METHOD FOR ASSEMBLING A MOTOR VEHICLE BODY

Description

[0001] The invention relates to a method for assembling a motor vehicle body according to the preamble of claim 1.

[0002] Motor vehicle bodies of the type in question have a front structure with a front wall and a body area arranged behind the front wall in the longitudinal direction of the motor vehicle.

[0003] The bulkhead of a vehicle body is a flat structure that separates the passenger compartment from the front of the vehicle. Historically, such bulkheads are also referred to as "firewalls" or "firewalls," as they served primarily to protect passengers from fires in the engine compartment in earlier vehicles.

[0004] Furthermore, such firewalls can also serve to absorb forces in the event of a frontal collision with an obstacle and transfer them to the surrounding structures of the vehicle body. In this way, the firewalls can contribute to protecting the occupants from mechanical impacts in accidents.

[0005] In modern motor vehicles, the body section located behind the bulkhead is primarily the passenger compartment. This constitutes the largest part of the vehicle body. Typically, the passenger compartment structurally transitions in the direction of travel into two longitudinal members that extend lengthwise through the front section of the vehicle body. The bulkhead often consists of multiple elements arranged around the longitudinal members at the boundary between the front section and the body section located longitudinally behind the bulkhead, and these elements are typically welded together. Structurally, and particularly with regard to force transmission, the body section located behind the bulkhead forms a single unit with the longitudinal members that extend through the front section.

[0006] While this makes sense from a mechanical perspective, particularly with regard to load paths in the event of a frontal collision, for the assembly of the vehicle body it means that the front section is being built while it is connected to the body section located behind the bulkhead. This makes assembly correspondingly complex, as the entire – or at least almost the entire – vehicle body must be handled while work is being carried out on the front section.

[0007] Approaches to simplifying the assembly of the front-end structure are already known from the prior art. For example, DE 10 2011 119 561 A1 discloses a load-bearing structural component that includes at least one strut mount and a bulkhead section. This load-bearing structural component is designed as a casting. Such a component allows a part of the front-end structure, which is already relatively complex in itself, to be prefabricated in one piece and then joined to the front-end structure as a single unit. While this reduces the number of manufacturing steps required on the front-end structure as part of the overall body, the load-bearing structural component still needs to be installed in the front-end structure, which is already an integral part of the rest of the vehicle body.

[0008] DE 10 2004 035 530 B4 also discloses a method in which a part of the front-end structure is attached to the vehicle body. While the pre-assembled section of the front end is larger in this solution than in the prior art cited above, significant portions of the front-end structure are still included in the pre-assembled structure. This includes, in particular, the bulkhead, which is still attached to the body section behind the bulkhead in a conventional manner, being assembled from numerous individual parts before the pre-assembled part of the front-end structure is connected to the rest of the vehicle body.

[0009] DE 692 03 928 T2 discloses a vehicle assembly method in which a lower body, comprising a floor and a front body section, and an upper body, comprising the roof and sides of the body, are assembled and joined together.

[0010] DE 10 2008 055 738 A1 relates to a modular system for the construction of a motor vehicle body, in which main floor modules can be combined with front vehicle modules and rear vehicle modules.

[0011] FR 3 014 401 A1 depicts a motor vehicle with a body comprising a passenger compartment and an engine compartment. The body is formed from a composite material consisting of a matrix and a reinforcement.

[0012] DE 10 2012 023 674 A1 shows a motor vehicle with a front wall in which side front walls are attached to a central front wall.

[0013] DE 20 2012 103 583 U1 shows a connection arrangement between a passenger cell and a longitudinal beam, in which the longitudinal beam is connected to the passenger cell by means of a connecting element.

[0014] EP 1 440 870 A2 discloses a method according to the preamble of claim 1.

[0015] The invention is therefore based on the objective of demonstrating a method for assembling a motor vehicle body that simplifies the production of the motor vehicle body in the area of ​​the front end.

[0016] The problem is solved by a method for assembling a motor vehicle body with the features of claim 1. The features of the dependent claims relate to advantageous embodiments.

[0017] The process involves pre-assembling the front-end structure separately from the body section before joining it to the body section located behind the bulkhead. The separation between the pre-assembled front-end structure and the body section occurs directly in front of or behind the bulkhead.

[0018] In other words, the separation between the prefabricated front-end structure and the rest of the vehicle body is moved behind the bulkhead. This makes it possible to pre-assemble the front-end structure up to and / or including the bulkhead independently of the rest of the vehicle body. Furthermore, the separation immediately in front of or behind the bulkhead allows the use of large-area components for manufacturing the bulkhead; in the best-case scenario, the entire bulkhead can be produced in one piece.

[0019] The process can involve connecting the bulkhead to the pre-assembled front-end structure before the front-end structure is connected to the body section located behind the bulkhead. The bulkhead thus becomes part of the pre-assembled front-end structure and, in particular, forms its rearward end in the longitudinal direction of the vehicle.

[0020] Alternatively, the method can provide that the bulkhead is connected to the body section located behind the bulkhead before the front-end structure is connected to the body section located behind the bulkhead. In this case, until the pre-assembled front-end structure is connected to the body, the bulkhead forms, in particular, the longitudinal end of the vehicle body.

[0021] The method involves connecting the longitudinal members of the front-end structure to the bulkhead during pre-assembly. This allows mechanical forces acting on the longitudinal members to be transferred via the bulkhead to the body section located behind it. This is particularly advantageous in connection with bulkhead edges that extend at least substantially in the transverse direction of the vehicle and are located in front of body structures, especially components of the A-pillars. Forces introduced into the bulkhead can thus be advantageously transferred via these edge regions to the body section located behind the bulkhead. The bulkhead can therefore assume a "shield-like" function in the event of a frontal collision.

[0022] The longitudinal beams can be connected to the end wall, in particular, using connecting elements. These connecting elements can be attached to either the longitudinal beams or the end wall.

[0023] The use of such connecting elements allows, in particular, the use of different material combinations. For example, the longitudinal beams can be designed as large cast components, especially from die-cast aluminum; steel or aluminum sheets, non-metallic materials, or a hybrid construction concept can also be used. The end wall and the connecting elements are preferably made of steel. The steel can be heat-treated, especially to increase its strength. Such steels are characterized by high strength and good ductility. Furthermore, the connecting elements can advantageously be joined to the end wall by welding if both components are made of steel. Preferably, the longitudinal beams are first connected to the connecting elements before these are joined to the end wall.This method is particularly advantageous for connecting the longitudinal beams to the end wall when the longitudinal beams are made of a different material than the connecting elements and the end wall. For example, an adhesive bonding process can be used to first connect the longitudinal beams to the connecting elements before the connecting elements are welded to the end wall. In particular, when both the longitudinal beams and the end wall are made of steel, a direct connection of the longitudinal beams to the end wall, especially by welding, is possible.

[0024] The connecting elements can be designed such that one of their sections rests flat against the end wall. This allows for advantageous welded connections, for example, using spot welds. Furthermore, the connecting elements can advantageously be designed to enclose a portion of the longitudinal beams like a cuff. In this case, the connecting elements can enclose the entire circumference and / or part of the longitudinal beam. The connecting elements can also rest flat against the longitudinal beams. This is advantageous, for example, for creating a material-bonded connection between the longitudinal beam and the connecting element, such as an adhesive bond.Alternatively and / or additionally, other joining techniques, especially from the field of mixed construction, can be used, such as screw connections, in particular using flow-drilling screws, rivet connections, in particular using semi-hollow punch rivets and / or solid punch rivets, and / or other material-joining processes, in particular friction welding and / or resistance welding.

[0025] The process involves connecting structural elements to the longitudinal beams and the body section located behind the bulkhead during pre-assembly. These structural elements are guided through openings in the bulkhead. The structural elements create a mechanical connection between the longitudinal beams and the body section located behind the bulkhead, thereby transferring mechanical forces from the longitudinal beams to the body section located behind the bulkhead.

[0026] The method can, in particular, provide that the longitudinal beams are designed as hollow structures and that the structural elements are connected to the inside of the hollow structure. In this case, a portion of the respective longitudinal beam can be attached to the longitudinal beam only after the corresponding structural element has been connected to the inside of the longitudinal beam. This ensures that the interior of the longitudinal beam remains accessible for connecting the structural element to the inside of the hollow structure.

[0027] The structural elements can first be connected to the end wall before the longitudinal beams are connected to the end wall and / or the structural elements to the longitudinal beams. This creates a unit consisting of the end wall and structural elements that can advantageously be connected to the longitudinal beams. Connecting this unit of structural elements and end wall to the longitudinal beams can be achieved, in particular, using the connecting elements described above, which are preferably already connected to the longitudinal beams.

[0028] It is advantageous if the structural elements are guided through openings in the bulkhead, particularly before they are connected to the bulkhead and / or the longitudinal members. Guiding the structural elements through the openings enables a load path bridging the bulkhead, by means of which forces can be transferred from the longitudinal members via the structural elements into the body area located behind the bulkhead.

[0029] The method can provide for structural components to be connected to the longitudinal beams. The structural components initially comprise part of a strut tower, an upper longitudinal beam, and / or a wheel housing. The structural components can, in particular, be connected to the longitudinal beams before the longitudinal beams are connected to the structural elements and / or the front wall. This forms a unit consisting of the longitudinal beams and the structural components, which can advantageously be handled as a whole and connected to the front wall and / or the structural elements, in particular to a unit formed from the structural elements and the front wall.

[0030] The process can provide that, prior to connecting the front-end structure to the body section located behind the bulkhead, a cowl crossmember is connected to the bulkhead and / or the structural components. Such a cowl crossmember can thus also become part of the pre-assembled front-end structure.

[0031] When connecting wind deflector crossbeams and / or structural components to the end wall, connecting elements can also be used to join the respective components to the end wall, as described above for longitudinal beams. These connecting elements and their processing within the procedure can have the same characteristics as the connecting elements described above in connection with the connection of the longitudinal beams to the end wall.

[0032] The process can provide for the production of a component, which at least forms the part of the front bulkhead that is connected to the longitudinal members, from a flat semi-finished product using a forming process. This allows a comparatively large area of ​​the front bulkhead, in particular the entire front bulkhead, to be provided as a single component through a forming process. It has been shown that such a component can be advantageously provided as part of the front bulkhead or as the front bulkhead itself. In connection with the manufacturing process for the vehicle body described above, such large-area, single-piece components are particularly advantageous as part of the front bulkhead or as the front bulkhead itself, since they can be easily processed despite their large size within the sequence of joining the individual components of the front-end structure described above.

[0033] The forming process can be either direct or indirect hot forming. In direct hot forming, the forming takes place after the semi-finished product has been heated to an elevated temperature, specifically above the recrystallization temperature of the respective material. In indirect hot forming, the semi-finished product is first cold-formed before being heated. After cold forming, the semi-finished product is heated and then hot-formed. The degree of deformation in hot forming can be comparatively lower than in cold forming. Both hot forming processes can include heat treatment to increase strength during the hot forming process. This means, in particular, that the heat treatment is carried out while the already hot-formed semi-finished product is still in the hot-forming die.

[0034] The semi-finished product can be manufactured, particularly before forming, from a plurality of sheets, especially flat ones, that are bonded together at their edges. Such semi-finished products are also known as Taylor-welded blanks. In particular, the edges of the individual sheets can be butt-welded. However, it is also possible to join the edges in an overlapping manner. In this case, spot welding can also be used. The use of other joining methods is also possible.

[0035] Alternatively and / or additionally, the semi-finished product can be manufactured before and / or during the forming process by joining at least one, particularly flat, reinforcing sheet to the sheet and / or to the joined sheets. Such reinforcing sheets are also referred to as patch reinforcements. These can be joined to the base sheet by spot welding, laser welding, and / or projection welding. The welding process is preferably carried out before the forming process. Alternatively and / or additionally, hot clinching, particularly during the forming process, and / or the use of a brazing process to join the reinforcing sheets to the base sheet are possible.A soldering process can be carried out, for example, using a solder foil inserted between the reinforcing sheet and the sheet and / or the connected sheets.

[0036] In other words, the semi-finished product can be formed by applying one or more reinforcing sheets as patch reinforcements to a single sheet of metal. Alternatively, a Taylor-welded blank can first be produced, onto which further reinforcing sheets are then applied as patch reinforcements. A significant advantage of producing the semi-finished product in the manner described above is that it can be achieved by machining flat sheets. This considerably simplifies the manufacturing process for forming the semi-finished product. This is particularly true for the preferred method of joining the sheets to each other and / or the sheets and reinforcing sheets by means of welding.

[0037] In particular, the metallurgical joining of the sheets to each other and / or to the at least one reinforcing sheet can be achieved by laser beam welding. The preferred method of manufacturing the semi-finished product by laser beam welding can be, in particular, laser remote welding. In laser remote welding or scanner welding, the laser beam is positioned by and / or with the aid of movable deflection mirrors. This enables efficient and highly automated production of the semi-finished products for hot forming. In particular, large-area workpieces can also be processed quickly using laser remote welding, since the laser can act on the workpiece from a comparatively large distance. The planar shape of the semi-finished products, i.e., flat, is easily achieved.Especially with flat and unformed sheet metal, this has a positive effect on the possibility of using the laser scanners in question for carrying out the welding process.

[0038] The sheet metal and / or reinforcing sheets can be of varying properties. This allows for the production of end walls where individual sections of the end wall can exhibit different characteristics. In this way, the end wall can be specifically tailored to the requirements, particularly the mechanical requirements, placed on its individual sections. Specifically, this also allows for the targeted control of the behavior of individual sections of the end wall in the event of deformation, for example, in a crash.

[0039] The different properties can relate in particular to varying strengths and / or ductilities. Different strengths refer specifically to the tensile strength of the material, especially the steel used, in the finished workpiece. This allows, for example, the targeted creation of zones with higher or lower strength and / or ductility, which is particularly advantageous for adapting the front wall to desired crash performance characteristics. Specifically, the ductility can be adjusted differently in individual areas of the front wall to enable high degrees of deformation and thus corresponding energy dissipation during deformation in areas with higher ductility and lower strength, while in other areas, the degree of deformation is limited by their higher strength and lower ductility.Alternatively and / or additionally, the sheets and / or reinforcing plates used can have different thicknesses. Using different thicknesses also allows for targeted control of the strength of different areas of the front wall. Alternatively and / or additionally, the use of different steel grades can also be considered to specifically influence the properties of different areas of the front wall.

[0040] Before and / or during forming, at least a section can be cut out of the sheet metal and / or at least one of the joined sheets. This allows, in particular, openings to be created in the end wall. A section can also be cut out of an edge area of ​​the sheet metal or the joined sheets. In this way, the edge contour of the end wall resulting from the forming process can be specifically influenced in order to simplify or, in particular, completely replace any necessary trimming of the edges after forming.

[0041] The cutting out of at least one section can be performed mechanically, in particular before and / or during the forming process. Specifically, the forming tool can have corresponding cutting edges through which the cutting takes place during the forming process. Alternatively and / or additionally, the cutting can be performed using a laser. Here, too, laser remote cutting can be used. Similar to the laser welding described above, the planar shape of the semi-finished product is particularly advantageous with regard to processing time in both laser remote cutting and mechanical cutting.

[0042] In particular, openings can be provided in the semi-finished product that form openings in the end face after forming. This can be achieved by cutting out at least a partial area as described above. Alternatively and / or additionally, it is also possible, for example, if the semi-finished product is a tailor-wedged blank, to provide the openings by omitting at least a partial area when manufacturing the semi-finished product from multiple sheets. This has the advantage that the corresponding openings can be created without subsequently cutting out material, which reduces machining effort and can also lead to material savings.

[0043] The openings thus formed in the front wall can, in particular, be openings that serve to accommodate the structural elements. This allows for a cost-effective and advantageous connection of the structural elements to the body section located behind the front wall and to the longitudinal members.

[0044] In particular, after forming, the edge regions of the component can be trimmed to a desired contour. This allows for the production of very precisely fitting end walls. Advantageously, the trimming of the edge regions is also carried out by laser cutting, especially remote laser cutting. The forming process described above is particularly well-suited for the advantageous production of large end walls with a comparatively flat structure. End walls shaped in this way are especially well-suited for trimming the edge regions by laser cutting, particularly remote laser cutting.

[0045] Alternatively and / or additionally, the edges of the semi-finished product can be trimmed before and / or during forming. In this case, mechanical cutting methods can be used. Specifically, trimming can be carried out using appropriate cutting edges in the forming tool. The trimming of the semi-finished product's edge is performed in such a way that the forming process results in the desired contour of the component's edge. This reduces the need for post-processing of the edges after forming, as the semi-finished product's edge is trimmed to a suitable contour before the forming process begins.It has been shown that the contour of the formed component can be specified with sufficient accuracy in this way to avoid or at least significantly reduce post-forming work on the edge contour, thus considerably lowering costs. For example, the width of the end wall can be specified with sufficient accuracy, such as a tolerance of + / - 3 mm, and ideally, trimming, which is preferably done by laser in the case of high-strength end walls, can be avoided.

[0046] The process can, in particular, provide for the production of vehicle bodies for a number of different vehicle types. Components are manufactured for these different vehicle types, forming at least a portion of the bulkhead that extends over the bulkhead's edge region. In this process, an edge region of a semi-finished product used to manufacture the respective component can be cut to a contour. This contour is selected such that the forming process creates a bulkhead edge region specific to the vehicle type being manufactured.

[0047] This approach enables the implementation of a platform strategy, allowing for the easy adaptation of produced front walls for the bodies of different vehicle types during the ongoing process. Specifically, only the contour to which the edge of the semi-finished product is cut needs to be adapted for use in the respective vehicle type. For example, different widths of the semi-finished product can be used to produce front walls of varying widths. In this context, an orientation of the front wall's edge that runs at least substantially in the transverse direction of the vehicle is advantageous, as the contour of the formed component, determined by cutting the edge of the semi-finished product, allows for the creation of front walls of different widths.In this way, a platform strategy can be elegantly implemented in the production of different types of motor vehicles with regard to the production of the front wall.

[0048] Alternatively, and / or after the forming process, the edge of the respective component can be trimmed to a contour specific to the front wall of the vehicle type being manufactured. This can be done either using the components described above, which were produced using the forming process and can be identical for the different vehicles before the edge is trimmed, particularly with regard to their contour, or using components where the contour of the semi-finished product has already been trimmed during production. Preferably, laser cutting processes, especially remote laser cutting, can be used for trimming the contour.In this context, laser remote cutting is particularly advantageous for trimming the edge area, since the high flexibility in guiding the laser beam allows for large degrees of freedom in changing the cutting process from component to component.

[0049] The forming process can be carried out using an identical tool for different vehicle types. While trimming the edges, particularly using the laser cutting methods described above, can be easily adapted to different vehicle types, a forming tool, especially a hot forming tool, incurs considerable investment costs. Furthermore, changing a forming tool and thus retooling the corresponding forming equipment is comparatively more complex than adapting a cutting process, especially a laser cutting process, where, in the best-case scenario, only a control adjustment is necessary to adapt the contour to be produced.

[0050] Alternatively and / or additionally, the process can provide for the use of a semi-finished product type specific to the vehicle type being manufactured. The forming of the different semi-finished product types preferably takes place in an identical forming tool. The semi-finished product types can differ from one another, in particular, in the thickness of the semi-finished products and / or the thickness of individual areas of the semi-finished products. In this way, weight-optimized front walls for the different vehicle types can be manufactured economically.

[0051] Further practical embodiments of the invention are described below in connection with the drawings. They show: Fig. 1 a schematic horizontal sectional view of the course of the front wall, Fig. 2 a schematic representation of the connection of the structural elements to the front wall, Fig. 3 a schematic representation of the connection of the longitudinal members, the structural components and the cowl cross member to the front wall, Fig. 4 the connection of the pre-assembled front body structure with the body area arranged behind the front wall, Fig. 5 the state after the connection of the body area arranged behind the front wall with the pre-assembled front body structure, Fig. 6 the exemplary motor vehicle body after further assembly steps.

[0052] In Figure 1The figure illustrates how the bulkhead 10 forms a separation between the body section 12 located behind the bulkhead 10 and the pre-assembled front-end structure 14. Advantageously, an edge region 16 of the bulkhead 10 can be oriented substantially in the transverse direction Y of the vehicle and supported in a side panel structure 18 of the body located behind the bulkhead 10 in the longitudinal direction X of the vehicle. As in the example shown, the side panel structure 18 can be part of an A-pillar extending from the lower area of ​​the vehicle body, in particular the floor of the vehicle body, to the roof of the vehicle body.

[0053] As illustrated by example, the front wall 10 can be formed from a component that is produced from a flat semi-finished product by a forming process. In this case, it is advantageous if the formed component, as illustrated by example, extends at least one section on both sides of the vehicle over areas of the wheel arches and / or edge areas 16 of the front wall 10.

[0054] The longitudinal beams 20 can be connected to the end wall 10 by means of connecting elements 22, as in the example shown.

[0055] As exemplified in the Figure 2 As shown, in the process for assembling a motor vehicle body, structural elements 24 can first be guided through openings 26 in the front wall 10. Alternatively or additionally, the structural elements 24 can be connected to the front wall 10, thus forming a composite of the front wall 10 and the structural elements 24.

[0056] In Figure 3The figure illustrates how the assembled structure consisting of the front bulkhead 10 and structural elements 24 can be connected to other components of the front end. In the example shown, the front bulkhead 10 thus becomes part of the pre-assembled front end structure 14. The separation between the pre-assembled front end structure 14 and the body section 12 is located directly behind the front bulkhead 10 in the example shown.

[0057] As shown in the example, the longitudinal beams 20 can first be connected to the front wall 10 using the connecting elements 22. Similarly, further structural components 28, which, as in the example shown, may include a strut tower and part of a wheel arch, can be connected to the respective longitudinal beams 20. The units thus formed can then be connected to the assembly consisting of the front wall 10 and the structural elements 24. A windshield cross member 30 can also be connected to the assembly consisting of the front wall 10 and the structural elements 24, as shown in the example.

[0058] As particularly evident from the Figures 4 and 5As can be seen, the structural elements 24 can be connected to the longitudinal beams 20 in such a way that the structural elements 24 are connected to the inside of the longitudinal beams 20, which are designed as hollow structures. This can be achieved by attaching a part 32 of the respective longitudinal beam 20 to the longitudinal beam 20 only after the corresponding structural element has been connected to the inside of the longitudinal beam 20. In the example shown, this is between the in Figure 5 and in Figure 6 The depicted points in time during the assembly of the motor vehicle body are the case.

[0059] As from the Figures 4 to 6 As can be seen, the body section 12, which is located behind the front wall 10, can be pre-assembled – at least partially – before being connected to the front structure 14, or, as in the Figures 5 and 6As shown, after connecting the front structure 14 with the body section 12 located behind the front wall 10, a further assembly of the body section 12 takes place. Reference symbol list

[0060] 10 Front wall 12 Body area 14 Front structure 16 Edge area 18 Side panel structure 20 Longitudinal members 22 Connecting elements 24 Structural elements 26 Openings 28 Structural component 30 Windscreen cross member 32 Part of the longitudinal members X Vehicle longitudinal direction Y Vehicle transverse direction Z Vehicle vertical direction

Claims

1. Method for assembling a motor vehicle body, the motor vehicle body comprising a front-end structure (14) which has a bulkhead (10) and a body region (12) arranged behind the bulkhead (10) in the longitudinal direction (X) of the motor vehicle, the front-end structure (14) first being pre-assembled separately from the body region (12), before the front-end structure (14) is connected to the body region (12) arranged behind the bulkhead (10), the partition between the pre-assembled front-end structure (14) and the body region running directly in front of or behind the bulkhead (10), side rails (20) of the front-end structure (14) being connected to the bulkhead (10) during the pre-assembly of the front-end structure (14), structural elements (24) for connecting the side rails (20) to the body region (12) arranged behind the bulkhead (10) being connected to the side rails (20) during the pre-assembly, characterized in that the structural elements (24) extend through openings (26) in the bulkhead (10).

2. Method according to claim 1, characterized in that the side rails (20) are connected to the bulkhead (10) by means of connecting elements (22), which are connected both to the bulkhead (10) and to the side rails (20).

3. Method according to claim 2, characterized in that the connecting elements (22) and the regions of the bulkhead (10) connected to the connecting elements (22) are made of steel and the side rails (20) are first connected to the connecting elements (22) before they are connected to the bulkhead (10).

4. Method according to any of the preceding claims, characterized in that the side rails (20) are a hollow structure, the structural elements (24) being connected to the inside of the hollow structure and a part (32) of the relevant side rail (20) being attached to the side rail (20) only after the corresponding structural element (24) has been connected to the inside of the side rail (20).

5. Method according to any of the preceding claims, characterized in that the structural elements (24) are first connected to the bulkhead (10), in particular the structural elements (24) extending through openings (26) in the bulkhead (10), before the side rails (20) are connected to the bulkhead (10) and / or the structural elements (24) are connected to the side rails (20).

6. Method according to any of the preceding claims, characterized in that structural components (28), which comprise at least part of an upper side rail (20), a strut tower and / or a wheel house, are first connected to the side rails (20) before the side rails (20) are connected to the structural elements (24) and / or the bulkhead (10).

7. Method according to any of the preceding claims, characterized in that, before connecting the front-end structure (14) to the body region (12) arranged behind the bulkhead (10), a cowl cross member (30) is connected to the bulkhead (10) and / or the structural components (24).

8. Method according to any of the preceding claims, characterized in that a component which forms at least the part of the bulkhead (10) that is connected to the side rails (20) is produced from a flat semi-finished product by means of a deformation process.