Front-end structure for a body of a passenger vehicle

Abstract

The invention relates to a front-end structure (10) for a body of a passenger vehicle, comprising a bulkhead (14), side sills (18, 20) connected to the bulkhead (14), and a floor structure (22) extending between the side sills (18, 20), wherein the front-end structure (10) has at least one outer part (26) forming a first lower part (IT) of the bulkhead (14) and a first part (AT) of the floor structure (22), formed as a one-piece cast part and connected to at least one of the side sills (18, 20), and inner parts (30, 32) arranged inside the outer part (26), formed as one-piece cast parts, and arranged next to one another in the transverse direction of the vehicle, which inner parts are formed separately from the outer part (26) and separately from one another and form a respective second lower part (UT) of the bulkhead (14) and a respective second part (IB) of the floor structure (22).

Description

[0001] Front end structure for a passenger car body

[0002] The invention relates to a front end structure for a body of a passenger car according to the preamble of claim 1.

[0003] DE 102022 114279 A1 discloses a vehicle body structure having a front pillar and a front side member disposed forward of the front pillar and extending in a longitudinal direction of a vehicle.

[0004] The object of the present invention is to provide a front-end structure for a body of a passenger car so that a particularly favorable load path design can be realized.

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

[0006] The front end structure according to the invention for a body of a passenger car, also simply referred to as a vehicle, which is preferably designed as a self-supporting body, has a bulkhead by means of which, for example in the fully manufactured state of the passenger car having the front end structure, the interior of which, also referred to as the passenger cell or passenger compartment, is formed or delimited by the body, the interior is separated in the vehicle longitudinal direction of the passenger car by the bulkhead from an area arranged in the vehicle longitudinal direction of the passenger car in front of the bulkhead and in front of the interior, so that in the fully manufactured state of the passenger car the bulkhead is arranged in the vehicle longitudinal direction of the passenger car between the said area and the interior.For example, the area is a machine or engine compartment in which, for example, a drive motor for driving the passenger car is at least partially arranged. The drive motor can be an electric motor by means of which the passenger car can be driven, in particular purely electrically. The front-end structure also has side sills connected to the bulkhead, which are spaced apart from one another in the transverse direction of the passenger car and each extend at least substantially in the longitudinal direction of the passenger car.

[0007] In particular, the respective side sill extends rearward in the vehicle's longitudinal direction away from the firewall. The front-end structure also has a floor structure extending in the vehicle's longitudinal direction between the side sills, by which, for example, the interior is partially delimited downwards in the vertical direction of the passenger car. In particular, in the fully manufactured state of the passenger car, a driver's footwell and, for example, also a front passenger's footwell are at least partially delimited downwards in the vertical direction of the passenger car by the floor structure. The front passenger footwell is a footwell for the driver of the passenger car, and the front passenger footwell is a footwell for the front passenger of the passenger car.In particular, while the motor vehicle is moving, the driver can place his or her legs in the driver's footwell and consequently, in particular while the passenger car is moving, the front passenger can place his or her feet in the front passenger footwell.

[0008] In order to be able to realize a particularly load path-optimized design, in particular in the interior and exterior of the passenger car, it is provided according to the invention that the front end structure has at least one outer part, also referred to as the first outer part, which forms a first lower part of the bulkhead and a first part of the floor structure. For example, a second region of the bulkhead, which adjoins the first lower part of the bulkhead upwards in the vertical direction of the vehicle, is formed by a bulkhead part that is particularly designed separately from the outer part and is thus indirectly, in particular directly, connected to the outer part. When reference is made above and below to the outer part, this means the first outer part unless otherwise stated.The outer part is designed as a one-piece cast part, thus formed from a single piece, which is also referred to as a cast component and is manufactured by it. The outer part is connected to at least one of the side sills, thus connected to the at least one side sill. The at least one side sill is also referred to as the first side sill. When reference is made to the side sill above and below, this refers, unless otherwise stated, to the at least one side sill, thus the first side sill.The feature that a component, such as the outer part in the present case, is formed in one piece, i.e., is made from a single piece, is to be understood as meaning that the component is formed in one piece, i.e., from a single piece, so that the component is formed by a body that is formed in one piece, thus made from a single piece and thus manufactured integrally and designed as a monoblock. The component is thus not composed of several separately formed and interconnected components, but rather the component is formed from a single piece.

[0009] The front end structure also has inner parts arranged on the inside of the outer part. The feature that the inner parts are arranged on the inside of the outer part means that the inner parts are arranged on an inner side of the outer part, the inner side of which faces the interior, particularly in the fully manufactured state of the passenger car comprising the body and thus the front end structure. The inner parts are formed separately from the outer part and separately from one another, with the inner parts being arranged next to one another in the transverse direction of the passenger car, thus following one another in the transverse direction of the vehicle.The respective inner part forms a respective second lower part of the bulkhead, in particular such that the second lower parts of the bulkhead are arranged next to one another, thus following one another, in the transverse direction of the vehicle, wherein the respective second lower part of the bulkhead is arranged on the inside of the first lower part of the bulkhead and thus follows the first lower part towards the rear, in particular in the longitudinal direction of the vehicle. In addition, the respective inner part forms a respective second part of the floor structure, in particular such that the respective second part of the floor structure is arranged on the inside of the first part of the floor structure. Thus, the respective second part of the floor structure follows the first part of the floor structure upwards in the vertical direction of the vehicle, so that the respective second part of the floor structure is arranged on an inside of the first part of the floor structure facing the interior.The respective inner part is also designed as a one-piece cast part, i.e., formed from a single piece, so that the respective inner part is also designed as a cast component and is thus manufactured by casting. Because the outer part and the inner parts are cast, a particularly favorable, at least essentially homogeneous load path design can be implemented in the front-end structure according to the invention.

[0010] In order to particularly advantageously connect the at least one side sill, also referred to as a longitudinal member or designed as a longitudinal member, to the outer part, it is advantageously provided that the at least one side sill is connected to the outer part by or via at least one rib structure, in particular of the outer part. This allows for a particularly advantageous load path design. The invention thus provides for a lower region of the bulkhead and the floor structure to be formed by at least or exactly three integrally formed cast parts, namely the outer part and the inner parts.This can, for example, particularly in the event of a frontal impact of a passenger car, also known as a frontal crash, and particularly advantageously transmit loads acting from front to rear in the longitudinal direction of the passenger car into an underbody of the passenger car, in particular the body, which adjoins the bulkhead and the floor structure, particularly towards the rear in the longitudinal direction of the vehicle. This can be particularly advantageously achieved if the passenger car is not designed as a combustion engine vehicle with an internal combustion engine for propelling the passenger car, but as an electric vehicle, in particular as a battery-electric vehicle, which, for example, has a large-area integrated drive battery, also known as a traction battery.The invention makes it possible to divert frontal loads, for example, from one of the side sills across the lower area of ​​the bulkhead and, for example, its bulkhead cross member to a side wall. Typically, unfavorable load paths, such as rectangular ones, are provided for this purpose, which typically require a high material and weight input. The invention now makes it possible to divert and / or support such frontal loads in a particularly advantageous manner, using only minimal material input and thus with low weight, thus enabling the front-end structure to exhibit particularly advantageous crash behavior.

[0011] In order to achieve a particularly favorable load-carrying design while minimizing weight, one embodiment provides for the inner parts to be spaced apart from one another in the transverse direction of the passenger car. Thus, for example, a distance extending in the transverse direction of the vehicle is provided between the inner parts, whereby this distance can be bridged, for example, by the outer part. In particular, it is provided that the respective inner part is connected, in particular directly, to the outer part, thus being connected to the outer part.

[0012] In order to be able to particularly advantageously divert loads resulting from a frontal impact of the passenger car and acting in the vehicle's longitudinal direction from front to rear, in particular the said underbody, it is provided in a further embodiment of the invention that the inner parts each have a longitudinal element on their sides facing each other in the vehicle's transverse direction, which extends rearwardly in the vehicle's longitudinal direction from the respective second lower part of the front wall.

[0013] A further embodiment is characterized in that the longitudinal elements, which are preferably spaced apart from one another in the transverse direction of the vehicle, are connected to one another by a transverse element arranged between the longitudinal elements, extending at least substantially in the transverse direction of the vehicle and formed separately from the inner parts. This allows loads to be transferred particularly advantageously, particularly in the transverse direction of the vehicle.

[0014] In a particularly advantageous embodiment of the invention, the at least one outer part is connected as a first outer part to the at least one first side sill as a first side sill, wherein the front end structure has a second outer part which forms a third lower part of the bulkhead and a third part of the floor structure, is designed as a one-piece cast part, thus made from a single piece, and is connected to the second side sill, which second outer part is designed separately from the first outer part and separately from the inner parts and is arranged next to the first outer part in the vehicle transverse direction, wherein the inner parts are arranged on the inside of the second outer part. As a result, for example, tolerances which are not in the vehicle transverse direction can be compensated for, so that in particular a respective position of the side sills in the vehicle transverse direction can be advantageously adjusted.As a result, load paths, for example, can be designed to meet specific needs.

[0015] In order to be able to advantageously divert loads, particularly in the transverse direction of the vehicle, in a weight-efficient manner, it is provided in a further embodiment of the invention that the outer parts are spaced apart from one another in the transverse direction of the vehicle and are connected to one another via an intermediate element arranged between the outer parts and formed separately from the outer parts and separately from the inner parts, which intermediate element is, for example, directly connected to the second outer parts.

[0016] In order to keep the number of parts and thus the weight of the front-end structure particularly low and to be able to design load paths particularly advantageously, it is provided in a further embodiment of the invention that the outer part designed as a one-piece cast part extends continuously in the vehicle transverse direction from one of the side sills to the other side sill and vice versa and is connected to the side sills.

[0017] It has proven particularly advantageous if the respective inner part is connected to the outer part by rivets, in particular by self-piercing rivets and / or by screws and / or adhesives. This allows for a firm and weight-efficient connection of the respective inner part to the outer part, thereby advantageously distributing loads.

[0018] A further embodiment is characterized by the fact that each side sill is connected to the inner part via an adapter element that is designed separately from the side sills, the outer part, and the inner parts. This allows for a particularly load-efficient connection of the respective side sill to the respective inner part, thus creating a particularly advantageous load path design.

[0019] Finally, it has proven particularly advantageous if the respective adapter element is designed as an extruded profile. This allows, for example, a particularly advantageous load transfer to be achieved.

[0020] In order to connect the respective adapter element to the outer part particularly firmly and in a particularly lightweight manner, a further embodiment of the invention provides that the respective adapter element is connected to the outer part by riveting and / or gluing.

[0021] Furthermore, it has proven particularly advantageous if at least one respective internal thread is provided on the respective adapter element, into which a corresponding screw is screwed, by means of which the respective side sill is screwed to the respective adapter element. Preferably, the respective internal thread is formed by a respective substructure formed separately from the adapter elements, which is connected, in particular welded, to the adapter element, for example, in particular directly. This allows for a particularly secure connection of the side sills to the adapter elements.

[0022] In order to be able to dissipate loads particularly advantageously and thus realize an advantageous load path design, a further embodiment of the invention provides that the outer part has on its inner side at least one rib structure arranged in a corner region of the outer part and having ribs extending across the corner, which is arranged in a space between the outer part and one of the inner parts. By arranging the rib structure in the space, negative effects of the rib structure on the interior can be avoided, for example, in the event of an accident.

[0023] Further advantages, features, and details of the invention will become apparent from the following description and the drawings, which show:

[0024] Fig. 1 is a schematic perspective view of a first embodiment of a front end structure for a body of a passenger car; and

[0025] Fig. 2 is a further schematic perspective view of the front end structure according to Fig. 1;

[0026] Fig. 3 shows a partial schematic and sectional perspective view of the front end structure according to Fig. 1;

[0027] Fig. 4 is a schematic perspective view of an outer part of the front body structure according to the first embodiment;

[0028] Fig. 5 is another schematic perspective view of the front end structure according to the first embodiment;

[0029] Fig. 6 is a further schematic perspective view of the front end structure according to the first embodiment;

[0030] Fig. 7 shows a further schematic and sectional perspective view of the front end structure according to the first embodiment; Fig. 8 shows a further schematic and sectional perspective view of the front end structure according to the first embodiment;

[0031] Fig. 9 is a schematic bottom view of the front body structure according to the first embodiment;

[0032] Fig. 10 shows a further schematic and sectional perspective view of the front end structure according to the first embodiment;

[0033] Fig. 11 shows a further schematic and sectional perspective view of the front end structure according to the first embodiment;

[0034] Fig. 12 shows a further schematic and sectional perspective view of the front end structure according to the first embodiment;

[0035] Fig. 13 is another schematic perspective view of the front end structure according to the first embodiment;

[0036] Fig. 14 further schematic perspective views of the front end structure according to the first embodiment; and

[0037] Fig. 15 is a schematic exploded view and a schematic perspective view of the front end structure according to a second embodiment.

[0038] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0039] Fig. 1 shows a schematic perspective view of a first embodiment of a front end structure 10 for a body of a passenger car, also simply referred to as a vehicle, designed as a self-supporting body. In the fully manufactured state of the passenger car, whose interior is defined by the body, the front end structure 10 is a component of a front end 12 of the body. The front end structure 10 has an end wall 14, which is arranged in the longitudinal direction of the passenger car between the interior and a region 16 arranged forward in the longitudinal direction of the vehicle in the interior and the end wall 14. The front end structure 10 has side sills 18 and 20 which are spaced apart from one another in the transverse direction of the passenger car and extend at least substantially in the longitudinal direction of the passenger car and are connected to the end wall 14.The front end structure 10 also has a floor structure 22 extending in the transverse direction of the passenger car between the side sills 18 and 20. In particular, a pedal floor is formed by the front end structure 10, or the front end structure is a pedal floor, wherein, as can be seen, for example, from Fig. 13, a pedal assembly 24 is held on the pedal floor in the fully manufactured state of the passenger car.

[0040] In order to be able to realize a particularly advantageous load path design and consequently a particularly advantageous accident behavior of the front end structure, in particular for a frontal impact of the passenger car, the front end structure 10 according to the first embodiment has - as can be seen from Figs. 1 to 6 - an outer part 26, by which a first lower and outer part of the bulkhead 14 and a first outer part of the floor structure 22 are formed. An upper part of the bulkhead 14, which adjoins the first lower and outer part of the bulkhead 14 upwards in the longitudinal direction of the passenger car, is designated by T and is formed, for example, by a component 28, in particular of the front end structure 10, which is formed separately from the front end structure 10 and thus separately from the outer part 26. The outer part 26 is designed as a one-piece cast part, i.e. made from a single piece. As can be seen from Fig.4, in the first embodiment the outer part designed as a one-piece cast part extends continuously in the transverse direction of the vehicle from the side sill 18 to the side sill 20 and vice versa, wherein the outer part 26 is connected to the side sills 18 and 20.

[0041] The front-end structure 10 also has inner parts 30 and 32 arranged on the inside of the outer part 26, which are formed separately from one another and separately from the outer part 26 and are arranged next to one another, thus successively, in the transverse direction of the passenger car. The feature that the inner parts 30 and 32 are arranged on the inside of the outer part 26 means that the inner parts 30 and 32 are arranged on an inner side 34 of the outer part 26, the inner side 34 of which faces the interior. The respective inner part 30, 32 is formed as a respective one-piece cast part, thus formed from a single piece. The respective inner part 30, 32 forms a respective second lower and inner part of the end wall 14, wherein the respective second lower and inner part of the end wall 14 adjoins a first lower and outer part of the end wall 14 towards the rear in the vehicle longitudinal direction and thus towards the interior.In addition, a respective second inner part of the floor structure 22 is formed by the respective inner part 30, 23, wherein the respective second and inner part of the floor structure 22 adjoins the first outer part of the floor structure 22 in the vertical direction of the vehicle and thus towards the interior.

[0042] It is particularly clearly visible from Figs. 1 and 6 that the inner parts 30 and 32 are spaced apart from one another in the transverse direction of the passenger car, so that a distance running in the transverse direction of the vehicle is provided between the inner parts 30 and 32. This distance is bridged, in particular completely, by the outer part 26. The inner parts 30 and 32 each have a first longitudinal element 36 on their sides S facing one another in the transverse direction of the vehicle, wherein the longitudinal elements 36 are spaced apart from one another in the transverse direction of the vehicle. The inner parts 30 and 32 each have a second longitudinal element 38 on their outer sides AS facing away from one another in the transverse direction of the vehicle.The respective longitudinal elements 36 and 38 of the respective inner part 30, 32 extend rearward in the vehicle longitudinal direction from the respective second lower and inner part of the bulkhead 14, wherein the respective longitudinal element 36 is longer in the vehicle longitudinal direction than the respective longitudinal element 38 of the respective inner part 30, 32 and / or extends further rearward in the vehicle longitudinal direction than the respective longitudinal element 38 of the respective inner part 30, 32. The respective second lower and inner part of the bulkhead 14 is designated UT. The first lower and inner part of the bulkhead 14 can be seen in Fig. 4 and is designated IT. The first outer part of the floor structure 22 can also be seen in Fig. 4 and is designated AT. The respective second inner part of the floor structure 22 can be seen, for example, in Fig. 2 and is designated IB. In particular, the respective longitudinal element 36, 38 is a respective longitudinal member.The longitudinal elements 36 of the inner parts 30 and 32 are connected to one another by a cross member 40 of the front end structure 10, also referred to as a cross member, which is arranged between the longitudinal elements 36 and is formed separately from the inner parts 30 and 32 and separately from the outer part 26. Furthermore, a second cross member 42 is assigned to the inner part 30, and a third cross member 44 is assigned to the inner part 32. The longitudinal elements 36 and 38 of the inner part 30 are connected to one another via the cross member 42, and the longitudinal elements 36 and 38 of the inner part 32 are connected to one another via the cross member 44. The cross members 42 and 44 are further cross members of the front end structure 10. For example, the cross members 40, 42, and 44 are formed by an overall cross member, so that, for example, at least respective parts of the cross members 40, 42, and 44 can be formed integrally with one another.It can be seen that the cross elements 40, 42 and 44 are integrated cross members of the front end structure 10.

[0043] Since the outer part 26 and the inner parts 30 and 32 are cast parts, the outer part 26 and the inner parts 30 and 32 are formed as cast parts. The cast construction enables a particularly advantageous, at least essentially homogeneous load path design to be implemented. In this case, for example, arrows in Figs. 5 and 6 illustrate accident-related loads that can result from an accident, in particular from a frontal impact, of the passenger car and act, for example, from front to rear in the vehicle's longitudinal direction. The front-end structure 10 makes it possible to particularly advantageously divert these accident-related loads from front to rear in the vehicle's longitudinal direction and, for example, to divert them into an underbody that, when the body is fully manufactured, adjoins the front-end structure 10 towards the rear in the vehicle's longitudinal direction.In addition, the inner parts 30 and 32 accommodate the side sills 18 and 20, which are designed as longitudinal members, and support the front end of the vehicle on a battery, which is integrated into a vehicle structure, in particular the body, of the passenger car, which is preferably designed as an electric vehicle. Furthermore, the inner parts 30 and 32 can transmit or transfer forces from the side sills 18 and 20 into the A-pillars 46 and into the side walls, as well as into a central region of the body. In particular, the arrows shown in Fig. 6 illustrate that the loads or forces can be transmitted or transferred into the central region.

[0044] 3 and 4, the respective side sills 18, 20 are preferably connected to the outer part 26 via a respective rib structure R. In order to ensure robust force transmission, the respective inner part 30, 32 is preferably adhesively bonded to the outer part 26 and additionally connected by means of rivets, in particular punch rivets. The respective inner part 30, 32 can be connected to the outer part 26 in a particularly robust manner if screws, in particular metric screws, are also used, by means of which the respective inner part 30, 32 is screwed to the outer part 26. In order to advantageously keep the number of screws low, for example, in particular outer, battery screwing points are used to screw the inner parts 30 and 32 to the outer part 26 at these battery screwing points and to screw the aforementioned battery to the front end structure 10 and thus to the body.The battery is an electrical energy storage device designed as a high-voltage storage device for storing electrical energy, particularly electrochemically. By screwing the respective inner parts 30, 32 to the outer part 26, the inner parts 30 and 32 and the outer part 26 form a component assembly that is particularly firmly assembled, thus preventing the component assembly from breaking apart in the event of an accident.

[0045] From Fig. 4, particularly in conjunction with Figs. 7 and 8, it can be seen that the respective side sills 18, 20 are connected to the outer part 26 via a respective adapter element 48, also simply referred to as an adapter. The adapter elements 48 are formed separately from one another, separately from the outer part 26, separately from the side sills 18 and 20, and separately from the inner parts 30 and 32. Preferably, the respective adapter element 48 is formed as a respective extruded profile. The respective adapter (adapter element 48) is, for example, glued and riveted or riveted to the outer part 26, and is thus connected to the outer part 26 by rivets. The respective adapter element 48 can be adjusted in the transverse direction of the passenger car, that is, positioned in particular relative to the outer part 26, whereby tolerances in the transverse direction of the vehicle can be easily maintained or compensated for. In Fig.5 and 6, it can be seen that the body can have a front seat cross member 50, in particular, which is connected at both ends to the side sills 18 and 20. In the fully manufactured state of the passenger car, vehicle seats such as the driver's seat and the front passenger seat are connected to the seat cross member 50. It can be seen that the longitudinal elements 36 are connected, in particular directly, to the seat cross member 50. Also visible in Figs. 5 and 6 are connection surfaces F of the inner parts 30 and 32 to the respective A-pillar 46.The outer part 26, in particular the first lower and inner part IT of the bulkhead 14 formed by the outer part 26, has a through-opening 52, also serving as a cable feedthrough, through which, for example in the fully manufactured state of the passenger car, longitudinal elements extend which, for example, can be flowed through by a fluid and / or are designed to transmit electrical energy, in particular electrical current. In Figs. 7 and 8, the connection of the respective side sill 18, 20 to the outer part 26 is illustrated using the example of the side sill 18. Internal threads are provided on the respective adapter element 48. The respective internal thread is formed by a respective nut 53, which is formed separately from the respective adapter element 48 and is connected to the respective adapter element 48, for example in such a way that the respective nut 53 is pressed into the respective adapter element 48.Thus, for example, the respective nut 53 is designed as a respective press-in nut. A respective screw 54 is screwed, in particular directly, into the respective internal thread and thus into the respective nut, so that the respective side sills 18, 20 are screwed to the respective adapter element 48 and via this to the outer part 26 by means of the respective screws 54. In the first embodiment, at least or exactly three screws 54 are provided, by means of which the respective side sills 18, 20 are screwed to the respective adapter element 48 and via this to the outer part 26. This enables a particularly strong connection of the side sills 18 and 20 to the outer part 26.This screw connection of the respective side sills 18, 20 to the respective adapter element 48 and thus to the outer part 26 has a particularly favorable effect on the robustness of a connection, also referred to as a side wall connection, of the respective side wall to the front-end structure 10, particularly in accidents with limited side overlap. Because the outer part 26 extends continuously in the transverse direction of the vehicle from the side sill 18 to the side sill 20 and vice versa in the first embodiment, a continuous construction of the outer part 26 is formed. This continuous construction forms a rigid shear field that has a favorable effect on the flexural rigidity of the front-end structure 10 and both enables a particularly high load transfer to the side walls and also particularly effectively relieves loads on structures in the center of the passenger car.

[0046] From Fig. 5 and 6 it can be seen that the respective inner part 30, 32 can be designed particularly advantageously in a respective transition area UB to the respective A-pillar 46 and to the respective side sills 18, 20 due to its design as a cast part, also referred to as a cast component. In this respective transition area UB, for example, the respective connection surface F can be seen, which can be seen in Fig. 5 and 6 and via which the respective inner part 30, 32 is connected to the respective A-pillar 46, which is arranged on the side of the respective inner part 30, 32. Flat areas of the respective inner part 30, 32, such as an area of ​​the respective inner part 30, 32 forming the respective connection surface F, can be designed to be dimensionally stable through a three-dimensional and / or spherical design and enable advantageous load introduction into surrounding structures. Furthermore, in the first embodiment it is provided - as can be seen particularly well from Fig.4 - that the outer part 26 has a respective rib structure 56 for each inner part 30, 32, which rib structure 56, for example, comprises the respective rib structure R. The respective rib structure 56 is arranged in a respective corner region EB of the outer part 26 and has ribs 58 extending across corners, by means of which the outer part 26 is stiffened effectively and in a weight-efficient manner. In Fig. 3, for example, it can be seen that the respective rib structure 56 is arranged on the inner side 34 of the outer part 26 and in a space between the outer part 26 and the respective inner part 30, 32. Through this arrangement of the rib structures 56 and thus of the ribs 58 in the spaces 60, a positive effect on the radiation behavior of noise towards the interior can be realized. Furthermore, negative effects of the ribs 58 on the interior can be avoided.Likewise, even surfaces, for example, make it easier to apply dampening measures.

[0047] From Fig. 5 and 6 it can be seen that the respective inner part 30, 32 has a respective long and lateral connection region 64, which is formed in particular by the respective lateral and outer longitudinal element 38. In the respective connection region 64, the respective inner part 30, 32 is connected, in particular directly, to the respective side sill 18, 20, which is arranged on the side of the respective inner part 30, 32. For example, the respective inner part 30, 32 is screwed in the respective connection region 64 to the respective side sill 18, 20, which is arranged on the side of the respective inner part 30, 32. As a result, the respective side sill 18, 20 can be advantageously supported, especially in accidents with a small overlap, in particular a width overlap, and excessive compression of the respective side sill 18, 20 can be avoided.Furthermore, the respective connection surface F of the respective inner part 30, 32 is a very large surface, via which the respective inner part 30, 32 is connected, in particular directly, to the respective A-pillar 46. For example, the respective connection surface F is adhesively bonded to the respective A-pillar 46, which is arranged on the side of the respective inner part 30, 32. Thus, the respective connection surface F represents a very large adhesive surface, via which the respective inner part 30, 32 can be adhesively bonded to the respective A-pillar 46, which is arranged on the side of the respective inner part 30, 32.In addition, for example, the respective inner part 30, 32, in particular the respective connection surface F, can be connected to the respective A-pillar 46 by means of at least one or more mechanical joining methods such as rivets, in particular punch rivets, and / or screws, whereby a particularly robust connection of the respective inner part 30, 32 to the respective A-pillar 46 can be realized. The respective inner part 30, 32, together with the outer part 26, forms a horizontal overlap region with a battery cover of a storage housing of the battery, wherein the overlap region can be glued, for example, in particular directly, to the battery cover. This makes it possible to achieve particularly high vehicle rigidity.In other words, a respective first overlap region of the respective inner part 30, 32 and / or a second overlap region of the outer part 26 is arranged in overlap with the battery cover, wherein the respective first overlap region and / or the second overlap region can be glued, in particular directly, to the battery cover.

[0048] Since the respective inner part 30, 32 is formed from cast material, i.e., is designed as a respective cast part, also referred to as a cast component, the respective longitudinal element 36 is a respective cast arm of the respective inner part 30, 32. From Figs. 5 and 6 it can be seen that the respective cast arm extends as far as the seat cross member 50 and is connected, in particular directly, to the seat cross member 50. This allows an advantageously long lever arm to be created laterally on the respective side sills 18, 20 and in the center, resulting in good support of the front end, which has a beneficial effect on the overall vehicle rigidity.This allows the separation point between the front end of the vehicle and the underbody (also known as the main floor) to be not only linear, but also extend over a very large or long area in the longitudinal direction of the vehicle, allowing, for example, a particularly extensive connection of the front end to the main floor. The separation point between the front end of the vehicle (also known as the front end) and the main floor can be moved under the driver's seat or passenger seat in the longitudinal direction of the vehicle. Accident loads can be directed particularly advantageously into the central area of ​​the passenger car.

[0049] Fig. 9 shows a schematic bottom view of the front end structure 10. Fig. 9 shows first screw points S1, at which, for example, the outer part 26 is screwed to the inner parts 30, 32. This is also particularly clear from Fig. 10. Fig. 9 also shows second screw points S2, at which the front end structure 10, in particular the outer part 26 and / or the respective inner part 30, 32, is screwed to the battery, in particular the battery cover. Also shown are third screw points S3, at which both the outer part 26 is screwed to the inner parts 30 and 32 and the battery is screwed to the front end structure 10. Also shown are fourth screw points S4, at which an integral support of the passenger car, also referred to as a subframe, is screwed to the front end structure 10 in the fully manufactured state of the passenger car. One of the screw points S1 is illustrated in Fig. 10. Fig.11 and 12 illustrate further screw points S1.

[0050] Fig. 13 illustrates additional functions that are or can be integrated into the front-end structure 10. From Fig. 13, it can be seen that the front-end structure 10 can be used to integrate front-facing bass speakers 66. For this purpose, the respective inner part 30, 32 has a respective receiving opening 68 in which the respective bass speaker 66 is at least partially received. The respective bass speaker 66 is attached to the respective inner part 30, 32. Fig. 13 also shows a tunnel module 70, which forms, for example, a center tunnel 72. The inner parts 30 and 32 have connection points AP at which the tunnel module 70 is connected to the inner parts 30 and 32.

[0051] The pedal assembly 24 has a frame 74 and pedals 76 and 78 pivotably mounted on the frame 74. For example, the pedal 76 is a brake pedal for actuating, in particular hydraulically, a service brake of the passenger car. For example, the pedal 78 is an accelerator pedal, by means of which, by moving the accelerator pedal relative to the frame 74, different torques to be provided by a drive train of the passenger car for driving the passenger car can be set, i.e., requested. The inner part 30 has connection points AP2, at which the frame 74 and thus the pedal assembly 24 are connected to the inner part 30. Furthermore, in Fig. 13, a connection area of ​​the respective inner part 30, 32 is designated ABB, wherein a bulkhead cross member of the bulkhead 14 can be connected to the inner parts 30 and 32 via or in the connection area ABB.In particular, the outer part 26 and the respective inner part 30, 32 together define a respective cavity that serves as a resonance volume for the respective bass speaker 66. The frame 74 is also referred to as a pedal bearing block.

[0052] Fig. 14 illustrates that wheel assemblies 80 of the passenger car are joined to the outer part 26, which runs continuous in the transverse direction of the vehicle, whereby a particularly high rigidity of the front-end structure 10 or of the body as a whole can be achieved. For example, the wheel assemblies 80 form wheel housings for vehicle wheels, in particular front wheels, of the passenger car. Finally, Fig. 15 shows a second embodiment of the front-end structure 10. In the second embodiment, the outer part 26 is a first outer part, which is connected to the side sills 18. The front-end structure 10 has a second outer part 82, which is formed separately from the outer part 26 and separately from the inner parts 30 and 32. The outer part 82 is connected to the side sills 20.The outer part 82 is formed as a one-piece cast part, i.e., made from a single piece, wherein the outer parts 26 and 82 are arranged next to one another and thus consecutively in the transverse direction of the passenger car. In the second embodiment, the front-end structure 10 also has an intermediate element 84 formed separately from the inner parts 30, 32 and separately from the outer parts 26 and 82, which is arranged between the outer parts 26 and 82 in the transverse direction of the vehicle and is connected, in particular at both ends, to the outer parts 26 and 82. The outer parts 26 and 82 are connected to one another via the intermediate element 84. The outer part 82 forms a third lower and outer part of the end wall 14, wherein the first lower and outer part of the end wall 14 and the third lower and outer part of the end wall 14 are arranged next to one another in the transverse direction of the vehicle.The inner parts 30 and 32 are arranged on the inside of the outer parts 26 and 82 and also on the inside of the intermediate element 84. In addition, the outer part 82, which is formed separately from the outer part 26 and separately from the inner parts 30, 32, forms a third inner part of the floor structure 22, wherein the second inner part of the floor structure 22 and the third inner part of the floor structure 22 are arranged next to one another in the transverse direction of the vehicle. Overall, it can be seen that the outer parts 26 and 82 and the intermediate element 84 form a three-part overall outer part, whereby, for example, tolerances in the transverse direction of the vehicle can be advantageously compensated. It can also be seen from Fig. 15 that a first of the wheel internals 80 is formed integrally with the outer part 26 and the second wheel internal 80 is formed integrally with the outer part 82.

Claims

Patent claims 1. A front-end structure (10) for a body of a passenger car, comprising a bulkhead (14), side sills (18, 20) connected to the bulkhead (14), and a floor structure (22) extending between the side sills (18, 20), characterized in that the front-end structure (10) has at least one outer part (26) forming a first lower part (IT) of the bulkhead (14) and a first part (AT) of the floor structure (22), designed as a one-piece cast part and connected to at least one of the side sills (18, 20), and inner parts (30, 32) arranged on the inside of the outer part (26), designed as one-piece cast parts and arranged next to one another in the transverse direction of the vehicle, which inner parts are designed separately from the outer part (26) and separately from one another and form a respective second lower part (UT) of the bulkhead (14) and a respective second part (IB) of the floor structure (22) form.

2. Front end structure (10) according to claim 1, characterized in that the inner parts (30, 32) are spaced apart from one another in the transverse direction of the vehicle.

3. Front end structure (10) according to claim 1 or 2, characterized in that the inner parts (30, 32) each have, on their sides (S) facing one another in the transverse direction of the vehicle, a longitudinal element (36) which extends rearwardly in the longitudinal direction of the vehicle from the respective second lower part (UT) of the end wall (14).

4. Front end structure (10) according to claim 3, characterized in that the longitudinal elements (36) are connected to one another by a transverse element (40) arranged between the longitudinal elements (36, 38) and formed separately from the inner parts (30, 32) and separately from the outer part (26).

5. Front-end structure (10) according to one of the preceding claims, characterized in that the at least one outer part (26) is connected as a first outer part (26) to the at least one side sill (18) as a first side sill (18), wherein the front-end structure (10) has a second outer part (82) which forms a third lower part of the end wall (14) and a third part of the floor structure (22), is designed as a one-piece cast part and is connected to the second side sill (20), is designed separately from the first outer part (26) and separately from the inner parts (30, 32) and is arranged next to the first outer part (26) in the transverse direction of the vehicle, and wherein the inner parts (30, 32) are arranged on the inside of the second outer part (82).

6. Front end structure (10) according to claim 5, characterized in that the outer parts (26, 82) are spaced apart from one another in the transverse direction of the vehicle and are connected to one another via an intermediate element (84) arranged between the outer parts (26, 82) and formed separately from the outer parts (26, 82) and separately from the inner parts (30, 32).

7. Front end structure (10) according to one of claims 1 to 4, characterized in that the outer part (26) designed as a one-piece cast part extends continuously from the at least one side sill (18) to the other side sill (20) and is connected to the side sills (18, 20).

8. Front end structure (10) according to claim 7, characterized in that the respective inner part (30, 32) is connected to the outer part (26) by riveting and / or screwing and / or gluing.

9. Front end structure (10) according to claim 7 or 8, characterized in that the respective side sills (18, 20) are connected to the outer part (26) via a respective adapter element (48) formed separately from the side sills (18, 20) and separately from the outer part (26) and separately from the inner parts (30, 32).

10. Front end structure (10) according to claim 9, characterized in that the respective adapter element (48) is designed as a respective extruded profile.

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