Support element, support structure and motor vehicle

Abstract

The present invention relates to a support element (1) for a support structure (2) for a motor vehicle (3), having a first support component (4) extending in a longitudinal direction (L) of the support element (1) and having an open first longitudinal side (5), and a second support component (6) extending in the longitudinal direction (L) of the support element (1), arranged on the open first longitudinal side (5) and at least partially covering the open first longitudinal side (5). A third support component (8), which at least partially covers the second longitudinal side (7), is arranged on a second longitudinal side (7) of the first support component (4) which is different from the open first longitudinal side (5). The invention further relates to a support structure (2) for a motor vehicle (3) and to a motor vehicle (3).

Description

[0001] Description

[0002] Support element, support structure and motor vehicle

[0003] The present invention relates to a support element for a support structure for a motor vehicle. Furthermore, the invention relates to a support structure for a motor vehicle and a motor vehicle with such a support structure.

[0004] Modern motor vehicles have a support structure on which vehicle components, such as body components, engines, transmissions, etc., can be mounted. Another function of the support structure is to absorb crash energy to protect the occupants of the vehicle's passenger compartment.

[0005] Known support structures have two longitudinal members that extend in the vehicle's longitudinal direction and are connected to each other by several cross members. The end regions of the longitudinal members can, for example, be formed from extruded aluminum profiles, while the regions adjacent to the passenger compartment are often formed from die-cast aluminum components. In the event of a crash, occupants are thus particularly protected from injuries caused by deformation of the support structure, while a large portion of the crash energy is absorbed by the end regions of the support structure through deformation or crushing.

[0006] Document DE 102007 006 722 B4 discloses a support structure for a motor vehicle in which a longitudinal member is designed as a cast component with a U-shaped cross-section. A longitudinal opening in the cast component, which extends laterally outward from the vehicle center, is closed by a sheet metal component. Document DE 10 2022 113 070 B3 discloses a support structure with two longitudinal members designed as light metal castings, which are connected to a cross member via a beam structure. Document DE 102009 021 961 A1 shows a support structure in which a deformation element designed as a sheet metal component is integrated into a longitudinal member designed as a die-cast component. In the event of a crash, a targeted failure of the support structure can thus be brought about in the region of the deformation element.

[0007] Document DE 102 22 988 A1 relates to a support structure for a motor vehicle in which two longitudinal members are connected to a V-shaped deformation structure. The deformation structure has predetermined breaking points, which are intended to ensure targeted deformation of the deformation structure in the event of a crash. An alternative support structure for a motor vehicle is known from document DE 102005 041 021 A1. The support structure has two longitudinal members connected to one another via cross members. A central region of the longitudinal members arranged between the cross members each has a horsetail-like deformation region. In the event of a crash, horsetail elements of the deformation region can be pushed together, so that deformation energy can be dissipated from the deformation region by mutual expansion or compression of adjacent horsetail elements.Document US 10 640 149 B2 discloses a support structure with a rear longitudinal member made of sheet metal and a front longitudinal member made of cast metal. A deformation body is arranged on the front longitudinal member unit to absorb crash energy.

[0008] Document DE 202012 103 583 U1 discloses a telescopic connecting arrangement for connecting a passenger cell to a longitudinal member of a support structure. A connecting element, a longitudinal member, and a connecting piece are provided for this purpose. These connecting elements are designed as hollow profiles and can be plugged into one another. This arrangement dissipates crash energy and protects the structure of a passenger cell. Document DE 10 2013 001 668 B4 shows a support structure in which a first longitudinal member section made of a light metal is connected to a second longitudinal member section made of steel via a plug-in connection. The first longitudinal member section has two deformation sections with different deformation properties along its length and is reinforced in the area of ​​the plug-in connection by a steel element.Document DE 102 57259 B4 relates to a support structure for a motor vehicle with a longitudinal member formed as a laterally open extruded profile and a cast part arranged on the end face thereof. Thus, the longitudinal member exhibits different deformation properties along its length.

[0009] Known carrier systems for motor vehicles have the disadvantage that they are often very complex to manufacture, are relatively heavy or have adverse crash behavior, so that even in minor crash situations, damage to the entire carrier system can occur or there is an increased risk of injury to the occupants of the vehicle.

[0010] It is therefore an object of the present invention to eliminate, or at least partially eliminate, the above-described disadvantages in a support structure for a motor vehicle. In particular, the object of the present invention is to provide a support element, a support structure, and a motor vehicle that exhibit improved crash behavior in a simple and cost-effective manner, thereby increasing the safety of the vehicle's occupants.

[0011] The above object is achieved by the patent claims. Accordingly, the object is achieved by a support element for a support structure for a motor vehicle having the features of independent claim 1, by a support structure for a motor vehicle having the features of the independent claim 8, and by a motor vehicle having the features of the independent claim 10. Further features and details of the invention emerge from the subclaims, the description, and the drawings. Features and details described in connection with the support element according to the invention naturally also apply in connection with the support structure according to the invention and the motor vehicle according to the invention, and vice versa, so that with regard to the disclosure of the individual aspects of the invention, reference is and can always be made to each other.

[0012] According to a first aspect of the invention, the object is achieved by a support element for a support structure for a motor vehicle. The support element has a first support component extending in a longitudinal direction of the support element and having an open first longitudinal side, and a second support component extending in the longitudinal direction of the support element, arranged on the open first longitudinal side, and at least partially covering the open first longitudinal side. According to the invention, a third support component at least partially covering the second longitudinal side is arranged on a second longitudinal side of the first support component that is different from the open first longitudinal side.

[0013] The first support component extends in the longitudinal direction of the support element. Preferably, the largest mass and / or volume fraction of the support element is provided by the first support component. The first support component has the open first longitudinal side. An open longitudinal side is understood within the scope of the invention to mean that the longitudinal side has no wall or at least no continuous wall. Reinforcing elements, such as reinforcing ribs or the like, are preferably formed inside the first support component. The reinforcing ribs preferably extend partly in the longitudinal direction and partly in the transverse direction of the first support component, so that a cross structure is formed. Alternatively, the reinforcing ribs can also be arranged obliquely to the longitudinal direction and transverse direction of the first support component, wherein a cross structure is preferably formed.Additionally or alternatively, the first support component may have one or more force-guiding elements in the interior for the targeted provision of supporting forces in order to thereby specifically influence a deformation direction of the first support component.

[0014] The first support component preferably has a plurality of closed or at least predominantly closed longitudinal sides. Within the scope of the invention, a closed longitudinal side is understood to mean a longitudinal side that has a wall extending across the longitudinal side. The wall can have one or more recesses, such as bores or the like. The second longitudinal side is preferably designed as a closed longitudinal side. Preferably, the second longitudinal side is arranged opposite the first longitudinal side. Alternatively, the second longitudinal side can also be arranged adjacent to the first longitudinal side.

[0015] The first support component preferably comprises a different material than the second support component and / or the third support component. Preferably, the second support component and the third support component comprise the same material. Several fastening points for vehicle components to be mounted can be formed on the support element. The vehicle components can be fastened, for example, using standard and repetitive parts, such as bolts, nuts, or the like, or using holes provided for this purpose in the support element. Standard and repetitive parts are usually designed for steel sheets. Joining a steel bolt to a steel sheet using arc welding is also significantly cheaper than the comparable process using an aluminum bolt, as this requires more energy due to the oxide layer of the aluminum components. Furthermore, the costs for the components are higher. Therefore, a hybrid structure made of cast iron and sheet steel is preferred for the support element.Holes can be produced more cost-effectively on sheet metal components using sheet metal trimming, and standard and repeat parts can be used more cost-effectively.

[0016] The second support component also extends in the longitudinal direction of the support element and is arranged on the open first longitudinal side. The second support component partially or completely covers the open first longitudinal side. Preferably, the second support component completely covers at least the open area of ​​the first longitudinal side. The second support component is preferably plate-shaped. In edge regions, the second support component can have one or more folds for better attachment to the first support component. Preferably, the second largest mass and / or volume fraction of the support element is provided by the second support component. The second support component preferably has a more homogeneous structure than the first support component. The third support component, which at least partially covers the second longitudinal side, is arranged on the second longitudinal side of the first support component.The third support component preferably has a smaller base area than the second longitudinal side. The third support component is preferably plate-shaped. According to the invention, it can be provided that the third support component has a length that is at least twice as great as a width of the third support component. The third support component preferably has a more homogeneous structure than the first support component. The structure of the second support component preferably corresponds to the structure of the third support component. According to the invention, a plurality of third support components can be arranged on the second longitudinal side. The third support components are preferably arranged next to one another. A gap is preferably formed between adjacent third support components. The third support components can have different orientations.

[0017] A support element according to the invention for a support structure for a motor vehicle has the advantage over conventional support elements that the dissipation of crash energy is improved using simple means and in a cost-effective manner. The combination of the first support component with the second support component forms a profile body with closed longitudinal sides. The additional combination with the third support component allows deformation of the support component to be specifically controlled. By arranging the third support component at a location with particularly high stresses, the crushing can be distributed over a larger area of ​​the first support component, so that more crash energy can be dissipated with the same dimensions. The support element according to the invention also has particularly repeatable crash behavior. The protection of the occupants of the passenger compartment of the motor vehicle is thus improved compared to conventional support structures.Finally, the carrier element according to the invention has the advantage that adjustments to improve crash performance can be made by modifying the second carrier component or the third carrier component, while the first carrier component remains unchanged. This avoids additional costs for the production of new tools.

[0018] According to a preferred further development of the invention, it can be provided in a support element that the third support component has a longitudinal extension in the longitudinal direction of the support element and / or in the transverse direction or height direction of the support element. The third support component therefore has a longitudinal extension that is greater than the transverse extension of the third support component. The third support component can thus have a rectangular base area. The third support component is preferably strip-shaped. The third support component preferably extends along a region of the second longitudinal side in which particularly high stress peaks are to be expected in the event of a crash. This region can be determined, for example, by an FEM analysis of the first support component with the second support component, taking various load conditions into account.This has the advantage that component failure of the support element can be specifically delayed using simple and cost-effective means, thus improving crash energy absorption. This ensures particularly high levels of safety for the passenger compartment's occupants.

[0019] According to the invention, it is preferred that the first support component be designed as a cast component. In this case, it is preferred that the first support component be designed as an aluminum cast component, such as, for example, an aluminum die-cast component. A cast component has a relatively inhomogeneous structure and a relatively high rigidity. The first support component is thus designed to dissipate crash energy predominantly through crushing. This has the advantage of providing particularly reliable absorption of crash energy using simple means and in a cost-effective manner. This ensures particularly high safety for the occupants of the passenger compartment.

[0020] More preferably, the second support component is designed as a sheet metal component or composite component and the third support component is designed as a sheet metal component or composite component. The sheet metal component is preferably made of steel, such as dual-phase steel or hot-formed steel. Alternatively, the sheet metal component can preferably be made of aluminum, such as a wrought aluminum alloy. The composite component can be designed, for example, as a CFRP or GFRP component. Particularly preferably, the second support component is designed as a sheet metal component and the third support component is designed as a composite component. This has the advantage that a stress distribution in the support element can be specifically influenced using simple means and in a cost-effective manner. This provides particularly reliable absorption of crash energy and ensures particularly high safety for the occupants of the passenger compartment.

[0021] In a particularly preferred embodiment of the invention, a support element can be provided with a stress-directing section for the second support component and / or the third support component. A stress-directing section is understood within the scope of the invention to be a design that effects a targeted directing of stresses in the respective support component. The stress-directing section can be designed, for example, as an embossed portion, a bead, a deformation, a bevel, a bend, a bore, a rounding, or the like. By means of a stress-directing section, for example, a deformation direction of the respective support component can be predetermined or at least influenced. This has the advantage that a stress distribution in the support element can be specifically influenced using simple means and in a cost-effective manner. This provides particularly reliable absorption of crash energy and ensures particularly high safety for the occupants of the passenger compartment.

[0022] Preferably, the second support component and / or the third support component is fastened to the first support component by welding, riveting, or screwing. According to the invention, spot welding or friction welding, for example, can be used for welding. The screwing can be realized, for example, using self-tapping screws. Additionally or alternatively, threaded studs can be cast into the first support component, which is designed as a cast part. This has the advantage that stress distribution in the support element can be specifically influenced using simple means and in a cost-effective manner. This provides particularly reliable absorption of crash energy and ensures particularly high safety for the occupants of the passenger compartment.

[0023] According to a preferred embodiment of the invention, a support element can be provided with a fourth support component designed as a sheet metal component, wherein the fourth support component covers a partial area of ​​the second support component and / or a partial area of ​​the third support component. Preferably, the fourth support component covers a partial area of ​​the second support component. The fourth support component preferably has a smaller base area than the second support component. The fourth support component preferably has a smaller width than the second support component. Preferably, the fourth support component has a smaller thickness than the second support component. More preferably, the fourth support component has a smaller base area than the third support component. The fourth support component preferably has a smaller width than the third support component.The fourth support component preferably has a smaller thickness than the third support component. The fourth support component can be used to provide a sandwich structure in which the fourth support component overlaps with the second support component and / or the third support component at least in one region. This has the advantage that a stress distribution in the support element can be specifically influenced using simple means and in a cost-effective manner. This provides particularly reliable absorption of crash energy and ensures particularly high safety for the occupants of the passenger compartment. According to a second aspect of the invention, the object is achieved by a support structure for a motor vehicle.The support structure comprises a first longitudinal member with a first end face, a second longitudinal member arranged adjacent to the first longitudinal member with a second end face, and a cross member, wherein the first longitudinal member is connected to the second longitudinal member via the cross member. According to the invention, a support element according to one of the preceding claims is arranged on each of the first end face and the second end face.

[0024] The support structure is preferably designed to form a front and / or rear region of a support structure of the motor vehicle. It is preferred that the first longitudinal member and the second longitudinal member extend parallel to one another. Alternatively, the first longitudinal member and the second longitudinal member can also extend obliquely to one another. Preferably, the first longitudinal member is formed integrally with the second longitudinal member and the cross member. The first longitudinal member and the second longitudinal member can be structurally designed, for example, like the support element according to the first aspect of the invention, wherein the first longitudinal member and the second longitudinal member preferably have a higher rigidity than the support element.

[0025] The support elements are preferably held by flanges on the first end face and the second end face, for example, via bolts and nuts. This ensures easy replacement of the support elements. The support elements provide the support structure with two-stage crash energy absorption, with the support elements forming a first absorption stage and the longitudinal members forming the second absorption stage. It is preferred that the longitudinal members have greater rigidity than the support elements, so that in the event of a crash, the easily replaceable support elements are deformed first, and in a moderate crash, the longitudinal members can thus remain undamaged.

[0026] Preferably, additional deformation elements are arranged on the end faces of the support elements facing away from the longitudinal members, thus providing three-stage crash energy absorption. It is preferred that the support elements have greater rigidity than the deformation elements, so that in the event of a crash, the easily replaceable deformation elements are deformed first, and in the event of a minor crash, the support elements can thus remain undamaged. The support structure according to the invention offers all of the advantages already described for a support element according to the first aspect of the invention. Accordingly, the support structure according to the invention has the advantage over conventional support structures that the absorption of crash energy is improved using simple means and in a cost-effective manner.The combination of the first support component with the second support component creates a profile body with closed long sides. The additional combination with the third support component allows deformation of the support component to be controlled in a targeted manner. By arranging the third support component at a point with particularly high stresses, the crushing can be distributed over a larger area of ​​the first support component, so that more crash energy can be dissipated with the same dimensions. The support structure according to the invention also has particularly repeatable crash behavior. The protection of the occupants of the passenger compartment of the motor vehicle is thus improved compared to conventional support structures. Finally, the support structure according to the invention has the advantage that adjustments to improve crash behavior can be made by changing the second support component orof the third support component while the first support component remains unchanged. This avoids additional costs for the production of new tools.

[0027] It is preferred according to the invention that the first longitudinal member and the second longitudinal member are designed as cast components. Preferably, the cross member is also designed as a cast component. It can be provided that the first longitudinal member and a first part of the cross member are designed as a first cast component and the second longitudinal member and a second part of the cross member are designed as a second cast component, wherein the cross member is formed by the first part of the cross member and the second part of the cross member. The first longitudinal member and the second longitudinal member preferably have a higher rigidity than the support elements. Preferably, the cross member has a higher rigidity than the support elements. This has the advantage that multi-stage crash energy absorption is ensured using simple means and in a cost-effective manner.This ensures particularly reliable absorption of crash energy and a particularly high level of safety for the occupants of the passenger cell.

[0028] According to a third aspect of the invention, the object is achieved by a motor vehicle. The motor vehicle has a front region, a central region, and a rear region. According to the invention, the front region and / or the rear region has a support structure according to the invention. The support elements are arranged on the support structure such that the support elements point away from the central region. The motor vehicle according to the invention results in all the advantages that have already been described for a support element according to the first aspect of the invention and for a support structure according to the second aspect of the invention. Accordingly, the motor vehicle according to the invention has the advantage over conventional motor vehicles that the dissipation of crash energy is improved using simple means and in a cost-effective manner.The combination of the first support component with the second support component creates a profile body with closed longitudinal sides. The additional combination with the third support component allows deformation of the support component to be controlled in a targeted manner. By arranging the third support component at a location with particularly high stresses, crushing can be distributed over a larger area of ​​the first support component, so that more crash energy can be dissipated with the same dimensions. The motor vehicle according to the invention also has particularly repeatable crash behavior. The protection of the occupants of the passenger compartment of the motor vehicle is thus improved compared to conventional motor vehicles. Finally, the motor vehicle according to the invention has the advantage that adjustments can be made to improve crash behavior by changing the second support component or the third support component, while the first support component remains unchanged.In this way, additional costs for the production of new tools can be avoided.

[0029] A support element according to the invention, a support structure according to the invention, and a motor vehicle according to the invention are explained in more detail below with reference to drawings. They each show schematically:

[0030] Figure 1 shows a perspective view of a support structure according to a preferred embodiment of the invention,

[0031] Figure 2 in a perspective exploded view of the support structure from Figure 1,

[0032] Figure 3 shows a sectional view of a support element according to a preferred first embodiment of the invention,

[0033] Figure 4 shows a sectional view of a support element according to a preferred second embodiment of the invention, Figure 5 shows a sectional view of a support element according to a preferred third embodiment of the invention,

[0034] Figure 6 shows a sectional view of a support element according to a preferred fourth embodiment of the invention,

[0035] Figure 7 shows a sectional view of a support element according to a preferred fifth embodiment of the invention, and

[0036] Figure 8 shows a side view of a preferred embodiment of a motor vehicle according to the invention.

[0037] Elements with the same function and mode of operation are provided with the same reference numerals in Figures 1 to 8.

[0038] Fig. 1 shows a schematic perspective view of a support structure 2 according to a preferred embodiment of the invention. Fig. 2 shows the support structure 2 in a perspective exploded view. The support structure 2 has a first longitudinal member 10 with a first end face 11 and a second longitudinal member 12 with a second end face 13. The first longitudinal member 10 and the second longitudinal member 12 extend in the longitudinal direction L of the support structure 2. The first longitudinal member 10 is connected, in a first end region facing away from the first end face 11, via a cross member 14 to a second end region of the second longitudinal member 12 facing away from the second end face 13. The cross member 14 extends in the transverse direction Q of the support structure 2. In this exemplary embodiment, the first longitudinal member 10 and the second longitudinal member 12 are formed as cast parts, each with an open side, which is closed by a sheet metal component.

[0039] A support element 1 according to the invention is arranged on the first end face 11. A further support element 1 according to the invention is arranged on the second end face 13. The support element 1 according to the invention has a first support component 4 designed as a cast component with an open first longitudinal side 5. The open first longitudinal side 5 is open to the outside when viewed from a vehicle center. The open first longitudinal side 5 is closed by a second support component 6 of the support element 1 designed as a sheet metal component, so that a hollow profile is formed. An optional third support component 8 is arranged on a closed second longitudinal side 7 of the first support component 4 opposite the first longitudinal side 5. The second longitudinal side 7 points inwards when viewed from a vehicle center. The third support component 8 has a greater extent in the longitudinal direction L than in the height direction H of the support structure 2.An optional deformation element 18 is arranged at each end of the support elements 1 that point away from the cross member 14.

[0040] Fig. 3 shows a schematic sectional view of a support element 1 according to a preferred first embodiment of the invention. The first support component 4 has a plurality of optional reinforcing ribs 19 on the inside, which extend in the longitudinal direction L. Additionally or alternatively, reinforcing ribs 19 can be provided which extend in the height direction H. This view clearly shows that the first open longitudinal side 5 of the first support component 4 is closed by a second support component 6 designed as a sheet metal component. On a second longitudinal side 7 of the first support component 4, which is arranged adjacent to the first longitudinal side 5, a third support component 8 designed as a sheet metal component is arranged on the outside of the first support component 4. The second longitudinal side 7 of the first support component 4 is thus specifically reinforced by the third support component 8.

[0041] Fig. 4 shows a support element 1 according to a preferred second embodiment of the invention, schematically in a sectional view. The preferred second embodiment differs from the preferred first embodiment in that the third support component 8 is arranged on the inside of the second longitudinal side 7. Thus, the second longitudinal side 7 of the first support component 4 is specifically reinforced by the third support component 8.

[0042] Fig. 5 shows a schematic sectional view of a support element 1 according to a preferred third embodiment of the invention. The preferred third embodiment differs from the preferred first embodiment in that the second longitudinal side 7 is opposite the first longitudinal side 5.

[0043] Fig. 6 shows a support element 1 according to a preferred fourth embodiment of the invention schematically in a sectional view. The preferred fourth embodiment differs from the preferred first embodiment in that an additional third support component 8 is present, wherein the additional third support component 8 is arranged on a second longitudinal side 7, which is opposite the first longitudinal side 5. The fourth embodiment is thus a combination of the first embodiment with the third embodiment. Fig. 7 shows a support element 1 according to a preferred fifth embodiment of the invention schematically in a sectional view. The preferred fifth embodiment differs from the preferred third embodiment in that an additional fourth support component 9 is present, which covers a partial area of ​​the third support component 8 and thus specifically reinforces the third support component 8.

[0044] Fig. 8 shows a preferred embodiment of a motor vehicle 3 according to the invention schematically in a side view. The motor vehicle 3 has a front region 15, a central region 16, and a rear region 17. A support structure 2 according to the invention, each with two support elements 1 according to the invention, is arranged in the front region 15 and the rear region 17.

[0045] List of reference symbols

[0046] 1 support element

[0047] 2 Support structure

[0048] 3 Motor vehicle

[0049] 4 first support component

[0050] 5 first long side

[0051] 6 second support component

[0052] 7 second long side

[0053] 8 third support component

[0054] 9 fourth support component

[0055] 10 first longitudinal member

[0056] 11 first front side

[0057] 12 second longitudinal member

[0058] 13 second front side

[0059] 14 cross members

[0060] 15 front area

[0061] 16 middle range

[0062] 17 rear area

[0063] 18 Deformation element

[0064] 19 Reinforcing rib

[0065] H Altitude direction

[0066] L longitudinal direction

[0067] Q transverse direction

Claims

Claims 1. Support element (1) for a support structure (2) for a motor vehicle (3), comprising a first support component (4) extending in a longitudinal direction (L) of the support element (1) and having an open first longitudinal side (5), and a second support component (6) extending in the longitudinal direction (L) of the support element (1), arranged on the open first longitudinal side (5) and at least partially covering the open first longitudinal side (5), characterized in that a third support component (8) at least partially covering the second longitudinal side (7) is arranged on a second longitudinal side (7) of the first support component (4) different from the open first longitudinal side (5).

2. Support element (1) according to claim 1, characterized in that the third support component (8) has a longitudinal extension in the longitudinal direction (L) of the support element (1) and / or in the transverse direction (Q) or height direction (H) of the support element (1).

3. Support element (1) according to claim 1 or 2, characterized in that the first support component (4) is designed as a cast component.

4. Support element (1) according to one of the preceding claims, characterized in that the second support component (6) is designed as a sheet metal component or composite component and the third support component (8) is designed as a sheet metal component or composite component.

5. Support element (1) according to one of the preceding claims, characterized in that the second support component (6) and / or the third support component (8) has a tension-guiding section.

6. Support element (1) according to one of the preceding claims, characterized in that the second support component (6) and / or the third support component (8) is fastened to the first support component (4) by welding, riveting or screwing.

7. Support element (1) according to one of the preceding claims, characterized in that the support element (1) has a fourth support component (9) designed as a sheet metal component, wherein the fourth support component (9) covers a partial area of ​​the second support component (6) and / or a partial area of ​​the third support component (8).

8. Support structure (2) for a motor vehicle (3), comprising a first longitudinal member (10) with a first end face (11), a second longitudinal member (12) arranged next to the first longitudinal member (10) with a second end face (13) and a cross member (14), wherein the first longitudinal member (10) is connected to the second longitudinal member (12) via the cross member (14), characterized in that a support element (1) according to one of the preceding claims is arranged on each of the first end face (11) and the second end face (13).

9. Support structure (2) according to claim 8, characterized in that the first longitudinal member (10) and the second longitudinal member (12) are designed as cast components.

10. Motor vehicle (3), comprising a front region (15), a central region (16) and a rear region (17), characterized in that the front region (15) and / or the rear region (17) has a support structure (2) according to claim 8 or 9.

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