Body structure for a vehicle

Abstract

Body structure for a vehicle in the front section of which a front longitudinal member (1) runs on each side of the vehicle, the longitudinal member being a hollow profile part with a longitudinal member base (3) and a longitudinal member top wall (5) as well as inner and outer flanks (7, 9) connecting the longitudinal member base (3) to the longitudinal member top wall (5), wherein a subframe mounting bracket (29) is attached to the longitudinal member base (3), characterized in that the subframe mounting bracket (29) has a projecting structure (31) which extends beyond the longitudinal member (1) towards the interior of the vehicle, and that the projecting structure (31) of the subframe mounting bracket (29) has a subframe attachment point (B), wherein the subframe attachment point (B), in particular its screw axis, is offset by a lateral offset (Δy) from the longitudinal member inner flank (7) towards the interior of the vehicle.

Description

[0001] The invention relates to a body structure for a vehicle, in particular an electrically powered vehicle, according to the preamble of claim 1.

[0002] In the front section of a vehicle, a longitudinal member runs along each side. As it extends towards the rear of the vehicle, in the direction of the A-pillar, this longitudinal member transitions from an upper longitudinal member plane to a lower longitudinal member plane with an S-shaped bend. In the area of ​​this S-bend, the longitudinal member can widen laterally inwards towards the A-pillar to ensure that, in the event of a frontal collision, the impact forces are transferred to the rear of the vehicle in a way that is more favorable for the vehicle's performance.

[0003] In a typical body structure, a subframe mounting bracket is welded to the base of the longitudinal member in the area of ​​its S-bend. A subframe, which supports the vehicle's drive unit, can be attached to this bracket. When assembled (i.e., with the subframe installed), the subframe mounting point is integrated into a load path through which significant operating and weight forces can be transferred into the body structure. Therefore, sufficient connection strength of the mounting bracket to the base of the longitudinal member is crucial for maintaining the structural integrity of the front end.

[0004] Against this background, in the prior art, the installation position and geometry of the mounting bracket are designed such that its auxiliary frame connection point is located essentially in vertical alignment below the longitudinal beam. Therefore, when a force is introduced into the longitudinal beam via the auxiliary frame connection point, no adverse bending moments are generated in the prior art.

[0005] However, with the subframe connection known from the prior art, it is necessary that the longitudinal beam floor in the S-shaped area provides a sufficiently large support base for the mounting bracket in order to avoid, for example, a lateral offset (i.e., a moment-generating lever) between the subframe connection point and the longitudinal beam in the transverse direction of the vehicle.

[0006] A body structure with a subframe connection is known from GB 539 745 A.

[0007] US 2016 / 0052554A1 describes a vehicle body front section structure. A front side section comprises a front section extending longitudinally along the body at a side panel of the powertrain, and a rear section adjoining the rear end section of the front section, which features a downward-facing step along the instrument panel toward the rear underside of the body. An upper end section of a reinforcing element is connected on the inside of the body width to a side panel section on the outside of the front section of the body width, and a lower end section of the reinforcing element is connected on the outside of the step to the outside of the step.

[0008] German patent DE 10 2016 015 020 A1 discloses a method and a device for automatically adapting vehicle functions to the identified driver. Identification is carried out via a mobile device or other authentication methods, after which personalized settings such as seat position, mirrors, climate control, and infotainment are loaded. The aim is to increase comfort and safety and to support multi-driver scenarios such as car sharing.

[0009] From US patent 2016 / 0236718A1, it is known to arrange a subframe in the front body structure of a vehicle below the left and right front side frames. The left front side frame has a first vulnerable area. The subframe has a second vulnerable area and an extension area. If the left end of a bumper support and its extension are deformed by an impact force, the front edge of the left end of the bumper support is in approximately the same position as the leading edge of the extension area.

[0010] JP 2016-88 136 A describes a method and device for displaying information in a vehicle to improve visibility and comprehensibility for the driver. This involves the optimized presentation of driving data or warnings so that the driver is less distracted and perceives the information intuitively. The aim is to increase safety and user-friendliness.

[0011] DE 11 2008 001 810 T5 describes a vehicle body frame structure, wherein a protective area of ​​an automotive vehicle body has an octagonal frame comprising a pair of left and right longitudinal elements extending in the longitudinal direction of the vehicle body, a pair of front and rear transverse elements extending in the width direction of the vehicle, and four inclined elements connecting the end parts of the longitudinal elements and the transverse elements at an angle, and an energy absorption area connected to the protective area and arranged in an end part in the longitudinal direction of the vehicle body, comprising a U-shaped frame curved in a U-shape in the longitudinal direction of the vehicle body.

[0012] In a motor vehicle body according to DE 101 57 837 A1, an axle carrier is supported by supports against a central reinforcement and two longitudinal members. The supports are essentially triangular in design and their corner areas are bolted to the central reinforcement, to a longitudinal member, and to a support element attached to the axle carrier. This ensures that, in the event of a crash, forces introduced into the axle carrier are distributed evenly between the central reinforcement and the longitudinal members.

[0013] The object of the invention is to provide a body structure for a vehicle which allows a greater number of degrees of freedom with regard to a subframe connection.

[0014] The problem is solved by the features of claim 1. Preferred embodiments of the invention are disclosed in the dependent claims.

[0015] According to the characterizing part of claim 1, the subframe mounting bracket has a cantilevered structure that projects beyond the longitudinal member towards the vehicle interior, and the cantilevered structure of the subframe mounting bracket has a subframe attachment point, wherein the subframe attachment point, in particular its screw axis, is offset - in departure from the above prior art - by a transverse offset from the inner flank of the longitudinal member towards the vehicle interior.

[0016] By providing the cantilevered structure, the subframe mounting bracket can be attached to the longitudinal member with a sufficiently high connection strength. Therefore, the subframe mounting bracket according to the invention can be attached to a mounting point on the longitudinal member base that is relatively narrow in the transverse direction of the vehicle, where positioning the subframe attachment point in vertical alignment with the longitudinal member is not possible.

[0017] In one technical implementation, the subframe mounting bracket can have a bracket base. Viewed vertically, this base can be positioned a mounting clearance away from the longitudinal member base. Within this mounting clearance, defined between the bracket base and the longitudinal member base, a reinforcing element with an internal thread can be arranged, forming part of the subframe mounting point.

[0018] The following describes a preferred geometry for the cantilevered structure of the subframe mounting bracket: The bracket base can project beyond the inner flank of the longitudinal member with a base overhang towards the vehicle interior, the base overhang being part of the cantilevered structure. Furthermore, the cantilevered structure can include a closing plate section that covers the base overhang when viewed in the vehicle's vertical direction. The closing plate section can have an inner and an outer joining flange. The inner joining flange can be flange-connected to an edge flange of the base overhang. In contrast, the outer joining flange can be flange-connected to the inner flank of the longitudinal member.In this way, the cantilevered structure is realized as a rigid hollow profile, in which the assembly clearance is an outwardly closed cavity, bounded by the console base, the closing plate part and the longitudinal beam base.

[0019] To increase the dimensional stability of the subframe mounting bracket, the reinforcing element with integrated internal thread can be designed as a plate with a base and an angled, vehicle-side flange. The internal thread can be located in the base. Preferably, the plate-shaped reinforcing element and the subframe mounting bracket can be contour-matched to each other and form a double-wall structure, in which the reinforcing element is nested within the subframe mounting bracket and is bonded to the subframe mounting bracket by a material connection (e.g., by welding).

[0020] In such a console design, the edge flange of the subframe mounting console, the element flange of the reinforcement element, and the joining flange can be joined together in a three-sheet flange connection. The three-sheet flange connection preferably has a sheet metal layer structure in which the edge flange of the console base is located inside the vehicle and is connected to the joining flange with the element flange interposed.

[0021] In a specific installation situation, the longitudinal beam floor can transition from an upper longitudinal beam plane to a lower longitudinal beam plane via an S-shaped bend as it extends towards the rear of the vehicle, in the direction of the A-pillar. Within this S-shaped bend, the longitudinal beam floor can widen laterally towards the rear of the vehicle to ensure proper force transmission to the rear in the event of a frontal collision. With such a longitudinal beam geometry, the longitudinal beam floor can be divided within the S-shaped bend as follows: an upper floor segment located in the upper longitudinal beam plane, an angled middle segment, and a lower floor segment located in the lower longitudinal beam plane. The middle segment connects to the upper floor segment and transitions into the lower floor segment. The lower floor segment can be connected to a transverse bulkhead.Preferably, the subframe mounting bracket can be attached to the inclined central segment of the longitudinal beam floor.

[0022] An embodiment of the invention is described below with reference to the accompanying figures.

[0023] They show: Fig. 1. A perspective partial view of the body structure of a two-track motor vehicle; Fig. 2. A perspective view from below of the substructure of the body of a motor vehicle; Fig. 3 a perspective view illustrating the longitudinal beam profile in the front of the vehicle; Fig. 4 and Fig. 5 detailed views of a subframe mounting bracket attached to the longitudinal beam.

[0024] In the Fig. Figure 1 shows a body structure of a two-track vehicle, which is described below insofar as it is necessary for understanding the invention. Accordingly, the body structure has a front longitudinal member 1 on each side of the vehicle in the front section, of which in the Fig. Figure 1 shows only one. The longitudinal beam 1 is a hollow profile section closed in cross-section with a longitudinal beam base 3 and a longitudinal beam top wall 5, as well as with an inner flank 7 and an outer flank 9 that connect the longitudinal beam base 3 and the longitudinal beam top wall 5. The longitudinal beam outer flank 9 limits in the Fig. 3 a wheel arch interior 18 for a vehicle front wheel not shown, while the longitudinal member inner flank 7 points towards the vehicle interior.

[0025] As from the Fig. 2 or Fig. As can be seen from 3, each of the longitudinal members 1 extends towards the rear of the vehicle in the direction of the A-pillar 11 ( Fig. 1) from an upper longitudinal beam plane with an S-curve 13 ( Fig. 3 or Fig. 4) into a lower longitudinal member plane, where the longitudinal member 1 terminates at a transverse bulkhead 15. The transverse bulkhead 15 defines a mounting space 17 open downwards towards the front of the vehicle for a traction battery (not shown).

[0026] According to the Fig. 3 or Fig. 4. The longitudinal beam floor 3 in the area of ​​the S-curve 13 is divided as follows: The longitudinal beam floor 3 has an upper floor segment 19 in the upper longitudinal beam plane, to which an inclined middle segment 21 is attached. The inclined middle segment 21 transitions further along the longitudinal beam towards the rear of the vehicle into a lower floor segment 23, which is connected to the transverse bulkhead plate 15. The lower floor segment 23 has the following features: Fig. 3 or Fig. 4. In addition, connection points A for the traction battery are provided. The longitudinal beam floor 3, thus divided, widens in the S-shaped impact area 13 towards the transverse bulkhead 15 in the vehicle's transverse direction y, both inwards and outwards. In a frontal crash, this ensures a proper transfer of the impact forces from the longitudinal beam 1 to the transverse bulkhead 15 and to a side sill 27, which laterally defines the mounting space 17 for the traction battery.

[0027] As from the Fig. 3 and Fig. As can be further seen from Figure 4, an auxiliary frame mounting bracket 29 is welded to the inclined central segment 21 of the longitudinal beam base 3. The core of the invention consists in the fact that the auxiliary frame mounting bracket 29 forms a cantilevered structure 31 ( Fig. 3 or Fig. 4) which projects beyond the inner flank 7 of the longitudinal member towards the vehicle interior. A subframe mounting point A is formed in the cantilevered structure 31 of the subframe mounting bracket 29, to which a subframe can be clamped. The subframe mounting point A is located in the Fig. 5 is offset by a lateral displacement Δy from the inner flank of the longitudinal member 7 towards the inside of the vehicle. In the assembled state (i.e., with the subframe mounted), the lateral displacement Δy acts as a lever, generating bending moments that exert a bending load on the subframe mounting bracket 29.

[0028] To nevertheless ensure sufficient connection strength, the cantilevered structure 31 of the subframe mounting bracket 29 is designed as follows: The subframe mounting bracket 29 has a bracket base 33. This is extended in the vehicle height direction z by a mounting clearance 35 ( Fig. 5) spaced from the longitudinal beam floor 3 downwards towards the vehicle. In addition, the cantilevered structure 31 has a strike plate part 45. The strike plate part 45 covers a floor overhang 43 of the console floor 33. The floor overhang 43 is part of the cantilevered structure 31 and projects beyond the inner flank 7 of the longitudinal beam in the vehicle height direction z inwards.

[0029] In the Fig. 4 The strike plate part 45 is designed with an inner vehicle joining flange 47 and an outer vehicle joining flange 49. The inner vehicle joining flange 47 of the strike plate part 45 is flanged to the inner vehicle edge flange 44 of the bottom overhang 43. The outer vehicle joining flange 49 of the strike plate part 45 is in the Fig. 4 with the longitudinal beam inner flank 7 in flange connection. In this way, the cantilevered structure 31 is realized as a dimensionally stable hollow profile structure, in which the assembly clearance 35 is an externally closed cavity, which is bounded by the console base 33, the strike plate part 45 and the longitudinal beam base 3.

[0030] The subframe mounting bracket 29 forms in the Fig. 5 together with a plate-shaped reinforcement element 37 a dimensionally stable double-wall structure in which the reinforcement element 37 is connected to the subframe mounting bracket 29 by welding.

[0031] As from the Fig. 3 or Fig. As can be seen from Figure 4, the reinforcing element 37, with its base 39 and flange 41, is contour-adapted to the console base 33 and nested on the inside of the console base 33. The base 39 of the reinforcing element 37 has a through-hole with an internal thread 42. The internal thread 42 of the reinforcing element 37 is aligned in a screw direction with a through-hole in the console base 33.

[0032] According to the Fig. In the three-sheet flange connection 51, the vehicle-internal edge flange 44 of the floor overhang 43, the element flange 41 of the reinforcement element 37, and the vehicle-internal joining flange 47 of the strike plate part 45 are joined together. In the three-sheet flange connection 51, the edge flange 44 of the floor overhang 43 is located on the vehicle interior and is connected to the vehicle-internal joining flange 47 of the strike plate part 45 via the element flange 41. Reference symbol list 1 longitudinal beam 3 longitudinal beam floor 5 Longitudinal girder deck wall 7 Inner flank 9 Outside flank 11 A-pillar 13 S-beat 15 transverse bulkhead plates 17 Assembly room 19 upper floor segment 20 Wheel arch interior 21 inclined middle segment 23 lower floor segment 25 connection points 27 sills 29 Subframe mounting bracket 31 cantilevered structure 33 console floor 35 Assembly clearance 37 Reinforcing element 39 Element floor 41 Element flange 43 Ground overhang 44 Edge flange 45 Strike plate part 47 vehicle interior joining flange 49 vehicle outer joining flange 51 Triple-sheet flange connection A traction battery connection points B Subframe attachment points

Claims

[1] Body structure for a vehicle in the front area of ​​which a front longitudinal member (1) runs on each side of the vehicle, which is a hollow profile part in cross-section closed with a longitudinal member bottom (3) and a longitudinal member top wall (5) as well as with inner and outer flanks (7, 9) which connect the longitudinal member bottom (3) to the longitudinal member top wall (5), wherein a subframe mounting bracket (29) is attached to the longitudinal member bottom (3), characterized by , that the subframe mounting bracket (29) has a cantilevered structure (31) which projects beyond the longitudinal member (1) towards the vehicle interior, and that the cantilevered structure (31) of the subframe mounting bracket (29) has a subframe attachment point (B), wherein the subframe attachment point (B), in particular its screw axis, is offset by a transverse offset (Δy) from the inner flank (7) of the longitudinal member towards the vehicle interior. [2] Body structure according to claim 1, characterized by, that the subframe mounting console (29) has a console base (33) which, viewed in the vehicle's vertical direction (z), is spaced from the longitudinal beam base (3) downwards by a mounting clearance (35), and that, in particular, a reinforcing element (37) with an internal thread (42) is arranged in the mounting clearance (35), which is part of the subframe connection point (B) realized as a screw point. [3] Body structure according to claim 2, characterized by , that the console floor (33) extends beyond the inner flank (7) of the longitudinal member (1) with a floor overhang (43) towards the interior of the vehicle, which is part of the cantilevered structure (31). [4] Body structure according to claim 3, characterized by, that the cantilevered structure (31) has a closing plate part (45) that covers the floor overhang (43) when viewed in the vehicle's vertical direction (z), and that in particular the closing plate part (45) has a vehicle-inside joining flange (47) which is in flange connection with a vehicle-inside edge flange (44) of the floor overhang (43), and has a vehicle-outside joining flange (49) which is in flange connection with the inner flank (7) of the longitudinal beam (1). [5] Body structure according to claim 4, characterized by , that the assembly clearance (35) is an externally closed cavity, which is bounded by the console base (33), the strike plate part (45) and the longitudinal beam base (3). [6] Body structure according to any one of claims 2 to 5, characterized by, that the reinforcement element (37) is designed in a plate-like form with an element base (39) and an angled vehicle-interior element flange (41), and that the reinforcement element (37) with its element base (39) and element flange (41) is contour-adapted to the console base (33) and / or is nested on the inside of the console base (33), forming a double-wall structure in which the reinforcement element (37) and the subframe mounting console (29) are materially bonded together. [7] Body structure according to claim 6, characterized by, that the edge flange (44) of the console base (33), the element flange (41) of the reinforcement element (37) and the vehicle-inside joining flange (47) of the closing plate part (45) are joined together in a three-sheet flange connection (55), in particular with a sheet layer structure in which the edge flange (44) of the console base (33) is located inside the vehicle and is connected to the vehicle-inside joining flange (47) with the element flange (41) in between. [8] Body structure according to any one of the preceding claims, characterized by , that the longitudinal beam floor (3) in its course towards the rear of the vehicle in the direction of the A-pillar (11) transitions from an upper longitudinal beam plane with an S-bend (13) into a lower longitudinal beam plane, and that in particular the longitudinal beam floor (3) widens in the S-bend area (13) towards the rear of the vehicle in the transverse direction (y) towards the inside of the vehicle. [9] Body structure according to claim 8, characterized by, that the longitudinal beam floor (3) in the S-shaped area (13) is divided into an upper floor segment (19), an inclined middle segment (21) and a lower floor segment (23), wherein the upper floor segment (19) transitions towards the rear of the vehicle into the lower floor segment (23) with the inclined middle segment (21) in between, and that in particular the subframe mounting bracket (29) is connected to the inclined middle segment (21) of the longitudinal beam floor (3).

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