Side wall structure for automotive body

Abstract

The present invention relates to a sidewall structure (1) for an automobile body (2), the sidewall structure comprising: pillar members (9, 10, 11) at least partially forming vehicle pillars (3, 4, 5); a longitudinal beam (13) having at least one longitudinal beam member (16) at least partially forming a side sill (14) having a cavity (15); and a sidewall element (19) arranged further outward in the lateral direction (20) of the vehicle than the longitudinal beam member (16) and partially forming the side sill (14), wherein the cavity (15) The side wall element (19) is at least partially defined inward in the vehicle lateral direction (20) by the longitudinal beam member (16) and at least partially defined outward in the vehicle lateral direction (20) by the side wall element (19), and the pillar members (9, 10, 11) extend downward in the vehicle height direction (21) within the cavity (15) to a connection area (23) in the lower region (22) of the side sill (14), in which the side wall element (19) is fastened to the longitudinal beam member (16) via the pillar members (9, 10, 11).

Description

Technical Field

[0001] The present invention relates to a sidewall structure for an automobile body according to claim 1. Background Technology

[0002] EP2895381B1 discloses a method for manufacturing a motor vehicle body having sidewalls formed in a shell structure by an inner sheet metal shell and an outer sheet metal shell, wherein the sidewalls simultaneously form a top lateral frame connected to the B-pillar of the motor vehicle body. Summary of the Invention

[0003] The objective of this invention is to provide a sidewall structure for an automobile body that can particularly improve the mechanical load-bearing capacity of the automobile body.

[0004] This task is solved according to the invention by a sidewall structure for an automobile body having the features of claim 1. The advantageous design of the invention is the technical solution described in the dependent claims and the specification.

[0005] This invention relates to a sidewall structure for an automobile body. Preferably, the automobile body, especially in its fully manufactured state, has the sidewall structure. The automobile body is understood as a body for or for automobiles, particularly a self-supporting body. The automobile is, for example, constructed as a passenger car.

[0006] The sidewall structure has at least one pillar component that at least partially forms a vehicle pillar. In other words, the vehicle pillar has at least the pillar component. A vehicle pillar can be understood, in particular, as a pillar of a car body.

[0007] Furthermore, the sidewall structure has at least one longitudinal beam, which has at least one longitudinal beam member. The main extension direction of the longitudinal beam preferably extends at least substantially in the longitudinal direction of the vehicle body or the vehicle itself. The longitudinal beam member at least partially, for example primarily, forms a side sill with a cavity. In other words, the cavity extending particularly within the side sill is at least partially defined by the longitudinal beam member. The side sill is particularly understood as the side sill of a vehicle body.

[0008] Furthermore, the sidewall structure has at least one sidewall element that is arranged further outward than the longitudinal beam members in the vehicle's lateral direction. This means that the sidewall element extends at least partially outward than the longitudinal beam members in the vehicle's lateral direction. The sidewall element is, for example, part of a sidewall, which may also be referred to as a lateral frame. The sidewall element is constructed, for example, as a side skeleton. Preferably, the pillar members, longitudinal beams, especially the longitudinal beam members, and the sidewall element are load-bearing structural members of the sidewall structure or the vehicle body. Therefore, the sidewall element is not an outer skin member. The sidewall element partially forms the cavity of the side sill, especially the side sill. In other words, the cavity extending particularly inside the side sill is partially defined by the sidewall element.

[0009] The cavity is at least partially defined inwardly by a longitudinal beam member, at least in the lateral direction of the vehicle. In other words, the cavity is formed inwardly by a longitudinal beam member, at least in the lateral direction of the vehicle. Furthermore, the cavity is at least partially defined outwardly by a sidewall element, at least in the lateral direction of the vehicle. In other words, the cavity is at least partially formed outwardly by a sidewall element, at least in the lateral direction of the vehicle.

[0010] To specifically enhance the mechanical load-bearing capacity of the vehicle body, particularly the sidewall structure, according to the invention, the pillar member extends downwards at least in the vehicle height direction within the cavity, that is, within the side sill, to a connecting region disposed in the lower region of the side sill. This means that a sub-region of the pillar member, partially disposed in the cavity, is located in the aforementioned connecting region, which is situated in the lower region of the side sill. In other words, the pillar member extends from outside the cavity or the side sill, for example, from the top region of the vehicle body, particularly the sidewall structure, into the cavity or side sill and extends downwards at least in the vehicle height direction to the connecting region. The lower region is understood to be the region of the side sill, particularly the longitudinal beam, at the lower part in the vehicle height direction, wherein this lower region may also be referred to as the lower sill region or the lower side of the sill. For example, the lower region is the lower end of the side sill in the vehicle height direction. In the lower connecting region, the sidewall element is at least indirectly, and particularly directly, fastened to the longitudinal beam member via the pillar member. This means that in the lower connecting region, the sidewall element is at least indirectly, and particularly directly, connected to the longitudinal beam member by means of the pillar member. In other words, in the connection area, the column member is at least indirectly, and especially directly, fastened to the longitudinal beam member, and the sidewall element is fastened, especially directly, to the column member in the connection area, thereby fastening the sidewall element to the longitudinal beam member via the column member, particularly in the connection area. The connection area is, for example, a flange area. Therefore, the longitudinal beam member, sidewall element, and column member may each have a corresponding flange area, wherein these flange areas, especially in the connection area, are directly abutting each other, for example, to fasten the sidewall element to the longitudinal beam member via the column member. The flange area of ​​the longitudinal beam member may also be referred to as a sill flange.

[0011] In the sidewall structure according to the invention, the sidewall element can be joined to the longitudinal beam member, particularly to the sill flange of the longitudinal beam member on the outer side in the vehicle lateral direction, without additional sill reinforcement, extending downward in the vehicle height direction, particularly through the pillar member. This can be achieved, in particular, by extending the sidewall element to the connecting area via the pillar member or by fastening the sidewall element to the longitudinal beam member via the pillar member, which can particularly improve the stiffness of the sidewall structure in the sill region. Here, for example, the base region of the vehicle pillar, particularly the pillar member, extends in the vehicle height direction to the lower sill flange of the side sill. This can particularly improve the accident behavior of a vehicle with a sidewall structure. In other words, the vehicle pillar, particularly the pillar member, can extend downward in the vehicle height direction into the upright sill flange, so as to particularly improve the collision requirements, as well as the operational strength and stiffness, of the vehicle body, also known as the unibody. Therefore, the passive safety of the vehicle body or the vehicle can be particularly improved.

[0012] Particularly preferably, at least one energy-absorbing element is arranged within the cavity, particularly separately constructed from the longitudinal beams, vehicle pillars, and sidewall elements. In other words, the energy-absorbing element extends within the cavity or side sill. Therefore, the sidewall elements, for example, when subjected to loading due to an accident, are supported or can be supported on the longitudinal beams, particularly the longitudinal beam components, in the lateral direction of the vehicle via the energy-absorbing element, especially in the case of deformation of the energy-absorbing element. In particular, the energy-absorbing element can deform specifically under energy dissipation under the force loading caused by the accident, especially to reduce the collision energy caused by the accident. Therefore, the energy-absorbing element can also be referred to as a deformable element. The energy-absorbing element is preferably, particularly, entirely formed of aluminum, for example, an aluminum alloy. The energy-absorbing element can also be understood as an insert placed into the cavity or side sill, which can also be referred to as an aluminum inserter. Furthermore, the energy-absorbing element can particularly be understood as a collision profile, particularly an aluminum collision profile, integrated into the side sill.

[0013] This implementation is based in particular on the understanding that, conventionally, such aluminum impact profiles can be joined to the side sills externally as part of a high-voltage storage device or simply via a local adapter. Furthermore, cold-joining techniques can be used to connect, for example, sidewall elements made of steel to energy-absorbing elements. However, it is desirable to avoid cold-joining techniques when joining, for example, side frames made of steel to, for example, energy-absorbing elements made of aluminum.

[0014] Furthermore, it is also desirable to avoid adhesives in such connections, as this would, for example, preclude certification for low-bake adhesives. Additionally, it is conceivable in principle to avoid completely enclosing, for example, an energy-absorbing element made of aluminum within a separate threshold reinforcement made of steel, in order to ensure KTL curing and adhesive curing. In this application, KTL is understood to refer to cathodic electrophoretic coating.

[0015] In the sidewall structure, energy-absorbing elements, for example, constructed as aluminum profiles, can be integrated solely into the floor assembly of the vehicle body. This allows for particularly low manufacturing costs for the sidewall structure, especially while simultaneously increasing or at least maintaining mechanical load-bearing capacity. Therefore, energy-absorbing elements, such as those called aluminum impact profiles, can be integrated into the vehicle body, particularly a steel body, to protect the vehicle's electrical energy storage devices. Thus, energy-absorbing elements can be constructed to protect electrical energy storage devices.

[0016] An electric energy storage device is understood to be a battery or accumulator. An electric energy storage device is, for example, a high-voltage storage device. An electric energy storage device is, for example, configured as a traction storage device. This means that a car has at least one motor that can be supplied with electrical energy, particularly stored or chemically bonded in the electric energy storage device, to drive the car. Therefore, a car is configured, for example, as a battery electric vehicle (BEV) or a hybrid vehicle.

[0017] In another design, the pillar component extends within the cavity, bypassing the energy-absorbing element. In other words, the pillar component is spaced apart from the energy-absorbing element. This means that the pillar component does not contact, and especially does not directly contact, the energy-absorbing element. This eliminates the need for a direct connection between the pillar component and the energy-absorbing element, thereby significantly improving manufacturing costs and / or the mechanical load-bearing capacity of the vehicle body.

[0018] Particularly preferably, at least one coupling element is provided, extending at least partially within the cavity, i.e., inside the side sill, via which the sidewall element is connected to the energy-absorbing element without direct connection. In other words, the sidewall element and the energy-absorbing element are coupled to each other, particularly mechanically, via the coupling element. This eliminates the need for direct connection between the sidewall element, for example, made of steel, and the energy-absorbing element, for example, made of aluminum, thereby eliminating the need for cold bonding techniques.

[0019] In another design, the sidewall element is secured to the longitudinal beam member in the connection area by means of a coupling element. In other words, the coupling element, for example, extends downwards in the vehicle height direction within the cavity from the energy-absorbing element to at least the connection area, where it is secured to the longitudinal beam member. Thus, the sidewall element is secured to the longitudinal beam member via a pillar member secured to the coupling element in the connection area. This significantly improves the rigidity in the lower sill area. The coupling element is constructed separately from the sidewall element, longitudinal beam, and vehicle pillar.

[0020] Coupling elements are constructed, for example, as shear zones and / or tension bands. In other words, coupling elements are constructed to transmit tensile and / or compressive forces that apply loads to the coupling elements, for example, between energy-absorbing elements and connecting areas, particularly longitudinal beam members, column members, and / or sidewall members. This can particularly enhance the mechanical load-bearing capacity of the sidewall structure.

[0021] In another design, the sidewall structure has at least one support element, separately constructed from the longitudinal beams and pillars, arranged below the energy-absorbing element in the vehicle height direction within a cavity. This support element may also be referred to as a first support element. In other words, the first support element extends at least partially below the energy-absorbing element in the vehicle height direction within the cavity or side sill. The support element is preferably constructed separately from the coupling element. Via the first support element, the longitudinal beams and / or pillars are supported upwards in the vehicle height direction, for example, at least indirectly or directly, on or can be supported on the energy-absorbing element. This means that forces, particularly those caused by accidents, loading the longitudinal beams and / or pillars can be transmitted upwards in the vehicle height direction to the energy-absorbing element. This significantly improves the mechanical load-bearing capacity of the sidewall structure. This is particularly beneficial for reducing the load on the connection technology devices in the connection area, for example, by mitigating tensile forces.

[0022] In another design, the sidewall structure has at least one support element arranged above the energy-absorbing element in the vehicle height direction within a cavity, and constructed separately from the longitudinal beams and pillar components. This support element may also be referred to as a second support element. In other words, the second support element extends at least partially above the energy-absorbing element in the vehicle height direction within the cavity or side sill. The second support element is preferably constructed separately from the first support element and / or coupling element. The pillar component is connected to the energy-absorbing element, for example by means of a coupling element, on its upwardly pointing upper side in the vehicle height direction. In other words, the second support element is fastened to the energy-absorbing element on its upper side, whereby the second support element is also fastened to the pillar component. Thus, the pillar component is particularly supported or can be supported on the energy-absorbing element via the second support element, for example by means of a coupling element, preferably inwardly in the vehicle lateral direction. This significantly improves the mechanical load-bearing capacity of the sidewall structure. Furthermore, it can particularly reduce the load on current connection technology devices, for example, in the connection area.

[0023] In another design, the vehicle pillar is specified to have at least one inner pillar component, which is arranged further inward in the lateral direction of the vehicle than the pillar component, and is particularly constructed separately from the pillar component. In other words, the inner pillar component extends at least partially further inward in the lateral direction of the vehicle than the pillar component. For example, the inner pillar component is constructed as an inner shell. The pillar component is constructed, for example, as an outer pillar component or an intermediate pillar component, particularly as an outer shell or an intermediate shell.

[0024] Preferably, at least one support element, separately constructed from the longitudinal beam and vehicle pillar, is arranged above the energy-absorbing element in the vehicle height direction within the cavity. This support element may also be referred to as a third support element. In other words, the third support element extends at least partially within the cavity or side sill, above the energy-absorbing element in the vehicle height direction. Via the third support element, the pillar component is supported, for example, directly or can be supported on the pillar inner component in the vehicle lateral direction. In other words, forces loading the pillar component, particularly those caused by an accident, can be transmitted inwardly to the pillar inner component in the vehicle lateral direction via the third support element. This significantly improves the mechanical load-bearing capacity of the sidewall structure. Furthermore, it can particularly reduce the load on the sidewall structure, for example, on connecting devices in the connection area. The third support element is preferably constructed separately from the first support element, the second support element, and / or the coupling element.

[0025] Therefore, each adapter can be positioned around the energy-absorbing element as a corresponding support element. The corresponding adapter can allow for additional connection technology devices, such as those with particularly good solder joint accessibility and / or form-locking under deformation, so as to, for example, specifically reduce the load on the connection technology devices under shear forces.

[0026] Overall, it can be seen that the steel side frame can be secured to the columns via energy-absorbing elements, such as side protection elements made of aluminum, without the need for cold-jointing techniques on the steel side frame. The steel side frame can be understood here specifically as the side wall elements.

[0027] Vehicle pillars are constructed as A-pillars, B-pillars, or C-pillars. In other words, pillar components at least partially form A-pillars, B-pillars, or C-pillars.

[0028] Other features of the invention are derived from the claims, the drawings, and the description of the drawings. The features and combinations thereof mentioned above in the specification, as well as those mentioned subsequently in the description of the drawings and / or shown separately in the drawings, can be used not only in the combinations given, but also in other combinations or individually. Attached Figure Description

[0029] The invention will now be described in more detail with reference to preferred embodiments and the accompanying drawings. Wherein: Figure 1 A schematic, perspective partial view of the sidewall structure according to the invention is shown; and Figure 2 A schematic partial sectional view of the sidewall structure according to the invention in the A-pillar region is shown; and Figure 3 A schematic, perspective partial view of the sidewall structure according to the invention in the A-pillar region is shown; and Figure 4 A schematic partial sectional view of the sidewall structure according to the invention in the B-pillar region is shown; and Figure 5 A schematic, perspective partial view of the sidewall structure according to the invention in the B-pillar region is shown; and Figure 6 A schematic partial sectional view of the sidewall structure according to the invention in the C-pillar region is shown; and Figure 7 A schematic, perspective partial view of the sidewall structure according to the invention in the C-column region is shown. Detailed Implementation

[0030] In the figures, identical or functionally identical elements are given the same reference numerals.

[0031] Figure 1 The side wall structure 1 for the automobile body 2 is shown in a schematic and perspective partial view. Figure 1In the diagram, the sidewall structure 1 is partially transparent. The vehicle body is constructed, for example, for an electrically driven or electrically powered vehicle, such as a passenger car. The sidewall structure 1 has at least one vehicle pillar 3, 4, 5, however, currently has multiple vehicle pillars 3, 4, 5, for example, three vehicle pillars 3, 4, 5. The first vehicle pillar 3 is, for example, constructed as an A-pillar 6. The second vehicle pillar 4 is, for example, constructed as a B-pillar 7. The third vehicle pillar 5 is, for example, constructed as a C-pillar 8.

[0032] The sidewall structure 1 has at least one pillar component 9, 10, 11, which at least partially forms at least one of the vehicle pillars 3, 4, 5. However, in the embodiment described, the sidewall structure 1 has multiple such pillar components 9, 10, 11, for example, three pillar components 9, 10, 11, which at least partially form corresponding vehicle pillars 3, 4, 5. Thus, for example, the first pillar component 9 at least partially forms the first vehicle pillar 3. The second pillar component 10 at least partially forms the second vehicle pillar 4, for example. The third pillar component 11 further at least partially forms the third vehicle pillar 5, for example. Figure 1 As can be seen, the first pillar component 9, especially the first vehicle pillar 3, is currently positioned in front of the second pillar component 10, especially the second vehicle pillar 4, and the third pillar component 11, especially the third vehicle pillar 5, in the longitudinal direction 12 of the vehicle. Furthermore, the second pillar component 10, especially the second vehicle pillar 4, is currently positioned in front of the third pillar component 11, especially the third vehicle pillar 5, in the longitudinal direction 12 of the vehicle.

[0033] The sidewall structure 1 has at least one longitudinal beam 13, which at least partially forms a side sill 14, the side sill having at least one cavity 15. The cavity 15 may, for example, particularly well in… Figure 2 As can be seen from the figure, the figure exemplarily shows a schematic partial sectional view of the sidewall structure 1, wherein the partial sectional view is a section of the sidewall structure 1 in the region of the A-pillar 6. For example, the longitudinal beam 13 extends at least from the first vehicle pillar 3 in the longitudinal direction 12 of the vehicle to the third vehicle pillar 5.

[0034] The longitudinal beam 13 is constructed separately from the corresponding column components 9, 10, and 11. The longitudinal beam 13 has at least one longitudinal beam component 16. In the described embodiment, the longitudinal beam 13 is constructed as a multi-piece, for example, three-piece structure. Therefore, the current longitudinal beam 13 has multiple, for example, three longitudinal beam components 16, 17, and 18, which are constructed, especially separately from each other. For example, the first longitudinal beam component 16 is directly connected to the second longitudinal beam component 17, and the second longitudinal beam component is directly connected, for example, to the third longitudinal beam component 18. The cavity 15 is formed at least through the first longitudinal beam component 16. However, currently, the cavity 15 is partially formed through the longitudinal beam components 16, 17, and 18.

[0035] Furthermore, the sidewall structure 1 has at least one sidewall element 19, which can also be referred to as a side frame. The sidewall element 19 is constructed separately from the longitudinal beams 13, and in particular from the longitudinal beam members 16, 17, and 18. Furthermore, the sidewall element 19 is constructed separately from the corresponding vehicle pillars 3, 4, and 5, and in particular from the corresponding pillar members 9, 10, and 11. The sidewall element 19 is arranged further outward in the vehicle's lateral direction 20 than the corresponding pillar members 9, 10, and 11. Additionally, the sidewall element 19 partially forms the side sill 14.

[0036] The cavity 15 is at least partially defined inward in the vehicle lateral direction 20 by the longitudinal beam member 16, and especially by the second longitudinal beam member and / or the third longitudinal beam member 17, 18, and at least partially defined outward in the vehicle lateral direction 20 by the side wall element 19.

[0037] Currently, the first longitudinal beam member 16 extends downward in the vehicle height direction 21 than the second and third longitudinal beam members 17 and 18. Furthermore, the second longitudinal beam member 17 extends downward in the vehicle height direction 21 than the third longitudinal beam member 18. Therefore, the first longitudinal beam member 16 can also be referred to as a "lower side longitudinal beam." Furthermore, the third longitudinal beam member 18 can also be referred to as a "higher side longitudinal beam." Currently, the longitudinal beam 13 is part of the floor assembly of the vehicle body 2. The floor assembly is formed of steel, for example, and therefore can also be referred to as "floor assembly steel." Therefore, for example, it is specified that the longitudinal beam 13, especially the first, second, and third longitudinal beam members 16, 17, and 18, are formed of steel. The side wall element 19 is, for example, formed of steel.

[0038] To particularly enhance the mechanical load-bearing capacity of the sidewall structure 1, especially the vehicle body 2, the corresponding pillar components 9, 10, 11, and especially the corresponding pillar bases of the corresponding pillar components 9, 10, 11, extend downwards at least within the cavity 15 in the vehicle height direction 21 to a connection area 23 arranged in the lower region 22 of the side sill 14, in which the sidewall element 19 is at least indirectly, and especially directly, fastened to the longitudinal beam 13, especially the first longitudinal beam component 16, via the corresponding pillar components 9, 10, 11. The connection area 23 is currently constructed as a flange area. This eliminates the need for a separate sill reinforcement in the side sill 14. Therefore, the simple pillar bases of the vehicle pillars 3, 4, 5, which are simply referred to as bases, can extend downwards into the lower sill flange in the vehicle height direction 21, and are instead connected to a separate sill reinforcement.

[0039] For example in Figure 2 As can be particularly clearly seen, in the connection area 23, the corresponding pillar components 9, 10, and 11 are arranged, particularly in the lateral direction 20 of the vehicle, between the first longitudinal beam component 16 and the side wall element 19, and especially between the flange of the first longitudinal beam component 16 and the flange of the side wall element 19, thereby connecting the side wall element 19 and the first longitudinal beam component 16 to each other by means of the corresponding pillar components 9, 10, and 11. Therefore, currently, the corresponding pillar components 9, 10, and 11 are directly connected to the side wall element 19 and at least indirectly or directly connected to the first longitudinal beam component 16.

[0040] Currently, an energy-absorbing element 24 is arranged in the cavity 15, which is preferably made of aluminum. This energy-absorbing element 24 can therefore also be referred to as an aluminum insert. Currently, the energy-absorbing element 24 extends entirely inside the cavity 15 or the side sill 14. The energy-absorbing element 24 is used, for example, to protect the vehicle's electrical accumulator. Thus, for example, the electrical accumulator is covered outwards by the energy-absorbing element 24 in the vehicle's lateral direction 20. The energy-absorbing element 24 preferably has a profile with multiple chambers 25, which can also be referred to as cavities. The energy-absorbing element 24 is, for example, constructed as a single piece. Furthermore, the energy-absorbing element 24 is constructed separately from the longitudinal beam 13, the side wall element 19, and the corresponding vehicle pillars 3, 4, and 5.

[0041] Energy-absorbing element 24 is configured, for example, to absorb energy in a side impact (pile) to protect the electric energy storage device, wherein energy-absorbing element 24 is currently surrounded by a side sill 14, which is specifically configured as a steel shell-type sill.

[0042] In the described embodiment, the corresponding pillar components 9, 10, and 11 extend, particularly within the cavity 15, bypassing the energy-absorbing element 24. Currently, the corresponding pillar components 9, 10, and 11 extend externally around the energy-absorbing element 24 in the vehicle lateral direction 20 from the upper side 26 of the energy-absorbing element 24 pointing upwards in the vehicle height direction 21 to the lower side of the energy-absorbing element 24 pointing downwards in the vehicle height direction 21. In particular, the connection region 23 is arranged on the lower side 27. Currently, the longitudinal beam 13 extends internally around the energy-absorbing element 24 in the vehicle lateral direction 20 from the upper side 26 of the energy-absorbing element 24 to the lower side 27. Here, the energy-absorbing element 24 is currently directly connected, particularly to, the longitudinal beam 13, such as the first longitudinal beam component and / or the third longitudinal beam components 16 and 18.

[0043] In the embodiment described, the sidewall structure 1 has at least one coupling element 28 extending at least partially within the cavity 15. The sidewall element 19 is connected to the energy-absorbing element 24 via this coupling element, for example by means of corresponding column members 9, 10, 11, without direct connection. Alternatively, multiple such coupling elements 28 may be provided, wherein the sidewall element 19 can be connected to the energy-absorbing element 24 via respective coupling elements 28, without direct connection. Thus, the sidewall element 19, for example constructed as a steel side frame, can be connected to the side sill 14, for example constructed as a steel shell sill, using the aluminum insert, thereby allowing connection without the use of cold-jointing techniques, which preferably meets impact load and stiffness requirements particularly well. The coupling element 28 or corresponding coupling elements 28 are, for example, constructed as shear zones and / or tension straps. The tensile force to be transmitted via coupling element 28 through the corresponding column components 9, 10, and 11 is illustrated by arrow 29, and the compressive force to be transmitted via coupling element 28 through the corresponding column components 9, 10, and 11 is illustrated by arrow 30. The tensile force here is, for example, the tensile force acting in a side collision caused by an accident, which is caused, for example, by loading the sidewall structure 1 with an obstacle, which can also be called a collision obstacle. The compressive force is, for example, the compressive force caused by a flat pressure load.

[0044] Currently, the sidewall element 19 is fastened to the longitudinal beam member 16 in the connection area 23 by means of a coupling element 28 or a corresponding coupling element 28. Here, for example, the coupling element 28 is arranged at least partially in the vehicle lateral direction 20 between the first longitudinal beam member 16 and the sidewall element 19, particularly between the flange of the first longitudinal beam member 16 and the flange of the sidewall element 19, thereby connecting the sidewall element 19 to the first longitudinal beam member 16 via corresponding pillar members 9, 10, 11 and via the coupling element 28. The coupling element 28 is arranged, for example, on the inner side of the corresponding pillar members 9, 10, 11 in the vehicle lateral direction 20.

[0045] The welded joints of the sidewall structure 1 are currently accessible on both sides, particularly in the lateral direction 20 of the vehicle, thus providing excellent accessibility and keeping the manufacturing cost of the sidewall structure 1 particularly low. Accessibility on both sides, for example, in… Figure 3 The image is illustrated using arrow 31, where... Figure 3 The side wall structure 1 is shown in a schematic and perspective partial view of the lower region of the first vehicle pillar 3. Figure 3 In the diagram, the sidewall structure 1 is partially transparent. Therefore, the spot welding process for connecting the sidewall element 19, also known as the side frame, can be implemented with particularly low cost. Furthermore, weld points can be provided below the energy-absorbing element 24 in the vehicle height direction, for example, from the outside in the vehicle lateral direction 20, to connect with the coupling element 28.

[0046] The area of ​​the first vehicle pillar 3 is aided by Figure 2 and Figure 3 The construction exemplarily described for sidewall structure 1 can be alternatively or additionally applied to the sidewall structure 1 in the region of the second vehicle pillar and / or the third vehicle pillar 4, 5. This is in Figures 4 to 7 This is illustrated vividly in the text. Here, Figure 4 A schematic partial sectional view showing the side wall structure in the area of ​​the second vehicle pillar 4. Figure 5 The sidewall structure 1 is shown in a schematic and perspective partial view of the lower region of the second vehicle pillar 4. Furthermore, Figure 6 The sidewall structure 1 is shown in a schematic partial cross-sectional view of the area of ​​the third vehicle pillar 5. Figure 7 The sidewall structure 1 is shown in a schematic and perspective partial view of the lower region of the third vehicle pillar 5. Therefore, in Figure 4 and Figure 6 The diagram specifically shows corresponding cross-sections that extend through the second and third vehicle pillars 4 and 5, respectively. Figure 5 and Figure 7 In the middle, part of the sidewall structure 1 is shown transparently.

[0047] In order to ensure force transmission and structural integrity, at least one additional adapter is provided, and more such adapters are preferred, to enable, for example, other connection technologies with force locking and / or other load paths with form locking, especially to avoid directly connecting the sidewall element 19 and / or the corresponding column parts 9, 10, 11 to the energy absorption element 24.

[0048] Such an adapter is, for example, a first support element, wherein, in the described embodiment, two such support elements 32, 33 are provided. One of the support elements 32 is, for example, assigned to the second pillar member 10, while the other support element is, for example, assigned to the third pillar member 11. The corresponding first support elements 32, 33 are arranged in the cavity 15 in the vehicle height direction 21 and are constructed separately from the longitudinal beam 13 and the corresponding pillar members 9, 10, 11, and especially separately from the coupling element 28. Therefore, the energy-absorbing element 24 is currently at least partially covered downwards in the vehicle height direction 21 by the corresponding support elements 32, 33. Via the corresponding support elements 32, 33, the corresponding pillar members 10, 11 and / or the first longitudinal beam member 16 are at least upwards in the vehicle height direction 21, for example, directly supported or able to be supported on the energy-absorbing element 24. This is in Figure 4 and in Figure 6 The image is illustrated by arrow 34. This allows for corresponding support at the energy-absorbing element 24, currently constructed of aluminum profile, in the vehicle height direction 21 (z-direction), to reduce the load on the connection technology device of the side wall structure 1, particularly in the lower sill area, for example, to alleviate tension. For example, in… Figure 5 and Figure 7 As can be seen, the corresponding first support elements 32 and 33 are currently constructed as Z-shaped profiles, and thus, the corresponding first support elements 32 and 33 can also be referred to as Z-shaped clips, for example, "Z-shaped clip sill pull". For example, the corresponding first support elements 32 and 33 are arranged on the inner side, especially directly on the coupling element 28 or the corresponding coupling element 28 in the vehicle lateral direction 20. In particular, the corresponding first support elements 32 and 33 are connected, for example, directly to the first longitudinal beam member 16, and are connected, for example, to the corresponding pillar members 10 and 11 by means of the coupling element 28.

[0049] In the described embodiment, an additional adapter is provided in the form of a second support element 35, which is arranged above the energy-absorbing element 24 in the vehicle height direction 21 within the cavity 15, particularly in the region of the second vehicle pillar 4. The second support element 35 is constructed separately from the longitudinal beam 13 and the corresponding pillar members 9, 10, 11. Furthermore, the second support element 35 is currently constructed separately from the corresponding first support elements 32, 33 and, in particular, from the coupling element 28. Currently, the energy-absorbing element 24 is at least partially covered upwards in the vehicle height direction 21 by the second support element 35. The second pillar member 10 is connected, for example by means of the coupling element 28, on the upper side 26 of the energy-absorbing element 24, particularly directly. Here, the second support element 35 is currently constructed as an angled adapter, which is particularly arranged between the aluminum profile of the energy-absorbing element 24 and the second pillar member 10, which is constructed as a reinforcement of the B-pillar 7. Therefore, the current second support element 35 has a first portion 36 and a second portion 37 extending obliquely or vertically relative to the first portion 36. The first portion 36 abuts, in particular directly abuts, the energy-absorbing element 24, and the second portion 37 abuts, in particular directly abuts, the second pillar member 10 or the coupling element 28. The first portion 36 points downward in the vehicle height direction 21, and the second portion 37 points outward in the vehicle lateral direction 20.

[0050] In the described embodiment, at least one additional such adapter is provided, in the form of at least one third support element, wherein currently two such third support elements 38, 39 are provided. The support elements 38, 39 are currently spaced apart from each other in the vehicle longitudinal direction 12. The respective third support elements 38, 39 are constructed separately from the longitudinal beam 13 and the respective vehicle pillars 3, 4, 5, and especially separately from the coupling element 28 and the respective first and / or second support elements 32, 33, 35. The respective third support elements 38, 39 extend above the energy-absorbing element 24 in the vehicle height direction 21 within the cavity 15. Therefore, the energy-absorbing element 24 is currently at least partially covered upwards by the respective third support elements 38, 39 in the vehicle height direction 21. Furthermore, the respective vehicle pillars 3, 4, 5 in the described embodiment are constructed as multi-piece, for example, two-piece. Therefore, the corresponding vehicle pillars 3, 4, and 5 each have at least one pillar inner component 40, 41, or 42 constructed separately from the corresponding pillar components 9, 10, and 11, which are arranged further inward in the vehicle lateral direction 20 than the corresponding pillar components 9, 10, and 11. The pillar inner component of the first vehicle pillar 3 can also be referred to as the first pillar inner component 40. The pillar inner component 41 of the second vehicle pillar 4 can also be referred to as the second pillar inner component 41. The pillar inner component 42 of the third vehicle pillar 5 can also be referred to as the third pillar inner component 42. The second pillar component 10 is supported inwardly, particularly directly, or can be supported on the second pillar inner component 40 in the vehicle lateral direction 20 via corresponding third support elements 38 and 39. Figure 4 The image is illustrated by arrow 43. In the embodiment described, the corresponding third support elements 38 and 39 are constructed as corresponding partitions. The corresponding third support elements 38 and 39 thus enable the corresponding B-pillar partition to function as a tensile composite structure acting in the vehicle's lateral direction 20 (y direction), so as to prevent slippage of the second pillar member 10, also known as the B-pillar reinforcement, for example, in the event of a collision, such as in a "top crush" under load.

[0051] For example, the first pillar component 9 is connected to the longitudinal beam 13 on three sides around the cavity 15 by Y-shaped flanges. The corresponding Y-shaped flanges can be understood as corresponding flanges pointing inwards in the vehicle's transverse direction 20. Therefore, no additional components in the form of the aforementioned support elements 32, 33, 35, 38, 39 are required in the area of ​​the first vehicle pillar 3.

[0052] Numbers, such as "first," "second," and "third," are used primarily for differentiation and do not indicate order. In other words, corresponding numbers can be arbitrarily interchanged.

[0053] List of reference numerals

[0054] 1. Sidewall structure

[0055] 2. Car body

[0056] 3 First vehicle pillar

[0057] 4 Second vehicle pillar

[0058] 5 Third vehicle pillar

[0059] 6 A-pillar

[0060] 7 B-pillar

[0061] 8 C-pillar

[0062] 9 First column component

[0063] 10 Second column component

[0064] 11 Third column component

[0065] 12 vehicles in the longitudinal direction

[0066] 13 longitudinal beams

[0067] 14 side thresholds

[0068] 15 cavity

[0069] 16 First longitudinal beam component

[0070] 17 Second longitudinal beam component

[0071] 18 Third longitudinal beam component

[0072] 19 sidewall elements

[0073] 20 vehicles in the lateral direction

[0074] 21 Vehicle height direction

[0075] 22 Lower Region

[0076] 23 Connection Area

[0077] 24 energy absorption elements

[0078] 25 cavity

[0079] 26 upper side

[0080] 27 lower side

[0081] 28 coupling elements

[0082] 29 arrows

[0083] 30 arrows

[0084] 31 arrows

[0085] 32 First support element

[0086] 33 First Support Element

[0087] 34 arrows

[0088] 35 Second support element

[0089] 36 Part 1

[0090] 37 Part Two

[0091] 38 Third support element

[0092] 39 Third Support Element

[0093] 40 First column internal components

[0094] 41 Second column internal components

[0095] 42. Internal components of the third column

[0096] 43 arrows

Claims

1. A sidewall structure (1) for a vehicle body (2), the sidewall structure comprising: pillar members (9, 10, 11), the pillar members at least partially forming vehicle pillars (3, 4, 5); a longitudinal beam (13), the longitudinal beam having at least one longitudinal beam member (16), the longitudinal beam member at least partially forming a side sill (14) having a cavity (15); and a sidewall element (19), the sidewall element being arranged further outward than the longitudinal beam member (16) in the vehicle lateral direction (20) and partially forming the side sill (14), wherein, The cavity (15) is at least partially defined inward in the vehicle lateral direction (20) by the longitudinal beam member (16) and at least partially defined outward in the vehicle lateral direction (20) by the side wall element (19), and the pillar members (9, 10, 11) extend downward in the vehicle height direction (21) within the cavity (15) to a connection area (23) arranged in the lower region (22) of the side sill (14), in which the side wall element (19) is fastened to the longitudinal beam member (16) via the pillar members (9, 10, 11).

2. The sidewall structure (1) according to claim 1, characterized in that, An energy-absorbing element (24) is arranged in the cavity (15), and the energy-absorbing element is preferably formed of aluminum.

3. The sidewall structure (1) according to claim 2, characterized in that, The column components (9, 10, 11) extend inside the cavity (15) while bypassing the energy absorption element (24).

4. The sidewall structure (1) according to claim 2 or 3, characterized in that, A coupling element (28) is provided that extends at least partially in the cavity (15), and the sidewall element (19) is connected to the energy absorption element (24) via the coupling element without direct connection.

5. The sidewall structure (1) according to claim 4, characterized in that, The sidewall element (19) is fastened to the longitudinal beam member (16) in the connection area (23) by means of the coupling element (28).

6. The sidewall structure (1) according to claim 4 or 5, characterized in that, The coupling element (28) is configured as a shear zone and / or a tension band.

7. The sidewall structure (1) according to any one of claims 2 to 6, characterized in that, A support element (32, 33) is provided in the cavity (15) below the energy-absorbing element (24) in the vehicle height direction (21) and is constructed separately from the longitudinal beam (13) and the column components (9, 10, 11). The longitudinal beam component (16) and / or the column components (9, 10, 11) are supported upward on the energy-absorbing element (24) in the vehicle height direction (21) via the support element.

8. The sidewall structure (1) according to any one of claims 2 to 7, characterized in that, A support element (35) is provided in the cavity (15) above the energy absorption element (24) in the vehicle height direction (21) and is constructed separately from the longitudinal beam (13) and the column components (9, 10, 11). The column components (9, 10, 11) are connected to the energy absorption element (24) via the support element on the upper side (26) of the energy absorption element (24) pointing upward in the vehicle height direction (21).

9. The sidewall structure (1) according to any one of claims 2 to 8, characterized in that, The vehicle pillars (3, 4, 5) have pillar inner parts (40, 41, 42) arranged further inward than the pillar components (9, 10, 11) in the vehicle lateral direction (20). In the cavity (15), above the energy absorption element (24) in the vehicle height direction (21), there are support elements (38, 39) separately constructed from the longitudinal beam (13) and the vehicle pillars (3, 4, 5). The pillar components (9, 10, 11) are supported inwardly on the pillar inner parts (40, 41, 42) in the vehicle lateral direction (10) via the support elements.

10. The sidewall structure (1) according to any one of the preceding claims, characterized in that, The vehicle pillars (3, 4, 6) are constructed as A-pillar (6), B-pillar (7), or C-pillar (8).

Images