Center tunnel module for a motor vehicle body

Abstract

The invention relates to a central tunnel module (30) for a motor vehicle body, with respective stiffening structures (36, 38) extending in the longitudinal direction and in the vertical direction of the vehicle, which are arranged at a lateral distance from each other in the transverse direction of the vehicle, and which have respective front and lower support areas (40, 42) for connecting the stiffening structures (36, 38) to a front bulkhead (12) or a floor structure (14) of the motor vehicle body, wherein the stiffening structures (36, 38) with their upper edge areas (48, 50) forming a respective load path run obliquely from front top to rear bottom in the vertical direction of the vehicle. Furthermore, the invention relates to a central tunnel module (30) which is designed as an open support structure (32).

Description

[0001] The invention relates to a center tunnel module for a motor vehicle body according to the preamble of claim 1. Furthermore, the invention relates to a motor vehicle body with such a center tunnel module.

[0002] Conventional center tunnel designs and their geometric configurations are fundamentally based on two key criteria: functionality, i.e., the functional integration of the body and assembly structures in specific crash and operational load cases, and the space requirements of the drivetrain (e.g., transmissions in combustion-engine vehicles) and other components. Vehicles with combustion engines and drivetrain concepts for rear-wheel or all-wheel drive require varying amounts of installation space in the center of the vehicle. This results in large dents in the bodywork that accommodate, for example, transmissions, drive shafts, exhaust systems, and the like.

[0003] Unlike combustion-engine vehicles, electric vehicles do not have exhaust systems or other components. Front-, rear-, or all-wheel drive is achieved by one or more drive units in the front and / or rear of the vehicle. From a functional perspective, however, depending on the design of the power-load paths, a tunnel structure cannot be completely dispensed with. The resulting installation space between the body and the battery attached to the vehicle from below is used, for example, to position additional battery modules on a second level or electronics mounted on the battery in this area. Access is provided from below with the battery removed.

[0004] A center tunnel module is known from EP 2 441 653 B1. It comprises, on the upper side of a vehicle floor, a closed profile with an approximately U-shaped cross-section and with respective stiffening structures extending in the vehicle's longitudinal and vertical directions. These stiffening structures are arranged at a lateral distance from one another in the vehicle's transverse direction and are connected to one another via an upper structural region. The two lateral stiffening structures have respective front and lower support regions for connecting the stiffening structures to a front bulkhead and a floor structure of the vehicle body, respectively.

[0005] The object of the present invention is to create a center tunnel module for a motor vehicle body, which ensures particularly good support while at the same time ensuring particularly favorable use of the installation space.

[0006] This object is achieved according to the invention by a center tunnel module having the features of claim 1 and by a motor vehicle body having the features of claim 8. Advantageous embodiments of the invention are specified in the dependent claims.

[0007] The center tunnel module comprises respective stiffening structures extending in the vehicle longitudinal direction and in the vehicle vertical direction, which are arranged at a lateral distance from one another in the vehicle transverse direction, and which have respective front and lower support regions for connecting the stiffening structures to a front bulkhead or a floor structure of the motor vehicle body.

[0008] In order to create a center tunnel module that ensures particularly good support while at the same time making particularly effective use of the installation space, it is provided according to claim 1 that the stiffening structures, with their upper edge regions forming a respective load path, run diagonally from the top front to the bottom rear in the vertical direction of the vehicle. The diagonal course of the upper edge regions of the stiffening structures thus creates a center tunnel module that slopes backwards in the longitudinal direction of the vehicle and extends, for example, to a rear seat cross member of a front row of seats. This results in a design of the center tunnel that is optimized in terms of installation space, so that the interior of the vehicle is correspondingly spacious and there is space in the area of ​​the center tunnel, for example, for storage compartments, the footwells or other components.Likewise, a particularly favorable support of the front-end structure, an integral support / subframe arranged in the area of ​​the front-end structure and / or other structural components, the introduced forces of which are to be diverted via a corresponding force path from the front top to the rear bottom into the floor structure, results.

[0009] The center tunnel module is placed on top of the floor structure and can therefore only be installed in the interior during the final assembly of the vehicle, for example.

[0010] In order to create a center tunnel module that ensures particularly good support while simultaneously ensuring particularly favorable utilization of the installation space, an advantageous embodiment 2 provides for the center tunnel module to be designed as an open support structure. In particular, the center tunnel module is designed to be open at the top, at least in some areas, between the stiffening structures.

[0011] The special feature of this open design of the support structure is its accessibility from the interior. Components such as redundant on-board power supply batteries, computer units, control units, or similar can be positioned in this installation space within the center tunnel module. In the event of a defect or maintenance of the components, accessibility and serviceability are guaranteed while still installed. Disassembly of the battery is not necessary with this system. A further advantage of the highly integrated assembly module is its integration capabilities. The support structure can be designed so that a large number of connection points, holders, and components can be integrated into the tunnel module, eliminating the need for separate components. Furthermore, a center tunnel module enables components such as redundant on-board power supply batteries, computer units, control units, cable harnesses, or similar to be mounted on the support structure away from the main assembly line.This saves both the assembly time itself and the specific time required for loading the components with the required software on the main assembly line. During assembly, the assembled, highly integrated tunnel module is connected to the body via structural connection points and acts as a functional unit during both operational and crash events (direct integration into the load path).

[0012] In a further embodiment of the invention, the stiffening structures have a rib structure. This rib structure can be created, for example, by forming the stiffening structures as a die-cast component. Such rib structures can be designed to be particularly load-adapted and adapted to the respective load paths. A further advantage in this context is if the rib structure is arranged on the outside of a wall.

[0013] In a further embodiment of the invention, the rib structure in the upper edge area forms a support structure running along the load path. This allows forces introduced, for example, as a result of a frontal collision, to be absorbed particularly effectively and dissipated into the floor structure.

[0014] It has also proven advantageous to connect the two stiffening structures at their respective lower edge areas via a connecting structure extending in the vehicle's longitudinal and transverse directions. Such a construction can, for example, be designed as a die-cast component. This results in a particularly stable supporting structure for the center tunnel module.

[0015] Particularly good support of an integral support or subframe below the front structure of the vehicle body can also be achieved if a substructure extending in the vehicle longitudinal direction and transverse direction is arranged underneath the two stiffening structures.

[0016] The advantages mentioned above in connection with the center tunnel also result for the motor vehicle body according to the invention with such a center tunnel module, which extends between a front bulkhead and a floor structure of the motor vehicle body.

[0017] Furthermore, it has proven advantageous if the center tunnel module extends upwards in the vehicle's vertical direction to approximately the level of the respective main longitudinal members of the front end structure and rearwards in the vehicle's longitudinal direction to a seat cross member. This provides particularly favorable support for the center tunnel module on the floor structure.

[0018] Furthermore, it has proven advantageous if the substructure extends vertically at approximately the height of a front subframe / integral member. This provides particularly favorable support for the front subframe / integral member in the vehicle's longitudinal direction.

[0019] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective specified combinations, but also in other combinations or on their own, without departing from the scope of the invention.

[0020] Showing: Fig. 1 a partial perspective view of a front end structure of a motor vehicle body, which merges into a floor structure at the level of a front bulkhead, of which a front and rear seat cross member of a front row of seats are shown, wherein a center tunnel module extending between a front bulkhead and a floor structure of the motor vehicle body is also shown; Fig. 2 a partial perspective view of the front end structure and the floor structure of the vehicle body analogous to Fig. 1, wherein an open support structure of the center tunnel module is shown separately, which has respective stiffening structures extending in the vehicle longitudinal direction and in the vehicle vertical direction, which are arranged at a lateral distance from one another in the vehicle transverse direction, and wherein an approximately horizontally extending substructure of the center tunnel module adjoining the front wall in the vehicle longitudinal direction can be seen: Fig. 3 an enlarged perspective view of the supporting structure supported at the rear on the front bulkhead and the substructure of the center tunnel module; Fig. 4 a perspective view of the separately shown supporting structure of the center tunnel module; Fig. 5 a perspective view through the front-end structure and the floor structure of the vehicle body and the center tunnel module along a vehicle center plane running in the vehicle longitudinal direction and in the vehicle vertical direction; and Fig. 6 a lateral sectional view through the front structure and the floor structure of the vehicle body as well as the center tunnel module along the vehicle center plane running in the vehicle longitudinal direction and in the vehicle vertical direction.

[0021] In the Fig. 1 and Fig. 2, in respective partial perspective views of a motor vehicle body of an electrically powered motor vehicle, a front-end structure 10 is visible, which, at a front bulkhead 12, merges into a floor structure 14 extending at least partially over a passenger compartment. In the present case, the front-end structure 10 essentially comprises respective longitudinal members 16 of a main longitudinal member plane, to which respective shell components 18 of the front wheel arches are attached. Of the floor structure 14, only a front and rear seat cross member 20, 22 of a front row of seats is shown, which extend in the vehicle transverse direction Y and approximately horizontally between respective, not visible, side sills and are connected to them. A subframe 24 in the form of an integral support is mounted on the underside of the longitudinal members 16 of the front-end structure 10.

[0022] The front bulkhead 12 defines the front boundary of the passenger compartment of the vehicle body and has an upper bulkhead cross member 26 at its upper end, on which, for example, a windshield (not shown) is supported. On the underside, the bulkhead 12 has a connecting area 28, to which the side sills are connected on the outside and the respective floor panel parts or the like in the center.

[0023] In the vehicle longitudinal direction X, at the rear of the bulkhead 12, a center tunnel module 30 is attached to the bulkhead, which has a Fig. 2 comprises a support structure 32 shown separately in an exploded view and a substructure 34 arranged underneath the support structure 32.

[0024] In conjunction with the Fig. 3 and Fig. 4, which supports the supporting structure 32 in a Fig. 2 enlarged perspective sectional view along a sectional plane running in the vehicle transverse direction and in the vehicle vertical direction Z or separately in a perspective view, it can be seen that this is essentially formed from two wall-like stiffening structures 36, 38 extending in the vehicle longitudinal direction and in the vehicle vertical direction, which are arranged at a lateral distance from one another in the vehicle transverse direction.

[0025] The stiffening structures 36, 38 have respective front support regions 40 and lower support regions 42, by means of which they are connected to the front bulkhead 12 or the seat cross members 20, 22 of the floor structure 14 of the motor vehicle body. The support regions 40, 42 have respective flanges 44, 46, via which the stiffening structures 36, 38 are connected to the bulkhead 12 or the seat cross members 20, 22 of the floor structure 14 by means of respective screws 51. In the area of ​​the bulkhead 12, the support regions 40 are screwed to a lower bulkhead cross member 13 ( Fig. 3).

[0026] In addition, the stiffening structures 36, 38 are also screwed to the substructure 34 via the flanges 44, 46.

[0027] The two stiffening structures 36, 38 each have an upper edge region 48, 50 on the side facing away from the floor structure 14, which forms a respective load path and which runs obliquely from the front top to the rear bottom in the vertical direction of the vehicle.

[0028] As is particularly evident from the Fig. 5 and Fig. 6, which show a perspective view and a sectional view through the front end structure 10 and the floor structure 14 as well as the center tunnel module 30 along a vehicle center plane running in the vehicle's longitudinal direction and in the vehicle's vertical direction, the edge regions 48, 50 of the two stiffening structures 36, 38 between the bulkhead 12 and the front seat cross member 20 run essentially linearly in the vehicle's longitudinal direction from the top front to the bottom rear. Adjoining this, the edge regions 48, 50 of the two stiffening structures 36, 38 run horizontally, with the stiffening structures 36, 38 remaining at a constant height, between the front and rear seat cross members 20, 22, wherein the stiffening structures 36, 38 end in the vehicle's longitudinal direction at the level of the rear seat cross members 22.

[0029] Both stiffening structures 36, 38 have a rib structure 52, each of which is arranged on the outside of an associated, at least substantially flat wall 56 that is continuous except for an opening 54. The rib structure 52 has, in the upper edge region 48, 50, a support structure running along the respective load path, comprising an upper rib 58, a lower rib 60, and respective intermediate ribs 62.

[0030] The slanted shape of the upper edge regions 48, 50 of the stiffening structures 36, 38 creates a center tunnel module 30 that slopes backwards in the vehicle's longitudinal direction and extends, for example, to the rear seat cross member 22. This results in a center tunnel design that is optimized in terms of installation space, so that the interior of the vehicle is correspondingly spacious and, for example, there is space in the center tunnel area for storage compartments, footwells, or other components. At the same time, this results in particularly favorable support of the front-end structure 10 up to the level of the longitudinal members 16, the integral member / subframe 24 arranged in the area of ​​the front-end structure 10, and / or other structural components, the forces introduced from which are to be diverted via a corresponding load path from the top front to the bottom rear into the floor structure 14.

[0031] The center tunnel module 30 is placed on top of the floor structure and can therefore, for example, only be installed in the interior during the final assembly of the vehicle.

[0032] The two stiffening structures 36, 38 are connected to one another at their respective lower edge regions near the floor structure 14 via a connecting structure 64 extending in the vehicle's longitudinal and transverse directions, which are integrally connected to one another by a plurality of essentially horizontally extending ribs 66. The entire support structure 32 is embodied, for example, as a die-cast metal component. A plastic or hybrid construction would also be conceivable, as would an assembly of metal or plastic components.

[0033] To ensure particularly good support while simultaneously optimizing the use of installation space, the supporting structure 32 is designed to be open at the top. This can be closed, for example, by a covering part (not shown here).

[0034] The special feature is its accessibility from the interior. Components such as redundant on-board power supply batteries, computer units, control units, or similar can be positioned in this installation space within the center tunnel module 30. In the event of a defect or maintenance of the components, accessibility and serviceability are ensured while still installed. Dismantling the underfloor battery is not necessary with this system. A further advantage of the highly integrated assembly module is its integration capability. The support structure 32 can be designed so that a variety of connection points, holders, and components can be integrated into the tunnel module, eliminating the need for separate components. Furthermore, the center tunnel module 30 enables components such as redundant on-board power supply batteries, computer units, control units, cable harnesses, or similar to be mounted on the support structure away from the main assembly line.This saves both the assembly time itself and the specific time required for loading the components with the required software on the main assembly line. During assembly, the assembled, highly integrated tunnel module is connected to the body via structural connection points and acts as a functional unit during both operational and crash events (direct integration into the load path).

[0035] In particular from Fig. 2 also shows that the substructure 34 extends between the front bulkhead 12 and the front tunnel longitudinal member 20 - on the upper side of a floor panel. The substructure 34 runs - as can be seen in particular from the Fig. 5 and Fig. 6 - in the vehicle's vertical direction approximately at the level of the front subframe 24, so that the latter is particularly well supported towards the rear. As can be seen in particular from Fig.3, the substructure 34 is essentially formed by a sheet metal part 68, which is stiffened internally by cross member elements 70. The sheet metal part 68 and the cross member elements 70 are connected, for example, to the floor panel by joining, in particular welding, as well as to the front bulkhead 12 and the seat cross member 20. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] EP 2 441 653 B1

[0004]

Claims

[1] Center tunnel module (30) for a motor vehicle body, with respective stiffening structures (36, 38) extending in the vehicle longitudinal direction and in the vehicle vertical direction, which are arranged at a lateral distance from one another in the vehicle transverse direction, and which have respective front and lower support regions (40, 42) for connecting the stiffening structures (36, 38) to a front end wall (12) or a floor structure (14) of the motor vehicle body, characterized by that the stiffening structures (36, 38) with their upper edge regions (48, 50) forming a respective load path run obliquely from the front top to the rear bottom in the vertical direction of the vehicle. [2] Center tunnel module (30) according to the preamble of claim 1, characterized by that the center tunnel module (30) is designed as an open support structure (32). [3] Center tunnel module (30) according to claim 1 or 2, characterized bythat the stiffening structures (36, 38) have a rib structure (52). [4] Center tunnel module (30) according to claim 3, characterized by that the rib structure (52) is arranged on the outside of a wall (56). [5] Center tunnel module (30) according to claim 3 or 4, characterized by that the rib structure (52) forms a support structure running along the load path in the upper edge region (48, 50). [6] Center tunnel module (30) according to one of the preceding claims, characterized by that the two stiffening structures (36, 38) are connected to one another at their respective lower edge regions (48, 50) via a connecting structure (64) extending in the vehicle longitudinal direction and the vehicle transverse direction. [7] Center tunnel module (30) according to one of the preceding claims, characterized bythat a substructure (34) extending in the vehicle longitudinal direction and vehicle transverse direction is arranged under the two stiffening structures (36, 38). [8] Motor vehicle body with a center tunnel module (30) according to one of the preceding claims, which extends between a front end wall (12) and a floor structure (14) of the motor vehicle body. [9] Motor vehicle body according to claim 8, characterized by that the center tunnel module (30) extends upwards in the vertical direction of the vehicle up to approximately the height of the respective main longitudinal members (16) of the front structure (10) and rearwards in the longitudinal direction of the vehicle up to a seat cross member (20, 22). [10] Motor vehicle body according to claim 8 or 9, characterized by that the substructure (34) extends in the vertical direction of the vehicle approximately at the level of a front subframe (24).

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