Modular system for producing a plurality of design variants of an assembly for a floor assembly of a motor vehicle body, and method

Abstract

The invention relates to a modular system (51) for producing a plurality of design variants (52, 53) of an assembly (1) for a floor assembly (2) of a motor vehicle body (3), comprising at least two different constructions (57, 58) of at least one first body component (5) designed as a cast component (4), which has a fastening region (5a) extending across the design in the first and the second constructions (57, 58), and comprising at least one second body component (6) designed as a cast component (4), which can be connected to the respective first body component (5) via the fastening region (5a), wherein a first of the design variants (52) of the assembly has the second body component (6) and the first body component (5) according to the first construction (57), and a second of the design variants (53) of the assembly (1) has the second body component (6) and the first body component (5) according to the second construction (58).

Description

[0001] Modular system for producing several construction variants of an assembly for a floor assembly of a motor vehicle body and method

[0002] The invention relates to a modular system for producing a plurality of construction variants of an assembly for a floor assembly of a motor vehicle body according to patent claim 1. Furthermore, the invention relates to a method for producing a plurality of construction variants of an assembly for a floor assembly of a motor vehicle body according to patent claim 10.

[0003] DE 102010 055 954 A1 discloses a rear structure of a body for a motor vehicle, with two longitudinal members arranged at least partially opposite one another in the transverse direction of the vehicle and designed as cast aluminum components, which are connected to one another via at least two cross members arranged at a distance from one another in the longitudinal direction of the vehicle and designed as extruded aluminum profiles, wherein at least one floor part designed as an aluminum sheet is arranged at least partially between the cross members.

[0004] The object of the invention is to be able to produce different construction variants of a motor vehicle body with particularly low expenditure.

[0005] This object is achieved according to the invention by a modular system for producing several construction variants of an assembly for a floor assembly of a motor vehicle body having the features of patent claim 1 and by a method for producing several construction variants of an assembly for a floor assembly of a motor vehicle body having the features of patent claim 10. Advantageous embodiments of the invention are the subject of the dependent patent claims and the description.

[0006] A first aspect of the invention relates to a modular system for producing multiple construction variants of an assembly for a floor pan of a motor vehicle body. The motor vehicle body can be understood, in particular, as a body for a motor vehicle or the motor vehicle. The motor vehicle is designed, for example, as a passenger car or a commercial vehicle.

[0007] The motor vehicle body is preferably designed as a self-supporting body. The motor vehicle body, for example, at least partially defines an interior of the motor vehicle. The interior, which can be referred to in particular as the vehicle interior, can be understood in particular as a passenger compartment or a passenger cell. The motor vehicle body, particularly in its fully manufactured state, preferably comprises the floor assembly and in particular the assembly. The floor assembly, particularly in its fully manufactured state, preferably comprises the assembly.

[0008] The floor assembly can be understood, in particular, as a lower part of the body, in particular a self-supporting body, relative to the vertical direction of the motor vehicle. The floor assembly has, for example, connection points, in particular referred to as fixation points, for components of a chassis of the motor vehicle and / or a drive train of the motor vehicle. The floor assembly can, in particular, be referred to as a body floor assembly. For example, the floor assembly has at least one, in particular load-bearing, longitudinal structure or transverse structure, preferably a plurality of longitudinal structures and / or transverse structures.The fact that the longitudinal structure or the transverse structure is designed to bear loads can be understood in particular to mean that the longitudinal structure or the transverse structure is designed to absorb accident-related loads in the event of an accident, for example a side collision, a rear collision and / or a frontal collision. The longitudinal structure or the transverse structure can, for example, meet requirements with regard to a frontal impact, side impact and / or rear impact. For example, the floor assembly, in particular the longitudinal structure and / or the transverse structure, is formed at least partially, in particular predominantly or entirely, from metal, for example from steel and / or aluminum.

[0009] The modular system comprises at least two mutually different designs of at least one first body component, designed as a cast component, in particular a die-cast component, preferably a die-cast aluminum component, and in particular as a construction variant-specific component. In other words, the first body component is or will be manufactured in the first and second designs by casting, in particular a die-cast component, preferably a die-cast aluminum component. The fact that the designs differ from one another can be understood in particular to mean that the designs of the first body component differ from one another in terms of their geometry, their shape, and / or their weight.

[0010] The first body component has a fastening region that is common to all designs, in particular to all construction variants, in the first and second designs. The fastening region is designed to connect the first body component, in particular according to the first and second designs, to at least one second body component of the assembly that is formed separately from the first body component.

[0011] The fact that the fastening region of the first body component is cross-design can be understood in particular to mean that the designs of the first body component, i.e. both the first design and the second design of the first body component, in particular all designs of the first body component, have the same, in particular structurally identical, fastening region. Thus, the fastening region of the first body component is provided across all designs, in particular in the first and second designs. This means that the fastening region can be used or is used for the designs, in particular for the first design and the second design of the first body component. In other words, again in the fully manufactured state of the designs, the fastening regions of the designs are the same, in particular structurally identical or identical.

[0012] Furthermore, the modular system comprises at least one second body component formed as a cast component and formed separately from the first body component, in particular across design variants, which second body component can be or is connected to the first body component, i.e. to the respective design of the first body component, for example at least indirectly or directly, via the fastening region, i.e. the respective fastening region of the respective design of the first body component. In other words, the body components can be or are fastened to one another via the fastening region. The fact that the body components are formed separately from one another can be understood in particular to mean that the body components are not or are not manufactured from one piece.The body components are or will be manufactured independently of one another and are or will be joined together after their respective production. The assembly, in particular the floor pan, is therefore constructed with more than one, particularly separate, cast component.

[0013] The respective body component is, for example, at least partially, in particular predominantly or entirely, made of aluminum. In other words, the respective body component is, for example, designed as a cast aluminum component. For example, the respective body component is or will be manufactured using aluminum die casting.

[0014] In order to be able to produce different construction variants of the motor vehicle body, and thus in particular different construction variants of the motor vehicle, particularly cost-effectively, it is provided that a first of the construction variants of the assembly has the second body component, in particular across construction variants, and the first body component, in particular construction variant-specific, according to the first design, which in the first construction variant is connected to the second body component via the fastening region, in particular at least indirectly or directly. In other words, in the first construction variant, the first body component in the first design and the second body component are provided. This means that in the first construction variant, the first body component according to the first design and the second body component are used.Furthermore, it is provided that a second construction variant of the assembly, which differs in particular from the first construction variant, comprises the second body component, which in particular covers all construction variants, and the first body component, which in particular is specific to the construction variant, according to the second design, which in the second construction variant is connected to the second body component via the fastening region, in particular indirectly or directly. In other words, in the second construction variant, the first body component in the second design and the second body component are provided. This means that in the second construction variant, the first body component according to the second design and the second body component are used.

[0015] The fact that the first body component is design-variant-specific can be understood in particular to mean that the first body component is design-variant-specific with respect to the first and second design variants. This means that the first body component according to the first design, with respect to the first and second design variants, is used exclusively in the first design variant, but not in the second design variant. Furthermore, this means that the first body component according to the second design, with respect to the first and second design variants, is used exclusively in the second design variant, but not in the first design variant. Thus, the second design variant is free of the first body component according to its first design, and the first design variant is free of the first body component according to its second design.In other words, the first body component according to the first design is or will not be provided in the second design variant and the first body component according to the second design will not be provided in the first design variant.

[0016] The fact that the second body component is universal across design variants can be understood in particular to mean that the second body component is specific to the first and second design variants. This means that the first and second design variants have the same, in particular structurally identical, second body component. Thus, the second body component is provided in the first and second design variants. This means that the second body component can be used or is used for the first and second design variants. In other words, in the fully manufactured state of the first and second design variants, the second body components of the design variants are the same, in particular structurally identical or identical.

[0017] The invention is based in particular on the following findings and considerations: In principle, it is conceivable to design the assembly, in particular the floor pan, in a construction in which almost an entire vehicle rear structure and / or vehicle front structure of the assembly or floor pan is represented in one part, i.e. is formed in one piece or in one piece. However, when developing a vehicle architecture with different vehicle classes and different body shapes, it can be advantageous to be able to use a particularly large number of identical parts and / or synergy parts. The different vehicle classes are, for example, lower class (UKL), small class (KKL), medium class (MKL) and large class (GKL). The body shapes are, for example, sedan, SUV, convertible, coupe, van or touring.Particularly large, integrated cast components or cast structures can have the disadvantage that individual, specific requirements for the body structure, which may be determined, for example, by different vehicle classes and / or body shapes, can always involve compromises. For example, a particularly large, integrated cast rear section, which is intended to accommodate various seat structure classes, each with its own specific bolting points, could always incorporate all possible mounting points or at least be prepared for them. This can lead to disadvantages in terms of cost, weight, or the like. A specific design, for example, as a large, integrated component, may also not be cost-effective depending on the requirements or the vehicle.For example, if an additional requirement is placed on the integrated component, i.e. a second and a third independent requirement at the same time. This can exacerbate the problem mentioned above. The number of possible variants of this large integrated component can increase enormously. The requirements could, for example, involve different spring connections, for example for steel and air springs. The respective specific design can in particular be understood to mean a respective specific component, for example with a specific part number. It can therefore be advantageous to be able to join various smaller components, particularly cast components, in a modular system in order to create an optimal body configuration for each vehicle type.Depending on the number of units, the number of configurations in a body architecture, the plant capacity and the location, a technical and ecological optimum can, for example, also be linked to a complex business management consideration.

[0018] In the assembly according to the invention, at least one of the cast components, in particular with regard to the first and second design variants, can be designed to be specific to the design variant. This allows the manufacturing effort for producing the different design variants of the motor vehicle body to be kept particularly low. This makes it possible to create a particularly good compromise in which, on the one hand, components can be designed to be universal across design variants and, on the other hand, components can be designed to be specific to the design variants, whereby, for example, requirements can be taken into account if further variations are needed. Furthermore, because the first and second body components are designed separately from one another, smaller casting tools can be used than if the body components were designed together as a single piece. This allows the manufacturing effort to be kept particularly low.Furthermore, construction-specific variations can be implemented particularly cost-effectively.

[0019] In a further embodiment, it is provided that one of the body components, for example the first body component, in particular in the first and the second design, has at least one receiving region and the other of the body components, for example the second body component, has at least one receiving element designed to correspond to the receiving region, which receiving element can be received or arranged or is received or arranged in the receiving region for the positive connection of the body components, in particular at least partially, predominantly or completely. In other words, the body components can be connected or connected to one another in a positive connection, in particular directly, via the receiving element received or arranged in the receiving region. This means that a positive connection is provided or designed between the motor vehicle components.In other words, at least one positive connection is or will be formed between the motor vehicle components via the receiving element arranged in the receiving region. The fastening region of the first body component is designed as the receiving region or as the receiving element. In other words, in the design variants, the body components are positively connected to one another via the fastening region. This means that in the first design variant, the first body component is positively connected to the second body component via the fastening region according to the first design, and that in the second design variant, the first body component is positively connected to the second body component via the fastening region according to the second design.

[0020] This embodiment is based in particular on the following findings and considerations: Particularly high forces can act at interfaces between two cast components, in particular those formed separately from one another, which can generally absorb particularly high loads, particularly in a side or rear-end crash. Due to the size of the cast components, which can, for example, extend across the entire width of the vehicle and / or the entire length of the rear or the entire length of the front of the vehicle, a particularly complex kinematics can arise in the event of a crash, in which the main loads must be absorbed and transmitted in different directions in a cast interface facing the impact and a cast interface facing away from the impact.In particular, the receiving element received in the receiving area can be used to create a particularly secure, and in particular highly mechanically resilient, connection between the body components. This can significantly increase the mechanical resilience of the assembly. Passive safety of the motor vehicle or the motor vehicle body can therefore be significantly increased, for example in the event of an accident. For example, particularly in the event of a side collision, load can be transferred in the assembly, in particular at the interface between the body components, in the transverse direction of the vehicle, for example by means of a tenon joint, in particular a tenon-and-groove joint, in a pushing and pulling manner. This allows the load to be transferred in a particularly advantageous, and in particular particularly robust, manner.

[0021] In particular, the body components are positively connected to one another in at least two spatial directions via the receiving element received in the receiving area. This means that the body components are supported against one another in at least two spatial directions, in particular directly, via the positive connection or the positive connection. In other words, one of the body components has at least one wall that at least partially, in particular predominantly or completely, delimits the receiving area, against which the receiving element received in the receiving area can be supported or is supported, in particular directly, in at least two spatial directions.

[0022] The receiving area is designed, for example, as a recess and / or an opening. The receiving element protrudes, for example, from a base body of the body component having the receiving element. The receiving element is designed, for example, as a pin. Thus, the positive connection or the positive fit is designed, for example, as a positive pin connection. A positive pin connection, formed in particular by the receiving element and the receiving area, can therefore be provided between the body components, which are particularly referred to as cast components.

[0023] In a further embodiment, it is provided that the assembly is designed as a front section or as a rear section of the floor assembly. In other words, the assembly is designed as a front end or as a rear end of the floor assembly, in particular of the motor vehicle body. This means that the assembly is designed as a front structure or as a rear structure of the floor assembly, in particular of the motor vehicle body. As a result, the front section or the rear section, in particular for the different design variants of the motor vehicle body, can be manufactured with particularly little effort and can be designed to be particularly mechanically resilient. In particular, because the front section or the rear section is a fundamental component of the floor assembly, the manufacturing effort for the floor assembly, in particular of the motor vehicle body, and the mechanical resilience of the floor assembly, in particular of the motor vehicle body, can be particularly increased.

[0024] The front end can be understood in particular as a front area of ​​the floor assembly, in particular of the motor vehicle body, relative to the vehicle's longitudinal direction. The rear end can be understood in particular as a rear area of ​​the floor assembly, in particular of the motor vehicle body, relative to the vehicle's longitudinal direction. The vehicle's longitudinal direction can be understood in particular as a longitudinal direction of the motor vehicle body and / or the motor vehicle.

[0025] In a further embodiment, it is provided that at least one of the body components extends, in particular in the installed position of the assembly in the motor vehicle body or the motor vehicle, in the transverse direction of the vehicle over at least 70 percent, in particular at least 80, 90, 95 or 100 percent, of a total width of the floor assembly, in particular of the motor vehicle body, extending in the transverse direction of the vehicle. In other words, at least one of the body components is at least 70 percent as wide as the total width of the floor assembly, in particular of the motor vehicle body, in relation to the transverse direction of the vehicle. This means that the width of at least one of the body components, in particular of both body components, is at least 70 percent of the total width of the floor assembly, in particular of the motor vehicle body. At least one of the body components is therefore designed as a particularly large or particularly wide component in relation to its width.This allows particularly large body structures to be connected to one another in a form-fitting manner, which minimizes the manufacturing costs of the body. Furthermore, the various construction variants can be manufactured with particularly low costs. The transverse direction of the vehicle can be understood, in particular, as the transverse direction of the vehicle body and / or the vehicle.

[0026] Alternatively or additionally, it is provided, for example, that the body components together extend over at least 50 percent, in particular over at least 60, 70, 80 or 90 percent, of a total length of the front end or the rear end of the floor assembly, particularly in the installed position of the assembly in the motor vehicle body or motor vehicle, extending in the longitudinal direction of the vehicle. In other words, the body components together, i.e. together or in total, are at least half as long as the total length of the front end or the rear end in relation to the longitudinal direction of the vehicle. This means that a total length of the body components extending in the longitudinal direction of the vehicle amounts to at least 50 percent, in particular at least 60, 70, 80 or 90 percent, of the total length of the front end or the rear end.The body components are thus formed together into a particularly long assembly structure, especially the floor pan. This allows particularly large body structures to be connected to one another in a form-fitting manner, which keeps the manufacturing costs of the body particularly low. Furthermore, the various construction variants can be manufactured with particularly low costs.

[0027] Because the body components are particularly wide and long, the assembly is a fundamental component of the floor assembly, especially of the vehicle body. The aforementioned advantages of particularly low-cost manufacturing and particularly high mechanical strength can therefore be achieved to a particularly large and significant extent.

[0028] In a further embodiment, it is provided that at least one of the body components, in particular the first and / or the second body component, is designed as a frame. This means that at least one of the body components is frame-shaped or designed as a frame part. The frame or a frame structure of the floor assembly can particularly improve the mechanical load-bearing capacity of the motor vehicle body, in particular its crash behavior. In particular, a modular system comprising the frame can be created, whereby the various construction variants can be manufactured with particularly low effort.

[0029] The frame is designed, for example, as a rear frame or as a front frame, in particular of the floor assembly or the motor vehicle body. The frame has, for example, two transverse elements, in particular spaced apart from one another in the vehicle longitudinal direction, and two longitudinal elements, in particular spaced apart from one another in the vehicle transverse direction. A respective main extension direction of the respective transverse element preferably runs at least substantially in the vehicle transverse direction. A respective main extension direction of the respective longitudinal element preferably runs at least substantially in

[0030] Vehicle longitudinal direction. The respective transverse element is designed, for example, as a cross member. The respective longitudinal element is designed, for example, as a longitudinal member. The respective transverse element can be understood, in particular, as a respective transverse structure. The respective longitudinal element can be understood, in particular, as a respective longitudinal structure.

[0031] Preferably, the first body component and the second body component are each formed in one piece, in particular a monoblock. Alternatively or additionally, the second body component is formed in one piece, in particular a monoblock. Thus, the first body component does not comprise, for example, any components formed separately from one another and, in particular, subsequently connected to one another. Alternatively or additionally, the second body component does not comprise any components formed separately from one another and, in particular, subsequently connected to one another.

[0032] In a further embodiment, it is provided that the modular system has at least two different axle supports, in particular those specific to a construction variant, each having at least one first fastening point via which the respective axle support is or can be connected to the first body component. Furthermore, the axle supports each have at least one second fastening point via which the axle support is or can be connected to the second body component. In other words, the respective axle support is or can be fastened to the first body component via its respective first fastening point, in particular directly or indirectly, and is or can be fastened to the second body component via its respective second fastening point, in particular at least directly or indirectly.The first design variant has a first axle support, in particular a variant-specific one, which in the first design variant is connected to the first body component, in particular according to the first design, via the first fastening point, in particular at the first fastening point, for example at least indirectly or directly, and is connected to the second body component via the second fastening point, in particular at the second fastening point, for example at least indirectly or directly. In other words, the axle support is provided in the first design variant. This means that the first axle support is used in the first design variant.The second design variant comprises the second axle carrier, which in particular is used across all design variants, which in the second design variant is connected to the first body component, in particular according to the second design, via the first fastening point, in particular at the first fastening point, for example at least indirectly or directly, and is connected to the second body component via the second fastening point, in particular at the second fastening point, for example at least indirectly or directly. In other words, the second axle carrier is provided in the second design variant. This means that the second axle carrier is used in the second design variant.

[0033] The term "the second axle carrier being specific to a particular design variant" can be understood, in particular, to mean that the second axle carrier is specific to the first and second design variants. This means that, with respect to the first and second design variants, the first axle carrier is used exclusively in the first design variant, but not in the second design variant. This means that the second design variant is free of the first axle carrier. In other words, the first axle carrier is not or will not be provided in the second design variant.

[0034] The term "the second axle carrier being specific to a particular design variant" can be understood, in particular, to mean that the second axle carrier is specific to the first and second design variants. This means that, with respect to the first and second design variants, the second axle carrier is used exclusively in the second design variant, but not in the first design variant. This means that the first design variant is free of the second axle carrier. In other words, the second axle carrier is not or will not be provided in the first design variant.

[0035] This embodiment is based in particular on the following findings and considerations: In both a rear-end impact and a side-end impact, the body components, e.g., designed as a frame structure, can be subjected to particularly high loads. The interface between the body components, in particular, can be subjected to particularly high loads. It can therefore be particularly advantageous to use the respective axle carrier as a load-bearing bridge to relieve the load on the interface between the body components in a rear-end impact and / or side-end impact. It is therefore particularly advantageous to select the interface between the first and second body components between two front and rear wheel connection points, for example, front or rear wheel connection points.This can be particularly advantageous in the event of a side impact, as a load path can run across a transverse structure of the body component, e.g., configured as a "front frame," as well as in a parallel load path of a bolted-on cross member of a rear axle support. The mechanical load-bearing capacity of the assembly can thus be significantly improved. The respective axle support can be understood, in particular, to be a respective front axle support or a respective rear axle support. The rear axle support is, for example, bolted to the rear structure, specifically referred to as the rear structure. The front axle support is, for example, bolted to the front structure, specifically referred to as the front structure.

[0036] In a further embodiment, it is provided that the first fastening point and / or the second fastening point of the axle supports, in particular with regard to the first and second design variants, are designed to be cross-design variants. This means that the design variants, for example the first and the second design variants, have the same, in particular structurally identical, first fastening point and / or the same, in particular structurally identical, second fastening point. The first fastening point is therefore provided across design variants in the design variants. Alternatively or additionally, the second fastening point is provided across design variants in the design variants. This means that the first fastening point is used in both the first design variant and the second design variant and / or that the second fastening point is used in both the first and the second design variant.In other words, in the fully manufactured state of the construction variants, the first fastening points of the axle supports and / or the second fastening points of the axle supports are identical, in particular identical in construction. This allows synergy effects to be utilized between the different construction variants, thus keeping manufacturing costs particularly low.

[0037] In a further embodiment, it is provided that the first fastening point of the first axle support, which in particular applies to all design variants, and the first fastening point of the second axle support, which in particular applies to all design variants, are arranged at different heights in the installed position in the motor vehicle body, in particular in the motor vehicle. This means that the first fastening point of the first axle support is at a first height and the fastening point of the second axle support is at a second height that is different from the first height. The respective height can be understood to mean a respective height related to a vertical direction of the motor vehicle or the motor vehicle body, which height the respective fastening point preferably assumes in the installed position of the respective axle support in the motor vehicle body or the motor vehicle.Alternatively or additionally, it is provided that the second fastening point of the first axle support, which in particular is common to all design variants, and the second fastening point of the second axle support, which in particular is common to all design variants, are arranged at different heights in the installed position in the motor vehicle body or in the motor vehicle. In other words, the second fastening point of the first axle support is located at a third height, and the second fastening point of the second axle support is located at a fourth height different from the third height, wherein the respective height can be understood in particular as a respective height related to the vertical direction of the vehicle, at which the respective fastening point is preferably located in the installed position of the respective axle support in the motor vehicle body or the motor vehicle.

[0038] Due to the different heights, different sized spring elements and / or damper elements can be installed in the different construction variants, whereby different chassis characteristics can be realized in a particularly cost-effective manner for the respective construction variants.

[0039] In a further embodiment, it is provided that the modular system has the second body component in at least two different designs. The fact that the designs of the second body component are different from one another can be understood in particular to mean that the designs of the second body component differ from one another in terms of their geometry or their shape and / or their weight. The first design variant of the assembly has the first body component according to its first design and the second body component according to its first design, which in the first design variant is connected to the first body component, in particular according to its first design, via the fastening region. In other words, in the first design variant, the first body component is provided in its first design and the second body component is provided in its first design.This means that in the first construction variant, the first body component is used in its first design and the second body component is used in its first design. The second construction variant of the assembly has the first body component in its second design and the second body component in its first design, which in the second construction variant is connected to the first body component, in particular in its second design, via the fastening region. In other words, in the second construction variant, the first body component is provided in its second design and the second body component is provided in its first design. This means that in the second construction variant, the second design of the first body component and the first design of the second body component are used.A third construction variant of the assembly, which differs in particular from the first and second construction variants, has the first body component according to its second design. This means that the first body component is provided in the second design in the third construction variant. In other words, the second design of the first body component is used in the third construction variant.

[0040] The third design variant further comprises the second body component according to its second design form, which, in the third design variant, is connected to the first body component via the fastening region, in particular according to its second design form. In other words, in the third design variant, the second body component is provided in its second design form. This means that the second design form of the second body component is used in the third design variant.

[0041] Alternatively or additionally, it is provided that the third design variant has the second body component according to a third design that is different from the first and second designs, which in the third design variant is connected to the first body component, in particular according to its second design, via the fastening region. In other words, in the third design variant, the second body component is provided in its third design. This means that in the third design variant, the third design of the second body component is used. The fact that the third design is different from the first and second designs of the second body component can be understood in particular to mean that the third design differs from the first and second designs in terms of its geometry or its shape and / or its weight.It can therefore be provided that the third design of the second body component, relative to the first, second, and third design variants, is used exclusively in the third design variant, but not in the first or second design variants. This means that the first and second design variants are free of the third design of the second body component. In other words, the third design of the second body component is not or will not be provided in the first or second design variants.

[0042] Overall, it is clear that the three construction variants can be manufactured in a particularly cost-effective manner. The modular system allows for particularly good, or at least sufficient, flexibility in the three construction variants, while still keeping the manufacturing costs particularly low.

[0043] A second aspect of the invention relates to a method for producing multiple structural variants of an assembly for a floor pan of a motor vehicle body, in particular comprising at least two body components. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0044] The procedure includes at least the following steps:

[0045] Providing two mutually different designs of at least one first body component formed as a cast component, which in the first and second designs has a fastening area that spans the design, in particular the design variant,

[0046] Providing a second body component designed as a cast component, which can be connected to the respective first body component via the respective fastening area.

[0047] In order to be able to produce the different construction variants with particularly low effort, it is provided that, for the production of a first of the construction variants of the assembly, the second body component, in particular one that is universal across construction variants, and / or the first body component, in particular one that is specific to a construction variant, are provided according to the second design, which in the second construction variant is connected to the second body component via the fastening area. This means that in the first construction variant, the first design of the first body component and the second body component are connected to one another via the fastening area.To produce a second of the assembly variants, the second body component, in particular one that spans all variants, and the first body component, in particular one that is specific to a specific variant, are provided according to the second design, which, in the second design, is connected to the second body component via the fastening area. This means that, in the second design, the second design of the first body component and the second body component are connected to each other via the fastening area.

[0048] Further features of the invention emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective specified combination, but also in other combinations or on their own.

[0049] The invention will now be explained in more detail using a preferred embodiment and with reference to the drawings. They show:

[0050] Fig. 1 is a schematic and perspective partial sectional view of a

[0051] assembly;

[0052] Fig. 2 a schematic plan view and two detailed views of a

[0053] assembly;

[0054] Fig. 3 is a schematic partial sectional view of an assembly for

[0055] Illustrate a positive connection,

[0056] Fig. 4 is a schematic further partial sectional view of an assembly for

[0057] Illustrate a positive connection;

[0058] Fig. 5 is a schematic detailed view of an assembly for

[0059] Illustrating a positive connection; Fig. 6 is a schematic perspective view of an assembly according to another embodiment;

[0060] Fig. 7 a schematic and perspective detailed view of the

[0061] Assembly according to Fig. 6;

[0062] Fig. 8 is a schematic perspective view of a first body component and a second body component of an assembly according to a further embodiment;

[0063] Fig. 9 is a schematic and perspective partial view of a

[0064] Assembly according to another embodiment;

[0065] Fig. 10 is a schematic perspective view of an assembly according to another embodiment;

[0066] Fig. 11 is a schematic partial sectional view of the assembly according to

[0067] Fig. 10;

[0068] Fig. 12 is a schematic perspective view of the assembly of Fig. 1;

[0069] Fig. 13 is a schematic perspective view of the assembly of Fig. 2;

[0070] Fig. 14 is a schematic perspective view of a first body component of an assembly;

[0071] Fig. 15 is a schematic perspective view of a second body component of an assembly;

[0072] Fig. 16 is a schematic diagram illustrating a modular system according to the invention;

[0073] Fig. 17 is a schematic side view of an assembly according to another embodiment; and

[0074] Fig. 18 shows a schematic bottom view of an assembly according to another embodiment. In the figures, identical or functionally equivalent elements are provided with the same reference numerals.

[0075] Fig. 1 shows, in a schematic and perspective partial sectional view, an assembly 1 for a floor assembly 2 of a motor vehicle body 3. Fig. 2 shows the assembly 1, in particular the floor assembly 2 or the motor vehicle body 3, in a schematic plan view.

[0076] The assembly 1 comprises at least one first body component 5 formed as a cast component 4, in particular as an aluminum die-cast component. Furthermore, the assembly 1 comprises at least one second body component 6 formed as a cast component 4 and separate from the first body component 5.

[0077] In the exemplary embodiment, the assembly 1 is designed as the rear section 7 of the floor assembly 2, in particular of the motor vehicle body 3. In other words, the rear section 7 is formed at least partially, in particular predominantly or entirely, by the body components 5, 6. The body components 5, 6 can thus be arranged or are arranged in the rear of a motor vehicle having the motor vehicle body 3. Alternatively, it is possible for the assembly 1 to be designed as the front section of the floor assembly 2, in particular of the motor vehicle body 3.

[0078] As shown in Fig. 2, the assembly 1 has, for example, at least one third body component 8, which is particularly designed separately from the body components 5, 6 and is preferably part of the floor assembly 2, in particular of the motor vehicle body 3. The third body component 8 is, for example, a component, in particular a one-piece component, which can in particular be referred to as a single component, or the third body component 8 is, for example, a component assembly which has several components, in particular components designed separately from one another. The third body component 8 is, for example, designed as a cast component 4, in particular as an aluminum die-cast component. For example, a rear end 10 of the floor assembly 2 with respect to a vehicle longitudinal direction 9 is formed at least partially, in particular predominantly or completely, by the third body component 8.Alternatively or additionally, the third body component 8 comprises, for example, at least one floor element 8a, particularly referred to as a floor, which is designed, for example, as a floor panel. Alternatively or additionally, two wheel housings, particularly spaced apart from one another in the vehicle transverse direction 11, are at least partially, in particular predominantly or entirely, formed or delimited by the third body component 8. The respective wheel housing 12 is preferably designed or provided to accommodate a respective vehicle wheel.

[0079] The body components 5, 6 are connected, for example, in particular directly, to the third body component 8. For example, the first body component 5 extends between two side sills 13 of the floor assembly 2, in particular of the motor vehicle body 3, which are spaced apart from one another, in particular in the vehicle transverse direction 11. For example, the second body component 6 extends, in particular in the vehicle transverse direction 11, between the wheel houses 12, which are designed, for example, as wheel house liners.

[0080] In order to be able to produce different construction variants of the motor vehicle body 3, in particular the floor assembly 2, with particularly low cost and to be able to particularly increase the mechanical load-bearing capacity of the assembly 1, in particular the floor assembly 2 or the motor vehicle body 3, it is provided that the first body component 5 has at least one fastening region 5a, via which the body components 5, 6 are connected to one another, in particular in a form-fitting manner, for example at least indirectly or directly. Fig. 3 and Fig. 4 each show the assembly 1 in a respective schematic partial sectional view.In this case, it is provided that the first body component 5, in particular the fastening region 5a, has at least one receiving region 14 and the second body component 6, for example a fastening region 6a of the second body component 6, has at least one receiving element 15 designed to correspond to the receiving region 14, which is received or arranged in the receiving element 15 for the positive connection of the body components 5, 6. This means that at least one positive connection 17 is provided, formed by the fastening regions 5a, 6a, in particular by the receiving element 15 and the receiving region 14, for example by a wall 16 of the first body component 5 that at least partially, in particular predominantly or completely, delimits the receiving region 14, via which the body components 5, 6 are connected to one another, in particular directly.

[0081] Instead of a one-piece, integrated assembly 1, the body components 5, 6 can thus be formed separately from one another, allowing the body components 5, 6 to be designed specifically for each construction variant, allowing the various construction variants of the floor assembly 2, in particular of the motor vehicle body 3, to be manufactured particularly cost-effectively. The body components 5, 6 can be connected to one another particularly securely, particularly with mechanical strength, via the positive connection 17.

[0082] Fig. 2 additionally shows a first schematic partial view A and a second schematic partial view B of the assembly 1. In the exemplary embodiment, it is provided that the first body component 5, in particular a second fastening region 5b of the first body component 5 that is different from the fastening region 5a, has at least one second receiving region 18 spaced from the receiving region 14, and the second body component 6, in particular a second fastening region 6b of the body component 6 that is different from the fastening region 6a, has at least one second receiving element 19 that is spaced from the receiving element 15 and designed to correspond to the second receiving region 18. The receiving region 14 can in particular be referred to as a first receiving region 14, and the receiving element can in particular be referred to as a first receiving element 15.The fastening region 5a can be referred to in particular as the first fastening region 5a, and the fastening region 5b can be referred to in particular as the second fastening region 5b. The fastening region 6a can be referred to in particular as the first fastening region, and the fastening region 6b can be referred to in particular as the second fastening region. In the present case, the second receiving element 19 is received or arranged in the second receiving element 19 for the positive connection of the body components 5, 6.This means that the body components 5, 6 are connected to one another, in particular directly, via at least one second positive-locking connection 21, formed in particular by the fastening regions 5b, 6b, for example, by the second receiving element 19 and the second receiving region 18, in particular by at least one wall 20 that at least partially, predominantly, or completely delimits the second receiving region 18. The positive-locking connections 17, 21 are, for example, structurally identical. The positive-locking connection 17 can in particular be referred to as the first positive-locking connection.

[0083] Preferably, the receiving element 15 received in the first receiving area 14 and the second receiving element 19 received in the second receiving area 18 are arranged on mutually different sides 22, 23 in the vehicle transverse direction 11. This means that the first positive-locking connection 17 is arranged on a first side 22, and the second positive-locking connection 21 is arranged on a second side 23 that is different from the first side 22 with respect to the vehicle transverse direction 11, in particular opposite the first side 22 in the vehicle transverse direction 11. The first side 22 is, for example, a left side of the floor assembly 2, in particular of the motor vehicle body 3, and the second side 23 is, for example, a right side of the floor assembly 2, in particular of the motor vehicle body 3.

[0084] Fig. 2 illustrates a load introduction 24 in a side collision, particularly referred to as a crash. An accident-related force is introduced into the side sill 13 and transferred to the assembly 1, in particular the first body component 5, or forwarded to the assembly 1, in particular the first body component 5. In the example sketched in Fig. 2, the first positive connection 17 is located on a side facing the impact and the second positive connection 21 is located on a side facing away from the impact. A force flow acting on the assembly 1 as a result of the side collision is illustrated in Fig. 2 by means of arrows 25. At the respective positive connection 17, 21, the accident-related force acting as a result of the side collision is at least partially transferred from the first body component 5 to the second body component 6.In other words, at the respective positive connection 17, 21, the second body component 6 is subjected to a load, in particular a mechanical load, by the first body component 5 as a result of the side collision. As illustrated in the first detailed view A, at the first positive connection 17, which is referred to in particular as the first interface, a mechanical load acts, in particular between the body components 5, 6, inwards in the vehicle transverse direction 11 and rearwards in the vehicle longitudinal direction 9. A compressive load therefore acts at the first interface, in particular on the second body component 6. As illustrated in the second detailed view B, at the second positive connection 21, which is referred to in particular as the second interface, a mechanical load acts, in particular between the body components 5, 6, outwards in the vehicle transverse direction 11 and forwards and rearwards in the vehicle longitudinal direction 9.This is illustrated in that detailed view A, B by means of arrows 27. A load transfer between the body components 5, 6, in particular from the first body component 5 to the second body component 6, can have a pushing and pulling effect in the vehicle's transverse direction 11, particularly in the event of a side collision. Due to the respective positive connection 17, 21, this load transfer can take place particularly securely, in particular without the body components 5, 6, in particular the respective positive connection 17, 21, becoming loose. This can be achieved particularly advantageously if the respective positive connection 17, 21 is each designed as a respective tenon-groove connection. In other words, the respective receiving area 14, 18 is designed, for example, as a groove, and the respective receiving element 15, 19 is designed, for example, as a tenon or tenon-like.

[0085] In Fig. 5, the detailed section view B is shown as an example in a schematic partial section view.

[0086] The body components 5, 6 are preferably designed as particularly large body components 5, 6. This means that the assembly 1 is constructed with particularly large cast components 4. The body components 5, 6, for example, have integrated various vehicle functions, such as a longitudinal structure, a transverse structure, and / or load-bearing devices or the like.

[0087] For example, at least one of the body components 5, 6 extends in the vehicle transverse direction 11 over at least 70 percent, in particular 80, 90 or 95 or 100 percent, of a total width 28 of the floor assembly 2, in particular of the motor vehicle body 3, extending in the vehicle transverse direction 11. For example, both body components 5, 6 extend in the vehicle transverse direction 11 over at least 70 percent, in particular 80, 90, 95 or 100 percent, of the total width 28 of the floor assembly 2, in particular of the motor vehicle body 3, extending in the vehicle transverse direction 11. Alternatively or additionally, the body components 5, 6 extend, for example, together over at least 50 percent, in particular at least 60, 70, 80 or 90 percent, of a total length 29 of the front end or the rear end 7 of the floor assembly 2, in particular of the Motor vehicle body 3.

[0088] In a further embodiment, it is provided that at least one of the body components 5, 6 is designed as a frame 30. In the respective exemplary embodiment shown in Fig. 1 to 5, the first and the second body component 5, 6 are each designed, in particular, as a frame 30 or in the shape of a frame. In particular, a rear frame of the floor assembly 2 is formed at least partially, in particular predominantly or completely, by the first or second body component 5, 6. In the respective exemplary embodiment shown in Fig. 1 to Fig. 5, the first body component 5 has two longitudinal elements 31 and two transverse elements 32. The transverse elements 32 of the first body component 5 are preferably formed together in one piece. Furthermore, the second body component 6 has two longitudinal elements 33 and two transverse elements 34. The longitudinal elements 33 and the transverse elements 34 of the second body component 6 are preferably formed together in one piece.The rear transverse element 32 of the first body component 5, relative to the vehicle's longitudinal direction 9, is designed, for example, as a heel plate, in particular as the rear region of the heel plate relative to the vehicle's longitudinal direction 9. The respective longitudinal element 31, 33 can be referred to, in particular, as a longitudinal member, and the respective transverse element 32, 34 can be referred to, in particular, as a cross member.

[0089] Fig. 6 shows the assembly 1 in a schematic perspective view according to a further embodiment, in which the first body component 5 is designed as a frame 30 and the second body component 6 has only one transverse element 34. This means that in the embodiment shown in Fig. 6, the positive connections 17, 21 are not connected to one another in the vehicle transverse direction 11 directly via the second body component 6, but rather, in particular with respect to the body components 5, 6 exclusively, via the first body component 5.

[0090] In contrast, in the respective embodiments shown in Fig. 1 to Fig. 5, the positive connections 17, 21 are connected to one another via the first and second body components 5, 6, in particular directly. Fig. 7 shows the assembly 1 according to the embodiment shown in Fig. 6 in a schematic detailed view to illustrate the first positive connection 17.

[0091] For example, the first body component 5, in particular a front one of the transverse elements 32 with respect to the vehicle longitudinal direction 9, has at least one seat receptacle 35 for fastening at least one seat system, in particular at least one frame of the seat system. The seat system can be understood in particular to be a vehicle seat. The seat system is preferably a rear row of seats, which can also be referred to as a second row of seats. For example, the first body component 5 or the second body component 6, in particular the rear transverse element 32 and / or the front one of the transverse elements 34 with respect to the transverse elements 34, has at least one seat connection point 35b for fastening the seat system, in particular the frame of the seat system. This seat connection point 35b is thus in particular a rear connection point for connecting the seat system or the seat frame.The seat mount 35, on the other hand, is a front connection point for attaching the seat system or seat frame. The seat connection point 35b can be referred to in particular as a seat structure connection point.

[0092] For example, the first and / or second body components 5, 6 have at least one, in particular respective, chassis connection point, via which the first or second body components 5, 6 can be connected or are connected to an axle carrier, in particular a rear axle carrier. For example, at least one of the body components 5, 6, for example the second body component 6, has at least one connection point for attaching at least one spring and / or damping element of a wheel suspension of the motor vehicle.

[0093] Preferably, the respective receiving element 15, 19 received in the respective receiving area 14, 18 is supported or can be supported on the respective wall 16, 20 at least partially delimiting the respective receiving area 14, 18, at least in the vehicle transverse direction 11 and in the vehicle vertical direction 36. In particular, the respective receiving element 15, 19 received in the respective receiving area 14, 18 is supported or can be supported at least inwards and outwards in the vehicle transverse direction 11 and downwards and upwards in the vehicle vertical direction 36.

[0094] For example, it is provided that the respective receiving area 14, 18, for example designed as a respective recess and / or as a respective receiving opening, and the respective receiving element 15, 19 each have a respective U-shaped cross section 37. In other words, the respective receiving area 14, 18 and the respective receiving element 15, 19 each have a respective U-profile. In the respective exemplary embodiment shown in Fig. 1 to Fig. 7, the respective U-shaped cross section 37 or the respective U-profile is designed to be open towards the top in the vehicle's vertical direction 36, and in particular to be closed towards the bottom in the vehicle's vertical direction 36.

[0095] Fig. 8 shows the first and the second body component 5, 6 in a schematic and perspective partial view according to a further embodiment, in which the respective U-shaped cross section 37 or the respective U-profile is open downwards in the vehicle vertical direction 36 and in particular is closed upwards in the vehicle vertical direction 36. Fig. 9 shows the assembly 1 in a schematic and perspective partial view according to a further embodiment, in which the respective U-shaped cross section 37 or the respective U-shaped profile is open downwards in the vehicle vertical direction 36 and in particular is closed upwards in the vehicle vertical direction 36.

[0096] Furthermore, in Fig. 8, the body components 5, 6 are not yet connected to one another. Thus, Fig. 8 illustrates a joining process, particularly referred to as joining, for joining the respective receiving element 15, 19, designed, for example, as a pin, into the respective receiving area 14, 18, designed, for example, as a groove. This is illustrated in Fig. 8 by an arrow 38, which, for example, illustrates a joining direction.

[0097] In a further embodiment, the body components 5, 6 are screwed and / or glued together. Preferably, the respective receiving element 15, 19 is screwed and / or glued to the respective wall 16, 20 of the first body component 5, which at least partially defines the respective receiving area 14, 18. Thus, for example, at least one positive tenon connection is provided between the body components 5, 6, which can optionally be provided with additional screw fastening.

[0098] As illustrated by way of example in Fig. 4, the respective receiving element 15, 19 has, for example, at least one respective receiving part 39, designed, for example, as a bushing or as a perforation, in which at least one screw element 40, designed, for example, as a screw, can be received or is received, in particular for screwing the respective receiving element 15, 19 to the respective wall 16, 20. For example, several such receiving parts 39 are provided. For example, the respective receiving part 39, in particular the vehicle vertical direction 36, protrudes, for example, upwards, from a base surface 41 of the respective receiving element 15, 19.

[0099] For example, the body components 5, 6 are screwed together via at least one additional screw element 42 spaced apart from the respective receiving element 15, 19 and / or the respective receiving area 14, 18. This is illustrated by way of example in Fig. 4.

[0100] As illustrated by way of example in Fig. 4, the respective receiving element 15, 19 and the respective wall 16, 20 are glued to one another, i.e. connected to one another by means of adhesive, for example via at least one respective surface 43 facing in the vehicle transverse direction 11, in particular inwards or outwards.

[0101] For example, the respective receiving element 15, 19 and the respective wall 16, 20 are connected to one another via at least one bolt connection 44, in particular a plurality of bolt connections 44. This is illustrated by way of example in Fig. 4. For this purpose, the respective receiving element 15, 19 has, for example, at least one respective second receiving part 45, in which at least one respective bolt, in particular for effecting the respective bolt connection 44, can be received or is received. For example, a plurality of such receiving parts 45 are provided. The respective receiving part 45 is designed, for example, as a respective bushing. For example, the respective second receiving part 45 protrudes in the vehicle transverse direction 11, in particular inwards, from a respective side wall of the respective receiving element 15, 19. Instead of the bolt connection 44 or in addition to the bolt connection, a screw connection can also be provided.

[0102] For example, the respective receiving element 15, 19 is supported, in particular directly, in the vehicle's longitudinal direction 9, in particular toward the front, on the respective wall 16, 20 of the first body component 5. Alternatively or additionally, the respective receiving element 15, 19 is supported, in particular toward the front, on the respective wall 16, 20 of the first body component 5 in the vehicle's longitudinal direction 9. Thus, the load transfer between the body components 5, 6 in the vehicle's longitudinal direction 9, in particular toward the front and / or toward the rear, i.e., for example, in both longitudinal directions, can take place via the respective screw element 40, i.e., via a respective screw connection or screw joint, and / or the respective bolt connection 44, which is particularly referred to as a bolt lock. This is illustrated by way of example in Fig. 4.

[0103] For example, it is provided that at least one of the body components 5, 6, in particular the first and / or second body component 5, 6, is designed as a longitudinal member 46. Fig. 10 shows the assembly 1 in a schematic perspective view according to a further embodiment, in which the first body component 5 is designed as a frame 30 and the second body component 6, which is connected to the first body component 5 in particular via the first positive connection 17, is designed as a longitudinal member 46.

[0104] Fig. 11 shows the assembly 1 in a schematic and perspective partial sectional view according to the embodiment shown in Fig. 10 to illustrate the first positive connection 17. The first receiving element 15 and the wall 16 are preferably connected to one another by means of at least one screw element 47 and / or by means of the bolt connection 44.

[0105] As shown in Fig. 10, the assembly 1 comprises, for example, at least one third body component 48 formed separately from the first and second body components 5, 6, and in particular from the third body component 8, which is preferably formed as a cast component 4, in particular as an aluminum die-cast component. The fourth body component 48 is connected to one another, for example, by means of the second positive connection 21, in particular directly. The fourth body component 48 is preferably formed as a longitudinal member 46.

[0106] For example, it is provided that at least one of the body components 5, 6, 48 has at least one rib structure 49 with a plurality of ribs 50.

[0107] Fig. 12 shows a schematic perspective view of the assembly 1 from Fig. 1. Furthermore, Fig. 13 shows a schematic perspective view of the assembly 1 from Fig. 2. Fig. 14 shows a schematic perspective view of the first body component 5 and Fig. 15 shows a schematic perspective view of the second body component 6.

[0108] Fig. 16 shows a schematic representation to illustrate a modular system 51 for producing several, in this case, for example, four or five, construction variants 52 to 56 of the assembly 1 for the floor pan 2 of the motor vehicle body 3, in particular having the at least two body components 5, 6. The construction variants 52 to 56 differ, for example, at least partially in their vehicle class and / or their body shape. The vehicle classes are, for example, medium class (MKL) and large class (GKL). The body shapes are, for example, "flat" and "high", wherein the flat body shape is provided, for example, for a touring variant or a sedan variant of the motor vehicle body 3 or the motor vehicle, and the high body shape is provided, for example, for an SUV variant of the motor vehicle body 3 or the motor vehicle.In the exemplary embodiment, a first of the construction variants 52 is provided for the large class, and a second of the construction variants 53 is provided for the medium class. Furthermore, in the exemplary embodiment, the first construction variant 52 is provided for the high body shape, and the second construction variant 53 is also provided for the high body shape. A third of the construction variants 54 is provided, for example, for the large class. Furthermore, the third construction variant 54 of the assembly 1 is provided for the low body shape in the present case. A fourth of the construction variants 55 of the assembly 1 is provided, for example, for the medium class. Furthermore, the fourth construction variant 55 of the assembly 1 is provided, for example, for the low body shape. Before the modular system 51 is explained further, the production of several construction variants 52 to 56 using a conventional method, i.e., without the modular system 51, will first be explained.

[0109] In such conventional production, for example, a single, one-piece, in particular integrative, conventional cast component is used as the first and second body components 5, 6. In order to then be able to represent or produce the different construction variants 52 to 56, different cast components are required. For example, for the large and medium class, a first seat attachment point 35b is provided for the low body shape. For the medium vehicle class with a high body shape, for example, a second seat attachment point 35b is provided that is different from the first seat attachment point 35b. For the large vehicle class with a high body shape, for example, a third seat attachment point 35b is provided that is different from the first and second seat attachment points 35b.Furthermore, in the large class with a flat body design, for example, a first of the chassis connection points is provided. In the medium vehicle class with a flat body design, for example, a second chassis connection point is provided that is different from the first chassis connection point. In the medium and large vehicle classes, each with a high body design, for example, a third chassis connection point is provided that is different from the first and second chassis connection points. Furthermore, in the large vehicle class with a flat body design, and in the large and medium vehicle classes with a high body design, for example, a first of the front cross elements 32 of the first body component 5 is provided, wherein this first front cross element 32 can be referred to, for example, as a “cross member type GKL flat and GKL / MKL high”.This can be provided, for example, due to particularly stringent crash requirements, particularly due to particularly high vehicle weight. Furthermore, in the mid-size vehicle class with a flat body design, a second front cross member 32 is provided that is different from the first front cross member 32 and can be referred to, for example, as a "flat MKL cross member type." This is provided, for example, due to normal crash requirements, for example, due to normal vehicle weight.

[0110] Thus, for example, the following basic variants of a one-piece, especially one-piece, cast rear end may be necessary:

[0111] GKL flat: first seat connection point 35b, first front cross member 32, first landing gear connection point

[0112] MKL flat: first seat connection point 35b, second front cross member 32, second landing gear connection point

[0113] MKL high: second seat connection point 35b, first front cross member 32, third landing gear connection point

[0114] GKL high: third seat connection point 35b, first front cross member 32 32, third landing gear connection point.

[0115] If further variation is required within a vehicle class, for example due to different chassis requirements (steel spring / air spring) and / or other crash requirements, such as lower or higher vehicle weights, this can lead to separate new cast rear variants, which in the worst case scenario can be "niche derivatives" with low production numbers. This can result in particularly high investments in special casting tools and / or plant technology to produce such a type. Within a vehicle class, there can usually be several derivatives / body shapes that require or require this variation. For example, the large vehicle class with a flat body shape can have the derivatives sedan, sedan long-wheel base, and coupe.It is conceivable that the "GKL flat Coupe" receives chassis connections corresponding to the "MKL flat", although different requirements for a level with regard to the "GKL flat" may still apply. A separate variant may therefore be necessary. For example, a fifth variant 56 of assembly 1 may be provided, different from the variants 52 to 54. For example, the mid-size class with a flat body shape has the derivatives Sedan, Sedan Long-Wheel-Base, and Touring. It is conceivable that the derivative "MKL flat Touring" receives its own new chassis connection, which may also necessitate a new variant. High investments may always be required here in order to meet the needs of individual niche types.Therefore, if a derivative with mixed requirements from different classes or construction variants and / or new requirements is to be created, it may be necessary to create a new variant of a one-piece cast rear end using conventional processes for producing the construction variants.

[0116] The aforementioned disadvantages can be avoided by means of the modular system 51. This is explained below. The modular system 51 has at least two mutually different designs 57, 58 of the first body component 5, which is designed as a cast component 4. In the exemplary embodiment shown in Fig. 16, the modular system 51 has three mutually different designs 57, 58, 59 of the first body component 5. In the first and second designs 57, 58, in particular in the third design 59, the first body component 5 has the respective fastening region 5a, 5b that is universal across designs, in particular across construction variants.Furthermore, the modular system 51 has the second body component 6, which is designed as a cast component and is formed separately from the first body component 5 and which can be connected or is connected to the respective first body component 5, that is to say to one of the designs 57, 58, 59 of the first body component 5, via the respective fastening area 5a, 5b, in particular the respective fastening area 6a, 6b.

[0117] In order to be able to produce the construction variants 52, 53 particularly cost-effectively, it is provided that the first construction variant 52 has the second body component 6 and the first body component 5 according to its first design 57, which in the first construction variant 52 is connected to the second body component 6 via the respective fastening area 5a, 5b, in particular in a form-fitting manner. Furthermore, the second construction variant 53 has the second body component 6 and the first body component 5 according to its second design 58, which in the second construction variant 53 is connected to the second body component 6 via the respective fastening area 5a, 5b, in particular in a form-fitting manner.

[0118] In the exemplary embodiment shown in Fig. 16, it is provided that the modular system 51 has the second body component 6 in at least two, for example three, different, designs 60, 61, 62. As shown in Fig. 16, the first construction variant 52 has the first body component 5 according to its first design 57 and the second body component 6 according to its first design 60, which in the first construction variant 52 is connected to the first body component 5 or to the first design 57 via the respective fastening region 5a, 5b, in particular in a form-fitting manner. The second construction variant 53 has the first body component 5 according to its second construction form 58 and the second body component 6 according to its first construction form 60, which in the second construction variant 53 is connected via the respective fastening region 5a, 5b, in particular in a form-fitting manner, to the first body component 5 or its second construction form 58.In the exemplary embodiment, the third construction variant 54 has the first body component 5 according to its second construction form 58 and the second body component 6 according to its second construction form 61, which in the third construction variant 54 is connected via the respective fastening region 5a, 5b, in particular in a form-fitting manner, to the first body component 5 or its second construction form 58.

[0119] In the exemplary embodiment shown in Fig. 16, the fourth structural variant 55 further comprises the first body component 5 according to its third structural form 59 and the second body component 6 according to its third structural form 62, which in the fourth structural variant 55 is connected to the first body component 5 or its third structural form 59 via the respective fastening region 5a, 5b, in particular in a form-fitting manner. Furthermore, in the exemplary embodiment, the fifth structural variant 56 comprises the first body component 5 according to its second structural form 58 and the second body component 6 according to its third structural form 62, which in the fifth structural variant 56 is connected to the first body component 5 or its second structural form 58 via the respective fastening region 5a, 5b, in particular in a form-fitting manner.

[0120] Thus, instead of using specific large cast components in a vehicle architecture for each class and requirement, the modular system 51 can, for example, split the large conventional one-piece or single-piece cast rear section, in order to meet the necessary variance with fewer and smaller casting tools. This creates the modular system 51, so to speak, from variants of the body components 5, 6, which can be sensibly combined to meet specific vehicle requirements. The first body component 5 is preferably in the form of a "front rear frame" and the second body component 6 is preferably in the form of a "rear rear frame." A "division" between the body components 5, 6 preferably runs at least substantially in the vehicle transverse direction 11.This means that an interface between the body components 5, 6 extends at least substantially in the vehicle transverse direction 11. Thus, for example, the second body component 6 adjoins the first body component 5 towards the rear in the vehicle transverse direction 11, in particular directly. The interface or dividing line between the body components 5, 6 is preferably selected such that variable features and / or necessary connection points for assembly parts of the vehicle architecture can each be represented by one of the body components 5, 6, in particular designed as a frame, in particular in order to represent the modular system 51.The first body component 5 is provided or configured, for example, to absorb energy in the event of a "side impact" load case, to accommodate a seat structure for the second row of seats, to accommodate an energy module, and / or to meet a requirement regarding the space required by the power electronics of the energy module. The energy module can be understood, in particular, as a preferably electrical energy storage device of the motor vehicle, wherein the electrical energy storage device is preferably configured as a battery or an accumulator. The first body component 5 can therefore have at least one fastening point for fastening the energy storage device, in particular a storage housing of the energy storage device.The second body component 6 is designed or provided to represent a requirement regarding luggage compartment dimensions and / or payload targets (installation space), to represent a requirement regarding a tire portfolio and / or tire diameter (installation space), to accommodate spring and / or damping systems, to absorb energy in the “rear impact” load case and / or to represent requirements regarding a drive unit of the motor vehicle, preferably designed as a traction machine (installation space).

[0121] Fig. 17 and Fig. 18 show the assembly 1 according to a further embodiment of the modular system 51. In Fig. 17, the assembly 1 is shown in a schematic side view, and in Fig. 18 the assembly 1 is shown in a schematic bottom view. In this embodiment, the modular system 51 has at least two different axle supports 63, 64. The axle support shown in Fig. 17 and Fig. 18 can be the first or the second axle support 63, 64, which is why the axle support shown in Fig. 17 and Fig. 18 is provided with the reference numerals 63 and 64. The respective axle support 63, 64 each has at least one respective first fastening point 65. In the exemplary embodiment, the respective axle carrier 63, 64 has a plurality of, for example two, first fastening points 65, which are spaced apart from one another in particular in the vehicle transverse direction 11.The respective axle carrier 63, 64 can be connected or is connected, in particular directly, to the first body component 5 via the respective first fastening point 65. Furthermore, the respective axle carrier 63, 64 each has at least one second fastening point 66, which is spaced apart from the respective first fastening point 65 in the vehicle longitudinal direction 9. In this embodiment, the respective axle carrier 63, 64 has a plurality of, for example two, respective second fastening points 66. The respective axle carrier 63, 64 can be connected or is connected, in particular directly, to the second body component 6 via the respective second fastening point 66. Thus, it is provided in particular that both body components 5, 6 are connected, in particular directly, to the respective axle carrier 63, 64. In particular, the second fastening points 66 are spaced apart from one another in the vehicle transverse direction 11.

[0122] Preferably, at least one of the design variants 52 to 57, for example the first design variant 52, has the first axle carrier 63, which at least in this one of the design variants 52 to 57, for example in the first design variant 52, is connected to the first body component 5 via the respective first fastening point 65, in particular directly, and is connected to the second body component 6 via the second fastening point 66, for example directly. Furthermore, at least one other of the design variants 52 to 57, for example the second design variant 53, has the second axle carrier 64, which in at least one other of the design variants 52 to 57, for example in the second design variant 53, is or is connected to the first body component 5 via the first fastening point 65 and is or is connected to the second body component 6 via the respective second fastening point 66.

[0123] Preferably, the respective first fastening point 65 of the axle supports 63, 64 is designed to be universal across all construction variants. Furthermore, alternatively or additionally, the respective second fastening point 66 of the axle supports 63, 64 is designed to be universal across all construction variants.

[0124] Furthermore, a method for producing the structural variants 52 to 57 of the assembly 1 is disclosed. In the method, the structural forms 57, 58, 59 of the first body component 5 and the structural forms 60, 61, 62 of the second body component 6 are provided. To produce the first structural variant 52, for example, the first body component 5 is provided according to its first structural form 57 and the second body component 6 is provided according to its first structural form 60, which in the first structural variant 52 is connected to the first body component 5 at least via the respective fastening region 5a, 5b or 6a, 6b. To produce the second construction variant 53, for example, the first body component 5 is provided according to its second construction form 58 and the second body component 6 is provided according to its first construction form 60, which in the second construction variant 53 is connected to the first body component 5 via the respective fastening region 5a, 5b or 6a, 6b.To produce the third construction variant 54, for example, the first body component 5 is provided according to its second construction form 58 and the second body component 6 is provided according to its second construction form 61, which in the third construction variant 54 is connected to the first body component 5 via the respective fastening area 5a, 5b or 6a, 6b. To produce the fourth construction variant 55, for example, the first body component 5 is provided according to its third construction form 59 and the second body component 6 is provided according to its third construction form 62, which in the fourth construction variant 55 is connected to the first body component 5 via the respective fastening area 5a, 5b or 6a, 6b.To produce the fifth construction variant 56, for example, the first body component 5 is provided according to its second construction form 58 and the second body component 6 is provided according to its third construction form 62, which in the fifth construction variant 56 is connected to the first body component 5 via the respective fastening region 5a, 5b or 6a, 6b.

[0125] List of reference symbols

[0126] assembly

[0127] Floor group

[0128] Motor vehicle body

[0129] Cast component first body component a first fastening area of ​​the first body component b second fastening area of ​​the first body component second body component a first fastening area of ​​the second body component b second fastening area of ​​the second body component rear section third body component a floor element

[0130] Vehicle longitudinal direction 0 rear end 1 Vehicle transverse direction 2 Wheel house 3 Side sills 4 first receiving area 5 first receiving element 6 first wall 7 first positive connection 8 second receiving area 9 second receiving element 0 second wall 1 second positive connection 2 first side 3 second side 4 load introduction 5 arrow 7 arrow 8 total width 9 total length 0 frame longitudinal element

[0131] Transverse element Longitudinal element

[0132] Cross element

[0133] Seat mount b Seat connection point Vehicle vertical direction U-shaped cross-section Arrow first mounting part

[0134] screw element

[0135] Floor area

[0136] screw element

[0137] Area

[0138] Bolt connection second receiving part

[0139] Longitudinal member

[0140] Screw element fourth body component rib structure ribs

[0141] Modular system first construction variant second construction variant third construction variant fourth construction variant fifth construction variant first construction form of the first body component second construction form of the first body component third construction form of the first body component first construction form of the second body component second construction form of the second body component third construction form of the second body component first axle carrier second axle carrier first fastening point second fastening point

Claims

Patent claims 1. A modular system (51) for producing several construction variants (52, 53) of an assembly (1) for a floor assembly (2) of a motor vehicle body (3), comprising at least two mutually different construction forms (57, 58) of at least one first body component (5) designed as a cast component (4), which in the first and second construction forms (57, 58) has a cross-construction fastening region (5a), and comprising at least one second body component (6) designed as a cast component (4) and formed separately from the first body component (5), which second body component (6) can be connected to the respective first body component (5) via the fastening region (5a), wherein • a first of the construction variants (52) of the assembly comprises the second body component (6) and the first body component (5) according to the first construction form (57), which in the first construction variant (52) is connected to the second body component (6) via the fastening area (5a), and • a second of the construction variants (53) of the assembly (1) has the second body component (6) and the first body component (5) according to the second construction form (58), which in the second construction variant (53) is connected to the second body component (6) via the fastening area (5a).

2. Modular system (51) according to claim 1, characterized in that one of the body components (5, 6) has at least one receiving area (14) and the other of the body components (5, 6) has at least one receiving element (15) designed to correspond to the receiving area (14), which can be received in the receiving area (14) for the positive connection of the body components (5, 6), wherein the fastening area (5a) of the first body component (5) is designed as the receiving area (14) or as the receiving element (15).

3. Modular system (51) according to claim 1 or 2, characterized in that the assembly (1) is designed as a front structure or as a rear structure (7) of the floor assembly (2).

4. Modular system (51) according to one of the preceding claims, characterized in that • at least one of the body components (5, 6) extends in the vehicle transverse direction (11) over at least 70 percent of a total width (28) of the floor assembly (2) extending in the vehicle transverse direction (11) and / or • the body components (5, 6) together extend over at least 50 percent of a total length (29) of a front section or a rear section (7) of the floor assembly (2) extending in the vehicle longitudinal direction (9).

5. Modular system (51) according to one of the preceding claims, characterized in that at least one of the body components (5, 6) is designed as a frame (30).

6. Modular system (51) according to one of the preceding claims, characterized by at least two mutually different axle supports (63, 64), each having at least one first fastening point (65) via which the respective axle support (63, 64) can be connected to the first body component (5), and each having at least one second fastening point (66) via which the axle support (63, 64) can be connected to the second body component (6), wherein • the first construction variant (52) has a first of the axle supports (63), which in the first construction variant (52) is connected to the first body component (5) via the first fastening point (65) and is connected to the second body component (6) via the second fastening point (66), and • the second construction variant (53) has the second axle carrier (64), which in the second construction variant (53) is connected to the first body component (5) via the first fastening point (65) and is connected to the second body component (6) via the second fastening point (66).

7. Modular system (51) according to claim 6, characterized in that the first fastening point (65) and / or the second fastening point (66) of the axle supports (63, 64) are designed to be universal across construction variants.

8. Modular system (51) according to claim 6 or 7, characterized in that • the first fastening point (65) of the first axle support (63) and the first fastening point (65) of the second axle support (64) are arranged at different heights in the installed position in the motor vehicle body (3) and / or • the second fastening point (66) of the first axle support (63) and the second fastening point (66) of the second axle support (64) are arranged at different heights from one another in the installed position in the motor vehicle body (3).

9. Modular system (51) according to one of the preceding claims, characterized in that the modular system (51) has the second body component (6) in at least two different designs (60, 61), wherein • the first construction variant (52) of the assembly (1) comprises the first body component (5) according to its first construction form (57) and the second body component (6) according to its first construction form (60), which in the first construction variant (52) is connected to the first body component (5) via the fastening area (5a), and • the second construction variant (53) of the assembly (1) has the first body component (5) according to its second construction form (58) and the second body component (6) according to its first construction form (60), which in the second construction variant (53) is connected to the first body component (6) via the fastening area (5a), and • a third construction variant (54) of the assembly (1) comprises the first body component (5) according to its second construction form (58) and o the second body component (6) according to its second construction form (61), which in the third construction variant (54) has the Fastening area (5a) is connected to the first body component (5), or o the second body component (6) has a third design (62) different from the first and second designs (60, 61), which in the third design variant (54) is connected to the first body component (5) via the fastening area (5a).

10. Method for producing several construction variants (52, 53) of an assembly (1) for a floor assembly (2) of a motor vehicle body (3), comprising the steps: • Providing two mutually different designs (57, 58) of at least one first body component (5) designed as a cast component (4), which in the first and second designs (57, 58) has a cross-design fastening region (5a), and • Providing a second body component (6) designed as a cast component (4), which can be connected to the respective first body component (5) via the respective fastening area (5a), wherein: • to produce a first of the construction variants (52) of the assembly (1), the second body component (6) and the first body component (5) are provided according to the first construction form (57), which in the first construction variant (52) is connected to the second body component (6) via the fastening area (5a), and • to produce a second of the construction variants (53) of the assembly (1), the second body component (6) and the first body component (5) are provided according to the second construction form (58), which in the second construction variant (53) is connected to the second body component (6) via the fastening area (5a).

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