Mounting of a monocoque beam on a car body and a car

Abstract

The invention relates to a device for fastening a unit beam (10) on a motor vehicle body (12), wherein the unit beam (10) and an electrical energy accumulator (20) are fastened on the vehicle body (12), the unit beam being fastened on longitudinal beams (14) of the vehicle body (12) which are spaced apart in the transverse direction of the vehicle and are arranged above the unit beam (10), and the electrical energy accumulator being arranged behind the unit beam (10) in the longitudinal direction of the vehicle and being arranged below a floor (24) of the vehicle body (12). The device is characterized in that the unit beam (10) has at least one boss (S) at its end (E) facing the energy accumulator (20) for forming at least an upper bearing surface (A1) and a lower bearing surface (A2), wherein the upper bearing surface (A1) is opposite a cross beam (32) of the vehicle body (12) which is arranged below the floor (24), and the lower bearing surface (A2) is opposite a bearing (22) of the energy accumulator (20) which is arranged below the floor (24).

Description

TECHNICAL FIELD

[0001] The invention relates to a kind of fixing device of a unitary beam / monocoque on a car body. The invention also relates to a kind of car. BACKGROUND

[0002] A kind of similar fixing device of a unitary beam on a car body is disclosed by DE 10 2018 205 171 A1. In the fixing device, the unitary beam, also called subframe, front axle beam, subframe, axle bridge or engine mount, is fixed on the longitudinal beam of the car body, which is spaced apart from each other in the vehicle transverse direction and arranged above the unitary beam in the vehicle vertical direction. In addition, an electric energy storage device is arranged behind the unitary beam in the vehicle longitudinal direction, which is also arranged below the floor of the car body in the vehicle vertical direction. Here, the electric energy storage device is also fixed or retained on the car body.

[0003] In addition, a kind of front axle beam for a motor vehicle is known from DE 10 2012 220 871 A1, which has two longitudinal beams, on which the suspension points for the front wheel suspension are formed. SUMMARY

[0004] The task of the invention is to provide a kind of fixing device of a unitary beam on a car body and a kind of car, so that a very advantageous accident behavior can be achieved.

[0005] According to the invention, the task is solved by a kind of fixing device and a kind of car. The advantageous design with suitable invention improvements is the subject matter of the dependent claims.

[0006] In the fixing device according to the invention, the unitary beam is fixed on the self-supporting car body of the car. The car body here has two longitudinal beams, also called main longitudinal beams (HLT), which are spaced apart from each other in the vehicle transverse direction and arranged above the unitary beam in the vehicle vertical direction. The unitary beam, also called subframe, front axle beam, subframe, axle bridge or engine mount, is fixed on the longitudinal beams. In addition, an electric energy storage device is arranged behind the unitary beam in the vehicle longitudinal direction in the fixing device, in which or by which electric energy or current can be stored. The energy storage device is arranged below the floor of the car body in the vehicle vertical direction, which at least partially, especially at least predominantly or completely, delimits the passenger compartment of the car, also called interior or passenger compartment, downward in the vehicle vertical direction. The energy storage device is at least partially, especially at least predominantly or completely, covered by the floor upward in the vehicle vertical direction. In the fixing device, the energy storage device is also fixed on the floor.

[0007] In order to achieve particularly advantageous crash behavior of a passenger car now, the invention provides that the unit beam has at least one boss at its end facing the energy store, by means of which at least an upper bearing face Al and a lower bearing face A2 are formed, wherein the upper bearing face Al is opposite a body cross member arranged below the floor in the vehicle longitudinal direction and the lower bearing face A2 is opposite an energy store support arranged below the floor in the vehicle longitudinal direction.

[0008] It is to be maintained that the body cross member arranged below the floor and thus covered by the floor in particular in the vehicle vertical direction is at least partially, in particular at least predominantly or completely, covered by the bearing face Al of the unit beam in the vehicle longitudinal direction. Since the cross member is a component of the body, the cross member is also referred to as a body cross member. Furthermore, the bearing faces are arranged offset to one another in the vehicle longitudinal direction, so that in one preferred embodiment it is provided that the second lower bearing face is arranged behind the first upper bearing face in the vehicle longitudinal direction. The energy store support arranged below the floor in the vehicle vertical direction and thus covered by the floor in the vehicle vertical direction, for example, is at least partially, in particular at least predominantly or completely, covered by the lower bearing face in the vehicle longitudinal direction.

[0009] In one preferred embodiment, the unit beam has an arch-shaped structure, which is thus designed in the shape of an arch, in particular a circular segment, at least in a local region. In particular, the arch-shaped structure is formed in the shape of the Greek capital omega Ω and thus in the shape of an omega at least in the local region, wherein, for example, the arch-shaped structure itself has two arms with respective, in particular inherent, free ends. The unit beam also has two front, i.e. arranged in front of the arch-shaped structure in the vehicle longitudinal direction, support beams, which extend in the vehicle longitudinal direction in front of the arch-shaped structure. Furthermore, the support beams extend inclined to one another, so that the support beams extend apart from one another in the vehicle longitudinal direction in front. This means that the support beams extend at least substantially in the shape of a V, i.e. the support beams extend next to one another in the vehicle longitudinal direction from front to back and thus in the direction of the arch-shaped structure. The unit beam also comprises a unit beam-cross member arranged in front of the arch-shaped structure in the vehicle longitudinal direction, which is spaced apart from the arch-shaped structure, in particular the arms of the arch-shaped structure, in the vehicle longitudinal direction. This means that the unit beam-cross member does not contact the arch-shaped structure. By means of the unit beam-cross member, the support beams are in particular connected to one another, i.e. the unit beam-cross member itself is joined to the support beams by means of its free ends.

[0010] The support, also referred to as accumulator support, is for example a positioning frame, in particular a battery module positioning frame, or a housing which accommodates a battery or a battery module or an accumulator unit for storing electrical energy. In other words, it can be provided that the support is a housing in which a plurality of accumulator units of an accumulator are arranged, wherein electrical energy is stored or can be stored by means of or in the accumulator units. By means of the support surface and due to the integral beam being connected to the main longitudinal beam arranged thereabove, a plurality of load paths can be formed for each support beam of the integral beam, also referred to as longitudinal support, in the event of a frontal collision, i.e. in the event of a head-on collision of a passenger car. The collision or accident forces occurring in such a frontal collision and acting in particular in the vehicle longitudinal direction from front to back are conducted into the vehicle body or its vehicle body structure by means of a first load path of the load paths, wherein the first load path extends at least over a respective portion of the respective support beam and over at least one connection point arranged on the respective main longitudinal beam, at which or in which the integral beam is joined to the respective main longitudinal beam. This means that at least a portion of the accident forces is conducted from the integral beam into the respective main longitudinal beam and into the vehicle body. By means of a second load path of the load paths, at least a portion of the accident forces is conducted into the cross beam below the floor and further into the vehicle body structure via the integral beam and also over the upper front first support surface of the integral beam. The third load path comprises the preferably lower and in particular rear second support surface, so that at least a portion of the accident forces is conducted via the lower support surface into the energy support and from there also into the vehicle body by means of the third load path, in particular because the accumulator and in particular the accumulator support is fixed on the vehicle body, i.e. joined to the vehicle body. According to the application, at least virtually all connection points for joining the integral beam to the vehicle body are thus at least substantially free of forces. It is particularly advantageous that the accident forces are conducted along different load paths into the vehicle body structure, so that a very low load acting on the support and thus a risk of damage to the accumulator can be maintained.

[0011] In an advantageous design of the application, the integral beam is fixed, in particular bolted, to the vehicle body cross beam in the region of the support surfaces, in particular between the support surfaces in the vehicle longitudinal direction and upwards in the vehicle vertical direction. This makes it possible to very advantageously conduct the accident forces from the integral beam into the vehicle body structure, so that an excessively high load on the accumulator can be avoided.

[0012] In order to be able to achieve a particularly advantageous and in particular direct diversion of the accident forces from the integral beam into the vehicle body, it is provided in one embodiment of the application that the upper front support surface directly abuts the cross beam in the vehicle longitudinal direction to the rear. Alternatively, it can be provided that the upper support surface is arranged spaced apart from the cross beam, so that position and component tolerances can be compensated for and the support surface is only brought to abut the cross beam and thus to conduct the load into the vehicle body via this connection point under the corresponding deformation of the vehicle front end in the event of a collision.

[0013] It has proven particularly advantageous if the lower support surface, as an alternative or in addition to the upper support surface, is spaced apart from the support elements in the vehicle longitudinal direction. In this way, an excessively high loading of the energy store can be avoided, in turn keeping the risk of damage to the energy store very low. It is preferably provided that no further components are arranged between the lower rear support surface and the energy store support elements in the vehicle longitudinal direction in addition to the bulkhead and the energy store. In particular, it can be provided that an air gap is arranged between the lower support surface and the support elements in the vehicle longitudinal direction.

[0014] A further embodiment is characterized in that the body beam is joined at the end sides to respective body side walls which are spaced apart from one another in the vehicle transverse direction. In this way, a very advantageous rigidity can be exhibited, so that accident forces can be well guided away or supported.

[0015] In order, for example, to keep the risk of damage to the energy store very low, it is conceivable for the energy store, in particular the energy storage unit thereof, to be arranged between the side walls in the vehicle transverse direction. This can in particular mean that the energy store, in particular the energy storage unit thereof, is at least partially, in particular at least predominantly or completely, covered on the outside in the vehicle transverse direction by the side walls on both sides.

[0016] In order to be able to protect the energy store well from excessive loading, it is provided in a further design of the application that the support elements are fixed, in particular directly, to the bulkhead.

[0017] In a particularly advantageous embodiment of the application, the bulkhead has a further rear bulkhead-beam which is thus arranged behind the front bulkhead-beam in the vehicle longitudinal direction. By means of the rear bulkhead-beam, the respective arms of the arch structure, in particular the aforementioned free ends of the arms, are connected to one another. In this way, a very high rigidity can be achieved.

[0018] It has finally proven particularly advantageous if the support beams are joined directly to the arch structure by their respective end heads facing the arch structure. This means in particular that the arch structure is arranged without or only with a small part between the support beams, and thus preferably at least predominantly outside the support beams or behind them in the vehicle longitudinal direction. In this way, a particularly advantageous accident behavior can be exhibited.

[0019] The integral beam, also called subframe, is preferably a front axle beam, on which the wheel steering of the wheels, for example, can be fixed or secured in a hinged manner. In order to connect the integral beam to the main longitudinal beam and in order to realize the said bosses and thus the said bearing surfaces, the integral beam has, for example, a structure by means of which the aforementioned load path can be realized. This structure and thus the load path allow a very advantageous dissipation of the respective accident forces into the body structure in a frontal impact, called frontal collision, and in a side impact covering a small frontal collision and a so-called impact with a post, called post collision, whereby a very advantageous accident behavior can be achieved. The integral beam can in principle be used for supporting a power device, for example designed as an internal combustion engine or as an electric machine, for driving a passenger car. But the integral beam is also particularly advantageous when no power device is supported on the integral beam and thus, for example, in the front end of the body of a passenger car, no power device. Here, the integral beam, for example designed as a front axle beam, can advantageously conduct and for example also absorb accident energy even when no power device is present in the front end of the body.

[0020] A passenger car having at least one fixing device according to the application also belongs to the application. The advantages and advantageous designs of the fixing device according to the application are to be regarded as advantages and advantageous designs of the passenger car according to the application and vice versa. BRIEF DESCRIPTION OF DRAWINGS

[0021] Further advantages and details of the application result from the following description and in conjunction with the drawings, in which:

[0022] Figure 1 shows a half cut side view of the integral beam on the body of a passenger car;

[0023] Figure 2 shows a perspective view of the integral beam;

[0024] Figure 3 shows another perspective view of the integral beam;

[0025] Figure 4 shows a top view of the integral beam;

[0026] Figure 5 shows a bottom view of the integral beam;

[0027] Figure 6 shows another cut side view of the fixing device;

[0028] Figure 7 shows a perspective view of the fixing device;

[0029] Figure 8 shows a side view of the fixing device;

[0030] Figure 9 shows another half cut side view of the fixing device. DETAILED DESCRIPTION

[0031] In the figures, identical or identically functioning parts are provided with the same reference symbols.

[0032] Figure 1 A partial view of a fixing device of the integral beam 10 on a self-supporting body 12 of a passenger car is shown in a schematic half-section side view. In the embodiment as shown, the integral beam 10 is an axle beam, in particular a front axle beam, also referred to as a subframe, to which an axle, in particular a front axle, of the passenger car, not shown in the figures, can be coupled or is coupled. For this purpose, for example, a respective wheel steering gear for controlling a wheel of the passenger car is hingedly fixed or fixable on the integral beam 10.

[0033] In the fixing device, the integral beam 10, which is formed separately from the self-supporting body 12, is arranged below longitudinal beams 14 of the body 12 in the vehicle vertical direction (z direction in the vehicle coordinate system) which are spaced apart from one another in the vehicle transverse direction (y direction in the vehicle coordinate system). In the fixing device, the integral beam 10 is fixed to the longitudinal beams 14 in the vehicle vertical direction. Figure 1 A longitudinal beam 14 of the body 12, which is arranged above the integral beam 10 in the vehicle vertical direction and which is located to the left in the vehicle transverse direction with respect to the forward direction of travel of the passenger car, can be seen in Figure 1 is designated by the reference numeral 14.

[0034] Here, for example, the integral beam 10, in particular for each longitudinal beam 14, has at least two or exactly two fixing parts 16 which are arranged one behind the other and spaced apart from one another in the vehicle longitudinal direction. By means of the fixing parts 16, the integral beam 10 is fixed to fixing points 18, also referred to as connection points, of the longitudinal beams 14 which are spaced apart from one another in the vehicle longitudinal direction (x direction in the vehicle coordinate system). A plurality of connection points in the form of fixing points 18 are thus provided on the longitudinal beams 14 at which or by means of which the integral beam 10 is fixed to the respective longitudinal beam 14.

[0035] The electric energy store 20 of the passenger car is arranged in particular in the region of the passenger compartment behind the integral beam 10 in the vehicle longitudinal direction, i.e. the energy store 20 is at least partially covered or overlaid by the integral beam 10 in the vehicle longitudinal direction. In the electric energy store 20, electrical energy or current can be stored. Here, the energy store 20 is preferably a power store. This means in particular that the passenger car has at least one electric machine which can electrically drive the passenger car. The electric machine is therefore also referred to as a power machine. In order to electrically drive the passenger car by means of the electric machine, the electric machine is operated in the manner of a motor and thus as an electric motor. For this purpose, the electric machine is supplied with electrical energy which is stored in the energy store 20.

[0036] The energy store 20 has a support 22 which, in the embodiment shown, is designed as a housing. The housing 22 is also referred to as a battery housing, in particular when the energy store 20 is designed as a battery, in particular as a high-voltage battery (HV battery). Within the housing 22, a plurality of energy storage cells of the energy store 20 are preferably arranged, in which electrical energy can be stored. The energy storage cells are here, for example, electrically connected to one another. As will also be explained in detail below, the energy store 20 is fixed to the vehicle body 12, also referred to as a vehicle body structure or vehicle body structure. Since the monocoque 10 is joined to the vehicle body 12, in particular by means of the fixing elements 16, to a longitudinal beam also referred to as a main longitudinal beam, the monocoque 10 is also fixed to the vehicle body 12. The vehicle body 12 also has a floor 24, also referred to as a main floor, which at least partially delimits a passenger compartment of the motor vehicle, also referred to as a passenger cell or interior, in the vehicle vertical direction downwards, or is isolated with respect to the road. Here, the energy store 20 and thus the support 22 is arranged in particular below the floor 24 in the vehicle vertical direction, i.e. the energy store 20 and in particular the support 22 is at least partially covered by the floor 24 in the vehicle vertical direction.

[0037] In order to now achieve a very advantageous motor vehicle accident behavior, in particular in the case of a full or only partially overlapping frontal collision, the monocoque 10, as outlined Figures 2-5 The monocoque 10 has, as can be seen in particular clearly, an arch-shaped structure 26 which, in the embodiment shown, is designed at least substantially in the shape of the Greek capital letter omega, i.e. has the shape of the Greek capital letter omega. The monocoque 10 also comprises two support beams 28 which extend away from the arch-shaped structure 26 in the vehicle longitudinal direction and are joined to the upper longitudinal beam 14 by means of the fixing elements 16. The support beams 28, also referred to as longitudinal beam elements of the monocoque 10, here extend sufficiently far outwards and away from one another in the vehicle transverse direction, such that the support beams 28 end further outwards in the vehicle transverse direction than the arch-shaped structure 26. In addition, the monocoque 10 comprises a front monocoque cross beam 30 which is spaced apart from the arch-shaped structure 26 in the vehicle longitudinal direction and is joined at its respective ends to the support beams 28, in particular to the ends thereof. As a result, the support beams 28 are connected to one another by means of the monocoque cross beam 30.

[0038] Furthermore, the unit beam 10 has, at its end E which is directed in the vehicle longitudinal direction towards the energy store 20 and at the same time behind in the vehicle longitudinal direction, a respective tab S which is spaced apart from one another in the vehicle transverse direction. An upper front bearing surface Al is formed by the respective tab S, by means of which a respective partial region of the cross member 32 of the vehicle body 12 which is arranged below the floor 24 in the vehicle vertical direction is covered in the vehicle longitudinal direction in front. Furthermore, a lower rear bearing surface A2 is formed by the tab S which is arranged offset in the vehicle vertical direction and in the vehicle longitudinal direction relative to the first bearing direction Al. The bearing surface A2 is arranged further rearward in the vehicle longitudinal direction than the bearing surface Al. In addition, the bearing surface A2 is arranged further downward in the vehicle vertical direction than the bearing surface Al and closer to the roadway. By means of the lower rear bearing surface A2, a respective partial region of the bearing element 22 is covered in the vehicle longitudinal direction in front. The unit beam 10 is therefore supported or supportable on the cross member 32 in the vehicle longitudinal direction rearward, in particular directly, by means of the bearing surface Al and on the bearing element 22 in the vehicle longitudinal direction rearward, in particular directly, by means of the bearing surface A2, whereby an accident force which acts in the vehicle longitudinal direction from front to rear can advantageously be conducted into the vehicle body 12. In addition, the accident force can be conducted into the main longitudinal beam and in turn into the vehicle body 12 by means of the fastening elements 16 and in turn by means of the fastening points 18.

[0039] It can be seen overall that, when a frontal collision of the passenger car occurs, in particular for each longitudinal bearing element (support beam 28), three load paths can be formed. A first load path thereof extends through a respective portion of the support beam 28, the fastening element 16 and the fastening point 18 to the longitudinal beam 14 and in turn into the vehicle body 12. A second load path thereof extends, for example, through the support beam 28, the arch structure 26 and the respective upper front bearing surface Al to the cross member 32 and thus also into the vehicle body 12, which is also referred to as the vehicle body structure. A third load path extends through the support beam 28, the arch structure 26 and the respective lower rear bearing surface A2 to the bearing element 22 which is formed on or integrated in or mounted on the vehicle body 12 and in turn also into the vehicle body 12. In particular, the unit beam 10 can very well conduct the accident force into the vehicle body 12 by means of the bearing surfaces Al, A2 which are directed towards the passenger compartment. The unit beam 10 can also very advantageously conduct the accident force into the main longitudinal beam.

[0040] It is also preferred to provide that the unit beam 10 is fastened to the cross member 32 in the region of the bearing surfaces Al, A2, in particular in the vehicle longitudinal direction between the bearing surfaces Al, A2 and in the vehicle vertical direction upwards. To this end, the unit beam 10 has, in particular for each tab S, at least one or a plurality of fastening elements 16 which can be fastened to the cross member 32 in the region of the bearing surfaces Al, A2, in particular in the vehicle longitudinal direction between the bearing surfaces Al, A2 and in the vehicle vertical direction upwards. The fastening elements 16 are preferably designed as screws, in particular as screws which can be fastened to the cross member 32. In particular, the fastening elements 16 are designed as screws which can be fastened to the cross member 32 in the region of the bearing surfaces Al, A2, in particular in the vehicle longitudinal direction between the bearing surfaces Al, A2 and in the vehicle vertical direction upwards. Figure 4The fastening elements 34, which are preferably designed as bolt openings, in particular through-holes, are clearly visible in the middle. By means of the fastening elements 34, the unit beam 10 is bolted or screwed to the cross beam 32 in the vehicle vertical direction at its end E, which is also referred to as the end. The support surfaces Al and A2 extend, for example, at least substantially vertically, i.e. parallel to the vehicle vertical direction and thus, for example, perpendicular to the vehicle longitudinal direction. Between the support surfaces Al and A2, there is provided, for example, a respective third support surface A3 in the vehicle longitudinal direction, for example, in the form of a respective boss S. By means of the respective support surface A3, the unit beam 10 is supportable or supported on the cross beam 32 in the vehicle vertical direction upwards, in particular directly, such that, for example, the respective support surface A3 is at least partially covered by the cross beam 32 in the vehicle vertical direction upwards. The respective support surface A3 preferably extends here perpendicular to the vehicle vertical direction and thus, for example, horizontally.

[0041] As can be seen in particular from Figure 6 The respective upper support surface Al is arranged spaced apart from the cross beam 32 in the vehicle longitudinal direction rearwards or in front of the cross beam. In addition, the respective lower support surface A2 is also spaced apart from the support element 22 in the vehicle longitudinal direction. The fact that the two support surfaces Al, A2 are spaced apart from one another from the cross beam 32 or the support element 22 has the advantage that position and component tolerances can be easily compensated for. The support surfaces Al, A2 only come into contact with the cross beam 32 or the support element 22 when the vehicle front end is correspondingly deformed in the event of a crash, so that a load path is only then formed and the crash forces are conducted into the cross beam or the support element 22 via this. It is apparent that in an alternative embodiment of the vehicle it can be provided that the upper support surface Al is already brought into contact with the cross beam 32 when the unit beam is mounted on the vehicle.

[0042] It is preferably provided that the cross beam 32 is joined to the respective side wall of the vehicle body 12, which are spaced apart from one another in the vehicle transverse direction, at the end side, i.e. by means of its respective end, here, preferably, the support element 22 is also joined to the side wall. It is also conceivable that the support element 22 is fixed to the cross beam 32.

[0043] The arcuate structure 26 has arms 36, each of which itself extends in an arcuate manner and together thereby forms the shape of the Greek capital letter Ω. Here, the unit beam 10 has a further rear unit beam-cross beam 38, by means of which the arms 36 of the arcuate structure 26, i.e. the Ω shape, are connected to one another. In particular, the unit beam-cross beam 38 is a cross strut, which is provided selectively and is used, in particular, to achieve advantageous noise properties, which are also referred to as NVH properties (NVH = Noise Vibration Harshness). It is also conceivable that the support element 22 is fixed to a vehicle body part of the vehicle body 12, which is provided in addition to the side walls and the cross beam 32. The selectively provided cross strut is used, for example, to support the arms 36, in particular in the region of the end of the arms 36, and thus to support the fastening elements 34, which are designed, for example, as support means or as support means.

[0044] Figure 6 It is again clear that the overall beam 10 is supported or can be supported by the support surfaces Al and A2 rearward on the cross beam 32 and the support 22.

[0045] From Figure 7 it can be clearly seen by way of example of the above longitudinal beam 14 that the respective main longitudinal beam is connected to individual energy absorbers 39, also referred to as energy absorption boxes. The energy absorbers 39 can deform in an energy-absorbing manner, in particular in the event of a frontal collision. The energy absorbers 39 are connected to one another by way of a front curved beam 40, also referred to as a bumper curved beam, which extends at least substantially in the vehicle transverse direction, such that the main longitudinal beams are connected to one another at the end side by way of the energy absorbers 38 by means of the curved beam 40. It can also be clearly seen from Figure 7 , Figure 8 and Figure 9 that the respective support beam 28 is connected at its respective front end, which faces away from the arch structure 26, to a respective further energy absorber 42, which is arranged below the individual energy absorbers 39 in the vehicle vertical direction. The energy absorbers 42 are thus mounted on the front end E2 of the overall beam 10, which faces away from the arch structure 26, of the overall beam, which is formed by the support beam 28 or by its end head. The individual energy absorbers 42 are in turn joined to individual vertical struts 44, which extend at least substantially in the vehicle vertical direction. The vertical struts 44, which are connected at one end to the individual energy absorbers 42, are connected at the other end to the curved beam 40, which is arranged above the individual energy absorbers 42. Furthermore, the vertical struts 44, which are spaced apart from one another in the vehicle transverse direction and are thus arranged on both sides of the passenger car, are connected to one another by means of a transverse member 46. The transverse member 46 is here arranged below the curved beam 40 in the vehicle vertical direction and in front of the overall beam-cross beam 30 in the vehicle longitudinal direction.

[0046] It can be clearly seen in particular from Figures 7-9 that the frontwardly directed fixing member 16 of the respective support beam 28 is in the vehicle longitudinal direction. Here, the respective support beam 28 is connected to the longitudinal beam 14 by means of the respective fixing member 16 by way of an additional separate bolt member 48, i.e. is screwed onto the longitudinal beam 14 and is thereby fixed on the longitudinal beam 14.

[0047] It can be seen from Figure 1 that the individual arms 36 of the arch structure 26 have a respective receptacle 50 for a torsion bar of a steering mechanism of the passenger car. This means in particular that the torsion bar is at least partially accommodated in the receptacle 50. It can be seen from Figure 5 that the individual arms 36 have an opening 52, which is designed for example in the manner of a through-hole, in particular at the height of the optionally provided overall beam-cross beam 38. A sleeve can be provided or can be provided in the opening 52. A bolt can be inserted through the opening 52 and in particular the sleeve, by means of which the overall beam 10 is screwed to the end wall connecting beam and can thereby be fixed on the end wall connecting beam. It can also be seen from Figure 2As can be seen, the overall beam 10 has, inter alia, for each arm 36 a respective receiving region 54 and 56. By means of the receiving region 54, for example, a cross strut can be joined to the overall beam 10, and by means of the receiving region 56, for example, a pressure strut can be joined to the overall beam 10.

[0048] The arch structure 26 is an omega-shaped main profile of the overall beam 10, which comprises a support beam 28 as a connecting beam and overall beam-crossbeams 30, 38 as a continuous transverse structure. Here, however, the overall beam-crossbeam 38 is only optionally provided and can be dispensed with. Since the overall beam-crossbeam 30 is spaced apart from the arch structure 26 and in particular from the arch crown 58 of the arch structure in the vehicle longitudinal direction, the overall beam-crossbeam 30 is separated from the arch crown 58 of the arch structure 26, which is also referred to as omega profile. Here, the overall beam-crossbeam 30 is fixed to the omega profile by means of the support beam 28. In the case of a frontal impact against a rigid obstacle with a small lateral overlap, for example, a lever action with respect to the vehicle center of gravity can be achieved by means of the shear rigidity of the overall beam 10 in the x-y plane. This lever action reduces the overlap with the rigid obstacle in a highly effective manner and thus allows the rear vehicle structure to slide over the obstacle, which is also referred to as a barrier. The overall beam 10 can here advantageously absorb energy. The omega profile (arch structure 26) is composed of a plurality of individual profiles 60a-60h, for example combined. The individual profiles 60a-60h can be aligned with one another and are, for example, all almost at the same height level. The basic shape of the omega profile can be a rectangular shape and forms the arch crown 58 in the front side region thereof. Here, the boss S with the support surfaces Al, A2 allows a positively locking support on adjacent components in the vehicle longitudinal direction rearward, in the form of the crossbeam 32 and the support 22 of the energy store 20. The rear overall beam-crossbeam 38 is itself composed of a plurality of individual parts 62a-62b, for example. The rear overall beam-crossbeam 38 is, for example, at least partially, in particular completely, surrounded by the omega profile. At the open ends of the omega profile, in particular of the arms 36, a fastening possibility with respect to adjacent components can be added. The receiving regions 54 and 56 are, for example, for receiving support means, by means of which a wheel steering gear and / or a strut can be joined to the overall beam 10, in particular hingedly. In particular, the support means are for supporting components of the aforementioned axle, in particular the front axle. The omega profile also offers the possibility of supporting a torsion bar on the overall beam 10 at a small distance in front of the rear overall beam-crossbeam 38. For this purpose, support means for supporting the torsion bar can be arranged or can be arranged in the respective receptacle 50, for example.

[0049] Support beams 28, also called connecting beams, which are formed separately from the omega profile, are fixedly connected to the omega profile, for example by welding. The connecting beams extend in the vehicle longitudinal direction forward and in the vehicle transverse direction outward and protrude beyond the omega profile width. The respective connecting beam is composed of, for example, a plurality of parts 64a-64d. In the region of the omega profile, in particular at the respective root of the connecting beam, the respective support 66a, 66b is fixedly connected to the respective connecting beam, in particular by welding. The connection is preferably ensured on three sides and can be at least substantially U-shaped. The support 66a, 66b is fixedly connected to the respective connecting beam, for example by further brackets 68a-68d, in particular by welding. By means of the support 66a, 66b, accommodation of the support mechanism in the respective accommodation region 54 is ensured on each side. The support mechanism is also used to support the axle component. In addition, the two ends of the connecting beam are located at a different height level than the omega profile, so that the end E2 of the support beam 28 and thus of the entire beam 10 is arranged more upward in the vehicle vertical than the omega profile. This means that a height offset is achieved by means of the connecting beam (support beam 28) compared to the omega profile. By this, the accident or crash energy can be dissipated by means of two levels. In the front upper region of the support beam 28, the support beams 28 are connected to one another by means of a continuous structure. Here, the continuous structure is, for example, a front entire beam-cross beam 30 designed in the form of a tube. The entire beam-cross beam 30 is fixedly connected, in particular welded, to the support beams 28. The accommodation regions on the connecting beams for the continuous structure are preferably located as far outward as possible and allow a large-area connection of the continuous structure to the respective support beam 28, wherein in Figure 2 the regions 70a, 70b in which the entire beam-cross beam 30 is fixedly and preferably large-area joined to the support beams 28. The entire beam-cross beam 30, which is designed, for example, in the form of a cross tube, is not directly connected to the omega profile itself and is not located at the same height level as the omega profile. The mode of operation of the entire beam 10 will be described below:

[0050] In the case of a frontal collision, a portion of the accident energy is absorbed by the two connecting beams, in particular by deforming the connecting beams. By means of the height offset, the deformation energy can be input over a large distance in the vehicle longitudinal direction. A second deformation possibility is between the intermediate supports 66a, 66b and the rear individual profiles 60e, 60f, also called omega frame, of the omega structure, which are designed, for example, in the form of brackets. In this region, further energy is absorbed by the material, after which the rigid structure begins with a fixed point relative to the adjacent component. The respective support surfaces Al and A2 at the two, in particular open, rear ends of the omega profile or of the arm 36 ensure advantageous accident behavior.

[0051] In a frontal impact with a small lateral overlap, the monocoque 10 has the task of absorbing energy on the one hand and, on the other hand, of reducing the overlap with the rigid barrier by means of the excellent shear stiffness and the resulting lever arm with respect to the vehicle center of gravity. These mutually opposing requirements can be solved in that the barrier hits the ramp on the end of the front continuum (monocoque-beam 30) with a small lateral overlap of the car side. This not only ensures the transmission of large lateral forces into the front continuum in order to at least reduce the overlap of the car, but also ensures the transmission of the force longitudinally, which leads to energy absorption in the connecting beam. It is advantageous here that the transmission of the lateral force can be maintained for a long time, while the inclined front structure is guided rearward during the deformation of the connecting beam. The continuum also has the arched structure 26, which in this case remains essentially undeformed, in order to be able to maintain a high level of lateral force and the resulting lever action with respect to the vehicle center of gravity.

[0052] In a pile impact, for example, a circular obstacle on the outer circumference hits the monocoque-beam 30 at least essentially centrally. In such a pile impact, the front continuum is subjected to bending loads and absorbs energy in a first step. By the vertical joining of the monocoque 10 to the main longitudinal beam, the vehicle body structure is additionally reinforced and the main longitudinal beam is also used as an energy-absorbing structure by the bending element. The obstacle is further displaced rearward during the pile impact. For this reason, the connecting beam is pulled rearward, whereby the front structure is at least formed V-shaped rearward. Since the front continuum (monocoque-beam 30) is not fixed on the vault 58 of the omega profile and is spaced from the vault 58, the front structure can move freely rearward, so that energy can be absorbed early before the obstacle or the front continuum hits the omega profile. If the pile and the front continuum hit the omega profile, the load is distributed to the entire omega profile. The residual energy is finally absorbed by the deformation of the omega profile or in the omega profile.

Claims

1. A mounting arrangement for a unitary beam (10) on a car body (12), wherein, The unitary beam (10) and the electrical energy store (20) are fastened to the vehicle body (12), the unitary beam being fastened to longitudinal beams (14) of the vehicle body (12) which are spaced apart from one another in the vehicle transverse direction and are arranged above the unitary beam (10), and the electrical energy store being arranged behind the unitary beam (10) in the vehicle longitudinal direction and being disposed below a floor (24) of the vehicle body (12), characterized in that The unitary beam (10) has at least one boss (S) at its end (E) facing the energy store (20), by means of which boss at least an upper bearing face (A1) and a lower bearing face (A2) are formed, wherein the upper bearing face (A1) is opposite a cross beam (32) of the vehicle body (12) in the vehicle longitudinal direction, said cross beam being arranged below the floor (24), and the lower bearing face (A2) is opposite a support (22) of the energy store (20) in the vehicle longitudinal direction, said support being arranged below the floor (24).

2. The fixture of claim 1, wherein The at least one lower bearing face (A2) is arranged offset rearwardly in the vehicle longitudinal direction with respect to the upper bearing face (A1).

3. A fixture according to claim 1 or 2, characterized in that The unitary beam (10) is fastened to the cross beam (32) in the vehicle vertical direction upwardly in the region of the upper bearing face (A1) and the lower bearing face (A2).

4. The fixture of claim 1 or 2, wherein The unitary beam (10) is fastened to the cross beam (32) in the vehicle vertical direction upwardly between the upper bearing face (A1) and the lower bearing face (A2) in the vehicle longitudinal direction.

5. The fixture of claim 3, wherein The unitary beam (10) is bolted to the cross beam (32).

6. The fixture of claim 1 or 2, wherein The upper bearing face (A1) directly bears rearwardly in the vehicle longitudinal direction against the cross beam (32).

7. The fixture of claim 1 or 2, wherein The lower bearing face (A2) is spaced apart from the support (22) from one another in the vehicle longitudinal direction, and / or the upper bearing face (A1) is spaced apart from the cross beam (32) from one another.

8. The fixture of claim 7, wherein, The cross beam (32) is joined to each of the side walls of the vehicle body (12) which are spaced apart from one another in the vehicle transverse direction at the end sides.

9. The fixture of claim 8, wherein, The support (22) is joined to the side walls.

10. The fixture of claim 1 or 2, wherein The support (22) is fastened to the cross beam (32).

11. The fixture of claim 1 or 2, wherein The unitary beam (10) has an arch-shaped structure (26) which comprises two support beams (28) which extend apart from one another in the vehicle longitudinal direction forwardly from the arch-shaped structure (26).

12. The fixture of claim 11, wherein, The unitary beam has a further rear unitary beam-cross beam (38) which connects the respective arms (36) of the arch-shaped structure (26) to one another.

13. The fixture of claim 11, wherein, The support beams (28) are joined directly to the arch-shaped structure (26) by their respective ends facing the arch-shaped structure (26).

14. A passenger car having a fastening device according to any one of the preceding claims.

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