Passenger car with a front-side storage compartment

Abstract

The invention relates to a passenger car comprising a body shell (12) and a front-side loading compartment element (24) which is formed separately from the body shell (12) and is secured to the body shell (12) and by means of which a front-side storage compartment (26) is delimited. The loading compartment element (24) is connected to a front module (14) of the body shell (12), a strut bar (16) of the body shell (12), and an integral support (20) which is formed separately from the body shell (12) and from the loading compartment element (24) and which is held on the body shell (12).

Description

[0001] Passenger cars with a front storage space

[0002] The invention relates to a passenger car with a front storage space according to the preamble of claim 1.

[0003] DE 102019 007 850 B4 discloses a loading space arrangement for a front compartment of a motor vehicle which can be closed by a front hood, with a loading space box which is closed by a lid arranged in a closed position below a front hood which can also be displaced between a closed position and an open position.

[0004] The object of the present invention is to create a passenger car with a front storage space so that a particularly weight-, cost- and space-efficient design of the passenger car can be realized.

[0005] This object is achieved according to the invention by a passenger car having the features of claim 1. Advantageous embodiments with expedient further developments of the invention are the subject of the dependent claims.

[0006] The passenger car according to the invention, also simply referred to as a vehicle, the interior of which is also referred to as the passenger cell or passenger compartment, has a bodyshell through which the interior of the passenger car is formed. While the passenger car is traveling, people such as the driver of the passenger car can be present in the interior of the passenger car. In addition, the passenger car has a front-facing load compartment element that is formed separately from the bodyshell and fastened to the bodyshell, and through which a front-facing storage space is delimited, in particular with an opening. This means that the load compartment element is arranged at the front of the passenger car, so that the loading space is arranged at the front. The front-facing storage space, also referred to as the front-facing load compartment, is also referred to as the "frunk."The word “frunk” is a portmanteau of the English words “front” (for front, in front or forward...) and “trunk” (for trunk, loading space or storage space). In particular, the loading space element is attached to a front section of the bodyshell, also known as the vehicle front section. The bodyshell is preferably a self-supporting body of the passenger car. The front storage space itself, for example, opens via the aforementioned opening, i.e. viewed on its own, into or onto an area surrounding the storage space or the passenger car. This means that an object to be transported, such as a bag or suitcase, can be moved through the opening and thus into the storage space via the opening and can therefore be arranged in the storage space.Furthermore, it is possible to move the object arranged in the storage space through the opening and thereby out of the storage space, thus removing it from the storage space and moving it to or around the storage space. The loading space element is preferably designed as a particularly rigid solid body.

[0007] The passenger car can have a front hood, also referred to as a front flap, which is in particular designed separately from the bodyshell and can be held movable, in particular pivotable, on the bodyshell. The front hood is movable, in particular pivotable, for example, relative to the bodyshell and relative to the load compartment element between a closed position closing the opening and at least one open position exposing at least a partial area of ​​the opening. This means that in the closed position, the opening and thus the storage space are closed by the front hood, so that, for example, objects arranged in the storage space cannot undesirably fall out of the storage space through the opening while the passenger car is traveling.In the open position, the front hood exposes at least part of the opening, so that in the open position, for example, the aforementioned object can be moved through the partial area and thus arranged in the storage space or removed from the storage space. The load compartment element can be attached at least indirectly, in particular directly, to the bodyshell. In order to be able to realize a structure that is particularly weight-, cost-, and space-efficient, and thus a design of the passenger car that is particularly weight-, cost-, and space-efficient, the invention provides that the load compartment element is connected to a front module of the bodyshell, to a strut brace of the bodyshell, and to an integral support formed separately from the bodyshell and separately from the load compartment element and held on the bodyshell, also referred to as a subframe.In particular, the strut brace and the front module, also referred to as the front-end module, are components of the aforementioned front end, which may, for example, also include the integral support. Because the load compartment element, which is formed separately from the integral support and separately from the bodyshell and thus separately from the front module and separately from the strut brace, is connected, in particular directly, to the strut brace, in particular directly to the front module, and, in particular directly, to the integral support, the load compartment element is particularly advantageously connected to the strut brace, the front module, and the integral support, and thus to the bodyshell, so that the bodyshell and, in particular, the front end, can be advantageously stiffened or reinforced by means of the load compartment element.Due to the described connection of the load compartment element to the bodyshell and to the integral support, thus to the strut brace, the front module and the integral support, a torsional load can be supported and / or transmitted particularly advantageously by means of the load compartment element, whereby an advantageous torsional rigidity of the passenger car can be realized, in particular at its front.

[0008] For example, the load space element is connected to the front module of the bodyshell at at least one first joint, in particular directly. Preferably, the load space element is connected to the front module at a plurality of spaced-apart first joints, in particular directly. Furthermore, it is conceivable for the load space element to be connected to the strut brace at at least one second joint, spaced-apart from the first joint or from the first joints, in particular directly. It is particularly conceivable for the load space element to be connected to the strut brace of the bodyshell, in particular directly, at a plurality of spaced-apart second joints, each spaced-apart from the first joint or from the first joints.Alternatively or additionally, it is possible for the load compartment element to be connected, in particular directly, to the integral support at at least one third joint spaced apart from the first joint or from the first joints and from the second joint or from the second joints. Advantageously, the load compartment element is connected, in particular directly, to the integral support at a plurality of spaced-apart third joints spaced apart from one another, which are spaced apart from the first joint or from the first joints and from the second joint or from the second joints. This ensures a particularly strong connection of the load compartment element to the bodyshell and to the integral support, so that a particularly high torsional rigidity of the passenger car can be achieved.

[0009] The invention creates a functional integration that gives the load space element at least a dual function. Firstly, the load space element is used to define and thus create the front-side storage space. The load space element is also referred to as a load compartment recess or is a load compartment recess in which objects to be transported can be stowed. Secondly, the load space element is used to provide structural support. This means that the connection of the load space element to the bodyshell, and thus to a structure of the bodyshell and to the integral support, as provided according to the invention, can advantageously support and / or divert loads such as torsional loads that occur, for example, when the passenger car is traveling.Thanks to functional integration, multiple structural levels and their screw connections in the front section are no longer necessary, thus reducing weight, costs, and installation space requirements, as well as assembly effort, compared to conventional solutions. Due to the described connection of the load compartment element to the bodyshell and the integral support, the load compartment element has a structurally supporting effect, eliminating the need for additional, separate measures to implement structural support. This allows the number of parts and thus the costs, weight, and installation space requirements of the front section to be kept particularly low. Because the front-side load compartment element is connected to the bodyshell and thus fastened to the bodyshell, the load compartment element is integral with the bodyshell.The strut brace connects two domes, in particular spring strut and / or damper domes, of the bodyshell that are spaced apart from one another in the transverse direction of the passenger car, in particular such that the strut brace is connected, in particular directly, to the domes. The domes of the bodyshell are bodyshell domes, with a respective spring and / or damper element of a wheel suspension of the passenger car being connected, for example, to the respective dome. The passenger car has, for example, at least or exactly two vehicle axles arranged consecutively and thus one behind the other in the longitudinal direction of the passenger car, also simply referred to as axles, namely a first vehicle axle and a second vehicle axle.The first vehicle axle is preferably a front axle of the passenger car, so that, for example, the second vehicle axle is a rear axle of the passenger car, the rear axle of which adjoins the front axle towards the rear in the longitudinal direction of the passenger car. The respective vehicle axle has at least or exactly two vehicle wheels, also simply referred to as wheels, wherein the respective vehicle wheels of the respective vehicle axle are arranged on opposite sides of the passenger car in the transverse direction of the passenger car. The vehicle wheels are ground contact elements of the passenger car, which can be or is supported on a ground downwards in the vertical direction of the passenger car via the ground contact elements.If the passenger car is driven along the ground while being supported downwards on the ground via the ground contact elements in the vertical direction of the passenger car, the ground contact elements roll, in particular directly, on the ground. For example, the vehicle wheels of the front axle, also referred to as front wheels, are movably coupled to the body via the aforementioned wheel suspension in such a way that the wheel suspension permits movements of the vehicle wheels of the front axle at least in the vertical direction of the passenger car and relative to the bodyshell and relative to the integral support. The aforementioned movements of the vehicle wheels of the front axle, also referred to as front wheels, are also referred to as wheel movements or compression and rebound movements.

[0010] The wheel suspension has, for example, a first spring and / or damper element assigned to a first of the front wheels, via which the first front wheel is supported on the bodyshell in a sprung and / or damped manner. The first spring and / or damper element is connected to a first of the domes. The wheel suspension has a second spring and / or damper element assigned to a second of the front wheels, via which the second front wheel is supported on the bodyshell in a sprung and / or damped manner. The second spring and / or damper element is connected to a second of the domes. Since the domes are spaced apart from one another in the transverse direction of the passenger car and thus lie opposite one another in the transverse direction of the passenger car, the aforementioned spring and damper elements of the wheel suspension also lie opposite one another in the transverse direction of the vehicle.

[0011] The wheel suspension also has, for example, at least one first check arm assigned to the first front wheel and at least one second check arm assigned to the second front wheel. The first check arm is articulated to the first front wheel, and the second check arm is articulated to the second front wheel. Furthermore, for example, the first check arm is articulated to the integral support and, via the integral support, to the bodyshell, and for example, the second check arm is articulated to the integral support and, via the integral support, to the bodyshell. This means, for example, that the check arms are articulated to the integral support, so that the check arms are articulated to the bodyshell via the integral support. The check arms are parts of the wheel suspension, the parts of which are articulated to the integral support and, via the integral support, to the bodyshell.Thus, the front wheels are connected to the integral support via the wheel guides, also referred to simply as control arms, and via these to the bodyshell, in particular in such a way that the wheel guides allow the aforementioned compression and rebound movements of the front wheels, at least in the vertical direction of the passenger car and relative to the integral support and the bodyshell. These compression and rebound movements of the front wheels can be cushioned and / or damped by means of the spring and / or damper elements.

[0012] In order to be able to realize a particularly advantageous structural support effect of the load compartment element, so that a particularly advantageous torsional rigidity of the passenger car, in particular at its front, can be achieved in a particularly weight-, cost-, and space-efficient manner, one embodiment of the invention provides for the load compartment element to be firmly and thus immovably connected to the front module, to the strut brace, and to the integral support. With regard to the aforementioned joints, it is therefore preferably provided that the load compartment element is firmly connected, i.e., immovably, to the front module at the first joint, firmly connected, i.e., immovably, to the strut brace at the second joint, and firmly connected, i.e., immovably, to the integral support at the third joint.The respective fixed and thus immovable connection is to be understood in particular as meaning that the load compartment element is connected to the front module, the strut brace and the integral support in such a way that relative movements between the load compartment element and the front module, between the load compartment element and the strut brace and between the load compartment element and the integral support are prevented, i.e. that no targeted permission of relative movements between the load compartment element and the front module, between the load compartment element and the strut brace and between the load compartment element and the integral support is provided.

[0013] The integral support preferably has at least two longitudinal members which are spaced apart from one another in the transverse direction of the passenger car and which extend at least substantially in the longitudinal direction of the passenger car. In addition, the integral support has, for example, at least one cross member which extends at least substantially in the transverse direction of the passenger car and via which the longitudinal members are connected to one another. It is conceivable for the integral support to have at least or exactly two cross members which are spaced apart from one another in the longitudinal direction of the passenger car, namely the aforementioned cross member as the first cross member and a second cross member, wherein the respective cross member extends at least substantially in the transverse direction of the passenger car. The longitudinal members of the integral support are connected to one another via the cross members.This allows for particularly high rigidity to be achieved.

[0014] A further embodiment is characterized in that the load compartment element is screwed to the front module, in particular firmly and thus immovably, and is thereby connected to the front module, in particular firmly or immovably. Thus, it is preferably provided that the load compartment element is screwed, in particular firmly, to the front module at the first joint. This allows a particularly strong connection of the load compartment element to the front module to be realized in a cost-effective manner, so that advantageous rigidity, in particular torsional rigidity, can be achieved in a particularly cost-effective manner.

[0015] In a further embodiment of the invention, it is provided that the load compartment element is bolted to the strut brace, in particular firmly and thus immovably, and is thereby connected to the strut brace, in particular firmly and thus immovably. Thus, it is conceivable that the load compartment element is bolted to the strut brace at the second joint, in particular firmly. This allows a particularly good structural support effect of the load compartment element to be realized, so that particularly high torsional rigidity can be achieved.

[0016] In a further, particularly advantageous embodiment of the invention, the load compartment element is bolted to the integral support, in particular firmly and thus immovably, and is thereby connected to the integral support, in particular firmly and thus immovably. This allows a particularly strong connection between the integral support and the load compartment element to be realized, so that a particularly rigid, in particular torsionally rigid, structure can be created that comprises the integral support, the strut brace, and the front module.

[0017] Preferably, the load compartment element is directly bolted, particularly firmly, to the front module, particularly at the first joint. Preferably, the load compartment element is directly bolted, particularly firmly, to the strut brace, particularly at the second joint. Preferably, the load compartment element is directly bolted, particularly firmly, to the integral support, particularly at the third joint, so that particularly high rigidity can be achieved in a particularly space- and weight-efficient manner.

[0018] By appropriately selecting a material from which the load compartment element is formed, and in particular by an advantageous structural design of the load compartment element, the load compartment element can be particularly advantageously configured such that the load compartment element can advantageously support and / or transmit loads, such as torsional loads. In order to achieve a particularly high rigidity of the load compartment element itself while maintaining a particularly low weight, a further embodiment of the invention provides for the load compartment element to be formed from a fiber-reinforced plastic.

[0019] It has proven particularly advantageous if the fiber-reinforced plastic has at least or exactly four layers of fiber fabric embedded in a plastic matrix. This allows for particularly high rigidity of the load compartment element itself to be achieved in a particularly space- and weight-efficient manner, thereby achieving particularly high rigidity, in particular torsional rigidity, of the passenger car, particularly at its front. For example, the load compartment element is formed from an organic sheet having the four-layer fiber fabric. Thus, for example, the organic sheet is a four-layer, plate-shaped semi-finished product, from which the load compartment element is preferably manufactured.

[0020] Preferably, the fiber fabric is a diagonally running fiber fabric. In other words, the fiber fabric has such a fiber orientation that the fibers of the fiber fabric run diagonally and, for example, at an angle of 45 degrees to each other. This allows particularly advantageous mechanical properties of the load compartment element to be realized, so that the described connection of the load compartment element to the bodyshell and to the integral support can achieve a particularly advantageous structural support effect of the load compartment element.

[0021] The plastic matrix is ​​preferably formed from a thermoplastic, allowing particularly advantageous mechanical properties of the loading space element to be realized. Most preferably, the loading space element is manufactured by injection molding and thus designed as an injection-molded component, so that the loading space element is preferably designed as a fiber-reinforced and preferably thermoplastic injection-molded component. This allows even complex geometries of the loading space element to be manufactured quickly and cost-effectively.

[0022] In a further embodiment of the invention, it is provided that the aforementioned two domes of the bodyshell, which are spaced apart from one another in the transverse direction of the passenger car, are connected to one another via the strut brace.

[0023] The front module is at least partially connected to the strut brace and the dome in the longitudinal direction of the passenger car, so that the front module, also referred to as the front end module, is at least partially arranged further forward in the longitudinal direction of the vehicle than the strut brace and the dome.

[0024] To achieve particularly high rigidity, especially torsional rigidity, it has proven particularly advantageous if the front module, which adjoins the strut brace and the domes at least partially in the longitudinal direction of the vehicle, is designed separately from the strut brace and the domes. The front module is at least indirectly connected to the domes and the strut brace.

[0025] Finally, it has proven particularly advantageous if the strut brace is designed separately from the strut towers and, in particular, directly connected to them. This allows for a particularly advantageous design of the passenger car, so that particularly high rigidity, in particular particularly high torsional rigidity, can be achieved at the front of the passenger car in a particularly advantageous manner.

[0026] In order to be able to realize a particularly advantageous assembly of the load compartment element, so that the load compartment element can be connected to the bodyshell and the integral support in a particularly simple and thus time- and cost-effective manner and as a result the structural supporting effect of the load compartment element can be implemented particularly advantageously, it is provided, for example, that at least one tolerance compensation element formed separately from the load compartment element is screwed to the load compartment element, which can be translationally displaced, i.e. translationally moved, relative to the load compartment element by rotating the tolerance compensation element relative to the load compartment element. Via the tolerance compensation element, the load compartment element is supported on the integral support of the passenger car, which is formed separately from the bodyshell and held on the bodyshell and is also referred to as the subframe.For this purpose, it is provided, in particular, that the tolerance compensation element is supported at least indirectly, in particular directly, on the integral support, whereby the load compartment element is supported on the integral support via the tolerance compensation element. Because the tolerance compensation element can be translationally displaced relative to the load compartment element and also relative to the integral support by rotating the tolerance compensation element relative to the load compartment element and in particular about a rotation axis, tolerances, in particular positional tolerances, between the load compartment element and the integral support can be compensated, i.e., balanced, in a simple, time-efficient, and cost-effective manner, thereby enabling cost-effective assembly of the load compartment element.Furthermore, this makes it possible to design the tolerance compensation element, for example, as a bushing, i.e., a tolerance compensation bushing, as a single piece, i.e., in particular, as a single unit, and thus to manufacture it from a single piece, so that the tolerance compensation element can be designed in a lightweight and cost-effective manner. This allows the weight and cost of the passenger car to be kept particularly low.

[0027] The tolerance compensation element is in particular screwed to the loading space element formed separately from the tolerance compensation element in such a way that the tolerance compensation element has a first thread and the loading space element has a second thread corresponding to the first thread, wherein the threads are screwed to one another, in particular directly.If the tolerance compensation element and thus the first thread are rotated in particular about the aforementioned axis of rotation relative to the loading space element and thus relative to the second thread, the threads convert this rotation of the tolerance compensation element about the axis of rotation and relative to the loading space element into a translational movement of the tolerance compensation element, in particular along the axis of rotation and relative to the loading space element, so that the tolerance compensation element can be displaced translationally relative to the loading space element in a simple and thus time- and cost-effective manner by rotating the tolerance compensation element relative to the loading space element.In this way, tolerances, in particular positional tolerances, between the loading space element and the integral support can be compensated for easily, quickly and cost-effectively, so that the loading space element can be supported securely and stably on the integral support via the tolerance compensation element.

[0028] The invention is based, in particular, on the use of the available installation space in the bodyshell to accommodate the loading space element, e.g., designed as a loading space recess or referred to as a loading space recess, and thus the front-side storage space. The front-side storage space thus provides a convenient loading volume that can be advantageously utilized by users of the passenger car. In particular, the passenger car is designed, for example, as an electric vehicle, in particular as a battery-electric vehicle (BEV), so that the front-side storage space can be configured with a particularly large loading volume.By attaching the load compartment element to the bodyshell, i.e., to the strut brace and the front module, as well as by attaching the load compartment element to the integral support, a rigid, particularly torsionally rigid, construction, particularly a lightweight construction, can be realized for the bodyshell, especially the front end, so that, on the one hand, the weight of the passenger car can be advantageously kept low. On the other hand, high torsional rigidity can be achieved.

[0029] For example, in a method for manufacturing the passenger car, the front module, which is particularly designed separately from the struts, the strut brace, and the integral support, is aligned and thus adjusted relative to an outer skin of the passenger car in order to avoid excessive gaps. Furthermore, for example, in the method for manufacturing the passenger car, the strut brace, which is particularly designed separately from the struts, is aligned and thus adjusted relative to the struts. Furthermore, for example, in the method for manufacturing the passenger car, the integral support, which is designed separately from the bodyshell, is aligned and thus adjusted relative to the bodyshell.Since the front module is aligned and thus adjusted relative to the outer skin, since the strut brace is aligned and thus adjusted relative to the domes, and since the integral support is aligned or positioned relative to the bodyshell, insignificant tolerance fluctuations or tolerances can arise between the three aforementioned joints. For example, a respective tolerance compensation in one plane can be easily achieved at the respective joint by using a large screw hole at the respective joint, whereby, for example, tolerances, in particular positional tolerances, in particular two directions perpendicular to each other and running in the plane, can be compensated.However, in order to achieve a stress-free connection, particularly a screw connection, of the load compartment element to or with the integral support, tolerance compensation in a third spatial direction running perpendicular to the directions and thus perpendicular to the plane is also desirable. Such tolerance compensation in the third spatial direction can now be achieved easily and thus quickly and cost-effectively using the tolerance compensation element.

[0030] It may also be possible to pre-assemble the loading space element and the tolerance compensation element screwed to the loading space element and thus provide it as a pre-assembled assembly, which is then mounted on the bodyshell.

[0031] This ensures simple, time-saving, and cost-effective installation of the cargo space element on the body shell. Furthermore, since the threads are preferably screwed directly together, i.e., directly into each other, additional seals can be avoided, while simultaneously creating advantageous watertightness. This avoids an excessive number of components, allowing costs and weight to be kept particularly low.

[0032] In order to be able to compensate for tolerances, particularly positional tolerances, between the load compartment element and the integral support particularly easily, one embodiment of the invention provides that, apart from the aforementioned, particularly direct, support of the tolerance compensation element on the integral support, there is no connection between the tolerance compensation element and the integral support. The tolerance compensation element is thus used only to support the load compartment element via the tolerance compensation element and not to connect it to the integral support in any other way.

[0033] A further embodiment is characterized in that the tolerance compensation element has a tool engagement portion, by means of which the tolerance compensation element can be coupled in a torque-transmitting, in particular rotationally fixed, manner to a tool, particularly designed as a screwing tool, for rotating the tolerance compensation element. This means that the tool can be easily coupled to the tolerance compensation element via the tool engagement portion in a torque-transmitting, in particular rotationally fixed, manner, so that the tolerance compensation element can subsequently be rotated quickly and precisely about the rotation axis relative to the load compartment element using the tool. This allows tolerances between the load compartment element and the integral support to be compensated quickly, thus saving time and cost.

[0034] In a further, particularly advantageous embodiment of the invention, the tolerance compensation element has an external thread, which is the aforementioned first thread. The loading space element has an internal thread corresponding to the external thread, which is the aforementioned second thread. The external thread is screwed directly into the internal thread, whereby the tolerance compensation element is screwed to the loading space element. This enables a space-saving, weight-saving and cost-effective design of the tolerance compensation element, so that tolerances between the loading space element and the integral support can be compensated for cost-effectively. In addition, this enables the tolerance compensation element to be screwed directly to the loading space element, so that additional sealing measures such as additional gaskets can be avoided.

[0035] It has proven particularly advantageous if the tool engagement point is formed in an interior of the tolerance compensation element facing away from the external thread, so that the tool engagement point is preferably formed on an inner circumferential surface of the tolerance compensation element facing away from or facing away from the external thread. For this purpose, the tolerance compensation element is hollow, for example, at least in a longitudinal region of the tolerance compensation element and thus in its interior, with the tool engagement point being formed or arranged in the hollow longitudinal region. This allows for a particularly simple, cost-effective, and space-saving design of the tolerance compensation element.In this case, the tool is coupled, for example, in a torque-transmitting, particularly rotationally fixed manner, to the tool engagement portion and thus to the tolerance compensation element such that the tool is moved, particularly inserted, into the tool engagement portion and thus into the interior of the tolerance compensation element. Consequently, the tolerance compensation element can be rotated particularly easily relative to the loading space element and thus moved translationally relative to the loading space element using the tool.

[0036] The tool engagement point is designed, for example, as a non-circular shape, in particular as an internal non-circular shape, or as a polygon, in particular as an internal polygon. The polygon, in particular the internal polygon, can be designed, for example, as a square, in particular as an internal square, or as a hexagon, in particular as an internal hexagon. Other tool engagement points are readily conceivable. The feature that the tolerance compensation element can be coupled to the tool in a torque-transmitting manner by means of the tool engagement point is to be understood as meaning that the tolerance compensation element can be coupled to the tool by means of the tool engagement point in such a way that torques can be transmitted between the tool and the tolerance compensation element. The tool engagement point therefore has a shape by means of which the torques can be transmitted between the tool and the tolerance compensation element.In particular, the shape of the tool engagement point differs from a circular shape, whereby torques can be transmitted particularly advantageously between the tool and the tolerance compensation element. A further embodiment is characterized by a screw element which is formed separately from the loading space element, separately from the integral support and separately from the tolerance compensation element, and is provided in addition to the loading space element, in addition to the integral support and in addition to the tolerance compensation element, which screw element is preferably designed as a screw. The screw element is supported at least indirectly, in particular directly, on the tolerance compensation element and thus via the tolerance compensation element on the loading space element and, in particular directly, screwed to the integral support, in particular screwed into the integral support, whereby the loading space element is connected to the integral support.In particular, it can be provided that the screw element is screwed to the integral support at the aforementioned third joint, whereby the load compartment element is connected to the integral support at the third joint by means of the screw element, i.e., is connected to the integral support or fastened to the integral support. By means of the tolerance compensation element and the screw element, an advantageous, stress-free screw connection of the load compartment element to the integral support can be avoided, so that the load compartment element can also be connected to the integral support in a weight- and cost-effective manner. This can ensure particularly high rigidity, in particular torsional rigidity, of the bodyshell, in particular of the front section of the bodyshell.

[0037] In order to be able to connect the load space element using the screw element in a particularly space-efficient and secure manner, a further embodiment of the invention provides that the screw element penetrates the interior of the tolerance compensation element and thus the tolerance compensation element. Preferably, the tolerance compensation element is designed as the aforementioned bushing, also referred to as a tolerance compensation bushing, which is hollow in particular over its entire extent and is thus, for example, completely penetrated by the screw element. Thus, for example, the bushing completely surrounds at least a length region of the screw element in the circumferential direction of the screw element running around the rotation axis, so that a particularly space-saving, weight-saving and cost-effective design can be realized. At the same time, the load space element can be advantageously connected to the integral carrier by means of the tolerance compensation element and the screw element.

[0038] In order to compensate for tolerances, in particular positional tolerances, between the loading space element and the integral support in a particularly advantageous manner and thus to be able to achieve a particularly advantageous connection of the loading space element to the integral support, it is provided in a further embodiment of the invention that the tolerance compensation element is supported downwards in the vertical direction of the passenger car, in particular directly, on the integral support, whereby the loading space element is supported downwards in the vertical direction of the vehicle on the integral support via the tolerance compensation element.

[0039] Finally, it has proven particularly advantageous if the tolerance compensation element is screwed, in particular directly, to a floor area of ​​the load compartment element, also referred to as the floor, whereby the floor area delimits the front-side storage space downwards in the vertical direction of the passenger car. This allows for particularly advantageous support of the load compartment element on the integral support via the tolerance compensation element, in particular such that any forces can be transmitted between the integral support and the load compartment element via an advantageously short distance.

[0040] The plastic matrix is ​​made, for example, of polypropylene (PP). In other words, the fiber-reinforced plastic comprises, for example, reinforcing fibers embedded in a matrix. The reinforcing fibers form, for example, the aforementioned fiber fabric. The matrix is, for example, the plastic matrix. The matrix is ​​made of a plastic, which is, for example, the aforementioned thermoplastic. For example, the plastic is polypropylene (PP). The reinforcing fibers are, for example, glass fibers (GF), so that the fiber-reinforced plastic is designed, for example, as a glass-fiber-reinforced plastic, in particular as glass-fiber-reinforced polypropylene (PP, GF).

[0041] For example, it is provided that the external thread of the tolerance compensation element is intended or designed for a direct screw connection, also known as a plastic direct screw connection, in which the external thread is screwed directly into the plastic of the loading space element. Preferably, the tolerance compensation element is made of a metallic material. It would also be conceivable for the tolerance compensation element to be made of a plastic.

[0042] It is conceivable that the loading space element is spaced apart, in particular completely, from the integral support, wherein the tolerance compensation element can ensure particularly advantageous support of the loading space element on the integral support. For example, at least one partial region of the loading space element, in particular the floor region, which directly adjoins the tolerance compensation element, faces the integral support, and completely surrounds the tolerance compensation element, in particular in the circumferential direction of the tolerance compensation element extending around the rotational axis, is spaced apart from the integral support. The partial region spaced apart from the integral support is, for example, a tolerance gap and results from tolerances, in particular positional tolerances, between the loading space element and the integral support.The tolerance gap is bridged by the tolerance compensation element, which compensates for the tolerances between the load compartment element and the integral support. This ensures a favorable connection of the load compartment element to the integral support.

[0043] Also disclosed is a method for assembling a front-side loading space element of a passenger car that defines a front-side storage space. In the method, the loading space element, which is formed separately from the bodyshell of the passenger car, is attached to the bodyshell. Advantages and advantageous embodiments of the passenger car according to the invention are to be regarded as advantages and advantageous embodiments of the method for assembling the front-side loading space element, and vice versa.

[0044] Further advantages, features, and details of the invention will become apparent from the following description and the drawings, which show:

[0045] Fig. 1 shows a partial schematic and sectional plan view of a passenger car, with a bodyshell and with a front-side loading space element which is formed separately from the bodyshell and fastened to the bodyshell and by means of which a front-side storage space is delimited;

[0046] Fig. 2 shows a partial schematic and sectional side view of the passenger car; and

[0047] Fig. 3 shows a further schematic and sectional side view of the passenger car; and

[0048] Fig. 4 shows a schematic representation of a method for assembling the cargo space element. In the figures, identical or functionally equivalent elements are provided with the same reference numerals.

[0049] Fig. 1 shows a section in a schematic and sectional top view of a front 10 of a passenger car, also simply referred to as a vehicle, whose interior, also referred to as the passenger cell or passenger compartment, is formed by a bodyshell 12 of the passenger car. A section of the bodyshell 12 shows a front module 14, also referred to as a front end module, and a strut brace 16, the longitudinal extension of which runs at least substantially in the transverse direction of the passenger car. The strut brace is connected to domes 17 and 19 of the bodyshell 12, which are designed in particular as spring strut domes, whereby the domes 17 and 19, which are spaced apart from one another in the transverse direction of the passenger car, are connected to one another via the strut brace 16. This makes it possible to achieve high rigidity, in particular torsional rigidity, of the bodyshell 12, in particular of a front section 18 of the bodyshell 12.In the exemplary embodiment shown in the figures, the strut brace is formed separately from the domes 17 and 19 and, in particular, is connected directly to the domes 17 and 19, i.e., is fastened to the domes 17 and 19. The passenger car also has an integral support 20 formed separately from the bodyshell 12, also referred to as a subframe and particularly clearly visible in Fig. 2, which is connected to the bodyshell and thus held to the bodyshell. For example, a wheel suspension, in particular at least a front wheel part of the suspension, is connected to the integral support 20, wherein vehicle wheels, in particular designed as front wheels, of a vehicle axle of the passenger car, in particular designed as a front axle, are articulated to the integral support 20 and thus to the bodyshell via the wheel suspension.For example, the wheel suspension comprises, in particular for each front wheel, at least one or more wheel guides, which are articulated to the integral support and, via the latter, to the bodyshell, thus permitting compression and rebound movements of the respective front wheel in the vertical direction of the passenger car relative to the bodyshell 12 and relative to the integral support 20. Alternatively or additionally, it is conceivable for at least one electric machine to be held, in particular mounted, on the integral support 20, by means of which the aforementioned vehicle wheels, designed, for example, as front wheels, can be driven, in particular purely electrically. Thus, the passenger car is preferably designed as an electric vehicle, in particular as a battery-electric vehicle.The integral support 20 comprises, for example, two longitudinal elements, in particular longitudinal members, which are spaced apart from one another in the transverse direction of the passenger car and whose respective longitudinal extension direction runs at least substantially in the longitudinal direction of the vehicle. Furthermore, the integral support 20 comprises, for example, at least one transverse element, in particular a cross member, whose longitudinal extension direction runs at least substantially in the transverse direction of the vehicle. The longitudinal elements are connected to one another via the transverse element, in particular such that the transverse element is connected to the longitudinal elements, in particular at both ends. For example, a section of a component 22 of the integral support 20 designed as an integral strut can be seen in Fig. 3, wherein the component 22 is, for example, the aforementioned transverse element.

[0050] The passenger car also has a loading space element 24 arranged at the front 10 and thus at the front, also referred to as a storage space element or loading box, which is also referred to as a loading space recess or is designed as a loading space recess. The loading space element 24 defines a storage space 26 arranged at the front 10 and thus at the front, also referred to as the loading space, in which objects can be transported. The front-side storage space 26 has an opening 28 which is delimited along its circumferential direction completely circumferentially by an edge region 30 of the loading space element 24, in particular directly.The passenger car also has a front hood, not visible in the figures, arranged on the front 10, which is held movably, in particular pivotably, on the bodyshell 12 and is movable, in particular pivotable, relative to the bodyshell 12 and relative to the integral support 20 and relative to the loading space element 24 between a closed position closing the opening 28 and at least one open position exposing at least a partial area of ​​the opening 28.

[0051] In order to be able to realize a particularly weight-, cost-, and space-efficient construction of the passenger car, the load compartment element 24 is connected, in particular directly, to the front module 14 at first joining points 32 spaced apart from one another in pairs and is thereby, in particular directly, bound to the front module 14, and thus, in particular directly, fastened to the front module 14. For this purpose, for example, the load compartment element 24 is screwed, in particular directly, to the front module 14 at the respective first joining point 32. Very particularly, the load compartment element 24 is screwed, in particular directly, to the front module 14 at the respective first joining point 32, firmly and thus immovably. As shown in Fig.3 by arrows 34, for example, at the respective first joint 32, a compensation of tolerances between the loading space element 24 and the front module 14, in particular in the vehicle longitudinal direction (x-direction) and in the vehicle transverse direction (y-direction), can be carried out by means of a respective first screw hole which is large in particular in its diameter or in its inner circumference and which is penetrated, for example, by a respective first screw element, so that at the respective joint 32 the loading space element 24 is screwed to the front module 14 by means of the respective first screw opening and by means of the respective first screw element, in particular directly and / or firmly, and is thereby connected, in particular directly and / or firmly.

[0052] Furthermore, the load space element 24 is connected, in particular directly, to the strut brace 16 at second joints 36, which can be seen, for example, in Fig. 2, which are spaced apart from the first joints 32 and spaced apart from one another in pairs, and is therefore, in particular directly, connected to the strut brace 16 and thereby, in particular directly, fastened to the strut brace 16. For example, at the respective second joint 36, the load space element 24 is screwed, in particular directly, to the strut brace 16 and thereby, in particular directly, connected. For example, at the respective second joint 36, the load space element 24 is connected, in particular directly, to the strut brace 16, in particular directly, firmly and thus immovably, in particular in such a way that, for example, at the respective second joint 36, the load space element 24 is screwed, in particular directly, firmly and thus immovably to the strut brace 16.At the respective second joint 36, for example, tolerances between the load compartment element 24 and the strut brace 16 can be compensated for by a respective second screw hole with a large inner diameter or inner circumference, which is penetrated, for example, by a respective second screw element, so that, for example, at the respective second joint 36, the load compartment element 24 is screwed to the strut brace 16, in particular directly and / or firmly, by means of the respective second screw hole and by means of the respective second screw element and is thereby connected, in particular directly and / or firmly. For example, tolerances are compensated for at the respective second joint 36 in the vehicle transverse direction (y-direction) and in the vehicle vertical direction (z-direction). This compensation of tolerances between the load compartment element 24 and the strut brace at the respective second joint 36 is illustrated in Fig. 3 by double arrows 38.

[0053] The load space element 24 is connected, in particular directly, to the component 22 and thus, in particular directly, to the integral support 20 at third joints 40, which are spaced apart from the first joints 32 and the second joints 36 and spaced apart from one another in pairs, and is thus, in particular directly, connected to the component 22 and thereby, in particular directly, to the integral support 20. For example, the load space element 24 is screwed directly to the component 22 and thus directly to the integral support 20 at the respective third joint 36. For example, at the respective joint 40, the load space element 24 is firmly connected, in particular screwed, to the component 22 and thus to the integral support 20, in particular directly. A compensation of tolerances between the load space element 24 and the integral support 20 at the respective third joint 40 in the vehicle transverse direction (y-direction) is shown in Fig.3 by a double arrow 42 and can, for example, be effected by a respective third screw hole having a large inner diameter or inner circumference, which will be discussed in more detail below. However, compensation for tolerances between the load compartment element 24 and the integral support 20 in the vehicle vertical direction (z-direction) cannot be carried out by a correspondingly large inner circumference of the respective third screw hole. The respective third screw hole is, for example, penetrated by a respective third screw element, so that, for example, at the respective joint 40, the load compartment element 24 is screwed to the integral support 20 by means of the respective third screw hole and by means of the respective third screw element, in particular directly and / or firmly, and is thereby connected.

[0054] Because the load compartment element 24 is connected, in particular directly and / or firmly, to the front module 14, the strut brace 15, and the integral support member 20 at the joints 32, 36, and 40, i.e., screwed, a weight-efficient and rigid connection of the load compartment element 24 to the bodyshell 12 and to the integral support member 20 can be realized, whereby overall, a high level of rigidity, in particular torsional rigidity, of the passenger car can be realized at its front 10. Additional, separate measures for achieving a corresponding rigidity, in particular torsional rigidity, of the passenger car can thus be avoided, so that the costs, weight, and installation space requirements of the passenger car can be kept low.

[0055] In order to advantageously compensate, i.e. equalize, tolerances between the loading space element 24 and the integral support 20 (also) in the vertical direction of the vehicle, as a result of which a firm and in particular stress-free connection of the loading space element 24 to the integral support 20 at the third joint 40 can be realized, at least one tolerance compensation element 44 is screwed to the loading space element 24, as can be seen particularly well in conjunction with Fig. 2, which in the embodiment shown in the figures is designed as a bushing, thus as a tolerance compensation bushing.

[0056] Since the tolerance compensation element 44 is screwed, in particular directly, to the loading space element 24, the tolerance compensation element 44 can be translationally displaced, i.e., moved, along the axis of rotation 46 relative to the loading space element 24 by rotating the tolerance compensation element 44 relative to the loading space element 24 and about a rotation axis 46, wherein the loading space element 24 is supported on the component 22 and thus on the integral support 20 via the tolerance compensation element 44 along the rotation axis 46. In the exemplary embodiment shown in the figures, the rotation axis 46 runs at least substantially in the vertical direction of the vehicle, so that in the exemplary embodiment shown in the figures, the loading space element 24 is supported on the integral support 20, in particular on the component 22, downwards in the vertical direction of the vehicle via the tolerance compensation element 44.

[0057] In a first step S1 of the method, a loading space element 24 and the tolerance compensation element 44 screwed to the loading space element 24 are provided, in particular in a state in which the loading space element 24 is not yet connected to the bodyshell 12. The state is thus a pre-assembled state in which the assembly is pre-assembled by the tolerance compensation element 44 being screwed to the loading space element 24, in particular while the loading space element 24 is not (yet) connected to the bodyshell 12. In other words, the tolerance compensation element 44, also referred to as a compensation bushing or compensation element, is thus pre-assembled on the loading space element 24.For example, the assembly is mounted on the bodyshell 12, in particular by connecting the loading space element 24 to the front module 14 at the first joint 32 and to the strut brace 16 at the second joint 36. In particular, in a second step S2 of the method following the first step S1, the tolerance compensation element 44 is rotated about the axis of rotation 46 relative to the loading space element 24, in particular by means of a tool not shown in the figures, in such a direction of rotation that the rotation of the tolerance compensation element 44 about the axis of rotation 46 and relative to the loading space element 24 causes the tolerance compensation element 44 to be translationally displaced, i.e. moved, relative to the loading space element 24 in a direction illustrated by a drop 48 and coinciding with the axis of rotation 46 or running parallel to the axis of rotation 46.In this case, the tolerance compensation element 44 is moved translationally relative to the loading space element 24 into, in particular direct, support contact with the integral support 20, in particular with the component 22. This is done in particular in such a way that the tolerance compensation element 44 is supported, in particular supported, on a surface 50 of the integral support 20, in particular of the component 22, facing the loading space element 24.It can be seen that at least one partial region T of the loading space element 24, in particular a surface 52 of the loading space element 24 facing the surface 50, which is directly adjacent to the tolerance compensation element 44, faces the integral support 20, in particular the surface 50, and completely surrounds the tolerance compensation element 44 in the circumferential direction of the tolerance compensation element 44 running around the rotation axis 46, is spaced from the integral support 20, so that the surfaces 50 and 52 delimit a tolerance gap S arranged between the surfaces 50 and 52, in particular directly and / or along the rotation axis 46. The tolerance gap S is bridged by the tolerance compensation element 44, wherein the tolerance compensation element 44 is supported directly on the surface 50, and thus is in direct support contact with the surface 50. The loading space element 24 is thus advantageously supported via the tolerance compensation element 44.The tolerance gap S results from tolerances and, in particular, positional tolerances, between the loading space element 24 and the integral support 20, whereby these tolerances between the loading space element 24 and the integral support 20 can now be advantageously compensated, i.e., balanced out. Furthermore, in the exemplary embodiment shown in the figures, apart from the support of the tolerance compensation element 44 on the integral support 20, a further, additional connection of the tolerance compensation element 44 to the integral support 20 is omitted, i.e., is not provided. The tolerance compensation element 44 is penetrated over its entire axial extent, running along the axis of rotation 46, by a through-opening 54, which is, for example, the aforementioned third screw hole, also referred to as a screw opening, and thus is or forms an interior of the tolerance compensation element 44.Thus, for example, the tolerance compensation element 44 is hollow over its entire axial extent, i.e., along the rotational axis 46. A tool engagement portion 56 of the tolerance compensation element 44 is formed in the through-opening 54 and thus in the interior of the tolerance compensation element 44. This tool engagement portion 56 can be coupled to the aforementioned tool via the tool engagement portion 56 in a torque-transmitting, in particular rotationally fixed, manner. This means that the tool can be inserted, in particular along the rotational axis 46, into the through-opening 54 and thus into the tool engagement portion 56 and can thereby be coupled to the tolerance compensation element 44 in a torque-transmitting, in particular rotationally fixed, manner.Subsequently, the tolerance compensation element 44 can be rotated about the rotation axis 46 relative to the loading space element 24 by means of the tool and can thereby be translationally displaced along the rotation axis 46 relative to the loading space element 24, in particular until the tolerance compensation element 44 comes into direct support contact with the surface 50 and, if appropriate, until a torque which is transmitted from the tool to the tolerance compensation element 44 reaches a predetermined threshold value.

[0058] The tolerance compensation element 44 has a first thread in the form of an external thread 58. The loading space element 24 has a screw opening 60 designed as a through-opening, in which a second thread in the form of an internal thread 62 is formed, corresponding to the external thread 58. The external thread 58 is screwed directly into the internal thread 62, whereby the tolerance compensation element 44 is screwed, in particular directly, to the loading space element 24. It can be seen that because the tool engagement point 56 is arranged in the through-opening 54, thus in the interior of the tolerance compensation element 44, the tool engagement point 56 is formed in the interior of the tolerance compensation element 44 facing away from the external thread 58, in particular such that the tool engagement point 56 is formed on an inner circumferential surface 64 of the tolerance compensation element 44 facing away from the external thread 58.In the exemplary embodiment shown in the figures, the tolerance compensation element 44 is screwed, in particular directly, to a floor region 66, also referred to as the floor, of the loading space element 24, wherein the front-side storage space 26 is delimited downwards in the vertical direction of the passenger car, in particular directly, by the floor region 66. This also means that the screw opening 60 is formed in the floor region 66, wherein the internal thread 62 is formed on the floor region 66.

[0059] In a third step S3 of the method, which particularly follows the second step S2, a screw element 68, in this case designed as a screw, is moved through the through-opening 54. The screw element 68 is designed separately from the loading space element 24, separately from the integral support 20, and separately from the tolerance compensation element 44, and has a screw shaft 70 with a third thread 72, in this case designed as an external thread, and a screw head 74, which is connected to the screw shaft 70, in particular is formed integrally with the screw shaft 70. The screw head 74 has a larger outer circumference, in particular an outer diameter, than the screw shaft 70. It can be seen that the through-opening 54 (third screw hole) is completely penetrated by the screw element 68.At the third joint 40, the screw element 68 is screwed, in particular directly, to the integral support 20, in particular to the component 22. Furthermore, the screw element 68 is supported at least indirectly, in particular directly, on the tolerance compensation element 44 via its screw head 74, in particular along the rotation axis, so that the loading space element 24 is connected to the integral support 20 by means of the screw element 68 at the third joint 40.

[0060] The integral support 20 has an opening 75 designed as a further through-opening, into which the screw element 68 engages, in particular such that the opening 75 is completely penetrated by the screw element 68 along the rotation axis 46. It is conceivable that the opening 75 is thread-free, so that, for example, the screw element 68 is screwed, in particular directly, to a corresponding further screw element, designed, for example, as a nut, on an underside US of the integral support 20 facing away from the loading space element 24 and the tolerance compensation element 44, whereby the loading space element 24 is connected to the integral support 20 at the joint 40. Furthermore, it is conceivable that a fourth thread corresponding to the thread 72 is formed in the opening 75, which is designed as a through-opening in the present case and is, for example, a second internal thread.In this case, for example, the thread 72 is screwed, in particular directly, into the corresponding fourth thread, whereby the screw element 68 is screwed, in particular directly, to the integral carrier 20 at the joint 40.

[0061] Visible from Fig. 2 is a sealing element 76, which is formed, for example, separately from the tolerance compensation element 44 and separately from the screw element 68 and can be designed, for example, as a solid body. For example, the sealing element 76 can be made of rubber. The sealing element 76 is designed, for example, as a sealing ring, in particular as an O-ring. By means of the sealing element 76, the screw element 68, in particular the screw head 74, is sealed against the tolerance compensation element 44, in particular along the axis of rotation 46, whereby a particularly advantageous seal, in particular against water, can be avoided. If the external thread 58 is located directly in front of it and the internal thread 62 is screwed in, an advantageous seal can (also) be realized between the tolerance compensation element 44 and the loading space element 24, in particular without additional sealing elements.This means that no water from outside can penetrate into the front storage space 26.

[0062] Due to the described, particularly fixed, connection of the load compartment element 24 to the strut brace 16 and the front module 14, thus to the bodyshell 12 and the integral support 20, the load compartment element 24 has a structurally supporting effect, whereby, for example, dynamic torsional loads occurring during travel, particularly in the front end 18, can be advantageously supported and / or transmitted by means of the load compartment element 24. Such a dynamic torsional load is illustrated in Fig. 2 by a double arrow 78 and runs, for example, around the longitudinal direction of the passenger car.

[0063] In order to achieve particularly high rigidity of the loading space element 24 itself while maintaining a low weight, the loading space element 24 is formed, for example, from an organic sheet which, for example, has a fiber fabric consisting of at least or exactly four layers with a fiber orientation in which reinforcing fibers of the fiber fabric, simply referred to as fibers, run diagonally and, for example, at an angle of 45 degrees to one another. The reinforcing fibers are embedded in a plastic matrix, also simply referred to as a matrix, which is formed from a plastic such as a thermoplastic. At least in a partial region TB, the loading space element 24 is formed, for example, from a fiber-reinforced thermoplastic injection molding, thus designed as a fiber-reinforced thermoplastic injection molded part which is, for example, injection-molded onto the organic sheet.In other words, it is conceivable that the loading space element 24 has the aforementioned, at least or exactly four-layer fiber fabric in a first partial region and is thus formed, for example, in the first partial region from the four-layer plate-shaped organic sheet, so that, for example, the loading space element 24 has, in the first partial region, the reinforcing fibers running diagonally to one another, which form the fiber fabric. In at least one second partial region, which in particular adjoins the first partial region and is, for example, the partial region TB, the loading space element 24 is produced by injection molding and is thus formed as an injection-molded part, wherein, for example, the second partial region (partial region TB) is injection-molded onto the first partial region. In particular, the loading space element 24 is formed in the second partial region as the aforementioned, fiber-reinforced and thermoplastic injection-molded component.

Claims

Patent claims 1. Passenger car, with a bodyshell (12), and with a front-side loading space element (24) which is formed separately from the bodyshell (12) and fastened to the bodyshell (12), by which a front-side storage space (26) is delimited, characterized in that the loading space element (24) is connected to a front module (14) of the bodyshell (12), to a strut brace (16) of the bodyshell (12) and to an integral support (20) which is formed separately from the bodyshell (12) and separately from the loading space element (24) and held on the bodyshell (12).

2. Passenger car according to claim 1, characterized in that the loading space element (24) is firmly connected to the front module (14), to the strut brace (16) and to the integral support (20).

3. Passenger car according to claim 1 or 2, characterized in that the loading space element (24) is screwed to the front module (14) and is thereby connected to the front module (14).

4. Passenger car according to one of the preceding claims, characterized in that the loading space element (24) is screwed to the strut brace (16) and is thereby connected to the strut brace (16).

5. Passenger car according to one of the preceding claims, characterized in that the loading space element (24) is screwed to the integral support (20) and is thereby connected to the integral support (20).

6. Passenger car according to one of the preceding claims, characterized in that the loading space element (24) is formed from a fiber-reinforced plastic.

7. Passenger car according to claim 6, characterized in that the fiber-reinforced plastic has at least or exactly four layers of fiber fabric embedded in a plastic matrix.

8. Passenger car according to one of the preceding claims, characterized in that two domes (17, 19) of the bodyshell (12) spaced apart from one another in the transverse direction of the vehicle are connected to one another via the strut brace (16).

9. Passenger car according to claim 8, characterized in that the front module (16) adjoining the strut brace (16) and the domes (17, 19) at least partially in the longitudinal direction of the vehicle is designed separately from the strut brace (16) and separately from the domes (17, 19).

10. Passenger car according to claim 8 or 9, characterized in that the strut brace (16) is formed separately from the domes (17, 18) and is connected to the domes (17, 18).

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