EP1692016A2 - Element structurel d'un assemblage pare-chocs d'un vehicule - Google Patents

Element structurel d'un assemblage pare-chocs d'un vehicule

Info

Publication number
EP1692016A2
EP1692016A2 EP04806324A EP04806324A EP1692016A2 EP 1692016 A2 EP1692016 A2 EP 1692016A2 EP 04806324 A EP04806324 A EP 04806324A EP 04806324 A EP04806324 A EP 04806324A EP 1692016 A2 EP1692016 A2 EP 1692016A2
Authority
EP
European Patent Office
Prior art keywords
structural component
bumper arrangement
frame part
bumper
longitudinal extent
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP04806324A
Other languages
German (de)
English (en)
Inventor
Sven Zacheiss
Peter Raim
Peter Diehl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magna Exteriors Germany GmbH
Original Assignee
Magna Exteriors Germany GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Magna Exteriors Germany GmbH filed Critical Magna Exteriors Germany GmbH
Publication of EP1692016A2 publication Critical patent/EP1692016A2/fr
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/04—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement
    • B60R19/12—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement vertically spaced
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/48—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects combined with, or convertible into, other devices or objects, e.g. bumpers combined with road brushes, bumpers convertible into beds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians

Definitions

  • the invention relates to a structural component for mounting in a lower region of a motor vehicle bumper arrangement.
  • Bumper assemblies of today's motor vehicles are generally complex assemblies because the bumper assemblies have to meet a variety of requirements at the same time, e.g. with regard to a favorable drag coefficient, a visual individualization of the vehicle or an effective pedestrian impact protection to meet the current accident safety regulations.
  • the front spoiler can be extended in the longitudinal direction of the vehicle in order to be able to adjust the so-called overhang angle ß to a desired value, with the aim of combining good off-road mobility with effective pedestrian impact protection.
  • DE 43 07 837 AI discloses a cross member arrangement for a front bumper of a motor vehicle, with which accidental impact forces are to be absorbed.
  • the cross member arrangement comprises two mutually parallel carrier profiles, which are designed in terms of their dimensions and their arrangement with respect to one another in such a way that a so-called slip deformation of one of the two carrier profiles occurs when force is applied.
  • the shape- Change energy supports the absorption of accidental impact forces.
  • DE 199 12 272 shows a bumper arrangement which comprises a cross member and a cross member provided below the cross member.
  • the cross member is connected to the longitudinal members of the vehicle body by means of spacer brackets, the cross member and / or the spacer brackets being divided at least in regions into at least two deformation regions with different force levels one behind the other in the vehicle longitudinal direction.
  • a disadvantage of this bumper arrangement is that a bending stiffness in a direction transverse to the cross member or cross member in an area adjacent to the cross member, i.e. is higher in a lower area of the bumper arrangement and thus implies a greater risk of breakage for passers-by in the area of a lower leg.
  • EP 1 046 546 AI discloses a bumper of a motor vehicle, the mechanical properties of the bumper being adapted with regard to effective pedestrian impact protection.
  • the bumper has a higher rigidity in its lower region than in its upper region. In the event of a collision with a pedestrian, the impact force is therefore concentrated on the lower area of the bumper. This can disadvantageously result in an undesirably high local force concentration in the leg area of the pedestrian, which also implies an excessive risk of breakage.
  • a large number of conventional bumper systems are subject to the disadvantage that they do not or only partially meet the full number of points of the currently applicable EU regulation on pedestrian protection, ie the so-called EURO NCAP.
  • some known bumpers behave S ysteme in the event of a frontal impact of a pedestrian due to massive cross member elements or the like so stiff that the breaking force is exceeded in the lower leg.
  • the invention has for its object to provide a structural component for mounting in a lower region of a motor vehicle bumper arrangement, with which the risk of breakage for the lower leg is minimized as possible in the event of an impact with a pedestrian and with which the aforementioned disadvantages with regard to the state of the Technology can be overcome.
  • the structural component according to the invention limits the bending angle of a lower leg of the passer-by upon impact with the bumper, since the lower leg is kept essentially parallel when it comes into contact with the cladding. According to the invention, the rotational movement of the lower leg is thus limited, which enables uniform behavior over the entire height of the impact zone according to the relevant pedestrian protection directive, ie the current EU regulation EURO NCAP.
  • the structural component according to the invention which is provided for mounting in a lower region of a bumper arrangement, has a spring characteristic with respect to a bending load substantially perpendicular to its longitudinal extent, which is coordinated with the spring characteristic of a part of the bumper arrangement adjoining it, is used for the bumper arrangement one compared to conventional Arrangements achieved harder response to a bending deformation in the direction of travel or transverse to a longitudinal extent of the bumper arrangement.
  • the bumper arrangement deforms uniformly over its height. This so-called harder response of the structural component according to the invention or a bumper arrangement provided with it, as already explained, reduces the bending angle with respect to a lower leg of the passer-by concerned.
  • the above-described property of the structural component according to the invention with respect to its spring characteristic can expediently be achieved by at least one stiffening element which is designed in a direction essentially transverse to the longitudinal extent of the structural component.
  • the stiffening element thus extends to the rear, as seen in the direction of travel, which improves the spring characteristic in the lower region of the bumper arrangement.
  • the stiffening element e.g. Length in a direction transverse to the longitudinal extension, wall thickness or the like
  • the spring characteristic of the structural component with respect to bending in a direction substantially transverse to the longitudinal extension of the structural component can be set as desired.
  • the spring characteristic can also be adapted to the requirements of the bumper arrangement by a plurality of stiffening elements.
  • the structural component can have at least one air inlet which faces the direction of travel of the motor vehicle and which forms a passage in the direction of an engine compartment.
  • the structure component additionally achieves the effect of an air inlet or an air duct in the direction of the engine compartment, which improves the cooling of the engine and, if necessary, helps to prevent thermal shock to the engine.
  • the structural component serves here in its function as an insert in the bumper arrangement at the same time as an air inlet grille, so that the front appearance of the bumper arrangement cannot readily be seen as such that it meets such high requirements for passive safety as explained above.
  • the structural component according to the invention there is no change in the optical appearance of the bumper arrangement, which in today's motor vehicles is strongly dominated by air intakes and the like.
  • the structural component has a projection of essentially zero with respect to a region of the remaining bumper arrangement which adjoins the upper edge of the structural component. This advantageously ensures that in the event of a frontal impact with a passer-by the leg area of the passer-by is hit flat and a correspondingly small bending angle is established.
  • the structural component can be formed in one piece with an air inlet grille of the bumper arrangement, which adjoins its upper edge. Furthermore, a lower edge of the structural component can extend in the direction of the engine compartment in order to at least partially shield a cooling module carrier or the like arranged above it from below. As a result, the cooling module carrier is protected, for example, against curbs or the like.
  • the structural component thus serves as a so-called multifunctional part, which, in conjunction with the bumper arrangement, serves, inter alia, as a radiator grille, an air guiding part or also as a stiffener in the spoiler area.
  • a frame part can be arranged at the lateral ends of the structural component according to the invention, which causes a lateral stiffening.
  • the frame part can have, for example, at least one box structure which extends essentially transversely to the longitudinal extent of the structural component.
  • the respective frame parts can either be provided as separate components and be positively connected to the lateral ends of the structural component.
  • the structural component can also be formed in one piece with the frame parts.
  • a torsionally rigid fastening of the frame parts is advantageously achieved in that the corresponding fastening points with the vehicle body, in particular in a lateral outer region of the body, i.e. as far out as possible.
  • the introduction of the impact force via the frame part into the body is advantageously improved in that the respective frame part adjacent to a body part has an essentially vertically extending support surface which, when the structural component is mounted, has a corresponding one Body part is in plant.
  • the above-mentioned integration of the functions in the structural component according to the invention or in the bumper arrangement reduces the partial sizes, the weight and the costs.
  • the cost reduction results from the lower manufacturing costs of only one part and also from the reduced assembly work.
  • the Design as a molded part also allows for great freedom in coordinating the required hardness of the bumper trim in the spoiler area.
  • the structural component is made from a hard plastic material, with injection molding being particularly suitable.
  • injection molding is particularly suitable.
  • manufacturing by means of thermoforming or injection molding is possible in the same way.
  • the plastic material used for the production can expediently consist of a polypropylene, which is particularly suitable because of its good mechanical properties and its favorable raw material price.
  • An outer cladding is expediently attached to the structural component in order to meet the customary requirements for a desired visual appearance.
  • the outer cladding can be attached to the structural component, for example, in a form-fitting manner by means of an expansion rivet connection, a clip connection, sheet metal plug-in clip nut or the like. All of these types of connections can be handled easily during assembly and ensure a very short assembly time in conjunction with a secure and precise fitting of the cladding to the structural component.
  • the structural component and / or the frame part attached to it and the cladding each have a support lug, wherein they engage with one another by means of the support lugs.
  • the respective support lugs are essentially formed in the longitudinal extent of the structural component. If there is a frontal impact and, accordingly, an impact force that acts on the outer panel against the direction of travel from the outside, this is due to the respective Support lugs, which are in engagement with one another, prevent the covering and structural component or frame part from sliding relative to one another. This results in a defined introduction of the impact force into the vehicle body in the direction of the vehicle's longitudinal axis.
  • a further improved force absorption in the event of a frontal impact is provided by an impact damper, by means of which the bumper arrangement with the structural component according to the invention is mounted on a cross member of a body, the impact damper having a hollow in the vertical direction.
  • the cavity is arranged on a side surface of the impact damper, which adjoins the cross member.
  • Figure 1 shows a perspective view of a structural component according to the invention in a lateral section.
  • FIG. 2 shows a section of a central region of the structural component from FIG. 1 in a lateral cross-sectional view with an outer covering attached to it.
  • FIG. 3 shows a side cross-sectional view of the structural component according to the invention analogous to FIG. 2.
  • FIG. 4 shows a section of an outer area of the structural component according to the invention in a lateral cross-sectional view with a lateral frame part attached to it.
  • FIG. 5 shows the structural component according to the invention in the assembled state with a bumper arrangement in a lateral cross-sectional view.
  • FIG. 6 shows a greatly simplified cross-sectional side view of a bumper arrangement with a structural component mounted therein in interaction with a leg of a passer-by.
  • FIG. 1 shows an embodiment of a structural component 10 according to the invention in a perspective view from the rear, ie as seen from an engine compartment. Due to the symmetrical structure of the structural component, only a left region thereof is shown in FIG.
  • the structural component 10 has a longitudinal extension in the y direction.
  • a plurality of stiffening elements 11 in the form of reinforcing ribs are provided over the width of the structural component, ie along the longitudinal extent in the y direction, which are essentially transverse to the longitudinal Extension of the structural component, ie extend in the x direction.
  • the respective reinforcing ribs 11 are shown in FIG. 1 with dashed lines.
  • the orientation of the respective reinforcing ribs 11 in the x-direction which corresponds to the direction of travel of a motor vehicle, as well as a suitably chosen thickness of the reinforcing ribs and also their length in the x-direction influence, as desired, a spring characteristic of the structural component with respect to a bending load in the x direction, ie in a direction substantially transverse to the longitudinal extension of the structural component.
  • the configuration of the reinforcing ribs 11, in addition to the general properties of a material that is used to produce the structural component 10, has a significant influence on the bending stiffness of the structural component in the x-direction or on the corresponding spring characteristic with respect to a bending load a direction substantially transverse to the longitudinal extent of the structural component.
  • the aforementioned spring characteristic of the structural component in this direction is suitably chosen so that it is coordinated with a spring characteristic of a part of the bumper arrangement adjacent to the structural component (not shown in FIG. 1). This is explained in more detail below with reference to FIG. 6.
  • the structural component 10 has on its side facing the direction of travel a plurality of air inlets 12 which form an air passage to an engine compartment arranged behind the structural component.
  • this offers the advantage of a larger air supply into the engine compartment and of a desired appearance of the vehicle in a front view.
  • an air inlet grille 14 is arranged, which extends in the y direction.
  • the air inlet grille 14 is formed in one piece with the structural component 10, for which purpose in particular the injection molding of a plastic such as e.g. Polypropylene or the like is suitable.
  • a plastic such as e.g. Polypropylene or the like
  • other manufacturing processes for a plastic are possible, e.g. Thermoforming, injection molding or the like.
  • the air inlet grille 14 also has a plurality of recesses 16 on its upper edge 15, with which the air inlet grille 14 and thus also the structural component 10 can be suitably connected to a part of the bumper arrangement adjacent to it in FIG. 1 (not shown) above it, eg by means of snap connections, screw connections or the like.
  • a frame part 17 is attached to the lateral ends of the structural component 10, whereby a lateral stiffening of the bumper arrangement is achieved.
  • the frame part 17 is positively connected to a side region 19 of the structural component 10 by means of a flange section 18 formed laterally thereon.
  • the frame part 17 has on its rear side a projecting web 20, in which a through hole 20a is formed.
  • the frame part 17 can be suitably connected to a body part in a simple manner by means of a screw connection which is passed through the through hole 20a.
  • the frame part 17 also has on its upper side a plurality of recesses 16, with which, in the same way as in the case of the air inlet grille 14, a connection or an attachment to one above thereof adjacent part of the bumper assembly can be achieved.
  • the frame part 17 has two box-shaped extensions 21 in the x-direction, which give the frame part 17 a relatively great rigidity, in particular when there is bending stress in the x-direction.
  • the respective extension 21 On a rear side, the respective extension 21 has a support surface 22, which is essentially in the vertical direction, i.e. runs in the z direction. If the structural component 10 is mounted together with the frame part 17 on the vehicle body, the support surface 22 is in contact with a correspondingly designed contact surface 23 (see FIG. 4) of the vehicle body. This ensures a desired frictional connection from the frame part 17 in the direction of the contact surface 23 of the vehicle body in the x direction.
  • the frame part 17 also has a central recess 21a, which serves to accommodate fog lights, additional headlights or the like.
  • the frame part 17 as well as the air inlet grille 14 can otherwise additional brackets or the like for receiving additional vehicle equipment e.g. of temperature sensors or the like.
  • the structural component 10 or the air inlet grille 14 and the frame part 17 have the importance of a so-called multifunctional part.
  • An outer covering 24 is mounted on an outer side of the structural component 10. The attachment of the covering 24 to the structural component 10 and to the vehicle body is explained in detail below.
  • FIG. 2 shows a lateral cross section of a central region of the structural component 10 shown in FIG. 1.
  • the cladding 24 extends from a lower edge of the air inlet grille over an outer surface 25 of the structural component 10 further in the x direction to an area below the engine compartment symbolically marked with M in FIG.
  • the covering 24 is fastened in recesses 16 formed therein by means of at least one snap connection 26.
  • the cladding 24 is also fastened to the vehicle body by means of a suitable screw connection 27.
  • the cladding 24 has a plurality of through holes 28 at its rear edge, through which the respective screws are guided in order to engage in threaded sockets or the like provided in a body part 29.
  • the cladding 24 is additionally connected to a central area of the structural component by means of a plurality of expansion rivets 30, so that a precise and therefore rattle-free and reliable fastening of the cladding 24 is ensured over the longitudinal extension of the structural component, ie in the y-direction.
  • a supporting lug 32, 33 is formed, which engages with one another when the cladding is installed.
  • the support lug 32 formed on the outer surface 25 of the structural component 10 is designed in such a way that it engages under the support lug 33 formed on the inner surface 31 of the cladding. This prevents mutual displacement of the cladding 24 and the structural component 10 relative to one another in the case of an external force action shown by an arrow F in FIG. In other words, the mentioned external force does not cause the sliding clothing 24 on the outer surface 25 downward in the Z direction, so that the impact force is specifically derived via the structural component 10 into the vehicle body.
  • the recesses 16 are also shown, which are formed in the air inlet grille 14 at its upper edge 15.
  • the upper edge 15 of the air inlet grille 14 is suitably connected by means of a suitable snap connection 26 'to a part of the bumper arrangement adjacent (not shown) above it.
  • FIG. 3 shows the central region of the structural component 10 in a lateral cross-sectional view in a representation analogous to FIG. 2.
  • the cladding 24 is now fastened to the structural component 10 with a clip connection 34, which in the same way as the connection explained above by means of the expanding rivets 30 ensures a reliable and precisely fitting attachment of the covering 24.
  • FIG. 4 shows a lateral region of the structural component in a lateral cross-sectional view, in which region the frame part 17 is attached to the structural component 10.
  • a front edge of the frame part also has a support lug 36 in the region of an end face 35 of the box-shaped extension 21, which, in the same way as the support lug 32 of the structural component 10, now engages with the support lug 33 of the cladding 24 in order to prevent it from sliding off To prevent the Z direction as explained above.
  • the frame part 17 On its opposite side, which faces the engine compartment M, the frame part 17 is in the assembled state with its support surface 22 in contact with the contact surface 23 of the body part, which results in a very secure fixing tion in the x direction results.
  • the cladding 24 also has a further through hole 28 in a lateral edge region thereof, which is aligned coaxially with the through hole 20 a formed in the projecting web 20 of the frame part 17.
  • the panel 24 and the frame part 17 can be fastened together with the screw connection 27 to the body part.
  • the corresponding connection or screwing point for fastening the screw connection 27 to the vehicle body 29 is as far out as possible, so that a reliable and thus high-quality attachment to the vehicle body is ensured even in an outer region of the bumper arrangement.
  • the cladding 24 surrounds the upper edge of the end face 35 of the frame part 17 with a projection 37.
  • a protrusion 37 ensures secure attachment of the covering 24 above the end face 35 of the frame part 17, e.g. by gluing, clipping, screwing or the like.
  • the box-shaped extension 21 gives the frame part 17 the effect of a so-called hard spring, according to which the frame part 17 has the same spring characteristic with respect to a bending load in the x-direction as the adjacent structural component 10.
  • the bumper arrangement in which the structural component 10 or the frame part 17 is mounted imparting a constant deformation property in the x direction over the entire width of the vehicle, since the frame part and structural component essentially have a matching spring characteristic.
  • the respective spring characteristic of the structural component and frame part coincides with a spring characteristic of a part of the bumper arrangement adjoining it. agreeable, which minimizes the so-called bending angle when a passer-by's leg rolls off in the event of a frontal impact, resulting in a so-called softer roll-off.
  • FIG. 5 shows a bumper arrangement 60 with a structural component mounted thereon in a greatly simplified side cross-sectional view.
  • An upper region 38 of the bumper arrangement 60 is fastened to a further part 29 ′ of the vehicle body via a so-called impact damper 39, which is designed in the form of a cross member.
  • the impact damper 39 has a concave cavity 41 on an inner side 40 which faces the vehicle body part 29 ′, which results in a so-called softer rolling of the leg area of the pedestrian as a result of a corresponding deformation of the impact damper 39.
  • the structural component 10 is attached in a lower region 42 of the bumper arrangement 60.
  • the structural component 10 and in connection therewith the respective frame parts 17 are suitably designed such that there is only a minimal projection in the x-direction to the upper region 38 of the bumper arrangement.
  • This supernatant is designated " ⁇ " in FIG. 5.
  • This ensures that the leg area of a passer-by is hit flat in the event of a frontal impact and that, as desired, only a small so-called bending angle is established.
  • the lower leg of a passer-by is kept essentially parallel in the event of a frontal impact.
  • FIG. 6 this is shown in principle in a lateral cross-sectional view.
  • a leg 50 of a passer-by is indicated here with dashed lines. Due to the minimal protrusion ⁇ , the preferred as the value assumes zero, the leg 50 of the passer in the knee area 51 and in the lower leg 52 is almost simultaneously affected by the front edge of the bumper arrangement, so that the bending angle ⁇ is pivoted about that of the thigh 53 around the knee joint 51, only takes a small value.
  • the structural component according to the invention which is to be installed in a lower area of a motor vehicle bumper arrangement, the relevant provisions for pedestrian protection according to the current EURO NCAP standard can be met in full, so that the risk of injury both for adults and for smaller people People such as children or the elderly are significantly reduced.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Cet élément structurel à monter dans la zone inférieure d'un assemblage pare-chocs d'un véhicule s'étend dans le sens longitudinal et sa section transversale est conçue de sorte que sa courbe caractéristique d'élasticité par rapport à une charge de flexion dans une direction (x) sensiblement transversale à sa longueur coïncide sensiblement avec une courbe caractéristique d'élasticité d'une partie de l'assemblage pare-chocs adjacente au côté supérieur de l'élément structurel.
EP04806324A 2003-12-09 2004-12-09 Element structurel d'un assemblage pare-chocs d'un vehicule Ceased EP1692016A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10358473 2003-12-09
PCT/IB2004/004054 WO2005056344A2 (fr) 2003-12-09 2004-12-09 Element structurel d'un assemblage pare-chocs d'un vehicule

Publications (1)

Publication Number Publication Date
EP1692016A2 true EP1692016A2 (fr) 2006-08-23

Family

ID=34672715

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04806324A Ceased EP1692016A2 (fr) 2003-12-09 2004-12-09 Element structurel d'un assemblage pare-chocs d'un vehicule

Country Status (5)

Country Link
US (1) US7325861B2 (fr)
EP (1) EP1692016A2 (fr)
JP (1) JP2007513832A (fr)
CA (1) CA2550087A1 (fr)
WO (1) WO2005056344A2 (fr)

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WO2005056344A3 (fr) 2005-08-25
US7325861B2 (en) 2008-02-05
WO2005056344A2 (fr) 2005-06-23
CA2550087A1 (fr) 2005-06-23
US20070108779A1 (en) 2007-05-17

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