Rear structure for the body of a passenger car as well as passenger cars

Abstract

The invention relates to a rear structure (10) for a body (12) of a passenger car, comprising at least two longitudinal members (14, 16), at least one cross member (20) by which the longitudinal members (14, 16) are connected to each other, a cargo opening (22) which can be closed by a tailgate (26) pivotable between at least one open position and one closed position (24), and at least one rear end section (30) arranged at least partially higher than the cross member (20) and the longitudinal members (14, 16) in the vehicle's vertical direction (28), which at least partially limits the cargo opening (22) downwards at least in the vehicle's vertical direction (28), wherein at least one locking element (48) is provided which is held on the cross member (20) via a first attachment point (44) and on the rear end section (30) via at least a second attachment point (46).via which the cross member (20) and the rear end section (30) are connected to each other.

Description

[0001] The invention relates to a rear body structure for a body of a passenger car according to the preamble of claim 1. Furthermore, the invention relates to a passenger car with such a rear body structure.

[0002] DE 10 2016 010 353 B4 discloses a protective device for a passenger car, with two main longitudinal members extending into a rear vehicle area, which are connected to one another via at least one bumper cross member, and with a support arrangement which comprises a strut extending in the region of the vehicle center between the main longitudinal members, which is supported on at least one body structure part in the event of a collision-related force being applied in order to form an additional load path.

[0003] FR 2 959 708 A1 discloses a generic rear body structure for a passenger car body.

[0004] The object of the present invention is to provide a rear body structure for a body of a passenger car and a passenger car, so that the safety of the passenger car can be particularly increased.

[0005] This object is achieved according to the invention by a rear-end structure for a body of a passenger car having the features of claim 1 and by a passenger car having a rear-end structure having the features of claim 9. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0006] A first aspect of the invention relates to a rear-end structure for a body of a passenger car. Preferably, the passenger car, particularly in its fully manufactured state, comprises the body, and in particular the rear-end structure. Preferably, the body, particularly in its fully manufactured state, comprises the rear-end structure. The rear-end structure can be referred to in particular as a rear-end structure or simply as a rear-end or rear end. The body is preferably designed as a self-supporting body.

[0007] For example, the body at least partially defines the interior of the passenger car. The interior, which can be referred to as the vehicle interior, can be understood to mean, in particular, a passenger cell or passenger compartment.

[0008] The rear end structure has at least two longitudinal members, which are spaced apart from one another, in particular in the transverse direction of the passenger car. The longitudinal members are designed, for example, as rear longitudinal members, which can in particular be referred to as rear longitudinal members. Thus, the body, in particular the rear end structure, has, for example, further longitudinal members, which are designed, in particular, separately from the longitudinal members and are preferably arranged in front of the rear longitudinal members in the longitudinal direction of the passenger car. Preferably, a respective main extension direction of the respective longitudinal member runs at least substantially in the longitudinal direction of the passenger car. The respective longitudinal member is preferably designed as a structural component of the rear end structure, in particular of the body.

[0009] The rear vehicle structure has at least one cross member, in particular formed separately from the longitudinal members, via which the longitudinal members are connected to one another, in particular at least indirectly or directly. In other words, the cross member is arranged between the longitudinal members, in particular in the vehicle transverse direction, and is fastened to the longitudinal members, in particular at least indirectly or directly. The cross member is preferably connected to a first of the longitudinal members on a first side and to the second longitudinal member on a second side facing away from the first side, in particular opposite, in the vehicle transverse direction. In other words, the cross member is arranged at one end on the first longitudinal member and at the other end on the second longitudinal member. A main direction of extent of the cross member preferably runs at least substantially in the vehicle transverse direction.Preferably, the cross member is designed as a structural component of the rear vehicle structure, in particular the body.

[0010] For example, the cross member is designed as a rear cross member, in particular of the rear vehicle structure. Thus, the body, in particular the rear vehicle structure, has, for example, at least one second cross member, in particular designed separately from the cross member, which second cross member can be referred to in particular as a front cross member. The front cross member is preferably arranged in front of the cross member or the rear cross member in the vehicle longitudinal direction. In particular, the cross members are spaced apart from one another in the vehicle longitudinal direction. For example, the longitudinal members, in particular the first and second longitudinal members, and the cross members form a frame structure, in particular of the rear vehicle structure. The cross member is designed, for example, as a flexible cross member, in particular at the rear, which can be referred to in particular as a “flexible cross member rear”.For example, at least the longitudinal members and the cross member are part of a body's floor assembly. For example, the rear end structure, especially the entire rear end structure, is part of the floor assembly.

[0011] The term "flexible cross member" can be understood, in particular, as a bumper reinforcement and / or bumper cross member. The flexible cross member can be referred to as a bumper cross member, particularly at the rear.

[0012] The rear-end structure has at least one loading space opening, particularly at the rear, which can be referred to in particular as a rear opening or a trunk opening. The loading space opening preferably opens at one end into a loading space of the passenger vehicle, particularly the rear-end structure, and at the other end into an area surrounding the passenger vehicle, particularly the rear-end structure. The loading space and the surrounding area are thus connectable or are connected to one another via the loading space opening.

[0013] The loading compartment opening can be closed by a tailgate which can be pivoted between at least one open position and one closed position, in particular relative to the body, for example relative to the cross member and / or the longitudinal members, in particular in the closed position. The tailgate can therefore be pivoted, for example between the open position and the closed position, in particular about a pivot axis, and can be held or is held on the body, for example on a body component of the body, at least indirectly or directly. In the open position, the loading compartment opening is preferably at least partially exposed by the tailgate. As a result, in the open position, at least one object can be deposited in the loading compartment from the surroundings via the loading compartment opening, in particular which is open, and / or can be removed from the loading compartment via the loading compartment opening, in particular which is open.In the closed position, the loading space opening is closed or covered, in particular completely, by the tailgate. As a result, in the closed position, it is not possible to deposit the object via the, in particular closed, loading space opening and / or to remove the object from the loading space via the, in particular closed, loading space opening. This means that in the closed position, it is not possible to remove and / or deposit the object via the, in particular closed, loading space opening.

[0014] The object is, for example, a piece of luggage, which can in particular be referred to as luggage. The loading space is preferably designed to accommodate, in particular to store, luggage. Thus, the loading space has, for example, at least one floor element on which the object can be arranged.

[0015] The rear end structure has at least one rear end part that is arranged, at least in part, in particular predominantly or completely, higher up than the cross member and the longitudinal members in the vertical direction of the passenger car. In other words, the rear end part extends, at least in part, further upwards in the vertical direction of the vehicle than the cross member and the longitudinal members. This means that the rear end part is arranged, at least in part, in particular predominantly or completely, above the cross member and the longitudinal members in the vertical direction of the vehicle. The rear end part can be understood, in particular, as a rear wall of the rear structure, in particular a rear wall.

[0016] For example, the cross member is arranged at least partially, in particular predominantly or entirely, further rearward in the vehicle's longitudinal direction than the rear end section. In other words, the cross member extends at least partially further rearward in the vehicle's longitudinal direction than the rear end section.

[0017] The rear end section delimits the loading space opening downwards, at least in the vertical direction of the vehicle, at least partially, in particular predominantly or completely, for example directly. In other words, the loading space opening is formed at least partially, in particular downwards, in the vertical direction of the vehicle, by the rear end section. This means, in particular, that the loading space opening downwards, in the vertical direction of the vehicle, is at least partially covered by the rear end section. For example, the loading space is delimited at least partially, in particular downwards, in the vertical direction of the vehicle, by the rear end section.

[0018] For example, the cross member and the longitudinal members are stiff or stiffer and / or hard or harder than the rear end part. This means that a stiffness and / or a strength of the longitudinal members and the cross member is greater than a stiffness or strength of the rear end part. In other words, the rear vehicle structure has at least one stiff or stiffer structure and at least one soft or softer structure, wherein the stiff structure is formed at least partially by the longitudinal members and the cross member and the soft structure is formed at least partially by the rear end part. Preferably, a stiffness and / or strength of the stiff structure is greater than that of the soft structure.

[0019] In order to be able to particularly increase the safety, in particular passive safety, of the passenger car, in particular in the event of a rear-end collision, the invention provides at least one securing element which is held on the cross member via at least one first fastening point, in particular at least indirectly or directly, and which is held on the rear end part via at least one second fastening point, in particular spaced from the first fastening point, in particular at least indirectly or directly. In other words, the rear end structure has the securing element, which is fastened to the cross member via the first fastening point, in particular at the first fastening point, and is fastened to the rear end part via the second fastening point, in particular at the second fastening point. The cross member and the rear end part are connected to one another, in particular at least indirectly or directly, via the securing element.In other words, the cross member and the rear end section are coupled to one another at least indirectly, in particular directly, via the securing element. The securing element can therefore be referred to in particular as a coupling element. In other words, the rear end section and the cross member are connected to one another, in particular relative to the rear longitudinal direction of the vehicle, by a load path, in particular in the form of the securing element. The securing element is formed separately from the cross member and the rear end section, and in particular separately from the longitudinal members.

[0020] Preferably, the first fastening point is arranged further down in the vehicle's vertical direction than the second fastening point. Preferably, the first fastening point is arranged further back in the vehicle's longitudinal direction than the first fastening point. Preferably, the securing element extends at least partially, in particular predominantly or completely, for example in the vehicle's longitudinal direction and / or vertical direction, between the cross member and the rear end part. The respective fastening area can in particular be referred to as the respective connection area.

[0021] The invention is based in particular on the following findings and considerations: The rear end structure of a vehicle body, also referred to as the rear area, can for example have the lower, rigid or very rigid structure, particularly in relation to the vehicle's vertical direction, particularly in the area of ​​the rear longitudinal members and the cross member connecting them, in particular the rear bending cross member. Lying above the rigid structure in the vehicle's vertical direction can be the soft or rather soft structure, which can have the rear end part and, for example, the tailgate, which can in particular be referred to as the rear wall door. These structures in the form of the rear end part and the tailgate can be connected to one another, for example, via a lock area, which can in particular be referred to as the rear wall door lock area.As a result, in the event of an accident, particularly in the event of a rear-end collision, a particularly large relative movement between these two structural areas, in particular the stiff and the soft structure, can occur if the mechanical load is correspondingly high.

[0022] In contrast, by means of the rear structure according to the invention, a load path, in particular an additional one, can be created by the securing element, whereby the relative movement between the cross member and the rear end section can be kept particularly small in the event of an accident-related impact on the cross member and / or the rear end section, i.e. in the event of an accident, in particular a rear-end impact. As a result, a particularly large intrusion of the soft structure, which can in particular be referred to as the soft structural area, and thus intrusion into the vehicle interior can be particularly reliably prevented. In particular, impact on a seating system and thus impact on vehicle occupants can be particularly reliably prevented. As a result, the safety, in particular the passive safety, of the passenger car can be particularly increased.By means of the rear end structure according to the invention, a structure for bodyshells can be created that is as cost-optimized and / or weight-optimized and / or space-optimized as possible, and in particular is modularly adaptable, which can optimally protect the occupants of the passenger car, thereby significantly improving the safety of the occupants, particularly in the event of a rear-end collision. At the same time, particularly large and / or heavy additional structures of the passenger car, particularly in a platform of the passenger car, can be avoided. Thus, the weight of the passenger car, in particular of the rear end structure, can be kept particularly low. The particularly low weight can significantly increase customer benefits since, for example, a range optimization of the passenger car, designed, for example, as a battery-electric vehicle, can be achieved through a particularly low vehicle structure weight.Furthermore, the securing element can be used across different construction variants, i.e., for different construction variants of the passenger car. In other words, the securing element, which is particularly suitable for different construction variants, can be designed as an assembly part and, depending on the equipment, can be installed in different vehicle variants and / or vehicle configurations. This allows, for example, cost optimization and / or weight optimization to be achieved through modularization for different vehicle configurations, for example, with regard to the number of seats in the rear of the vehicle and / or with regard to dimensional concept variations, such as wheelbases, standing heights, and / or overhangs, preferably on a common platform.

[0023] The securing element can be, is, or is subjected to at least one tensile force as a result of an accident-related relative movement of the rear end section and the cross member in the vehicle's longitudinal direction. This means that the securing element can be, or is, subjected to, tensile stress, in particular mechanical stress, during the accident-related relative movement of the rear end section and the cross member. In other words, the securing element is designed as a tensile element, in particular as a tension band. The rear end section and the cross member are thus connected to one another, for example, in particular at the rear, by the tension band. This makes it possible to counteract the relative movement particularly reliably, in particular in a particularly low-cost manner. This means that the relative movement can be kept particularly small or prevented in a particularly low-cost manner.This can significantly increase the safety of the passenger car.

[0024] The relative movement of the rear end section and the cross member can be understood in particular as a relative movement between the rear end section and the cross member, in particular a movement of the rear end section relative to the cross member and / or a movement of the cross member relative to the rear end section. The accident-related relative movement is or includes, for example, an accident-related deformation of the rear end section and / or the cross member. The deformation is, for example, at least plastic deformation. The fact that the relative movement is accident-related can be understood in particular as meaning that the relative movement results at least partially from an accident-related mechanical load on the rear vehicle structure, for example in a collision with an obstacle formed separately from the passenger car.

[0025] In a further embodiment, the securing element secures or can be secured against accident-related movement, particularly deformation, relative to the cross member in the vehicle's longitudinal direction, which may occur forwards in the vehicle's longitudinal direction. In other words, the securing element prevents or can be prevented from accident-related movement of the rear end part relative to the cross member in the vehicle's longitudinal direction. This allows the relative movement between the rear end part and the cross member to be kept particularly small, thereby significantly increasing the safety of the passenger car.

[0026] In a further embodiment, it is provided that the securing element, in particular the first fastening point and / or the second fastening point, is arranged at least substantially centrally with respect to the transverse direction of the passenger car. In other words, a vehicle center plane of the passenger car runs through the securing element, wherein the vehicle center plane runs perpendicular to the vehicle transverse direction. In particular, the vehicle center plane is or will be spanned by a vehicle longitudinal axis and a vehicle vertical axis of the passenger car. Thus, the rear end part and the cross member are connected to one another, in particular at the rear with respect to the vehicle longitudinal direction, by the load path in the region of the vehicle center plane. As a result, the rear end part can be particularly well protected against relative movement.This allows the relative movement to be kept to a minimum, significantly increasing the safety of the passenger car. In particular, the central positioning can improve safety in a particularly space-saving and / or weight-saving manner. The vehicle center plane can be understood, in particular, as an imaginary or virtual plane.

[0027] In a further embodiment, it is provided that the rear end part has at least one lock connection area, via which at least one locking device, for example designed as a striker, for locking the tailgate is to be held or is held, in particular directly, on the rear end part. In other words, the locking device is arranged, in particular fastened, to the rear end part via the lock connection area. Locking the tailgate can be understood in particular as locking the tailgate in the closed position. This means that the tailgate locked with the locking device is secured against any, in particular undesired, movement of the tailgate from the closed position, in particular into the open position.

[0028] Preferably, the second fastening point is arranged in the region, in particular directly in the region, of the lock connection area. In other words, the second fastening point is located at least close to, in particular in the immediate vicinity of, the lock connection area. Thus, the rear end part and the cross member are connected to one another, in particular at the rear in the vehicle transverse direction, by the load path in the region of the lock connection area of ​​the tailgate on the rear end part. As a result, the securing element can be arranged on the rear end part in a particularly space-saving manner. Furthermore, the manufacturing effort for producing the rear end structure, in particular of the passenger car, can be kept particularly low because the locking device, in particular the striker, and the securing element can, for example, be fastened together to the rear end part.

[0029] In a further embodiment, it is provided that the cross member and the rear end part are directly connected to one another via the securing element. In other words, the securing element is arranged, in particular held, directly on the cross member via the first fastening point, in particular at the first fastening point, and the securing element is arranged, in particular held, directly on the rear end part via the second fastening point, in particular at the second fastening point. Thus, the securing element preferably directly contacts the cross member and the rear end part.

[0030] This makes it possible to create a particularly short load path between the cross member and the rear end section. The load path or the securing element can therefore be designed such that the securing element or the load path connects the first fastening point of the securing element on the cross member and the second fastening point of the securing element on the rear end section over a particularly short path or the shortest path. The short or shortest path can be understood in particular to mean a short or smallest development length. This makes it possible to particularly increase the mechanical load-bearing capacity of the securing element, whereby the relative movement can be kept particularly small. Furthermore, the securing element can be designed to be particularly lightweight, since, for example, material costs can be kept particularly low.

[0031] In a further embodiment, it is provided that the securing element is screwed to the cross member via the first fastening point, in particular at least indirectly or directly. In other words, the first fastening area, i.e., a connection area of ​​the securing element to the cross member, is designed as a screw connection. This allows the securing element to be attached to the cross member particularly securely and / or with particularly little effort.

[0032] In a further embodiment, the securing element is screwed to the rear end section via the second fastening point, in particular at least directly or indirectly. In other words, the second fastening point, i.e., a connection area of ​​the securing element to the rear end section, is designed as a screw connection. This allows the securing element to be attached to the rear end section particularly securely and / or with particularly little effort.

[0033] In a further embodiment, it is provided that a screw head of a screw element, by means of which the securing element is screwed to the rear end section via the second fastening point, in particular at the second fastening point, is arranged on a side of the rear end section facing upwards in the vehicle's vertical direction. In other words, an assembly direction in which the screw element for fastening the securing element to the rear end section can be arranged in at least one through-opening, in particular of the rear end section and / or the securing element, i.e., can be passed through the through-opening, has at least one component pointing downwards in the vehicle's vertical direction, in particular a vectorial component.

[0034] Thus, the connection area of ​​the securing element to the rear end section is designed, for example, as a screw connection with a screw that is inserted through the lock connection area on the rear end section to the outside of the vehicle. This allows the securing element to be attached to the rear end section with particularly little effort. This allows the manufacturing costs of the rear end structure, especially of the passenger car, to be kept particularly low.

[0035] A second aspect of the invention relates to a passenger car with a rear-end structure according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0036] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments 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.

[0037] Showing: Fig. 1 is a schematic and perspective partial view of a rear body structure according to the invention; and Fig. 2 is a schematic partial sectional view of a rear body structure according to the invention; and Fig. 3 a schematic and perspective partial view of a rear body structure according to the invention according to a further embodiment; and Fig. 4 is a schematic rear view of a rear body structure according to the invention; and Fig. 5 is a schematic plan view of a rear body structure according to the invention; and Fig. 6 is a schematic partial sectional view of a rear body structure for illustrating a rear collision; and Fig. 7 is a schematic partial sectional view of a rear body structure for illustrating a rear collision; and Fig. 8 is a schematic partial sectional view of a rear body structure for illustrating a rear collision; and Fig. 9 is a schematic partial sectional view of a rear body structure for illustrating a rear collision; and Fig. 10 is a schematic further rear view of a rear body structure for illustrating a rear collision.

[0038] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0039] Fig. Figure 1 shows a schematic and perspective partial view of a rear-end structure 10 for a body 12 of a passenger car. The body 12 is preferably designed as a self-supporting body 12 and can in particular be referred to as a vehicle body. Fig. 2 shows the rear car structure 10 in a schematic partial sectional view.

[0040] The rear-end structure 10, in particular the body 12, has at least two longitudinal members 14, 16. For example, a first of the longitudinal members 14 is arranged on a first side, and the second of the longitudinal members 16 is arranged on a second side of the passenger car, in particular the rear-end structure 10, opposite the first side in the vehicle transverse direction 18. The rear-end structure 10, in particular the body 12, has at least one cross member 20, which is designed, for example, as a rear cross member 20. The cross member 20 is preferably a flexible cross member.

[0041] In the exemplary embodiment, the flexible cross member has at least one transverse element 20a, the main direction of extension of which extends, for example, at least substantially in the vehicle transverse direction 18. Furthermore, in the exemplary embodiment, the flexible cross member has two longitudinal elements 20b, 20c, which are spaced apart from one another, in particular in the vehicle transverse direction 18, and protrude obliquely or perpendicularly, in particular towards the front in the vehicle longitudinal direction 41, from the transverse element 20a. A respective main direction of extension of the respective longitudinal element 20b, 20c runs, for example, at least substantially in the vehicle longitudinal direction 41. The longitudinal elements 20b, 20c preferably adjoin the transverse element 20a at least indirectly, in particular directly, towards the front. In particular, the longitudinal elements 20b, 20c are connected to one another, preferably in the vehicle transverse direction 18, via the transverse element 20a.In the exemplary embodiment, the transverse element 20a projects outward beyond the longitudinal elements 20b, 20c in the vehicle's transverse direction 18. This means that the transverse element 20a extends further outward in the vehicle's transverse direction 18 than the longitudinal elements 20b, 20c. The respective longitudinal element 20b, 20c is designed, for example, as a respective crash box, which can be referred to in particular as a respective crash element or as an energy absorption element.

[0042] The longitudinal elements 20b, 20c can be formed integrally with the transverse element 20a. Thus, the flexible cross member can be formed integrally, i.e., from a single piece, for example, a monoblock. Alternatively, the longitudinal elements 20b, 20c can be formed separately from the transverse element 20a and, in particular, separately from one another. Thus, the flexible cross member can be an assembly comprising at least the transverse element 20a and the longitudinal elements 20a, 20b, which are, in particular, formed separately from one another. It can therefore be an assembly comprising the transverse element 20a with the crash boxes.

[0043] The longitudinal members 14, 16 are connected to one another via the cross member 20, in particular at least indirectly or directly, for example via the longitudinal elements 20b, 20c of the flexible cross member or directly via the cross element 20a. For example, the flexible cross member is held at least indirectly, in particular directly, to the longitudinal members 14, 16 via the longitudinal elements 20b, 20c. Thus, the longitudinal elements 20b, 20c are connected, for example, at the ends to the longitudinal members 14, 16, which can in particular be referred to as rear longitudinal members 14, 16. The respective longitudinal element 20b, 20c can be understood, for example, as an extension of the first or second longitudinal member 14, 16, in particular on an outer side of the vehicle.

[0044] The rear vehicle structure 10 has at least one loading space opening 22, which can be closed by a tailgate 26 pivotable between at least one open position and a closed position 24. In Fig. 2, the tailgate 26 is in the closed position 24, whereby the loading space opening 22 is closed by the tailgate 26, in particular completely.

[0045] The rear end structure 10 has at least one rear end part 30 arranged, at least in some areas, higher than the cross member 20 and the longitudinal members 14, 16 in the vertical direction 28 of the passenger car. This rear end part 30 is formed separately from the cross member 20 and the longitudinal members 14, 16. In the exemplary embodiment, at least the cross member 20 and the longitudinal members 14, 16 are part of a floor assembly 32, which can be referred to in particular as a rear end assembly.

[0046] In the Fig. In the embodiment shown in Figure 2, the rear end part 30 has at least one inner part 34 and at least one outer part 36, which is formed separately from the inner part 34. Preferably, the inner part 34 and the outer part 36 define a cavity 38 at least partially, in particular predominantly or completely. The cavity 38 preferably extends at least partially, in particular predominantly or completely, within the rear end part 30.

[0047] The rear end part 30, in particular the inner part 34, delimits the loading space opening 22 downwards at least partially, in particular predominantly or completely, at least in the vehicle's vertical direction 28. For example, at least one loading edge 40 of the loading space opening 22 or of a loading space of the passenger car is at least partially formed by the rear end part 30, in particular the inner part 34.

[0048] For example, the rear end part 30, in particular the outer part 36, has at least one outer side 42 pointing rearward, in particular in the vehicle longitudinal direction 41.

[0049] In order to be able to particularly increase the safety of the passenger car, in particular the passive safety of the passenger car, at least one securing element 48 is provided, which is held on the cross member 20 via a first fastening point 44 and on the rear end part 30, in particular on the inner part 34 and / or on the outer part 36, via a second fastening point 46, which is different from the first fastening point 44, and via which the cross member 20 and the rear end part 30 are connected to one another, in particular in a force-transmitting manner, preferably directly. The respective fastening region 44, 46 is designed, for example, as a respective flange region.

[0050] Fig. 3 shows the rear vehicle structure 10 in a schematic and perspective partial view according to a further embodiment, in which the cross member 20 and / or the securing element 48 and / or the rear end part 30 is at least partially, in particular predominantly or completely, covered rearward in the vehicle longitudinal direction 41 by a cover element 50, which is designed, for example, as a bumper, in particular a rear bumper. The bumper can in particular be referred to as a "rear bumper." This is also shown in Fig. 2 illustrates.

[0051] In the event of an accident involving a passenger car, the rear vehicle structure 10 is impacted, for example, by an obstacle 51 formed separately from the passenger car, in particular mechanically, which can be referred to, for example, as a crash barrier or as an opposing vehicle. The accident may be a rear-end collision, which in Fig. 2 is illustrated by way of example. In the event of a collision with the obstacle 51, the cross member 20 and the rear end part 30 can be mechanically impacted by the obstacle 51, in particular via the cover element 50, i.e. can be subjected to at least one accident-related force. As a result of the impact on the cross member 20 and the rear end part 30, an accident-related relative movement of the rear end part 30 and the cross member 20 can occur, since the rear end part 30 and the cross member 20 have, for example, different strengths and / or rigidities. During this relative movement, which can in particular be referred to as an accident-related relative movement, the rear end part 30 can be moved forward in the vehicle longitudinal direction 41 relative to the cross member 20, for example due to deformation of the rear end part 30.

[0052] In the exemplary embodiment, it is provided that the securing element 48 can be or is subjected to at least one tensile force as a result of the accident-related relative movement of the rear end part 30 and the cross member 20 in the vehicle's longitudinal direction 41, in particular forward. The securing element 48 is thus designed, for example, as a tension band. By means of the securing element 48, a load path in the form of a tension band can be realized from the rear end part 30 to the cross member 20, which is designed, in particular, as a flexible cross member. The securing element 48 has, for example, a rectangular cross-section, the main direction of extension of which runs, for example, at least substantially in the vehicle's transverse direction 18. A width of the securing element 48 extending in the vehicle's transverse direction 18 is, for example, at least 10 times, in particular at least 15 or 20 times, as large as a wall thickness of the securing element 48.

[0053] Furthermore, the exemplary embodiment provides that the rear end part 30 is secured or can be secured by means of the securing element 48 against an accident-related movement relative to the cross member 20 extending forward in the vehicle's longitudinal direction 41. This means that the rear end part 30 is secured by the securing element 48 against the accident-related relative movement in which the rear end part 30 is to be or is to be moved forward relative to the cross member 20 in the vehicle's longitudinal direction 41.

[0054] Fig. 4 shows the rear car structure 10 in a schematic rear view. Fig. 5 shows the rear car structure 10 in a schematic plan view. As can be seen particularly well in Fig. 4 and Fig. As can be seen in Figure 5, the exemplary embodiment provides for the securing element 48, in particular the fastening points 44, 46, to be arranged at least substantially centrally relative to the transverse direction 18 of the passenger car. The securing element 48 is thus, for example, equidistant from the first longitudinal member 14 and the second longitudinal member 16 in the transverse direction 18 of the vehicle, with the securing element 48 preferably being arranged between the longitudinal members 14, 16 in the transverse direction 18 of the vehicle.

[0055] In the exemplary embodiment, it is provided that the rear end part 30, in particular the inner part 34, has at least one lock connection area 52, via which at least one locking device 54, in particular designed separately from the rear end part 30, for locking the tailgate 26, in particular directly, is to be held or is held on the rear end part 30, in particular on the inner part 34. The locking device 54, which can also be referred to simply as a lock, for example, is designed as a striker, for example. For example, at least one locking element 56, designed in particular to correspond to the striker, is arranged on the tailgate 26 and can be positively connected to the striker to lock the tailgate 26.In the exemplary embodiment, the second fastening point 46 is arranged at least in the region of the lock connection area 52, in particular on or in the lock connection area 52. In particular, the second fastening point 46 can be covered or is covered at least partially, in particular predominantly or completely, by the closing element 56 in the closed position 24 of the tailgate 26.

[0056] In the exemplary embodiment, it is further provided that the securing element 48 is screwed to the cross member 20 via the first fastening point 44, in particular directly. Alternatively or additionally, it is preferably provided that the securing element 48 is screwed to the rear end part 30, in particular to the inner part 34 and / or the outer part 36, via the second fastening point 46, in particular directly. The second fastening point 44 of the load path, also referred to as the connection area, is thus attached to the rear end part 30, for example as a screw connection in, in particular directly, proximity to the lock connection area 52, i.e., a connection of the locking device 54, which can be referred to in particular as a rear door lock.

[0057] The securing element 48 and the rear end part 30 can be screwed together at the second fastening point 46 by means of one screw element 58 or by means of several screw elements 58. A screw head 60 of the screw element 58, in particular of the respective screw element, is arranged, for example, on a side 62 of the rear end part 30, in particular of the inner part 34, facing upwards in the vehicle vertical direction 28. This allows the securing element 48 to be mounted on the rear end part 30 with particularly little effort.

[0058] Fig. 6 to Fig. Figure 10 shows a schematic partial sectional view of a further rear-car structure 10a, which can be referred to in particular as a conventional rear-car structure 10a. The further rear-car structure 10a does not have a securing element 48, and is therefore free of the securing element 48. Fig. 6 to Fig. 10 illustrates a rear-end collision of the further rear-end structure 10a with the obstacle 51, in which the further rear-end structure 10a is mechanically impacted by the obstacle 51 from behind, in particular with respect to the vehicle longitudinal direction 41. Fig. 6 shows the further rear car structure 10a at the time of the collision with the obstacle 51 and Fig. 7 to 10 show the further rear car structure 10a at a respective later point in time, in which a deformation of the further rear car structure 10a has already taken place due to mechanical impact with the obstacle 51. In particular, Fig. 6 to 10 time steps of the rear collision, i.e. a temporal sequence of the rear collision, are illustrated. In particular, because an upper region 64, relative to the vehicle vertical direction 28, has a lower stiffness and / or lower strength than a lower region 66 of the further rear vehicle structure 10a, relative to the vehicle vertical direction 28, the upper region 64 is deformed more strongly by the mechanical impact of the obstacle 51 than the lower region 66. In the Fig. 6 and Fig. In the example shown in Figure 7, the upper region 64 comprises the rear end part 30 and the lower region 66 comprises the cross member 20 and the longitudinal members 14, 16. Due to the deformation of the upper region 64, in particular of the rear end part 30, an accident-related relative movement of the rear end part 30 and the cross member 20 occurs in the further rear vehicle structure 10a, wherein the rear end part 30 is moved forward in the vehicle longitudinal direction 41 relative to the cross member 20 during this relative movement. A distance 70 between the cross member 20 and the rear end part 30 is thereby Fig. 7 is greater than at the time of the collision in Fig. 6. These in Fig. 6 and Fig.The relative movement illustrated in Figure 7 can be avoided or minimized in the rear-end structure 10a by the securing element 48. This can significantly increase the safety of the rear-end structure 10, in particular of the passenger car having the rear-end structure 10.

[0059] The respective region 64, 66 can be understood, in particular, as a respective structural region, wherein the upper region 64 can be referred to, in particular, as a soft structural region and the lower region 66 can be referred to, in particular, as a hard or rigid structural region. The distance 70 can be understood, in particular, as a relative distance of the cross member 20, also referred to as a rear bending cross member, from the lock area, in particular the tailgate 26.

[0060] Overall, it can be seen that by means of a, in particular additional, load path in the form of the securing element 48 between the rear end part 30 and the cross member 20, which is designed in particular as a rear bending cross member, the energy transfer to the other party in the accident or the crash barrier can be particularly improved and the relative movement, in particular between the lock connection area 52 on the rear end part 30, can be particularly minimized. As a result, intrusion of the other party in the accident or the crash barrier into a vehicle interior 72 of the passenger car can be avoided or particularly reduced, and a, in particular mechanical, impact on a seat system, and thus in particular a mechanical impact on at least one vehicle occupant, can be avoided.This means that safety against mechanical impact on the seat system and / or the vehicle occupant can be significantly increased. This significantly improves the safety of the vehicle occupants, also known as occupant safety.

[0061] By means of the securing element 48, a, in particular modular, modular system can be created which can serve to strengthen the body 12, in particular referred to as the vehicle body structure, to protect the vehicle occupants in the vehicle interior 72, in particular in passenger cars which are based on a common platform, but which, for example, compared to a basic vehicle, i.e. a basic construction variant, have to meet increased requirements with regard to a number of seats in the rear of the vehicle and / or with regard to dimensional concepts, such as wheelbases, standing heights, overhangs, and thus have to meet particularly high requirements with regard to occupant safety.In other words, a modular, adaptable structure for bodyshells can be created that is as cost-optimized, weight-optimized, and / or space-optimized as possible. This structure can optimally protect the occupants of the passenger car and significantly improve their safety, particularly in the event of a rear-end collision, for example, in passenger cars based on the common platform but with increased requirements compared to the base vehicle. At the same time, particularly large or heavy additional structures in the platform can be avoided, with the securing element 48 ideally being installed as an assembly solution as part of a special equipment package, for example, together with additional seats.

Claims

[1] Rear end structure (10) for a body (12) of a passenger car, comprising at least two longitudinal members (14, 16), at least one cross member (20) by means of which the longitudinal members (14, 16) are connected to one another, a loading space opening (22) which can be closed by a rear flap (26) pivotable between at least one open position and one closed position (24), and at least one rear end section (30) arranged at least partially further up than the cross member (20) and the longitudinal members (14, 16) in the vehicle vertical direction (28) of the passenger car, which rear end section (30) at least partially delimits the loading space opening (22) downwards, at least in the vehicle vertical direction (28), wherein at least one securing element (48) is provided which is held on the cross member (20) via a first fastening point (44) and held on the rear end section (30) via a second fastening point (46),via which the cross member (20) and the rear end part (30) are connected to each other, , characterized by that the securing element (48) can be subjected to a tensile force as a result of an accident-related relative movement of the rear end part (30) and the cross member (20) in the vehicle's longitudinal direction (41). [2] Rear body structure (10) according to claim 1, characterized by that the rear end part (30) is secured by means of the securing element (48) against an accident-related movement forward in the vehicle longitudinal direction (41) relative to the cross member (20). [3] Rear vehicle structure (10) according to one of the preceding claims, characterized by that the securing element (48) is arranged at least substantially centrally with respect to a transverse direction (18) of the passenger car. [4] Rear vehicle structure (10) according to one of the preceding claims, characterized bythat the rear end part (30) has at least one lock connection area (52), via which at least one locking device (54) for locking the tailgate (26) is to be held on the rear end part (30), and the second fastening point (46) is arranged in the area of ​​the lock connection area (52). [5] Rear vehicle structure (10) according to one of the preceding claims, characterized by that the cross member (20) and the rear connection part (30) are directly connected to each other via the securing element (48). [6] Rear vehicle structure (10) according to one of the preceding claims, characterized by that the securing element (48) is screwed to the cross member (20) via the first fastening point (44). [7] Rear vehicle structure (10) according to one of the preceding claims, characterized by that the securing element (48) is screwed to the rear end part (30) via the second fastening point (46). [8] Rear body structure (10) according to claim 7, characterized by that a screw head (60) of a screw element (58), by means of which the securing element (48) is screwed to the rear end part (30) via the second fastening point (46), is arranged on a side (62) of the rear end part (30) facing upwards in the vertical direction (28) of the vehicle. [9] Passenger car with a rear body structure (10) according to one of the preceding claims.

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