Crash structure for a motor vehicle

Abstract

The disclosure relates to a crash structure for a motor vehicle, the crash structure being, in a starting state, at a minimum spacing of greater than zero from a door hinge of a vehicle door of the motor vehicle, and the crash structure being in contact with at least one contact region which is assigned to the door hinge in a crash state after a partial overlap crash by way of passing into an operative connection with a wheel of the motor vehicle, and forming a deflector surface for the deflection of the wheel.

Claims

1. A vehicle, comprising: a vehicle body; a door hinge; a crash structure fastened to the vehicle body and deformable relative to the door hinge from a starting state to a crash state; the crash structure having a deflector section having a free end spaced from the door hinge in the starting state, the deflector section being pivotable relative to the door hinge; and a spacer element protruding from the deflector section, the spacer element being spaced from the hinge pillar in the starting state and abutting the door hinge in the crash state.

2. The vehicle as set forth in claim 1, wherein the deflector is pivotable about a vertical axis.

3. The vehicle as set forth in claim 1, wherein the spacer protrudes from the deflector section in a vehicle-rearward direction.

4. The vehicle as set forth in claim 3, wherein the deflector is pivotable about a vertical axis.

5. The vehicle as set forth in claim 4, further comprising a second spacer element vertically spaced from the spacer element.

6. The vehicle as set forth in claim 1, further comprising a second spacer element vertically spaced from the spacer element.

7. The vehicle as set forth in claim 6, further comprising a third spacer element vertically spaced from the spacer element and the second spacer element.

8. The vehicle as set forth in claim 1, further comprising a fastening structure fastened to the vehicle body and a connecting section connecting the deflector section to the fastening structure, the connecting section being deformable from the starting state to the crash state.

9. The vehicle as set forth in claim 1, wherein the crash structure is one piece.

10. The vehicle as set forth in claim 1, wherein the deflector section extends from the vehicle body in a vehicle-outboard direction.

11. The vehicle as set forth in claim 1, wherein the deflector section extends substantially in a cross-vehicle direction in the starting state.

12. The vehicle as set forth in claim 1, further comprising a wheel arch, the crash structure being in the wheel arch.

13. The vehicle as set forth in claim 1, further comprising a bracket element connecting the deflector section to the vehicle body.

14. A vehicle, comprising: a vehicle body; a wheel arch; a door hinge; a crash structure fastened to the vehicle body and disposed in the wheel arch; the crash structure being deformable relative to the door hinge from a starting state to a crash state; the crash structure having a deflector section having a free end spaced from the door hinge in the starting state; the deflector section extending from the vehicle body to the free end in a vehicle-outboard direction in the starting state and the deflector section being pivotable relative to the door about a vertical axis; and a spacer element protruding from the deflector section in a vehicle-rearward direction, the spacer element being spaced from the hinge pillar in the starting state and abutting the door hinge in the crash state.

15. The vehicle as set forth in claim 14, further comprising a second spacer element vertically spaced from the spacer element.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The disclosure will now be described on the basis of a drawing, in which:

(2) FIG. 1 shows a diagrammatic illustration of one section of a motor vehicle.

(3) FIG. 2 shows a diagrammatic illustration of a crash structure in a starting state.

(4) FIG. 3 shows a further diagrammatic illustration of the crash structure shown in FIG. 2 in the starting state.

(5) FIG. 4 shows a diagrammatic illustration of a crash structure in a crash state.

(6) FIG. 5 shows a further diagrammatic illustration of the crash structure shown in FIG. 4 in the crash state.

(7) FIG. 6 shows a diagrammatic illustration of a bracket element which connects two parts with a crash structure.

(8) FIG. 7 shows a diagrammatic perspective illustration of the bracket element which is shown in FIG. 6.

(9) FIG. 8 shows a further diagrammatic illustration of the bracket element which is shown in FIG. 7.

DETAILED DESCRIPTION

(10) Reference is made first of all to FIG. 1.

(11) A section of a motor vehicle 2 (of a passenger car in the present exemplary embodiment) is shown, in the region of a wheel 4 of the motor vehicle 2. This is a left-hand front wheel in the present exemplary embodiment. The following comments also apply analogously to a right-hand front wheel of the motor vehicle 2.

(12) The wheel 4 is received in a wheel arch 6 (also called a wheel housing) of the motor vehicle 2, which wheel arch 6 is delimited, inter alia, by a wing 12 of the motor vehicle 2.

(13) In the case of a partial overlap crash, such as, for example, in accordance with the SORB (Small Overlap Rigid Barrier) IIHS protocol with its prescribed overlap, it is provided in accordance with the present exemplary embodiment that the wheel 4 rotates out of the wheel arch 6 in accordance with the SORB protocol. In other words, it is provided in accordance with the strategy for the reduction of accident damage that the wheel 4 is moved out of its wheel arch 6, in order thus to optimize the evaluations to be achieved in accordance with the IIHS protocol of structure measurement points and occupant values.

(14) In the present exemplary embodiment, the wheel 4 is rotated in the clockwise direction about a vehicle vertical axis z. If, in contrast, the wheel 4 is the right-hand front wheel of the motor vehicle 2, it is rotated analogously counter to the clockwise direction about the vehicle vertical axis z.

(15) A door hinge 10 of a vehicle door 14, for example, can be damaged here, for example by being sheared off by the wheel 4.

(16) In order to avoid shearing off of this type, a crash structure 16 of the motor vehicle 2 will now be described with additional reference to FIGS. 2 and 3.

(17) In the present exemplary embodiment, the crash structure 16 has a fastening section 18, a connecting section 20 and a deflector section 22.

(18) In the present exemplary embodiment, the crash structure 16 is configured in one piece and from one material, for example from metal. In a deviation from the present exemplary embodiment, the crash structure 16 can also be manufactured in multiple pieces and/or from a plurality of materials.

(19) In the present exemplary embodiment, the crash structure 16 is fastened to the motor vehicle 2 by way of the fastening section 18, for example by way of welding, to be precise to an A-pillar 8 of the motor vehicle 2 in the present exemplary embodiment.

(20) The connecting section 20 connects the fastening section 18 to the deflector section 22.

(21) The deflector section 22 can be considered to be a distal or free end of the crash structure 16.

(22) The connecting section 20 is configured, after a SORB partial overlap crash, to be deformed without tools by way of the wheel 4, whereas the deflector section 22 is configured to form a deflector surface for deflecting the wheel 4, as will be described in detail later.

(23) In the starting state which is shown in FIGS. 2 and 3, the crash structure 16, in particular the deflector section 22, is at a predefined minimum spacing of greater than zero from the door hinge 10 of the vehicle door 14 of the motor vehicle 2.

(24) Furthermore, the crash structure 16, in particular the deflector section 22, extends substantially toward the outside in the vehicle width direction y of the motor vehicle 2. In other words, the deflector section 22 has a parallelepiped-shaped basic shape and extends along one of its main directions of extent toward the outside in the direction of the vehicle width direction y of the motor vehicle 2.

(25) In the present exemplary embodiment, furthermore, the crash structure 16 is arranged, in its starting state, at an angle of from 100° 130° in relation to the A-pillar 8. As can be seen on the basis of FIG. 3, the A-pillar 8 configures a plane on the outer side of the vehicle in sections, the perpendicular vector of which plane extends substantially in the vehicle width direction y.

(26) As a result of said arrangement, sufficient installation space for proper functioning of the door hinge 10 is provided. Therefore, the installation space which is formed by way of the angle of from 100° to 130° remains free from components, that is to say it is component-free.

(27) In the present exemplary embodiment, furthermore, the deflector section 22 of the crash structure 16 has three spacer elements 24 with a basic shape which is frustoconical in the present exemplary embodiment, which spacer elements 24 in each case have a main direction of extent, which main directions of extent extend substantially in the vehicle longitudinal direction x in the starting state. In a deviation from the present exemplary embodiment, the number of spacer elements 24 can also be different.

(28) In the present exemplary embodiment, the crash structure 16 adjoins the wheel arch 6 and is separated from the latter merely by way of a wheel arch trim panel without any mechanical function. In other words, the wheel arch trim panel is not an obstacle for a wheel 4 and, in the case of a crash, also does not impart a preferential direction to said wheel 4.

(29) Reference will now additionally be made to FIGS. 4 and 5.

(30) The crash structure 16 is shown in a crash state after a partial overlap crash. Here, starting from the starting state, the wheel 4 has been moved substantially in the vehicle longitudinal direction x through the wheel arch 6 during a first phase, until the wheel 4 strikes the crash structure 16, in particular on the deflector section 22, and is then in contact with the latter.

(31) In a second phase, the deflector section 22 together with the wheel arch trim panel is then deformed without tools by the wheel 4. In other words, there is an operative connection from the wheel 4 by way of the wheel arch trim panel to the deflector section 22. In the present exemplary embodiment, the deflector section 22 then carries out a pivoting movement about a vehicle vertical axis z of the motor vehicle 2. In the present exemplary embodiment, the pivoting movement can comprise an angular range of from 50° to 80°. At the end of the second phase, the crash structure 16, in particular the deflector section 22, bears against the at least one contact section of the door hinge 10.

(32) In a third phase, the wheel 4, if it is moved further in the vehicle longitudinal direction x, is then rotated laterally out of the wheel arch 6 by the deflector section 22, to be precise in the clockwise direction about a vehicle vertical axis z in the present exemplary embodiment. A penetration of the wheel 4 into the passenger compartment of the motor vehicle 2 is thus prevented. Therefore, a deflection or diversion of the wheel 4 takes place, but not stopping of the movement of the wheel 4.

(33) Reference is now additionally made to FIGS. 6 to 8.

(34) A bracket element 26 is shown which, in the present exemplary embodiment, is configured to connect a first, inner-side section 28 to a second, outer-side section 30 of the A-pillar 8 and in the process to bridge a flange 32.

(35) In the present exemplary embodiment, the bracket element 25 is configured in one piece and from one material, for example from metal. In a deviation from the present exemplary embodiment, the bracket element 26 can also be manufactured in multiple pieces and/or from a plurality of materials.

(36) To this end, in the present exemplary embodiment, the bracket element 26 has a first section 34 and a second section 36, and a connecting section 38 which connects the first section 34 to the second section 36.

(37) Here, the first section 34 of the bracket element 26 is configured for the connection to the first, inner-side section 28 of the A-pillar 8, and the second section 36 of the bracket element 26 is configured for the connection to the second, outer-side section 30 of the A-pillar 8, for example by way of screwing.

(38) The crash structure 16 is joined to the second section 36 of the bracket element 26 in such a way that, in the present exemplary embodiment, the second section 36 of the bracket element 26 is connected to the fastening section 18 of the crash structure 16.

(39) The connection between the first, inner-side section 28 and the second, outer-side section 30 of the A-pillar 8 is thus protected by way of the bracket element 26, whereas the crash structure 16 protects the door hinge 10 in the case of a crash, as described above.

LIST OF REFERENCE SIGNS

(40) 2 Motor vehicle 4 Wheel 6 Wheel arch 8 A-pillar 10 Door hinge 12 Wing 14 Vehicle door 16 Crash structure 18 Fastening section 20 Connecting section 22 Deflector section 24 Spacer element 26 Bracket element 28 First section 30 Second section 32 Flange 34 First section 36 Second section 38 Connecting section x Vehicle longitudinal direction y Vehicle width direction z Vehicle vertical axis