Body side structure for a motor vehicle

Abstract

Body side structure for a two-track motor vehicle (1), with an A-pillar (12) to which a vehicle door (10) is attached in the longitudinal direction (x) towards the rear of the vehicle, in the interior of the door (47) a door crash longitudinal member extends in the longitudinal direction (x) of the vehicle, wherein the A-pillar (12) is extended at an upper pillar node (11) towards the front of the vehicle above a front wheel arch with a laterally outer fender bank (7) which, in a frontal collision with at least slight lateral overlap, is integrated into a crash load path in which a collision force (F) A) from the crash-facing fender bank (7) into the A-pillar (12) and further into the door crash longitudinal member towards the rear of the vehicle, characterized in that the fender bank (7) has a front-end crash longitudinal member (31) which is aligned in longitudinal line to the door crash longitudinal member, and that by applying a collision force the front-end crash longitudinal member (31) can be brought into force-transmitting contact with the door crash longitudinal member, wherein the door crash longitudinal member is designed as a door sill tube (49).

Description

[0001] The invention relates to a body side structure for a two-track motor vehicle according to the preamble of claim 1.

[0002] In the front section of a motor vehicle, during a frontal collision with at least a small degree of lateral overlap, the collision forces are directed into an outer, side-facing fender liner. This extends along each side of the vehicle in the longitudinal direction above the front wheel arch and is connected to the A-pillar.

[0003] German patent DE 10 2015 208 779 A1 discloses a generic body side structure in which a vehicle door connects to the A-pillar at the rear of the vehicle. A door crash beam (i.e., a door sill tube or door crash tube) extends longitudinally into the interior of the door. In a frontal collision with at least a small degree of lateral overlap, the fender facing the crash, the A-pillar, and the door crash beam are integrated into a crash load path through which the collision forces are transmitted to the rear of the vehicle.

[0004] The crash performance of such a body side structure can be impaired by the following factors: In a frontal collision with minimal lateral overlap, there is a risk of the A-pillar rotating around its vertical axis. Furthermore, there is the problem that, during a crash, the vehicle door may slide outwards along the A-pillar.

[0005] From DE 10 2016 203 339 A1, another body side structure for a vehicle is known. From DE 10 2015 218 406 A1, a side door for a vehicle is known. From DE 10 2007 020 896 A1, an energy absorption device for a vehicle is known. From DE 10 2016 203 339 A1, from DE 10 2015 208 779 A1, from DE 10 2011 117 798 A1, from DE 42 40 416 A1 and from US 2019 / 0256029 A1, further body side structures are known.

[0006] The object of the invention is to provide a body side structure for a two-track vehicle in which the crash performance is improved in the event of a collision.

[0007] The problem is solved by the features of claim 1. Preferred embodiments of the invention are disclosed in the dependent claims.

[0008] According to the characterizing part of claim 1, the fender liner has an additional front-end crash longitudinal member, which is aligned longitudinally with the door crash longitudinal member (i.e., the door sill tube). In a frontal collision with minimal lateral overlap, the front-end crash longitudinal member is pushed rearward, thereby bringing it into force-transmitting contact with the door crash longitudinal member (i.e., the door sill tube). By providing the front-end crash longitudinal member, a reliable force transmission from the fender liner to the rear of the vehicle into the door crash longitudinal member can occur in the event of a collision.

[0009] In one technical implementation, both the fender liner and the A-pillar can be designed as hollow profile components. In this case, the front-end crash longitudinal member can be arranged in the cavity bounded by the fender liner and the A-pillar.

[0010] The A-pillar cavity is bounded longitudinally towards the rear of the vehicle by a front pillar profile wall, which is a solid surface at the level of the front longitudinal crash member. Similarly, the interior door space is bounded longitudinally towards the front of the vehicle by a front door wall, which is also a solid surface at the level of the front longitudinal crash member. The front door wall is spaced from the rear pillar wall by a clearance. Therefore, during normal driving, both the solid rear pillar wall and the solid front door wall, with the clearance in between, are positioned between the front longitudinal crash member and the door crash member (i.e., the door sill tube). The impact force pushes the front longitudinal crash member towards the rear of the vehicle.In this way, the front-end crash longitudinal member penetrates both the sheet metal of the pillar rear wall and the door front wall, coming into direct contact with the door crash longitudinal member.

[0011] As the crash progresses, the front-end longitudinal member engages with an overlapping section into a hollow profile of the door-end longitudinal member, forming a longitudinal member assembly where the overlap area acts as a moment support. This moment support counteracts lateral buckling of the longitudinal member assembly. It also counteracts crash-induced rotation of the A-pillar around its vertical axis.

[0012] To achieve the longitudinal member configuration described above in the event of a crash, a flawless rearward displacement of the front crash longitudinal member (due to the impact) is crucial. Therefore, the front crash longitudinal member can be connected to the fender at a front mounting point and to the A-pillar at a rear mounting point. It is advantageous if the front mounting point is a fixed bearing, to which the front crash longitudinal member is rigidly connected in the longitudinal direction of the vehicle. In contrast, the rear mounting point can be a sliding bearing, to which the front crash longitudinal member is connected in a sliding manner in the longitudinal direction of the vehicle.

[0013] The door crash beam is also secured via attachment points inside the vehicle door. Preferably, the door crash beam can be attached to the inside of the door's front panel at a front mounting point. This mounting point can be implemented with a base plate attached to the inside of the door's front panel, to which the door crash beam can be fastened, particularly by welding. The base plate can also serve a dual purpose as a door-side hinge reinforcement, to which a door-side pivot component of the door hinge is attached.

[0014] To ensure smooth retraction of the front-end crash beam into the door crash beam in the event of a crash, it is advantageous for the base plate to have a passage aligned longitudinally with the hollow profile of the door crash beam. In a crash, the front-end crash beam can thus retract through the base plate passage into the hollow profile of the door crash beam up to the overlap dimension.

[0015] With regard to ease of entry, it is preferable if the rear end of the front-end crash frame member tapers conically towards the rear of the vehicle. Alternatively and / or additionally, it is advantageous if the front end of the door crash frame member widens conically towards the front of the vehicle.

[0016] An embodiment of the invention is described below with reference to the accompanying figures.

[0017] They show: Fig. 1. A two-track motor vehicle in a top view with partial elevation; Fig. 2 in a perspective partial view the A-pillar of the vehicle; Fig. 3 a sectional view along a horizontal section plane A from the Fig. 2; Fig. 4 a view according to the Fig. 3, which illustrates a collision scenario; and Fig. 5 to 7 different design variants of the front longitudinal member and the door sill tube.

[0018] In the Fig. Figure 1 shows a test setup with which a pole crash test with a motor vehicle 1 can be performed. In the test setup, a vehicle collision with a barrier 3 is simulated with low lateral overlap, in which the impact area of ​​the motor vehicle 1 is located largely laterally outside a suggested longitudinal vehicle member 6. For the sake of clarity, only the components necessary for understanding the invention are shown in the motor vehicle 1. Thus, two lower longitudinal vehicle members 6 extend rearward from the bumper cross member 5 in the longitudinal direction x of the vehicle, of which in the Fig. 1 is only indicated by a dashed line. In addition, a fender bank 7 is provided on each side of the vehicle, which is located in the Fig. 1 is arranged above a front wheel housing for the respective front wheel 9 and is connected to an upper column node 11 of an A-pillar 12. At the upper column node 11, a transverse assembly and an indicated frame side member 15 converge next to the fender liner 7, which laterally defines a windshield 16 of the vehicle 1. A vehicle door 10 adjoins the A-pillar 12 in the longitudinal direction x towards the rear of the vehicle.

[0019] As from the Fig. 2 or Fig. As can be seen from Figure 3, both the fender liner 7 and the A-pillar 12 are designed as hollow profile components. The fender liner 7 has in the Fig. 2 or Fig. 3 a shell-shaped outer part 17, which is covered inside the vehicle by a cover part 19, forming a cavity 21 that is closed in cross-section. The A-pillar 12 has in the Fig. 2 or Fig. 3. A vehicle-outer sheet metal part 23 and a vehicle-inner sheet metal part 25 are formed, which between them define a column cavity 27. The column cavity 27 is in the Fig. 3 in the longitudinal direction x towards the rear of the vehicle is closed off with a front-facing column rear wall 29, which is part of the outer sheet metal forming 25.

[0020] Within the cavities bounded by the fender liner 7 and the A-pillar 12, a front-end crash longitudinal member 31 extends in the longitudinal direction x of the vehicle. The front-end crash longitudinal member 31 is fixedly connected to the fender liner 7 at a front connection point 33 via a fixed bearing. The front-end crash longitudinal member 31 is also connected to the A-pillar 12 at a rear connection point 35 via a floating bearing. The floating bearing 35 is located in the Fig. 2 or Fig. 3 Component of a hinge reinforcement 37, to which a body-side joint partner 39 of an upper door hinge 41 is attached. The door-side joint partner 43 of the door hinge 41 is in the Fig. 3 is attached to a door-side hinge reinforcement 45. This is positioned together with a door sill tube 49 in a door interior 47 of the vehicle door 10.

[0021] As from the Fig. As further shown in Figure 3, the door interior 47 is bounded by an outer door panel 51 and an inner door panel 53. The inner door panel 53 has a front door wall 55 at the front of the vehicle, to the inside of which the door-side hinge reinforcement 45 is welded.

[0022] In the Fig. In section 3, the front-end crash longitudinal member 31 and the door sill tube 49 are positioned longitudinally aligned with each other in the vehicle's longitudinal direction x. The door sill tube 49 is also connected at a front connection point to the door-side hinge reinforcement 45 (for example, by welding). A passage 59 is formed in the door-side hinge reinforcement 45, which is positioned longitudinally aligned with the hollow profile 61 of the door sill tube 49. The door front wall 55 is in the Fig. 3 separated by a free passage f from the column rear wall 29 of the A-pillar 12.

[0023] The following will be based on the Fig. 4. A crash scenario in a frontal collision with low lateral overlap is described: Accordingly, the outer, crash-facing fender 7 is subjected to a collision force F. AThe front-end crash beam 31 is subjected to a force and deformed towards the rear of the vehicle. Due to the impact force, the front-end crash beam 31 is displaced towards the rear of the vehicle in the longitudinal direction x. In this way, the front-end crash beam 31 penetrates both the rear pillar wall 29 and the front door wall 55. During the further course of the crash, the front-end crash beam 31 travels according to the Fig. 4 with an overlap dimension Δx into the hollow profile 61 of the door sill tube 49. In this way, a longitudinal member assembly is formed, consisting of the front-end crash longitudinal member 31 and the door sill tube 49. Their overlap area 63 forms a positive-locking connection between the A-pillar 12 and the vehicle door 10. Lateral sliding of the vehicle door 10 on the A-pillar 12 is prevented, crash-induced rotation of the A-pillar 12 is reduced, and the crash load path via the vehicle door 10 with the door sill tube 49 is ensured.

[0024] As from the Fig. 3 or Fig. As shown in Figure 4, the front-end crash longitudinal member 31 has a rear, conically tapered tube end that serves as an entry aid. Alternatively and / or additionally, the front end of the door sill tube 49 can also be conically widened towards the front of the vehicle, as shown in the design variants of the Fig. 5 to 7 is indicated. Reference symbol list 1 motor vehicle 3 Barrier 5 bumper crossmembers 6 vehicle longitudinal beams 7 fender bank 9 front wheel 10 Vehicle side door 11 upper column node 12 A-pillar 15 Frame side panel 16 Windscreen 17 shell-shaped outer part 19 Cover part 21 Cavity of the fender bank 23 Sheet metal outer part 25 Sheet metal inner part 27 column cavity 29 column rear wall 31 Front-end crash longitudinal members 33 vehicle front connection point 35 rear vehicle connection point 37 Hinge reinforcement 39 body-side joint partner 41 upper door hinge 43 door-side joint partner 45 door-side hinge reinforcement 47 Door interior 49 Door sill pipe 51 Door outer panel 53 Door inner panel 55 Door front wall 59 Passage 61 Hollow profile of the door sill tube 63 Overlap area Δx overlap dimension f Free range

Claims

[1] Body side structure for a two-track motor vehicle (1), with an A-pillar (12) to which a vehicle door (10) is attached in the longitudinal direction (x) towards the rear of the vehicle, in the interior of the door (47) a door crash longitudinal member extends in the longitudinal direction (x) of the vehicle, wherein the A-pillar (12) is extended at an upper pillar node (11) towards the front of the vehicle above a front wheel arch with a laterally outer fender bank (7) which, in a frontal collision with at least slight lateral overlap, is integrated into a crash load path in which a collision force (F A ) from the crash-facing fender bank (7) into the A-pillar (12) and further into the door crash longitudinal member towards the rear of the vehicle, characterized by, that the fender bank (7) has a front-car crash longitudinal member (31) which is aligned in longitudinal line to the door crash longitudinal member, and that by applying a collision force the front-car crash longitudinal member (31) can be brought into force-transmitting contact with the door crash longitudinal member, wherein the door crash longitudinal member is designed as a door sill tube (49). [2] Body side structure according to claim 1, characterized by , that the fender bank (7) and the A-pillar (12) are designed as hollow profile components, and that the front-end crash longitudinal member (31) is arranged in the cavity (21) bounded by the fender bank (7) and in the pillar cavity (27) bounded by the A-pillar (12). [3] Body side structure according to claim 2, characterized by, that the column cavity (27) of the A-pillar (12) is limited in the longitudinal direction (x) towards the rear of the vehicle by a front column rear wall (29), and that the door interior (47) of the vehicle door (10) is limited in the longitudinal direction (x) towards the front of the vehicle by a front door front wall (55) which is spaced a distance (f) from the front column rear wall (29). [4] Body side structure according to claim 3, characterized by , that the impact of the collision force on the front car crash longitudinal member (31) is shifted towards the rear of the vehicle in the longitudinal direction (x), so that the front car crash longitudinal member (31) penetrates both the pillar rear wall (29) and the door front wall and comes into direct contact with the door crash longitudinal member. [5] Body side structure according to claim 4, characterized by, that in the event of a collision the front car crash longitudinal member (31) is inserted into a hollow profile (61) of the door crash longitudinal member with an overlap dimension (Δx), and the overlap area (63) forms a positive connection between the A-pillar (12) and the vehicle door (10), which prevents the vehicle door (10) from sliding laterally on the A-pillar (12), reduces a crash-induced rotation of the A-pillar (12) and ensures the crash load path via the vehicle door (10) with the door sill tube (49). [6] Body side structure according to one of the preceding claims, characterized by , that the front vehicle crash longitudinal member (31) is connected to a vehicle front connection point (33) and to a vehicle rear connection point (35), which is spaced with free longitudinal distance from the vehicle front connection point (33). [7] Body side structure according to claim 6, characterized by, that the front attachment point (33) is a fixed bearing to which the front crash longitudinal member (31) is fixedly connected in the longitudinal direction (x) of the vehicle, and that the rear attachment point (35) is a sliding bearing to which the front crash longitudinal member (31) is slidably connected in the longitudinal direction (x) of the vehicle. [8] Body side structure according to one of the preceding claims, characterized by , that the door crash longitudinal member is connected to the inside of the door front wall (55) at a vehicle front connection point, and that the connection point is realized with a base plate attached to the inside of the door front wall (55), to which the door crash longitudinal member is attached, and that the base plate is part of a door-side hinge reinforcement (45). [9] Body side structure according to claim 8, characterized by, that the base plate has a passage (59) which is aligned in longitudinal line to the hollow profile (61) of the door crash longitudinal member, and that in the event of a collision the front car crash longitudinal member (31) is inserted through the base plate passage (59) with the overlap dimension (Δx) into the hollow profile (61) of the door crash longitudinal member. [10] Body side structure according to any one of claims 5 to 9, characterized by , that for an entry aid the rear end of the front vehicle crash longitudinal member (31) is conically tapered towards the rear of the vehicle, and / or that the front end of the door crash longitudinal member is conically widened towards the front of the vehicle.

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