Longitudinal member for a front end of a motor vehicle body, bulkhead cross member and arrangement

Abstract

The invention relates to a longitudinal member (2) for a front end of a motor vehicle body, having at least one contact area (7) via which the longitudinal member (2) can be supported rearwardly in the vehicle longitudinal direction (5) on a front wall (4) of a bulkhead cross member (3) of the motor vehicle body, wherein at least one support structure (14) projects rearwardly from the contact area (7) in the vehicle longitudinal direction (5), via which the longitudinal member (2) can be supported rearwardly in the vehicle longitudinal direction (5) on a rear wall (6) of the bulkhead cross member (3).

Description

[0001] Longitudinal beams for the front structure of a motor vehicle body, front wall cross members and arrangement

[0002] The invention relates to a longitudinal member for the front structure of a motor vehicle body according to the preamble of claim 1. Furthermore, the invention relates to a front wall cross member for a front wall structure of a motor vehicle body according to the preamble of claim 9. In addition, the invention relates to an arrangement of a longitudinal member on a front wall cross member of a motor vehicle body according to the preamble of claim 10.

[0003] DE 102022 102 534 A1 discloses a front structure for a self-supporting body of a passenger car, with respective longitudinal members which are connected at their respective rear ends to associated structural elements of the body.

[0004] The object of the invention is to provide a longitudinal beam for the front structure of a motor vehicle body, a front wall cross member for a front wall structure of a motor vehicle body, and an arrangement of a longitudinal beam on a front wall cross member of a motor vehicle body, thereby increasing the mechanical load-bearing capacity of the motor vehicle body in particular.

[0005] This problem is solved according to the invention by a longitudinal member for the front structure of a motor vehicle body with the features of claim 1, by an end wall cross member for an end wall structure of a motor vehicle body with the features of claim 9, and by an arrangement of a longitudinal member on an end wall cross member of a motor vehicle body with the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0006] A first aspect of the invention relates to a longitudinal member for the front structure of a motor vehicle body, in particular for a floor assembly of the motor vehicle body. In this context, the term "motor vehicle body" refers to a body, especially a self-supporting body, for a motor vehicle. The motor vehicle is preferably a passenger car. Preferably, the motor vehicle body, particularly in its fully manufactured state, includes the longitudinal member.

[0007] The front section can also be referred to as the front end structure or the front end. The term "front section" can be understood to mean, in particular, the front part of the vehicle body, specifically in relation to the longitudinal direction of the vehicle body. For example, a passenger compartment of the vehicle body is connected to the rear of the front section in the longitudinal direction, particularly at least indirectly or directly. The passenger compartment preferably defines an interior space, at least partially, and in particular predominantly or completely. This interior space can also be referred to as the vehicle interior or passenger compartment. The longitudinal member can also be referred to as the engine longitudinal member or simply as the engine mount. A main direction of extension of the longitudinal member preferably runs, particularly when the longitudinal member is installed in the vehicle body, at least substantially in the longitudinal direction of the vehicle.

[0008] The vehicle body preferably has a bulkhead structure. The bulkhead structure, in particular an end wall of the bulkhead structure, preferably limits the interior space at least partially, and in particular predominantly or completely, in the longitudinal direction of the vehicle towards the front. The longitudinal member preferably adjoins the bulkhead structure in the longitudinal direction towards the front, and in particular directly. Thus, a rear end of the longitudinal member adjoins the bulkhead structure, for example, towards the rear in the longitudinal direction of the vehicle. In particular, the longitudinal member projects forward from the bulkhead structure in the longitudinal direction of the vehicle.

[0009] The longitudinal member has at least one contact area by which the longitudinal member, particularly in its installed position in the vehicle body, can be supported or supported in the longitudinal direction rearward, in particular directly, against a front wall of an end wall crossmember of the vehicle body, in particular against a contact surface of the end wall crossmember. In other words, a force flow acting on the longitudinal member in the longitudinal direction rearward passes through the contact area to the end wall crossmember. This means that the force flow between the longitudinal member and the end wall crossmember passes through the contact area, whereby the contact area is located within the force flow. Thus, the end wall structure includes the end wall crossmember, which, for example, is formed separately from the end wall.A main extension direction of the front wall cross member preferably runs at least substantially in the transverse direction of the vehicle. The front wall cross member is preferably designed as a lower front wall cross member. Thus, the front wall structure comprises, for example, the lower front wall cross member and an upper front wall cross member arranged above the lower front wall cross member in the vertical direction of the vehicle. The contact area of ​​the longitudinal member and the contact surface of the front wall cross member are preferably designed to correspond to each other.

[0010] To significantly increase the mechanical load-bearing capacity of the vehicle body, the invention provides that the longitudinal member has at least one support structure, projecting rearward in the longitudinal direction of the vehicle from the contact area, particularly when the longitudinal member is installed in the vehicle body or in the vehicle. In other words, the support structure extends obliquely or perpendicularly to the contact area, and in the longitudinal direction of the vehicle, the support structure extends at least partially further rearward than the contact area. The longitudinal member, particularly when installed in the vehicle body or in the vehicle, can be supported or braced via the support structure rearward in the longitudinal direction of the vehicle, particularly directly, against a rear wall of the front wall cross member, and especially against a support area of ​​the front wall cross member.In other words, the force flow acting on the longitudinal member in the longitudinal direction of the vehicle towards the rear runs via the contact area to the front wall of the front wall cross member and via the support area to the rear wall of the front wall cross member.

[0011] The invention is based in particular on the following findings and considerations: A conventional longitudinal beam can typically be connected to the end wall structure via a single-shear connection. Such a longitudinal beam can only be supported at the front wall of the end wall cross member. This means that only a butt joint connection of a longitudinal structure in the form of the conventional longitudinal beam to a transverse structure of the end wall structure can be provided, whereby this connection can be indirectly coupled via bulkheads in the transverse structure. However, forces acting on an interface between the longitudinal beam and the end wall structure can originate from different directions, which can make the design of this interface extremely demanding. Therefore, with the conventional single-shear connection, different load applications cannot be ideally supported.

[0012] In contrast, the aforementioned disadvantages can be overcome by means of the longitudinal beam according to the invention. The longitudinal beam according to the invention can be supported via the contact area on the front wall of the end wall cross member, and, in particular, simultaneously or additionally, via the support structure on the rear wall of the end wall cross member. This allows for a dual connection of the longitudinal beam to the end wall cross member, namely both via the contact area on the front wall and via the support structure on the rear wall, whereby both the front wall and the rear wall can be acted upon, in particular directly, by the longitudinal beam, for example in the event of an accident-related load on the longitudinal beam.The front wall of the end wall crossbeam can thus be opened, allowing the longitudinal beam, and in particular its support structure, to extend to the rear wall of the end wall crossbeam and integrate it, especially directly, into the force flow, also known as the load flow. This means that the cross-section of the longitudinal beam can be stepped, so to speak, allowing both the front wall of the end wall crossbeam via the contact area and the rear wall of the end wall crossbeam via the support area to be subjected to loads. Thus, in contrast to the conventional single-shear connection, a double-shear connection can be realized, which can be designed to be particularly moment-resistant and can also be easily joined and / or sealed.It is thus evident that the mechanical load acting on the longitudinal member can be distributed between the front wall crossmember and the rear wall of the front wall crossmember, thereby significantly increasing the mechanical load-bearing capacity of the vehicle body, particularly of the longitudinal member and / or the front wall crossmember. This, in turn, significantly enhances the safety of the vehicle body, especially its passive safety. Consequently, a particularly advantageous, and especially load-bearing, connection of the engine mount to the front wall structure can be achieved.

[0013] In a further embodiment, it is provided that the longitudinal beam can be attached to, or is attached to, the front wall of the front wall crossmember via the contact area, in particular directly. In other words, the longitudinal beam is held or is held against the front wall of the front wall crossmember via the contact area. This allows for a particularly stable connection between the longitudinal beam and the front wall structure, thereby significantly increasing the mechanical load-bearing capacity of the vehicle body.

[0014] In a further embodiment, it is provided that the longitudinal beam can be attached to, or is attached to, the rear wall of the front wall crossmember via the support structure, particularly directly. In other words, the longitudinal beam is held or is held to the rear wall of the front wall crossmember via the support structure. This allows for a particularly stable connection of the longitudinal beam to the front wall structure, thereby significantly increasing the mechanical load-bearing capacity of the vehicle body.

[0015] In a further embodiment, the support structure is connected to a base body of the longitudinal beam via a connection area, particularly directly. In other words, the support structure connects to the base body of the longitudinal beam via the connection area in the longitudinal direction towards the rear of the vehicle, particularly directly. The support structure and the base body can be formed integrally with the base body. This can be understood to mean, in particular, that the support structure and the base body are formed from a single piece, for example, a monoblock. The contact area connects to the connection area on both sides in the transverse direction of the longitudinal beam.This means that the contact area is arranged on opposite sides of the support structure or connection area in the transverse direction of the longitudinal beam, i.e., it extends to opposite sides. In other words, the contact area surrounds the connection area on both sides in the transverse direction of the longitudinal beam. The transverse direction of the longitudinal beam, particularly when the longitudinal beam is installed in the vehicle body or vehicle, preferably runs in the transverse direction of the vehicle. Alternatively or additionally, the contact area adjoins the connection area on both sides in the vertical direction of the longitudinal beam, particularly at least indirectly or directly. This means that the contact area is arranged on opposite sides of the connection area or support structure in the vertical direction of the longitudinal beam.In other words, the support area surrounds the connection area or the support structure on both sides in the vertical direction of the longitudinal member. Preferably, the vertical direction of the longitudinal member, particularly when installed in the vehicle body or vehicle, runs at least substantially in the vehicle's vertical direction. The longitudinal member can thus be connected to the front wall crossmember with particularly high moment stiffness. In a further embodiment, the support structure comprises several support elements, spaced apart from each other, particularly in the transverse direction and / or in the vertical direction of the vehicle. These support elements allow the longitudinal member, particularly when installed in the vehicle body or vehicle, to be supported or braced in the longitudinal direction to the rear, particularly directly, against the rear wall of the front wall crossmember, especially against the support area of ​​the rear wall.This allows for a load transfer via the longitudinal beam into the rear wall of the end wall crossbeam in a particularly weight-efficient manner. This achieves an excellent compromise between mechanical strength and very low weight.

[0016] For example, the support elements are designed as support domes. In other words, each support element is dome-shaped. This allows the weight of the longitudinal beam to be kept particularly low. Furthermore, the support structure can be manufactured with minimal effort, for example, by casting.

[0017] In a further embodiment, the longitudinal beam is designed to have a ribbed structure with multiple ribs, via which the support elements are connected, particularly directly. This means that the support elements can be braced against each other via the ribs or the ribbed structure, for example, in the transverse and / or vertical direction of the vehicle. This allows the weight of the longitudinal beam to be kept particularly low. The mechanical load-bearing capacity of the vehicle body can thus be increased in a particularly weight-efficient manner.

[0018] In a further embodiment, the longitudinal beam is designed as a cast component, specifically as an aluminum die-cast component. This means that the longitudinal beam is manufactured by casting, for example, by die casting, particularly aluminum die casting. This allows the longitudinal beam to be manufactured with minimal effort. Furthermore, the longitudinal beam can be designed to be particularly load-bearing.

[0019] A second aspect of the invention relates to a front wall cross member for a front wall structure of a motor vehicle body. Preferably, the motor vehicle body, particularly in its fully manufactured state, comprises the front wall structure. Preferably, the front wall structure, particularly in its fully manufactured state, comprises the front wall cross member.

[0020] The front wall crossmember has a front wall which has at least one contact surface against which a longitudinal member of the vehicle body, for example, at least one contact area of ​​the longitudinal member, can be supported or braced in the longitudinal direction to the rear, particularly directly, in the installation position of the front wall crossmember in the vehicle body or in a vehicle comprising the vehicle body. Furthermore, the front wall crossmember has a rear wall arranged in the longitudinal direction behind the front wall, particularly in the installation position of the front wall crossmember in the vehicle body or in the vehicle. In other words, the rear wall extends further to the rear in the longitudinal direction of the vehicle than the front wall of the front wall crossmember.Thus, the front wall is a front part of the front wall crossmember relative to the vehicle's longitudinal direction, and the rear wall is a rear part of the front wall crossmember relative to the vehicle's longitudinal direction. The longitudinal member is preferably a longitudinal member according to the first aspect of the invention.

[0021] To significantly increase the mechanical strength of the vehicle body, the invention provides for a cavity extending between the front and rear walls. This means that the cavity is located at least partially between the front and rear walls. In other words, the cavity is at least partially bounded or formed by the front wall in the longitudinal direction forward of the vehicle and at least partially bounded or formed by the rear wall in the longitudinal direction rearward. The term "cavity" refers in particular to a cavity within the front wall crossmember. This means that the front wall crossmember is at least partially hollow, i.e., designed as a hollow body, thereby forming the cavity. Furthermore, the front wall has an opening, in particular one that opens directly into the cavity.In other words, an opening is arranged in the front wall, which is connected to the cavity, particularly fluidically. The rear wall of the front wall crossmember has at least one support area, whereby the longitudinal member can be supported or braced against the support area in the longitudinal direction to the rear, particularly directly, via a support structure of the longitudinal member that passes through the opening and is at least partially received or arranged in the cavity, particularly when installed in the vehicle body or the vehicle. In other words, the longitudinal member can be inserted or braced against the support area of ​​the rear wall via the support structure through the opening.This allows the longitudinal beam to be supported on both the front and rear walls of the end wall crossbeam, resulting in a particularly advantageous load transfer from the longitudinal beam to the end wall crossbeam and thus to the support structure. The support area of ​​the end wall crossbeam and the support structure of the longitudinal beam are preferably designed to correspond to each other.

[0022] A third aspect of the invention relates to an arrangement of a longitudinal member, particularly according to the first aspect of the invention, on an end wall cross member, particularly according to the second aspect of the invention, of a motor vehicle body, especially for a motor vehicle. Advantages and advantageous embodiments of the first and second aspects of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

[0023] The front wall crossmember has a front wall and a rear wall arranged behind the front wall in the longitudinal direction of the vehicle. Furthermore, the longitudinal member has at least one contact area through which the longitudinal member is supported in the longitudinal direction of the vehicle towards the rear on the front wall of the front wall crossmember, in particular on a contact surface of the front wall, for example directly.

[0024] In order to increase the mechanical load-bearing capacity of the vehicle body in particular, it is provided according to the invention that the front wall cross member has a cavity which extends between the front wall and the rear wall, the front wall has an opening, in particular opening into the cavity, and the longitudinal member has at least one support structure projecting rearward in the longitudinal direction of the vehicle from the contact area, passing through the opening and being at least partially received in the cavity, by means of which the longitudinal member is supported rearward in the longitudinal direction of the vehicle, in particular directly, on the rear wall of the front wall cross member, in particular on a support area of ​​the rear wall.

[0025] Further features of the invention will become apparent 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 in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually. The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0026] Fig. 1 is a schematic partial sectional view of a device according to the invention.

[0027] arrangement; and

[0028] Fig. 2 shows a schematic and perspective partial view of a longitudinal beam of an arrangement according to the invention.

[0029] Fig. 1 shows a schematic partial sectional view of an arrangement 1 of a longitudinal member 2 on a front bulkhead crossmember 3 of a motor vehicle body. The longitudinal member 2 is part of the front structure of the motor vehicle body. The longitudinal member 2 can therefore also be referred to as the engine longitudinal member. The front bulkhead crossmember 3 is part of a support structure of the motor vehicle body.

[0030] The end wall cross member 3 has a front wall 4 and a rear wall 6 arranged behind the front wall 4 in the longitudinal direction 5 of the vehicle. The front wall 4 and the rear wall 6 are preferably spaced apart from each other in the longitudinal direction 5 of the vehicle.

[0031] The longitudinal beam 2 has at least one contact area 7, and the front wall 4 of the end wall cross member 3 has at least one contact surface 8, which is formed in particular corresponding to the contact area 7. The longitudinal beam 2 is supported in the longitudinal direction 5 of the vehicle, in particular directly, against the front wall 4 of the end wall cross member 3, in particular against the contact surface 8 of the front wall 4, via the contact area 7. This means that when the longitudinal beam 2 is supported against the end wall cross member 3, the contact area 7 of the longitudinal beam 2 and the contact surface 8 of the front wall 4 of the end wall cross member 3 are in contact, in particular directly. In other words, the contact area 7 of the longitudinal beam 2 and the front wall 4 of the end wall cross member 3, in particular the contact surface 8 of the front wall 4, are in a, preferably direct, support arrangement.

[0032] To significantly increase the mechanical strength of the vehicle body, particularly at the interface between the longitudinal member 2 and the front wall crossmember 3, the front wall crossmember is provided with a cavity 9 extending between the front wall 4 and the rear wall 6 of the front wall crossmember 3. Furthermore, the front wall 4 has an opening 10, which opens into the cavity 9. Thus, an area 11 surrounding the front wall crossmember 3, located in the longitudinal direction 5 of the vehicle in front of it, is connected to the cavity 9 via the opening 10. This means that the opening 10 opens into the cavity 9 at one end and into the surrounding area 11 at the other.The rear wall 6 of the end wall cross member 3 has a support area 12 through which, in the exemplary embodiment, a central axis 13 of the opening 10, extending in the axial direction of the opening 10, passes. In other words, the support area 12 of the rear wall 6 is, for example, intersected by the central axis 13. In particular, the support area 12 extends perpendicular to the central axis 13, i.e., to the axial direction of the opening 10. The longitudinal member 2 has a support structure 14, which projects rearward from the mounting area 7 in the longitudinal direction 5 of the vehicle. The support structure 14 passes through the opening 10 and is therefore at least partially contained or arranged in the cavity 9.This means that the support structure 14 extends through the opening 10 and thus through the front wall 4, whereby at least a portion of the support structure 14 is located within the end wall cross member 3, in particular within the cavity 9. The longitudinal beam 2 is supported rearward in the longitudinal direction 5 of the vehicle against the rear wall 6 of the end wall cross member 3, in particular against the support area 12 of the rear wall 6, preferably directly, via the support structure 14 accommodated in the cavity 9, for example via a support surface 15 of the support structure 14. This means that the support structure 14 and the support area 12 of the rear wall 6 are in contact with each other when the longitudinal beam 2 is supported rearward in the longitudinal direction 5 of the vehicle against the end wall cross member 3, in particular against the rear wall 6. In other words, the support structure 14 of the longitudinal beam 2 and the support area 12 of the rear wall 6 are located in, preferably direct, support arrangement.The support surface 15 and the support area 12 are preferably designed to correspond to each other. As can be seen in Fig. 1, because the support structure 14 is received in the cavity 9 via the opening 10, the longitudinal beam 2 can be supported, particularly simultaneously, via the contact area 7 on the front wall 4 and via the support structure 14 on the rear wall 6 of the end wall cross member 3 in the longitudinal direction 5 of the vehicle, for example in the event of an accident-related load on the longitudinal beam 2. Thus, when the longitudinal beam 2 is supported on the front wall 4, a counterforce can be provided by the end wall cross member 3 via the rear wall 6 and the support structure 14, which is illustrated in Fig. 1 by arrows 16. This allows for a particularly advantageous, and especially load-bearing, force transmission from the longitudinal beam 2 to the end wall cross member 3.This is particularly advantageous because, due to an inclined or perpendicular arrangement of the longitudinal beam 2 and the end wall crossbeam 3 relative to each other, load paths can run orthogonally to each other at the interface between the longitudinal beam 2 and the end wall crossbeam 3. For these orthogonally running load paths, a two-section connection of the longitudinal beam 2 to the end wall crossbeam 3 can thus be achieved.

[0033] As can be seen in Fig. 1, the support structure 14 is arranged at a rear end of the longitudinal beam 2 with respect to the vehicle's longitudinal direction 5. This means that the rear end of the longitudinal beam 2 is formed by the support structure 14.

[0034] Preferably, the longitudinal beam 2 is attached to the front wall 4 of the end wall crossbeam 3 via the contact area 7, in particular by means of the contact surface 8, for example by means of a bolted connection and / or a welded connection. The longitudinal beam 2 and the front wall 4 of the end wall crossbeam 3 are thus, for example, bolted and / or welded together via the contact area 7 and the contact surface 8. The contact area 7 can therefore also be referred to as the fastening area. Fastening points 17, at which the longitudinal beam 2 is connected to the front wall 4 via the contact area 7, in particular via the contact surface 8, for example by means of a welded connection and / or a bolted connection, are illustrated in Fig. 2, in which the longitudinal beam 2 is shown in a schematic and perspective partial view.For example, the longitudinal beam 2 is attached to the rear wall 6 of the end wall crossbeam 3 via the support structure 14, in particular via the support area 12, for example by means of a screw connection and / or by means of a welded connection.

[0035] In this embodiment, the longitudinal beam 2 has a base body 18. The support structure 14 is connected to the base body, for example integrally, via a connection area 19. Thus, the support structure 14 is arranged on the base body 18 via the connection area 19, with the support structure 14 projecting rearward from the base body 18 in the longitudinal direction 5 of the vehicle. This means that the support structure 14 abuts the base body 18, in particular directly, in the longitudinal direction 5 of the vehicle. As shown in Fig. 1 and Fig. 2, the contact area 7 abuts the connection area 19 on both sides in the transverse direction 20 of the longitudinal beam 2 and on both sides in the vertical direction 21 of the longitudinal beam 2. The contact area 7 thus completely surrounds the connection area 19, in particular the support structure 14.The transverse direction 20 of the longitudinal member 2 preferably runs in the transverse direction of the vehicle body and the vertical direction.

[0036] The longitudinal member 21 preferably extends in the vertical direction of the vehicle body. Thus, the mounting area 7 extends further upwards and downwards in the vertical direction of the vehicle, and further outwards and inwards in the transverse direction of the vehicle, than the connecting area 19, and in particular than the support structure 14.

[0037] To increase the mechanical load-bearing capacity of the vehicle body, particularly at the interface, in a particularly weight-efficient manner, the support structure 14 is provided, as shown in Fig. 2, with several spaced-apart support elements 22, which in this case are designed as support domes 23. The support structure 14 has, for example, four such support elements 22 or support domes 23. In this case, two of the support elements 22 are spaced apart in the transverse direction of the vehicle, and two of the support elements 22 are spaced apart in the vertical direction of the vehicle. The longitudinal member 2 is supported in the longitudinal direction 5 of the vehicle towards the rear against the rear wall 6 of the front wall cross member 3, in particular against the support area 12, by means of the support elements 22 or support domes 23. Thus, the support surface 15 is formed, in this case, in particular collectively, by the support elements 22.In other words, each support element 22 has a corresponding support surface 15. The support elements.

[0038] The support elements 22 are thus arranged or received in the cavity 9, whereby a connection can be formed via the opening 10 between a part of the longitudinal member 2 located outside the cavity 9, i.e., a part of the longitudinal member 2 located in the longitudinal direction 5 of the vehicle in front of the front wall cross member 3, and the rear wall 6 of the front wall cross member 3. The support elements 22 are, for example, hollow inside, i.e., designed as hollow bodies. This allows the support elements 22 to be, for example, bolted to the rear wall 6 of the front wall cross member 3.

[0039] To increase the mechanical strength of the vehicle body, particularly at the interface, in a particularly weight-efficient manner, the exemplary embodiment provides that the support structure 14 has a rib structure 24 comprising several ribs 25. The support elements 22 are connected to each other, particularly directly, via the rib structure 24, and especially via the ribs 25. A first and a second of the ribs 25, 26 extend obliquely or perpendicularly to each other and intersect at a point of intersection or an axis of intersection. The point of intersection or the axis of intersection preferably lies on the central axis 13. Thus, the axis of intersection and the central axis 13 can be coaxial with each other. A first of the support elements 22 is, for example, connected to a second of the support elements 22 via a third of the ribs 27.The second support element is connected, for example, via a fourth of the ribs 28 to a third of the support elements 22. The third support element is connected, for example, via a fifth of the ribs 29 to the fourth support element 22. The first and fourth support elements are connected, for example, via a sixth of the ribs 30. In the embodiment shown in Fig. 2, the third and fifth ribs 27, 29 extend obliquely or perpendicularly to the fourth and sixth ribs 28, 30. For example, the third and fifth ribs 27, 29 extend parallel to each other. For example, the fourth and sixth ribs 28, 30 extend parallel to each other. In this example, the ribs 27, 28, 29, 30 form a receiving area within which the first and second ribs 25, 26 are arranged, which extend, in particular, obliquely to the ribs 27, 28, 29, 30.

[0040] The longitudinal beam 2 is preferably designed as a cast component 31, in particular as a single piece. This is, for example, an aluminum die-cast component. Thus, the base body 18, the contact area 7, and the support structure 14 are preferably formed from a single piece, for example, from a monoblock.

[0041] Preferably, the vehicle body has two longitudinal members 2, which are connected to each other via the front bulkhead crossmember 3. Thus, for example, a first longitudinal member 2 is designed as the left longitudinal member 2 and a second longitudinal member 2 is designed as the right longitudinal member 2. The longitudinal members 2 are therefore preferably arranged on opposite sides of the vehicle body with respect to the vehicle's transverse direction. In particular, the longitudinal members 2 are spaced apart from each other in the vehicle's transverse direction. (Reference numeral list)

[0042] Arrangement of longitudinal beams, end wall crossbeams, front wall, vehicle longitudinal direction, rear wall, mounting area, mounting surface, cavity, opening, surroundings, support area, central axis, support structure

[0043] Support surface of the support structure arrow

[0044] Attachment point, base body, connection area, transverse direction of the longitudinal beam, vertical direction of the longitudinal beam, support element, support dome

[0045] Rib structure first rib second rib third rib fourth rib fifth rib sixth rib cast component

Claims

Patent claims 1. Longitudinal beam (2) for a front structure of a motor vehicle body, with at least one support area (7) by means of which the longitudinal beam (2) can be supported in the longitudinal direction (5) of the vehicle rearward on a front wall (4) of an end wall cross member (3) of the motor vehicle body, characterized by at least one support structure (14) projecting rearward in the longitudinal direction (5) of the vehicle from the support area (7), by means of which the longitudinal beam (2) can be supported in the longitudinal direction (5) of the vehicle rearward on a rear wall (6) of the end wall cross member (3).

2. Longitudinal beam (2) according to claim 1, characterized in that the longitudinal beam (2) can be attached to the front wall (4) of the end wall crossbeam (3) via the contact area (7).

3. Longitudinal beam (2) according to claim 1 or 2, characterized in that the longitudinal beam (2) can be attached to the rear wall (6) of the end wall crossbeam (3) via the support structure (14).

4. Longitudinal beam (2) according to one of the preceding claims, characterized in that the support structure (14) is connected to a base body (18) of the longitudinal beam (2) via a connection area (19) and the contact area (7) adjoins the connection area (19) on both sides in the transverse direction (20) of the longitudinal beam (2) and / or on both sides in the vertical direction (21) of the longitudinal beam (2).

5. Longitudinal beam (2) according to one of the preceding claims, characterized in that the support structure (14) has several spaced-apart support elements (22) by means of which the longitudinal beam (2) can be supported in the longitudinal direction (5) of the vehicle towards the rear on the rear wall (6) of the front wall cross member (3).

6. Longitudinal beam (2) according to claim 5, characterized in that the support elements (22) are designed as support domes (23).

7. Longitudinal beam (2) according to claim 5 or 6, characterized by a rib structure (24) having several ribs (25 - 30) via which the support elements (22) are connected to each other.

8. Longitudinal beam (2) according to one of the preceding claims, characterized in that the longitudinal beam (2) is designed as a cast component (31).

9. Front wall cross member (3) for a front wall structure of a motor vehicle body, with a front wall which has at least one contact surface (8) on which a longitudinal member (2) of the motor vehicle body can be supported in the longitudinal direction (5) of the vehicle to the rear, and with a rear wall (6) arranged in the longitudinal direction (5) of the vehicle behind the front wall (4), characterized in that a cavity (9) extends between the front wall (4) and the rear wall (6), the front wall (4) has an opening (10) opening into the cavity (9) and the rear wall (6) has a support area (12), whereby the longitudinal member (2) can be supported in the longitudinal direction (5) of the vehicle to the rear on the support area (12) via a support structure (14) of the longitudinal member (2) which is led through the opening (10) and is received at least partially in the cavity (9).

10. Arrangement (1) of a longitudinal member (2) on an end wall cross member (3) of a motor vehicle body, wherein the end wall cross member (3) has a front wall (4) and a rear wall (6) arranged in the longitudinal direction (5) of the vehicle behind the front wall (4), and wherein the longitudinal member (2) has at least one contact area (7) beyond which the longitudinal member (2) is supported in the longitudinal direction (5) of the vehicle rearward on the front wall (4) of the end wall cross member (3), characterized in that the end wall cross member (3) has a cavity (9) which extends between the front wall (4) and the rear wall (6), and the front wall (4) has an opening (10) and the longitudinal member (2) has at least one support structure (14) projecting rearward in the longitudinal direction (5) of the mounting area (7), passing through the opening (10) and being at least partially contained in the cavity (9), by means of which the longitudinal member (2) is supported rearward in the longitudinal direction (5) of the front wall cross member (3).

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