Vehicle front structure

Abstract

A vehicle front structure (1) for a motor vehicle with a safety system (2) having a pressure tube (3) for detecting a pedestrian impact on a front region (11) of the motor vehicle, and with a cross member (4) extending transversely with respect to a longitudinal direction of the motor vehicle. The pressure tube (3) is arranged above the cross member (4), and therefore the pedestrian impact is detectable in a load plane (5) above a load plane (15) defined by the cross member (4).

Claims

1. A vehicle front structure for a motor vehicle, comprising: a safety system with at least one pressure tube for detecting a pedestrian impact on a front region of the motor vehicle; an abutment device against which the pressure tube is pressed in the event of a pedestrian impact is arranged behind the pressure tube, the abutment device comprising at least one right abutment unit and at least one left abutment unit spaced from each other in a direction transverse to a longitudinal direction of the motor vehicle, and at least one central abutment unit arranged therebetween, and at least one of an outer cladding of the front region and an illuminating device is accommodated on at least one of the right and left abutment units; and at least one cross member extending in the transverse direction, the pressure tube being arranged above the cross member, and therefore the pedestrian impact is detectable in a load plane above a load plane defined by the cross member.

2. The vehicle front structure of claim 1, wherein the pressure tube is arranged spaced apart and offset forward above the cross member.

3. The vehicle front structure of claim 2, wherein at least one abutment unit has at least one guide device for a targeted spacing of the pressure tube in relation to an abutment surface.

4. The vehicle front structure of claim 2, further comprising at least one sensor device for detecting pressure in the pressure tube and/or at least one air-guiding opening arranged on at least one of the abutment units.

5. The vehicle front structure of claim 2, wherein at least one of the abutment units is designed to yield in the event of a pedestrian impact so that energy is absorbable by the abutment unit.

6. The vehicle front structure of claim 1, wherein at least one damping body is arranged at least in sections in front of the pressure tube.

7. The vehicle front structure of claim 6, wherein the damping body is arranged at least in sections directly behind the outer cladding of the front region.

8. The vehicle front structure of claim 1, wherein the pressure tube extends over the front region at least to the extent that the pedestrian impact is detectable along the entire width of the front region.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a perspective view from above of vehicle front structure according to the invention.

(2) FIG. 2 is a front perspective view of the vehicle front structure.

(3) FIG. 3 is a front view of a front region of a motor vehicle.

(4) FIG. 4 is a side sectional view of the vehicle front structure

(5) FIG. 5 is another side sectional view of the vehicle front structure.

(6) FIG. 6 is a further side sectional view of the vehicle front structure.

(7) FIG. 7 is an illustration of the rear side of the vehicle front structure.

DETAILED DESCRIPTION

(8) FIG. 1 shows a vehicle front structure 1 according to the invention with a safety system 2 for detecting a pedestrian impact in a front region 11.

(9) The safety system 2 comprises an elastically deformable pressure tube 3 and a sensor device 13 that is connected thereto for detecting a change in pressure in the cavity of the pressure tube 3. The pressure tube 3 extends along the front region 11 to such an extent that a pedestrian impact anywhere over the entire width of the vehicle front structure 1 can be sensed reliably.

(10) The pressure tube 3 is arranged in front of an abutment device 6. The abutment device 6 is of three-part design and comprises a right abutment unit 16 and a left abutment unit 26 (not visible here), and also a central abutment unit 36 arranged in-between. The left abutment unit 26 corresponds substantially to a left-side configuration of the right abutment unit 16.

(11) The abutment units 16, 26, 36 each provide an abutment surface 56 against which the pressure tube 3 is pressed in the event of a pedestrian impact. The right and left abutment units 16, 26 are provided with a guide device 46 (not visible here). The guide device 46 permits targeted spacing of the pressure tube 3 in relation to the respective abutment surface 56 and serves also for the installation and/or guiding of the pressure tube 3.

(12) An illuminating device 31 and, for example, a main headlight is in each case mounted on the left and right abutment unit 16, 26. The illuminating device 31 is fastened flexibly to the respective abutment unit 16, 26. Impact energy can thus be dissipated by yielding, for example, of a main headlight.

(13) The pressure tube 3 is embedded in a damping body 7 designed as a foam body 17. In the right part of the figure, the damping body 7 is recessed partially or illustrated transparently so that the pressure tube 3 is better visible.

(14) In particular, a foam body 17 is provided with an absorption foam with a foam density of, for example, 30 g/liter. A higher or lower density is also possible. The integration of the pressure tube 3 in such a foam body 17 affords the advantage that erroneous triggering, for example by small animals, branches and low obstacles up to a height of, for example, at least 800 mm, is avoided reliably.

(15) The safety system 2 has at least one actuator 12 by means of which a front hood (not illustrated here) can be raised as a reaction to a pedestrian impact. Further actuators 12 also can be provided, and therefore the hood can be raised, for example, both in a front and in a rear region.

(16) The safety system 2 therefore provides an activation system for actively raising the hood. For example, the actuators 12 can actuate a lock and a hinge with pyrotechnic assistance in the event of a pedestrian impact. The front hood can thus be raised promptly at the front and rear, and the risk of injury to the pedestrian can be reduced considerably.

(17) FIG. 2 shows a detail of the vehicle front structure 1 without the damping body 7, and therefore the central abutment unit 36 and the abutment surface 56 thereof are readily visible. For the purpose of better clarity, the left abutment unit 26 has not been drawn. It can readily be seen that the central abutment unit 36 is configured with longitudinal and transverse ribs. As a result, the abutment unit 36 is deformable in a targeted manner in the event of a pedestrian impact, and therefore the energy can be absorbed. It is also of advantage for the abutment unit 36 to be arranged in the upper load plane 5 since the risk of injury in the event of an impact of a leg is thus reduced.

(18) FIG. 3 shows the vehicle front structure 1 in a front view, and therefore an outer cladding 21 of the front region 11 is readily visible. The outer cladding 21 comprises, for example, a front end cladding and/or a bumper cladding. A bumper cross member 14 (not visible here) is arranged behind the outer cladding 21.

(19) The load planes 5, 15, 25 of the front region 11 are indicated here in highly schematic form by means of chain-dotted lines. The bumper cross member 14 is arranged in the central load plane 15.

(20) FIGS. 4-6 show longitudinal sections at different positions along the transverse axis of the vehicle.

(21) FIG. 4 shows a longitudinal section through the vehicle front structure 1 in the region of the central abutment unit 36. The arrangement of the pressure tube 3 above a cross member 4 is readily visible. The cross member 4 is a bumper cross member 14. The cross member 4 serves for fastening the front bumper and defines the central load plane 15. The pressure tube is arranged above the cross member 4 in the upper load plane 5.

(22) The pressure tube 3 is spaced apart here from the cross member 4 by a multiple of the cross-sectional height of the cross member 4. In addition, the pressure tube 3 is arranged in front of the cross member 4 in the direction of travel. The abutment unit 36 and the damping body 7 also are in front of the cross member 4 in the direction of travel. The abutment unit 36 also has an air-guiding opening 66. The embedding of the pressure tube 3 in the damping body 7 is readily visible.

(23) FIG. 5 shows a detail of another longitudinal section in the region of the central abutment unit 36. The arrangement of the damping body 7 directly behind an outer cladding 21 can be seen readily in this detail.

(24) The integration of the abutment device/damping body 6/7 system and also the corresponding accommodating of the pressure tube 3 in the upper load plane 5 of a front region is located as an entire system directly behind the outer cladding 21. This contributes considerably to shorter sensing times in the upper load plane 5.

(25) FIG. 6 shows a detail of a longitudinal section in the region of the left abutment unit 26. The damping body 7 is arranged directly behind the outer cladding 21 in the upper load plane 5. The outer cladding 21 is mounted on the abutment unit 26. For this purpose, both the left and the right abutment units 26, 16 have corresponding installation devices.

(26) FIG. 7 shows a detail of the vehicle front structure 1 in a rear view. The profile of the pressure tube 3 along the upper load plane 5 is readily visible. The damping body 7 has a guide device 27. The pressure tube 3 is embedded in the guide device 27 and is secured in a form-fitting manner by a row of holding lugs.

(27) The invention affords the advantage that the pressure tube 3 is positioned above the cross member 4 and therefore in the upper load plane 5 of a motor vehicle. The upper load plane 5 corresponds to a region that occurs as an upper support of a pedestrian in the event of a pedestrian impact in the front region 11. The upper load plane 5 is used here for activating the safety system and, for example, for raising a front hood.

(28) In the case of children and, for example, preschool children, the first contact in the event of a collision generally occurs in the upper load plane 5. Use is therefore made of special test specimens to investigate the behavior of the safety system 2 in the load plane 5.

(29) For example, the PDI-2 is used for this purpose and simulates the impact behavior not only in the region of the central load plane 15 or level with the bumper cross member 14, but also in the upper vehicle region or load plane 5.

(30) In tests with the PDI-2, the vehicle front structure 1 of the invention can therefore provide a reduced triggering time because of the arrangement of the pressure tube in the upper load plane 5. For example, the sensing time or triggering time for the upper load plane 5 is less than 10 ms. As a result, the invention is particularly readily suitable for considerably reducing the risk of injury in the event of a collision with children. These advantages can also be achieved in tests with comparable test specimens, for example FlexPLI, TRL leg test specimens.

(31) These triggering times are considerably shorter than, for example, in the case of systems that lie on the cross member plane 15 and generally have signals or pressure changes at the sensors substantially later. The invention therefore makes it possible to ensure an already activated system 2 upon contact with a child's head. As a result, an increased deformation space is ensured, for example, prior to contact with the head of a 6 year old child. A corresponding deformation space also is ensured in the case of taller pedestrians.

(32) A further advantage is that the system 2 is robust against small animals and, for example, birds since these small animals either do not reach the upper load plane 5 or the sensing threshold is designed to be higher. This is achieved, for example, by embedding the pressure tube 3 in the foam bodies 17. The requirements in respect of erroneous triggering when pushing the motor vehicle are therefore also ensured. In addition, the system is robust against knocks and accidents below 20 km/h.

(33) The invention advantageously provides an independent arrangement of the pressure tube 3 in relation to the cross member 4. No further measures for extending the range of detection outward or toward the sides of the vehicle are therefore required to achieve sensing over the entire width of the vehicle.

(34) The arrangement of the pressure tube 3 in the upper load plane 5 affords the advantage of a lower outlay on construction since the pressure tube 3 can be arranged over the entire width of the vehicle without substantial Z gaps. Z gaps often have to be taken into consideration because of the specification of the bending radii of the pressure tube 3. Z gaps generally have the disadvantage that they have a greatly negative effect on the triggering behavior.

LIST OF REFERENCE SIGNS

(35) 1 Vehicle front structure 2 Safety system 3 Pressure tube 4 Cross member 5 Load plane 6 Abutment device 7 Damping body 11 Front region 12 Actuator 13 Sensing device 14 Bumper cross member 15 Load plane 16 Abutment unit 17 Foam body 21 Outer cladding 25 Load plane 26 Abutment unit 27 Guide device 31 Illuminating device 36 Abutment unit 46 Guide device 56 Abutment surface 66 Air-guiding opening