Beam structure for a motor vehicle body

Abstract

The present invention relates to a beam structure (20) for a motor vehicle body. The beam structure (20) comprises: at least two impact-absorbing beam elements (30) extending substantially in a longitudinal direction (L), each of the impact-absorbing beam elements having a first outer wall (32), a second outer wall (34) extending substantially parallel to the first outer wall (32), and an inner wall (33) extending substantially parallel to the first outer wall (32) and the second outer wall (34); at least one cross beam (40) extending substantially in a transverse direction (Q), the transverse direction extending transversely to the longitudinal direction (L), the cross beam being arranged on a first end (36) of the impact-absorbing beam element (30) and being connected not only to the first outer wall (32) but also to the second outer wall (34) and / or the inner wall (33); and at least two structural elements (50), the at least two structural elements being respectively arranged on a first end (36) of one of the impact-absorbing beam elements of the impact-absorbing beam elements and being connected to the second outer wall (34) and / or the inner wall (33) and / or the cross beam (40) of the corresponding impact-absorbing beam element.

Description

Field of the Invention

[0001] The present invention relates to a beam structure for a motor vehicle body and a motor vehicle comprising such a beam structure. Background Art

[0002] Beam structures of the type mentioned at the beginning are known in the prior art. Such beam structures generally comprise two impact-absorbing beam elements which are interconnected by a cross member. The impact-absorbing beam elements can be connected to the longitudinal beams of the motor vehicle engine respectively and are referred to as crash boxes.

[0003] In the beam structures known in the prior art, in the event of a traffic accident or in a collision test at a high or low impact speed (high-speed collision or low-speed collision), the length of the load path in the beam structure and / or the longitudinal beam of the engine and / or the front axle geometry of the motor vehicle is affected by the lever effect, resulting in an asymmetric load action, especially a load action with a torque about the Y-axis of the motor vehicle. This torque can lead to an increase in the load in the longitudinal beam of the engine, increasing the risk of plasticization in a low-speed collision, promoting the failure behavior of the longitudinal beam of the engine and / or having an adverse effect on the folding or bending behavior of the beam structure in a high-speed or low-speed collision.

[0004] In addition, beam structures with deformation elements are known in the prior art, and the deformation elements can be fixed by different connection methods and can vary according to the positioning requirements of the air inlet above and below in the Z-position of the motor vehicle. The deformation elements can have folding grooves through which the load action on the upper chord or the lower chord of the deformation elements can be appropriately controlled. Summary of the Invention

[0005] The object of the present invention is to provide a beam structure by means of which the lever effect causing an asymmetric load action can be reduced in a simple manner, so that a uniform folding behavior of the beam structure can be achieved or the stress on the support points of the beam structure can be reduced.

[0006] The beam structure according to the invention comprises: at least two shock-absorbing beam elements extending substantially in the longitudinal direction, each of the shock-absorbing beam elements having a first outer wall, a second outer wall extending substantially parallel to the first outer wall, and an inner wall extending substantially parallel to the first outer wall and the second outer wall; at least one cross beam extending substantially in the transverse direction, the transverse direction extending transversely to the longitudinal direction, the cross beam being arranged at the first end of the shock-absorbing beam element and being connected not only to the first outer wall but also to the second outer wall and / or the inner wall; and at least two structural elements, the at least two structural elements being respectively arranged at the first end of one of the shock-absorbing beam elements and being connected to the second outer wall and / or the inner wall and / or the cross beam of the corresponding shock-absorbing beam element, the structural elements comprising at least one fixing section for fixing an additional member, the fixing section extending substantially in a plane extending orthogonally to the transverse direction, and the structural elements being embedded in the shock-absorbing beam element and / or the cross beam or placed on the shock-absorbing beam element and / or the cross beam.

[0007] By means of the beam structure according to the invention, an asymmetric load action in the engine longitudinal beam and / or the vehicle body can be reduced.

[0008] In a preferred design, the cross beam and the structural elements together have a structural height in the height direction extending transversely to the longitudinal direction and transversely to the transverse direction, which structural height is approximately equal to and / or greater than the structural height of the shock-absorbing beam element in the height direction.

[0009] By means of this design, the asymmetric load action can be further reduced.

[0010] Preferably, the cross beam comprises a joint surface protruding in the longitudinal direction, the structural height of the joint surface in the height direction extending transversely to the longitudinal direction and transversely to the transverse direction being smaller than the structural height of the shock-absorbing beam element in the height direction.

[0011] In a preferred design, the at least two structural elements are respectively connected to the cross beam and / or the corresponding shock-absorbing beam element by means of a threaded connection.

[0012] By means of this design, the asymmetric load action can be further reduced. Preferably, the at least two structural elements respectively comprise a third outer wall, the third outer wall extending substantially coplanarly with and / or abutting against the second outer wall of the corresponding shock-absorbing beam element.

[0013] In a preferred design, the crossbeam - in particular the joint surface of the crossbeam - and the structural element together form a force-introducing surface that extends substantially orthogonally to the longitudinal direction and / or the first outer wall and / or the second outer wall and / or the third outer wall.

[0014] Preferably, the structural element includes at least one fixing section for fixing an additional component, and the fixing section preferably extends substantially in a plane orthogonal to the transverse direction.

[0015] In a preferred design, the shock-absorbing beam element further includes a void that is formed in the second outer wall, and the fixing section extends through the void.

[0016] The invention also relates to a motor vehicle that includes a vehicle body having a beam structure according to the invention. Description of the Drawings

[0017] Details and other advantages of the beam structure according to the invention and the motor vehicle according to the invention are explained with the aid of three embodiments described below. Here, they are shown in detail in the drawings:

[0018] Figure 1 A cross-sectional view showing the beam structure according to the first embodiment of the invention;

[0019] Figure 2a Another cross-sectional view showing the beam structure according to the first embodiment, which shows the beam structure without the structural element;

[0020] Figure 2b Another cross-sectional view showing the beam structure according to the first embodiment;

[0021] Figure 3 Showing the following schematic cross-sectional view, which Figure 1 On the one hand shows a deformation of the beam structure without the structural element, and on the other hand shows a deformation of the beam structure with the structural element in the event of a collision;

[0022] Figure 4a A cross-sectional view showing the beam structure according to the second embodiment of the invention;

[0023] Figure 4b A perspective view showing the beam structure according to the second embodiment of the invention; and

[0024] Figure 5 A cross-sectional view showing the beam structure according to the third embodiment of the invention. Detailed Description of the Invention

[0025] The present application relates to a beam structure 20 for a motor vehicle body and to a motor vehicle having a body which includes such a beam structure 20 according to the present application.

[0026] The beam structure 20 according to the present application includes: at least two impact-absorbing beam elements 30 extending substantially in the longitudinal direction L, each of the impact-absorbing beam elements having a first outer wall 32, a second outer wall 34 extending substantially parallel to the first outer wall 32, and an inner wall 33 extending substantially parallel to the first outer wall 32 and the second outer wall 34; at least one cross beam 40 extending substantially in the transverse direction Q, which transverse direction extends transversely to the longitudinal direction L, the cross beam being arranged on the first end 36 of the impact-absorbing beam element 30 and connected not only to the first outer wall 32 but also to the second outer wall 34 and / or the inner wall 33; and at least two structural elements 50, the at least two structural elements being respectively arranged on the first end 36 of one of the impact-absorbing beam elements 30 and connected to the second outer wall 34 and / or the inner wall 33 and / or the cross beam 40 of the corresponding impact-absorbing beam element 30.

[0027] Such a beam structure 20 is typically provided for installation in the front part, in particular in the engine compartment of a motor vehicle.

[0028] The impact-absorbing beam element 30 can also be referred to as a so-called crash box and forms a load path of the front bumper system.

[0029] In the intended installation position of the beam structure 20, the longitudinal direction L substantially corresponds to the driving direction (X direction) of the motor vehicle, and the transverse direction Q is a horizontal direction (Y direction) extending transversely to the driving direction of the motor vehicle. The height direction H extending transversely to the transverse direction Q and transversely to the longitudinal direction L corresponds to the vertical direction (Z direction) in the intended installation position of the beam structure 20.

[0030] The cross beam 40 can be offset from the center in the height direction H on the impact-absorbing beam element 30. In addition, the cross beam 40 can have a smaller structural height in the height direction H relative to the rest of the beam structure 20.

[0031] The impact-absorbing beam element 30 can include a plurality, preferably two, inner walls 33. The inner walls 33 can be arranged between the first outer wall 32 and the second outer wall 34.

[0032] As Figure 1 shown, the structural element 50 can be screwed to the cross beam 40. The structural element 50 can be screwed to the cross beam 40 by means of the same threaded member by which the cross beam 40 is connected to the impact-absorbing beam element 30.

[0033] Alternatively or additionally, as Figure 4aand Figure 4b As shown in Figure 4b , the structural element 50 can be screwed to the corresponding shock-absorbing beam element 30.

[0034] According to the connection scheme, the structural element 50 can be embedded in and / or placed on the shock-absorbing beam element 30 and / or the crossbeam 40. Thus, for example, the structural element 50 of the beam structure 20 according to the first and third embodiments is placed on the crossbeam 40, while the structural element 50 of the beam structure 20 according to the second embodiment is embedded in the shock-absorbing beam element 30.

[0035] In the first and third embodiments, the structural element 50 is placed on the crossbeam 40. Preferably, the structural element 50 can be screwed on the externally accessible outer surface 44 of the crossbeam 40, especially as Figure 2b shown in Figure 2b .

[0036] According to the first embodiment, the crossbeam 40 can be abutted against the shock-absorbing beam element 30 on the outside, especially against the first outer wall 32 and / or the second outer wall 34, and preferably screwed to the first outer wall 32 and / or the second outer wall 34.

[0037] According to the second and third embodiments, the crossbeam 40 can be abutted against the shock-absorbing beam element 30 on the inside, especially against the first outer wall 32 and / or the second outer wall 34 and / or the inner wall 33, and preferably screwed to the first outer wall 32 and / or the second outer wall 34 and / or the inner wall 33.

[0038] Therefore, the structural element 50 can be abutted against the crossbeam 40 on the outside, as Figures 1 to 2b and Figure 5 shown in Figure 5 .

[0039] Alternatively, as Figure 4a and Figure 4b shown in Figure 4b , the structural element 50 can be embedded in the shock-absorbing beam element 30, that is, can be abutted against the shock-absorbing beam element 30 on the inside.

[0040] Figure 2a and Figure 2b illustrate the load introduction into the beam structure 20 in the case of a collision of a motor vehicle, that is, for example, in the event of a traffic accident or a collision test. In such a traffic accident or collision test, the component B of the motor vehicle or a part intruding into the motor vehicle from the outside may be pressed against the beam structure 20. As Figure 2a shown in Figure 2a , in the absence of the structural element 50, the torque is introduced into the beam structure 20. Here, the force introduction occurs asymmetrically. In contrast, as Figure 2b shown in Figure 2b , the structural element 50 has the effect of reducing the torque.

[0041] The crossbeam 40 and the structural element 50 can together have a structural height in the height direction H which is approximately equal to and / or greater than the structural height of the shock-absorbing beam element 30 in the height direction H.

[0042] The crossbeam 40 can include a joint surface 42 protruding in the longitudinal direction L, and the structural height of the joint surface in the height direction H is less than the structural height of the shock-absorbing beam element 30 in the height direction H.

[0043] The at least two structural elements 50 are respectively connected to the crossbeam 40 by means of a threaded connection. The crossbeam 40 can be connected to the shock-absorbing beam element 30 by means of a threaded connection. In addition, the shock-absorbing beam element 30 can be respectively connected to the engine longitudinal beam of the motor vehicle by means of a threaded connection.

[0044] The at least two structural elements 50 respectively include a third outer wall 52, and the third outer wall extends substantially coplanarly with the second outer wall 34 of the corresponding shock-absorbing beam element 30. This design is particularly shown in Figure 1 、 Figure 2b and Figure 5 Alternatively, when the structural element 50 is embedded in the shock-absorbing beam element 30, the structural element can include a third outer wall 52, and the third outer wall abuts against the second outer wall 34 of the corresponding shock-absorbing beam element 30 in a planar manner. The design is particularly depicted in Figure 4a

[0045] In the second embodiment, the structural element 50 is embedded in the shock-absorbing beam element 30. The structural element 50 can be received in the shock-absorbing beam element 30 in a form-locking manner at least partially between the second outer wall 34 and the inner wall 33. The third outer wall 52 preferably abuts against the second outer wall 34 on the inner side, and the section of the structural element 50 arranged opposite to the third outer wall 52 can be supported on the inner wall 33.

[0046] The crossbeam 40, in particular the joint surface 42 of the crossbeam 40, and the structural element 50 can together form a force-introducing surface 60, and the force-introducing surface extends substantially orthogonally to the longitudinal direction L and / or the first outer wall 32 and / or the second outer wall 34 and / or the third outer wall 52. Preferably, the dimension of the force-introducing surface 60 in the height direction H is greater than or equal to the structural height of the shock-absorbing beam element 30 in the height direction H.

[0047] Figure 3 ​Illustrates different deformations of the beam structure 20 in the event of a motor vehicle impact. The deformations represented by the dashed lines correspond to the deformations of the beam structure 20 provided with the structural element 50, while the deformations represented by the dotted pattern correspond to the deformations of the beam structure without such a structural element 50. When the beam structure 20 does not have the structural element 50, the inclination of the cross beam 40 occurs at the front edge of the beam structure 20. In the beam structure 20 provided with the structural element 50, this inclination is reduced.

[0048] The structural element 50 may include at least one fixing section 54 for fixing an additional component, and the fixing section preferably extends substantially in a plane extending orthogonally to the transverse direction Q. Here, the impact-absorbing beam element 30 may also include a void 35, which is formed in the second outer wall 34, and the fixing section 54 extends through the void. This design is especially depicted in Figure 4b in.

[0049] The beam structure 20 according to the present application enables a linear folding behavior of the impact-absorbing beam element 30 (crash box), especially when the beam structure 20 has a cross beam 40 that is offset from the center in the height direction H, and the cross beam may have a smaller structural height in the height direction H relative to the rest of the beam structure 20. This results in the desired overall vehicle collision kinematics.

Claims

1. Beam structure for a motor vehicle body, said beam structure comprising: at least two shock-absorbing beam elements (30) extending substantially in a longitudinal direction (L), each of said shock-absorbing beam elements having a first outer wall (32), a second outer wall (34) extending substantially parallel to the first outer wall (32), and an inner wall (33) extending substantially parallel to the first outer wall (32) and the second outer wall (34); at least one cross beam (40) extending substantially in a transverse direction (Q) which is transverse to the longitudinal direction (L), said cross beam being arranged on a first end (36) of the shock-absorbing beam element (30) and being connected not only to the first outer wall (32) but also to the second outer wall (34) and / or the inner wall (33); and at least two structural elements (50), said at least two structural elements being respectively arranged on a first end (36) of one of the shock-absorbing beam elements (30) and being connected to the second outer wall (34) and / or the inner wall (33) and / or the cross beam (40) of the corresponding shock-absorbing beam element (30), said structural element (50) comprising at least one fixing section (54) for fixing an additional member, said fixing section extending substantially in a plane extending orthogonally to the transverse direction (Q), and said structural element (50) being embedded in the shock-absorbing beam element (30) and / or the cross beam (40) or being placed on the shock-absorbing beam element (30) and / or the cross beam (40).

2. The beam structure according to claim 1, characterized in that the cross beam (40) and the structural element (50) together have a structural height in a height direction (H) extending transversely to the longitudinal direction (L) and transversely to the transverse direction (Q), said structural height being approximately equal to and / or greater than the structural height of the shock-absorbing beam element (30) in the height direction (H).

3. The beam structure according to claim 1 or 2, characterized in that the cross beam (40) comprises a joint surface (42) protruding in the longitudinal direction (L), the structural height of said joint surface in the height direction (H) extending transversely to the longitudinal direction (L) and transversely to the transverse direction (Q) being less than the structural height of the shock-absorbing beam element (30) in the height direction (H).

4. The beam structure according to claim 1 or 2, characterized in that said at least two structural elements (50) are respectively connected to the cross beam (40) and / or the corresponding shock-absorbing beam element (30) by means of a threaded connection.

5. The beam structure according to claim 1 or 2, characterized in that said at least two structural elements (50) respectively comprise a third outer wall (52), said third outer wall extending substantially coplanarly with and / or abutting against the second outer wall (34) of the corresponding shock-absorbing beam element (30).

6. The beam structure according to claim 1 or 2, characterized in that The cross beam (40) and the structural element (50) together form a force introduction surface (60) that extends substantially orthogonally to the longitudinal direction (L) and / or the first outer wall (32) and / or the second outer wall (34) and / or the third outer wall (52).

7. The beam structure according to claim 6, wherein, a joint surface (42) of the cross beam (40) and the structural element (50) together form a force introduction surface (60).

8. The beam structure according to claim 1 or 2, wherein, the shock-absorbing beam element (30) further includes a void (35) formed in the second outer wall (34), and the fixing section (54) extends through the void.

9. The beam structure according to claim 1 or 2, wherein, the structural element (50) is embedded in the shock-absorbing beam element (30) and abuts against the shock-absorbing beam element (30) on the inner side.

10. A motor vehicle comprising a body having a beam structure (20) according to any one of claims 1 to 9.

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