Structural load path arrangement as for a multi-story body frame integral structure for off-road vehicles

Abstract

Structural load path arrangement (200) comprising: an upper rail (124) configured to be connected to a suspension system (108); a lower rail (126) spaced from the upper rail (124) along a vertical direction (V); a first outer bracket (202) connecting the upper rail (124) and the lower rail (126); a second outer bracket (204) connecting the upper rail (124) and the lower rail (126); a first inner bracket (208) connecting the upper rail (124) and the lower rail (126), the first inner bracket (208) being spaced from the first outer bracket (202) along a horizontal direction (H), the horizontal direction (H) being perpendicular to the vertical direction (V); a second inner bracket (210) connecting the upper rail (124) and the lower rail (126), the second inner bracket (210) being spaced from the second outer bracket (204) along the horizontal direction (H); a box portion (206) sized to receive a shock absorber (114), the first inner bracket (208) being closer to the box portion (206) than the first outer bracket (202) and the second inner bracket (210) being closer to the box portion (206) than the second outer bracket (204); wherein the structural load path assembly (200) defines a first lateral gap (212) between the first outer bracket (202) and the first inner bracket (208), the first lateral gap (212) being sized to receive a first leg (116) of an upper control arm (110) of the suspension system (108); and wherein the structural load path assembly (200) defines a second lateral gap (214) between the second outer bracket (204) and the second inner bracket (210), the second lateral gap (214) being sized to receive a second leg (118) of the upper control arm (110) of the suspension system (108); further comprising a trailer hitch (216) and a load distribution bracket (218) directly coupled to the trailer hitch (216), the load distribution bracket (218) being directly connected to the lower rail (126) and the load distribution bracket (218) being directly connected to the second outer bracket (204); wherein the first outer bracket (202) is directly connected to the upper rail (124), the first outer bracket (202) is directly connected to the lower rail (126), the second outer bracket (204) is directly connected to the upper rail (124), and the second outer bracket (204) is directly connected to the lower rail (126); wherein the first inner bracket (208) is directly connected to the upper rail (124), the first inner bracket (208) is directly connected to the lower rail (126), the second inner bracket (210) is directly connected to the upper rail (124), and the second inner bracket (210) is directly connected to the lower rail (126); wherein the box portion (206) has a first side wall (220) and a second side wall (222) opposite the first side wall (220), the first side wall (220) being closer to the first inner bracket (208) than to the first outer bracket (202) and the second side wall (222) being closer to the second inner bracket (210) than to the second outer bracket (204); further comprising a first tube (224) connected between the first sidewall (220) and the first inner bracket (208), the first tube (224) being in direct contact with the first sidewall (220), the first tube (224) being in direct contact with the first inner bracket (208), and the structural load path assembly (200) including a first fastener (128) extending through the first tube (224); further comprising a second tube (226) connected between the second sidewall (222) and the second inner bracket (210), the second tube (226) being in direct contact between the second sidewall (222) and the second inner bracket (210), the second tube (226) being in direct contact with the second sidewall (222), the second tube (226) being in direct contact with the second inner bracket (210), and the structural load path assembly (200) including a second fastener (128) extending through the second tube (226); characterized in that the structural load path assembly (200) further comprises a floating positioning body (232) directly connected to the first inner bracket (208), the floating positioning body (232) defining a positioning hole (234) sized, shaped, and configured to receive the first fastening element (128), the first fastening element (128) being connected to the first leg (116) of the upper control arm (110), the floating positioning body (232) having a conical configuration.

Description

[0001] The present disclosure relates generally to vehicles and more particularly to multi-story body frame integral structures for off-road vehicles.

[0002] EP 3 613 657 A1 describes a front body structure of a vehicle. The front body structure of the vehicle includes a pair of left and right rear connecting members connecting a front side frame and a subframe in a vehicle top-to-bottom direction at substantially the same positions in a vehicle front-to-rear direction as rear reinforcement members of the suspension cases; third connecting members separating the interiors of the front side frames from each other at substantially the same positions in the vehicle front-to-rear direction as the upper ends of the rear connecting members; and a tower bar connecting a cowl box and the rear reinforcement members of the suspension cases.

[0003] US Patent No. 8,029,021 B2 describes a vehicle with a base section and a modular section. The base section is a four-wheeled vehicle that has a driver's compartment with seating for at least two passengers in a side-by-side arrangement. The modular section is connected to the base section, creating a six-wheeled vehicle. The wheels of the modular section are driven by a motor of the base section.

[0004] It can be considered a task to improve the stiffness of a suspension and the off-road capability of a vehicle.

[0005] This object is achieved with the subject matter according to claim 1.

[0006] The present disclosure describes an arrangement defining a structural load path that allows vehicle loads, such as frame loads, control arm loads, shock absorber loads, pickup mount loads, chassis-related loads, trailer loads, and bracing loads, to pass through box sections in a body structure and around structurally compromised areas in the load-bearing rails and back into the frame. This arrangement enables the manufacture of a BFI (Body Frame Integral Truck) with long suspension travel and high mass due to a battery pack, with the shock absorber tower providing high stiffness and off-road capability while enabling towing.

[0007] According to the invention, the assembly comprises an upper rail configured to be connected to a suspension system, a lower rail spaced apart from the upper rail along a vertical direction, a first outer bracket connecting the upper rail and the lower rail, a second outer bracket connecting the upper rail and the lower rail, and a first inner bracket connecting the upper rail and the lower rail. The first inner bracket is spaced apart from the first outer bracket along a horizontal direction, and the horizontal direction is perpendicular to the vertical direction. The assembly further comprises a second inner bracket connecting the upper rail and the lower rail. The second inner bracket is spaced apart from the second outer bracket along the horizontal direction.The assembly further includes a box portion sized to receive a shock absorber. The first inner bracket is closer to the box portion than the first outer bracket, and the second inner bracket is closer to the box portion than the second outer bracket. The assembly defines a first lateral gap between the first outer bracket and the first inner bracket, and the first lateral gap is sized to receive a first leg of an upper control arm of the suspension system. The assembly defines a second lateral gap between the second outer bracket and the second inner bracket, and the second lateral gap is sized to receive a second leg of an upper control arm of the suspension system.

[0008] The assembly further includes a trailer hitch and a load distribution bracket directly connected to the trailer hitch. The load distribution bracket is directly connected to the lower rail, and the load distribution bracket is directly connected to the second outer bracket.

[0009] The first outer bracket is directly connected to the top rail. The first outer bracket is directly connected to the bottom rail. The second outer bracket is directly connected to the top rail. The second outer bracket is directly connected to the bottom rail.

[0010] The first inner bracket is directly connected to the top rail, the first inner bracket is directly connected to the bottom rail. The second inner bracket is directly connected to the top rail, and the second inner bracket is directly connected to the bottom rail.

[0011] The box section has a first side wall and a second side wall opposite the first side wall. The first side wall is closer to the first inner bracket than to the first outer bracket. The second side wall is closer to the second inner bracket than to the second outer bracket.

[0012] The assembly further includes a first tube connected between the first sidewall and the first inner bracket. The first tube is in direct contact with the first sidewall. The first tube is in direct contact with the first inner bracket. The structural load path assembly includes a first fastener extending through the first tube.

[0013] The assembly further includes a second tube connected between the second sidewall and the second inner bracket. The second tube is in direct contact with the second sidewall and the second inner bracket, the second tube is in direct contact with the second sidewall, the second tube is in direct contact with the second inner bracket, and the structural load path assembly includes a second fastener extending through the second tube.

[0014] The assembly further includes a floating locating body directly connected to the first inner bracket. The floating locating body defines a locating hole sized, shaped, and configured to receive the first fastener. The fastener is connected to the first leg of the upper control arm. The floating locating body has a conical configuration.

[0015] In one embodiment, the box portion may include an upper assembly directly connected to the first inner bracket and the second inner bracket.

[0016] In one embodiment, the upper assembly includes a main support body. The main support body has a flat edge and defines a body recess that is obliquely angled relative to the flat edge. The main support body includes an angled wall that is obliquely angled relative to the flat edge. The angled wall defines the body recess. The upper assembly includes a cross member that extends across the body recess. The upper assembly includes an angled support disposed between the cross member and the angled wall. The angled support is in direct contact with the cross member and the angled wall.

[0017] As an application of the invention, a vehicle with a suspension system is described. The suspension system includes an upper control arm. The upper control arm includes a first leg and a second leg spaced from the first leg. The vehicle further includes a structural load path assembly as described above, connected to the suspension system.

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and, together with the description, serve to explain the principles of the disclosure. Fig. 1 is a schematic isometric view of a vehicle. Fig. 2 is a schematic isometric view of an interior part of the vehicle of Fig. 1, which is around the area A of Fig. 1 and shows a suspension that is directly attached to a body of the vehicle of Fig. 1 is attached. Fig. 3 is a schematic side view of the vehicle of Fig. 1, showing part of the suspension system and a structural load path arrangement. Fig. 4 is a schematic side view of the vehicle of Fig. 1, which shows part of the structural load path arrangement. Fig. Figure 5 is a schematic plan view of the vehicle of Fig. 1, showing a portion of the structural load path assembly and a portion of the upper control arm attached to the structural load path assembly. Fig. Figure 6 is a schematic plan view of the vehicle of Fig. 1, showing part of the structural load path arrangement without the upper control arm. Fig. Figure 7 is a schematic isometric side view of a portion of the structural load path assembly of the vehicle of Fig. 1. Fig. Figure 8 is a schematic rear view of the part of the structural load path arrangement of the vehicle of Fig. 1. Fig. Figure 9 is a schematic isometric plan view of the structural load path assembly portion of the vehicle of Fig. 1.

[0019] Fig. 1 schematically shows an off-road vehicle 100, e.g., a pickup truck, including a vehicle body 102 and a plurality of wheels 104 attached to the vehicle body 102. The vehicle 100 further includes tires 106 attached to the wheels 104. While the vehicle 100 shown is configured as a pickup truck, it is conceivable that the vehicle 100 may be configured as other types of off-road vehicles. The vehicle 100 is configured as a BFI (Body Frame Integral) structure. The vehicle 100 may include a rechargeable energy storage system (RESS), such as a battery pack. With reference to Fig. 2, the vehicle 100 includes a suspension system 108 coupled to the wheels 104. The suspension system 108 is configured to dampen the loads applied to the vehicle 100. In the illustrated embodiment, the suspension system 108 includes upper control arms 110, lower control arms (not shown), and shock absorbers 114. Each upper control arm 110 is connected to one of the wheels 104, and each lower control arm 112 is connected to one of the wheels 104. Each upper control arm 110 partially surrounds one of the shock absorbers 114. Each upper control arm 110 includes a first leg 116 and a second leg 118 that are spaced apart from each other. The first leg 116 and the second leg 118 of the control arm 110 are directly connected to each other at an arm joint 120. The arm joint 120 can be directly connected to a ball joint 122 ( Fig. 3) for connecting to one of the wheels 104.

[0020] With reference to the Fig. 3 and Fig. 4, the vehicle 100 further includes an upper rail 124 and a lower rail 126. The upper rail 124 is elongated along a first longitudinal axis X1, and the second lower rail 126 is elongated along a second longitudinal axis X2. The first longitudinal axis X1 is parallel to the second longitudinal axis X2 to efficiently distribute the loads carried by the upper rail 124 and the second lower rail 126. Both the upper rail 124 and the lower rail 126 are elongated along a horizontal direction H. The upper rail 124 is spaced from the lower rail 126 along a vertical direction V. The vertical direction V is perpendicular to the horizontal direction. The vehicle 100 further includes a frame 127 extending along a third longitudinal axis X3 and the horizontal direction H.The third longitudinal axis X3 runs parallel to the first longitudinal axis X2 and the second longitudinal axis X2 to efficiently control the loads acting on the vehicle 100. The third longitudinal axis X3 is spaced from the first longitudinal axis X1 and the second longitudinal axis X2 along the vertical direction V. One or more fasteners 128, such as bolts, directly connect the lower rail 126 to the frame 127 to improve the structural integrity of the vehicle 100. As a result, loads can be efficiently transferred between the lower rail 128 and the frame 127 of the vehicle 100.

[0021] The vehicle 100 further includes a structural load path assembly 200 directly connected to the upper rail 124 and the second rail 126 to facilitate the transfer of loads between: 1) the upper rail 124 and the lower rail, and 2) the frame 127, thereby enabling a high-travel, high-mass suspension of the vehicle 100 (i.e., the BFI structure) due to the RESS. The structural load path assembly 200 includes a first outer bracket 202 and a second outer bracket 204 spaced apart along the horizontal direction H. Both the first outer bracket 202 and the second outer bracket 204 are directly connected to the upper rail 124 and directly to the lower rail 126 to facilitate load transfer between the upper rail 124 and the lower rail 126. For this purpose, both the first outer bracket 202 and the second outer bracket 204 are elongated along the vertical direction.As a result, the first outer bracket 202 enables load transfer between the upper rail 124 and the lower rail 126 in the direction indicated by the double arrows FVD, and the second outer bracket 204 enables load transfer between the upper rail 124 and the lower rail 126 in the direction indicated by the double arrows SVD. Furthermore, both the first outer bracket 202 and the second outer bracket 204 have sufficient width along the horizontal direction H to enable load transfer along the horizontal direction H.

[0022] The first leg 116 of the upper control arm 110 is directly connected to the first outer bracket 202 to enable load transfer between the first outer bracket 202 and the upper control arm 110 in the direction indicated by the double arrows FHD. The second leg 118 of the control arm 110 is directly connected to the second outer bracket 204 to enable load transfer between the upper control arm 110 and the second outer bracket 204 in the direction indicated by the double arrows SHD. Furthermore, since the lower rail 126 is connected to the frame via fasteners 128, the first outer bracket 202 enables load transfer between the upper rail 124 and the frame 127 in the direction indicated by the double arrows FCD, and the second outer bracket 202 enables load transfer between the upper rail 124 and the frame 127 in the direction indicated by the double arrows SCD.

[0023] The structural load path assembly 200 further includes a box portion 206 configured, shaped, and sized to enclose at least a portion of one of the shock absorbers 114. In addition, the structural load path assembly 200 includes a first inner bracket 208 and a second inner bracket 210 spaced apart along the horizontal direction H. Each of the first inner bracket 208 and the second inner bracket 210 is elongated along the vertical direction V. Each of the first inner bracket 208 and the second inner bracket 210 is directly connected to the upper rail 124 to facilitate load transfer, and each of the first inner bracket 208 and the second inner bracket 210 is directly connected to the lower rail 126 to facilitate load transfer between the upper rail 124 and the lower rail 126 along the vertical direction V.Therefore, the first inner bracket 208 enables load transfer between the upper rail 124 and the lower rail 126 in the direction indicated by the double-headed arrows FID, and the second inner bracket 210 enables load transfer between the upper rail 124 and the lower rail 126 in the direction indicated by the double-headed arrow SID. The first inner bracket 208 is closer to the box section 206 than the first outer bracket 202, and the second inner bracket 210 is closer to the box section 206 than the second outer bracket 204. The structural load path arrangement 200 (as described above) creates an indirect load path around the primary load vector VCT during typical driving events in which the suspension system 108 applies inputs to the vehicle body 102. By creating the indirect load path, the load is circularly directed from the suspension system 108 back into the chassis structure, which includes the frame 127.The box section 206 extends from the upper rail 124 to the lower rail 126 to transfer vertical loads between the upper rail 124 and the lower rail 126.

[0024] The structural load path assembly 200 defines a first lateral gap 212 between the first outer bracket 202 and the first inner bracket 208. The first lateral gap 212 is configured, sized, and shaped to snugly receive at least a portion of the first leg 116 of the upper control arm 110. The structural load path assembly 200 further defines a second lateral gap 214 between the second outer bracket 204 and the second inner bracket 210. The second lateral gap 214 is configured, shaped, and sized to snugly receive at least a portion of the second leg 118 of the upper control arm 110.

[0025] With reference to Fig. 4, the vehicle 100 includes a trailer hitch 216 and a load distribution bracket 218 directly connected to the trailer hitch 216 to enhance the structural integrity of the vehicle 100. The load distribution bracket 218 is directly connected to the second outer bracket 204, the upper rail 124, and the lower rail 126. Thus, the trailer hitch 216 can be used as a load distribution mechanism in which loads are transferred between the upper rail 124 and the lower rail 126. The load distribution bracket 218 connects the upper rail 124 and the lower rail 126 together, with no vertical connection at the rear of the upper rail 124 and the lower rail 126. This allows for load distribution between the upper and lower rails in a rear impact and enables the vehicle 100 to handle the loads of the tow and recovery hooks.Using the load distribution bracket 218 (which is directly connected to the trailer hitch 216), two load paths are created to distribute the load during recovery loads, rear loads, and rear impact events.

[0026] With reference to the Fig. 3-6, the box section 206 includes a first sidewall 220 and a second sidewall 222 opposite the first sidewall 220. A first tube 224 is disposed between (and in direct contact with) the first sidewall 220 and the first inner bracket 208 to enhance the structural integrity of the box section 206. A second tube 226 is disposed between (and in direct contact with) the second sidewall 222 and the second inner bracket 210. The box section 206 further includes a rear wall 228 directly connected to the first sidewall 220 and the second sidewall 222 to enhance the structural integrity of the box section 206. The rear wall 228 may include a curved recess 230 configured, shaped, and sized to receive one of the shock absorbers 114. The first side wall 220 is spaced from the second side wall 222 along the horizontal direction H.

[0027] Again with reference to the Fig. 3-6, the first tube 224 is spaced from the second tube 226 along the horizontal direction H and a transverse direction T. The transverse direction T is perpendicular to the horizontal direction H. A fastener 128, such as a bolt, extends through the socket 224, the first lateral gap 212, the first inner bracket 208, the first leg 116, and the first outer bracket 202 to connect the first leg 116 to the structural load path assembly 200. This fastener 128 is elongated along an alignment axis AA that is obliquely angled relative to the horizontal direction H. A nut 229 may be connected to this fastener 128 and the first outer bracket 202 to secure the fastener 128 to the first outer bracket 202.Another fastener 128 is elongated along the alignment axis AA and extends through the second outer bracket 204, the second lateral gap 214, the second tube 226, the second leg 118, and the second inner bracket 210 to connect the second leg 118 to the structural load path assembly 200. The fasteners 128 (e.g., bolts) for attaching the first leg 116 and the second leg 118 of the upper control arm 110 extend from the inside of the box section 206 outwardly to the first outer bracket 202 and to the second outer bracket 204 to allow for the greatest possible longitudinal rail section. Another nut 229 may be connected to this fastener 128 and the second outer bracket 204 to secure the fastener 128 to the second outer bracket 204.The connections described above enable the assembly of the structural load path assembly 200 and exert the required clamping load to hold the components of the suspension system 108 in position during operation of the vehicle 100. The box section 206 not only provides the required load paths back to the chassis (including the rack 127), but also provides the structure and attachment devices for the components of the suspension system 108. These attachment devices are angled to the grid and offer both net-type and floating attachments to enable a build strategy and incorporate features to increase local stiffness.

[0028] With reference to Fig. 7, the structural load path assembly 200 includes a floating locating body 232 directly connected to the first inner bracket 208. The floating locating body 232 defines a locating hole 234 sized, shaped, and configured to receive the fasteners 128 connected to the first leg 116. The floating locating body 232 has a conical shape to facilitate the precise positioning of the upper control arm bushing 110 relative to the first inner bracket 208. The box portion 206 may include a frog's eye or a flat piece to facilitate assembly and provide access for a welding gun. The floating locating body 232 allows the upper control arm bushing 110 to be positioned as late as possible in the assembly process, reducing variations for the locating hole 234 and enabling a more dimensionally stable manufacturing process.

[0029] With reference to the Fig. 3, Fig. 8 and Fig.9, the box section 206 includes an upper assembly 236 directly connected to the first inner bracket 208 and the second inner bracket 210 to enhance the structural integrity of the box section 206 and thereby enable load transfer along the horizontal direction H in the direction indicated by the double-headed arrows TD. The upper assembly 236 provides additional local stiffness, with and without machining features, to the components of the suspension system 108 and enables load transfer between all sections connecting the upper rail 124 and the lower rail 126. The upper assembly 236 includes a main support body 238 configured as a tray. The main support body 238 has a flat edge 239 and defines a body recess 240 that is obliquely angled relative to the flat edge 239.The main support body 238 includes an angled wall 243 that is angled obliquely relative to the flat edge 239. The angled wall 243 defines the body recess 240. The upper assembly 236 includes a cross member 242 that extends across the body recess 240. Furthermore, the upper assembly 236 includes an angled support 244 disposed between the cross member 242 and the angled wall 242. The angled support 244 is in direct contact with the cross member 242 and the angled wall 242 to support loads across the upper assembly 236. The cross member 242 increases the local stiffness relative to the outer edge of the vehicle 100 through the top of the upper rail 124. The cross member 242 may be a one-piece structure connecting both sides of the vehicle 100, or it may be a multi-piece structure allowing for easy assembly for manufacturing.In addition, the cross member 242 extends from the left to the right side of the vehicle 100 to manage stiffness.

Claims

[1] Structural load path arrangement (200), comprising: an upper rail (124) which is configured to be connected to a suspension system (108); a lower rail (126) which is spaced apart from the upper rail (124) along a vertical direction (V); a first outer clamp (202) which connects the upper rail (124) and the lower rail (126) together; a second outer clamp (204) which connects the upper rail (124) and the lower rail (126); a first inner clamp (208) which connects the upper rail (124) and the lower rail (126), wherein the first inner clamp (208) is spaced apart from the first outer clamp (202) along a horizontal direction (H) and the horizontal direction (H) is perpendicular to the vertical direction (V); a second inner clamp (210) which connects the upper rail (124) and the lower rail (126), wherein the second inner clamp (210) is spaced apart from the second outer clamp (204) along the horizontal direction (H); a box section (206) dimensioned to accommodate a shock absorber (114), wherein the first inner clamp (208) is closer to the box section (206) than the first outer clamp (202) and the second inner clamp (210) is closer to the box section (206) than the second outer clamp (204); wherein the structural load path arrangement (200) defines a first lateral gap (212) between the first outer clamp (202) and the first inner clamp (208) and the first lateral gap (212) is dimensioned to accommodate a first leg (116) of an upper control arm (110) of the suspension system (108); and wherein the structural load path arrangement (200) defines a second lateral gap (214) between the second outer clamp (204) and the second inner clamp (210) and the second lateral gap (214) is dimensioned to accommodate a second leg (118) of the upper control arm (110) of the suspension system (108); further comprising a trailer coupling (216) and a load distribution clamp (218) directly coupled to the trailer coupling (216), wherein the load distribution clamp (218) is directly connected to the lower rail (126) and the load distribution clamp (218) is directly connected to the second outer clamp (204); wherein the first outer clamp (202) is directly connected to the upper rail (124), the first outer clamp (202) is directly connected to the lower rail (126), the second outer clamp (204) is directly connected to the upper rail (124) and the second outer clamp (204) is directly connected to the lower rail (126); wherein the first inner clamp (208) is directly connected to the upper rail (124), the first inner clamp (208) is directly connected to the lower rail (126), the second inner clamp (210) is directly connected to the upper rail (124) and the second inner clamp (210) is directly connected to the lower rail (126); wherein the box section (206) has a first side wall (220) and a second side wall (222) opposite the first side wall (220), wherein the first side wall (220) is closer to the first inner clamp (208) than to the first outer clamp (202) and the second side wall (222) is closer to the second inner clamp (210) than to the second outer clamp (204); further comprising a first tube (224) connected between the first side wall (220) and the first inner clamp (208), wherein the first tube (224) is in direct contact with the first side wall (220), the first tube (224) is in direct contact with the first inner clamp (208), and the structural load path arrangement (200) includes a first fastening element (128) extending through the first tube (224); further comprising a second tube (226) connected between the second side wall (222) and the second inner clamp (210), wherein the second tube (226) is in direct contact between the second side wall (222) and the second inner clamp (210), the second tube (226) is in direct contact with the second side wall (222), the second tube (226) is in direct contact with the second inner clamp (210), and the structural load path arrangement (200) includes a second fastening element (128) extending through the second tube (226); characterized by, that the structural load path arrangement (200) further comprises a floating positioning body (232) which is directly connected to the first inner clamp (208), wherein the floating positioning body (232) defines a positioning hole (234) which is dimensioned, shaped and configured to accommodate the first fastening element (128), wherein the first fastening element (128) is connected to the first leg (116) of the upper control arm (110) and the floating positioning body (232) has a conical configuration. [2] Structural load path arrangement (200) according to claim 1, wherein the box section (206) comprises an upper arrangement (236) which is directly connected to the first inner clamp (208) and the second inner clamp (210). [3] Structural load path arrangement (200) according to claim 2, wherein the upper arrangement (236) includes a main support body (238), the main support body (238) has a flat edge (239) and defines a body recess (240) that is angled obliquely relative to the flat edge (239), the main support body (238) includes an angled wall (243) that is angled obliquely relative to the flat edge (239), the angled wall (243) defines the body recess (240), the upper arrangement (236) includes a transverse element (242) that extends over the body recess (240), the upper arrangement (236) includes an angled support (244) that is arranged between the transverse element (242) and the angled wall (243), and the angled support (244) is in direct contact with the transverse element (242) and the angled wall (243).

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