Stiffening component for local stiffening of a vehicle's load-bearing structure

Abstract

Stiffening component (10) for local stiffening of a supporting structure (100) of a vehicle, comprising a base body (20) with at least two fastening sections (22) for force-transmitting fastening to different counter-fastening sections (122) of the supporting structure (100) and a support body (30) with a support section (32) for supporting fastening in a support position (AP) on a cladding component (200) separate from the supporting structure (100), wherein the support body (30) is movably mounted on the base body (20) between a park position (PP) and the support position (AP).

Description

[0001] The present invention relates to a stiffening component for local stiffening of a vehicle's supporting structure and to a method for mounting a fairing body on a vehicle's supporting structure.

[0002] It is known that vehicles have load-bearing structures to absorb and transfer the forces acting upon them. Among other things, body panels are attached to such a structure, serving to improve the vehicle's appearance and optimize its aerodynamic performance. These body panels can include, for example, hoods, side panels, wheel arches, or spoiler elements. Typically, body panels are attached directly or indirectly to such a load-bearing structure. It is also known to attach the body panels to one another, as is the case, for example, with the attachment of a wheel arch to a front spoiler.

[0003] Documents DE 10 2010 020 310 A1 and DE 10 2016 113 730 A1 describe a stiffening component for local stiffening of a vehicle's supporting structure, comprising a base body with at least two fastening sections for force-transmitting attachment to different counter-fastening sections of the supporting structure.

[0004] A disadvantage of existing solutions is that, especially at high speeds, correspondingly high forces act on the body panels. For example, if a wheel arch is attached to a spoiler, the high downforce generated by the high speed will also act on the connection between the two panels. At very high speeds, particularly in sports cars, this can necessitate significant effort to maintain the stability of the connection and prevent unwanted separation of the two panels. This increased fastening effort leads to greater complexity in assembly, increased weight of the individual panels, and a more complex design for the fastening mechanism.

[0005] The object of the present invention is to at least partially overcome the disadvantages described above. In particular, the object of the present invention is to provide a cost-effective and simple solution for assembling the cladding component with minimal fastening effort.

[0006] The foregoing problem is solved by a stiffening component having the features of claim 1 and a method having the features of claim 9. Advantageous further developments and improvements of the aspects specified in the independent claims are possible through the measures listed in the dependent claims.

[0007] According to the invention, a stiffening component serves to locally stiffen a vehicle's load-bearing structure. For this purpose, the stiffening component has a base body with at least two fastening sections for force-transmitting attachment to different counter-fastening sections of the load-bearing structure. Furthermore, the stiffening component is equipped with a support body with a support section for supporting attachment in a support position within a cladding component separate from the load-bearing structure. The support body is movably mounted on the base body between a parked position and a support position.

[0008] A stiffening component according to the invention can be based on known stiffening components which, as part of the supporting structure, either form it or serve to locally stiffen the supporting structure. Accordingly, the basic body of such a stiffening component is already designed for force transmission within the vehicle's supporting structure and is provided with corresponding mechanical stability. Thus, the choice of material, the design, or the use of reinforcing sections, such as rib sections, can ensure the desired mechanical stability as local stiffening within the stiffening component.

[0009] The stiffening component is thus endowed with high mechanical stability by its base body itself. The core idea of ​​the present invention is to utilize this high mechanical stability of the stiffening component's base body and to make it available as additional mechanical stiffening for the fairing component as well. To ensure this, a support body is provided in addition to the base body. This support body is equipped with a support section which can be connected to a separate fairing component in a support position. The support section can thus be brought into a force-transmitting connection with the fairing component. This is possible, for example, by a reversible or irreversible attachment to the fairing component. This allows, during vehicle operation, the force acting on the fairing component to be transferred to the support body via the support section. A separate connection or...Fastening two adjacent body panels is then no longer necessary or is possible with reduced mechanical requirements. The main force, or a large portion of the force, acting on the body panel during vehicle operation can thus be transferred to the support body via the fastening point in the support section of the body panel.

[0010] However, a fundamental problem when changing the geometry of the stiffening component is its ease of assembly. To move the individual components into their assembly position on a production line, support devices such as transport trolleys are typically used.

[0011] These transport trolleys are typically adapted to existing geometric designs and can only be modified with considerable effort and expense. To avoid this costly modification of the transport and manufacturing aids, the invention provides for the support body to be mounted movably on the base body. The support position, in which the desired force absorption capability for the cladding component is to be achieved, is now distinguishable from a parking position, which is used, for example, to position the stiffening component alone or in combination with components of the supporting structure on such an assembly aid. Thus, it is possible for the support body in the parking position to protrude not beyond the geometry of the supporting structure, the stiffening component, or the base body, or only minimally, or in a manner irrelevant to the design of the assembly aid.Existing assembly aids can therefore be used when the support body is in the parked position.

[0012] For assembly, the existing procedure and tools can be used, with the support body remaining in its parked position until it is attached to the cladding component. In this position, it is also possible to create an initial attachment point between the base body and the supporting structure using a first fastening section to a first counter-fastening section. Subsequently, particularly after removing the assembly aid, the support body can be moved from its parked position to its deployed position. In this deployed position, the geometric correlation and relative positioning between the base body and the support body are altered, allowing for free relative positioning adapted to the cladding component and the specific assembly situation.In this support position, a mechanical fastening can therefore be formed for the force transmission between the cladding component and the support section.

[0013] Based on the preceding explanation, it becomes clear that an additional mechanical force transmission between the wheel arch as a trim component on the one hand and the vehicle's supporting structure on the other can now be achieved with minimal effort and, in particular, with minimal modification or even without any modification to an existing assembly process. The movable mounting of the support body on the base body reduces the impact on the assembly process or minimizes it entirely.

[0014] It can be advantageous if, in a stiffening component according to the invention, the support body has a larger overlap area with the base body in the parked position than in the support position. This means that not only are there differences in the orientation between the parked and support positions, but also that the overlap between the two bodies, i.e., the support body and the base body, is increased in the parked position. This allows for a more compact arrangement with fewer geometric ramifications on an assembly aid with the support body in the parked position. In other words, the parked position is also a more stable position that can be assumed without influencing or modifying existing assembly aids.

[0015] A further advantage is that, in a stiffening component according to the invention, the support body can be reversibly fixed in the parked position by a first fixing means. Such a fixing means, as a reversible fixation, thus serves to secure the support body in the parked position. For example, a snap-lock function can be used as the reversible fixation. In such a case, the support body must be moved out of this snap-lock fixation against a corresponding elastic counterforce. This allows it to be ensured during the movement, with the aid of an assembly tool, that the support body does not leave the parked position. In other words, there is an additional safeguard that prevents damage to the base body or the support body in the parked position.

[0016] A further advantage arises when, in a stiffening component according to the invention, the support body is attached to the base body by a fastening element that forms an axis of movement for the movement between the parked position and the supported position. Such a fastening element is also aligned along the fastening axis and can, for example, be in the form of a screw, rivet, with a mushroom head, or in a similar manner. This fastening element can be designed for both reversible and irreversible fastening. The combination of the movable bearing with the fastening of the base body to the support body results in a particularly compact and lightweight design of the stiffening body.

[0017] A further advantage can be achieved if, in a stiffening component according to the invention, the support body at least partially conceals at least one fastening section in the parked position. In other words, this at least one fastening section is inaccessible in the parked position. The support body thus prevents access to the fastening section, so that no fastening to the supporting structure can be carried out at this concealed fastening section as long as the support body is still in the parked position. This significantly increases safety during assembly. Final assembly on the supporting structure is only possible once the support body is moved from the parked position to the supported position. This increase in safety, achieved by geometrically preventing incorrect assembly, is also known as Poka-Yoke in manufacturing technology.The introduction of such a safety system further increases assembly safety and / or reduces the susceptibility to errors during assembly.

[0018] Further advantages can arise if, in a stiffening component according to the invention, the support body has a force transmission section for contact with a counter-force transmission section of the base body in the support position. In this way, an additional force transmission surface can be formed in the support position, namely in addition to the axis of movement. This is, in particular, a planar transmission option between the force transmission section and the counter-force transmission section. This can be combined with a suitable fastening using a fastening element, as will be explained below. The combination of force transmission section and counter-force transmission section now ensures that the force introduced by the cladding component into the support section of the support body can be transferred separately from the fastening axis into the base body.This leads to at least a partial mechanical relief of the mounting axis and the fastening device located there. The movable bearing between the parked position and the support position can thus be guaranteed unaffected or essentially unaffected by the support option in the support position.

[0019] For a stiffening component as described in the preceding paragraph, it is advantageous if the force transmission section and the counter-force transmission section have concentric openings in the support position for receiving a fastener. This fastener can be used, in particular, to attach the support body to the base body in the support position. However, it is also possible to additionally attach the support body to the cladding component via the base body. The concentric design of the openings in the force transmission section and the counter-force transmission section ensures that the previously described Poka-Yoke principle, with its increased safety during assembly in the support position, is also guaranteed.The assembly on the cladding component can only take place if the two openings are arranged concentrically to each other in the support position, thus providing an additional increase in safety during assembly.

[0020] Further advantages arise if, in a stiffening component according to the invention, the support body can be fixed to the base body in the support position by a second fixing means. This can be ensured by a fastening means according to the preceding paragraph. However, separate fixing means in a reversible and / or irreversible manner are also conceivable within the meaning of the present invention. For example, the support body can snap into place in the support position, thus providing pre-positioning for further assembly in the form of fastening to the cladding component.

[0021] The present invention also relates to a method for mounting a fairing body to a supporting structure of a vehicle, comprising the following steps: - Attaching a base body of a stiffening component to a first counter-attachment section of the supporting structure via a first fastening section, - Moving a support body from a parked position to a support position, - Attaching a second fastening section to a second counter-fastening section of the supporting structure, - Attaching a support section of the support body to a counter-support section of the cladding component.

[0022] In particular, a stiffening component according to the invention is used in a method according to the invention. Thus, a method according to the invention offers the same advantages as those explained in detail with reference to a stiffening component according to the invention. The sequence of the individual steps is essentially irrelevant and can be freely or substantially freely chosen for the respective assembly situation.

[0023] Further advantages, features, and details of the invention will become apparent from the following description, in which exemplary embodiments of the invention are described in detail with reference to the drawings. The drawings schematically show: Fig. 1 an embodiment of a cladding part, Fig. 2 the embodiment of the Fig. 1 with reference to a stiffening component, Fig. 3 the embodiment of the stiffening component of the Fig. 2 in larger view, Fig. 4 the embodiment of the Fig. 3 in a different view, Fig. 5 the embodiment of the Fig. 3 and Fig. 4 in detail section, Fig. 6 the embodiment of the Fig. 3 to 5 in a different view, Fig. 7 the embodiments of the Fig. 3 to 6 in detailed presentation and Fig. 8 the embodiments of the Fig. 3 to 7 in a different view.

[0024] The Fig. Figures 3 to 8 show an embodiment of a stiffening component 10 according to the invention. Such a stiffening component 10 is, for example, used in an application situation according to the Fig. 1 and Fig. 2 used.

[0025] The Fig. Figure 1 shows a view from below a vehicle, illustrating the combination of several fairing components 200. Specifically, this includes a fairing component 200 in the form of a wheel arch, which is attached to a front spoiler of the vehicle. At high vehicle speeds, the increased downforce of the front spoiler will cause a very strong force to pull the fairing component 200, in the form of the wheel arch, downwards from the spoiler. To prevent unwanted detachment of the fastening at this point, the force must be dissipated. This is achieved, as shown in the Fig. Figure 2 shows that the fairing component 200 is connected to a supporting structure 100 of the vehicle via a stiffening component 10. This connection is made between a counter-support section 232 of the fairing component 200 and a support section 32 of a support body 30 of the stiffening component 10. The force can now be transmitted to the supporting structure 100 via a base body 20.

[0026] Fig. Figure 3 schematically illustrates how such a stiffening component 10 can be constructed. The division into the base body 20 and the support body 30 is clearly visible. The base body 20 is provided with several fastening sections 22, with the lower fastening section 22 already attached to a counter-fastening section 122 of the supporting structure 100. For increased mechanical stabilization, the base body 20 is designed with several ribs, which provide high mechanical stability with reduced weight.

[0027] The Fig. Figure 3 schematically shows several intermediate positions and two end positions of the support body 30. The support body 30 can be positioned in a park position PP at its upper left end and in a support position AP at its lower right end. The corresponding movement between support position AP and park position PP is achieved via a movable bearing along the axis of movement BA. This axis of movement BA is ensured by a fastening element 60. The intermediate positions shown are intermediate positions in the movement between the park position PP and the support position AP.

[0028] Fig. Figure 4 now shows how the movable bearing, for example with a mushroom-shaped fastening element 60, can provide a movement axis BA. In the Fig. 4 and Fig. In Figure 5, the support body 30 is arranged in the parked position PP. It is already clearly visible here that in the parked position PP, the support body 30, particularly the area of ​​the support section 32, covers or partially covers a fastening section 22. This allows for a so-called Poka-Yoke locking mechanism for assembly, since in this parked position PP, access to this fastening section 22 is impossible.

[0029] In the Fig. 6 and Fig. Figure 7 shows how the parking position PP can be secured for the support body 30 by means of a first fixing element 44. This is an integrally formed snap-lock section serving as the first fixing element 40 of the base body 20. Of course, other mechanical solutions for this first fixing element 40 are also conceivable within the scope of the present invention.

[0030] In Fig. Figure 8 shows another top view of the stiffening component 10. Here it is also clearly visible that, as in Fig. Figure 3 also shows that in the support position AP, concentric openings are provided between a counter-force transmission section 24 and a force transmission section 34, allowing a second fixing element 50 to be formed. These concentric openings now enable not only fixing but also fastening of the base body 20 to the support body 30 and additional fastening to the cladding component 200.

Claims

[1] Stiffening component (10) for local stiffening of a supporting structure (100) of a vehicle, comprising a base body (20) with at least two fastening sections (22) for force-transmitting attachment to different counter-fastening sections (122) of the supporting structure (100) and a support body (30) with a support section (32) for supporting attachment in a support position (AP) to a cladding component (200) separate from the supporting structure (100), wherein the support body (30) is movably mounted on the base body (20) between a park position (PP) and the support position (AP). [2] Stiffening component (10) according to claim 1, characterized by , that in the park position (PP) the support body (30) has a larger overlap area with the base body (20) than in the support position (AP). [3] Stiffening component (10) according to any of the preceding claims, characterized bythat the support body (30) can be reversibly fixed in the park position (PP) by a first fixing means (40). [4] Stiffening component (10) according to any of the preceding claims, characterized by , that the support body (30) is attached to the base body (20) by a fastening means (60), which forms a movement axis (BA) for the movement between the park position (PP) and the support position (AP). [5] Stiffening component (10) according to any of the preceding claims, characterized by that the support body (30) in the park position (PP) at least partially covers one fastening section (22). [6] Stiffening component (10) according to any of the preceding claims, characterized by , that the support body (30) has a force transmission section (34) for contact with a counter-force transmission section (24) of the base body (20) in the support position (AP). [7] Stiffening component (10) according to claim 6, characterized by , that the force transmission section (34) and the counter-force transmission section (24) have concentric openings in the support position (AP) for receiving a fastening element. [8] Stiffening component (10) according to any of the preceding claims, characterized by , that the support body (30) can be fixed in the support position (AP) by a second fixing means (50) on the base body (20). [9] Method for mounting a fairing component (200) on a supporting structure (100) of a vehicle, comprising the following steps: - Attaching a base body (20) of a stiffening component (10) via a first fastening section (22) to a first counter-fastening section (122) of the supporting structure (100), - Moving a support body (30) of the stiffening component (10) from a park position (PP) to a support position (AP), - Attaching a second fastening section (22) of the base body (20) to a second counter-fastening section (122) of the supporting structure (100), - Attaching a support section (32) of the support body (30) to a counter-support section (232) of the cladding component (200). [10] Method according to claim 9, characterized by , that a stiffening component (10) with the features of one of claims 1 to 8 is used.

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