DE102023111298A1 - MOTOR VEHICLE - Google Patents

Abstract

For the purpose of saving installation space in a motor vehicle (10), comprising a bulkhead structure (20), two spring supports (22) for each receiving a spring strut (22.1), at least one front area unit (24.1, 24.2), and a front deformation area (26), it is provided that the spring supports (22) are attached to the bulkhead structure (20), the front area unit (24.1, 24.2) is arranged between the two spring supports (22), the front deformation area (26) is formed in the X direction of the motor vehicle between the spring supports (22) and a front area start (28.1), and each front area unit (24.1, 24.2) is arranged outside the front deformation area (26).

Description

field of the invention

The present invention relates to a motor vehicle having the features of the preamble of patent claim 1.

Background of the invention

Motor vehicles with a bulkhead structure, two spring supports for each receiving a spring strut, at least one front area unit, and a front deformation area are known in various designs from the prior art.

An “aggregate” is to be understood as a block-forming element that is essentially designed to be non-deformable in the event of an impact of the motor vehicle. This includes, for example, drive units such as an internal combustion engine or electric motor, a braking device, an air conditioning compressor, storage outlets, a pump, a high-voltage component, a power electronics component, or similar. In the event of an impact, these aggregates essentially retain their shape. In contrast, a “deformation area” is to be understood as a deformable area of a vehicle body that is designed to absorb the resulting impact energy through its deformation in the event of an impact.

Typically, the front-end units and spring supports are arranged in the front area of the vehicle along longitudinal or engine supports of the vehicle body, which extend in the X direction of the vehicle. These supports are deformable, particularly in the event of a frontal crash, and thus serve to dissipate energy.

These known arrangements are designed to meet load-bearing requirements in crash scenarios, but this results in an increased installation space requirement and increased weight.

However, light electric vehicles in particular, for example those in EC vehicle classes L6e and L7e, must not exceed certain size and weight specifications.

The present invention is therefore based on the object of reducing the required installation space in a motor vehicle and using it in an improved manner, while at the same time meeting requirements for resilience in crash scenarios.

Summary of the Invention

The inventive solution of the problem is achieved by the features of patent claim 1. Advantageous further developments of the invention emerge from the subclaims.

The invention relates to a motor vehicle, comprising a bulkhead structure, two spring supports for each receiving a spring strut, at least one front area unit, and a front deformation area, characterized in that the spring supports are attached to the bulkhead structure, the front area unit is arranged between the two spring supports, the front deformation area is formed in the X direction of the motor vehicle between the spring supports and a front area start, and each front area unit is arranged outside the front deformation area.

Because the spring support is attached to the bulkhead structure, the installation space in the X direction of the vehicle is initially reduced. In addition, the arrangement of the front area unit between the two spring supports and the front deformation area without any front area unit makes it possible to make the front deformation area shorter, which further reduces the installation space in the X direction of the vehicle. In summary, a shortened vehicle length is achieved in the front area by arranging the front deformation area and spring supports separately in the X direction of the vehicle with at least one front area unit in between, while at the same time a sufficiently dimensioned front deformation area can be provided that meets the requirements for load capacity in crash scenarios.

In this case, “attached” refers to all configurations of attaching the spring support to the bulkhead. The spring support and the bulkhead can be connected to one another as individual parts, for example via welded, adhesive, screwed or similar connections. However, it is also conceivable that the spring support and the bulkhead are designed together as a one-piece molded part, i.e. made from a single piece.

In principle, it is conceivable that another front area unit is also arranged in the Z direction of the vehicle below the spring supports. Preferably, however, all front area units are arranged between the two spring supports. This means that the structural rigidity of the bulkhead structure can be further increased by the block-forming front area units.

Preferably, the spring support is attached flat to the bulkhead structure. This allows the spring support to be attached to the bulkhead structure in a simple manner and increases the structural rigidity.

In a further embodiment, the spring support is attached to the bulkhead structure via a positive connection. In this way, the spring support can be attached particularly well to the bulkhead structure and the structural rigidity can be further increased. It is also conceivable that, in addition or as an alternative, the spring support is attached to the bulkhead structure via a force-fit or material-fit connection.

In a further embodiment, the front area unit is designed as a heating/air conditioning unit. Due to the relocation of the heating/air conditioning unit to the front area, the interior of a passenger cell is enlarged for passengers.

In a further embodiment, the motor vehicle further comprises a rim, wherein a rim size is 14 inches or less. The rim size is particularly preferably 13 inches. Typically, larger rim sizes are preferred in the prior art. However, smaller diameter lines of the rims or wheels increase the free crash length in a wheel load path, thereby further increasing safety. The reason for this is that the smaller the rims or wheels, the easier they are to locate (“package”) in the vehicle. This means that more installation space is available for deformation and thus energy absorption in the event of a crash. The positive consequence: even with little installation space, a sufficiently large crumple zone is still formed, which enables a short front end or rear end.

In a particularly preferred embodiment, a vehicle drive unit is arranged in a rear area of the motor vehicle such that in the X direction of the motor vehicle a rear rim is arranged closer to a rear end than the vehicle drive unit. Both the vehicle drive unit and the rim are to be regarded as block-forming elements similar to the front area units, which are essentially not deformed in the event of an impact. As a result, blocking in the event of a rear impact occurs via the wheel load path and not in the area of the vehicle drive unit.

The rear rim and the vehicle drive unit are preferably arranged overlapping in the Y direction of the motor vehicle. This allows the rear rim and the vehicle drive unit to be arranged in the rear area in a particularly space-saving manner.

The vehicle drive unit is particularly preferably designed such that it is smaller than or equal to a rim diameter in the X or Z direction of the motor vehicle. In relation to the X direction, the proportion of blocking via the rim is thus advantageously increased. In relation to the Z direction, the volume of the luggage compartment in the rear area can be increased.

In all embodiments, it is also conceivable that the length of the motor vehicle in the X direction is less than or equal to 3 m. This makes it possible to provide a particularly compact motor vehicle.

In a particularly preferred embodiment, the motor vehicle is designed as a light electric vehicle. Since light electric vehicles are subject to size and weight specifications, the advantageous effects of the present inventions described are particularly helpful in meeting the size and weight specifications. In particular, the motor vehicle can be designed as a light electric vehicle of the EC vehicle class L6e or L7e in accordance with EU Regulation No. 168/2013 It is also conceivable that the empty weight of the light electric vehicle without the drive battery can be up to 450 kg. It is also conceivable that the total length of the light electric vehicle in the X direction is limited to 3 m.

In general, a reduced installation space is also advantageous for all types of vehicles, as it leads to a desirable reduction in traffic area in urban traffic.

character description

• 1 eine schematische Schnittansicht eines Frontbereichs einer Ausführungsform eines erfindungsgemäßen Kraftfahrzeugs in einer Seitenansicht,
• 2 eine schematische Schnittansicht eines Frontbereichs einer Ausführungsform eines erfindungsgemäßen Kraftfahrzeugs in einer Draufsicht, und
• 3 eine schematische Schnittansicht eines Heckbereichs einer Ausführungsform eines erfindungsgemäßen Kraftfahrzeugs in einer Seitenansicht.

Embodiments of the invention are described below with reference to the figures.

• 1 a schematic sectional view of a front area of an embodiment of a motor vehicle according to the invention in a side view,
• 2 a schematic sectional view of a front area of an embodiment of a motor vehicle according to the invention in a plan view, and
• 3 a schematic sectional view of a rear area of an embodiment of a motor vehicle according to the invention in a side view.

Detailed description

1 shows a front area 28 of a motor vehicle 10 according to the invention with a forehead wall structure 20 and a spring support 22. Preferably, the front wall structure 20 has a cross member 20.1 to increase the structural rigidity. In addition, 1 a known windshield 12 and a front cover 14 can be seen.

The spring support 22 is first attached to the front wall structure 20, which increases the structural rigidity and saves installation space.

The top view of 2 For simplicity, one half of the front area is 1 This is 2 It can be seen that at least one first front area unit 24.1 is arranged between the symmetrically arranged spring supports 22. For example, a second front area unit 24.2 is also arranged between the spring supports 22. In this case, a front area unit 24 can preferably be attached to the front wall structure 20. The direct contact further increases the structural rigidity.

In the 1 and 2 Furthermore, a front deformation region 26 is shown, which is formed in the X direction of the motor vehicle between the spring supports 22 and a front area start 28.1. The front area start 28.1 can be formed, for example, by a front edge of the motor vehicle 10.

As in the 1 and 2 As can be seen further, each front area unit 24.1 and 24.2 is arranged outside the front deformation area 26. Thus, no front area unit 24 is arranged in the front deformation area 26. As a result, the front deformation area 26 can be designed to be shorter than known front deformation areas, whereby the requirements for load-bearing capacity in crash scenarios are met in the present case. For example, a longitudinal member 16, which is designed as a deformable body structure for absorbing impact energy, can be designed to be shorter than known longitudinal members in the section of the front deformation area 26. As a result, the installation space and the weight can be reduced in the X direction of the motor vehicle 10.

In general, it should be noted that in all embodiments, further components such as hoses, lines, washer fluid channels, holding devices, etc., which do not belong to the hard block formers (front area units 24), can be arranged in the front deformation area 26. These components are also referred to as non-crash-relevant components.

As in 2 As can be seen further, it is conceivable that in the X direction of the motor vehicle 10 the first front area unit 24.1 is arranged closer to the front area beginning 28.1 than the spring support 22.

However, it is also conceivable that in the X direction of the motor vehicle 10 the spring support 22 is arranged closer to the beginning of the front area 28.1 than the front area units 24.1 and 24.2 (not shown). It is also conceivable that in the X direction of the motor vehicle 10 the spring support 22 and a front area unit 24 are arranged at the same distance from the beginning of the front area 28.1 (not shown).

Next is in 2 It can be seen that the front deformation region 26 is designed such that it is spaced apart from the spring support 22 or the front area unit 24.1 or 24.2 in the X direction of the motor vehicle 10. However, it is also conceivable that the front deformation region 26 is designed such that it borders the spring support 22 or the front area unit 24.1 or 24.2 in the X direction of the motor vehicle 10 (not shown).

In addition, 2 It can be seen that the front deformation region 26 is designed such that it is spaced apart from the front region beginning 28.1 in the X direction of the motor vehicle 10. However, it is also conceivable that the front deformation region 26 is designed such that it borders the front region beginning 28.1 in the X direction of the motor vehicle 10 (not shown).

It should also be noted that the course of the front area beginning 28.1 and the front deformation area 26 in particular is only shown schematically and with straight lines for the sake of simplicity. Other courses of the front area beginning 28.1 and the front deformation area 26 are also conceivable.

In 2 It can also be seen that a spring strut 22.1 is accommodated in the spring support 22 in order to cushion movements of a front wheel of a front rim 30.1.

Preferably, in one embodiment, all front area units 24 are arranged between the two spring supports 22. This allows the structural rigidity between the two spring supports 22 and the bulkhead structure 20 to be further increased. It is also conceivable that non-crash-relevant components are arranged between the spring supports 22 and the front area start 28.1, preferably in the front deformation area 26. This allows the use of installation space to be further improved.

Furthermore, as in the 1 and 2 shown conceivable that the spring supports 22 are flat against the Front wall structure 20 are attached. In the sectional view of 1 It can also be seen by way of example that the spring support 22 is attached to the front wall structure 20 via a positive connection.

Likewise, it is generally conceivable that a front area unit 24 is designed as a heating/air conditioning unit in order to increase the space available in the passenger compartment, since a heating/air conditioning unit is typically not arranged in the front area between the two spring supports 22, but in the area of the passenger compartment.

In order to reduce the installation space in the X-direction in the front area 28, a vehicle drive unit 40 is provided in a rear area 42 of the motor vehicle.

The vehicle drive unit 40 is particularly preferably attached to a rear longitudinal member 46. In addition, the vehicle drive unit 40 is particularly preferably designed as an electric motor. As a result, the front longitudinal member 16 does not have to accommodate the vehicle drive unit 40 and can be better used as a deformable area of the body structure for absorbing impact energy. Preferably, as shown in the 1 and 2 shown, all front area units are arranged outside the front deformation area 26.

In this context, 3 a section of the rear area 42 of the motor vehicle 10, in which the vehicle drive unit 40 and a rear rim 30.2 can be seen. The vehicle drive unit 40 is arranged such that in the X direction of the motor vehicle 10 the rear rim 30.2 is arranged closer to a rear end 44 than the vehicle drive unit 40. In other words, in the X direction of the motor vehicle 10 the distance d ₁ between the rear rim 30.2 and the rear end 44 is smaller than the distance d ₂ between the vehicle drive unit 40 and the rear end 44. In the event of a rear impact, the blocking thus advantageously takes place initially via the wheel load path.

Next is in 3 It can be seen that, for example, in the Y direction of the motor vehicle, the rear rim 30.2 and the vehicle drive unit 40 are arranged overlapping for a space-saving design of the rear area 42. Likewise, in 3 It can be seen that the vehicle drive unit is preferably designed such that it is smaller than a rim diameter d ₃ or equal to a rim diameter d ₃ in the X direction (length d ₄ ) or Z direction (length d ₅ ) of the motor vehicle 10. As a result, more installation space can be made available for a luggage compartment floor 46 in the rear area 42, for example in the Z direction. In relation to the X direction, the proportion of blocking via the rim 30.2 is thus advantageously increased.

For completeness, 3 an energy storage device 18 is shown.

The embodiments described above are conceivable in all motor vehicles 10, particularly preferably the motor vehicle 10 is designed as a light electric vehicle 10. The empty weight of the light electric vehicle 10 without energy storage 18 is preferably less than or equal to 450 kg. It is also conceivable that the total length of the light electric vehicle 10 in the X direction is limited to 3 m.

list of reference symbols

10

motor vehicle

12

windshield

14

front cover

16

longitudinal members

18

energy storage

20

bulkhead structure

20.1

crossbeam

22

spring support

22.1

shock absorber

24.1

first front-end unit

24.2

second front-end unit

26

front deformation area

28

front area

28.1

beginning of the front area

30.1

front rim

30.2

rear rim

40

vehicle drive unit

42

rear area

44

rear end

46

luggage compartment floor

48

rear side member

QUOTES INCLUDED IN THE DESCRIPTION

This list of 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 accepts no liability for any errors or omissions.

Cited patent literature

• 168/2013 [0021]

Claims (11)

Motor vehicle (10), comprising a bulkhead structure (20), two spring supports (22) for each receiving a spring strut (22.1), at least one front area unit (24.1, 24.2), and a front deformation area (26), characterized in that the spring supports (22) are attached to the bulkhead structure (20), the front area unit (24.1, 24.2) is arranged between the two spring supports (22), the front deformation area (26) is formed in the X direction of the motor vehicle between the spring supports (22) and a front area start (28.1), and each front area unit (24.1, 24.2) is arranged outside the front deformation area (26). Motor vehicle (10) after claim 1 , characterized in that all front area units (24.1, 24.2) are arranged between the two spring supports (22). Motor vehicle (10) after claim 1 , characterized in that the spring support (22) is attached flat to the front wall structure (20). Motor vehicle (10) according to one of the preceding claims, characterized in that the spring support (22) is attached to the front wall structure (20) via a positive connection. Motor vehicle (10) according to one of the preceding claims, characterized in that the front area unit (24.1, 24.2) is designed as a heating/air conditioning unit. Motor vehicle (10) according to one of the preceding claims, characterized in that the motor vehicle (10) further comprises a rim (30.1, 30.2), wherein a rim size is 14 inches or less. Motor vehicle (10) according to one of the preceding claims, characterized in that a vehicle drive unit (40) is arranged in a rear region (42) of the motor vehicle (10) such that in the X direction of the motor vehicle a rear rim (30.2) is arranged closer to a rear end (44) than the vehicle drive unit (40). Motor vehicle (10) after claim 6 , characterized in that the rear rim (30.2) and the vehicle drive unit (40) are arranged overlapping in the Y direction of the motor vehicle (10). Motor vehicle (10) after claim 6 or 7 , characterized in that the vehicle drive unit (40) is designed such that it is smaller than a rim diameter or equal to a rim diameter in the X or Z direction of the motor vehicle (10). Motor vehicle (10) according to one of the preceding claims, characterized in that the length of the motor vehicle (10) in the X direction is less than or equal to 3 m. Motor vehicle (10) according to one of the preceding claims, characterized in that the motor vehicle (10) is designed as a light electric vehicle.

Images