MOTOR VEHICLE COMPONENT

Description

[0001] The invention relates to a motor vehicle component according to the features in the preamble of claim 1.

[0002] Motor vehicle components of the type according to the invention are, in particular, body or structural components of motor vehicles, such as A-, B-, or C-pillars, sills, bumper cross members, or side impact beams, and similar crash-relevant molded components. These motor vehicle components have a base body formed from a sheet of steel. The base body is hot-formed and die-hardened or consists of a cold-formed sheet of steel. Such motor vehicle components are subject to the highest requirements with regard to their strength, so that high-strength, high-strength, and ultra-high-strength steels, in particular manganese-boron steels, are used for their manufacture. In this context, die hardening is considered prior art. Die hardening is a process for the hot forming of sheet metal, which is also referred to as press hardening.In hot forming, a sheet of manganese-boron steel alloy is heated to a temperature above the material's specific austenitizing temperature, placed in a press die, and hot-formed into the component, cooling during the forming process. Clamped in the press die, the components are hardened by the cooling action. Such components are characterized by their high strength values. Particularly with manganese-boron steel sheets, strengths exceeding 1,200 MPa, and especially in the range of 1,300 MPa to 2,000 MPa, can be achieved through hot forming.

[0003] The automotive components in question are also intended to ensure good crash performance with high rigidity. In this context, efforts are made to design and engineer such components to withstand the loads they will bear.

[0004] European patent EP 1 052 295 B1 recognizes a method for manufacturing structural components in automotive engineering as prior art, whereby the structural components are to exhibit high strength and a minimum elongation of 5% to 10%, at least in certain areas.

[0005] EP 2 185 735 B1 relates to a method for manufacturing hardened profile components and discloses a hardened profile component which has hardness gradients across its cross-section. To adjust the hardness gradients across the component's cross-section, free edges are arranged, the size, type, and extent of which are tailored to a desired degree of hardness and / or hardness gradient. The edges can be formed by recesses in the form of holes.

[0006] EP 1 180 470 B1 relates to a B-pillar which has a soft lower part and promotes a controlled type of deformation.

[0007] The US 6,820,924 B2 is known to have a B-pillar which has two narrow soft bands, so-called crash triggers, in the lower area.

[0008] Within the scope of DE 10 2011 011 320 A1, a vehicle body component is considered prior art. This component comprises at least a first and a second structural element connected to each other by a panel element, wherein the panel element is at least partially transparent and includes a perforated structure or is a perforated metal sheet. This design is implemented with the aim of improving the driver's field of vision.

[0009] DE-A 10 2017 008204 refers to a vehicle body structure comprising deformation sections with several circular openings formed at approximately constant intervals.

[0010] Starting from the prior art, the invention is based on the objective of creating a functionally improved motor vehicle component for the load case, which has a higher absorption capacity for kinetic energy when reducing tensile stress loads.

[0011] According to the invention, the solution to this problem consists of a motor vehicle component according to claim 1.

[0012] Advantageous embodiments and further developments of the motor vehicle component according to the invention are the subject of the dependent claims.

[0013] The automotive component has a form-hardened base body made of a hardenable or hardened steel sheet, in particular a manganese-boron steel sheet, or a cold-formed base body made of a hardened steel sheet, in particular a martensitic steel. The base body has a surface section provided with holes. According to the invention, the surface section has a tensile strength Rm of greater than or equal to (≥) 1,250 MPa. The maximum tensile strength Rm in this surface section is 2,100 MPa. A hole pattern of at least three holes is provided in this surface section, which forms a deformation-influenced zone, wherein, according to the invention, the area fraction of the holes in the surface section is between 7% and 60% and the holes have a diameter of up to 30 mm. The diameter range includes all diameters. In particular, the holes have diameters between 3 mm and 30 mm, preferably between 5 mm and 20 mm.

[0014] Slotted or oval holes are also possible. These have a maximum length of 30 mm. Otherwise, the diameter specification for non-circular holes always refers to the smallest center-to-center dimension.

[0015] The automotive components according to the invention are in particular body or structural components of motor vehicles which have a base body that is, at least in some areas, hot-formed and hardened. Further component parts can subsequently be joined or attached to the cold-formed or hot-hardened base body. Before hot-hardening or after forming, the stiffness of the base body can be further improved locally by a reinforcing sheet or plastic insert.

[0016] The inventive design of the automotive component increases its ability to absorb and convert kinetic energy. This results from the greater intrusion or deformation path achieved by the deformation influence zone before a critical crack or failure occurs, without reducing the specific tensile strength or hardness. A further significant factor is the reduced crack susceptibility of the molded components or the base body, which is caused by the division / forking of tensile stress loads at the interfaces of the hole edges due to the hole pattern.

[0017] The deformation influence zone formed by the hole pattern in the surface section further leads to a balancing or dispersing of tensile stress loads through multiple bifurcations of the partial tensile stresses in the area consisting of at least three individual holes.

[0018] Finally, the holes themselves also achieve a weight improvement or reduction in the vehicle components. It is also possible to remove the bridges between individual holes in the hole pattern.

[0019] A motor vehicle component according to the invention is functionally improved and exhibits a high absorption capacity for absorbing or converting kinetic energy while reducing tensile stress loads. This is advantageous in certain load cases, particularly in load cases resulting from impacts.

[0020] The hole pattern and the deformation influence zone formed by the hole pattern are designed in such a way that forces occurring in the case of load, especially tensile forces, are divided at the interfaces, i.e. at the edges of the holes, and forked into tensile stress paths.

[0021] The deformation-influenced zone increases the energy absorption capacity by locally increasing the extensibility, formability and degrees of deformation.

[0022] Furthermore, crack growth is limited or crack propagation is controlled, resulting in an increase in deformation capacity due to the local reduction of tensile stresses. This is achieved through the interaction of the holes in the hole pattern within the deformation influence zone, which act as stress-relieving zones.

[0023] The inventive design further enables motor vehicle components to be designed in such a way that a change in stiffness over their longitudinal and / or transverse direction is possible in a step-like manner, specifically in motor vehicle components with form-hardened base bodies made of a steel sheet of uniform thickness and uniform strength profile.

[0024] Furthermore, deformation influence zones can create predetermined buckling points in the automotive component. These zones can cause selective or staggered collapse of the component. This is achieved by locally reducing the buckling stiffness or by partially weakening the section modulus through the deformation influence zones and their design and arrangement. The hole pattern is designed to suit the component and its function. For example, it is possible to arrange large holes relatively close together in a single row, i.e., a single-row arrangement.

[0025] In a particularly advantageous embodiment of a motor vehicle component according to the invention, the area fraction of the holes in the surface section which has a tensile strength Rm of greater than or equal to (≥) 1,250 MPa and which is provided with the hole pattern is between 20% and 60%.

[0026] One aspect of the invention provides that the holes are preferably round, oval, or elliptical. Rounded holes without angular transitions are preferred. This prevents notching. The holes have a diameter between ≥ 5 mm and ≤ 30 mm, particularly ≤ 20 mm. The diameter specification refers to the longitudinal axis of the hole. The holes are easily punched.

[0027] Within a hole pattern, holes with different diameters within the diameter range specified according to the invention can also be combined. The hole pattern then has at least two holes with different diameters.

[0028] In practice, hole diameters between 5 and 18 mm or 6 and 14 mm are possible and efficient.

[0029] The holes may also have modifications at the edge, particularly collar-shaped modifications. These holes are then designed as so-called through-holes. An edge collar at a hole can be continuous or interrupted. In particular, the collars are formed at the holes during the drilling process.

[0030] In an advantageous embodiment, two adjacent holes are arranged at a distance from each other, the distance between the holes being less than or equal to (≤) the hole diameter. This distance is measured from the edge of one hole to the edge of the adjacent hole. The distance between the edges of adjacent holes can also be referred to as the web width.

[0031] An advantageous alternative provides that the bridge width, i.e. the distance between two adjacent holes, is dimensioned from 5 mm up to 2.5 times the diameter of the holes or the largest hole width.

[0032] In this context, a practical implementation involves two adjacent holes being arranged at a distance of between 4.0 mm and 50.0 mm. This design exhibits good punchability in a single press stroke.

[0033] Furthermore, a deformation-influenced zone in a motor vehicle component can be formed by a hole pattern in which a number of holes are spaced at different distances from each other. A first hole and a second hole adjacent to the first hole have a first distance. The second hole and a third hole adjacent to the second hole have a second distance relative to each other. The first distance between the first hole and the second hole, and the second distance between the second hole and the third hole, are of different dimensions.

[0034] By varying the number of holes with different diameters and spacing relative to each other, the absorption capacity for kinetic energy can be precisely adjusted when reducing tensile loads in the automotive component. The deformation influence zone ensures a deformation behavior tailored to the specific automotive component.

[0035] The deformation influence zone is aligned with the direction of force application expected in a crash.

[0036] The surface section of the base body has a section length measured along the main axis or extension axis of the base body. The base body has a total length measured along its main axis. An advantageous aspect of this invention provides that the ratio of the section length of the surface section to the total length of the base body is between 1 and 35:100 (1:100 to 35:100). In other words, the base body or vehicle component has no perforated surface sections with a hole pattern over the majority of its surface. Of course, further functional openings are possible within the scope of the invention.

[0037] A further advantageous embodiment of the invention provides a hole pattern formed from at least two vertically and / or horizontally spaced rows of holes. It is particularly advantageous if the holes in the hole rows are arranged vertically and / or horizontally offset from one another. Individual hole rows can be straight or curved. In particular, the holes and the hole rows or the hole pattern are adapted to the three-dimensional contour of the base body in the surface section and the design of the deformation influence zone.

[0038] As an alternative to arranging several rows of holes, an irregular distribution of the holes without row assignment can also be advantageous, especially for crack prevention or crack inhibition in the event of crash-induced deformation.

[0039] One particularly advantageous embodiment consists of a hole pattern that encloses an unperforated area of ​​the surface section.

[0040] According to the invention, a deformation-influenced zone is designed and arranged in the surface section relative to a trim edge in such a way as to counteract crack growth. In particular, the growth or propagation of cracks that occur upon impact is minimized or at least limited. The deformation-influenced zone is arranged in such a way as to limit crack growth. In this context, the deformation zone is spaced apart from a trim edge and has a zone distance to the trim edge that corresponds at least to the diameter of the smallest hole in a deformation-influenced zone. The base body preferably consists of a homogeneous steel sheet of uniform thickness or material. The invention eliminates the need for tailored blanks, in particular tailored rolled or tailored welded blanks.

[0041] Within the scope of the invention, a base body can also have several, in particular two, surface sections with a tensile strength Rm of greater than or equal to 1250 MPa and each of which has a deformation influence zone provided therein.

[0042] By arranging two spaced-apart surface sections, each containing a deformation influence zone, a four-point bending mode advantageous for deformation behavior is achieved. This design results in off-center bending of the vehicle component, such as a longitudinal member, a side sill, or a bumper crossmember. The deformation behavior and energy absorption capacity are improved, and the absolute bending path is shorter.

[0043] The perforated deformation influence zones provided according to the invention locally reduce shear transmission during bending. Axial stability is hardly affected. This design is particularly advantageous for automotive components subjected to both axial and radial loads.

[0044] The invention relates in particular to motor vehicle components such as A-, B- or C-pillars, sills, bumper cross members, side and / or door body supports as well as roof frames, longitudinal members, tunnels and also control arms.

[0045] In a B-pillar, the deformation influence zone is preferably located in the lower third of the length of the B-pillar, especially above a widened column base.

[0046] Preferably, the base body of the automotive components has a longitudinal section with a substantially U-shaped or V-shaped cross-section, comprising a base web and two legs, with flanges adjoining the ends of the legs. This longitudinal section preferably extends over the majority of the length of the base body.

[0047] Within the scope of the invention, it is preferably provided that at least one hole pattern is provided in at least one leg of the base body or the longitudinal section of the base body, which has a U-shaped or V-shaped cross-section.

[0048] Alternatively or additionally, a perforation pattern can be provided in the area of ​​the transition from the base web of the longitudinal section to a leg. The transition itself can be rounded or designed as a bend or fold line. The perforation pattern is located directly on the transition line or bend or fold line. The perforation pattern can also extend to the left and right of the transition line or bend or fold line.

[0049] Alternatively or additionally, a hole pattern can be provided in the base web of the length section.

[0050] Alternatively or additionally, a hole pattern can also be provided in at least one flange of the U- or V-shaped configured length section of the base body.

[0051] In the case of a longitudinal beam, deformation influence zones can be provided distributed along the length of the beam. InThe longitudinal beam is not perforated at either end, nor does it have any deformation influence zones. The length of the end sections is approximately 300 mm if the longitudinal beam or the vehicle component has a total length of more than 1000 mm. InDeformation influence zones are provided at intervals along the central longitudinal section of the vehicle component located between the end sections. These zones feature a hole pattern. The individual deformation influence zones can have a length of at least 200 mm. In a vehicle component with a longitudinal section having a substantially U-shaped or V-shaped cross-section, deformation influence zones can be provided on the upper and lower surfaces of the legs. Advantageously, the deformation influence zones on the upper and lower surfaces are offset relative to each other.

[0052] The invention is described in more detail below with reference to the drawings. These show: Figure 1 shows a motor vehicle component according to the invention in the form of a B-pillar in a frontal view; Figure 2 shows the B-pillar in a side view; Figure 3 shows a further embodiment of a motor vehicle component according to the invention; Figure 4 shows a schematic cross-section of the motor vehicle component; Figure 5 shows a section of the motor vehicle component according to the Figure 4in the area of ​​the deformation influence zone; Figure 6 shows a technical schematic of a cross-section through a motor vehicle component, illustrating component sections in which a deformation influence zone may be provided; Figure 7 shows a perspective view of a motor vehicle component according to the invention in the form of a bumper crossmember; Figure 8 also shows a perspective view of a bumper crossmember with motor vehicle components designed according to the invention in the form of crash boxes; Figure 9 shows the bumper in perspective, in which both the crash boxes and the bumper crossmember are designed according to the invention; Figure 10 shows a motor vehicle component according to the invention in the form of a roof frame section in perspective; Figure 11 shows a further embodiment of a motor vehicle component according to the invention in the form of a sill; Figure 12 shows a further embodiment of a motor vehicle component according to the invention in the form of a longitudinal member;Figure 13 technically schematically shows a cross-section through the longitudinal beam according to the representation of ; Figure 12 and Figure 14 shows a further embodiment of a motor vehicle component according to the invention in the form of a tunnel in a perspective view.

[0053] Corresponding components and component parts are in the Figures 1 to 14 with the same reference symbols.

[0054] The Figure 1 and 2 show a motor vehicle component 1 according to the invention in the form of a B-pillar.

[0055] The B-pillar has a hot-formed base body 2 made of manganese-boron steel sheet. The base body 2 has a surface section 3. Due to the hot-forming process, this surface section 3 has a tensile strength Rm of greater than or equal to (≥) 1,300 MPa. In sections 4 and 5 above and below surface section 3, the B-pillar may have a tensile strength Rm that differs from that of surface section 3. A perforation pattern 6 consisting of at least three holes 7 is arranged in surface section 3, forming a deformation-influenced zone 8. The area of ​​the holes 7 in surface section 3 is between 30% and 60%.

[0056] The surface section 3 with the hole pattern 6 and the resulting deformation influence zone 8 are located in the lower third of the B-pillar in the area above the transition to the column base 9.

[0057] The perforation pattern 6 has two rows of holes 11, 12 forming a double perforation strip 10. The double perforation strips 10, or the rows of holes 11, 12, extend diagonally across almost the entire width of the B-pillar 1 in the transverse direction. A further vertically oriented row of holes 15, 16 belonging to the perforation pattern 6 is provided on each of the lateral legs 13, 14 of the B-pillar. The perforation pattern 6 is formed by rows of holes 11, 12, 15, 16 spaced vertically and horizontally apart from one another. The perforation pattern 6 encloses an unperforated area 17 of the surface section 3.

[0058] The holes 7 have a diameter d between 5 mm and 20 mm, see also Figures 3 to 5The diameter d of the holes 7 within a hole pattern 6 can vary. In the B-pillar or its base body 2, the holes 7 are circular with a diameter d between 7.0 mm and 10.0 mm. Two adjacent holes 7 are arranged at a distance a from each other, where the distance a can generally be between 4.0 mm and 50.0 mm. In the illustrated embodiment, the distance a is between 4.0 mm and 20.0 mm. With several rows of holes 11, 12 or 15, 16, there is a horizontal distance b and a vertical distance a, where the distance a and the distance b can be the same or different from each other. In an advantageous embodiment, the distance b is less than or equal to twice the diameter d and greater than the diameter d. The distance b is measured from the center of one hole to the center of the next.

[0059] The ratio of the distance b to the diameter d can be expressed as follows: d ≤ b ≤ 2d. The distance b between two rows of holes is greater than or equal to the diameter d, but less than or equal to twice the diameter d. This requirement ensures that sufficient material is present between the holes of the two rows for energy dissipation. This guarantees potential crack material and a crack propagation path.

[0060] The deformation influence zone 8 provided according to the invention optimizes the B-pillar for a side impact load case. The B-pillar exhibits a significantly improved capacity to absorb kinetic energy. The perforation pattern 6 is designed and arranged such that a targeted bending stiffness is achieved and tensile stress loads resulting from the force application are reduced. This is achieved in particular by repeatedly forking the occurring loads into partial tensile stresses or paths. In addition, the perforation results in a weight reduction of the vehicle component 1.

[0061] The Figures 3 to 5 Figure 1 shows a further embodiment of a motor vehicle component 1. This is a longitudinal or transverse beam or a sill. The design is analogous to that shown in the figure 1. Figure 1 and 2The described motor vehicle component 1 is executed accordingly. The reference numerals are used accordingly. The motor vehicle component 1 has a hot-formed base body 2 made of a steel sheet. The base body 2 has a surface section 3 provided with holes, wherein the surface section 3 has a tensile strength Rm of greater than or equal to (≥) 1,250 MPa, in particular 1,300 MPa. The hole pattern 6 formed by the holes 7 forms a deformation-influenced zone 8 in the surface section 3, wherein the area fraction of the holes in the surface section 3 is between 20%, in particular 30% and 60%.

[0062] At 18, in the Figure 3 a collision obstacle marked.

[0063] The surface section 3 in the base bodies 2 of the motor vehicle components 1 according to the representations of the Figure 1 and 2Section 3 has a segment length IA. Base body 2 has a total length IG. The ratio of segment length IA to total length IG is between 1:100 and 35:100, with a ratio of approximately 30:100.

[0064] In the Figures 3 to 5 In the illustrated motor vehicle component 1, the hole pattern 6 is formed from at least two vertically and / or horizontally spaced rows of holes 11, 12. The holes 7 in the rows of holes 11, 12 are each offset from one another. It may be advantageous to provide a maximum of two rows of holes to prevent excessively long cracks between the rows of holes or holes. Preferably, the horizontal distance b is less than 30 mm.

[0065] The Figure 4 It is technically schematic and not to be understood definitively. Figure 4This serves to illustrate the arrangement of a deformation influence zone 8 in relation to a trim edge 19 of a base body 2. The deformation influence zone 8 is located at a zone distance z to the trim edge 19 which corresponds at least to the diameter d of the smallest hole 7 in the deformation influence zone 8.

[0066] The Figure 6 Figure 1 shows a cross-sectional view of a motor vehicle component 1. The base body 2 of the motor vehicle component 1 has a longitudinal section with a substantially U-shaped cross-section. This U-shaped longitudinal section has a base web 20 and two legs 21, 22. Outwardly directed flanges 23, 24 are attached to the ends of the legs 21, 22.

[0067] The longitudinal section can also have a V-shaped cross-section, which is not shown here. In this case, the legs 21, 22 merge into one another via a base web 20 that has only a short width.

[0068] In the Figure 6 Zones I, II, III and IV are identified, in which a deformation influence zone 8 with a hole pattern 6 formed from holes 7 may be provided.

[0069] In the respective surface section 3 of the longitudinal section, the motor vehicle component 1 has a tensile strength Rm of greater than or equal to (≥) 1,250 MPa. The holes 7 have a diameter d between 5 mm and 20 mm. The area fraction of the holes 7 in surface section 3 is between 7% and 60%, preferably in the range between 20% and 45%.

[0070] Preferably, a hole pattern 6 formed from holes 7 is provided in one or both legs 21, 22. In zone I, the hole pattern 6 is shown in leg 21.

[0071] Alternatively or additionally, a hole pattern 6 can be provided in the area of ​​the transition 25 from base web 20 to a leg 21, 22 in zone II.

[0072] Furthermore, a hole pattern 6 can be arranged in the base web 20 and the zone marked III.

[0073] Finally, alternatively or additionally, the arrangement of a hole pattern 6 in at least one flange 23, 24 is also possible. In the Figure 6 The arrangement of the hole pattern 6 in zone IV in flange 24 is shown.

[0074] The Figure 7 Figure 1 shows a motor vehicle component 1 in the form of a bumper crossmember. This component has a surface section 3 with a tensile strength between 1,250 MPa and 2,100 MPa. Surface section 3, with a length IA, is provided in the central longitudinal section of the bumper crossmember, or motor vehicle component 1. The bumper crossmember can, in principle, have a tensile strength greater than or equal to 1,250 MPa over its entire length. Two hole patterns 6 are provided in surface section 3, each formed by an arrangement of holes 7.

[0075] The Figure 8 Figure 1 shows a bumper crossmember with bumper and vehicle components 1 designed according to the invention in the form of crash boxes. In the illustrated embodiment, the hole pattern 6 formed from holes 7 is arranged in the upper side wall of each crash box.

[0076] Figure 9 shows the bumper crossmember, where the bumper is attached analogously to the illustration of the Figure 7 and the crash boxes analogous to the representation of the Figure 8 Each is designed with a deformation influence zone 8 formed from a hole pattern 6 with holes 7. In the Figure 9 Two surface sections 3 are shown as examples, which possess the tensile strength provided according to the invention and are provided with deformation-influence zones 8. The respective length of the surface sections 3 can be greater than shown in the Figure 9It should be indicated and, in particular, extend from the center of the bumper crossmember to the end area.

[0077] Figure 10 Figure 1 shows a section of a motor vehicle component 1 in the form of a roof frame. 26 hole patterns 6 are provided at a distance to the left and right of the upper B-pillar connection.

[0078] Figure 11 Figure 1 shows a motor vehicle component 1 in the form of a sill. The sill is designed according to the invention and has a hole pattern 6 formed from holes 7 on the left and right of the lower B-pillar connection 27, each forming a deformation influence zone 8.

[0079] A motor vehicle component 1 in the form of a sill, as in the Figure 11 depicted, as well as in the form of a roof frame, as in the Figure 10In a side impact or pole crash test, the pillar does not buckle directly at the pillar connection, i.e., the pillar extending between the roof frame and the sill, but rather deforms under increased energy absorption in or near the two deformation influence zones 8. The maximum impact is therefore reduced compared to conventional sills or roof frames.

[0080] A motor vehicle component 1 in the form of a longitudinal beam shows the Figure 12 Deformation influence zones 8 are arranged at intervals x in the upper leg 21. The longitudinal member can also be closed continuously or in sections by a closing plate. Such a longitudinal member is, for example, part of the front end or part of the rear end of a motor vehicle.

[0081] The Figure 13 schematically shows a cross-section through the motor vehicle component 1 of the Figure 12 Zones are marked there.I, II, III, IV, in which deformation influence zones 8 may be arranged.

[0082] A motor vehicle component 1 in the form of a central tunnel shows the Figure 14 A deformation influence zone 8, formed by a hole pattern 6 of holes 7, is provided in the area of ​​the front section 28 of the vehicle component 1, i.e., the center tunnel. Upon axial energy absorption, for example, as a result of a frontal crash, the center tunnel undergoes axial compression and energy absorption from a defined, relatively high peak load. This is advantageously initiated and implemented by the deformation influence zone 8.

[0083] Based on the Figure 10It is shown that the holes 7 of a hole pattern 6 can have different diameters d1, d2. Furthermore, it is shown that a first hole 7.1 and a second hole 7.2 adjacent to the first hole 7.1 are arranged at a distance a1 from each other. A third hole 7.3 adjacent to the second hole 7.2 has a distance a2 from the second hole 7.2. The distance a1 between the first hole 7.1 and the second hole 7.2 and the distance a2 between the second hole 7.2 and the third hole 7.3 are of different dimensions. The distance a1 is greater than the distance a2. Reference symbol:

[0084] 1 - Motor vehicle component 2 - Base body 3 - Surface section 4 - Section 5 - Section 6 - Hole pattern 7 - Holes 7.1 - First hole 7.2 - Second hole 7.3 - Third hole 8 - Deformation influence zone 9 - Column base 10 - Double hole strip 11 - Row of holes 12 - Row of holes 13 - Leg 14 - Leg 15 - Row of holes 16 - Row of holes 17 - Area 18 - Impact obstacle 19 - Trim edge 20 - Base web 21 - Leg 22 - Leg 23 - Flange 24 - Flange 25 - Transition 26 - Upper B-pillar connection 27 - Lower B-pillar connection 28 - End of 1 a - Distance a1 - Distance a2 - Distance d - Diameter d1 - Diameter d2 - diameter IA - section length IG - total length x - distance z - zone spacing

Claims

1. Motor vehicle component (1) comprising a base body (2) made of a steel sheet, wherein the base body (2) has a surface section (3) provided with holes (7), characterized in that the surface section (3) has a tensile strength Rm of greater than or equal to 1,250 MPa and that a hole pattern (6) consisting of at least three holes (7) in the surface section (3) forms a deformation influence zone (8), wherein the area fraction of the holes (7) in the surface section (3) is between 7% and 60%, and the holes (7) have a diameter (d) of up to 30 mm.

2. Motor vehicle component according to claim 1, characterized in that the area fraction of the holes (7) in the surface section (3) is between 20% and 60%.

3. Motor vehicle component according to claim 1 or 2, characterized in that the hole pattern (6) comprises at least two holes (7) having different diameters (d1, d2).

4. Motor vehicle component according to one of claims 1 to 3, characterized in that two adjacent holes (7) are arranged at a distance (a) from one another, wherein the distance (a) is less than or equal to the hole diameter (d).

5. Motor vehicle component according to one of claims 1 to 4, characterized in that two adjacent holes (7) are arranged at a distance (a) of up to 50.0 mm from one another.

6. Motor vehicle component according to one of claims 1 to 5, characterized in that the hole pattern (6) is formed from at least two rows of holes (11, 12, 15, 16) which are spaced apart vertically and / or horizontally and extend in particular parallel to one another.

7. Motor vehicle component according to claim 6, characterized in that the holes (7) of one row of holes (11) are arranged in an offset manner with respect to the holes (7) of the other row of holes (12).

8. Motor vehicle component according to one of claims 1 to 7, characterized in that the hole pattern (6) encloses an unperforated region (17) of the surface section (3).

9. Motor vehicle component according to one of claims 1 to 8, characterized in that the base body (2) has at least one trimming edge (19), wherein the deformation influence zone (8) has a zone spacing (z) from the trimming edge (19) that corresponds at least to the diameter (d) of the smallest hole (7) in the deformation influence zone (8).

10. Motor vehicle component according to one of claims 1 to 9, characterized in that at least two surface sections (3) are provided, wherein each surface section (3) has a hole pattern (6) formed from holes (7).

11. Motor vehicle component according to claim 10, characterized in that different hole patterns (6) are provided in two surface sections (3) arranged at an axial distance from one another.

12. Motor vehicle component according to one of claims 1 to 11, characterized in that the base body (2) is formed from a homogeneous steel sheet of uniform thickness and / or uniform material.

13. Motor vehicle component according to one of claims 1 to 12, characterized in that the base body (2) has a longitudinal section which has a substantially U-shaped or V-shaped cross-section with a base web (20) and two legs (21, 22), wherein flanges (23, 24) adjoin the legs (21, 22) at their ends.

14. Motor vehicle component according to claim 13, characterized in that at least one hole pattern (6) is provided in at least one leg (21).

15. Motor vehicle component according to claim 13 or 14, characterized in that at least one hole pattern (6) is provided in the region of the transition (25) from the base web (20) to one of the legs (21, 22).

16. Motor vehicle component according to one of claims 13 to 15, characterized in that at least one hole pattern (6) is provided in the base web (20).

17. Motor vehicle component according to one of claims 12 to 15, characterized in that at least one hole pattern (6) is provided in at least one flange (23, 24).

18. Motor vehicle component according to one of claims 1 to 17, characterized in that a first hole (7.1) and a second hole (7.2) adjacent to the first hole (7.1) are arranged at a first distance (a1) from one another, and the second hole (7.2) and a third hole (7.3) adjacent to the second hole (7.2) are arranged at a second distance (a2) from one another, wherein the first distance (a1) and the second distance (a2) are different from each other.