Supporting structure and vehicle

Abstract

Motor vehicle (102) comprising a vehicle body (104) as a supporting structure (106) of the motor vehicle (102), comprising at least one support element (136) of the supporting structure (106), which is arranged on two support sections (138) on at least one structural element (110) of the supporting structure (106) and comprises a reinforcing section (142) extending along a longitudinal extension direction (140) of the support element (136) between the two support sections (138), wherein the reinforcing section (142) has a flexural rigidity varying along the longitudinal direction (140), wherein the flexural rigidity of the reinforcing section (142) is maximum in a central section (144) arranged centrally between the support sections (138), wherein the flexural rigidity of the reinforcing section (142) decreases continuously in both directions starting from the central section (144) along the longitudinal direction (140), wherein the reinforcing section (142) of the support element (136) is designed as a hollow profile (150) or comprises a hollow profile (150), wherein the hollow profile (150) has a D-shaped cross-section, wherein the vehicle body (104) at least partially surrounds an interior (108) of the vehicle (100), and wherein the at least one support element (136) forms an A-pillar (130), a B-pillar (132), a C-pillar (134), a transverse structure of a front wall, a side sill (120) and / or a roof pillar (124) of the supporting structure (106) of the vehicle (100).

Description

[0001] The present invention relates to a motor vehicle comprising a vehicle body as a supporting structure of the motor vehicle.

[0002] A vehicle body as a supporting structure of a motor vehicle is known, for example, from DE 103 09 321 A1, from DE 10 2006 016 607 A1, from DE 10 2006 013 650 A1, from DE 10 2005 043 698 A1, from DE 101 62 825 A1, from US 2008 / 0106123 A1, from JP 2012-126336 A, from EP 1 190 938 A2, from DE 102 32 320 A1 and from DE 600 06 010 T2.

[0003] The present invention is based on the object of providing a motor vehicle comprising a vehicle body as a supporting structure, which has a low mass, is of stable design and fails in a targeted manner in the event of a crash.

[0004] This object is achieved according to the invention by a motor vehicle comprising a vehicle body as a supporting structure according to claim 1.

[0005] The flexural rigidity of the reinforcement section is maximum in a central section located centrally between the support sections.

[0006] The flexural rigidity also decreases in both directions starting from the central section along the longitudinal direction.

[0007] In one embodiment of the invention, it can be provided that the support element, in particular the reinforcing section of the support element, has a material thickness and / or material design and / or material property that varies along the longitudinal direction of extension.

[0008] The flexural rigidity decreases continuously in both directions starting from the central section along the longitudinal direction. Additionally or alternatively, it can be provided that the material thickness decreases substantially continuously in at least one direction, preferably in both directions, starting from the central section along the longitudinal direction.

[0009] In addition, the reinforcing section of the support element is designed as a hollow profile or comprises a hollow profile.

[0010] The hollow profile has a D-shaped cross-section.

[0011] For example, it can be provided that an inner cross-section and / or an outer cross-section of the support element, in particular of the hollow profile, is substantially rectangular, in particular square, or substantially D-shaped.

[0012] It may be advantageous if an inner cross-sectional area of the hollow profile and / or an inner cross-sectional shape of the hollow profile is substantially constant along the longitudinal direction.

[0013] Alternatively or additionally, it can be provided that an outer cross-sectional area of the hollow profile and / or an outer cross-sectional shape of the hollow profile is substantially constant along the longitudinal direction.

[0014] Furthermore, it can be provided that an inner cross-sectional area of the hollow profile and / or an inner cross-sectional shape of the hollow profile varies along the longitudinal direction.

[0015] Alternatively or additionally, it can be provided that an outer cross-sectional area of the hollow profile and / or an outer cross-sectional shape of the hollow profile varies along the longitudinal direction.

[0016] In this description and the appended claims, a cross-section is understood to mean, in particular, a cross-section taken substantially perpendicular to the longitudinal direction. The inner cross-sectional area, the inner cross-sectional shape, the outer cross-sectional area, and / or the outer cross-sectional shape are preferably determined based on such a cross-section.

[0017] It can be provided that an inner cross-sectional area of the hollow profile is minimal in a central section arranged substantially centrally between the support sections.

[0018] Furthermore, it can be provided that the inner cross-sectional area of the hollow profile increases starting from the central section arranged centrally between the support sections along the longitudinal direction in at least one direction, preferably in both directions.

[0019] In one embodiment of the invention, it can be provided that an outer cross-sectional area of the support element is at its maximum in a central section arranged substantially centrally between the support sections.

[0020] It can be provided that the outer cross-sectional area of the support element decreases starting from the central section arranged centrally between the support sections along the longitudinal direction in at least one direction, preferably in both directions.

[0021] It may be advantageous if the support element comprises at least one tensile element, which is subjected to tensile stress in the event of a crash of the supporting structure in which the support element buckles or breaks. The at least one tensile element preferably extends along the longitudinal direction from one support section to the further support section of the support element.

[0022] The tensile element preferably comprises tensile fibers and / or a ductile metallic insert.

[0023] The tension element can, for example, function as a safety element if the support element fails in the event of a crash. The tension element then preferably prevents an object from penetrating the interior space protected by the supporting structure.

[0024] It may be advantageous if the support element is filled at least in sections with a filling material, in particular a compressive force-transmitting and / or tensile force-transmitting filling material.

[0025] The filling material can, for example, be designed as a foam insert.

[0026] It may be advantageous if the support element, in particular the reinforcement section of the support element, comprises at least one trigger device for initiating a targeted failure of the support element in the event of a crash.

[0027] In particular, it can be provided that, due to the at least one trigger device, the reinforcing section of the support element has a flexural rigidity that varies along the longitudinal direction of the support element. The flexural rigidity is preferably variable, in particular adjustable, by means of the trigger device.

[0028] It can be provided that the reinforcing section is arranged and / or formed symmetrically or asymmetrically between the two support sections.

[0029] The vehicle body as a supporting structure is suitable for use in a motor vehicle.

[0030] The present invention therefore relates to a motor vehicle which comprises a vehicle body as a supporting structure.

[0031] The vehicle according to the invention preferably has one or more of the features and / or advantages described in connection with the vehicle body according to the invention as a supporting structure.

[0032] The vehicle body, as a load-bearing structure, at least partially surrounds the interior of the vehicle. The interior is, in particular, the passenger compartment of the vehicle.

[0033] The supporting structure is therefore a vehicle body of the vehicle.

[0034] The at least one support element forms an A-pillar, a B-pillar, a C-pillar, a transverse structure of a bulkhead, a side sill and / or a roof pillar of the supporting structure of the vehicle.

[0035] Alternatively or additionally, it can be provided that at least one support element forms a longitudinal member, in particular a roof longitudinal member and / or a floor longitudinal member, and / or a cross member, for example a roof cross member and / or a floor cross member.

[0036] It can be provided that at least one support element is arranged and / or fixed, in particular supported by means of the support sections, on the one hand on a floor region of the supporting structure, in particular on a side sill, and on the other hand on a roof region of the supporting structure, in particular on a roof spar.

[0037] Furthermore, it can be provided that at least one support element is supported on a base region of the supporting structure, wherein the base region is designed as a sandwich element or is reinforced by means of a sandwich element.

[0038] Furthermore, the supporting structure according to the invention and / or the vehicle according to the invention can have one or more of the features and / or advantages described below: Preferably, the supporting structure comprises several support elements.

[0039] It can be provided that at least one support element is supported on at least one further support element.

[0040] In particular, it can be provided that at least one support element is supported by means of at least one support section of the support element on at least one reinforcement section of at least one further support element.

[0041] At least one support element is preferably designed like a bridge.

[0042] At least one support element preferably has a bridge-like support structure.

[0043] Preferably, at least one support element has a bridge-like flexural stiffness distribution due to the geometric shape and / or due to a varying wall thickness distribution.

[0044] Preferably, at least one support element is designed such that the support element is stiffened with increasing distance from a bearing point (support section), i.e. has increasing flexural rigidity.

[0045] In particular, it can be provided that a central region is designed to be more resilient than an outer region with regard to flexural rigidity. For example, in the event of a transverse impact on the support element, a directly impacted profile region, in particular the central section, should preferably remain substantially undeformed, while the support element preferably begins to deform at softer end regions (near the support sections).

[0046] The support sections (the end regions of the support elements) are preferably designed to have the structurally necessary minimum stiffness and strength so that the failure of the support element does not occur directly in the end region (in the support section), but near the end region (near the support section).

[0047] At least one support element preferably has, in addition to a reinforcement measure, at least one local weakening measure (trigger).

[0048] Preferably, the bond of the bridge-like structure of the support element is maintained throughout the entire crash, for example, through continuous tensile fibers or ductile metallic inserts. This preferably allows for good tolerance to changing load introduction points.

[0049] For example, if a crash force strikes off-center, i.e. outside the central section, an outer region of a shorter end of the support element preferably fails first, while the actually hit point of the support element is preferably only deformed when the deformation has continued from the outside to the actually hit point.

[0050] It can be advantageous for a vehicle to have a sandwich floor and / or a sill structure reinforced by a sandwich floor in the floor area. In particular, a sandwich floor and / or a sill structure reinforced by a sandwich floor in the floor area can be combined with a bridge-like B-pillar and / or a bridge-like roof beam.

[0051] In particular, if a roof beam is designed as a support element, the risk of rotational movement of the upper vehicle area relative to the direction of gravity can be reduced. In particular, rotational movement toward a pole that the vehicle impacts, as well as high roof intrusions, can be reduced.

[0052] Preferably, at least one central portion of a support element forms a bearing region for at least one further support element, i.e., the further support element can be supported by means of a support portion, preferably on the central region of the first support element.

[0053] A bending stiffness varying along the longitudinal direction can preferably be achieved by varying component cross-sections, varying component wall thicknesses and / or varying component material properties, for example by locally different strengths, in particular by “tailored tempering” of ultra-high-strength steels.

[0054] At least one support element, in particular the entire supporting structure, is preferably formed from a fiber composite material or comprises a fiber composite material.

[0055] Preferably, forces or loads introduced into the central section by means of at least one support element can be transferred into the support sections or at least into the vicinity of the support sections, in particular in such a way that failure of the at least one support element initially occurs in the vicinity of the support sections, essentially independently of a force introduction point.

[0056] Further preferred features and / or advantages of the invention are the subject of the following description and the drawings of exemplary embodiments.

[0057] The drawings show: Fig. 1 is a schematic perspective view of a first embodiment of a vehicle comprising a supporting structure in which a side sill, a roof pillar and a B-pillar are formed from supporting elements; Fig. 2 an enlarged schematic representation of a support element of the vehicle from Fig. 1; Fig. 3 a schematic representation to illustrate the stiffness distribution of the support element from Fig. 2; Fig. 4 shows an alternative embodiment of a support element in which a hollow profile with a substantially rectangular cross-section is provided, wherein an outer cross-section is substantially constant; Fig. 5 shows a further alternative embodiment of a support element which has a substantially D-shaped cross-section, wherein the outer cross-section is substantially constant; Fig. 6 a schematic cross section through the support element of Fig. 5 along line 6-6 in Fig. 5; Fig. 7 a schematic cross-section through the support element of Fig. 5 along the line 7-7 in Fig. 5; and Fig. 8 one of the Fig. 1 corresponding schematic representation of a second embodiment of a vehicle in which a side sill reinforced by means of a sandwich element is provided.

[0058] Identical or functionally equivalent elements are provided with the same reference numerals in all figures.

[0059] One in the Fig. The first embodiment of a vehicle designated as a whole by 100 shown in Figures 1 to 3 is, for example, a motor vehicle 102.

[0060] The vehicle 100 is used, for example, to transport people.

[0061] The vehicle 100 includes a vehicle body 104, which forms a supporting structure 106 of the vehicle 100 and surrounds an interior 108 of the vehicle 100.

[0062] When the vehicle is in use, 100 people are present in the interior 108 of the vehicle 100.

[0063] The interior 108 is thus in particular a passenger compartment of the vehicle 100.

[0064] The supporting structure 106 comprises a plurality of structural elements 110, in particular a plurality of longitudinal members 114 extending substantially parallel to a direction of travel 112 of the vehicle 100 and a plurality of cross members 116 extending substantially perpendicular to the direction of travel 112 of the vehicle 100.

[0065] In particular, the supporting structure 106 comprises two floor longitudinal members 118, which form side sills 120 of the vehicle 100.

[0066] Furthermore, the supporting structure 106 preferably comprises two longitudinal roof members 122, which form roof spars 124 of the vehicle 100.

[0067] The floor longitudinal members 118 are connected to each other by means of floor cross members 126.

[0068] The longitudinal roof members 122 are connected to each other by means of roof cross members 128.

[0069] To connect the floor longitudinal members 118 to the roof longitudinal members 122, the supporting structure 106 comprises two A-pillars 130, two B-pillars 132 and two C-pillars 134.

[0070] The A-pillar 130 is the front pillar with respect to the direction of travel 112 of the vehicle 100, which connects the floor longitudinal member 118 to the roof longitudinal member 122.

[0071] The C-pillar 134 is the rear pillar with respect to the direction of travel 112 of the vehicle 100, which connects the floor longitudinal member 118 to the roof longitudinal member 122.

[0072] The B-pillar 132 is arranged with respect to the direction of travel 112 between the A-pillar 130 and the C-pillar 134, in particular substantially centrally on the roof longitudinal member 122 and / or substantially centrally on the floor longitudinal member 118.

[0073] In the Fig. In the embodiment of the vehicle 100 shown in Figures 1 to 3, the roof longitudinal members 122, the floor longitudinal members 118 and the B-pillars 132 are designed as support elements 136 of the supporting structure 106.

[0074] The support elements 136 each comprise two support sections 138, which are arranged at opposite ends of the support elements 136.

[0075] By means of the support sections 138, the support elements 136 are supported on other components of the supporting structure 106.

[0076] With respect to a longitudinal extension direction 140 of the support elements 136, a reinforcing section 142 is provided between the support sections 138 of each support element 136.

[0077] The reinforcing section 142 is in particular a central section 144 of each support element 136, which is in particular arranged substantially centrally between the two support sections 138.

[0078] As can be seen in particular from the dashed inner cross-sectional areas 146 of the support element 136 designed as B-pillar 132 in Fig. 1, the support element 136 does not have a constant cross-section, in particular an inner cross-section or outer cross-section, along the longitudinal direction 140.

[0079] Rather, the reinforcing section 142 of the support element 136 has a cross-sectional shape and / or cross-sectional area that varies along the longitudinal extension direction 140 of the support element 136.

[0080] The inner cross-sectional area 146 is maximum in the region of the central section 144 of the support element 136 and decreases along the longitudinal direction 140 on both sides in the direction of the support sections 138.

[0081] The support element 136 is thus particularly stable in the area of the central section 144.

[0082] A force introduced into the support element 136 in the region of the central section 144 can thus be directed preferably in the direction of the support sections 138 without damaging the central section 144 and preferably leads to a failure of the support element 136 in the vicinity of the support sections 138, while the central section 144 preferably remains undamaged.

[0083] In particular, if a breakage of the support element 136 is to be feared in the event of a crash of the vehicle 100, an undesired penetration of an object into the interior 108 of the vehicle 100 can be prevented by providing at least one tension element 148.

[0084] The tension element 148 is preferably arranged on or in the support element 136.

[0085] Preferably, the tension element 148, as well as the support element 136 as a whole, connects the roof longitudinal member 122 to the floor longitudinal member 118.

[0086] The tension element 148 is designed to be deformable, in particular, perpendicular to the longitudinal direction 140, so that a force introduced into the support element 136 and / or the tension element 148 perpendicular to the longitudinal direction 140 cannot lead to a breakage of the tension element 148.

[0087] By means of the tension element 148, an undesired intrusion of objects into the interior 108 of the vehicle 100 can thus be prevented, similar to a catch element or catch cable.

[0088] In particular, when the support element 136 is designed as a hollow profile 150, it can be provided that the tension element 148 runs within the support element 136 or is located on a tension side of the support element 136.

[0089] The supporting structure 106, in particular the support element 136, may preferably further comprise a trigger device 152, by means of which a failure of the support element 136 can preferably be initiated in a targeted manner.

[0090] As in particular Fig. 1, both the B-pillars 132 and the roof longitudinal members 122 and the floor longitudinal members 118 are designed as support elements 136.

[0091] The longitudinal floor members 118 are supported on the cross floor members 126 by means of the support sections 138.

[0092] The longitudinal roof members 122 are supported by means of the support sections 138, preferably on the roof cross members 128 and / or on the A-pillars 130 and / or on the C-pillars 134.

[0093] The support element 136, designed as a B-pillar 132, is supported on the central sections 144 of the floor longitudinal members 118 and roof longitudinal members 122, which are also formed by support elements 136.

[0094] As in particular the Fig. 2 and Fig. 3, the support element 136 has a flexural rigidity that varies along the longitudinal direction 140. Fig. Figure 3 shows, on the one hand, the stiffness distribution (moment curve) of a conventional, uniformly stable bridge element as a solid upper line. In comparison, the stiffness distribution of the support element from Fig. 2.

[0095] The flexural rigidity is maximum in the region of the reinforcement section 142, particularly in the region of the central section 144. In particular, a central, overstiff region is formed.

[0096] The flexural rigidity decreases outwards along the longitudinal extension direction 140.

[0097] The support element 136 has, in particular, deformation sections 154 at which the support element 136 is deformed, in particular substantially independently of the point at which a force is introduced into the support element 136.

[0098] In particular, the support element 136 is deformed in the deformation sections 154 when a force is introduced into the support element 136 in the central section 144 in a direction perpendicular to the longitudinal direction 140 (see Fig. 2 and Fig. 3).

[0099] In Fig. 4 shows an alternative embodiment of a support element 136.

[0100] The support element 136 also has a flexural rigidity that varies along the longitudinal direction 140, which, however, is achieved due to a varying material thickness of the support element 136 designed as a hollow profile 150.

[0101] The material thickness is maximum in the region of the central section 144 of the support element 136 and decreases along the longitudinal direction 140 in the direction of the support sections 138.

[0102] The outer cross-sectional area 156 and / or the outer shape of the support element 136 is essentially constant along the longitudinal direction 140.

[0103] Due to the varying material thickness, however, the inner cross-sectional area 146 is minimal in the region of the central section 144 and increases outwards in the direction of the support sections 138 along the longitudinal extension direction 140.

[0104] The support element 136 according to the Fig. The embodiment shown in Figure 4 has a substantially rectangular cross-section. In particular, the cross-section is substantially square.

[0105] Furthermore, the Fig. 4 illustrated embodiment of the support element 136 in terms of structure and function with the Fig. 1 to 3, so that reference is made to its above description in this respect.

[0106] One in the Fig. 5 to 7, differs from the further alternative embodiment of a support element 136 shown in Fig. 4 essentially in that the support element 136 has a substantially D-shaped cross section.

[0107] The shape and area of the outer cross-section are essentially constant along the longitudinal direction 140.

[0108] The inner cross-sectional area 146 is minimal in the area of the middle section 144 due to the varying material thickness, which is maximum in the middle section 144 and increases towards the outside.

[0109] Furthermore, the Fig. 5 to Fig. 7 illustrated embodiment of the support element 136 in terms of structure and function with the support element 136 from Fig. 4, so that reference is made to its above description in this respect.

[0110] One in Fig. The second embodiment of a vehicle 100 shown in Figure 8 differs from that shown in the Fig. 1 to Fig. 3 essentially in that the floor longitudinal member 118, in particular the side sill 120, is designed as a conventional floor longitudinal member 118.

[0111] To reinforce the floor structure of the supporting structure 106, Fig. In the embodiment of the vehicle 100 shown in Figure 8, a sandwich element 158 is provided.

[0112] The sandwich element 158 is in particular a sandwich floor structure which forms at least part of a vehicle floor of the vehicle 100.

[0113] Alternatively, it can be provided that the sandwich element 158 is a reinforcing element for reinforcing the supporting structure 106 in the floor area of the vehicle 100.

[0114] Furthermore, the Fig. 8, the second embodiment of the vehicle 100 is similar in structure and function to the one shown in the Fig. 1 to 3, so that reference is made to the above description thereof in this respect.

[0115] Because in the described embodiments of the vehicle 100 and the supporting structure 106 at least one support element 136 is provided, which has a flexural rigidity that varies along the longitudinal direction 140, the supporting structure 106 can be designed to be particularly light and stable. List of reference symbols 100 vehicles 102 Motor vehicle 104 Vehicle body 106 supporting structure 108 Interior 110 Structural element 112 Direction of travel 114 longitudinal members 116 cross members 118 floor longitudinal members 120 side skirts 122 roof rails 124 roof beam 126 floor cross members 128 roof cross bars 130 A-pillar 132 B-pillar 134 C-pillar 136 Support element 138 support section 140 Longitudinal direction 142 reinforcement section 144 Middle section 146 Internal cross-sectional area 148 Tension element 150 hollow profile 152 Trigger device 154 Deformation section 156 External cross-sectional area 158 sandwich elements

Claims

[1] Motor vehicle (102) comprising a vehicle body (104) as a supporting structure (106) of the motor vehicle (102), comprising at least one support element (136) of the supporting structure (106), which is arranged on two support sections (138) on at least one structural element (110) of the supporting structure (106) and comprises a reinforcing section (142) extending along a longitudinal extension direction (140) of the support element (136) between the two support sections (138), wherein the reinforcing section (142) has a flexural rigidity varying along the longitudinal direction (140), wherein the flexural rigidity of the reinforcing section (142) is maximum in a central section (144) arranged centrally between the support sections (138), wherein the flexural rigidity of the reinforcing section (142) decreases continuously in both directions starting from the central section (144) along the longitudinal direction (140), wherein the reinforcing section (142) of the support element (136) is designed as a hollow profile (150) or comprises a hollow profile (150), wherein the hollow profile (150) has a D-shaped cross-section, wherein the vehicle body (104) at least partially surrounds an interior (108) of the vehicle (100), and wherein the at least one support element (136) forms an A-pillar (130), a B-pillar (132), a C-pillar (134), a transverse structure of a front wall, a side sill (120) and / or a roof pillar (124) of the supporting structure (106) of the vehicle (100). [2] Motor vehicle (102) according to claim 1, characterized bythat the supporting structure (106) comprises a plurality of support elements (136), wherein at least one support element (136) is supported on at least one further support element (136). [3] Motor vehicle (102) according to one of claims 1 or 2, characterized by that the supporting structure (106) comprises a plurality of support elements (136), wherein at least one support element (136) is supported by means of at least one support section (138) of the support element (136) on at least one reinforcement section (142) of at least one further support element (136). [4] Motor vehicle (102) according to one of the preceding claims, characterized by that the reinforcing section (142) of the support element (136) has a material thickness and / or material design and / or material property that varies along the longitudinal direction (140). [5] Motor vehicle (102) according to one of the preceding claims, characterized bythat an inner cross-sectional area (146) of the hollow profile (150) and / or an inner cross-sectional shape of the hollow profile (150) and / or an outer cross-sectional area (156) of the hollow profile (150) and / or an outer cross-sectional shape of the hollow profile (150) is substantially constant along the longitudinal direction (140). [6] Motor vehicle (102) according to one of the preceding claims, characterized by that an inner cross-sectional area (146) of the hollow profile (150) and / or an inner cross-sectional shape of the hollow profile (150) and / or an outer cross-sectional area (156) of the hollow profile (150) and / or an outer cross-sectional shape of the hollow profile (150) varies along the longitudinal direction (140). [7] Motor vehicle (102) according to claim 6, characterized by that an inner cross-sectional area (146) of the hollow profile (150) is minimal in a central section (144) arranged substantially centrally between the support sections (138). [8] Motor vehicle (102) according to claim 7, characterized by that the inner cross-sectional area (146) of the hollow profile (150) increases in at least one direction along the longitudinal direction (140), starting from the central section (144) arranged centrally between the support sections (138). [9] Motor vehicle (102) according to one of the preceding claims, characterized by that an outer cross-sectional area (156) of the support element (136) is at its maximum in a central section (144) arranged substantially centrally between the support sections (138). [10] Motor vehicle (102) according to claim 9, characterized by that the outer cross-sectional area (156) of the support element (136) decreases in at least one direction along the longitudinal direction (140) starting from the central section (144) arranged centrally between the support sections (138). [11] Motor vehicle (102) according to one of the preceding claims, characterized byin that the support element (136) comprises at least one tensile element (148) which is subjected to tensile stress in the event of a crash of the supporting structure (106) in which the support element (136) buckles or breaks, wherein the at least one tensile element (148) extends along the longitudinal direction (140) from one support section (138) to the further support section (138). [12] Motor vehicle (102) according to one of the preceding claims, characterized by that the support element (136) is filled at least in sections with a compressive force-transmitting filling material. [13] Motor vehicle (102) according to one of the preceding claims, characterized by that the reinforcement section (142) of the support element (136) comprises at least one trigger device (152) for initiating a targeted failure of the support element (136) in the event of a crash. [14] Motor vehicle (102) according to one of the preceding claims, characterized bythat the reinforcing section (142) is arranged and / or formed symmetrically or asymmetrically between the two support sections (138). [15] Motor vehicle (102) according to one of the preceding claims, characterized by that at least one support element (136) is fixed on the one hand to a side sill (120) and on the other hand to a roof pillar (124). [16] Motor vehicle (102) according to one of the preceding claims, characterized by that at least one support element (136) is supported on a base region of the supporting structure (106), wherein the base region is designed as a sandwich element (158) or is reinforced by means of a sandwich element (158).

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