Motor vehicle with a reinforcing element in the a-pillar of the motor vehicle body

Abstract

The invention relates to a motor vehicle with a motor vehicle body, wherein the motor vehicle body has an A-pillar (10), wherein the A-pillar (10) has an upper part (20) of the A-pillar (10) which extends along the windscreen. The motor vehicle body has a reinforcing element (28) which is arranged within the A-pillar (10) and extends along the A-pillar (10) at least over a part region of the upper part (20) of the A-pillar (10). The reinforcing element (28) is a cast part.

Description

[0001] Description

[0002] Motor vehicle with a reinforcement element in the A-pillar of the motor vehicle body

[0003] The invention relates to a motor vehicle with a reinforcing element in the A-pillar of the motor vehicle body.

[0004] Motor vehicles of the type in question have a motor vehicle body. Modern motor vehicle bodies must exhibit a certain behavior in the event of an accident. The body should provide the best possible protection for the vehicle's occupants.

[0005] One element that plays a special role in this context, as it is subject to high demands, is the A-pillar. The vehicle pillars are sections of the vehicle body that connect the underbody, which includes in particular the sills and floor of the body, to the roof. As a result, the vehicle pillars usually extend, at least with their upper section, along the windows of the vehicle and can therefore only have limited dimensions, also to give the driver adequate all-round visibility. The stability of these pillars therefore plays a major role, particularly in accidents involving rollovers, as the pillars may have to absorb high forces due to their limited cross-sections.

[0006] The pillars are designated by letters in alphabetical order when viewed from the front of the vehicle. The first pillars on each side of the vehicle are one of the two A-pillars, which are typically arranged in a substantially mirror-symmetrical manner on both sides of the vehicle. The A-pillar typically has an upper portion that curves into a lower portion that connects the upper portion of the A-pillar to the floor area of ​​the vehicle body.

[0007] This bend and the diagonal course of the upper section of the A-pillar result in high bending moments in the upper section of the A-pillar and in the bend area where the upper section of the A-pillar merges into the lower section of the A-pillar, particularly in the event of an accident in which the vehicle comes to rest on its roof. This presents a design dilemma. On the one hand, the appearance and aerodynamics of vehicles require the windshield to be tilted accordingly, and the requirement for good all-round visibility means that the A-pillar, especially the upper section of the A-pillar, can only have limited dimensions. At the same time, however, the A-pillar must effectively prevent the roof from indenting in the area of ​​the heads of the driver and front passenger and effectively protect them in the event of an accident, which requires the A-pillar to be very resilient.

[0008] These conflicting requirements have led to a number of approaches to reinforcing the A-pillar in the past.

[0009] For example, US 11,285,812 B2 shows the possibility of reinforcing an inner and an outer panel of an A-pillar construction by connecting both panels in the area of ​​the lower part of the A-pillar using elements cast from plastic. In this way, the lower part of the A-pillar can be reinforced. However, these reinforcements stiffen the smooth transition between the front structure of the vehicle body and the lower part of the A-pillar. The upper part of the A-pillar is not reinforced. Therefore, although the solution shown there is suitable for improving the behavior of the vehicle body in the event of a frontal impact of the vehicle, the invention therein does not solve the problem of occupant protection in the event of a rollover of the vehicle.

[0010] Reinforcing elements are therefore known from the prior art which are arranged within the A-pillar and extend along the A-pillar over at least a partial area of ​​the upper part of the A-pillar. These can be reinforcing sheets; alternatively and / or additionally, tubes can also be arranged in the A-pillar as reinforcing elements. In practice, sheets and tubes are combined in order to achieve overall satisfactory crash behavior of the A-pillar. Since both tubes and sheet metal components are subject to limitations with regard to the geometries that can be produced for the resulting reinforcing elements, both types of reinforcing elements ultimately have disadvantages. In practice, a combination of both component types is therefore necessary in order to meet the high demands placed on modern vehicle bodies.This requires a plurality of reinforcement elements for each A-pillar, which in turn must be appropriately secured within the A-pillar. This, in turn, increases both weight and costs. The invention is therefore based on the object of providing a motor vehicle with a motor vehicle body in which a reinforcement element is arranged in the A-pillar, which enables cost and / or weight savings compared to the solutions known in the prior art.

[0011] The object is achieved by a motor vehicle having the features of independent claim 1. The features of the dependent claims relate to advantageous embodiments.

[0012] The motor vehicle in question has a motor vehicle body. The motor vehicle body, in turn, has an A-pillar. Preferably, the motor vehicle body can have two A-pillars, with one A-pillar being arranged on each side of the motor vehicle, and both A-pillars having the properties described below.

[0013] The A-pillar has an upper part that extends along the windshield. The upper part of the A-pillar is therefore to be understood as meaning in particular that part of the A-pillar that extends from the area where the exterior mirrors are attached upwards and backwards towards the roof. This upper part of the A-pillar merges, in particular in a bend, into a lower part of the A-pillar. This can be oriented, at least essentially, vertically and extends in particular in the area of ​​the front edge of the passenger and driver doors. The doors, insofar as they open forwards, can be hinged on this lower part of the A-pillar, or the lower part of the A-pillar can be the part of the A-pillar on which the driver and passenger doors are hinged.

[0014] The motor vehicle body has a reinforcing element arranged within the A-pillar. Arranged within the A-pillar means in particular that the reinforcing element is surrounded by components of the A-pillar that are assigned to the motor vehicle body, i.e. in particular that are part of the passenger cell. The components of the A-pillar that surround the reinforcing element can in particular be sheet metal shells, of which in particular an inward-facing shell and / or an outward-facing shell is a part of the A-pillar. An inward-facing shell is understood to mean a sheet metal shell that faces the center of the vehicle in the transverse direction of the vehicle. Such a shell is also referred to below as the inner shell of the A-pillar.An outward-facing shell, which is also referred to below as the outer shell of the A-pillar, is to be understood in particular as a sheet metal shell which is arranged facing away from the centre of the motor vehicle in relation to the transverse direction of the vehicle.

[0015] The reinforcing element extends at least over a partial region of the upper part of the A-pillar along the A-pillar. Extending over a partial region of the upper part of the A-pillar means that the reinforcing element extends at least over a part of the region of the A-pillar that runs essentially diagonally along the windshield from the front bottom to the rear top. In this context, the reinforcing element extends in particular along a longitudinal direction of the upper part of the A-pillar, in which it extends along the windshield. In this case, the reinforcing element extends in particular over at least half of this upper part of the A-pillar.

[0016] The object is achieved in particular by the reinforcement element being a cast part. Cast parts are typically not components that are predestined to form elongated reinforcement elements. However, in connection with the present invention, it has been found that for the internal reinforcement of an A-pillar, one advantage of casting technology, namely the ability to form comparatively complex geometries, can more than compensate for other limitations of casting technology, for example with regard to the specific tensile strength of cast materials compared to other materials, so that overall advantageous behavior of the A-pillar in the event of a crash and, in particular, a reduction in cost and weight can be achieved.

[0017] The reinforcement element can be made of a metallic material. The metallic material can be, in particular, aluminum and / or an aluminum alloy. Metallic materials exhibit high strength and durability, while aluminum and / or aluminum alloys also allow for a comparatively low weight of the reinforcement element and are also cost-effective. The reinforcement element can be manufactured using a die-casting process. Die-casting processes, in particular, enable cost-effective series production of large quantities.

[0018] The reinforcement element may have a first longitudinal strut region extending at least over a portion of the upper portion of the A-pillar along the longitudinal direction of the upper portion of the A-pillar. Such a longitudinal strut region has proven effective in counteracting the load case of roof indentation.

[0019] The reinforcement element can, in particular, have a second longitudinal strut region, which preferably also extends at least over a portion of the upper part of the A-pillar along the longitudinal direction of the upper part of the A-pillar. An additional second longitudinal strut region allows the A-pillar to be designed even more effectively for the load case of roof compression. It has been shown that the use of two longitudinal strut regions allows for optimized load absorption compared to a design with only one longitudinal strut region.

[0020] The first longitudinal strut region can be connected to the second longitudinal strut region, in particular by a plurality of connecting regions. The connecting regions can, in particular, be designed in the manner of connecting webs that extend between the longitudinal strut regions of the reinforcing element. The use of casting technology allows the formation of complex shapes. This allows the connecting regions to be arranged in an optimized manner between the reinforcing elements in order to enable the best possible load bearing with the lowest possible weight. It has been shown that advantageous properties of the reinforcing element can be realized in particular when the reinforcing element, at least in some regions, has an at least essentially ladder-like structure. The ladder-like structure is formed, in particular, by the first longitudinal strut and the second longitudinal strut, as well as a plurality of connecting regions.The connecting areas form the "rungs" of the ladder, while the longitudinal strut areas form the "spars" of the ladder. However, an at least essentially ladder-like structure also includes a structure in which the "ladder" is twisted and / or the "rungs" of the ladder have irregular spacing and / or deviations from parallelism.

[0021] The first longitudinal strut region and the second longitudinal strut region can run, at least substantially, parallel in the region of the upper A-pillar. It has been shown that such a course of the longitudinal strut regions in the region of the upper A-pillar is advantageous for load bearing. Alternatively and / or additionally, it can be advantageous if the first longitudinal strut region and the second longitudinal strut region diverge in the region of the bend that connects the upper part of the A-pillar to the lower part of the A-pillar. This allows the reinforcing element to follow, in particular, a cross-sectional change in the A-pillar in the region of the bend. In practice, the upper part of the A-pillar is subject to the design restrictions described above, whereas the lower part of the A-pillar can have a much greater extent, particularly in the vehicle's longitudinal direction, or can merge seamlessly into other structural regions of the vehicle body.The space thus available in the A-pillar can be used for an advantageous design of the reinforcement element if the longitudinal strut areas diverge accordingly in the area of ​​the cross-sectional change of the A-pillar.

[0022] A region of the reinforcing element can extend along the bend where the upper part of the A-pillar merges into the lower part of the A-pillar. This region of the reinforcing element can, in particular, be part of a longitudinal strut region of the reinforcing element. The region of the reinforcing element that extends along the bend can, in particular, itself have a bend. The bend of the bent region of the reinforcing element corresponds, in particular, at least substantially, to the bend of the A-pillar. Such a course of a region of the reinforcing element has proven to be useful with regard to the mechanical properties of the resulting A-pillar, in particular in the region of the bend.

[0023] A region of the reinforcing element can extend, in the region of the bend in which the upper part of the A-pillar merges into the lower part of the A-pillar, at least substantially in a straight line as an extension of the upper region of the A-pillar. In other words, such a region extends from the upper part of the A-pillar in the front-bottom direction away from the A-pillar or along the longitudinal direction of the upper part of the A-pillar. The region can in particular be part of a longitudinal strut region of the reinforcing element. In particular, with such a region in conjunction with a region of the reinforcing element that extends along the bend in which the upper part of the A-pillar merges into the lower part of the A-pillar, a distancing of the first and second longitudinal strut regions in the region of the bend can be advantageously achieved.

[0024] The reinforcement element can have at least one fastening region for fastening the reinforcement element in the A-pillar. The fastening region can extend away from another region of the reinforcement element. The other region from which the fastening region of the reinforcement element extends can, in particular, be a longitudinal strut region of the reinforcement element. Such fastening regions, which extend in particular away from the reinforcement element, make it possible to shift the exact location of the fastening of the reinforcement element in the motor vehicle body away from the other region of the motor vehicle body. This makes it possible to optimize the geometry of the other region of the reinforcement element regardless of the exact location of the fastening.This can be particularly advantageous if the other region of the reinforcement element is a longitudinal strut region of the reinforcement element, as it allows the course of the longitudinal strut region to be optimized regardless of the exact position of the reinforcement element's attachment points. The reinforcement element's attachment points can then be selected in such a way that other advantages can be realized.

[0025] These other advantages can in particular be advantages that result from the interaction of the reinforcing element with other areas of the motor vehicle body. For example, the fastening areas can enable the reinforcing element to be fastened to particularly resilient points on the motor vehicle body. Alternatively and / or additionally, it is also possible for the fastening area itself to be used to stabilize components of the motor vehicle body. For example, the fastening area can connect two components of the A-pillar to one another and thus contribute to additional stabilization of the A-pillar. This can in particular be an inner shell and an outer shell of the A-pillar, which are connected to one another by at least one fastening area of ​​the reinforcing element.Particularly when the A-pillar is constructed from sheet metal shells, such connections between the sheet metal shells can be an effective measure for strengthening the overall structure, even if they are only point-based reinforcements.

[0026] The reinforcement element can have a predetermined bending point. In particular, a longitudinal strut region of the reinforcement element can have the predetermined bending point. The predetermined bending point of the reinforcement element is arranged in particular between two connecting regions along such a longitudinal strut region, which connect this longitudinal strut region to another longitudinal strut region. The longitudinal strut region having the predetermined bending point is in particular the longitudinal strut region that runs below the other longitudinal strut region with respect to the vehicle's vertical direction. Such a predetermined bending point enables targeted control of the deformation behavior of the reinforcement in the event of a crash. Deformation can be specifically induced in the region of the predetermined bending point, which then leads overall to advantageous deformation behavior of the A-pillar in the event of a crash.

[0027] The motor vehicle may, in particular, be a convertible. In particular, convertibles require high A-pillar stability due to their relatively unstable roof construction—assuming the roof is even present during an accident. At the same time, there is a need to optimize the weight of the reinforcement, as convertibles are usually heavier than closed vehicles due to the necessary stiffening of the vehicle body due to the lack of a roof.

[0028] Furthermore, the motor vehicle can, in particular, be an electrically powered vehicle. Due to their comparatively heavy batteries, electrically powered vehicles also typically have a higher vehicle weight than other vehicles. This increased vehicle weight must, in certain cases, be supported by an A-pillar if the electrically powered vehicle is resting on its roof. Therefore, a corresponding reinforcement element is particularly advantageous for an electrically powered vehicle.

[0029] Further practical embodiments of the invention are described below in conjunction with the drawings. They show:

[0030] Fig. 1 is an exemplary schematic exploded view of an A-pillar according to the prior art,

[0031] Fig. 2 is an exemplary schematic representation of an inner shell of an A-pillar with a reinforcing element according to the prior art,

[0032] Fig. 3 is an exemplary schematic representation of an inner shell of an A-pillar with a cast part as a reinforcing element,

[0033] Fig. 4 is an enlarged view of the reinforcing element from Figure 3.

[0034] The exemplary structure of an A-pillar 10 according to the prior art is shown schematically in Figures 1 and 2. The A-pillar 10 according to the prior art shown as an example in Figures 1 and 2 has an inner shell 12 pointing inwards in the vehicle transverse direction Y and an outer shell 14 pointing outwards in the vehicle transverse direction Y. A tube 16 and a sheet metal part 18 are arranged inside the A-pillar 10 as reinforcing elements. In Figure 2, the arrangement of tube 16 and sheet metal part 18 within the A-pillar 10 between the inner shell 12 and the outer shell 14 is shown by the exploded view along the vehicle transverse direction Y. In Figure 3, the outer shell 14 has been omitted from the illustration in order to show the exact position of tube 16 and sheet metal part 18 in relation to the inner shell 12.The tube 16 and the sheet metal part 18 jointly reinforce the A-pillar 10 according to the prior art, with the tube 16 and the sheet metal part 18 extending over a partial region of the upper part 20 along the longitudinal direction 22 of the upper part 20 of the A-pillar 10. Furthermore, the tube 16 and the sheet metal part 18 extend along a lower part 24 of the A-pillar 10 and along a bend 26 that connects the upper part 20 of the A-pillar 10 to the lower part 24 of the A-pillar 10.

[0035] Figure 3 shows, by way of example, an A-pillar 10 of a motor vehicle body of a motor vehicle, which has a reinforcing element 28 arranged within the A-pillar 10. The reinforcing element 28 is a cast part. The reinforcing element 28 extends, as shown by way of example, over a partial region of the upper part 20 of the A-pillar 10. In the upper region 20, the reinforcing element 28 extends along the longitudinal direction 22 of the upper part 20 of the A-pillar 10. The longitudinal direction 22 runs, in particular as in the example shown, with respect to the plane formed by the vehicle longitudinal direction X and the vehicle vertical direction Z, diagonally from the front-bottom in the rear-top direction. In this case, the longitudinal direction of the A-pillar can also have a directional component in the vehicle transverse direction Y, i.e., the longitudinal direction 22 does not have to run in the plane formed by the vehicle longitudinal direction X and the vehicle vertical direction Z, but can in particular be oriented inwards, ie in the vehicle transverse direction Y towards the center of the motor vehicle.

[0036] Due to the design of the reinforcing element 28 as a cast part, it can have a complex geometry, even though it is formed in one piece.

[0037] As in the example shown, the reinforcing element 28 can have a first longitudinal strut region 30 that extends over a partial region of the upper part 20 of the A-pillar 10 along the longitudinal direction 22 of the upper part 20 of the A-pillar 10. As in the example shown, the reinforcing element 28 can further have a second longitudinal strut region 33 that extends over a partial region of the upper part 20 of the A-pillar 10 along the longitudinal direction 22 of the upper part 20 of the A-pillar 10. The first longitudinal strut region 30 and the second longitudinal strut region 32 can be connected by a plurality of connecting regions 34, as shown by way of example.

[0038] The reinforcement element 28 can have a ladder-like structure, as shown by way of example. As in the illustrated example, the ladder-like structure can be formed in particular by the first longitudinal strut region 30 and the second longitudinal strut region 32 forming the "spars" and a plurality of connecting regions 34 forming the "rungs" of the ladder-like structure.

[0039] The first longitudinal strut region 30 and the second longitudinal strut region 32 can, as shown by way of example and in particular as can be seen in Figure 3, run in the region of the upper part 20 of the A-pillar 10 parallel to the longitudinal direction 22 of the upper part 20 of the A-pillar 10. Furthermore, the first longitudinal strut region 30 and the second longitudinal strut region 32 can diverge in the region of the bend 26, as shown by way of example in Figures 3 and 4. As shown by way of example, the first longitudinal strut region 30 can extend in the region of the bend 26 of the A-pillar 10 in an extension of the upper part 20 of the A-pillar 10 or along the longitudinal direction 22 of the upper part 20 of the A-pillar 10. As also shown by way of example, the second longitudinal strut region 32 can have a bend in the region of the bend 26 of the A-pillar 10, through which the second longitudinal strut region 32 extends along the bend 26 of the A-pillar 10.

[0040] As in the example shown, the first longitudinal strut region 30 and the second longitudinal strut region 32 can be offset from one another in the region of their parallel extension such that the first longitudinal strut region 30 extends above the second longitudinal strut region 32 with respect to the vehicle vertical direction Z. Alternatively and / or additionally, as also shown, the first longitudinal strut region 30 and the second longitudinal strut region 32 can be offset from one another in the region of their parallel extension such that the first longitudinal strut region 30 extends outside the second longitudinal strut region 32 with respect to the vehicle transverse direction Y.

[0041] The reinforcement element 28 can have at least one fastening region 36 with which the reinforcement element 28 is fastened in the A-pillar 10. By way of example, the illustrated reinforcement element 28 has two such fastening regions 36 that extend away from the first longitudinal strut region 30. The fastening regions 36 can, as exemplified in the example shown, be designed such that they connect components of the A-pillar 10, in the example shown, the inner shell 12 shown as an example and an outer shell (not shown).

[0042] Furthermore, the reinforcing element can have a predetermined bending point 38. For example, as shown, the second longitudinal strut region 32 of the reinforcing element 28 can have the predetermined bending point 38.

[0043] The features of the invention disclosed in the present description, the drawings, and the claims may be essential, both individually and in any combination, for the realization of the invention in its various embodiments. The invention may be varied within the scope of the claims and taking into account the knowledge of the person skilled in the art.

[0044] List of reference symbols

[0045] 10 A-pillar

[0046] 12 inner shell

[0047] 14 Outer shell

[0048] 16 pipe

[0049] 18 sheet metal part

[0050] 20 upper part

[0051] 22 Longitudinal direction

[0052] 24 lower part

[0053] 26 Bend

[0054] 28 Reinforcing element

[0055] 30 first longitudinal strut area

[0056] 32 second longitudinal strut area

[0057] 34 connection areas

[0058] 36 Mounting area

[0059] 38 Predetermined bending point

[0060] X Vehicle longitudinal direction

[0061] Y vehicle transverse direction

[0062] Z Vehicle vertical direction

Claims

Patent claims Motor vehicle with a motor vehicle body, wherein the motor vehicle body has an A-pillar (10), wherein the A-pillar (10) has an upper part (20) of the A-pillar (10) which extends along the windshield, wherein the motor vehicle body has a reinforcing element (28) arranged within the A-pillar (10), which extends along the A-pillar (10) at least over a partial region of the upper part (20) of the A-pillar (10), characterized in that the reinforcing element (28) is a cast part. Motor vehicle according to claim 1, characterized in that the reinforcing element (28) has a first longitudinal strut region (30) which extends along the longitudinal direction (22) of the upper part of the A-pillar (10) at least over a partial region of the upper part (20) of the A-pillar (10).Motor vehicle according to claim 2, characterized in that the reinforcing element (28) has a second longitudinal strut region (32) which extends at least over a partial region of the upper part (20) of the A-pillar (10) along the longitudinal direction (22) of the upper part of the A-pillar (10), wherein the second longitudinal strut region (32) is connected to the first longitudinal strut region (30) via at least one connecting region (34), in particular via a plurality of connecting regions (34). Motor vehicle according to one of the preceding claims, characterized in that the reinforcing element (28), at least in some regions, has an at least substantially ladder-like structure.Motor vehicle according to one of the preceding claims, characterized in that two regions of the reinforcing element (28), in particular the first longitudinal strut region (30) and the second longitudinal strut region (32), run parallel in the region of the upper part (20) of the A-pillar (10) and in the region of a bend (26) of the A-pillar (10), in which the upper part (20) of the A-pillar (10) merges into a lower part (24) of the A-pillar (10), which connects the upper part (20) of the A-pillar (10) to the floor region of the motor vehicle body. connects, merges, diverges. Motor vehicle according to one of the preceding claims, characterized in that a region of the reinforcing element (28), in particular a part of a longitudinal strut region (32) of the reinforcing element (28), extends along a bend (26) in which the upper part (20) of the A-pillar (10) merges into a lower part (24) of the A-pillar (10), which connects the upper part (20) of the A-pillar (10) to the floor region of the motor vehicle body.Motor vehicle according to one of the preceding claims, characterized in that a region of the reinforcing element (28), in particular a part of a longitudinal strut region (30) of the reinforcing element (28), extends at least substantially in a straight line in the extension of the upper region (20) of the A-pillar (10) in the region of a bend (26) in which the upper part (20) of the A-pillar (10) merges into a lower part (24) of the A-pillar (10) which connects the upper part (20) of the A-pillar (10) to the floor region of the motor vehicle body.Motor vehicle according to one of the preceding claims, characterized in that the reinforcing element (28) has at least one fastening region (36) for fastening the reinforcing element (28) in the A-pillar (10), which fastening region extends away from another region of the reinforcing element (28), in particular from a longitudinal strut region (30, 32) of the reinforcing element (28). Motor vehicle according to one of the preceding claims, characterized in that the reinforcing element (28), in particular at least one fastening region (36) of the reinforcing element (28), connects two components of the A-pillar (10), in particular an inner shell (12) and an outer shell (14) of the A-pillar (10), to one another. Motor vehicle according to one of the preceding claims, characterized in that a region of the reinforcing element (28), in particular a longitudinal strut region (32) of the reinforcing element (28), has a predetermined bending point (38).

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