A-pillar of a motor vehicle body

Abstract

The present development relates to a motor vehicle body and an A-pillar intended therefor, wherein the A-pillar comprises the following: - a first profile part (20) having an elongated first flange portion (22), - a second profile part (30) having an elongated second flange portion (32), - wherein the first profile part (20) and the second profile part (30) are connected to one another and wherein the first flange section (22) rests against the second flange section (32) at least in sections and to form an overlap region (14) with the second flange section (32), - wherein the first flange section (22) has, on an outer side (23) facing away from the second flange section, a continuous support and / or contact surface for a side edge of a windscreen (7) and - wherein the second flange portion (32) has a first structural weakening (34) in the overlap region (14).

Description

Technical area

[0001] The present development relates to an A-pillar of a motor vehicle body and a motor vehicle equipped with such an A-pillar. background

[0002] Existing or future regulatory requirements stipulate compliance with pedestrian protection requirements in the A-pillar root, lower windshield support, and water chamber areas. Since the A-pillar flange, which is crucial for stiffness and strength, is located in this test area, new solutions must be found to comply with future legislation.

[0003] The A-pillar, or rather the so-called A-pillar flange, which also serves as the mounting point for the windshield, should, on the one hand, exhibit sufficient rigidity. However, it should also exhibit a certain degree of deformability for specific accident or collision scenarios.

[0004] For example, a generic A-pillar of a motor vehicle body is known from CN 113 830 179 A.

[0005] Against this background, it is desirable to reduce the stiffness or deformability of the A-pillar or the A-pillar flange with respect to torsion or deformability with the longitudinal axis of the A-pillar as the rotation or pivot axis, while at the same time maintaining the longitudinal stiffness of the entire A-pillar. Advantageous designs

[0006] This object is achieved with an A-pillar for a motor vehicle and with a corresponding motor vehicle having the features of the independent patent claims. Advantageous embodiments are each the subject of dependent patent claims. In this respect, an A-pillar for a motor vehicle is provided. This comprises a first profile part which has an elongated first flange section. The A-pillar further comprises a second profile part which has an elongated second flange section. The first profile part and the second profile part are connected to one another, in particular structurally connected to one another. The first flange section furthermore bears against the second flange section at least in sections and to form an overlap region.It is provided in particular that the overlapping area is formed by the first and second flange sections, thus that the first flange section rests against the second flange section, forming the overlapping area with the second flange section.

[0007] The first flange section further comprises, on an outer side facing away from the second flange section, a continuous support and / or a continuous contact surface for a side edge of a windshield. In other words, the first flange section has a support or contact surface for a side edge of a windshield that is essentially constant in terms of its cross-sectional profile, wherein the support and / or contact surface extends largely continuously along the longitudinal direction of the flange section or even coincides with the flange section.

[0008] The second flange section has at least one first structural weakening in the overlap area with the first flange section. By means of the structural weakening of the second flange section, which faces away from the window support or window contact surface of the first flange section, a targeted deformability of the entire flange section or a relevant partial area, i.e., the overlap area of ​​the first and second flange sections of the A-pillar, can be achieved.

[0009] By creating at least one and / or multiple targeted structural weakenings in the second flange section, which is overlapped by the first flange section, the overall rigidity of the A-pillar, or of the A-pillar flange formed by the first and second flange sections, can be reduced. This can reduce the flexural rigidity in the event of deformation or torsion around the longitudinal axis of the A-pillar. At the same time, the longitudinal rigidity, which is important for occupant safety, for example, in the event of a frontal collision, can be maintained.

[0010] The type, size and number of structural weakenings in or on the second flange section can be adapted to a wide variety of collision scenarios and optimized to achieve the deformability of the A-pillar required in crash tests.

[0011] According to a further embodiment, the first structural weakening comprises a recess and / or a through-opening in the second flange section. This not only allows for a structural weakening but also a weight reduction of the flange section and thus also of the second profile part. Furthermore, by varying the number of recesses or through-openings and by modifying the geometry and / or size of the recess or through-opening, the deformability of the A-pillar can be variably designed and adapted to specified load requirements as needed.

[0012] According to a further embodiment of the A-pillar, the recess or the through-opening borders an outer edge of the second flange section. The outer edge of the second flange section faces, in particular, the windshield and can be part of the A-pillar flange. The outer edge is, in particular, an elongated outer edge extending along the profile longitudinal direction of the second profile part, which, with respect to the installation position in or on the motor vehicle, points inward or is located inward with respect to the vehicle's transverse axis (y).

[0013] According to a further embodiment of the A-pillar, the first structural weakening is formed in the area of ​​a column section of the A-pillar that is located at the bottom relative to the vehicle's vertical axis (z). In particular, the structural weakening is provided in the transition area of ​​the A-pillar into the firewall and / or the wheel arch strut adjacent to the front. In this area, the A-pillar also borders on a front hood of the vehicle. Any objects striking the front or engine hood or a base or foot area of ​​the windshield can thus lead to a relatively immediate deformation of the overlapping flange sections, and thus of the entire A-pillar in its lower foot or base area. This serves to comply with specified load requirements in the event of a crash, for example to improve pedestrian protection or the protection of other road users colliding with the vehicle.

[0014] According to a further embodiment of the A-pillar, the second flange section has a plurality of first structural weakenings that are spaced apart from one another and / or offset from one another in the longitudinal direction of the second profile part. The first structural weakenings can be identical or similarly designed. However, they can also be differently designed. The first structural weakenings are characterized in that they are all formed in or on the second flange section. As previously described for the first structural weakening, all of the first structural weakenings can have a recess, a through opening, and similar structural weakenings that are either spaced apart from the outer edge of the second flange section or formed adjacent to the outer edge of the second flange section in or on the latter.

[0015] According to a further embodiment of the A-pillar, it further comprises a third profile part, which in turn has a third flange section which rests on the second flange section and / or on the first flange section in the overlapping area of ​​the first and second flange sections.

[0016] In the overlapping area, the first flange section and the second flange section can be directly connected to one another. The third flange section can also be directly connected to at least one of the first and second flange sections in the overlapping area. Advantageously, all flange sections—i.e., the first flange section, the second flange section, and the third flange section—are directly or at least indirectly connected to one another in the overlapping area. Thus, in the overlapping area, the aforementioned flange sections can be welded, spot-welded, or laser-welded, for example.

[0017] The flange sections can be connected or welded to one another, particularly in the region of the structural weakening, along a seam, such as a weld seam. This is particularly advantageous if the structural weakening in the second and / or third flange section is in the form of a recess or through-opening. The recess or through-opening can be connected either directly or indirectly to the continuous first flange section in the region of an opening edge of the respective flange section having the structural weakening, adjacent to the recess or through-opening.

[0018] In this way, the otherwise limited mounting or fastening options on the first flange section due to the structural weakening of the second or third flange section can be approximately compensated for, so that overall and despite structural weakenings, the structural rigidity, in particular the longitudinal rigidity of the A-pillar, is maintained.

[0019] According to a further embodiment, the third profile part has at least one second structural weakening in the third flange section. Similar to the second and previously described flange section, the third flange section can also have a plurality of second structural weakenings, which are, for example, spaced apart from one another or offset from one another in the longitudinal direction of the third profile part.

[0020] By having both the second profile part and the third profile part in their respective second and third flange sections a first and a second structural weakening, respectively, the deformability of the A-pillar flange formed by the flange sections can be further increased in order to be able to provide the required deformability in the load case or collision scenario.

[0021] According to a further embodiment of the A-pillar, the second structural weakening and the first structural weakening overlap at least partially. They can also overlap completely. In this respect, a material doubling formed by the second and third flange sections can have an aligned recess in the shape of the first and second structural weakening.

[0022] Furthermore, according to a further embodiment, the second structural weakening and the first structural weakening can be arranged offset from one another, at least in sections, in the longitudinal direction or in the transverse direction with respect to the longitudinal axis of the A-pillar or the respective profile parts. By means of the mutual arrangement of structural weakenings, for example in the form of recesses and / or through-openings in the respective flange section, a targeted deformability of the A-pillar can be achieved in those areas in which the structural weakenings are provided and / or formed in the second and / or third flange section.

[0023] According to a further embodiment, the first profile part is designed as an outer panel of the A-pillar. The second profile part can be designed as an inner panel of the A-pillar, and the third profile part can be designed as a reinforcing component that is arranged between the first profile part and the second profile part or that projects into a cavity or intermediate space between the first profile part and the second profile part. In particular, the third profile part can be implemented as a wheel mounting strut or comprise that region of a wheel mounting strut that borders the A-pillar, in particular the lower base region or lower pillar section of the A-pillar.

[0024] According to a further embodiment, at least one of the profile parts can have a flanged edge, for example to compensate for the structural weakening, which can, in particular, increase or at least improve the longitudinal rigidity of the A-pillar. The reduced flexural rigidity around the A-pillar's longitudinal axis required here can be virtually unaffected by this.

[0025] In particular, profile parts or body components that are only adjacent to the A-pillar, such as the hinge pillar, can also be provided with such a flanged edge.

[0026] According to a further aspect, a motor vehicle, such as a passenger car or a small van, is also provided. The motor vehicle has a motor vehicle body, typically a self-supporting motor vehicle body, which has or includes an A-pillar as described above. Typically, the motor vehicle body has two of the above-described A-pillars, which extend along the opposite side edges of a windshield, approximately from the rear end of a hood in the direction of travel, to the front roof edge of the motor vehicle body.

[0027] Since the motor vehicle has an A-pillar as described above, all features, characteristics and advantages described with regard to the A-pillar also apply equally to the motor vehicle body and to the motor vehicle; and vice versa.

[0028] By deliberately creating structural weakening in the second and / or third flange section of an A-pillar flange, which is overlapped outwards and towards the windshield by the continuous flange section of the first profile part, the required injury limits in the event of a pedestrian's head impact with a motor vehicle can be easily met. At the same time, the flexural rigidity of the A-pillar is reduced around its longitudinal axis. At the same time, however, the longitudinal rigidity, which is particularly important for safety in the event of a frontal collision, is retained. In some cases where a required test scenario requires only partial coverage of a head impactor with the A-pillar flange, the required reduction in flexural rigidity can be achieved by making comparatively small cutouts or recesses in the second and / or third flange section.

[0029] The attachment or welding points eliminated by implementing structural weakenings in the form of recesses or through-holes can be replaced by weld seams at the joints or edges of the recesses or through-holes, or by new weld points at other locations on the superimposed flange sections. The support or contact surface for the side area of ​​the windshield on the first profile part, in particular on the first flange section, remains unchanged. It is typically free of any structural weakenings. It advantageously has no cutouts, recesses, or through-holes in the pane support area, thus providing a sufficiently large, homogeneous adhesive surface for the side edges of the windshield or front window.

[0030] The introduction of targeted structural weakenings in the second or third flange section enables compliance with future legal requirements, for example, for pedestrian protection, particularly in the area of ​​head impact. The traditional body structure and the general manufacturing process can essentially be retained. Modifications to existing or previously standard body components are comparatively minor and can therefore be implemented at relatively low cost. No additional assembly steps are required. Furthermore, the vehicle weight can be reduced by introducing recesses or through-holes in the aforementioned flange sections. Short description of the characters

[0031] Further objectives, features, and advantageous embodiments of the present development are explained in the following description of an exemplary embodiment. Herein: Fig. 1 a schematic representation of a motor vehicle, Fig. 2 a partial side view of the vehicle body in the transition area between the A-pillar, hinge pillar and wheel mounting strut, Fig. 3 a perspective view of the section according to Fig. 2, Fig. 4 a side view of the front area of ​​a side wall of the motor vehicle, Fig. 5 is a perspective view of a section of an outer panel of an A-pillar, Fig. 6 a side view of the outer panel according to Fig. 5, Fig. 7 a perspective view of a portion of a wheel mounting strut, Fig. 8 a side view of the wheel mounting strut according to Fig. 7, Fig. 9 a perspective view of a section through a portion of the A-pillar, Fig. 10 a perspective view of the mutual arrangement of the inner panel and reinforcement panel of the A-pillar without the outer panel, Fig. 11 a cross-section through the arrangement according to Fig. 10, Fig. 12 a perspective view of a further section through a portion of the A-pillar, Fig. 13 a perspective view according to Fig. 12 but without outer sheet. Fig. 14 shows a further embodiment of an inner panel or reinforcement panel of the A-pillar with structurally weakening recesses, and Fig. 15 shows a further embodiment of an inner panel or reinforcement panel of the A-pillar with structurally weakening recesses, Detailed description

[0032] The Fig. 1 schematically illustrated motor vehicle 1 comprises a motor vehicle body 2 with an interior 3 functioning as a passenger compartment. In front of the interior 3 in the direction of travel there is a front hood 4, which laterally adjoins a fender 5. At the rear end of the front hood 4 in the direction of travel there is a windscreen 7 extending diagonally upwards to the roof 6 of the motor vehicle body 2. At the lateral edge of the windscreen 7 there is also an A-pillar 10, which forms a part of the, for example, Fig. 4, namely the transition area from a hinge pillar 8 into the wheel mounting strut 9, structurally connects it to the front end of the roof 6. The A-pillars provided on opposite outer sides of the body 2 delimit the windshield 7 in the vehicle's transverse direction (y). They also provide a defined support and / or contact surface for the opposite side edges of the windshield 7.

[0033] As particularly in the Fig. 1 and Fig. 4, the A-pillar 10 has a lower pillar section 11, which is structurally connected to the rear end section of the wheel mounting strut 9 in the direction of travel, as well as to the upper end of the hinge pillar 8 relative to the vehicle's vertical axis (z). The A-pillar 10 also has an upper pillar section 12, which adjoins the roof 6.

[0034] In Fig. 3 further shows that the connecting region or transition region 19 of hinge pillar 8, wheel mounting strut 9 and A-pillar 10 approximately coincides with a bulkhead 13 with respect to the vehicle longitudinal direction (x).

[0035] From the overview of the further Fig. 5 to 13 further show the structural design of the A-pillar 10. The A-pillar 10 has, particularly in its lower transition region 19 and thus in the lower pillar section 11, a hollow profile 15, which is circumferentially delimited by and / or formed by a first profile part 20 and a second profile part 30. The first profile part 20 is typically implemented as an outer panel 21. The second profile part 30 functions as or is an inner panel 31 of the A-pillar 10.

[0036] The profile parts 20, 30 each have an elongated flange section, namely a first flange section 22 and a second flange section 32. The flange sections 22, 32 form an overlap region 14 in which they essentially lie flat against one another with corresponding contact surfaces and with the same area. In this overlap region 14, the flange sections 22, 32 can be structurally connected to one another via individual connection points 16, for example in the form of weld points or weld seams 18.

[0037] In the Fig. 5 to 13, a third profile part 40 is also present, which functions as a reinforcing plate 41. The reinforcing plate 41 can be part of the wheel mounting strut 9, as can be seen in particular from the Fig. 8. The reinforcement plate 41 can be provided in particular on the upper end section of the wheel mounting strut 9. The reinforcement plate 41 can be arranged in particular overlapping with the second profile part 30, in particular overlapping with the second flange section 32, as shown for example in the Fig. 9 to 13 is shown schematically.

[0038] In particular, a third flange section 42 of the third profile part 40 can rest more or less flush with the second flange section 32 of the second profile part 32. Here, in particular, the second profile part 30 can have a step 38 extending transversely to the longitudinal direction of the profile part 30, so that the Fig. 10 upwardly facing outer surfaces of the second flange section and of the third flange section 42 resting on the second profile part 30 form a longitudinally aligned continuous plane or support surface for the first flange section 22 of the first profile part 20.

[0039] As can be seen particularly from the overview of Fig. 10 and Fig. 11, the second flange section 32 and the third flange section 42 each have a structural weakening 34, 44 in the mutual overlapping area 14, each having a corresponding edge-side recess 35, 45 and thus a through-opening 36, 46 extending through the entire flange. The structural weakening 34 can in particular border on the elongated outer edge 33 of the second flange section 32. The structural weakening 44 borders on the side edge or the outer edge 43 of the third flange section 42. In this respect, the structural weakenings 34, 44 each have a U-shaped recess in the flange, which in the final assembly configuration, as in Fig. 9, is completely covered by the first flange section 22.

[0040] The depth of the recess(es) 35, 45 in the transverse profile direction can approximately correspond to the entire extension of the respective flange sections 32, 42. The length and number of such structural weakenings 34, 44, as well as their geometric design, such as their size and shape, can be adapted and optimized through simulations to meet the load requirements or flexural rigidity requirements of the A-pillar 10 or the vehicle body 2.

[0041] Naturally, no connection point 16 can be implemented or realized in the area of ​​the structural weakenings 34, 44, particularly in the area of ​​the recesses 35, 45, or in the area of ​​the through-openings 36, 46. Instead of point connection points 16, for example in the form of weld spots, one or more weld seams 18 can be provided, extending along an edge 37, 47 of the respective recesses 35, 45.

[0042] Instead of or in addition to such weld seams, the position of connection points can of course also be changed due to the recesses 35, 45 approximately transversely to the longitudinal direction of the profile.

[0043] In the Fig. 14 and Fig. 15 shows further variants of a structural weakening 34 using the example of the second flange section 32, which is only shown schematically. The flange section 32 according to Fig. 14 can, in particular, have a plurality of, for example, one or more elongated, approximately slot-like recesses 35, which, viewed in the transverse profile direction, are arranged or formed at a predetermined distance from the outer edge 33 of the flange portion 32. Furthermore, not only rectangular or oval but also triangular or polygonal, for example, polygonal or circular recesses 35' can be provided.

[0044] In Fig. 15 shows a further embodiment of the flange section 32. Here, triangular grooves or slots 35' are provided adjacent to the outer side edge 33 of the flange section 32. Likewise, an elongated edge-side recess 35 can be provided. The optional third profile part 40 can have a corresponding design or geometry. However, it is also conceivable that the third profile part 40 has other structural weakenings 44, which only partially or partially correspond to the Fig. 14 and Fig. 15 shown structural weakenings 34 in the form of recesses 35 or through openings 36 overlap.

[0045] The illustrated embodiments merely show possible configurations of the development, for which numerous further variants are conceivable within the scope of the development. The exemplary embodiments shown are in no way to be interpreted as limiting the scope, applicability, or configuration options of the development. This description merely shows the person skilled in the art one or several possible implementations of an exemplary embodiment. Thus, a wide variety of modifications can be made to the function and arrangement of the described elements without departing from the scope of protection defined by the following claims or their equivalents. List of reference symbols 1 motor vehicle 2 Motor vehicle body 3 Interior 4 Front hood 5 fenders 6 Roof 7 Windscreen 8 hinge column 9 Wheel mounting strut 10 A-pillar 11 Column section 12 column sections 13 Front wall 14 Overlap area 15 hollow profile 16 connection point 18 Connecting seam 19 Transition area 20 profile part 21 Outer sheet 22 Flange section 23 Outside 30 profile part 31 inner panel 32 flange section 33 Outer edge 34 structural weakening 35 recess 36 passage opening 37 border 38 level 40 profile part 41 Reinforcing plate 42 flange section 43 Outer edge 44 structural weakening 45 recess 46 passage opening 47 border 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] CN 113 830 179 A

[0004]

Claims

[1] A-pillar (10) for a motor vehicle (1) comprising: - a first profile part (20) having an elongated first flange portion (22), - a second profile part (30) having an elongated second flange portion (32), - wherein the first profile part (20) and the second profile part (30) are connected to one another and wherein the first flange section (22) rests against the second flange section (32) at least in sections and to form an overlap region (14) with the second flange section (32), - wherein the first flange section (22) has, on an outer side (23) facing away from the second flange section, a continuous support and / or contact surface for a side edge of a windscreen (7) and - wherein the second flange portion (32) has a first structural weakening (34) in the overlap region (14). [2] A-pillar (10) according to claim 1, wherein the first structural weakening (34) has a recess (35) and / or a through-opening (36) in the second flange portion (32). [3] A-pillar (10) according to claim 2, wherein the recess (25) or the through-opening (26) adjoins an outer edge (33) of the second flange portion (32). [4] A-pillar (10) according to one of the preceding claims, wherein the first structural weakening (34) is formed in the region of a pillar section (11) of the A-pillar (10) located at the bottom with respect to the motor vehicle vertical axis (Z). [5] A-pillar (10) according to one of the preceding claims, wherein the second flange portion (32) has a plurality of first structural weakenings (34) spaced apart from one another or offset from one another in the longitudinal direction of the second profile part (30). [6] A-pillar (10) according to one of the preceding claims, which further comprises a third profile part (40) which has a third flange section (42) which bears against the second flange section (32) and / or the first flange section (22) in the overlap region (14) of the first and second flange sections (22, 32). [7] A-pillar (10) according to claim 6, wherein the third profile part (40) has at least one second structural weakening (44) in the third flange section (42). [8] A-pillar according to claim 7, wherein the second structural weakening (44) and the first structural weakening (34) overlap at least in sections. [9] A-pillar according to claim 7 or 8, wherein the second structural weakening (44) and the first structural weakening (34) are arranged offset from one another at least in sections in the longitudinal direction or in the transverse direction. [10] Motor vehicle (1) with a motor vehicle body (2) which has an A-pillar (10) according to one of the preceding claims.

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