Side sill for the floor structure of a motor vehicle body

Abstract

The invention relates to a side sill (11) for the floor structure of a motor vehicle body, said side sill being formed from extruded profiled elements at least over a longitudinal region. In order to provide a side sill (11) which can be particularly advantageously adapted to respective boundary conditions of the motor vehicle and the floor structure, the side sill (11) is formed from two interconnected profiled elements (46, 47), one profiled element (46) of which has an insertion region (48) extending over the entire length of the profiled element and being inserted into a receiving groove (49) extending over the entire length of the other profiled element (47).

Description

[0001] Side sills for the floor structure of a motor vehicle body

[0002] The invention relates to a side sill for a floor structure of a body of a motor vehicle according to the preamble of claim 1.

[0003] From DE 199 17 177 B4, a floor structure for a motor vehicle is already known, comprising a vehicle floor composed of one or more lightweight panels. Side sills run along the sides of the vehicle floor, formed, at least over a lengthwise section, from extruded profiles.

[0004] The object of the present invention is to create a side sill which can be adapted particularly favorably to the respective boundary conditions of the motor vehicle and the ground structure.

[0005] This problem is solved according to the invention by a side sill with the features of claim 1. Advantageous embodiments of the invention are the subject of the dependent claims.

[0006] The side skirt according to the invention is formed, at least over a length, from two interconnected profile elements, one of which has a plug-in area extending along its length, which is inserted into a receiving groove extending over the entire length of the corresponding profile element. This creates a side skirt that can be easily adapted to the specific boundary conditions of the vehicle and the road surface. For example, it is possible to design one of the two profile elements differently depending on the type, construction, weight, etc., of the vehicle, in order to achieve particularly easy adaptation of the side skirt to, for example, a sedan or a convertible.For example, it is conceivable to manufacture one of the profile elements with thinner or thicker walls or from a different material, depending on whether the vehicle is intended for a sedan or a convertible. A further advantage is that one or both profile elements, which are primarily manufactured as extruded profiles from an aluminum alloy or another metal alloy, can be easily machined, for example by milling, to adjust the width of the side sill and thus the entire floor structure.

[0007] In an advantageous embodiment of the invention, a head section adjoins the insertion area of ​​the corresponding profile element, which bears against a corresponding wall (of the other profile element) that defines the receiving groove. The head section thus enables particularly large-scale support of the inner profile element against the outer profile element.

[0008] A further advantageous embodiment of the invention provides that the head region has respective support ribs which bear against the wall of the other profile element. This enables a particularly favorable support of one profile element against the other profile element.

[0009] In this context, it has proven advantageous to modify the length of the support ribs in relation to the vehicle's transverse direction in order to adjust the width of the side sill. By appropriately machining the ribs, for example by cutting, the width of the side sill can thus be easily determined.

[0010] Furthermore, it has proven advantageous if the profile element with the plug-in area is located on the inside of the side sill and the profile element with the receiving groove is located on the outside of the side sill. The plug-in area can thus transmit particularly high forces to the vehicle floor in the event of an accident.

[0011] To further modify the width of the side sill and thus adapt it to the vehicle floor and its structure, a further embodiment of the invention provides that a wall of the head area facing the vehicle's center, relative to the vehicle's transverse direction, is modified to adjust the width of the side sill. A further advantageous embodiment of the invention provides that the two profile elements are joined together by joining, in particular by welding, and more specifically by friction stir welding or gas metal arc welding. This offers a particularly convenient way to connect the profile elements continuously along the entire length of the side sill.

[0012] Furthermore, it has proven advantageous if the stiffness of the side sill is determined by the outer profile element. This can be achieved, for example, by appropriately selecting the wall thickness or material of the outer profile element. Thus, the stiffness and crash behavior of the side sill can be easily adjusted through the suitable design of the outer profile element.

[0013] Finally, it has proven advantageous to arrange mounting elements for a battery housing of an electric energy storage system for powering the vehicle at the head of the inner profile element. This results in a particularly stable connection of the storage housing to the underside of the floor structure.

[0014] 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, are not only usable in the combinations specified, but also in other combinations or on their own.

[0015] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0016] Figs. 1a, b, c, d show a perspective top and bottom view of a motor vehicle body with a floor structure comprising a vehicle floor made of multiple lightweight panels, in which the lightweight panels are oriented with their longitudinal extension in the transverse direction of the vehicle and arranged one behind the other in the longitudinal direction of the vehicle, as well as respective partial perspective views in the area of ​​the front and rear ends of the vehicle floor. Figs. 2a, 2b show respective sectional views through the body in the area of ​​the

[0017] Ground structure along a cutting plane running in the longitudinal direction of the vehicle or in the vertical direction of the vehicle,

[0018] Fig. 3 shows further partial sectional views of the vehicle floor along a cutting plane running in the longitudinal direction of the vehicle and in the vertical direction of the vehicle, respectively.

[0019] Fig. 4 shows three schematic and perspective sectional views through the vehicle floor with a plurality of lightweight panels, by means of which a length scaling of the vehicle floor can be implemented.

[0020] Fig. 5 shows respective sectional views through the vehicle floor of the floor structure along corresponding cutting planes running in the longitudinal direction of the vehicle or in the vertical direction of the vehicle, in which respective vehicle floors scaled in length according to Fig. 4 are formed.

[0021] Figs. 6a, 6b show partial sectional views along corresponding cutting planes running in the longitudinal direction of the vehicle or in the vertical direction of the vehicle in the area of ​​a respective cross member at the front or rear end of the vehicle floor, respectively.

[0022] Figs. 7a, 7b show a perspective exploded view and a perspective view of the body according to the invention, which is composed of several sub-modules in the form of a vehicle floor made of a plurality of lightweight panels, lightweight beams or similar lightweight structural elements, a front structure, a rear structure and respective side sills, which are joined together in one clamping operation.

[0023] Fig. 1a, b, c, d shows a perspective top view and bottom view of a car body with a floor structure comprising a vehicle floor made of a plurality of lightweight panels, in which the lightweight panels are oriented with their longitudinal extent in the transverse direction of the vehicle and are arranged one behind the other in the longitudinal direction of the vehicle, as well as respective partial perspective views in the area of ​​the front and rear ends of the vehicle floor.

[0024] Figs. 2a, 2b are respective sectional views through the bodywork in the area of ​​the

[0025] Ground structure along a cutting plane running in the longitudinal direction of the vehicle or in the vertical direction of the vehicle,

[0026] Fig. 3 shows further partial sectional views of the vehicle floor along a cutting plane running in the longitudinal direction of the vehicle and in the vertical direction of the vehicle, respectively.

[0027] Fig. 4 shows three schematic and perspective sectional views through the vehicle floor with a plurality of lightweight panels, by means of which a length scaling of the vehicle floor can be implemented.

[0028] Fig. 5 shows respective sectional views through the vehicle floor of the floor structure along corresponding cutting planes running in the longitudinal direction of the vehicle or in the vertical direction of the vehicle, in which respective vehicle floors scaled in length according to Fig. 4 are formed.

[0029] Figs. 6a, 6b show partial sectional views along corresponding cutting planes running in the longitudinal direction of the vehicle or in the vertical direction of the vehicle in the area of ​​a respective cross member at the front or rear end of the vehicle floor, respectively.

[0030] Figs. 7a, 7b show a perspective exploded view and a perspective view of the body according to the invention, which is composed of several sub-modules in the form of a vehicle floor made of a plurality of lightweight panels, lightweight beams or similar lightweight structural elements, a front structure, a rear structure and respective side sills, which are joined together in one clamping operation.

[0031] Fig. 8 shows a perspective view of the vehicle floor of the floor structure assembled from the lightweight panels; Figs. 9a and 9b show respective cross-sectional views along a section plane running in the vehicle's vertical direction and in the vehicle's transverse direction, respectively, through the floor structure according to the invention.

[0032] Fig. 10 shows a sectional view along a cutting plane extending in the vehicle's vertical and transverse directions through a side sill of the floor assembly, which is formed from two interconnected profile elements, one of which has a plug-in area extending over its length, which is inserted into a receiving groove extending over the entire length of the profile element.

[0033] Figs. 11a, 11b each show two perspective views and a sectional view of the profile element having the receiving groove and the profile element having the plugging area;

[0034] Figs. 12a, 12b show sectional views through the side sill according to an alternative embodiment, also illustrating the connection of the side sill to the vehicle floor.

[0035] Figs. 13a, 13b show sectional views through the side sill according to the alternative embodiment, also illustrating the connection of a respective support element arranged on the upper side of the vehicle floor to the side sill.

[0036] Fig. 14 shows an underside view of the floor structure with the vehicle floor, on which a circumferential seal for a battery housing is arranged on the underside, as well as a partial sectional view along a section running in the longitudinal and vertical directions of the vehicle through the floor assembly in the area of ​​the seal, and

[0037] Fig. 15 shows a partial sectional view through the floor assembly and the battery housing located below the vehicle floor along a section extending in the transverse and vertical directions of the vehicle, showing the seal between the vehicle floor and the battery housing. Figures 1a and 1b show, in perspective top and bottom views respectively, a car body comprising a front structure 1 and a rear structure 2, between which a vehicle floor 3 extends. The front structure 1 extends longitudinally to the rear of the vehicle up to a front bulkhead 4, which divides the front structure 1 from a passenger compartment 5.In the area of ​​the front structure 1, for example, the respective longitudinal members / engine carriers 6 and upper longitudinal members 7 can be seen at the level of a respective fender bank, which extend to the rear up to the respective front door pillars 8, which laterally frame the front bulkhead 4.

[0038] The rear body structure 2 essentially consists of rear longitudinal members 9, which extend inside the respective wheel arches 10 over the rear wheels and connect at their front ends to the rear ends of the respective side sills 11, which extend over the entire length of the vehicle floor 3 between the front and rear wheel arches 10. Between the rear longitudinal members 9, there are also body-in-white structural components, such as cross members of a rear floor structure 12.

[0039] As will be explained in more detail below, particularly with reference to Figures 7a and 7b, the body is formed by joining a plurality of sub-modules, namely the vehicle floor 3, the front structure 1, the rear structure 2 and the respective side sills 11.

[0040] Figures 1c and 1c show partial perspective views of the front and rear ends of the vehicle floor 3. Longitudinal structures 31 are provided, designed like a central tunnel or exhibiting similar stiffening characteristics. The front longitudinal structure 31, which, according to Figure 1a, connects to a pedal base 37 of the front bulkhead 4, comprises two profile elements 33 extending longitudinally towards each other in the vehicle direction. These profile elements are extruded profiles extending longitudinally in the vehicle direction. In the connection area to the pedal base 37, additional, essentially triangular profile elements 34 are attached to the upper side of the respective profile elements 33, providing additional stiffening. The two profile elements 34 are also connected to each other via at least one transverse element 35.

[0041] The longitudinal structure 31, or the respective profile elements 33, which span openings 18 (Fig. 4) within the vehicle floor 3 in a bridge-like manner, also connect the corresponding lightweight panels 13 on their upper sides. The longitudinal structures 31 act, in particular in the longitudinal direction of the vehicle, to stiffen the vehicle floor 3.

[0042] In the longitudinal structure 31 shown in Fig. 1d, respective profile elements 36 are provided, which in particular serve as corner stiffeners between the lightweight panels 13 of the vehicle floor 3 and the extruded profile 13 designed as a heel element 32. The profile elements 36 are also designed as extruded profiles.

[0043] Figures 2a, 2b and 3 each show a sectional view along a section plane extending in the longitudinal direction of the vehicle or in the vertical direction of the vehicle, respectively, of the vehicle floor 3 according to Figures 1a and 1b. Figure 4 also shows the scaling possibilities of the vehicle floor 3 based on three schematic and perspective sectional views, which will be explained in more detail below.

[0044] In summary, Figures 1a to 4 show that the vehicle floor 3 is formed from a plurality of lightweight panels 13, lightweight beams or similar lightweight structural elements, which are oriented in their longitudinal extent in the transverse direction of the vehicle and are arranged one behind the other in the longitudinal direction of the vehicle.

[0045] As can be seen particularly from Figures 2a to 4, in the present embodiment the respective lightweight panels 13, lightweight beams, or similar lightweight structural elements are designed as extruded profiles, for example, aluminum extruded profiles, with respective cover walls 14, 15, between which respective hollow chambers 17, subdivided by webs 16, are formed. The extruded profiles or hollow chambers 17 of the lightweight panels 13, lightweight beams, or similar lightweight structural elements therefore also extend in their longitudinal direction transverse to the vehicle.

[0046] In particular, Fig. 4 shows that a plurality of lightweight panels 13, lightweight beams, or similar lightweight structural elements, extending transversely and approximately horizontally, are arranged one behind the other to form the vehicle floor 3 of a corresponding length, depending on the derivative or variant of the respective vehicle series being created. Experience has shown that the vehicle floor 3, which is also referred to as the main floor or floor center, is longer in a 4- or 5-door sedan than, for example, in a three-door coupe or convertible.

[0047] As can be seen particularly in Fig. 4, the vehicle floor 3 is therefore scalable in length with respect to the longitudinal direction of the vehicle by arranging a different number of lightweight panels 3 one behind the other in the longitudinal direction of the vehicle. While, for example, six lightweight panels 13 are used in the lower embodiment according to Fig. 4, nine lightweight panels 13 are used in the middle embodiment and seven lightweight panels 13 in the uppermost embodiment.

[0048] Figure 4 also shows that the respective lightweight panels 13 can assume different shapes or forms in cross-section. While some lightweight panels 13 have a uniform thickness with, for example, only one row of hollow chambers 17, there are also lightweight panels 13h, lightweight beams, or similar lightweight structural elements which, for example, have a larger cross-section with two superimposed rows of hollow chambers 17. These serve, for example, as crossbeams or seat crossbeams.

[0049] Furthermore, in Fig. 4, respective lightweight panels 13o are visible, into which respective openings 18 are provided in one of the cover walls 14. These openings 18 can serve different purposes, for example, for fastening corresponding components or parts, or for routing components, lines, cables, or the like within the hollow chambers 17, or for at least partially housing components within the respective lightweight panel 13o.

[0050] By using uniform lightweight panels 13 that are both cross-model and intended for several derivatives or model variants of a vehicle series, as well as model variant-specific lightweight panels 13, lightweight carriers or similar lightweight structural elements intended only for one or more derivatives or model variants of a vehicle series, it is thus possible, as shown in Fig. 4, to easily assemble a desired vehicle floor 3 of the corresponding length, for example to obtain a vehicle floor 3 for a longer vehicle, such as a sedan, or for a shorter vehicle, such as a coupe or a convertible.

[0051] The respective lightweight panels 13 can be connected to each other, for example, by appropriate joining connections, by mechanical connecting means or by means of other components, for example support components, such as the side sills 11.

[0052] The connections between the individual lightweight panels 13, lightweight beams or similar lightweight structural elements can be seen in conjunction with Figs. 3 and 4 and Figs. 6a and 6b, in which respective sectional views of the front and rear ends of the vehicle floor 3 are shown along a respective section plane running in the longitudinal direction of the vehicle or in the vertical direction of the vehicle.

[0053] For example, it can be seen from Fig. 6b that the lightweight panel 13 is combined with the lightweight panel or lightweight support 13h, which in this case is designed as a cross member or heel element 32, on which the vehicle floor 3 transitions at its rear end into a rear floor, in what way the two lightweight panels or supports 13, 13h are assembled.

[0054] It can thus be seen that the two lightweight structural elements 13, 13h have, on their mutually facing end faces 19, 20 intended for joining, in the area of ​​their opposite broad sides or cover walls 14, 15, which run parallel to each other on both sides, a respective projecting flange 21 or 22, which is connected to the corresponding cover wall 14, 15 of the respective adjacent lightweight structural elements 13, 13h by forming a respective flange or joint 23, 24. The respective flange 21, 22 can, as is the case with flange 21 and the associated cover wall 14, lie at least substantially in one plane.

[0055] A joining connection can be provided, for example, between the respective flanges 21, 22 and their corresponding cover walls 14, 15. Likewise, a corresponding joining connection can be present between the respective end faces 19, 20 of the two lightweight panels 13, 13h. Furthermore, it can be seen that this type of double-shear connection with the two flange connections 23, 24 is suitable for compensating for tolerances in the longitudinal direction of the vehicle, depending on how the two end faces 19, 20 are spaced relative to each other. The flanges 21, 22 are thus adjustable relative to the corresponding cover walls 14, 15, whereby the distance between the facing end faces 19, 20 varies.

[0056] Furthermore, it can be seen that the two flange connections 23, 24, spaced apart at the level of the respective cover wall 14, 15, create a connection between the two lightweight panels 13, 13h, allowing the entire vehicle floor to be subjected to tensile or compressive loads, for example, in the plane of the respective cover wall 14, 15. The sandwich-like, double-walled design of the respective lightweight structural elements 13, 13h in the joining area thus provides a particularly stiff and stable connection between them. The double-shear connection of the respective lightweight structural elements 13, 13h shown here is, of course, applicable to all lightweight panels, such as those shown in connection with Fig. 4.

[0057] Figure 5, which shows the floor structure in three sectional views along a respective section plane running in the longitudinal direction of the vehicle and in the vertical direction of the vehicle, illustrates the different lengths of the vehicle floors as shown in Figure 4. It is also particularly evident that a cross member element 27, 28 in the form of a corresponding lightweight structural element 13 or a lightweight beam / extruded profile is arranged at the front and rear ends of the vehicle floor 3, respectively.

[0058] This respective crossbeam element 27, 28 is connected to the respective lightweight panels 13 of the vehicle floor 3 in the manner described in connection with Figures 6a and 6b. The front crossbeam element 27, in particular, creates a transition from the vehicle floor 3 to the front wall 4, which can be formed, for example, as a sheet metal forming part, a cast component, or also from lightweight panels. The connection of the corresponding crossbeam element 27 to the front wall 4 can be effected, for example, by a joining connection or by mechanical fasteners. The respective front longitudinal beams / engine mounts 6 are also supported and attached to the front crossbeam element 27. The rear crossbeam element 28, at which the vehicle floor 3 transitions into a rear floor 29, is also designed in this case as an extruded profile or multi-chamber profile or lightweight panel, respectively.In particular, the height of this crossbeam element 28 can be variable. The crossbeam element 28 is connected to the rear floor 29, which can be formed, for example, by a sheet metal forming part, a metal casting component, or several lightweight panels, via respective joining connections and / or mechanical fasteners.

[0059] Figures 7a and 7b show a perspective exploded view and a perspective view of the body according to the invention, which comprises several sub-modules in the form of the vehicle floor 3 - formed from a plurality of lightweight panels 13, lightweight supports 13h or similar lightweight structural elements - the front body structure 1, a rear body structure 2 and the side sills 11, which are joined together in one clamping operation.

[0060] The exploded view in Fig. 7a shows that the front crossmember element 27 is designed as a component of the front-end structure 1. The crossmember element 27 extends between the respective rear structural elements, for example, the ends 60 of the engine mounts / longitudinal members 6, which, after assembly, connect to the inside of the laterally corresponding side sills 11, as is particularly illustrated in Fig. 7b. The crossmember element 27 is, for example, welded or similarly joined to the rear ends 60 of the engine mounts / longitudinal members 6.

[0061] The rear cross member element 28 is designed as a component of the rear vehicle structure 2 and is welded or joined, for example, to the front ends of the longitudinal members 9 and / or to other structural elements of the rear vehicle structure 2.

[0062] To connect the individual sub-modules 1, 2, 3, 11, they are aligned / positioned and fixed relative to each other in a common clamping setup in a suitable production system. Subsequently, the sub-modules 1, 2, 3, 11 are joined together, in particular by welding. Here, the cross member elements 27 and 28 of the front body structure 1 and the rear body structure 2, respectively, are connected to each other, for example, by welding in the manner described in connection with Figures 6a and 6b. The vehicle floor 3, or its lightweight structural elements 13, are joined to the side sills 11, for example, by welding, as described in connection with Figures 9a and 9b.Here, the side sills 11 are joined to a corresponding laterally adjacent end face 61, 62, 63 of the lightweight panels 13, lightweight beams 13h, or similar lightweight structural elements of the vehicle floor 3, the front structure 1, and / or the rear structure 2. Furthermore, the rear ends 60 of the front engine mounts / longitudinal members 6 are also joined externally to the inner surfaces of the side sills 11. This creates the desired very rigid and stable connection of the submodules 1, 2, 3, 11.

[0063] Furthermore, the joint clamping of all sub-modules 1, 2, 3, 11 allows them to be joined together very quickly. The sub-modules 1, 2, 3, which are preferably of uniform width, also enable a joint seam, preferably a straight weld seam, between the side sills 11 and the sub-modules 1, 2, 3.

[0064] Finally, as part of joining the sub-modules 1, 2, 3, 11, further structural elements such as components 33, 34 or fastening shoes 64 for B-pillars can also be joined.

[0065] Figures 9a and 9b show, in particular, the respective side sills 11 and their connection to the vehicle floor 3. Figure 9a shows a cross-section through the floor structure in the area of ​​the longitudinal structure 31. Figure 9b shows a cross-section through the floor structure in the area of ​​a raised lightweight panel 13h, which in this case serves as a seat cross member.

[0066] Furthermore, it becomes clear that the vehicle floor 3, or rather its lightweight panels 13, butt-jointly connect to the respective side sills 11 and are connected to the corresponding side sill 11, for example, in the area of ​​both the upper cover wall 14 and the lower cover wall 15, via a respective weld seam. According to Figures 10 to 12b, the side sills 11 are, for example, composed of respective profile elements 46, 47, which are designed as extruded profiles extending horizontally in the longitudinal direction of the vehicle.

[0067] Fig. 8 shows a perspective view of the vehicle floor 3 assembled from the lightweight panels 13. It is particularly evident that lightweight panels 13, 13h of different heights are assembled, with the taller lightweight panels 13h forming crossbeams, for example a seat crossbeam.

[0068] A special feature of the present manufacturing process for the floor structure is that the lightweight panels 13, 13h, arranged one behind the other in the longitudinal direction of the vehicle and extending transversely and horizontally, are first joined together to form an assembly, namely the vehicle floor 3. Subsequently, the assembly of the lightweight panels 13 is machined laterally, i.e., on the outer surfaces 44 of the lightweight panels 13 facing the side sills 11. In particular, the end faces / outer surfaces 44 of the lightweight panels 13 are milled flat and at a corresponding angle, especially 90° to the horizontal. This is indicated in Fig. 11 by the planes shown with dashed lines.

[0069] In the present case, in particular in a central length area of ​​the vehicle floor 3, additional lateral support elements 45 are arranged on the upper side of the lightweight panels 13, which are attached on the upper side of the respective lightweight panels 13, for example by welding, in addition to fastening and connecting the vehicle floor 3 with the laterally corresponding side sill 11.

[0070] These support elements 45 are also machined together with the end faces / outer sides 44 of the vehicle floor 3 and subsequently form a plane with the end faces / outer sides 44 of the vehicle floor 3.

[0071] Fig. 10 shows a sectional view along a section plane extending in the vehicle's vertical and transverse directions of the side sill 11, which is connected to the machined outer vehicle floor 3. At least over a length, preferably over its entire length, the respective side sill 11 is formed from two profile elements 46, 47 made of extruded profiles, in particular of a metal material. One of the profile elements 46, which in this case is arranged on the inside towards the center of the vehicle, has a plug-in section 48 extending over its entire length, which is inserted into a receiving groove 49 extending over the entire length of the other profile element 47. The profile element 46 with the plug-in section 48 is located on the inside of the side sill 11, and the profile element 47 with the receiving groove 49 is located on the outside of the side sill 11.The insertion area 48 of the corresponding profile element 46 is adjoined by a head section 50, which rests against a corresponding wall 51 of the other profile element 47 that defines the receiving groove 49. For this purpose, both profile elements 46 and 47 have respective upper and lower support webs 52 and 53, which support each other. In addition, the head section 50 of the profile element 46 has a support stop 51 against which the support web 53 of the profile element 47 rests in the upward direction of the vehicle.

[0072] The receiving groove 49 extends over almost the entire width of the outer profile element 47, so that only an outer wall of the outer profile element 47 limits the receiving groove 49 on the outside.

[0073] As will be explained in more detail in connection with Figures 11a and 11b, the support webs 52, 53 are machined with respect to the vehicle's transverse direction in order to neatly connect the profile elements 46, 47 and to adjust the width b of the side sill 11. In other words, the support webs 52, 53 are defined – here by milling – in their extension in the vehicle's transverse direction such that the overall width b of the side sill 11, or of the assembly of the profile elements 46, 47, can be adjusted. Furthermore, a wall 54 of the head area 50 facing the vehicle's center can be machined with respect to the vehicle's transverse direction to adjust the width b of the side sill 11. This can be done, in particular, by milling.

[0074] The two profile elements 46, 47 are preferably joined together by joining, in particular by welding, and furthermore in particular by gas metal arc welding. For this purpose, the two profile elements 46, 47 are welded together, particularly in the area of ​​the support webs 52, 53, at corresponding joints 55, 56.

[0075] The inner profile element 46 is preferably selected from a material of high or highest quality. The outer profile element 46 is selected from a material of medium to highest quality, wherein, for example, the stiffness of the side sill 11 is adjusted by the outer profile element 47 by manufacturing it with correspondingly varying wall thicknesses or in other materials. For example, a smaller wall thickness is selected for the walls of the profile element 47 for a closed vehicle than for a convertible. Figures 11a and 11b each show two perspective views and one sectional view of the profile element 47 having the receiving groove 49 and the profile element 46 having the insertion area 48. The uppermost perspective view of the profile elements 46, 47 in the figures is shown below.Figures 11a and 11b each show a semi-finished product whose corresponding support webs 52, 53 are machined by milling, as shown in the lower perspective view. It is evident how the upper support web 52, 53 of the two profile elements 46, 47 and the lower support web 52, 53 of the two profile elements 46, 47 are machined. The two upper support webs 52, 53 of the two profile elements 46, 47 are machined, for example, so that they can be welded together via a shallow V-groove. The two lower support webs 52, 53 of the two profile elements 46, 47 are machined, for example, so that they can be joined together via a butt weld, lap weld, or the like. Furthermore, Figure 11 shows that the receiving groove 49 is opened by removing a wall section 60 of the corresponding profile element 47.

[0076] Figures 12a and 12b, showing sectional views in the transverse and vertical directions of the vehicle respectively, clearly illustrate that the vehicle floor 3, or rather its lightweight panels 13, butt-jointly connect to the respective side sill 11 and are connected, for example, in the area of ​​the upper cover wall 14 and the lower cover wall 15, to the inner profile element 46 of the side sill 11, for instance, via a weld seam. The lightweight panels 13 of the vehicle floor 3 extend, with respect to the vehicle's vertical direction, at least substantially to the same height as the insertion area 48, which penetrates the outer profile element 47 in the area of ​​the receiving groove 49 at least substantially across its entire width. This results in a particularly high rigidity of the floor structure in the event of a side collision of the vehicle.

[0077] For example, by specifically designing the chambers of the outer profile element 47 surrounding the receiving groove 49, the buckling behavior of the corresponding walls limiting the receiving groove 49 can be adjusted, and thus the accident behavior, especially in the case of a side collision.

[0078] Figures 13a and 13b show sectional views through the vehicle floor 3 and the adjacent side sill 11, analogous to Figures 12a and 12b, also illustrating the connection of a support element 45, located on the upper side of the vehicle floor 3, to the side sill 11. As already described in connection with Figure 11, these support elements 45 serve, for example, to secure and connect the vehicle floor 3 to the laterally corresponding side sill 11 and are attached to the upper side of the respective lightweight panels 13, for example by welding.

[0079] Finally, at the head region 50 of the inner profile element 46, respective receiving elements 58 for the battery housing 39 of the electrical energy storage device for powering the vehicle are arranged. The receiving elements 58 are designed as screw nuts, which are arranged on a strip 59.

[0080] Fig. 14 shows a bottom view of the floor structure with the vehicle floor 3, on the underside of which a circumferential seal 38 is arranged for a battery housing 39. It is particularly evident that the seal 38 is located on the inside of the side sills 11 and on the inside (behind and in front of) the respective front and rear crossmembers 13h. Thus, the seal 38 runs along the underside of the vehicle floor 3, which is predominantly flat and has a smooth surface.

[0081] A partial sectional view shown in Fig. 14, along a section running longitudinally and vertically through the floor assembly in the area of ​​the seal 38, reveals that a joining area 40 of the respective cover wall 14 and the corresponding flange 22 of the cover wall 15 are formed in the area of ​​the flange connection 24, recessed relative to the cover walls 14, 15, thus creating a gap 41 between the adjacent cover walls 15 of the lightweight panels 13, 13h. A weld seam S is provided in this gap. This gap 41 is filled with a filler material 42, for example, a PVC-based material, so that a flat surface 43 is created with the cover walls 15. The seal 33 can then run over this flat surface 43, thus avoiding changes in height that could cause leaks.

[0082] The planar course of the seal 38 is illustrated in Fig. 15 in a partial sectional view through the floor assembly and the battery housing 39 located below the vehicle floor 3 along a section extending in the transverse and vertical directions of the vehicle, whereby the seal 38 is visible between the vehicle floor 3 and the battery housing 39. Reference numeral list

[0083] Front structure Rear structure Vehicle floor Bulkhead Passenger compartment Longitudinal members / engine mounts Longitudinal members Door pillars Longitudinal members Wheel arches Side sills Floor structure Lightweight panels Cover wall Cover wall Web Hollow chamber Opening Front face Front face Flange Flange Joint connection Joint connection Arrow Arrow Cross member element Cross member element Rear floor Opening Longitudinal structure Heel element Profile elements Profile elements Cross element Profile elements Pedal floor Seal Battery housing Jointing area Gap Filler material Surface Outer sides Support element Profile element Profile element Plug-in area Receptacle Head area Wall Support web Support web Wall Joint points Receptacles Strip Wall area

Claims

Patent claims 1. Side sill (11) for a floor structure of a motor vehicle body, which is formed from extruded profiles at least over a length region, characterized in that the side sill (11) is formed from two interconnected profile elements (46, 47), one of which profile element (46) has a plug-in area (48) extending over its length, which is inserted into a receiving groove (49) extending over the entire length (47) of the profile element (47).

2. Side sill (11) according to claim 1 , characterized in that a head area (50) adjoins the plug-in area (48) of the corresponding profile element (46), which is supported against a corresponding wall (54) of the other profile element (47) that limits the receiving groove (49).

3. Side sill (11) according to claim 1 or 2, characterized in that the head area (50) has respective support webs (52, 53) which are supported on the wall (54) of the other profile element (47).

4. Side sill (11) according to one of the preceding claims, characterized in that the length of the support webs (52, 53) is machined in relation to the transverse direction of the vehicle in order to adjust the width of the side sill (11).

5. Side sill (11) according to one of the preceding claims, characterized in that the profile element (46) having the plug-in area (48) is arranged on the inside of the side sill (11) and the profile element (47) having the receiving groove (49) is arranged on the outside of the side sill (11).

6. Side sill (11) according to one of the preceding claims 2 to 5, characterized in that a wall (54) of the head area (50) facing the center of the vehicle is machined with respect to the transverse direction of the vehicle in order to adjust the width of the side sill (11).

7. Side sill (11) according to one of the preceding claims, characterized in that the two profile elements (46, 47) are joined together by joining, in particular by welding, and further in particular by friction stir welding or gas metal arc welding.

8. Side sill (11) according to claims 3 and 7, characterized in that the two profile elements (46, 47) are welded together in the area of ​​the support webs (52, 53).

9. Side sill (11) according to one of the preceding claims 5 to 8, characterized in that the stiffness of the side sill (11) is adjusted by the outer profile element (47).

10. Side sill (11) according to one of the preceding claims 2 to 9, characterized in that respective receiving elements (58) for a battery housing (39) of an electrical energy storage device for propelling the motor vehicle are arranged on the head area (50) of the inner profile element (46).

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