End wall for motor vehicle

Abstract

The invention relates to an end wall (1) for a motor vehicle, having a partition wall (2) with respect to a front engine compartment in the longitudinal direction (x) of the motor vehicle, the partition wall (2) being oriented in the vertical direction (z) of the motor vehicle in the installed state and having, integrally therewith, a front region of a footrest space plate (3), the footrest space plate (3) extends at least in sections oriented in the longitudinal direction (x) of the motor vehicle, the end wall (1) is produced as a one-piece shaped sheet metal component, in particular in a press stroke, and the footrest space plate (3) has a greater wall thickness (8) and / or tensile strength than the partition wall (2).

Description

Technical Field

[0001] The invention relates to an end wall for a motor vehicle. Background Art

[0002] Instead of a car, a motor vehicle can also be said. In particular, it is a motorized motor vehicle with an internal combustion engine. However, the motor vehicle can also have an electric drive or an alternative energy source for operating the drive.

[0003] Such motor vehicles or automobiles have been manufactured for many years as monocoques. Such bodies consist of individual metal components, mostly steel components, but also aluminum components, which are in particular welded together. In this case, individual parts of the monocoque, such as A-pillars, B-pillars, longitudinal beams, crossbeams, roof bows or also wheel arches or end walls (also called firewalls) and floor panels, are manufactured as individual stamped and deformed components and are subsequently coupled to one another, in particular welded, to form the monocoque.

[0004] DE102021206368A1 discloses an end wall as a one-piece sheet metal component, which is manufactured in a hot forming process. In addition, EP3530760A1 discloses the manufacture of a sheet metal component that has been partially hot formed and press-hardened. Summary of the invention

[0005] The object of the present invention is to provide a feasible solution based on the prior art, namely to provide a component in the bottom area of ​​the vehicle body, in particular in the front footwell area and in the area of ​​the end wall, which component can be manufactured particularly simply and cost-effectively in terms of manufacturing technology, and improves the collision safety of the vehicle body and the safety of the passenger compartment compared to the prior art.

[0006] The front wall for a motor vehicle has a partition wall relative to an engine compartment located at the front in the longitudinal direction of the motor vehicle, which is characterized in that the partition wall is arranged in the installed state in the vertical direction of the motor vehicle and also extends in the transverse direction of the motor vehicle. According to the invention, the front area of ​​the footwell panel is connected to the front wall in one piece or is directly formed. The footwell panel is at least partially oriented in the longitudinal direction of the motor vehicle, in particular extends in a curved manner.

[0007] In the sense of the invention, the end wall can also be regarded as forming essentially one plane and the front area of ​​the footwell panel as a second plane, wherein the two planes extend at an angle to one another or are at an angle to one another or are connected to one another by a bend.

[0008] Furthermore, according to the invention, the end wall is now produced as a one-piece sheet metal molded component, in particular in one press stroke, wherein further according to the invention the footwell panel then has a greater wall thickness and / or a higher tensile strength than the partition wall.

[0009] "One-piece" in the sense of the invention means production from a sheet metal blank of uniform material in one piece. However, "one-piece" can also be a sheet metal blank which is welded together from different sheets as a tailored blank. According to the invention, however, the component is subsequently formed as a whole in a press, preferably in one press stroke, in particular as a hot-formed and press-hardened component. Thus, no individual components are formed separately from one another and then joined together. The production costs are reduced. Corrosion at the joints can thus be avoided. According to the invention, a separate crossbeam can also be omitted in the transition area from the end wall to the footwell plate.

[0010] Preferably, the wall thickness and / or tensile strength of two adjacent regions deviate from each other by more than 10%. However, within the meaning of the present invention, the tensile strength and / or wall thickness of two adjacent regions should not exceed 200%, especially not exceed 100%.

[0011] Therefore, a soft area with a tensile strength of less than 1000MPa, preferably less than 850MPa, can be formed. However, the soft area should have a tensile strength Rm greater than 500MPa. The soft area preferably has a carbon content (C content) of 0.06% to 0.13% by weight. In the table below, rows 7 and 8 are examples of steel alloys in these soft areas, as long as these areas produce tailored welded blanks through material selection. In addition, a high-strength area with a tensile strength of ≥1350MPa can be formed, especially composed of one of the following steel alloys according to rows 3 to 6 of the table. However, a strength area with a tensile strength greater than 980MPa, especially greater than 1100MPa, can be formed. In addition, a high-strength area with a tensile strength of ≥1100MPa can be formed. For these areas, manganese boron steel is preferably used. In addition, a highest strength area with a tensile strength greater than 1850MPa can be formed, especially by an alloy according to one of rows 5 and 6 of the table.

[0012] Furthermore, reinforcing patches can be applied locally to the sheet metal blank. In the sense of the invention, these reinforcing patches are then also formed using a stamping die or using a press stroke. No subsequent post-processing, in particular in the form of subsequent coupling of other components, is carried out in order to produce the described structural unit in the form of an end wall. The end wall is therefore produced in one piece in a stamping process, which saves production costs in particular. The mosaic plate also consists of an MnB steel according to the alloy of one of the rows 3 to 6 of the table.

[0013] At the same time, the accuracy or precision of the components can be significantly increased, since the components are produced in exactly one stamping tool and are then also calibrated accordingly. If, for example, the partition wall and the footwell panel are produced separately from one another, each component itself is optionally produced precisely and calibrated. However, if these joined components are joined relative to one another after the actual forming process, the joined components may also have to be recalibrated in some cases.

[0014] In order to improve the rigidity, but also the crash performance, a reinforcing bead is formed in one piece in the transition area between the partition wall and the footwell plate. The reinforcing bead preferably extends with its beading direction in the transverse direction of the vehicle. In cross section, the bead is especially designed to be C-shaped or U-shaped and is arranged in a directional manner in the longitudinal direction of the vehicle and / or in the vertical direction of the vehicle. Preferably, the beading depth of the U-shape is greater than 5 times the sheet thickness of the component blank. In this case, in blanks with different wall thicknesses or sheet thicknesses, the maximum sheet thickness can be selected as the starting point. The beading depth is then preferably greater than 5 times the sheet thickness.

[0015] Therefore, preferably, a profiled geometry is integrated in one region of the end wall and / or the material thickness, i.e. the wall thickness, is increased and / or a higher tensile strength Rm is formed, so that the region of the increased material thickness or the higher strength profiled geometry has or has a crossbar function. Thus, an additional coupling or installation of an external component as a crossbar or reinforcement component can be omitted. The geometric accuracy to be produced is increased, the crash performance is improved, and the production costs are reduced by this measure.

[0016] Alternatively or additionally, a profile geometry can also be integrated in a region of the end wall and / or the wall thickness or material thickness can be increased and / or a higher tensile strength of Rm can be configured in such a way that this region has a longitudinal beam function. In particular, the profile geometry is configured as a bead with respect to the longitudinal beam function or the cross beam function. The longitudinal beams and cross beams can also cross inside the end wall.

[0017] By manufacturing the end wall in one piece with the front section of the partition wall and the footwell plate, it is possible to form a bead, so that an additional reinforcing crossbeam, which usually has to be used as an external component, can be omitted. The overall component weight is reduced. No additional crossbeam has to be produced, which reduces production costs. The cross-sectional shape of the bead also increases the rigidity of the entire component of the end wall, especially due to the one-piece design. Preferably, the end wall has a higher strength in the area of ​​the bead or in the bead itself, in particular a tensile strength Rm of more than 1000 MPa, particularly preferably a tensile strength of more than 1180 MPa. For this purpose, the bead in the adjacent areas of the end wall and the footwell plate can have different strengths.

[0018] The bead preferably extends over the entire width of the end wall, thus in the transverse direction of the vehicle.

[0019] In a further advantageous design variant, the front longitudinal section of the transmission tunnel is formed together with the footwell panel.

[0020] Another advantageous design variant of the invention provides that the areas of the footwell plate that are respectively located on the outside with respect to the transverse direction of the motor vehicle are designed as partially spherical. Thus, the wheel housing or wheel cover is formed at least in sections by the footwell plate. In addition, it is particularly preferred that the areas of the footwell plate that are located on the outside with respect to the transverse direction of the motor vehicle are designed as soft. The width of such a soft area in the transverse direction of the motor vehicle is less than 100 mm. This ensures that, for example, the connection areas of a door sill, another wheel housing or the like do not break due to the soft area in the event of a collision. In this case, targeted deformation occurs without breaking or tearing of other parts. As a result, the collision performance is improved, especially with respect to the interior space of the components of the end wall. The soft area should have a tensile strength of between 500 MPa and 850 MPa. 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 schematic diagrams. These drawings help to simplify the understanding of the present invention. It is shown in them:

[0022] Figure 1 An end wall according to the invention is shown;

[0023] Figure 2 A top view and a cross-sectional view of the end wall are shown;

[0024] Figure 3 Show Figure 2 An alternative design variant of ;

[0025] Figure 4 An alternative design variant is shown;

[0026] Figure 5 A schematic design variant of the end wall is shown.

[0027] List of reference numerals:

[0028] 1: End wall

[0029] 2: Partition wall

[0030] 3: Footwell board

[0031] 4: Transmission channel

[0032] 5: Wheel cover

[0033] 6: Curling

[0034] 7: Depth

[0035] 8: Wall thickness

[0036] 9: to 5 width

[0037] 10: Curling

[0038] 11: Longitudinal curling

[0039] x: longitudinal direction of the vehicle

[0040] y: lateral direction of the vehicle

[0041] z: vertical direction of the vehicle DETAILED DESCRIPTION

[0042] In the figures, the same reference numerals are used for identical and similar components and even repeated descriptions are omitted for the sake of simplicity.

[0043] Figure 1 The end wall 1 according to the invention is shown. The end wall has a partition wall 2 oriented upward in the vertical direction z of the motor vehicle and a front section of a footwell plate 3 arranged below it in the vertical direction z of the motor vehicle. According to the invention, the partition wall 2 and the footwell plate 3 are formed in one piece. In the middle section, the front longitudinal section of the transmission channel 4 is formed in the footwell plate 3. Partially spherical sections are formed in the footwell plate 3 on the sides located on the outside. Wheel housings 5 ​​can be arranged here. However, these sections located on the outside with respect to the transverse direction y of the motor vehicle can also be configured as door sill connectors.

[0044] A bead 6 is preferably formed between the partition wall 2 and the footwell panel 3. The bead 6 extends substantially over the entire width of the end wall 1. The bead runs in a direction y that is transverse to the vehicle. As shown, for example, in the following figures, the bead 6 has a profile in cross section that is oriented in the longitudinal direction x of the vehicle and / or in the vertical direction z of the vehicle. The belly of the U-shaped bead 6 is thus arranged to be oriented in the longitudinal direction x of the vehicle.

[0045] Figure 2 A top view and a cross-sectional view of the end wall 1 are shown. The partition wall 2 arranged at the top in the vertical direction z of the motor vehicle is oriented substantially vertically in the motor vehicle. The part of the footrest plate 3 located below it preferably extends slightly curved and is oriented in the longitudinal direction x of the motor vehicle or arranged opposite to the longitudinal direction x of the motor vehicle with respect to the driving direction of the motor vehicle. A bead 6 is formed between these two components. The bead 6 is U-shaped in cross section. Preferably, the depth 7 of the bead 6 is greater than 5 times the wall thickness 8. The bead 6 is particularly preferably configured with a depth 7 greater than 30 mm, in particular greater than 40 mm. However, the bead 6 should not be configured to have a depth 7 greater than 200 mm.

[0046] Furthermore, the outer region is formed in the form of a wheel housing connection on the footwell panel 3. The outer region has a width 9 of less than 100 mm.

[0047] Figure 3 Shows Figure 2 An alternative design variant is provided. Here, a flange 10 is also formed in the partition wall 2, which is located at the top with respect to the vertical direction z of the vehicle. The flange 10 located at the top can additionally reinforce or serve as a lower window frame cross member for a window frame or a roof bracket to be connected. This increases the rigidity, especially in the transverse direction of the vehicle.

[0048] Figure 4 An alternative design variant is shown. Here, the component patch is formed together. The component patch is formed in the area of ​​the middle area of ​​the footwell board 3. In addition, a longitudinal bead 11 is formed in the footwell board 3, which can be used for further reinforcement. The longitudinal bead 11 designed as an island can also be designed as a continuous bead up to the lower edge of the footwell board 3. These lower edges can form a load path with other subsequent longitudinal beams coupled thereto.

[0049] Figure 5 A schematic design variant of the end wall 1 is shown. In this case, areas are shown in the upper partition wall 2 and in the lower footwell panel 3, which are indicated by corresponding wall thicknesses 8 and / or strengths. In particular, the wall thickness 8 of the footwell panel 3 is designed to be greater than the wall thickness 8 of the partition wall 2. The corresponding strength ranges, which also vary relative to one another in the transverse direction y of the motor vehicle, are correspondingly characterized as strong or less strong. In the sense of the invention, "less strong" means a tensile strength of 500 MPa to 1000 MPa. "Strong" means a tensile strength of more than 1000 MPa. According to Figure 5 The schematic overview of can be transferred to all embodiments of the invention, in particular in combination with the above-described embodiment of the bead 10. For production, a sheet metal blank or component blank can be used, which is produced as a tailored blank, thus a welded component, but is formed from a plate blank rolled as a tailored blank, thus a rolled plate blank. The entire end wall 1 with the partition wall 2 and the footwell plate 3 is then formed into a one-piece component in a press.

[0050] The steel types used can be used as examples for all variants of the invention. In particular, different types of steel can be combined with one another in tailor-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 given in % by weight, with residual iron and impurities resulting from melting being added to the respective hardenable steel alloy.

[0051]

Claims

1. An end wall (1) for a motor vehicle, the end wall (1) having a partition wall (2) with respect to an engine compartment located at the front in the longitudinal direction (x) of the motor vehicle, wherein: The partition wall (2) is oriented in the installed state in the vertical direction (z) of the motor vehicle and has a front area of ​​the footrest plate (3) connected thereto in one piece, wherein the footrest plate (3) is at least partially oriented in the longitudinal direction (x) of the motor vehicle, wherein the end wall (1) is produced as a one-piece sheet metal forming component, in particular in one press stroke, wherein the footrest plate (3) has a higher wall thickness (8) and / or tensile strength than the partition wall (2), characterized in that the high-strength area has a tensile strength greater than or equal to 1350 MPa, and is constructed with a soft area, which has a tensile strength Rm less than 1000 MPa, and a bead (6) extending in the transverse direction (y) of the motor vehicle is formed in the transition between the partition wall (2) and the footrest plate (3), wherein the bead (6) is formed in the longitudinal direction (x) of the motor vehicle and / or in the vertical direction (z) of the motor vehicle in the cross section.

2. The end wall (1) according to claim 1, characterized in that The end wall is manufactured as a thermoformed and press-hardened component.

3. End wall (1) according to any one of the preceding claims, characterized in that In a region of the end wall (1) a profile geometry is integrated and / or the material thickness is increased and / or the end wall is designed with greater strength such that this region has a crossbar function.

4. End wall (1) according to any one of the preceding claims, characterized in that In one region of the end wall (1), a profile geometry is integrated and / or the material thickness is increased and / or a higher strength is provided in such a way that this region has a longitudinal beam function.

5. End wall (1) according to any one of the preceding claims, characterized in that A soft region is constructed with a tensile strength of less than 850 MPa.

6. End wall (1) according to any one of the preceding claims, characterized in that A reinforcing patch is applied at least partially, in particular in the region of a transverse bead, a central or outer longitudinal bead or a wheel arch (5).

7. The end wall (1) according to any one of claims 1 to 6, characterized in that The bead (6) has a bead depth which corresponds to at least five times the wall thickness of the sheet metal blank.

8. End wall (1) according to any one of the preceding claims, characterized in that The tensile strength in the region of the beads (6, 10, 11) is greater than 1180 MPa.

9. End wall (1) according to any one of the preceding claims, characterized in that A building sheet is placed in the region of the flange (6), wherein the tensile strength in this region is preferably greater than 980 MPa.

10. End wall (1) according to any one of the preceding claims, characterized in that The footwell panel (3) is designed multiaxially and / or spatially curved on its side lying on the outside in the transverse direction (y) of the vehicle, so that a wheel housing (5) is formed at least in sections.

11. End wall (1) according to any one of the preceding claims, characterized in that The outer region of the footwell panel (3) is designed as a soft region, preferably with a tensile strength of less than 980 MPa, wherein the outer region has a width in the transverse direction (y) of the vehicle of less than 100 mm.

12. End wall (1) according to any one of the preceding claims, characterized in that The component is produced as a coated steel component, in particular from a pre-coated steel alloy, wherein the pre-coating, in particular an Al—Si coating, very particularly preferably has a layer thickness of between 15 μm and 40 μm.

13. End wall (1) according to any one of the preceding claims, characterized in that A front longitudinal section of a channel (4) and at least one central longitudinal bead in the manner of a central channel are formed in the footwell panel (3).

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