Longitudinal beam, front bulkhead cross member and arrangement for a front structure of a motor vehicle body

Abstract

The present invention relates to a longitudinal beam (2) for the front structure of an automobile body, the longitudinal beam having at least one fitting area (7), the longitudinal beam (2) being able to be rearwardly supported on the front wall (4) of the front bulkhead beam (3) of the automobile body in the longitudinal direction (5) through the fitting area, wherein at least one support structure (14) is provided extending rearwardly from the fitting area (7) in the longitudinal direction (5), the longitudinal beam (2) being able to be rearwardly supported on the rear wall (6) of the front bulkhead beam (3) in the longitudinal direction (5) through the support structure.

Description

Technical Field

[0001] This invention relates to a longitudinal beam for a front structure of an automobile body as described in the preamble of claim 1. Furthermore, this invention relates to a front bulkhead crossbeam for a front bulkhead structure of an automobile body as described in the preamble of claim 9. Additionally, this invention relates to an arrangement structure of longitudinal beams of an automobile body on a front bulkhead crossbeam as described in the preamble of claim 10. Background Technology

[0002] DE 102022 102 534 A1 discloses a front structure for a self-supporting body of a passenger car, having individual longitudinal beams that are connected at their respective rear ends to corresponding body structural elements. Summary of the Invention

[0003] The purpose of this invention is to provide a longitudinal beam for the front structure of an automobile body, a front bulkhead beam for the front bulkhead structure of an automobile body, and an arrangement structure of the longitudinal beams of the automobile body on the front bulkhead beam, thereby particularly improving the mechanical load-bearing capacity of the automobile body.

[0004] This objective is achieved according to the invention by a longitudinal beam for a front structure of an automobile body having the features of claim 1, a front bulkhead crossbeam for a front bulkhead structure of an automobile body having the features of claim 9, and an arrangement of the longitudinal beams of the automobile body on the front bulkhead crossbeam having the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0005] The first aspect of the invention relates to a longitudinal beam for the front structure of an automobile body, and particularly for the bottom structure of an automobile body. In this application, "automobile body" should be understood as a body for or for an automobile, particularly a self-supporting body. The automobile is preferably constructed as a passenger car. Preferably, the automobile body, particularly in its fully manufactured state, has the longitudinal beam.

[0006] The front structure can also be referred to as the front structure or the front vehicle. The front structure can be particularly understood as the front portion of the vehicle body relative to the vehicle's longitudinal direction. For example, the passenger compartment, which is at least indirectly or directly connected to the vehicle body rearward in the longitudinal direction, is particularly important in the front structure. The passenger compartment preferably defines at least partially, particularly most or completely, an interior space. This interior space can also be referred to as the vehicle interior space or passenger compartment. The longitudinal beam can also be referred to as the engine longitudinal beam or simply the engine mount. The main extension direction of the longitudinal beam preferably extends at least substantially in the longitudinal direction of the vehicle, particularly in the mounting location where the longitudinal beam is installed in the vehicle body or the vehicle.

[0007] The vehicle body preferably has a front bulkhead structure. This front bulkhead structure, particularly the front bulkhead of the structure, preferably defines the interior space at least partially, and particularly most or completely, forward in the longitudinal direction of the vehicle. The longitudinal beam is preferably connected forward, particularly directly, to the front bulkhead structure in the longitudinal direction of the vehicle. Thus, the rear end of the longitudinal beam is connected rearward, for example, to the front bulkhead structure in the longitudinal direction of the vehicle. Specifically, the longitudinal beam extends forward from the front bulkhead structure in the longitudinal direction of the vehicle.

[0008] The longitudinal beam has at least one contact area, which, particularly in its mounting position within a vehicle body, supports or can be supported rearward in the longitudinal direction of the vehicle on the front wall of a front bulkhead crossbeam, specifically on the contact surface of the front bulkhead crossbeam. In other words, the force flow applying a rearward load to the longitudinal beam in the longitudinal direction of the vehicle extends to the front bulkhead crossbeam through the contact area. This means that the force flow extending between the longitudinal beam and the front bulkhead crossbeam extends through the contact area, whereby the contact area is positioned within the force flow.

[0009] Therefore, the front bulkhead structure includes the front bulkhead crossbeam, which is constructed separately from the front bulkhead, for example. The main extension direction of the front bulkhead crossbeam preferably extends at least substantially in the vehicle's transverse direction. The front bulkhead crossbeam is preferably constructed as a lower front bulkhead crossbeam. Thus, the front bulkhead structure, for example, includes the lower front bulkhead crossbeam and an upper front bulkhead crossbeam arranged above the lower front bulkhead crossbeam in the vehicle height direction. The contact areas of the longitudinal beams and the contact surfaces of the front bulkhead crossbeams are preferably constructed correspondingly to each other.

[0010] To specifically enhance the mechanical load-bearing capacity of the vehicle body, according to the present invention, the longitudinal beam has at least one support structure extending rearward from the mating area in the longitudinal direction of the vehicle, particularly at its mounting location within the vehicle body or vehicle. In other words, the support structure extends obliquely or perpendicularly to the mating area, wherein the support structure extends at least regionally further rearward than the mating area in the longitudinal direction of the vehicle. The longitudinal beam, particularly at its mounting location within the vehicle body or vehicle, is supported, or can be supported, rearward in the longitudinal direction of the vehicle by the support structure on the rear wall of the front bulkhead crossbeam, particularly on the support area of ​​the front bulkhead crossbeam. In other words, the force flow loading the longitudinal beam rearward in the longitudinal direction of the vehicle extends through the mating area to the front wall of the front bulkhead crossbeam and through the support area to the rear wall of the front bulkhead crossbeam.

[0011] This invention is particularly based on the following understanding and consideration: conventional longitudinal beams can typically be connected to the front bulkhead structure via a single shear connection. Here, such a longitudinal beam can be supported only on the front wall of the front bulkhead transverse beam. This means that only a butt joint connection, in the form of a conventional longitudinal beam, can be provided to the transverse structure of the front bulkhead, where this connection can be indirectly coupled through a partition in the transverse structure. However, the forces acting at the junction between the longitudinal beam and the front bulkhead structure may come from different directions, which can make the design requirements for this junction extremely demanding. Therefore, in a conventional single shear connection, it is not ideal to support different load introductions.

[0012] In contrast, the aforementioned disadvantages can be overcome by means of the longitudinal beam according to the invention. The longitudinal beam according to the invention is supported on the front wall of the front bulkhead crossbeam via a contact area, and particularly simultaneously or additionally on the rear wall of the front bulkhead crossbeam via a support structure. This allows for a dual connection between the longitudinal beam and the front bulkhead crossbeam, i.e., connected both to the front wall via the contact area and to the rear wall via the support structure, so that both the front and rear walls can be directly loaded by the longitudinal beam, for example, when the longitudinal beam is loaded due to an accident. The front wall of the front bulkhead crossbeam can thus be opened, allowing the longitudinal beam, particularly its support structure, to extend to the rear wall of the front bulkhead crossbeam, and to directly incorporate the rear wall into the force flow, also known as the load flow. This means that the cross-section of the longitudinal beam can be said to be graded, thereby loading both the front wall of the front bulkhead crossbeam via the contact area and the rear wall of the front bulkhead crossbeam via the support area. Therefore, in contrast to conventional single-shear connections, double-shear connections can be achieved, which can be constructed with particularly strong bending rigidity and can also be joined and / or sealed without problems. Therefore, it can be seen that the mechanical load of the longitudinal beams can be distributed to the front wall and rear wall of the front bulkhead crossbeams, thereby significantly improving the mechanical load-bearing capacity of the vehicle body, especially the longitudinal beams and / or the front bulkhead crossbeams. This significantly improves the passive safety of the vehicle body or vehicle. It also allows for a particularly advantageous, and especially beneficial, load-bearing connection between the engine mount and the front bulkhead structure or the front bulkhead.

[0013] In another design, the longitudinal beam is specified to be fixed or secured to the front wall of the front bulkhead crossbeam via the mating area, specifically directly. In other words, the longitudinal beam is held or is to be held to the front wall of the front bulkhead crossbeam via the mating area. This establishes a particularly stable connection between the longitudinal beam and the front bulkhead structure, thereby significantly improving the mechanical load-bearing capacity of the vehicle body.

[0014] In another design, the longitudinal beam is specified to be directly or potentially fixed to the rear wall of the front bulkhead crossbeam via the supporting structure. In other words, the longitudinal beam is held or is to be held to the rear wall of the front bulkhead crossbeam by the supporting structure. This establishes a particularly stable connection between the longitudinal beam and the front bulkhead structure, thereby significantly improving the mechanical load-bearing capacity of the vehicle body.

[0015] In another design, the support structure is specified to be directly connected to the base body of the longitudinal beam via a connecting area. In other words, the support structure is connected rearwardly, specifically directly, to the base body of the longitudinal beam via the connecting area in the longitudinal direction of the vehicle. The support structure and the base body can be constructed integrally. Therefore, the support structure can be constructed integrally with the base body. This can be understood in particular as the support structure and the base body being formed from a single component, such as a single integral piece. The fitting area is connected to the connecting area on both sides in the transverse direction of the longitudinal beam. This means that the fitting area is arranged on different sides of the support structure or the connecting area in the transverse direction of the longitudinal beam, i.e., extending on different sides. In other words, the fitting area surrounds the connecting area on both sides in the transverse direction of the longitudinal beam. The transverse direction of the longitudinal beam, particularly in the mounting position of the longitudinal beam in the vehicle body or vehicle, preferably extends in the transverse direction of the vehicle. Alternatively or additionally, the fitting area is connected to the connecting area on both sides, particularly at least indirectly or directly, in the height direction of the longitudinal beam. This means that the fitting area is arranged on different sides of the connecting area or the support structure in the height direction of the longitudinal beam. In other words, the fitting area surrounds the connection area or support structure on both sides in the height direction of the longitudinal beam. Preferably, the height direction of the longitudinal beam extends at least substantially in the vehicle height direction, particularly in the mounting location where the longitudinal beam is installed in the vehicle body or vehicle. This allows the longitudinal beam to be connected to the front bulkhead crossbeam with particularly strong bending rigidity.

[0016] In another design, the support structure is specified to have multiple support elements spaced apart from each other, particularly in the lateral and / or height directions of the vehicle. The longitudinal beam, particularly in its mounting position within the vehicle body or vehicle, is supported rearward, particularly directly, or can be supported, by these support elements in the longitudinal direction of the vehicle against the rear wall of the front bulkhead crossbeam, specifically against or can be supported in the support area of ​​the rear wall. This allows for the transfer of load to the rear wall of the front bulkhead crossbeam via the longitudinal beam in a manner particularly advantageous to weight. Thus, a particularly good trade-off can be achieved between mechanical load-bearing capacity and exceptionally low weight.

[0017] For example, these support elements are specified to be constructed as support bosses. In other words, these support elements are each constructed in an arched shape. This allows for particularly low weight retention of the longitudinal beams. Furthermore, this support structure can be manufactured, for example, with particularly low cost, through casting.

[0018] In another design, the longitudinal beam is specified to have a rib structure with multiple ribs, through which the supporting elements are directly connected to each other. This means that these supporting elements are supported or can be supported by these ribs or the rib structure, for example, in the lateral and / or height directions of the vehicle. This allows for a particularly low weight of the longitudinal beam. Consequently, the mechanical load-bearing capacity of the vehicle body can be significantly improved in a way that is particularly advantageous for weight reduction.

[0019] In another design, the longitudinal beam is specified as a casting, particularly an aluminum die-casting. This means that the longitudinal beam is manufactured or produced by casting, for example by die casting, particularly aluminum die casting. This allows the longitudinal beam to be manufactured with particularly low cost. Furthermore, the longitudinal beam can be designed particularly favorably for load-bearing applications.

[0020] A second aspect of the invention relates to a front bulkhead beam for a front bulkhead structure of an automobile body. Preferably, the automobile body, particularly in its fully manufactured state, has the front bulkhead structure. Preferably, the front bulkhead structure, particularly in its fully manufactured state, has the front bulkhead beam.

[0021] The front bulkhead crossbeam has a front wall with at least one mating surface. A longitudinal beam of the vehicle body, for example, at least one mating area of ​​the longitudinal beam, particularly in the mounting position of the front bulkhead crossbeam in a vehicle body or a vehicle having the vehicle body, is rearwardly supported, particularly directly supported, or can be supported on this mating surface in the longitudinal direction of the vehicle. Furthermore, the front bulkhead crossbeam has a rear wall, particularly in the mounting position of the front bulkhead crossbeam in a vehicle body or a vehicle, arranged behind the front wall in the longitudinal direction of the vehicle. In other words, the rear wall extends further rearward in the longitudinal direction of the vehicle than the front wall of the front bulkhead crossbeam. Therefore, the front wall is the front portion of the front bulkhead crossbeam relative to the longitudinal direction of the vehicle, and the rear wall is the rear portion of the front bulkhead crossbeam relative to the longitudinal direction of the vehicle. The longitudinal beam is preferably a longitudinal beam according to the first aspect of the invention.

[0022] To specifically enhance the mechanical load-bearing capacity of the vehicle body, according to the invention, a cavity extends between the front wall and the rear wall. This means that the cavity is at least regionally arranged between the front and rear walls. In other words, the cavity is at least partially defined or formed forward by the front wall in the longitudinal direction of the vehicle, and at least partially defined or formed rearward by the rear wall in the longitudinal direction of the vehicle. The cavity is particularly understood as the cavity of the front bulkhead crossbeam. This means that the front bulkhead crossbeam is at least regionally hollow, i.e., constructed as a hollow body, thereby forming or being formed by the cavity. Furthermore, the front wall has an opening that specifically leads directly into the cavity. In other words, an opening is arranged in the front wall that is particularly fluidly connected to the cavity. The rear wall of the front bulkhead crossbeam has at least one support area, whereby the longitudinal beam is supported or can be supported rearward, particularly directly, in the longitudinal direction of the vehicle, by a longitudinal beam support structure guided through the opening and at least regionally received or arranged in the cavity, particularly in the mounting position within the vehicle body or vehicle. In other words, the longitudinal beam can be inserted or pluggable through an opening in the support structure to support the support area on the rear wall. Thus, the longitudinal beam can be supported on both the front and rear walls of the front bulkhead crossbeam, thereby enabling a particularly advantageous load introduction from the longitudinal beam to the front bulkhead crossbeam and thus to the support structure. The support area of ​​the front bulkhead crossbeam and the support structure of the longitudinal beam are preferably constructed correspondingly to each other.

[0023] The third aspect of the invention relates to an arrangement of longitudinal beams, particularly longitudinal beams according to the first aspect of the invention, on a front bulkhead crossbeam, particularly for automobile bodies, particularly a front bulkhead crossbeam according to the second aspect of the invention. The advantages and advantageous designs of the first and second aspects of the invention should be considered as advantages and advantageous designs of the third aspect of the invention, and vice versa.

[0024] The front bulkhead crossbeam has a front wall and a rear wall arranged behind the front wall in the longitudinal direction of the vehicle. In addition, the longitudinal beam has at least one mating area through which the longitudinal beam is supported rearward in the longitudinal direction of the vehicle, for example directly on the front wall of the front bulkhead crossbeam, and particularly on the mating surface of the front wall.

[0025] In order to particularly improve the mechanical load-bearing capacity of the vehicle body, according to the present invention, the front bulkhead crossbeam has a cavity extending between the front wall and the rear wall, the front wall having an opening specifically leading into the cavity, and the longitudinal beam having at least one support structure extending rearward from the mating area in the longitudinal direction of the vehicle, guided through the opening and at least partially accommodated in the cavity, the longitudinal beam being supported rearward in the longitudinal direction of the vehicle, particularly directly, on the rear wall of the front bulkhead crossbeam, particularly on the support area of ​​the rear wall. Attached Figure Description

[0026] Other features of the invention are derived from the claims, drawings, and description of the drawings. The features and combinations thereof mentioned above in the specification, as well as those mentioned in the following description of the drawings and / or shown separately in the drawings, may be used not only in the given combinations, but also in other combinations or individually.

[0027] The invention will now be described in more detail with reference to a preferred embodiment and the accompanying drawings. The drawings show:

[0028] Figure 1 A schematic partial cross-sectional view of the arrangement structure according to the present invention is shown; and

[0029] Figure 2 A schematic perspective partial view of the longitudinal beam according to the invention, showing the arrangement structure according to the invention. Detailed Implementation

[0030] Figure 1 A schematic partial sectional view shows an arrangement structure 1 of a longitudinal beam 2 of an automobile body on a front bulkhead crossbeam 3. In this application, the longitudinal beam 2 is part of the front structure of the automobile body. Therefore, the longitudinal beam 2 can also be referred to as an engine longitudinal beam. The front bulkhead crossbeam 3 is part of the support structure of the automobile body in this application.

[0031] The front bulkhead beam 3 has a front wall 4 and a rear wall 6 arranged behind the front wall 4 in the longitudinal direction 5 of the vehicle. The front wall 4 and the rear wall 6 are preferably spaced apart from each other in the longitudinal direction 5 of the vehicle. The longitudinal beam 2 has at least one mating area 7, and the front wall 4 of the front bulkhead beam 3 has at least one mating surface 8, specifically constructed corresponding to the mating area 7. The longitudinal beam 2 is supported rearwardly, specifically directly, in the longitudinal direction 5 of the vehicle by the mating area 7 on the front wall 4 of the front bulkhead beam 3, and particularly on the mating surface 8 of the front wall 4. This means that when the longitudinal beam 2 is supported on the front bulkhead beam 3, the mating area 7 of the longitudinal beam 2 and the mating surface 8 of the front wall 4 of the front bulkhead beam 3 are in direct contact with each other. In other words, the mating area 7 of the longitudinal beam 2 and the front wall 4 of the front bulkhead beam 3, and particularly the mating surface 8 of the front wall 4, are in preferably direct support contact.

[0032] To specifically improve the mechanical load-bearing capacity of the vehicle body, particularly at the junction between the longitudinal beam 2 and the front bulkhead crossbeam 3, the front bulkhead crossbeam is provided with a cavity 9 extending between the front wall 4 and the rear wall 6 of the front bulkhead crossbeam 3. Furthermore, the front wall 4 has an opening 10 that specifically leads into the cavity 9. Therefore, the surrounding environment 11 of the front bulkhead crossbeam 3, particularly in the longitudinal direction 5 of the vehicle, is connected to or can be connected to the cavity 9 via the opening 10. That is, the opening 10, for example, opens into the cavity 9 at one end and into the surrounding environment 11 at the other end. The rear wall 6 of the front bulkhead crossbeam 3 has a support region 12, in which, in this embodiment, a central axis 13 of the opening 10, extending in the axial direction of the opening 10, passes through the support region. In other words, the support region 12 of the rear wall 6 is, for example, traversed by the central axis 13. Specifically, the support region 12 extends perpendicular to the central axis 13 or perpendicular to the axial direction of the opening 10. The longitudinal beam 2 has a support structure 14 that extends rearward from the mating area 7 in the longitudinal direction 5 of the vehicle. The support structure 14 is guided through the opening 10 and is therefore at least partially received or arranged in the cavity 9. This means that the support structure 14 extends through the opening 10 and thus through the front wall 4, such that at least one sub-region of the support structure 14 is located inside the front bulkhead beam 3, particularly in the cavity 9. The longitudinal beam 2 is preferably directly supported rearward in the longitudinal direction 5 of the vehicle on the rear wall 6 of the front bulkhead beam 3, particularly on the support area 12 of the rear wall 6, by means of the support structure 14 received in the cavity 9, for example, by the support surface 15 of the support structure 14. This means that when the longitudinal beam 2 is supported rearward in the longitudinal direction 5 of the vehicle on the front bulkhead beam 3, particularly on the rear wall 6, the support structure 14 and the support area 12 of the rear wall 6 are in contact with each other. In other words, the support structure 14 of the longitudinal beam 2 and the support area 12 of the rear wall 6 are in a preferably direct supporting contact. The support surface 15 and the support region 12 are preferably constructed correspondingly to each other. For example, from... Figure 1 As can be seen, for example, when the longitudinal beam 2 is loaded due to an accident, since the support structure 14 is accommodated in the cavity 9 through the opening 10, the longitudinal beam 2 is supported rearward on the front wall 4 in the longitudinal direction 5 of the vehicle, particularly through the contact area 7, and also supported on the rear wall 6 of the front bulkhead crossbeam 3 through the support structure 14. Therefore, when the longitudinal beam 2 is supported on the front wall 4 through the rear wall 6 and the support structure 14, the front bulkhead crossbeam 3 can provide a reaction force, which in... Figure 1This is indicated by arrow 16. This allows for a particularly advantageous, especially advantageous, force introduction from the longitudinal beam 2 to the front bulkhead beam 3. This is particularly advantageous because, due to the inclined or perpendicular arrangement of the longitudinal beam 2 and the front bulkhead beam 3 relative to each other, there may be load paths extending perpendicularly to each other at the junction between the longitudinal beam 2 and the front bulkhead beam 3. For these mutually perpendicular load paths, a double shear connection between the longitudinal beam 2 and the front bulkhead beam 3 can thus be achieved.

[0033] As from Figure 1 As can be seen, the support structure 14 is arranged at the rear end of the longitudinal beam 2 relative to the longitudinal direction 5 of the vehicle in this application. This means that the rear end of the longitudinal beam 2 is formed by the support structure 14 in this application.

[0034] Preferably, the longitudinal beam 2 is fixed to the front wall 4 of the front bulkhead beam 3 via the mating area 7, particularly by means of the mating surface 8, for example, by threaded connection and / or by welding connection. Therefore, the longitudinal beam 2 and the front wall 4 of the front bulkhead beam 3 are screwed together and / or welded together, for example, via the mating area 7 and the mating surface 8. Therefore, the mating area 7 can also be called the fixing area. The fixing part 17 is located in... Figure 2 As shown, at these fixed locations, the longitudinal beam 2 is connected to the front wall 4 via the mating area 7, particularly via the mating surface 8, for example by means of welding and / or by means of threaded connection, wherein the longitudinal beam 2 is shown in a schematic and perspective partial view. For example, the longitudinal beam 2 is fixed to the rear wall 6 of the front bulkhead beam 3 by a support structure 14, particularly by means of a support area 12, for example by means of threaded connection and / or by means of welding connection.

[0035] In this embodiment, the longitudinal beam 2 has a base body 18. The support structure 14 is integrally connected to the base body, for example, via a connection area 19. Therefore, the support structure 14 is arranged on the base body 18 via the connection area 19, wherein the support structure 14 extends rearward from the base body 18 in the vehicle longitudinal direction 5. This means that the support structure 14 is connected rearward, particularly directly, to the base body 18 in the vehicle longitudinal direction 5. Figure 1 and Figure 2As shown, the fitting area 7 in this application connects to the connecting area 19 on both sides in the transverse direction 20 and on both sides in the height direction 21 of the longitudinal beam 2. Therefore, the fitting area 7, for example, completely surrounds the connecting area 19, particularly the support structure 14. The transverse direction 20 of the longitudinal beam 2 preferably extends in the vehicle transverse direction of the vehicle body, and the height direction 21 of the longitudinal beam 2 preferably extends in the vehicle height direction of the vehicle body. Therefore, the fitting area 7 extends further upward and further downward in the vehicle height direction than the connecting area 19, particularly the support structure 14, and further outward and further inward in the vehicle transverse direction than the connecting area, particularly the support structure.

[0036] In order to specifically improve the mechanical load-bearing capacity of the car body, especially the joint areas, in a way that is particularly advantageous for weight reduction, such as Figure 2 As shown, in this embodiment, the support structure 14 has a plurality of spaced-apart support elements 22, which are configured as support bosses 23 in this application. Here, the support structure 14 has, for example, four such support elements 22 or support bosses 23. In this application, two of these support elements 22 are spaced apart from each other in the vehicle's transverse direction, and two of these support elements 22 are spaced apart from each other in the vehicle's height direction. The longitudinal beam 2 is rearwardly supported in the vehicle's longitudinal direction 5 by the support elements 22 or support bosses 23 on the rear wall 6 of the front bulkhead beam 3, particularly on the support area 12. Therefore, the support surface 15 in this application is specifically and collectively formed by these support elements 22. In other words, each corresponding support element 22 has a corresponding support surface 15. Therefore, these support elements 22 are arranged or housed in the cavity 9, thereby allowing connection to the rear wall 6 of the front bulkhead crossbeam 3 via the opening 10, whereby the portion of the longitudinal beam 2 located outside the cavity 9, i.e., the portion of the longitudinal beam 2 located in front of the front bulkhead crossbeam 3 in the longitudinal direction 5 of the vehicle, can be formed through these support elements 22. These support elements 22 are, for example, hollow internally, i.e., constructed as hollow bodies. Thus, these support elements 22 can, for example, be screwed onto the rear wall 6 of the front bulkhead crossbeam 3.

[0037] To specifically enhance the mechanical load-bearing capacity of the vehicle body, particularly the junction area, in a manner particularly advantageous to weight reduction, this embodiment specifies that the support structure 14 has a rib structure 24 comprising a plurality of ribs 25. These support elements 22 are directly connected to each other via the rib structure 24, and especially via the ribs 25. The first and second ribs of these ribs 25, 26 extend obliquely or perpendicularly to each other and intersect at an intersection point or an intersecting axis. This intersection point or intersecting axis is preferably located on the central axis 13. Therefore, the intersecting axis and the central axis 13 can extend coaxially. The first support element of these support elements 22 is connected to the second support element of these support elements 22, for example, via the third rib of these ribs 27. The second support element is connected to the third support element of these support elements 22, for example, via the fourth rib of these ribs 28. The third support element is connected to the fourth support element 22, for example, via the fifth rib of these ribs 29. The first and fourth support elements are connected, for example, via the sixth rib of these ribs 30. Figure 2 In the illustrated embodiment, the third and fifth ribs 27, 29 extend obliquely or perpendicularly to the fourth and sixth ribs 28, 30. For example, the third and fifth ribs 27, 29 extend parallel to each other. For example, the fourth and sixth ribs 28, 30 extend parallel to each other. In this application, these ribs 27, 28, 29, 30 form a receiving region in which the first and second ribs 25, 26 are arranged, and these ribs extend obliquely to the ribs 27, 28, 29, 30 in particular.

[0038] The longitudinal beam 2 is preferably constructed as a one-piece casting 31. Here, it is, for example, an aluminum die casting. Therefore, the base body 18, the fitting area 7, and the support structure 14 are preferably formed from a single component, for example, from a single integral piece.

[0039] Preferably, the vehicle body has two longitudinal beams 2, which are connected to each other by a front bulkhead crossbeam 3. Thus, for example, the first longitudinal beam 2 is configured as the left longitudinal beam 2, and the second longitudinal beam 2 is configured as the right longitudinal beam 2. Therefore, these longitudinal beams 2 are preferably arranged on different sides of the vehicle body relative to the vehicle's lateral direction. In particular, these longitudinal beams 2 are spaced apart from each other in the vehicle's lateral direction.

[0040] List of reference numerals in the attached diagram:

[0041] 1. Layout Structure

[0042] 2 longitudinal beams

[0043] 3 Front bulkhead crossbeams

[0044] 4 Anterior wall

[0045] 5. Vehicle longitudinal direction

[0046] 6. Rear wall

[0047] 7 Fitting Area

[0048] 8 bonding surfaces

[0049] 9 cavity

[0050] 10 openings

[0051] 11 Surrounding Environment

[0052] 12 support areas

[0053] 13 central axis

[0054] 14 Supporting Structure

[0055] 15 Support surface of the support structure

[0056] 16 arrows

[0057] 17 Fixed parts

[0058] 18 Basic Ontology

[0059] 19 Connecting Areas

[0060] 20. Transverse direction of longitudinal beam

[0061] 21. Height direction of longitudinal beam

[0062] 22 Supporting elements

[0063] 23 Support Bosses

[0064] 24-rib structure

[0065] 25 First Rib

[0066] 26 Second Rib

[0067] 27 Third Rib

[0068] 28 Fourth Rib

[0069] 29 Fifth Rib

[0070] 30 Sixth Rib

[0071] 31. Castings.

Claims

1. A longitudinal beam (2) for the front structure of an automobile body, the longitudinal beam having at least one contact area (7), the longitudinal beam (2) being able to be rearwardly supported on the front wall (4) of the front bulkhead crossbeam (3) of the automobile body in the longitudinal direction (5) of the vehicle via the contact area, characterized in that, At least one support structure (14) is provided extending rearward from the mating area (7) in the longitudinal direction (5) of the vehicle, through which the longitudinal beam (2) can be supported rearward on the rear wall (6) of the front bulkhead beam (3) in the longitudinal direction (5) of the vehicle.

2. The longitudinal beam (2) according to claim 1, characterized in that, The longitudinal beam (2) can be fixed to the front wall (4) of the front bulkhead beam (3) through the fitting area (7).

3. The longitudinal beam (2) according to claim 1 or 2, characterized in that, The longitudinal beam (2) can be fixed to the rear wall (6) of the front bulkhead beam (3) by the support structure (14).

4. The longitudinal beam (2) according to any one of the preceding claims, characterized in that, The support structure (14) is connected to the base body (18) of the longitudinal beam (2) via a connection area (19), and the fitting area (7) is connected to the connection area (19) on both sides in the transverse direction (20) of the longitudinal beam (2) and / or on both sides in the height direction (21) of the longitudinal beam (2).

5. The longitudinal beam (2) according to any one of the preceding claims, characterized in that, The support structure (14) has a plurality of spaced-apart support elements (22) through which the longitudinal beam (2) can be rearwardly supported on the rear wall (6) of the front bulkhead beam (3) in the longitudinal direction (5) of the vehicle.

6. The longitudinal beam (2) according to claim 5, characterized in that, The support element (22) is constructed as a support boss (23).

7. The longitudinal beam (2) according to claim 5 or 6, characterized in that, A rib structure (24) with multiple ribs (25-30) is provided, through which each of the support elements (22) is connected to each other.

8. The longitudinal beam (2) according to any one of the preceding claims, characterized in that, The longitudinal beam (2) is constructed as a casting (31).

9. A front bulkhead beam (3) for a front bulkhead structure of an automobile body, the front bulkhead beam having a front wall having at least one mating surface (8), a longitudinal beam (2) of the automobile body being able to be rearwardly supported on the mating surface in the longitudinal direction (5) of the vehicle, and the front bulkhead beam having a rear wall (6) arranged behind the front wall (4) in the longitudinal direction (5) of the vehicle, characterized in that, A cavity (9) extends between a front wall (4) and a rear wall (6), the front wall (4) having an opening (10) leading into the cavity (9), and the rear wall (6) having a support area (12), whereby the longitudinal beam (2) can be rearwardly supported in the longitudinal direction (5) of the vehicle by a support structure (14) of the longitudinal beam (2), the support structure being guided through the opening (10) and at least regionally accommodated in the cavity (9).

10. A structure (1) for arranging a longitudinal beam (2) of an automobile body on a front bulkhead beam (3), wherein the front bulkhead beam (3) has a front wall (4) and a rear wall (6) arranged behind the front wall (4) in the longitudinal direction (5) of the vehicle, and the longitudinal beam (2) has at least one mating area (7) through which the longitudinal beam (2) is rearwardly supported on the front wall (4) of the front bulkhead beam (3) in the longitudinal direction (5) of the vehicle, characterized in that, The front bulkhead beam (3) has a cavity (9) extending between the front wall (4) and the rear wall (6), the front wall (4) having an opening (10), and the longitudinal beam (2) having at least one support structure (14) extending rearward from the mating area (7) in the longitudinal direction (5) of the vehicle, guided through the opening (10) and at least partially housed in the cavity (9), the longitudinal beam (2) being rearwardly supported on the rear wall (6) of the front bulkhead beam (3) in the longitudinal direction (5) of the vehicle by the support structure.

Images