) at the front in the vehicle longitudinal direction (11), via which the struts are connected to the longitudinal members (8, 9), run towards each other in the vehicle longitudinal direction (11) towards the rear, characterized in that the struts (15 , 16) via a connection area (A) of the struts (15, 16), which is common to the struts (15, 16) and is arranged in the vehicle longitudinal direction (11) behind the front connecting areas (V1, V2), to a connection area (A) of the struts (15, 16) in the vehicle transverse direction (10) between the longitudinal members (8, 9) arranged structural element (18) and are supported in the transverse direction of the vehicle (10) to the outside more rigidly than in the longitudinal direction of the vehicle (11) to the rear on the structural element (18). Front end structure (7) Claim 1 , characterized in that the structural element (18) has a guide (20) running parallel to the longitudinal direction (11) of the vehicle, via which the connection area (A) and which can be displaced backwards in the longitudinal direction (11) of the vehicle as a result of an accident-related application of force along the guide (20) as a result, the struts (15, 16) are held on the structural element (18). Front end structure (7) Claim 2 , characterized in that the guide (20) is designed as a recess (21) of the structural element (18) having a longitudinal extension, the longitudinal extension running parallel to the longitudinal direction (11) of the vehicle. Front end structure (7) Claim 3 , characterized in that the rear connection area (A) of the struts (15, 16) engages in the recess (21). Front-end structure (7) according to one of the preceding claims, characterized in that the connection area (A) is fixed on the structural element (18), which is directly connected to the connection area (A) in the vehicle longitudinal direction (11) to the rear and to the connection area (A) has directly adjacent first wall area (W1), with a respective second wall area (W3) of the structural element (18) directly adjacent to the connection area (A) outward on both sides of the connection area (A) in the transverse direction of the vehicle (10) adjoins, and wherein the first wall area (W1) has a lower rigidity than the respective second wall area (W3). Front vehicle structure (7) according to one of the preceding claims, characterized in that the front connecting areas (V1, V2) are formed by front ends (E1) of the struts (15, 16). Front-end structure (7) according to one of the preceding claims, characterized in that the rear connection area (A) comprises a respective rear end (E2) of the struts (15, 16). Front end structure (7) according to one of the preceding claims, characterized in that in the vehicle longitudinal direction (11) behind the longitudinal members (8, 9) and behind the structural element (18) an end wall (17) is arranged, on which the structural element (18) is fixed is. Front-end structure (7) according to one of the preceding claims, characterized in that a drive machine (27) designed to drive the passenger vehicle (1) upwards in the vertical direction (22) of the vehicle is at least partially supported by the struts (15, 16) and the structural element (18) is overlapped. Passenger car (1) with a front car structure (7) according to one of the preceding claims.

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