Vehicle body structure, vehicle body and passenger car for a passenger car

Abstract

A vehicle body structure for a passenger car, a passenger car body, and a passenger car that can achieve favorable accident (collision) behavior are obtained. 【Solution means】A vehicle body structure 1 for a passenger car body, comprising two longitudinal beams 2, 3 formed as light metal casting parts that are spaced apart from each other in the vehicle lateral direction y, at least one transverse beam 4 formed of a first steel, and a steel structure 5 formed of a second steel different from the first steel and coupled to each of the longitudinal beams 2, 3 and the transverse beam 4, whereby each of the longitudinal beams 2, 3 is coupled to the transverse beam 4 via the steel structure 5. Further, each of the longitudinal beams 2, 3 is formed as a light metal die-cast part.

Description

Technical Field

[0001] The present invention relates to a vehicle body structure, particularly for a self-standing vehicle body of a passenger car. Furthermore, the present invention relates to a self-standing vehicle body of a passenger car. The present invention also relates to a passenger car having such a vehicle body.

Background Art

[0002] From Patent Document 1, a vehicle body structure having a vehicle body reinforcement part behind the second seat row can be read as a known one, and the vehicle body reinforcement part is composed of a beam composite member. Furthermore, Patent Document 2 discloses a structural node for a vehicle body of a vehicle. Furthermore, from Patent Document 3, a transverse beam for a rear structure of a passenger car is known. Furthermore, Patent Document 4 discloses an integrated energy absorption system for a vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of the present invention is to obtain a vehicle body structure for a passenger car, a vehicle body for a passenger car, and a passenger car so as to be able to achieve particularly advantageous accident (collision) behavior.

Means for Solving the Problems

[0005] This problem is solved by the vehicle body structure having the features of claim 1, the vehicle body having the features of claim 14, and the passenger car having the features of claim 15 according to the present invention. Advantageous configurations of the present invention are the subject of the dependent claims.

[0006] A first aspect of the present invention relates to a vehicle body structure for a passenger car, also referred to as a vehicle, particularly a self - standing vehicle body. This means that the passenger car, in its fully manufactured state, comprises a vehicle body that forms or delimits the interior space of the passenger car, also referred to as the passenger cabin or passenger compartment. At this time, a person, for example, a driver, of the passenger car, also simply called a motor vehicle or a motor - driven vehicle, remains in the interior space during the running of the passenger car. The vehicle body, in its fully manufactured state, includes a vehicle body structure that is a fixed and non - detachable (without destruction) component of the vehicle body. In particular, the vehicle body structure is a lower structure (platform), particularly at the rear, which is arranged further below or beneath the interior space in the vehicle height direction of the passenger car. The vehicle height direction is also indicated by z or is also called the z - direction.

[0007] The vehicle body structure comprises two longitudinal beams spaced apart from each other in the vehicle transverse direction of the passenger car. The vehicle transverse direction extends perpendicular to the vehicle height direction and is also indicated by y or is also called the y - direction. Each longitudinal extension direction of the longitudinal beams extends at least essentially parallel to the vehicle longitudinal direction (vehicle length direction) of the passenger car, and the longitudinal beams spaced apart from each other in the vehicle transverse direction are formed as light - metal casting parts. At this time, the vehicle longitudinal direction extends perpendicular to the vehicle height direction and perpendicular to the vehicle transverse direction and is also indicated by x or is also called the x - direction. The feature that the longitudinal beams are formed as light - metal casting parts, also referred to as light - metal casting members, means that each longitudinal beam is formed, that is, manufactured, as each casting part from each light metal, that is, each light - metal alloy. In other words again, each longitudinal beam is manufactured from a light metal, that is, a light - metal alloy, by casting, that is, by a casting method.

[0008] In addition, the vehicle body structure comprises at least one transverse beam (cross member), and as will be described in more detail, the longitudinal beams are coupled to each other via the transverse beam, in particular by the transverse beam being coupled at least directly to the longitudinal beams. The transverse beam is formed of a first steel, which is a first material different from the light metal or light metal alloy forming the longitudinal beams, also referred to as the first steel material. The transverse beam has a longitudinal extension direction that extends at least essentially parallel to the vehicle transverse direction and thus perpendicular to the longitudinal extension direction of each longitudinal beam. In particular, the longitudinal beams and the transverse beam are configured such that they are arranged at the same height or in a common plane, especially when viewed in the vehicle height direction, and the common plane extends in particular perpendicular to the vehicle height direction and is in this case defined in particular by the vehicle longitudinal direction and the vehicle transverse direction.

[0009] In addition, the vehicle body structure comprises a steel structure which can basically be formed of one piece, i.e., can be formed of one member. However, it is conceivable that the steel structure is formed of multiple members and thus comprises, for example, a plurality, i.e., at least two, separately formed members that are at least indirectly coupled to each other. The steel structure is formed, i.e., manufactured, of a second steel, also referred to as the second steel material. The first steel and the second steel are different steels, i.e., different steel materials from each other. In other words, the second steel is a second material different from the first steel and from the light metal or light metal alloy forming, i.e., manufacturing, the longitudinal beams. Thus, in particular, it is conceivable that the above-described part of the steel structure is formed of the second steel and thus of the second steel material. In particular, in the present disclosure, the steel and thus the first steel and the second steel can be understood as iron-carbon alloys having a carbon mass percentage of at most 2 percent, in particular less than 2 percent.

[0010] In the vehicle body structure, a steel structure is coupled to each longitudinal beam and transverse beam, whereby each longitudinal beam is coupled to the transverse beam via the steel structure. Thereby, in particular, the longitudinal beams are coupled to each other via the steel structure and the transverse beam. In particular, the steel structure is coupled to the first of the longitudinal beams and at least one second joint location, in particular using at least one first coupling element and / or by a first joining operation, and in particular is coupled to the second longitudinal beam using at least one second coupling element and / or by a second joining operation, the second joint location being spaced apart from the first joint location and provided in addition to the first joint location. Further, for example, the steel structure is coupled to, i.e., joined to, the transverse beam at at least one third joint location, in particular using at least one third coupling element and / or by a third joining operation, the third joint location being spaced apart from the first joint location and the second joint location and provided in addition to the first joint location and in addition to the second joint location. Also, for example, the steel structure is adapted to be coupled to, i.e., joined to, the transverse beam at at least one fourth joint location, in particular using at least one fourth coupling element and / or by a fourth joining operation, the fourth joint location being spaced apart from the first joint location, the second joint location and the third joint location and provided in addition to the first joint location, in addition to the second joint location and in addition to the third joint location. By the longitudinal beams being coupled to the steel structure and the steel structure being coupled to the transverse beam, the longitudinal beams are coupled to the transverse beam via the steel structure, i.e., connected to the transverse beam, whereby in particular an advantageously strong coupling of the longitudinal beams to the transverse beam or vice versa is possible, despite the use of a light metal or light metal alloy for manufacturing the longitudinal beams and a first steel for forming, i.e., manufacturing, the transverse beam.At the same time, by using light metal or light metal alloy and the first steel, particularly in the application of force due to an accident, which is caused, for example, by a side collision and thus acts from the outside to the inside on the vehicle body structure, for example, in the lateral direction of the vehicle, advantageous forming characteristics and / or energy absorption characteristics of the vehicle body structure can be obtained. As a result, it is possible to achieve particularly advantageous accident behavior (collision behavior, collision characteristics) of the vehicle body structure, and thus the vehicle body and the passenger car as a whole. In particular, by using the first steel, it is possible to avoid a malfunction of the vehicle body structure that occurs accidentally or unpredictably due to the application of force caused by an accident, that is, a malfunction of the vehicle body structure caused by the application of force due to an accident at an unpredictable location, and to maintain this probability particularly small. The deformation behavior and / or malfunction behavior of the vehicle body structure during the application of force due to an accident can be set according to the purpose.

[0011] The present invention is based in particular on the following recognition and considerations. In order to achieve advantageous accident behavior and, in particular, advantageous side impact protection at this time, a stable load path in the vehicle longitudinal direction and the vehicle transverse direction is advantageous. When a force is applied to the vehicle body structure due to an accident, the accident force or load is advantageously guided through the load path, for example, by bypassing at least one area, and thus it is possible to avoid the area. Therefore, for example, it is possible to position, using the vehicle body structure, structural elements that can be protected from excessive loads due to an accident in the area. The structural element is, for example, an electrical energy storage unit particularly when the passenger car is formed as an electric vehicle, particularly a battery electric vehicle. In the state where the passenger car is completely manufactured, the electrical energy storage unit is, for example, coupled to the vehicle body, particularly the longitudinal structure and / or the transverse structure of the vehicle body structure, and in particular, for example, the energy storage unit is arranged in the vehicle body and thus in a fixed state. Therefore, in the state where the passenger car is completely manufactured, at least partially in the forward direction in the vehicle longitudinal direction by a transverse beam and / or on both sides outward in the vehicle transverse direction by each longitudinal beam of the vehicle body structure, respectively, and thus covered, it is possible to be advantageously protected from excessive loads due to an accident using, for example, the vehicle body structure. Basically, for reasons of lightweight construction, in order to keep the weight of the vehicle body structure small, for example, it is desirable that the rear longitudinal beam be manufactured from the above-mentioned light metal alloy in the state where the passenger car is completely manufactured. Also, in order to achieve advantageous protection of a structural element such as an electrical energy storage unit, for example, it is desirable to form, that is, manufacture, the transverse beam from steel, that is, the first steel mentioned above.However, for example, as the first steel, a steel having a very high tensile strength, in this case, for example, when ultra-high-strength steel is particularly used, although advantageous protection of the structural elements can be achieved, the riveted connection of the transverse beam made of the first steel to each longitudinal beam formed as a light metal casting part cannot be carried out, or can only be carried out very laboriously, especially due to the inconvenient strength of the rivet points in such a combination of materials consisting of the first steel and a light metal or a light metal alloy which is a light metal casting alloy. However, the first steel or its use is advantageous especially with respect to the achievement of a large lateral collision protection. This is because the load due to an accident can be advantageously transmitted in the vehicle lateral direction via the transverse beam formed of the first steel in order to protect the structural elements from excessive load acting in the vehicle lateral direction, for example, due to an accident.

[0012] To avoid the above problems, the transverse beam formed of the first steel is not directly joined to each longitudinal beam, also called a cast longitudinal beam or a light metal cast longitudinal beam, or is not connected only directly to each longitudinal beam, and the transverse beam is in particular directly joined to a steel structure, i.e., is joined to the steel structure or to the steel structure. Further, since the steel structure is in particular directly joined to each longitudinal beam, i.e., is joined to each longitudinal beam or to each longitudinal beam, each longitudinal beam is joined to the transverse beam via the steel structure, i.e., with the intervention of the steel structure, i.e., is joined, and thus is connected to the transverse beam. Thus, for example, each longitudinal beam is not directly connected to the transverse beam or is not connected only directly, and each longitudinal beam is joined to the transverse beam via the steel structure. By using a steel structure, i.e., by using a second steel different from the light metal alloy forming the longitudinal beam and the first steel, it is possible to ensure a particularly advantageous and particularly sufficient consolidation of the steel structure with the transverse beam and also a particularly advantageous and particularly sufficient consolidation of the steel structure with each longitudinal beam, so that overall, the longitudinal beam can be advantageously joined to the transverse beam via the steel structure. At this time, the second steel may advantageously be a strong material, i.e., a material having advantageously a large tensile strength, but preferably, the second steel has a lower strength than the first steel, i.e., has a lower strength or tensile strength compared to the first steel. Thereby, it is possible to achieve an advantageous accident behavior with considerably better weight efficiency. Further, the steel structure is not used as a simple adapter or only as a simple adapter to overcome, i.e., solve, the above-mentioned joining problems in the direct joining of the transverse beam or the first steel with each longitudinal beam or the light metal alloy formed as a light metal casting alloy, but the steel structure, in particular when the steel structure is formed as a cast longitudinal beam, forms a common, advantageously stable load path with the longitudinal beam that can particularly advantageously guide the accident load during the application of accident forces, in particular avoid or bypass the above-mentioned range, and can be used or function as a reinforcing structure or a reinforcing member.

[0013] Since each longitudinal beam is manufactured by casting, each longitudinal beam is a cast part (cast member), and the casting for manufacturing each longitudinal beam is the first manufacturing technique or the first manufacturing method. The transverse beam and, for example, the steel structure are manufactured, for example, by forming, and the forming is a second manufacturing technique or a second manufacturing method different from casting. According to the present invention, it becomes possible to skillfully combine both manufacturing techniques, and by using both the transverse beam and also the steel structure and the longitudinal beam, it is possible to at least compensate for the drawbacks resulting from the tensile strength of the second steel, which may be smaller in some cases compared to the first steel. In the vehicle body structure according to the present invention, since a light metal alloy is also used, as well as the first steel and the second steel, the vehicle body structure according to the present invention is, so to speak, a hybrid member capable of exhibiting particularly advantageous accident behavior, and thus is a hybrid structure. In this case, the longitudinal beam is a cast part, and thus, for example, in order to avoid excessive local load peaks during an accident, due to the particularly greater forming freedom specific to casting compared to thin plate members, it is a cast component that can particularly advantageously distribute, particularly at all contact points with thin plate structures, the load, for example due to an accident, to be received (absorbed). For example, at the above-mentioned contact points of the cast component with the steel structure, which is particularly formed or functions as a reinforcing member, the cast component is configured to be in direct contact with, that is, to hit, the steel structure. In particular, for example, the first of the contact points coincides with the first joint, and the second of the contact points coincides with the second joint.

[0014] In order to be able to particularly advantageously and with good weight efficiency realize particularly advantageous accident behavior, in one embodiment of the present invention, each longitudinal beam is formed as each light metal die-cast part. In other words, since each longitudinal beam is manufactured by die-casting, that is, in the die-casting method, preferably, the above-mentioned casting for manufacturing each longitudinal beam is die-casting, that is, die-casting or the die-casting method.

[0015] Another embodiment is characterized in that each longitudinal beam is formed as each aluminum casting part, in particular each aluminum die-cast part, so that each longitudinal beam is preferably an aluminum casting longitudinal beam, in particular an aluminum die-cast longitudinal beam. Therefore, preferably, the above-mentioned light metal is aluminum. In other words, for example, the above-mentioned light metal alloy is an aluminum alloy, in particular an aluminum casting alloy. Therefore, each longitudinal beam is preferably manufactured by aluminum casting, in particular aluminum die-casting. Thereby, in particular, it is possible to form a particularly advantageous load path by each longitudinal beam, so that it is possible to particularly advantageously guide the load due to an accident.

[0016] In another configuration of the present invention, so as to advantageously protect the structural elements that can be arranged within the above-mentioned range and thus within the range, and thus to be able to achieve particularly good accident behavior, the transverse beam is formed as a steel plate member, in particular a steel plate forming member. In other words, since the transverse beam is preferably formed of a steel plate, preferably, the first material is a steel plate. Very preferably, since the transverse beam is manufactured by forming, in particular deep drawing, the transverse beam is a forming member. Thereby, a particularly high strength of the transverse beam can be achieved, and as a result, it is possible to obtain a particularly advantageous side collision protection. In particular, the transverse beam can avoid excessive intrusion into the above-mentioned range during a side collision, for example, or can obtain a particularly high stability or strength of the vehicle body structure when viewed in the vehicle transverse direction.

[0017] In another embodiment of the present invention, so as to particularly advantageously connect the longitudinal beam to the transverse beam and thus obtain a particularly high stability or strength of the entire vehicle body structure, the steel structure is formed of a steel plate, in particular an unformed steel plate. In other words, preferably, the second steel is a steel plate, in particular an unformed steel plate.

[0018] In another particularly advantageous embodiment of the invention, the first steel is an ultra-high-strength steel having a tensile strength exceeding 700 MPa, in particular exceeding 1000 MPa. Thereby, since the transverse beam has a particularly high strength, in particular tensile strength, it is possible to obtain a particularly high strength and thus stability of the entire vehicle body structure. In particular, for example, the first steel may be a dual-phase steel also called DP steel. As is well known, dual-phase steels belong to the group of multiphase steels such as TRIP steels and complex-phase steels. Also, for example, it is conceivable that the first steel is a complex-phase steel also called CP steel. CP steel has a very high yield strength, particularly in the case of the same tensile strength, compared to WP steel. One designation of the dual-phase steel is, for example, DP500. One designation of the complex-phase steel is, for example, CP800. Also, for example, it is conceivable that the first steel is a TRIP steel or a retained austenite steel, and the retained austenite steel is also called RA steel. TRIP steel (TRIP: Transformation Induced Plasticity - umwandlungsbegegte Plastizitaet (transformation-induced plasticity)) has extreme cold workability or extreme cold workability capacity. This has the advantageous formability advantage associated with a particularly high final strength of the member. One designation of the TRIP steel is, for example, TRIP700. Therefore, for example, the first steel may be a martensitic-phase steel also called MS steel. Martensitic steel has a high basic strength and is particularly advantageously suitable, in particular, as a side impact beam. One designation of the martensitic steel is, for example, MS-W1000.

[0019] In another configuration of the invention, the first steel is a press-hardened steel so that it is possible to achieve a particularly high strength of the transverse beam and thus a particularly high strength of the vehicle body structure and, as a result, an advantageous crash behavior. Thus, in other words, preferably, the transverse beam is press-hardened, i.e., hardened by press hardening.

[0020] As a result, the longitudinal beams can be joined to each other particularly advantageously via the steel structure and the transverse beams. In another configuration of the invention, the steel structure can be joined particularly advantageously, especially directly in the transverse beams and also especially directly to each longitudinal beam, such that the second steel has a tensile strength of less than at least 500 megapascals and greater than 300 megapascals, especially greater than 400 megapascals.

[0021] In another embodiment of the invention, the steel structure is assigned to the first longitudinal beam and comprises a first intermediate member formed of a second steel, for example the first of the above-described parts of the steel structure, such that the longitudinal beam can be joined to the transverse beam particularly advantageously and with good weight efficiency, and thus the particularly advantageous accident behavior of the vehicle body structure can be realized with particularly good weight efficiency. The first intermediate member is formed separately from the transverse beam and separately from the longitudinal beam. In addition, the first intermediate member is joined particularly directly to the first longitudinal beam. In addition, the first intermediate member is joined particularly directly to the transverse beam. For example, the first intermediate member is joined particularly directly to the first longitudinal beam at a first joint, and for example, the first intermediate member is joined particularly directly to the transverse beam at a third joint.

[0022] At this time, the vehicle body structure comprises a second intermediate member formed of a second steel and assigned to the second longitudinal beam. The second intermediate member is formed separately from the transverse beam 4, separately from the longitudinal beam, and separately from the first intermediate member. In addition, the second intermediate member is joined particularly directly to the second longitudinal beam, and in addition, the second intermediate member is joined particularly directly to the transverse beam. For example, the second intermediate member is joined particularly directly to the second longitudinal beam at a second joint. Also, it is conceivable that the second intermediate member is joined particularly directly to the transverse beam at a fourth joint.

[0023] In another embodiment of the invention, in order to achieve at least one particularly advantageous load path and thus a particularly advantageous crash behavior, the longitudinal extent of each longitudinal beam, formed as an end range of each longitudinal beam respectively, is received in a steel structure, particularly in each respectively assigned intermediate member, and is thus configured to be arranged inside the steel structure. In this case, in particular, it is conceivable that each longitudinal extent and thus each longitudinal beam is joined to the steel structure within the steel structure. In other words, preferably, the longitudinal extent of each longitudinal beam is received in a respective receiving portion of the steel structure, whereby the longitudinal extent is arranged in the steel structure. In this case, preferably, each longitudinal extent and thus each longitudinal beam are directly joined to the steel structure in the receiving portion. Since the longitudinal extent of each longitudinal beam is arranged in the steel structure and thus in each receiving portion, for example, the steel structure surrounds or encloses each longitudinal extent, and as a result, so to speak, an enclosure, particularly an enclosure of each end range, is formed by the steel structure. This makes it possible to achieve a particularly advantageous connection of the longitudinal beam to the steel structure. In addition, the steel structure can be joined, particularly advantageously, by welding, and particularly by spot welding, i.e., by a welding method, particularly by a spot welding connection, to surrounding or adjacent load paths, i.e., to other members of the vehicle body that are adjacent or surrounding, for example, thereby making it possible to obtain a particularly advantageous crash behavior.

[0024] In another configuration of the invention, in order to be able to maintain the weight of the vehicle body structure particularly small, the longitudinal beams are formed separately from each other and are formed as components joined to each other via at least the steel structure and the transverse beams.

[0025] Instead, in order to be able to achieve a particularly high strength of the vehicle body structure, the longitudinal beams are integrally formed with each other, and thus are formed of one member, also called a monoblock, which member is manufactured by the above-described casting, in particular die casting. At this time, since the member includes at least one second transverse beam, the second transverse beam is integrally formed with the longitudinal beam. In other words, the longitudinal beam and the second transverse beam are formed by one common member, and thus by a monoblock. This can be understood as meaning that the longitudinal beam and the second transverse beam are not formed as components separately formed and joined to each other, for example, but that the longitudinal beam and the second transverse beam are formed of one member. The second longitudinal beam has a longitudinal extension direction that extends at least essentially parallel to the vehicle transverse direction. For example, the longitudinal extension direction of the second longitudinal beam coincides with the longitudinal extension direction of the first longitudinal beam, or the longitudinal extension directions of the first transverse and second transverse beams are spaced apart from each other in particular in the vehicle longitudinal direction and extend at least essentially parallel to each other.

[0026] It is conceivable that the first longitudinal beam and the second longitudinal beam are arranged continuously with each other in the vehicle longitudinal direction, in particular such that the first longitudinal beam is arranged outside the second longitudinal beam and the second longitudinal beam is arranged outside the first longitudinal beam. However, for example, the first longitudinal beam is arranged within the second longitudinal beam, i.e., accommodated, so that, so to speak, the second longitudinal beam surrounds, encloses, or encompasses the first longitudinal beam.

[0027] Finally, it has been found that it is particularly advantageous if the vehicle body structure is formed as a vehicle rear structure for the rear of the vehicle body, in order to achieve particularly good crash behavior. Therefore, preferably, the vehicle body structure is configured to be arranged at the rear of the vehicle body, and thus at the rear of the passenger car, in the fully manufactured state of the passenger car.

[0028] The second aspect of the present invention relates to a body for a passenger car, particularly a self-standing body, and the body has a body structure according to the first aspect of the present invention. The advantages and advantageous configurations of the first aspect of the present invention can be regarded as the advantages and advantageous configurations of the second aspect of the present invention, and vice versa.

[0029] The third aspect of the present invention relates to a passenger car, also called a vehicle, which includes a body according to the second aspect of the present invention, particularly formed as a self-standing body. The advantages and advantageous configurations of the first and second aspects of the present invention can be regarded as the advantages and advantageous configurations of the third aspect of the present invention, and vice versa.

[0030] Further details of the present invention will become apparent from the following description of the preferred embodiments with reference to the relevant drawings.

Brief Description of the Drawings

[0031]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0032] In each figure, the same or functionally identical elements are given the same reference numerals.

[0033] FIG. 1 shows a schematic bottom view of a body structure 1 for a self - standing body of a passenger car, also called a vehicle, where the vehicle longitudinal direction is indicated by x in FIG. 1. The body structure 1 includes two longitudinal beams 2, 3 spaced apart from each other in the vehicle transverse direction of the passenger car, and the vehicle transverse direction is indicated by y in FIG. 1. In particular, the longitudinal beams 2, 3 are arranged at the same height in the vehicle height direction of the passenger car indicated by z in FIG. 1. In the embodiments shown in each figure, the longitudinal beams 2, 3 are formed as aluminum die - cast longitudinal beams, that is, as aluminum die - cast parts. This means that each of the longitudinal beams 2, 3 is manufactured from an aluminum alloy, that is, an aluminum casting alloy, in this case particularly an aluminum die - cast alloy, by die - casting, that is, by the die - casting method. At this time, the longitudinal beams 2, 3 are manufactured from the same aluminum alloy. The aluminum alloy is a light metal alloy, whereby it is possible to maintain the weight of each of the longitudinal beams 2, 3 particularly light.

[0034] The body structure 1 includes a first cross - beam (cross - member) 4 formed of a first steel. In the embodiments shown in each figure, the first steel is a press - hardened ultra - high - strength steel, and its tensile strength, also called its first tensile strength, is greater than 700 megapascals. In particular, the first tensile strength is at least 1000 megapascals or exactly 1000 megapascals. Very preferably, the first tensile strength is greater than 1000 megapascals. Further, since the first steel is a steel plate, the cross - beam 4 is formed as a steel plate part. In particular, the cross - beam 4 is very preferably formed such that the cross - beam 4 is a steel plate forming member. The cross - beam 4 is formed separately from the longitudinal beams 2, 3 and is coupled to the longitudinal beams 2, 3 at least, or here directly only, so that the longitudinal beams 2, 3 are coupled to each other via the cross - beam 4.

[0035] Referring to both FIGS. 2 and 4, it can be clearly seen that the vehicle body structure 1 further includes a steel structure 5 formed of a second steel different from the first steel and having a tensile strength, also called the second tensile strength, smaller than that of the first steel. Therefore, the second steel is a material different from the first steel. The first steel is a material different from the aluminum alloy forming the longitudinal beams 2 and 3, and the second steel is a material different from the aluminum alloy. The steel structure 5 is formed separately from the transverse beam 4 and separately from the longitudinal beams 2 and 3, and is particularly directly connected to the longitudinal beams 2 and 3 and particularly directly to the transverse beam 4. As a result, each longitudinal beam 2 and 3 is particularly directly connected to the steel structure 5. Therefore, the longitudinal beams 2 and 3 are connected to each other via the steel structure 5 and the transverse beam 4.

[0036] In the embodiments shown in each figure, since the second steel is a steel plate, particularly a formed steel plate, the steel structure 5 is formed as a steel plate, particularly a formed steel plate. For example, the second tensile strength is less than 500 megapascals and greater than 300 megapascals. In particular, the second tensile strength is less than 500 megapascals and greater than 400 megapascals. Thereby, the steel structure 5 can be connected particularly advantageously to the longitudinal beams 2 and 3 and also particularly advantageously to the transverse beam 4, so that it is possible to particularly reduce the weight and exhibit particularly good collision behavior of the vehicle body structure 1.

[0037] In the embodiments shown in the respective figures, the steel structure 5 is formed of multiple members. At this time, the steel structure 5 is assigned to the longitudinal beam 2 and includes a first intermediate member 6 formed of a second steel, and the intermediate member is also called the first part of the steel structure 5. The longitudinal beam 2 is also called the first longitudinal beam. The first intermediate member 6 is formed separately from the transverse beam 4 and separately from the longitudinal beams 2 and 3. In addition, the first intermediate member 6 is particularly directly coupled to the longitudinal beam 2. Further, the intermediate member 6 is particularly directly coupled to the transverse beam 4. For example, the intermediate member 6 is particularly riveted to the longitudinal beam 2 and is thus particularly directly coupled to the longitudinal beam 2 by rivets. Instead of or in addition to this, the intermediate member 6 is particularly directly welded to the transverse beam 4 and is thus particularly directly coupled to the transverse beam 4 by welding. The steel structure 5 further includes a second intermediate member 7 which is the second part of the steel structure 5 assigned to the longitudinal beam 3, and the second intermediate member 7 is formed of a second steel. The intermediate member 7 is formed separately from the transverse beam 4, separately from the longitudinal beams 2 and 3, and separately from the first intermediate member 6. Further, the intermediate member 7 is particularly directly coupled to the transverse beam 3 which is also called the second longitudinal beam. Also, the intermediate member 7 is particularly directly coupled to the transverse beam 4. For example, the intermediate member 7 is particularly directly riveted to the longitudinal beam 3 and is thus particularly directly coupled to the longitudinal beam 3 by rivets. Instead of or in addition to this, for example, the intermediate member 7 is particularly directly welded to the transverse beam 4 and is thus particularly directly coupled to the transverse beam 4 by welding.

[0038] In the example of the intermediate members 6 and the longitudinal beams 2, it can be seen from FIG. 2 that each of the intermediate members 6, 7 is provided with a receiving portion 14 in which the longitudinal ranges of the longitudinal beams 2, 3, each formed as an end range 8, are arranged. In FIG. 2, the intermediate member 6 is shown transparently. Thus, each of the intermediate members 6, 7 surrounds or encloses the end ranges 8 of the longitudinal beams 2, 3. In particular, each of the longitudinal beams 2, 3 is configured to be directly coupled to each of the intermediate members 6, 7, particularly in each receiving portion 14 of the intermediate members 6, 7. The receiving portion 14 of the intermediate member 6 can be seen particularly well from FIG. 3.

[0039] In the embodiments shown in the respective figures, the longitudinal beams 2, 3 are components that couple a steel structure 5 and a transverse beam 4, which are formed separately from each other and directly coupled to each other.

[0040] It can be seen particularly well from FIG. 1 that the vehicle body structure 1 includes lateral longitudinal beams 9, 10, also called side skirts, provided in addition to the longitudinal beams 2, 3. The lateral longitudinal beams 9, 10, also called second longitudinal beams, are spaced apart from each other in the vehicle transverse direction. The lateral longitudinal beam 9 is assigned to the intermediate member 6, and at this time, is coupled to the longitudinal beam 2, particularly by being directly coupled to the longitudinal beam 9 through at least the intermediate member 6 or only through the intermediate member 6. The corresponding matters also apply to the lateral longitudinal beam 10 and the longitudinal beam 3. The lateral longitudinal beam 10 is coupled to the longitudinal beam 3, particularly by being directly coupled to the lateral longitudinal beam 10 through at least the intermediate member 7 or only through the intermediate member 7. Thus, the lateral longitudinal beam 10 is assigned to the intermediate member 7. It can be seen that, when viewed in the vehicle transverse direction, the lateral longitudinal beams 9, 10 are arranged outside the rear longitudinal beams 2, 3, which are arranged rearward of the lateral longitudinal beams 9, 10 when viewed in the vehicle longitudinal direction. Herein, the lateral longitudinal beams 9, 10 are connected to at least each partial range of the longitudinal beams 2, 3 in the forward direction in the vehicle longitudinal direction, and thus in the front direction of the passenger car.

[0041] In the embodiments shown in the respective figures, since the transverse beam 4 is formed, for example, in a shell structure, the transverse beam 4 comprises at least two or exactly two shell elements which are, for example, assembled when the transverse beam 4 is formed and are in particular directly connected to each other. In this case, the vehicle body structure 1 comprises a second transverse beam 11 provided in addition to the transverse beam 4, and the second transverse beam is arranged rearward of the transverse beam 4 in the vehicle longitudinal direction, and thus in the direction of the rear of the passenger car relative to the transverse beam 4. At this time, for example, the longitudinal beams 2, 3 are connected to each other via the transverse beam 11 such that the transverse beam 11 is in particular directly or preferably directly connected, i.e., joined, to the longitudinal beams 2, 3. Furthermore, the vehicle body structure 1 comprises a third transverse beam 12 provided in addition to the transverse beams 4, 11, and for example the intermediate members 6, 7 and the lateral longitudinal beams 9, 10 are connected to each other via the third transverse beam. For this purpose, for example, the transverse beam 12 is in particular directly connected to the lateral longitudinal beams 9, 10. Instead of this, or in addition to this, for example, the transverse beam 12 is in particular directly connected to the lateral longitudinal beams 6, 7. In particular, the transverse beam 12 is formed separately from the lateral longitudinal beams 9, 10, and separately from the intermediate members 6, 7, and separately from the transverse beam 4, and separately from the transverse beam 11. Also preferably, the transverse beam 11 is formed separately from the longitudinal beams 2, 3, and separately from the transverse beam 4, and separately from the transverse beam 12, and separately from the intermediate members 6, 7, and separately from the lateral longitudinal beams 9, 10. Also, for example, the transverse beam 12 is formed separately from the longitudinal beams 2, 3.

[0042] In the fully manufactured state of a passenger car, for example, a rear axle beam formed separately from a self-supporting vehicle body is held in the vehicle body structure 1, that is, in particular, the rear axle beam is fixed to the transverse beam, especially directly fixed to the transverse beam 11. Since the rear axle beam is formed separately from the vehicle body and held in the vehicle body, the rear axle beam is not a component of the self-supporting vehicle body, while the vehicle body structure 1 is a fixed component of the self-supporting vehicle body, and thus is fixed to the remaining self-supporting vehicle body, that is, non-destructively and removably joined.

[0043] The transverse beam 12 is, for example, called a heel plate or also called a heel plate. For example, in each figure, the main floor of the vehicle body (not shown) is interrupted (ends) at the heel plate in the rearward direction in the vehicle longitudinal direction. Also, it is conceivable that the transverse beam 11 and / or the transverse beam 12 are formed of a shell structure. Thus, in particular, it is conceivable that the transverse beams 11, 12 comprise at least two or exactly two shell elements that are especially directly joined to each other and thus can be assembled while forming each transverse beam 11, 12. In particular, it is conceivable that each transverse beam 11, 12 is formed and / or shaped from a thin plate, especially a steel plate. Also, it is conceivable that each of the side longitudinal beams 9, 10 is formed and / or shaped from a thin plate, especially a steel plate. Also, since it is conceivable that each longitudinal beam 9, 10 is formed of a shell structure, for example, each side longitudinal beam 9, 10 comprises at least two or exactly two shell elements that are formed separately from each other and especially directly joined to each other, and thus are assembled while forming each side longitudinal beam 9, 10.

[0044] The transverse beam 12 can be formed of a first steel that forms the transverse beam 4. Also, it is conceivable to form the transverse beam 12 of a third steel different from the first steel, and the third steel can, for example, correspond to the second steel or be a third steel different from the first steel and the second steel.

[0045] It can be clearly seen from FIG. 1 that each of the intermediate members 6 and 7 is at least essentially formed in a C shape. The intermediate members 6 and 7 that are at least essentially in a C shape are supplemented by the transverse beams 4 and 12 to form a particularly closed structure 13 that is at least essentially ring-shaped. Here, the closed ring-shaped structure 13 includes the intermediate members 6 and 7 and the transverse beams 4 and 12. In particular, the transverse beam 4 is directly connected to the intermediate members 6 and 7, meaning it is formed by being directly connected to the intermediate members 6 and 7. Also, since the ring-shaped structure 13 overlaps at least partially outward in the vehicle transverse direction by the lateral longitudinal beams 9 and 10 on both sides, it can be seen from FIG. 1 that the ring-shaped structure 13 is at least partially, particularly at least mostly or completely, arranged between the lateral longitudinal beams 9 and 10 when viewed in the vehicle transverse direction. The ring-shaped structure 13 is a reinforcement frame or functions as a reinforcement frame so as to be able to realize a particularly advantageous collision behavior of the vehicle body structure 1, especially during a side collision. At this time, the ultra-high-strength and preferably press-hardened transverse beam 4 or the reinforcement frame is not directly joined to the longitudinal beams 2 and 3 formed as die-cast longitudinal beams, but is configured to be joined to the intermediate members 6 and 7 that are formed as die-cast components on the intermediate member side and are particularly directly joined to the longitudinal beams 2 and 3 formed as aluminum die-cast longitudinal beams. The intermediate members 6 and 7 each formed as steel members are not an adapter member for connecting the longitudinal beams 2 and 3 to the transverse beam 4 via the intermediate members 6 and 7, or are not just an adapter member. Each of the intermediate members 6 and 7 functions as a reinforcement member, or particularly, each of the intermediate members 6 and 7 forms a common and preferably robust load path together with the longitudinal beams 2 and 3 each formed as an aluminum die-cast longitudinal beam.

[0046] By arranging each end range of each of the longitudinal beams 2, 3 in each of the receiving portions indicated by reference numeral 14 in FIG. 3 of each of the intermediate members 6, 7, it can be seen from FIG. 3 that the intermediate members 6, 7 achieve the surrounding, particularly the enclosing, of each end range 8. At this time, each of the intermediate members 6, 7 engages with each end range 8 on the upper side and also engages on the lower side, so each intermediate member is particularly directly connected to the respective lateral longitudinal beams 9, 10 arranged on each side. This is realized in such a way that each of the intermediate members 6, 7 is particularly directly welded to the respective lateral longitudinal beams 9, 10, particularly by spot welding, whereby it is possible to guarantee particularly good collision behavior. The lateral longitudinal beams 9, 10 are members adjacent to the intermediate members 6, 7 or members enclosing the intermediate members 6, 7 that can form or provide an advantageous load path. Therefore, the intermediate members 6, 7 are particularly directly connected to the surrounding load path formed particularly by the lateral longitudinal beams 9, 10. The longitudinal beams 2, 3 formed as casting components inside each of the intermediate members 6, 7 that act or function as reinforcing members can, based on a greater forming freedom specific to casting compared to thin plate members, avoid local load peaks during an accident and advantageously distribute the load that increases to all contact locations with each of the intermediate members 6, 7 that are formed or function as reinforcing members.

[0047] For example, each of the lateral longitudinal beams 9, 10 is formed of high-strength steel, and its tensile strength, also called the third tensile strength, is smaller than the first tensile strength. For example, the third tensile strength corresponds to the second tensile strength, or the third tensile strength is smaller than or larger than the second tensile strength.

[0048] The direct connection of the intermediate member 6 between the associated lateral longitudinal beam 9, the associated longitudinal beam 2, the transverse beam 4, and the transverse beam 12 can be seen particularly well from FIG. 4. Further, each of the longitudinal beams 2, 3 is provided with support ranges 15, 16, for example, in which it is possible to support or is supported by spring elements and / or damper elements of the chassis of a passenger vehicle, particularly upward in the vehicle height direction, as can be seen from FIG. 1. Thus, for example, on the one hand, it is possible to support spring elements and / or damper elements in each of the support ranges 15, 16, particularly upward in the vehicle height direction, particularly at one end, and on the other hand, it is possible to couple spring elements and / or damper elements to the rear axle beam, particularly at the other end.

[0049] In the embodiments shown in the respective figures, since neither the direct connection of the transverse beam 4 to the longitudinal beam 2 nor the direct connection of the transverse beam 4 to the longitudinal beam 3 is made, in the embodiments shown in the respective figures, the transverse beam 4 is coupled to the longitudinal beam 2 only via the steel structure 5 and is coupled to the longitudinal beam 3 only via the steel structure 5.

[0050] In an embodiment not shown in the respective figures, the longitudinal beams 2, 3 are integrally formed with each other, and thus it is conceivable that they are formed from one member, that is, also called a monoblock (integrally cast member). The monoblock can include, for example, an additional separate transverse beam integrally formed with the longitudinal beams 2, 3. In this case, it is conceivable that the transverse beam 4 is arranged on another transverse beam, or another transverse beam is arranged on the transverse beam 4. Particularly in this embodiment, it is conceivable that the transverse beam 4 is directly coupled to the longitudinal beam 2 and directly coupled to the longitudinal beam 3, and the transverse beam 4 is also preferably directly coupled to the intermediate member 6 and directly coupled to the intermediate member 7.

Description of Reference Numerals

[0051] 1 Body structure 2 Longitudinal beam 3 Longitudinal beam 4 Transverse beam 5 Steel structure 6 Intermediate member 7 Intermediate member 8 End range 9 Lateral longitudinal beam 10 Lateral longitudinal beam 11 Second transverse beam 12 Third transverse beam 13 Structure 14 Accommodation part 15 Support range 16 Support range x Vehicle longitudinal direction y Vehicle transverse direction z Vehicle height direction

Claims

1. A vehicle body structure (1) for a passenger car body, comprising: two longitudinal beams (2, 3) formed as light metal cast portions spaced apart from each other in the lateral direction (y) of the vehicle; at least one transverse beam (4) formed of a first steel; and a steel structure (5) formed of a second steel different from the first steel and coupled to each of the longitudinal beams (2, 3) and the transverse beam (4), wherein each of the longitudinal beams (2, 3) is coupled to the transverse beam (4) via the steel structure (5).

2. The vehicle body structure (1) according to claim 1, characterized in that each of the aforementioned longitudinal beams (2, 3) is formed as a light metal die-cast portion.

3. The vehicle body structure (1) according to claim 1 or 2, characterized in that each of the longitudinal beams (2, 3) is formed as an aluminum cast portion, and in particular as an aluminum die-cast portion.

4. The vehicle body structure (1) according to claim 1 or 2, characterized in that the transverse beam (4) is formed as a steel plate, particularly as a steel plate formed member.

5. The vehicle body structure (1) according to claim 1 or 2, characterized in that the steel structure (5) is formed as a steel plate, particularly a formed steel plate.

6. The vehicle body structure (1) according to claim 1 or 2, characterized in that the first steel is an ultra-high-strength steel having a tensile strength of more than 700 MPa, particularly more than 1000 MPa.

7. The vehicle body structure (1) according to claim 1 or 2, characterized in that the first steel is press-hardened steel.

8. The vehicle body structure (1) according to claim 1 or 2, characterized in that the second steel is a steel having a tensile strength less than 500 MPa and a tensile strength greater than 300 MPa, particularly greater than 400 MPa.

9. The aforementioned steel structure (5) - A first intermediate member (6) is assigned to the first longitudinal beam of the longitudinal beams (2, 3), is made of the second steel, is formed separately from the transverse beam (4) and the longitudinal beams (2, 3), and is coupled to the first longitudinal beam (2) and the transverse beam (4), - A second intermediate member (7) is assigned to the second longitudinal beam (3), is formed of the second steel, and is formed separately from the transverse beam (4), the longitudinal beams (2, 3) and the first intermediate member (6), and is coupled to the second longitudinal beam (3) and the transverse beam (4). The vehicle body structure (1) according to claim 1 or 2, characterized by comprising the above.

10. The vehicle body structure (1) according to claim 1 or 2, characterized in that each longitudinal range (8), particularly each end range (8), of each longitudinal beam (2, 3) is housed in the steel structure (5).

11. The vehicle body structure (1) according to claim 1 or 2, characterized in that the longitudinal beams (2, 3) are formed separately from each other and connected to each other via at least the steel structure (5) and the transverse beam (4).

12. The vehicle body structure (1) according to claim 1 or 2, characterized in that the longitudinal beams (2, 3) are formed integrally with each other, thereby forming a single member that also includes at least one second transverse beam.

13. The vehicle body structure (1) according to claim 1 or 2, characterized in that the vehicle body structure (1) is formed as a rear vehicle structure for the rear of the vehicle body.

14. A car body for a passenger car having the car body structure (1) according to claim 1 or 2.

15. A passenger car having the body described in claim 14.

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