Window frame and / or roof frame for motor vehicle

Abstract

The invention relates to a window frame and / or roof frame (1) for a motor vehicle, comprising at least two brackets (6, 7) extending transversely to the direction of travel and at least two longitudinal beams (8), the window frame and / or the roof frame (1) are / is produced as a one-piece sheet-metal deformation component from a single blank in a pressing stroke. According to the invention, locally different wall thicknesses and / or strengths are formed, the wall thicknesses or tensile strengths differing by at least 10%.

Description

Technical Field

[0001] The invention relates to a window frame and / or a roof frame for a motor vehicle.

[0002] Instead of a motor vehicle, an automobile can also be referred to. The motor vehicle can be a motorized motor vehicle with an internal combustion engine, but can also be a motor vehicle with an electric drive or other energy source for operating the drive. Background Art

[0003] Such motor vehicles or automobiles have been manufactured for many years with so-called monocoques. Such bodies consist of individual metal components, mostly steel components, but also aluminum components welded together in exceptional cases. In this case, individual components of the monocoque, such as A-pillars, B-pillars, longitudinal beams, crossbeams and brackets, are produced as individual extruded components and are subsequently coupled together, in particular welded together, to form the monocoque.

[0004] A roof frame for a motor vehicle is known from DE 10 2014 206 196 A1 and DE 10 2017 220 744 B3. Summary of the invention

[0005] Starting from the prior art, the object of the present invention is to provide a possibility for providing a window frame and / or a roof frame which can be produced cost-effectively with simple production technology, targeted crash behavior and at the same time high strength.

[0006] The present invention is characterized in that a window frame and / or roof frame for a car or motor vehicle is provided. The window frame or roof frame is characterized in that at least two bows extending transversely to the driving direction and at least two longitudinal beams are constructed. The longitudinal beam is oriented in the longitudinal direction of the motor vehicle with its longitudinal direction. The window frame and / or roof frame are manufactured as a one-piece sheet metal deformation component in a pressing stroke. In addition, according to the present invention, it is characterized in that locally different wall thicknesses and / or strengths are constructed in the material. Specifically, two different wall thicknesses adjacent to each other differ from each other by at least 10%. There is a transition region between the two wall thicknesses. When, for example, a slab is rolled, the transition region can be formed in a flowing manner. The transition region can also be formed in a stepped manner. In the case of tailor-welded plates welded to each other. As a supplement or alternative, adjacent regions can also differ from each other by at least 10% in their tensile strength. However, the tensile strength and / or wall thickness should not differ from each other by more than 200%, particularly preferably not more than 100%, when the meaning is met.

[0007] Sheet metal deformation can be understood as a bending deformation method in a deformation press. In this case, it can also be a deep drawing process. According to the invention, a blank is first provided. In this case, the blank itself can be formed in one piece and with consistent materials. However, the blank can also be constructed in one piece, and thus manufactured as a welded assembly component or as a so-called tailor-welded blank (TWB). Therefore, it is already possible to provide different wall thicknesses in the blank itself due to different individual components being arranged side by side, and the individual components are then welded in one piece into a tailor-welded blank. The entire blank is then placed in a press, which is also referred to as a giga-class press. In this case, the blank has an outer dimension preferably greater than 100 cm x 100 cm. Then, the blank is deformed in the press, preferably in a pressing stroke.

[0008] The method according to the invention firstly provides a particularly high precision for the manufactured component. A component which otherwise has to be joined together from different individual smaller components as a so-called assembly is manufactured in one piece using only one pressing stroke. The geometrical precision of the component to be obtained is particularly high, because it is not necessary to join three, four or more individual components again after the actual deformation operation. At the same time, particularly low production costs can be achieved, because the individual deformation processes of the smaller individual components can be omitted and all deformation processes can be carried out in one deformation process in a so-called gigapress. In particular, deformation then takes place in one pressing stroke, which deformation is particularly used for the final shaping of the entire large component. Therefore, calibration also takes place at the same time. Calibration is also carried out not only in the direction of the pressing stroke, but also in the deformation direction which is basically consistent with the vertical direction of the vehicle, through different nodes, such as the A-pillar, the B-pillar, the roof longitudinal beam and the bow extending transversely thereto. Calibration is also carried out in the longitudinal direction of the vehicle and in the transverse direction of the vehicle, thus in the X and Y directions. In particular, calibration is not performed here by pure deformation in the deformation direction, but rather in such a way that the component is also stretched or compressed in a later step due to the nodes, so that the vehicle longitudinal direction or the vehicle transverse direction is oriented essentially perpendicularly to the pressing stroke direction and the deformation direction.

[0009] Another major advantage is that regions with different wall thicknesses and / or strengths can be determined in a targeted manner. In the component that is subsequently produced by a deformation process, these regions are then arranged particularly precisely. In particular, when using the hot deformation press hardening technique, it is possible to adjust different strengths in the material by so-called tailored tempering. Thus, the component is especially made at least in sections of a hardenable steel alloy. For example, it can be a boron-manganese steel, to which the hot deformation press hardening technique can be applied.

[0010] Thus, for example, a local heat treatment can be carried out during the hot deformation process. Such a local heat treatment can also be integrated into the hot deformation press hardening process, for example, a region which is to have a softer material structure later can be heated less or even not heated, or cooled at a lower hardening rate and thus hardened less, thus producing a softer region, the so-called soft zone. By integrating into a deformation process, the geometric accuracy of this soft zone can be increased.

[0011] Another possibility for achieving different tensile strengths is to use different steel qualities in a customized manner when using tailor-welded blanks. For hard, high-strength sections, low-alloy steels with a carbon content of >0.20% C, for example in the quality 22MnB5 or 36MnB5, are used, while in other soft or ductile sections, boron-manganese steels with a carbon content of <0.15% C, for example St37 or Ductibor 500 or Ductibor 1000 from Arcelormital, can be used. Thus, it is possible to use tailor-welded blanks in the context of the present invention, which are single blanks, but which consist of at least two blanks of different steel qualities or steel compositions that are welded together to form a single, flat, i.e., undeformed blank.

[0012] In a preferred design variant, a window frame is manufactured. The window frame is made of two arches extending transversely to the driving direction and two longitudinal beams. The arches can also be called the lower window transverse arch or the window crossbeam and the upper window transverse arch. The longitudinal beam can be called the A-pillar. In a preferred implementation variant, the lower window crossbeam is designed to be softer than the A-pillar and / or the upper window crossbeam. Therefore, preferably, it can be seen that for the softer area, the tensile strength Rm is less than 1000 MPa. The A-pillar and / or the upper window crossbeam can have a tensile strength Rm preferably greater than 1350 MPa. In particular, the flange can be formed in sections, for example on the A-pillar or also on the lower window crossbeam, especially in the upper window crossbeam, so that a closed hollow profile is formed in the cross section at least in the longitudinal section and at least partially around by coupling with the later closing plate.

[0013] The flanges also preferably have a soft material structure and / or a thinner wall thickness so that they can be ductilely designed so that, in the event of a crash, deformation occurs without breaking or cracks forming.

[0014] Tailor-made welded blanks can be such tailor-made welded blanks that are butted against each other in their respective adjoining regions and then joined to each other by, for example, laser welding or friction stir welding processes. However, it is also possible to relate to such tailor-made welded blanks that are constructed overlappingly in the adjoining regions. Therefore, these tailor-made welded blanks then constitute double-layered at least in sections on the adjoining regions. In the overlapping regions, the tailor-made welded blanks can be coupled to each other, particularly materially locked, in the region of the double layer, for example, by resistance spot welding or other coupling methods.

[0015] Due to the thermal deformation and press hardening of the roof frame, weak points (cracks, cuts, corrosion) no longer occur at the welding points, as they would occur during the subsequent welding of the deformed and hardened components.

[0016] The entire component can be coated, in particular, with an anti-corrosion coating, which is particularly preferably constructed as an aluminum-silicon coating. This is also another advantage. The coating is applied as a pre-coat before the blank is manufactured and is also mainly used as scale protection in the hot deformation process. In the case of laser-welded tailored blanks, the coating in the weld edge is removed before joining, or diluted or made harmless with welding additives. On the contrary, the above-mentioned overlapping tailored blanks have the advantage that the edge area to be welded does not have to be specially processed, wherein, in particular, alloying of the coating with the substrate occurs during heating or austenitization in the hot deformation process. Therefore, only a small risk of corrosion occurs in the contact area. Therefore, the component can be manufactured significantly more durable than a separate component welded afterwards.

[0017] In the case of a roof frame, at least two arches and two longitudinal beams are preferably also constructed. The longitudinal beams are then called roof longitudinal beams. The front arch can be, for example, an upper window crossbar. Then, another arch or roof crossbar can be arranged in the region of the B-pillar, in the region of the C-pillar or also in the region of the D-pillar, respectively, so that a trapezoidal structure is formed in a top view. Here, the blank is also already provided with relatively large dimensions of at least 100 cm×150 cm and then manufactured as a deep-drawn component during the deformation process, in particular in one pressing stroke. Here, the locally different strengths can also be considered separately by providing blanks with locally different wall thicknesses in the material and / or different strengths produced before or during the deformation process.

[0018] In principle, within the meaning of the invention, in a solid or hard region, a tensile strength Rm of greater than 1350 MPa can be assumed. In contrast, a soft region or so-called soft region preferably has a tensile strength of less than 1000 MPa, in particular between 500 MPa and 800 MPa.

[0019] In order to further increase the strength, it is particularly preferred to provide for locally applying reinforcing patches. It can also be described as introduction. The individual crossbeams and longitudinal beams are constructed as deep-drawn components, especially in their respective cross sections, and are at least constructed in a U-shaped, V-shaped or hat-shaped manner in the longitudinal section. In the cavity or inner cavity of such a U-shaped or V-shaped component, a reinforcing patch can then be introduced. The reinforcing patch can already be positioned on the blank. Fixing is achieved by an adhesive process or also by means of a thermal bonding process, such as welding. The reinforcing patch can be deformed together with the rest of the components. Therefore, the strength can be increased locally and specifically in the loaded section by introducing a patch.

[0020] Within the meaning of the invention, all measures described above and also measures and individual features described below can be combined with one another in one component without them applying individually or in the corresponding combination to the scope of the invention without departing from the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Other advantages, features, characteristics and aspects of the present invention are the subject of the following description. Preferred design variants are shown in the various drawings. These drawings help to understand the present invention more simply. It is shown in them:

[0022] Figure 1 A combined window frame and roof frame are shown;

[0023] Figure 2 Only the manufactured window frame is shown;

[0024] Figure 3a , Figure 3b A further region of the window frame and the roof frame is shown in a top view in different design variants;

[0025] Figure 3c Another area of ​​the window frame and roof frame is shown in side view;

[0026] FIG. 4 shows an alternative design variant of FIG. 3 ;

[0027] FIG5 shows other design variations of the window frame and the roof frame according to the present invention;

[0028] FIG. 6 shows an alternative design variant.

[0029] List of reference numerals:

[0030] 1. Window frame and roof frame

[0031] 2. Window frame

[0032] 3. Roof frame

[0033] 4. Lower window beam

[0034] 5. Upper window beam

[0035] 6. Roof bow rack

[0036] 7. Rear roof bow

[0037] 8. Roof rails

[0038] 9. A-pillar

[0039] 10. Soft Area

[0040] 11. Overlapping Area

[0041] 12. Connection location, B-pillar

[0042] 13. Coupling area

[0043] 14. Connection area, C-pillar

[0044] 15. Strengthen the patch

[0045] 16. B-pillar

[0046] X, longitudinal direction of the vehicle

[0047] Y, lateral direction of the vehicle

[0048] Z, vertical direction of the vehicle DETAILED DESCRIPTION

[0049] In the figures, the same reference numerals are used for individual components even if repeated descriptions are omitted for the sake of simplicity.

[0050] Figure 1 The combined window frame and roof frame 1 is shown. Here, a front region is configured as a window frame 2 in the longitudinal direction X of the vehicle and a rear region connected thereto is configured as a roof frame 3. The window frame 2 has a lower window frame cross member 4 and an upper window frame cross member 5. The window frame cross members 4, 5 can also be referred to as bows 6. In addition, a middle roof cross member 6 is arranged in the region of the rear B-pillar 16 and a rear roof cross member 7 is arranged in the region of the D-pillar (not shown), respectively, as a cross member. Lateral beams, also called roof longitudinal beams 8, are configured on the sides. These longitudinal beams are oriented essentially in the longitudinal direction X of the vehicle. In the front window frame region, the roof longitudinal beam 8 itself is configured as an A-pillar 9. Preferably, a soft region 10 can be configured here in the rear region behind the B-pillar (not shown in detail) on the roof longitudinal beam 8 as shown in the figure. Precisely in the region where, for example, a rear-end collision or rollover of the motor vehicle occurs, it has proven advantageous if this region is soft so that an improved deformation behavior is provided here according to the principle of a crumple zone or crash box in order to convert the collision energy into deformation work.

[0051] The entire component is produced in one pressing stroke during the forming process. Thus, in the finished component, the component has an outer dimension of more than 100 cm in width, the vehicle width, in the vehicle transverse direction, and a length of more than 200 cm in the vehicle longitudinal direction X. As already mentioned, the entire component is produced in one piece during the forming process.

[0052] Figure 2 Only the manufactured window frame 2 is shown. The window cross member 4 has a lower window cross member 4 and an upper window cross member 5 and an A-pillar 9 on the left and right side of the window (not shown in detail). Here, the A-pillar 9 is designed as a hard region with a large wall thickness and / or a high strength of more than 1350 MPa. In contrast, at least one window frame cross member 4, 5, in particular both, is designed with a thinner wall thickness or softer strength properties, i.e. a tensile strength of less than 1000 MPa.

[0053] Figure 3a , Figure 3b and Figure 3c Another area of ​​the window frame and roof frame 1 is shown, wherein Figure 3a and Figure 3b Two different embodiment variants are shown in a top view and Figure 3c It is shown in side view. Figure 3a , a tailored welded blank is produced. Here, the corresponding front regions of the lower window frame cross member 4, the upper window frame cross member 5 and the roof longitudinal member 8 in the form of an A-pillar 9 overlap in each region. Here, a spot weld is shown in the overlapping region 11. These components are designed as double layers here. The rear region of the roof cross member extends rearwards in the longitudinal direction of the vehicle after passing the connection point 12 for the B-pillar and is designed as a soft region behind the bow 6, for example.

[0054] Figure 3b An alternative design variant of an otherwise almost identical window frame and roof frame 1 is shown. Here, too, welded blanks are formed. However, these are formed butted against one another in the respective coupling regions 13 and are then thermally joined, for example, by laser welding or friction stir welding. Figure 3a On the contrary, no overlap occurs. The lower window frame cross member 4 and the upper window frame cross member 5 are each designed as a soft region 10. Likewise, a region protruding rearwards is designed in the longitudinal direction of the vehicle behind the connection point 12 for the B-pillar. The bracket 6 is also designed with a hard material structure, similar to Figure 3a .

[0055] Figure 3cThe side view of the window frame and roof frame 1 according to the invention is shown. The front region of the A-pillar 9 of the roof rail 8 is designed with a harder material structure and / or a greater wall thickness up to the connection point of the B-pillar 12. The section extending rearward in the longitudinal direction X of the vehicle is designed as a soft region of the roof rail 8.

[0056] For this embodiment, but also for the other embodiments and for the general description, the wall thickness and / or strength of two adjacent regions differ by at least 10%, preferably by 15% to 60%, in particular by 20% to 50%. This applies particularly preferably to roof racks, bows and A-pillars, wherein here, depending on the section, the wall thickness, in particular without reinforcing patches, is preferably 1 mm to 3 mm, particularly preferably 1.4 mm to 2.4 mm. The differences in the respective percentages within the above limits apply accordingly.

[0057] Figure 4a , Figure 4b , Figure 4c and Figure 4d An alternative design variant of the window frame and roof frame 1 according to the invention is shown. Figure 4a In the case of , the following tailored blanks are shown, which are abutted and welded to each other in the corresponding connection locations between the lower roof crossbar, the upper roof crossbar and in the rear area of ​​the roof bow 6. In addition, a soft area with less strength and / or less wall thickness is formed in the longitudinal direction of the vehicle in the area of ​​the connection location of the C-pillar 14. The rear roof bow 6 in the arrangement area of ​​the C-pillar 14 is also formed as a soft area with less wall thickness and / or less strength.

[0058] Figure 4b An alternative design variant is shown. Here too, a combined window frame and roof frame 1 is shown. However, the window frame and roof frame are formed without the lower window cross members 4, 5. An upper window cross member 5 and a rear roof bow 7 are formed, so at least two cross members 4, 5 are formed. The individual connection locations are in turn formed with overlapping regions 11 and surface spot welds. The rearward regions of the roof longitudinal members 8 and of the roof bow 6 themselves in the longitudinal direction of the vehicle are formed as soft regions.

[0059] Figure 4c Shown in side view Figure 4a The window frame and roof frame 1 according to the present invention, Figure 4d Shown in side view Figure 4b Window frame and roof frame 1 in the vehicle.

[0060] Figure 5a and Figure 5bAnother design variant of the window frame and roof frame 1 according to the present invention is shown in a top view and a side view. A reinforcement patch 15 is introduced in the front area of ​​the A-pillar 9. The reinforcement patch 15 ensures that the strength in the area of ​​the window frame is locally increased. The front area of ​​the upper window crossbeam 5 and the roof bow frame 6 and the roof longitudinal beam 8 along the longitudinal direction X of the vehicle are respectively configured as hard areas. The area adjacent to the hard area is configured as a soft area further back in the longitudinal direction X of the vehicle after passing the C-pillar. Here, the collision characteristics can be improved again so that a collision buffer zone is generated.

[0061] Fig. 6 shows a kind of alternative design variant. Here, the reinforcing patch 15 is also introduced into the A-pillar 9 in the lower front area about the longitudinal direction X of the motor vehicle. The front or lower window crossbars 4, 5 are configured as soft areas. In this connection, the upper window crossbar 5 is configured as a hard area. The following roof bow 6 in the C-pillar 14 connection area and the rear roof bow 6 in the D-pillar area or the upper closed edge as the rear cover are also configured as soft areas, just like the rear part of the longitudinal roof crossbar 8 extending between them. In the case of Fig. 6, the blank and the components manufactured therefrom are again shown as welded blanks with local overlapping areas 11. In order to provide the blank, these welded blanks are preferably spot welded. Special advantages, for example, ensure the stable and high-strength connection of the B-pillar or C-pillar in the connection area 12, 14 due to the doubling of the material.

[0062] The steel types used can be used as examples for all variants of the invention below. In particular, different types of steel can be combined with one another in tailored welded blanks. The corresponding strength ranges for hard or soft areas or solid or ductile areas can be derived from the table. All alloy components are expressed in % by weight, wherein the remainder, iron and impurities resulting from melting are then added to the corresponding hardenable steel alloy.

[0063]

Claims

1. A window frame and / or roof frame (1) for a motor vehicle, the window frame and / or roof frame having at least two brackets (6, 7) extending transversely to the direction of travel and at least two longitudinal beams (8), wherein: The window frame and / or roof frame (1) is produced as a one-piece sheet metal deformable component from a single blank in one pressing stroke and is characterized in that it is configured with locally different wall thicknesses and / or tensile strengths Rm, wherein the wall thicknesses or tensile strengths Rm differ by at least 10%.

2. The vehicle window frame and / or vehicle roof frame (1) according to claim 1, characterized in that: It is a vehicle window frame (2) having a lower bracket (6) and an upper bracket as well as two A-pillars (9).

3. The vehicle window frame and / or vehicle roof frame (1) according to claim 1 or 2, characterized in that: It is a window frame and / or roof frame (1) having a front bracket (6) and at least one central and / or rear bracket (7) as well as roof longitudinal beams (8) extending laterally in the longitudinal direction (X) of the motor vehicle.

4. The vehicle window frame and / or vehicle roof frame (1) according to any one of claims 1 to 3, characterized in that: The window frame and / or roof frame (1) is produced from a blank as a tailored blank material having regions with different wall thicknesses and / or overlapping regions (11) from one another.

5. The vehicle window frame and / or vehicle roof frame (1) according to any one of claims 1 to 4, characterized in that: The window frame and / or the roof are manufactured as heat-deformed and press-hardened components.

6. The vehicle window frame and / or vehicle roof frame (1) according to any one of claims 1 to 5, characterized in that: The high-strength region has a tensile strength greater than or equal to 1350 MPa.

7. The vehicle window frame and / or vehicle roof frame (1) according to any one of claims 1 to 6, characterized in that: The region behind the B-pillar (16) in the longitudinal direction (X) of the vehicle is designed to be soft.

8. The vehicle window frame and / or vehicle roof frame (1) according to claim 7, characterized in that: A roof rail (8) extending in the longitudinal direction (X) of the vehicle is designed to be soft behind a B-pillar (16).

9. The vehicle window frame and / or vehicle roof frame (1) according to any one of claims 1 to 8, characterized in that: The lower window frame cross member (4) is designed to be soft.

10. The vehicle window frame and / or vehicle roof frame (1) according to claim 9, characterized in that: The vehicle window frame crossbeam (4) has a tensile strength Rm of less than 1000 MPa.

11. The vehicle window frame and / or vehicle roof frame (1) according to any one of claims 1 to 10, characterized in that: A connecting flange is provided which has a tensile strength Rm of less than 1000 MPa.

12. The vehicle window frame and / or vehicle roof frame (1) according to claim 11, characterized in that: The connecting flange has a tensile strength Rm of less than 850 MPa.

13. The vehicle window frame and / or vehicle roof frame (1) according to any one of claims 1 to 12, characterized in that: A reinforcing patch (15) is applied at least partially, in particular in the node area between the roof bow (6) and the A-pillar (9), the bow (6, 7) and the roof longitudinal beam (8) extending in the longitudinal direction of the motor vehicle, wherein the reinforcing patch is preferably deformed into an L-shape or T-shape for this purpose.

14. The vehicle window frame and / or vehicle roof frame (1) according to claim 13, characterized in that: A reinforcement patch (15) is applied in the nodal area between the roof bow (6) and the A-pillars (9), bows (6, 7).

15. The vehicle window frame and / or vehicle roof frame (1) according to claim 13 or 14, characterized in that: The reinforcement patch (5) is applied in the roof rail (8) in the longitudinal direction (X) of the motor vehicle.

16. The vehicle window frame and / or vehicle roof frame (1) according to claims 13 to 15, characterized in that The reinforcing patch (15) is deformed into an L-shape or a T-shape.

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