Reinforcing element for a vehicle, body structure, vehicle manufacturing process and vehicle

Abstract

A reinforcement element (10) is proposed, which is designed to be inserted into a sill cavity (27) of a vehicle body shell (30). The reinforcement element (10) comprises a reinforcement profile (12), at least one sliding element (14) which bears at least partially in a form-fitting manner against the reinforcement profile (12), and at least one connecting element (16) which is arranged on one longitudinal side of the reinforcement profile (12). The sliding element (14) is designed to guide the insertion of the reinforcement element (10) into the sill cavity (27). The connecting element (16) is designed to fasten the reinforcement profile (12) to the vehicle body shell (27).

Description

[0001] The invention relates generally to the field of vehicle bodies. In particular, the invention relates to a reinforcement element for a vehicle, a body structure for a vehicle, a method for vehicle manufacturing, and a vehicle.

[0002] The section of the vehicle body located between the front and rear wheel arches, or wheel wells, and extending lengthwise beneath the driver's and passenger's doors, is called the sill. In a side impact, the sill can distribute the load across various crossmembers, support members, and / or the rear fender of the body structure. This can be particularly important in electric vehicles, as the drive battery is typically located vertically at the level of the sill and should remain as undamaged as possible in an accident, especially a side impact. To ensure this, the sill can be reinforced with an energy-absorbing reinforcement profile.

[0003] To meet the increased safety requirements for vehicle occupants in the event of a collision, conventional reinforcement profiles are being fitted with more steel and / or aluminum. However, this increases the metallic mass in the body structure, which can complicate the drying and curing of paint and adhesives during the drying process. The use of materials such as steel or aluminum in a rocker panel can make cathodic dip painting (e-coating) through-curing challenging.

[0004] The invention is based on the objective of providing an improved reinforcement element for a vehicle. The invention is further based on the objective of providing an improved method for vehicle manufacturing which enables the simple and reliable installation of a reinforcement element according to the invention into a body-in-white after a cathodic dip coating (KTL) process.

[0005] The invention is defined in the independent claims. Advantageous embodiments of the invention are described in the dependent claims and the following description.

[0006] A first aspect of the present disclosure relates to a reinforcement element for a vehicle, which is designed to be inserted into a sill cavity of the vehicle's body shell. The reinforcement element comprises a reinforcement profile, at least one sliding element which bears at least partially in a form-fitting manner against the reinforcement profile, and at least one connecting element which is arranged on a longitudinal side of the reinforcement profile. The sliding element is designed to guide the insertion of the reinforcement element into the sill cavity. The connecting element is designed to fasten the reinforcement profile to the vehicle's body shell.

[0007] A reinforcement element for a vehicle, particularly a two-track vehicle, is proposed. This element can serve to reinforce the vehicle's rocker panel and is designed to be inserted into the rocker panel cavity of the body shell. The reinforcement element, specifically the reinforcement profile, can be designed to absorb impact energy. To provide increased reinforcement of the vehicle's rocker panel, the reinforcement profile can be made primarily of aluminum and / or steel. The reinforcement profile can be an extruded profile, a roll-formed profile, or another material.

[0008] The reinforcement element can be provided as an assembly, with the sliding element attached to the reinforcement profile and the connecting element at least partially pre-assembled on the reinforcement profile.

[0009] By integrating a sliding element, the reinforcement element can be securely and damage-free mounted to the already painted body shell. The sliding element is preferably made primarily of materials that allow for damage-free contact between the reinforcement element and the already painted body shell. Therefore, the sliding element is primarily made of plastic or coated with plastic. The sliding element can, for example, be clipped and / or screwed onto the underside of the reinforcement profile. The sliding element can guide the reinforcement profile in the transverse and vertical directions of the vehicle during insertion. Furthermore, the sliding element can prevent the reinforcement profile from tilting during insertion.In general, the sliding element in the context of the present disclosure can also be referred to as a sliding rail, protective rail, centering device or positioning device.

[0010] A connecting element is also arranged on the reinforcement profile. This element can have several components and can serve as a load-bearing element for attaching the reinforcement element to the body shell. The reinforcement element can have several connecting elements, which are preferably distributed along the length of the reinforcement element (i.e., in the longitudinal direction of the vehicle). The connecting element is preferably arranged on the inside of the reinforcement profile.

[0011] The reinforcement profile can, in principle, have a cross-section of any geometry. Preferably, the reinforcement profile has a rectangular or trapezoidal cross-section. Furthermore, the reinforcement profile can have a variable cross-section in the longitudinal direction of the vehicle.

[0012] Such a reinforcement element advantageously meets the safety requirements for vehicle occupants and the high-voltage battery. Furthermore, such a reinforcement element can be advantageously installed in the vehicle's body-in-white after the cathodic dip painting (KTL) process. This prevents an increased mass, particularly an increased metallic mass of the reinforcement element, from interfering with the KTL process. Moreover, such a reinforcement element ensures simple, safe, and damage-free insertion of the reinforcement profile into the body-in-white.

[0013] According to one embodiment, the reinforcement profile comprises aluminum and / or steel. Such a reinforcement profile can prove particularly advantageous for a partially electric vehicle. In a partially electric vehicle, the drive battery is typically located vertically at the level of the sill, which means that the demands placed on the sill, and especially on the reinforcement element, can be high. Both steel and aluminum offer suitable reinforcement for a sill due to their durability.

[0014] According to one embodiment, the sliding element is U-shaped. The two lateral legs of the U-shaped sliding element rest against the reinforcement profile and are designed to position the reinforcement profile within the sill cavity. The sliding element can rest against the reinforcement profile in such a way that it acts as a spacer between the reinforcement profile and the body shell. The sliding element is preferably a single piece. The sliding element can be an injection-molded part or a 3D-printed part.

[0015] The two legs of the U-shaped sliding element can further simplify the insertion of the reinforcement element.

[0016] According to one embodiment, the sliding element is attached to the underside of the reinforcement profile in the vehicle's vertical direction. A fastening element such as screws, clips, or bolts can be provided to attach the sliding element to the reinforcement profile. Preferably, the fastening element does not protrude from the sliding element, so that it cannot be in direct contact with the body shell. Alternatively, the fastening element can have a plastic head or a plastic cover that rests against the underside of the sliding element. The fastening element can also include a seal for sealing the reinforcement profile.

[0017] According to one embodiment, the sliding element, and in particular at least one lateral leg of the sliding element, comprises a spring element. The spring element is designed to position the reinforcement profile in the sill cavity. The spring element(s) can thus center or position the reinforcement element in the transverse direction of the vehicle when it is inserted into the sill cavity. The spring element can deform or bend in the transverse direction of the vehicle. This allows, for example, the compensation of tolerances in the transverse direction of the vehicle when the reinforcement element is inserted.

[0018] According to one embodiment, the connecting element has a seal. The seal can be pre-assembled on the reinforcement element. Advantageously, the seal protects the connection point between the reinforcement profile and the body shell from water ingress. The seal can be made of plastic, such as ethylene propylene diene monomer (EPDM) rubber or PVC, and can be clipped or glued to the reinforcement profile. The seal ensures a watertight seal between dry and wet areas.

[0019] According to one embodiment, the reinforcement profile has several chambers, in particular several chambers distributed in the transverse direction of the vehicle. The chambers can be individual components which, when assembled, form the reinforcement profile. Alternatively, the reinforcement profile is a single piece. By dividing the reinforcement profile into chambers, the energy of an impact can be dissipated efficiently.

[0020] According to one embodiment, the sliding element has a curvature designed to create line contact when the reinforcement profile is inserted into the sill cavity. This curvature significantly reduces the contact area between the underside of the reinforcement element and the body shell. A smaller contact area facilitates damage-free insertion of the reinforcement element into the sill cavity. Therefore, the curvature is preferably designed to form a line contact point with the body shell when the reinforcement element is inserted into the sill cavity. The contour of the curvature can, for example, form a Gaussian arc. Such a Gaussian arc can decrease in amplitude along the longitudinal direction of the vehicle.

[0021] According to one embodiment, the reinforcement profile further comprises a protective cap. The protective cap is arranged on one end face of the reinforcement profile in the longitudinal direction of the vehicle. The protective cap is preferably made of plastic. The protective cap can be pre-mounted on one or both end faces of the reinforcement profile and can ensure the guidance of the reinforcement profile or the reinforcement element in the transverse direction and / or in the vertical direction of the vehicle. The protective cap can ensure that the reinforcement element abuts the A-pillar of the vehicle in the longitudinal direction. The protective cap can be an injection-molded part or a 3D-printed part.

[0022] A second aspect of the present disclosure relates to a body structure for a vehicle. The body structure comprises a body shell with a sill cavity and a reinforcing element, as described above and / or below. The reinforcing element extends longitudinally into the sill cavity from the rear wheel arch of the vehicle. The body shell has an opening in the rear wheel arch leading to the sill cavity. The body shell is preferably painted, in particular by means of a cathodic dip coating (e-coating) process. The reinforcing element may be unpainted. The reinforcing element may extend from the A-pillar of the vehicle to the rear wheel arch. The sill cavity of the body shell may have different cross-sections in the longitudinal direction of the vehicle. Preferably, the sill cavity has at least a section of a cross-section that completely encloses the reinforcing element.

[0023] The body structure can also have two sill cavities, each containing a reinforcing element as described above and / or below. Such a body structure can be used for a two-track vehicle, particularly one that is partially electrically powered. The second reinforcing element can be an axially symmetrical counterpart to the first reinforcing element, with its mirror axis running parallel to the vehicle's longitudinal axis.

[0024] According to one embodiment of the body structure, the body structure further comprises a closure element designed to seal the opening in the rear wheel arch tightly, and in particular watertight. The closure element can be attached to the body shell, for example, by means of screws.

[0025] A third aspect of the present disclosure relates to a method for manufacturing vehicles, in particular for manufacturing a vehicle body structure. The method comprises the following steps: • Providing a body shell including a sill cavity, • Performing a cathodic dip coating (KTL) process on the body shell, • Inserting a reinforcement element in the longitudinal direction of the vehicle, as described above and / or below, through an opening in the rear wheel arch of the vehicle into the sill cavity of the body shell and • Attaching the reinforcement element to the body shell in the transverse direction of the vehicle.

[0026] In the vehicle manufacturing chain, particularly for a partially electric vehicle, the body shell with a cavity in the sill area can first be manufactured and subjected to a cathodic dip coating (e-coating) process. After the e-coating process, the reinforcement element can be inserted into the sill cavity from the rear wheel arch of the vehicle towards the A-pillar. This reinforcement element, acting as an energy-absorbing component to strengthen the sill, can be inserted into the body shell after the body shell has undergone the e-coating process. This avoids, for example, the need to increase the drying time in the e-coating process due to increased mass in the sill area.By performing the e-coating process on the body-in-white without a reinforcing element, it is possible to avoid the negative impact of the reinforcing element's mass, particularly its metallic mass. This can be especially advantageous with steel or aluminum reinforcing elements, as such elements have a high metallic mass. Inserting the reinforcing element after the e-coating process on the body-in-white eliminates the problem of insufficient drying of the e-coating in the rocker panel area during the e-coating process. Furthermore, the method according to the invention allows for the safe and damage-free insertion of the reinforcing element into the painted body-in-white.

[0027] When attaching the reinforcement element to the body shell in the transverse direction of the vehicle, the reinforcement element can be screwed in from inside the vehicle. The attachment of the reinforcement element to the body shell, particularly to the longitudinal member of the body shell, is preferably carried out from inside the vehicle using the pre-assembled connecting element.

[0028] According to one embodiment of the method, after the reinforcement element has been attached, the opening in the rear wheel arch of the vehicle is closed, in particular by means of a closing element.

[0029] According to one embodiment of the method, a protective cap is pre-mounted on one or both of the end faces of the reinforcement profile before the reinforcement element is inserted into the sill cavity.

[0030] A fourth aspect of the present disclosure relates to a vehicle. The vehicle has a reinforcing element, as described above and / or below, or a body structure, as described above and / or below. The vehicle preferably has two reinforcing elements, each arranged in a sill cavity of the body shell. The vehicle is preferably a partially electrically powered vehicle. In electrically powered vehicles, the requirements for the reinforcing element with regard to resistance in a side impact can be particularly high. Therefore, the presence of a reinforcing element, as described above and / or below, can prove to be particularly advantageous in a partially electrically powered vehicle.

[0031] All benefits, revelations and / or explanations described above and / or below in relation to one aspect of the present revelation apply equally to all other aspects of the present revelation.

[0032] Exemplary embodiments of the invention are described below with reference to the figures. Fig. Figure 1 schematically shows a perspective view of a reinforcement element according to an exemplary embodiment; Fig. Figure 2 shows an enlarged partial section view along the section plane AA from the Fig. 1; Fig. Figure 3 schematically shows a perspective view of a reinforcement element according to an exemplary embodiment; Fig. Figure 4 schematically shows another perspective view of a reinforcement element according to an exemplary embodiment; Fig. Figure 5 schematically shows a perspective view of a body structure according to an exemplary embodiment and Fig. Figure 6 schematically shows a process step of a process for vehicle manufacturing according to an exemplary embodiment.

[0033] Similar, similar-looking, identical, or equivalent elements are marked with similar or identical reference symbols in the figures. The figures are merely schematic and not to scale.

[0034] Fig. Figure 1 schematically shows a perspective view of a reinforcement element 10 according to an exemplary embodiment. The reinforcement element 10 of the Fig. 1 has a reinforcing profile 12 and two sliding elements 14, which are attached to the lower side of the reinforcing profile 12. Each sliding element 14 can be attached to the reinforcing profile 12 by means of fastening elements 15 (see Figure 1). Fig. 2) The reinforcing element 10 further comprises a connecting element 16, which, however, is not in Fig. 1 can be seen because it is located on the inside of the vehicle on a longitudinal side of the reinforcement profile 12 (see Fig. 3) The reinforcing element 10 of the Fig. 1 further features a protective cap 25, which is at least partially made of plastic. The protective cap 25 is clipped or glued to an end face of the reinforcement profile. When the reinforcement element 10 is in the installed state, i.e., in the sill cavity, the protective cap 25 can ensure a stop against the A-pillar of the vehicle. A second protective cap 25 can be arranged on the reinforcement profile 12 at the end face of the reinforcement element 10 opposite the longitudinal direction x of the vehicle. The second protective cap 25 can ensure a stop against a closing element of an opening 26 of the rear wheel arch 28 of the vehicle (see Figure 1). Fig. 5) The reinforcement profile 12 of the Fig. 1 is a single piece and has three chambers 20. The chambers 20 are designed to progressively dissipate energy in the event of a side impact.

[0035] Fig. Figure 2 shows an enlarged partial section view along the section plane AA from the Fig. 1. The sliding element 14 of the Fig. 1 and Fig. 2 is attached to the underside of the reinforcement profile 12 by means of screws. The sliding element 14 preferably rests in a form-fitting manner against the reinforcement profile 12. The sliding element 14 can be U-shaped. The sliding element 14 of the Fig. 1 and Fig. 2 has two bulges 23 which serve as a contact point between the body shell 30 and the reinforcement element. Preferably, the two bulges 23 are designed such that when the reinforcement element 10 is inserted into the sill cavity 27, two line contacts 24 are formed.

[0036] Fig. Figure 3 schematically shows a perspective view of a reinforcement element 10 according to an exemplary embodiment. The reinforcement element 10 of the Fig. 3 has at least two connecting elements 16, which can serve as load-bearing elements of the reinforcement element 10. Each connecting element 16 can have a seal 18 and a bushing 17. The reinforcement element 10 can be screwed to the body shell 30 via the bushing 17. Preferably, a self-tapping bushing 17 with a thread is used. The legs 19 of the sliding element 14 of the Fig. Each of the 3 components has a spring element 21 designed as a wing. The spring properties of the spring elements 21 can be determined by the choice of material and the material thickness of the spring element 21 itself. For example, one leg of the sliding element 14 can have a wing that is bendable, particularly in the transverse direction y of the vehicle. When the reinforcement element 10 is attached to the body shell 30, the reinforcement element 10 can be pushed or pulled in the transverse direction towards the interior of the vehicle, causing the wing or spring element on the interior side to be compressed or bent.

[0037] Fig. Figure 4 schematically shows another perspective view of a reinforcement element 10 according to an exemplary embodiment. The reinforcement element 10 of the Fig. 4 has two sliding elements 14 and four connecting elements 16. The reinforcing element 10 is particularly scalable and can be advantageously modified in its cross-section and / or length as required.

[0038] Fig. Figure 5 schematically shows a perspective view of a body structure 40 according to an exemplary embodiment. The body structure 40 comprises a body shell 30 and a reinforcement element 10. The reinforcement element 10 of the body structure 40 of Fig. 5 is in the assembled state and is arranged in the sill cavity 27 of the body shell 30. The reinforcement element 10 is inserted into the sill cavity 27 after a cathodic dip coating (KTL) process, preferably according to a method according to the invention. For this purpose, the wheel arch 28 has an opening 26. The opening 26 is preferably closed, preferably watertight, after the reinforcement element 10 has been inserted. The insertion of the reinforcement element 10 can predominantly take place in a single spatial direction, namely in the longitudinal direction x of the vehicle. The reinforcement element 10 is thus pushed through the opening 26 until it reaches its stop. In order to prevent the reinforcement element 10, which, for example, comprises steel and / or aluminum, from coming into contact with the painted body shell 30 when it reaches its stop, the reinforcement element 10 preferably has a protective cap 25.The protective cap 25 preferably comprises plastic and can be at least partially compressible in the longitudinal direction x of the vehicle. The protective cap 25 provides haptic feedback when the reinforcement element 10 is inserted, signaling that the stop has been reached.

[0039] Fig. Figure 6 schematically shows a process step of a vehicle manufacturing process according to an exemplary embodiment. Fig. 6. The reinforcement element 10 is inserted into the sill cavity 27 through the opening 26 of the wheel arch 28 in the longitudinal direction x of the vehicle. The reinforcement element 10 is then attached to the body shell 30 in the transverse direction y of the vehicle, in particular by means of connecting elements 16. Finally, to seal the sill cavity 27 tightly, and in particular watertight, a sealing element can be fitted over the opening 26.

[0040] It should be further noted that the terms "comprising" and "comprising" do not exclude other elements, and the indefinite articles "a" or "an" do not exclude a plurality. It should also be noted that features and steps described with reference to one of the above embodiments may also be used in combination with other features and steps of other embodiments described above. Reference numerals in the claims are not to be considered limitations. Reference symbol list 10 Reinforcing element 12 Reinforcement profile 14 sliding element 15 Fastening element 16 Connecting element 17 socket 18 Seal 19 thighs 20th Chamber 21 Spring element 23 Curvature 24 line touches 25 Protective cap 26 Opening 27 Sill cavity 28 wheel arch 30 Body shell 40 Body structure x Vehicle longitudinal direction y vehicle transverse direction z Vehicle lifting direction

Claims

[1] Reinforcing element (10) for a vehicle, which is designed to be inserted into a sill cavity (27) of a body shell (30) of the vehicle, comprising a reinforcement profile (12), at least one sliding element (14) which at least partially rests in a form-fitting manner against the reinforcement profile (12) and at least one connecting element (16) which is arranged on a longitudinal side of the reinforcement profile (12), wherein the sliding element (14) is designed to guide the insertion of the reinforcement element (10) into the sill cavity (27) and wherein the connecting element (16) is designed to attach the reinforcement profile (12) to the body shell (27) of the vehicle. [2] Reinforcing element (10) according to claim 1, wherein the reinforcing profile (12) comprises aluminium and / or steel. [3] Reinforcing element (10) according to any one of the preceding claims, wherein the sliding element (14) is U-shaped and wherein the two lateral legs (19) of the U-shaped sliding element (14) rest against the reinforcement profile (12) and are designed to position the reinforcement profile (12) in the sill cavity (27). [4] Reinforcing element (10) according to one of the preceding claims, wherein the sliding element (14) is attached to the underside of the reinforcing profile (12) in the vehicle vertical direction (z). [5] Reinforcing element (10) according to one of the preceding claims, wherein the sliding element (14), in particular at least one lateral leg (19) of the sliding element (14), has or have a spring element (21), wherein the spring element (21) is configured to position the reinforcing profile (12) in the sill cavity (27). [6] Reinforcing element (10) according to one of the preceding claims, wherein the connecting element (16) has a seal (18). [7] Reinforcing element (10) according to one of the preceding claims, wherein the reinforcing profile (12) has several chambers (20), in particular several chambers (20) distributed in the transverse direction (y) of the vehicle. [8] Reinforcing element (10) according to one of the preceding claims, wherein the sliding element (14) has a curvature (23) which is designed such that a line contact (24) is created when the reinforcing element (10) is inserted into the sill cavity (27). [9] Reinforcing element (10) according to one of the preceding claims, wherein the reinforcing profile (10) further comprises a protective cap (25) which is arranged in the longitudinal direction (x) of the vehicle on an end face of the reinforcing profile (12). [10] Body structure (40) for a vehicle, comprising a body shell (30) with a sill cavity (27) and a reinforcement element (10) according to one of claims 1 to 9, wherein the reinforcement element extends in the longitudinal direction (x) of the vehicle into the sill cavity (27) starting from the rear wheel arch (28) of the vehicle and wherein the body shell (30) has an opening (26) in the rear wheel arch (28) towards the sill cavity (27). [11] Body structure (40) according to claim 10, further comprising a closure element which is designed to close the opening (26) in the rear wheel arch (28) tightly, in particular watertight. [12] A method for vehicle manufacturing comprising the following steps • Providing a body shell (30) having a sill cavity (27), • Performing a cathodic dip coating (KTL) process on the body shell (30), • Insertion in the longitudinal direction (x) of the vehicle of a reinforcement element (10) according to one of claims 1 to 9 through an opening (26) in the rear wheel arch (28) into the sill cavity (27) of the body shell (30) and • Attaching the reinforcement element (10) in the transverse direction (y) of the vehicle to the body shell (30). [13] Method according to claim 12, wherein after attaching the reinforcement element (10) the opening (26) in the rear wheel housing (28) of the vehicle is closed, in particular by means of a cover. [14] Method according to one of claims 12 and 13, wherein a protective cap (25) is pre-mounted on one or both of the end faces of the reinforcement profile (12) before the reinforcement element (10) is inserted into the sill cavity (27). [15] Vehicle comprising a reinforcement element (10) according to one of claims 1 to 9 or a body structure (40) according to one of claims 10 and 11.

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