Body structure for a motor vehicle body

Abstract

The invention relates to a body structure (1) for a body of an electrically drivable motor vehicle, comprising a bulkhead (2), comprising a longitudinal support (5) which projects forwards from the bulkhead (2) in the vehicle longitudinal direction (4), comprising a first transverse support (18) on which the longitudinal support (5) is supported to the rear in the vehicle longitudinal direction (4), comprising an outer longitudinal profile (20) which is connected to the first transverse support (18) and which projects to the rear (7) from the first transverse support (18) in the vehicle longitudinal direction (4) and which is arranged further outwards than the longitudinal support (5) in the vehicle transverse direction (7), comprising an inner longitudinal profile (22) which is connected to the first transverse support (18) and which projects to the rear from the first transverse support (18) in the vehicle longitudinal direction (4) and which is arranged further inwards than the longitudinal support (5) in the vehicle transverse direction (7), and comprising a second transverse support (24) arranged behind the first transverse support (18) in the vehicle longitudinal direction (4), via which the outer longitudinal profile (20) and the inner longitudinal profile (22) are connected to one another.

Description

[0001] Body structure for a motor vehicle body

[0002] The invention relates to a body structure for a motor vehicle body according to claim 1.

[0003] DE 102020 129 748 A1 discloses an energy storage floor assembly for an electrically powered passenger car, comprising a floor assembly on the underside of which an energy storage device of an electric drive of the passenger car is arranged, a retaining element by means of which a rear end area of ​​the energy storage device is held on the underside of the floor assembly, and a rear axle carrier which is arranged on the underside of the floor assembly and in the longitudinal direction of the vehicle behind the energy storage device.

[0004] The purpose of the invention is to create a body structure for the body of an electrically powered motor vehicle, so that the safety and comfort of the motor vehicle can be particularly increased.

[0005] This problem is solved according to the invention by a body structure for a motor vehicle body of an electrically powered motor vehicle with the features of claim 1. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0006] The invention relates to a body structure for the body of an electrically powered motor vehicle, or for the electrically powered motor vehicle itself. The motor vehicle is, for example, a passenger car. Preferably, the motor vehicle, particularly in its fully manufactured state, comprises the body, and in particular the body structure. Preferably, the body, particularly in its fully manufactured state, comprises the body structure.

[0007] The fact that the motor vehicle is electrically powered can be understood, in particular, to mean that the motor vehicle has at least one electric machine by means of which the motor vehicle can be powered or is powered. In other words, the motor vehicle is designed as a battery-electric vehicle or as a hybrid vehicle. Preferably, the motor vehicle has at least one electrical energy storage device. The electrical energy storage device can be understood, in particular, as a battery or accumulator. Preferably, the electric machine can be supplied with electrical energy, in particular energy stored or chemically bound in the electrical energy storage device, by means of the electrical energy storage device in order to power the motor vehicle. For example, the electrical energy storage device is designed as an underfloor storage device, in particular as an underfloor battery.Thus, the electrical energy storage device is, for example, arranged vertically beneath a floor element of the vehicle body. In other words, the electrical energy storage device is located on the underside of the vehicle, particularly the body, which points downwards in the vertical direction. The floor element is, for example, designed as the main floor.

[0008] The body is preferably designed as a self-supporting structure. The body structure is, for example, a floor assembly for the body. Alternatively or additionally, it is possible, for example, that the floor assembly is at least partially formed by the body structure. Thus, the body structure can be understood as a body structure that forms the floor assembly.

[0009] The body structure has a bulkhead that at least partially, and in particular, completely, defines the interior space in the longitudinal direction of the vehicle. This means that the interior space is at least partially formed by the bulkhead. The interior space, which can be referred to as the vehicle interior, can be understood to be, in particular, a passenger compartment or passenger cell. The longitudinal direction of the vehicle refers to the longitudinal direction of the motor vehicle. In particular, the interior space is at least partially, for example, predominantly or completely, defined by the body. The bulkhead is, for example, part of a bulkhead structure of the body structure. Thus, the bulkhead structure can include at least the bulkhead.

[0010] The body structure has at least one longitudinal member, which is formed separately from the bulkhead and / or bulkhead structure, and which projects forward in the longitudinal direction of the vehicle, particularly at least indirectly or directly, from the bulkhead. In other words, the longitudinal member connects to the bulkhead or bulkhead structure at least indirectly, particularly directly, in the longitudinal direction of the vehicle. A principal extension direction of the longitudinal member preferably runs at least substantially in the longitudinal direction of the vehicle. For example, the longitudinal member is connected to the bulkhead, particularly the bulkhead structure, at least indirectly or directly.

[0011] The body structure has a first crossmember, which is formed separately from the longitudinal member and / or the bulkhead, against which the longitudinal member is supported in the longitudinal direction of the vehicle to the rear, in particular at least indirectly or directly. This means that the longitudinal member and the first crossmember are in a mutually supportive arrangement, with the first crossmember being located at least partially, in particular predominantly or completely, behind the longitudinal member in the longitudinal direction of the vehicle. The first crossmember is, for example, part of the bulkhead structure. Thus, the bulkhead structure can include the first crossmember. The first crossmember can therefore be referred to as the bulkhead crossmember, in particular as the first bulkhead crossmember. Preferably, a main extension direction of the first crossmember runs at least substantially in the transverse direction of the vehicle.

[0012] The body structure further comprises at least one outer longitudinal profile connected to the first crossmember, in particular at least indirectly or directly. The outer longitudinal profile is, for example, designed as a longitudinal member, specifically distinct from the first crossmember, i.e., as a further longitudinal member. Preferably, the outer longitudinal profile is designed separately from the first crossmember. The outer longitudinal profile extends rearward in the longitudinal direction of the vehicle, in particular at least indirectly or directly, from the first crossmember. In other words, the outer longitudinal profile adjoins the first crossmember rearward in the longitudinal direction of the vehicle, in particular at least indirectly or directly, and extends at least substantially in the longitudinal direction of the vehicle. Thus, the outer longitudinal profile is positioned at least partially, in particular predominantly or completely, further rearward in the longitudinal direction of the vehicle than the first crossmember.The outer longitudinal profile is positioned further outwards in the transverse direction of the vehicle than the longitudinal member. In other words, the outer longitudinal profile extends further outwards in the transverse direction of the vehicle than the longitudinal member.

[0013] Furthermore, the body structure has at least one inner longitudinal profile, which is connected to the first crossmember, particularly at least indirectly or directly, and is specifically designed separately from the outer longitudinal profile. The inner longitudinal profile is, for example, designed as a longitudinal member, specifically different from the first crossmember, i.e., as a further longitudinal member. Preferably, the inner longitudinal profile is designed separately from the first crossmember. The inner longitudinal profile projects rearward in the longitudinal direction of the vehicle, particularly at least indirectly or directly, from the first crossmember. In other words, the inner longitudinal profile adjoins the first crossmember rearward in the longitudinal direction of the vehicle, particularly at least indirectly or directly, and in particular, the inner longitudinal profile is arranged at least partially further rearward in the longitudinal direction of the vehicle than the first crossmember.The inner longitudinal profile is positioned further inwards in the transverse direction of the vehicle than the longitudinal member. In other words, the inner longitudinal profile extends further inwards in the transverse direction of the vehicle than the longitudinal member. Thus, the inner longitudinal profile is positioned further inwards in the transverse direction of the vehicle than the outer longitudinal profile.

[0014] Furthermore, the body structure features a second crossmember arranged in the longitudinal direction of the vehicle behind the first crossmember, which is specifically designed separately from the first crossmember, the outer longitudinal profile, and / or the inner longitudinal profile. In other words, the second crossmember extends further rearward in the longitudinal direction of the vehicle than the first crossmember. Preferably, one of the main directions of extension of the second crossmember runs at least substantially in the transverse direction of the vehicle.

[0015] The outer and inner longitudinal profiles are connected to each other, at least indirectly or directly, via the second crossmember. In other words, the outer and inner longitudinal profiles are supported against each other in the transverse direction of the vehicle via the second crossmember, at least indirectly or directly. The second crossmember is arranged in the longitudinal direction of the vehicle in front of a seat mounting device for attaching a seat assembly for a front row of seats. In other words, the second crossmember extends further forward in the longitudinal direction of the vehicle than the seat mounting device.

[0016] The seat assembly can be attached to the vehicle body structure, at least indirectly, and in particular directly, via the seat mounting device. Specifically, the seat assembly can be arranged or is arranged within the vehicle interior. The seat assembly can be referred to as a vehicle seat. Specifically, the seat assembly is designed or intended for seating at least one person. The fact that the seat assembly is intended for the front row of seats can be understood to mean, in particular, that the front row of seats is at least partially formed by the seat assembly. The seat assembly can therefore be referred to as a front seat assembly or a front seat. Specifically, the motor vehicle has a rear row of seats arranged within the vehicle interior and positioned longitudinally behind the front row of seats.The rear row of seats comprises at least one rear seat designed for at least one person, which can also be referred to as the rear vehicle seat. The rear seat, or the rear row of seats, is located in the rear section of the interior. The rear section can also simply be called the rear. The rear section can be understood to be, in particular, a section of the interior located at the rear in the longitudinal direction of the vehicle. A front section of the interior is located in front of the rear section in the longitudinal direction of the vehicle. This front section can also be referred to as the front section. The seat, or the front row of seats, is located in the front section.

[0017] The fact that the second crossmember is arranged in the longitudinal direction of the vehicle in front of the seat mounting device can be understood, in particular, to mean that the second crossmember is free of the seat mounting device, and especially free of any seat mounting devices for securing the seating system for the front row of seats. This means that the second crossmember does not serve, in particular, to secure the seating system or the front row of seats.

[0018] The invention is based in particular on the following findings and considerations: The framework conditions of an architecture, especially body architecture, for battery electric vehicles (BEVs) can be particularly complex and therefore usually do not permit the adoption of concepts from predecessor series. In vehicle platforms with combustion engines, primary crash load paths in a frontal crash (engine mounts) can be extended under the passenger compartment to enable robust mounting. In addition, a crash load acting on the engine mount can be supported on or against a tunnel via a high-strength crossmember, which is arranged in the longitudinal direction of the vehicle behind the engine mounts.In battery electric vehicles, particularly conversion BEVs, where the space in the vehicle's vertical direction below the passenger compartment is occupied by the electrical energy storage system, especially a high-voltage battery, the lack of an extension of the motor mount in the vehicle's vertical direction below the passenger compartment can be compensated for by a moment-resistant and robust connection of the electrical energy storage system to the body. To significantly enhance vehicle comfort, an increase in the passenger-facing interior space may be desired. This means that the interior should be designed to be particularly spacious. Therefore, the described support via the tunnel in the vehicle's center, especially in the transverse direction, may not be feasible or practical.Furthermore, the robust, torque-resistant connection of the electrical energy storage system to the vehicle body, as implemented, for example, in conversion BEV vehicles, can result in a particularly high level of complexity for the electrical energy storage system's housing, which should preferably be avoided in the interest of cost efficiency. This can significantly increase the manufacturing costs of the vehicle.

[0019] In contrast, the aforementioned disadvantages can be avoided by means of the body structure according to the invention. A support structure can be designed using the body structure according to the invention, which in particular comprises at least the first cross member, the outer longitudinal profile, and the inner longitudinal profile. Thus, the body structure can incorporate the support structure. Crash loads acting on the longitudinal member can be supported on the cross member via the outer and inner longitudinal profiles by means of the support structure. The crash loads can be distributed between the outer and inner longitudinal profiles. Via the outer longitudinal profile, the crash loads can be supported on the second cross member in the longitudinal direction of the vehicle via an outer surface, particularly one relating to the transverse direction.Furthermore, the crash loads can be supported via the inner longitudinal profile, particularly in relation to the vehicle's transverse direction, at the second crossmember. Thus, the crash loads can, for example, be introduced into the footwell by means of the support structure and supported at the second crossmember via the vehicle's center and the outer area in the longitudinal direction. Through the outer and inner longitudinal profiles, and in particular through the previously described distribution of the crash loads, a load redistribution of the crash load to the vehicle's center and the outer area (also referred to as the exterior) can occur. This allows for optimal freedom of movement for the vehicle occupant in the footwell while simultaneously ensuring efficient and particularly effective fulfillment of crash requirements.Optimal freedom of movement can be achieved in particular by creating ample space in the footwell for the vehicle occupants, as the footwell can, for example, be kept largely free of body components. This significantly increases the comfort of the vehicle. Comfort, in this context, refers specifically to the comfort of the vehicle occupants. Overall, it is evident that the body structure according to the invention allows for the creation of a space-optimized support structure in the passenger footwell for load absorption in a frontal crash.

[0020] The crash load is, for example, a crash load along a primary load path, particularly the vehicle body. For instance, the crash load results from a frontal collision, which can also be referred to as a frontal crash. The crash load is thus primarily an accident-related crash load. The term "vehicle occupant" can refer specifically to a passenger. Preferably, the vehicle occupant is a passenger seated in the seating system or the front row of seats.

[0021] In a further embodiment, the second crossmember is positioned behind the footwell of the interior in the longitudinal direction of the vehicle. In other words, the second crossmember extends further rearward than the footwell, at least partially, and in particular predominantly or completely. This allows the crash loads to be supported particularly far forward on the second crossmember in the longitudinal direction of the vehicle, without compromising the footwell. This means that the footwell can be designed to be particularly large, as the position of the second crossmember allows it to be designed to be especially spacious, i.e., extending particularly far rearward in the longitudinal direction of the vehicle. This significantly increases the comfort of the vehicle. The footwell can be understood to be, in particular, a space—that is, a section of the interior—designed for the feet of the vehicle occupants, especially those seated.Thus, the vehicle occupant rests their feet in the footwell while seated. Specifically, the footwell extends longitudinally within the vehicle between the bulkhead and the seating or the front row of seats. The footwell can also be referred to as the passenger footwell. In particular, the second crossmember in the vehicle's vertical direction is positioned lower than the footwell.

[0022] Preferably, the body structure is designed to be free of a central tunnel. This means that the body structure does not have or form a central tunnel. This can be achieved through the outer and inner longitudinal profiles and the described load distribution or redistribution. As a result, the crash loads can be supported on the second crossmember via the outer and inner longitudinal profiles, eliminating the need for a central tunnel. This allows for a particularly comfortable interior, especially in the footwell area, for the vehicle occupants. Furthermore, the weight of the body structure can be kept exceptionally low.

[0023] In a further embodiment, the first crossmember is arranged in the area of ​​the bulkhead. This means that the first crossmember is located at least in close proximity to, for example, directly adjacent to, the bulkhead. In other words, the first crossmember connects to the bulkhead, at least indirectly, and in particular directly, for example, to the rear in the longitudinal direction of the vehicle and / or downwards in the vertical direction. Put another way, the first crossmember is part of the aforementioned bulkhead structure. This allows the crash load to be distributed across the outer and inner longitudinal profiles via the first crossmember in the bulkhead area. This distribution of the crash load can thus occur in a particularly stable area of ​​the body structure, thereby significantly increasing the mechanical strength of the body structure.

[0024] In a further embodiment, the longitudinal beam is supported rearward in the longitudinal direction of the vehicle via a support element that is separate from the longitudinal beam and the first cross member, and in particular directly. In other words, the longitudinal beam is connected to the first cross member via the support element, and in particular directly. This allows the crash load to be transferred from the longitudinal beam to the first cross member in a particularly efficient manner.

[0025] In a further embodiment, a third crossmember, designed separately from the first and especially from the second crossmember, is arranged in the vehicle's vertical direction, particularly directly above the first crossmember. In other words, the third crossmember extends further upwards in the vehicle's vertical direction than the first crossmember. This significantly increases the mechanical strength of the body structure. Preferably, the first crossmember is at least partially, and in particular predominantly or completely, covered by the third crossmember in the vehicle's vertical direction. The third crossmember is preferably part of the bulkhead structure. Thus, the bulkhead structure can incorporate the third crossmember. In particular, the third crossmember is arranged in the bulkhead area, especially, for example, directly on the bulkhead.Thus, the third crossmember can be a, in particular a second, bulkhead crossmember. In a further embodiment, the outer longitudinal profile is arranged in the area of ​​an A-pillar of the body structure or the body itself. This means that the outer longitudinal profile is located at least near, for example directly adjacent to, the A-pillar. Load transfer from the first crossmember to or into the outer longitudinal profile can therefore occur in a particularly stable area of ​​the body structure, stiffened by the A-pillar. This significantly increases the mechanical load-bearing capacity of the body structure.

[0026] In a further embodiment, it is provided that the outer longitudinal profile in the vehicle's vertical direction is covered from above, at least partially, and in particular predominantly or completely, by an A-pillar trim panel. In other words, the outer longitudinal profile is at least partially covered by the A-pillar trim panel, at least in the vehicle's vertical direction. Thus, the outer longitudinal profile is positioned below the A-pillar trim panel, creating significantly more space for the vehicle occupants, especially in the footwell. This can considerably enhance the comfort of the vehicle. The term "A-pillar trim panel" can be understood to mean, in particular, at least a portion of an A-pillar cladding, that is, a cladding designed for the A-pillar.

[0027] Alternatively or additionally, it is provided, for example, that the inner longitudinal profile in the vehicle's vertical direction is covered from above, at least partially, and in particular predominantly or completely, by a center console trim panel. In other words, the inner longitudinal profile is at least partially covered from above by the center console trim panel. This allows the inner longitudinal profile in the vehicle's vertical direction to be located beneath the center console trim panel, thereby creating significantly more space for the vehicle occupants. This can greatly enhance the comfort of the vehicle. The term "center console trim panel" can be understood to mean, in particular, at least a portion of a center console cover, that is, a cover designed for the center console.

[0028] In a further embodiment, the inner longitudinal profile is designed as a hat profile, open downwards, particularly in the vehicle's vertical direction. This means that the longitudinal profile is shaped according to a hat profile. In other words, the longitudinal profile has at least one cross-section that is designed as a hat profile, i.e., shaped according to a hat profile. This allows the mechanical strength of the inner longitudinal profile to be significantly increased, especially with a particularly high material utilization rate. Consequently, the manufacturing effort required to produce the body structure can be kept to a minimum.

[0029] The hat profile preferably has a base wall from which two spaced-apart side walls project, in particular obliquely or perpendicularly. The side walls project from the base wall, in particular in a first direction. For example, one side wall is arranged at one end against the base wall, and the other side wall is arranged at the base wall. The base wall and the side walls define or form a cavity, which is open, in particular in the first direction. On each side wall, a section of the wall projects outwards, in particular obliquely or perpendicularly, towards the cavity, on a side facing away from the base wall.The respective wall section extends in particular diagonally or perpendicularly to the first direction, that is, in a second direction running diagonally or perpendicularly to the first direction.

[0030] In a further embodiment, this fastening device includes at least one seat mounting element, which is arranged on a seat crossmember positioned behind the second crossmember in the longitudinal direction of the vehicle. In other words, the seat crossmember extends further rearward in the longitudinal direction of the vehicle than the second crossmember. The seat mounting element is designed to secure the seat assembly or the first row of seats. This enables the secure fastening of the seat assembly or the front row of seats while simultaneously increasing the mechanical load-bearing capacity of the vehicle body.

[0031] Preferably, the seat mounting device includes at least one second seat mounting element, which is designed in particular for mounting the seat assembly or the front row of seats. The second seat mounting element is arranged on a second seat cross member, which is designed separately from the seat cross member and is located behind the seat cross member in the longitudinal direction of the vehicle, and thus also behind the second cross member in the longitudinal direction of the vehicle.

[0032] 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.

[0033] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0034] Fig. 1 shows a schematic perspective view of a device according to the invention.

[0035] Body structure; and

[0036] Fig. 2 shows a schematic perspective view of another body structure.

[0037] In the figures, identical or functionally equivalent elements are marked with the same reference symbols.

[0038] Fig. 1 shows a schematic perspective view of a body structure 1, at least partially. The body structure 1 is intended for the body of an electrically powered motor vehicle. In this case, the body structure 1 forms at least part, and in particular predominantly or completely, the front section of the body. The front section can also be referred to as the front end.

[0039] The body structure 1 has a front wall 2 which at least partially delimits an interior space 3 in the longitudinal direction 4 of the vehicle towards the front. The front wall 2 is, in this case, part of a front wall structure which includes the front wall 2.

[0040] The body structure 1 further comprises a longitudinal member 5, which projects forward in the longitudinal direction 4 of the vehicle, in particular at least indirectly or directly, from the front wall 2 or the front wall structure. As shown in Fig. 1, in this embodiment, the body structure 1 comprises a second longitudinal member 6, formed separately from the longitudinal member 5, which is spaced apart from the longitudinal member 5 in the transverse direction 7 of the vehicle. The longitudinal member 5 can be referred to as the first longitudinal member 5. The second longitudinal member 6 projects forward in the longitudinal direction 4 of the vehicle, in particular at least indirectly or directly, from the front wall 2. In this case, the longitudinal members 5, 6 extend obliquely or perpendicularly to the front wall 2. The longitudinal members 5, 6 are, for example, designed as engine longitudinal members.

[0041] In this case, the first longitudinal member 5 is arranged in the transverse direction 7 of the vehicle on a first side 8 of the body structure 1, and the second longitudinal member 6 is arranged in the transverse direction 7 of the vehicle on a second side 9 of the body structure 1, which differs from the first side 8. Thus, the first longitudinal member 5 is, for example, designed as the left longitudinal member, and the second longitudinal member 6 is, for example, designed as the right longitudinal member. In particular, the respective longitudinal members 5, 6 are connected, for example, at least indirectly or directly, to the bulkhead structure.

[0042] In the exemplary embodiment, the body structure 1 has two side elements 10, 11 spaced apart from each other in the transverse direction 7 of the vehicle, which are arranged at least partially, and in particular predominantly or completely, further forward in the longitudinal direction 4 than the front wall 2 or the front wall structure. A first of the side elements 10 is arranged on the first side 8 and the second of the side elements 11 is arranged on the second side 9. As shown in Fig. 1, the respective side element 10, 11 is arranged further outwards in the transverse direction 7 of the vehicle than the respective longitudinal member 5, 6. For example, the respective side element 10, 11 forms a respective wheel arch, which is provided, in particular, for receiving a respective front wheel, at least partially.

[0043] Furthermore, the body structure 1 has two A-pillars 12, 13. The first A-pillar 12 is located on the first side 8, and the second A-pillar 13 is located on the second side 9. Each A-pillar 12, 13 has a column section 14, 15. The column section 14 of the first A-pillar 12 can be referred to as the first column section 14. The column section 15 of the second A-pillar 13 can be referred to as the second column section 15. In this case, the first column section 14 is connected to the bulkhead, in particular the bulkhead 2, in a first connection area. Furthermore, the second column section 15 is connected to the bulkhead structure, in particular the bulkhead 2, in a second connection area. The respective connection area can be understood as a respective junction area in which the respective A-pillar 12, 13 meets the bulkhead structure.For example, the respective column section 14, 15 connects to the respective side element 10, 11 in the longitudinal direction of the vehicle 4 to the rear.

[0044] As shown in Fig. 1, in this embodiment the body structure 1, 2 has outer longitudinal members 16, 17 spaced apart from each other in the transverse direction 7 of the vehicle. The outer longitudinal members 16, 17 can also be referred to as side longitudinal members. A first outer longitudinal member 16 is arranged on the first side 8. The second outer longitudinal member 17 is arranged on the second side 9. In this case, the first outer longitudinal member 16 extends rearward from the first connection point in the longitudinal direction 4 of the vehicle. Furthermore, the second outer longitudinal member 17 extends rearward from the second connection point in the longitudinal direction 4 of the vehicle. Thus, each outer longitudinal member 16

[0045] 17 extends rearward in the longitudinal direction 4 of the vehicle from the front wall 2 or the front wall structure. Preferably, the respective column section 14, 15 is connected, in particular directly, to the respective outer longitudinal member 16, 17. For example, the respective outer longitudinal member 16, 17 is designed as the respective side sill. Preferably, the respective outer longitudinal member 16, 17 is designed separately from the respective column section 14, 15 and separately from the front wall structure. The longitudinal members 5, 6 are designed separately from the side longitudinal members 16, 17.

[0046] To significantly enhance the comfort and safety of the motor vehicle, the body structure 1 has a first crossmember 18, which in this embodiment is arranged in the area of ​​the front wall 2 and is therefore, in particular, part of the front wall structure. The first crossmember 18 is arranged in the longitudinal direction 4 of the vehicle, for example, in or in front of a footwell 19 of the interior 3. The first crossmember 18 extends, for example, in the transverse direction 7 of the vehicle, at least predominantly over the total width of the body structure 1. The first crossmember

[0047] In the longitudinal direction 4 of the vehicle, the respective longitudinal member 5, 6 can be supported or is supported to the rear. Furthermore, the body structure 1 has an outer longitudinal profile 20, wherein in the exemplary embodiment the body structure 1 has two outer longitudinal profiles 20, 21, which are spaced apart from each other in the transverse direction 7 of the vehicle. A first outer longitudinal profile 20 is arranged on the first side 8 and the second outer longitudinal profile 21 is arranged on the second side 9. Due to the perspective view, the second outer longitudinal profile 21 is not visible in Fig. 1; however, its location or position is illustrated by reference numeral 21 with an arrow. The respective outer longitudinal profile 20, 21 projects rearward from the first transverse member 18 in the longitudinal direction 4 of the vehicle.Furthermore, the respective outer longitudinal profile 20, 21 is connected, in particular directly, to the first cross member 18, i.e., attached to the first cross member 18. In the present case, the respective outer longitudinal profile 20, 21 is formed separately from the first cross member 18, the longitudinal members 5, 6, the column sections 14, 15 and / or the side longitudinal members 16, 17. The respective outer longitudinal profile 20, 21 is arranged further outwards in the transverse direction 7 of the vehicle than the respective longitudinal member 5, 6. Furthermore, the body structure 1 has an inner longitudinal profile 22, wherein in the exemplary embodiment the body structure 1 has two inner longitudinal profiles 22, 23, which are spaced apart from each other, in particular in the transverse direction 7 of the vehicle. The inner longitudinal profiles 22, 23 are formed separately from each other. For example, a first of the inner longitudinal profiles 22 is arranged on the first side 8 and the second of the inner longitudinal profiles 23 is arranged on the second side 9.The respective inner longitudinal profile 22, 23 projects rearward in the longitudinal direction 4 of the vehicle from the first cross member 18, in particular directly. Furthermore, the respective inner longitudinal profile 22, 23 is connected to the first cross member 18, in particular directly, i.e., attached to the first cross member 18. The respective inner longitudinal profile 22, 23 is arranged further inward in the transverse direction 7 of the vehicle than the respective longitudinal member 5, 6. In the present case, the respective inner longitudinal profile 22, 23 is formed separately from the respective longitudinal member 5, 6, the first cross member 18, the respective column section 14, 15, the respective outer longitudinal member 16, 17 and / or the respective outer longitudinal profile 20, 21. As shown in Fig.As shown in Figure 1, the body structure has a second crossmember 24 located behind the first crossmember 18 in the longitudinal direction 4 of the vehicle, and in particular spaced apart from the first crossmember 18 in the longitudinal direction 4 of the vehicle. The respective outer longitudinal profiles 20, 21 and the respective inner longitudinal profiles 22, 23 are connected to each other via this second crossmember 24. This means that the first outer longitudinal profile 20 and the first inner longitudinal profile 22 are connected to each other via the second crossmember 24, and that the second outer longitudinal profile 21 and the second inner longitudinal profile 23 are connected to each other via the second crossmember 24. This allows the respective longitudinal profile 5, 6 to be supported rearward in the longitudinal direction 4 of the vehicle at least by means of the first crossmember 18 and the respective outer longitudinal profiles 20, 21 and the respective inner longitudinal profiles 22, 23 on the second crossmember 24.

[0048] This allows a crash load, for example in an accident, particularly a frontal collision, introduced into the respective longitudinal members 5, 6, which acts upon the respective longitudinal members 5, 6, to be directed at least via the first cross member 18 and the respective outer longitudinal profiles 20, 21 and the respective inner longitudinal profiles 22, 23 to the second cross member 24. This crash load can be distributed via the first cross member 18 to the respective outer longitudinal profiles 20, 21 and the respective inner longitudinal profiles 22, 23, with the respective distributed portion of the crash load then being introduced into the second cross member 24. This is illustrated by way of example in Fig. 1 by means of arrows 25. As in Fig.As shown in Figure 1, the crash load introduced via the respective longitudinal members 5, 6 into the first cross member 18 and acting upon the first cross member 18 can be deflected outwards in the transverse direction 7 of the vehicle and directed to the respective outer longitudinal profile 20, 21, and inwards in the longitudinal direction 4 of the vehicle and directed to the respective inner longitudinal profile 22, 23. Thus, the crash load can be at least partially supported by the second cross member 24, which significantly increases the mechanical strength of the body structure 1. This particularly high mechanical strength significantly enhances the safety, especially passive safety, of the vehicle and the body structure 1. Furthermore, the footwell 19 can be designed to be particularly large, especially wide in the transverse direction 7 of the vehicle, particularly by the described distribution and deflection of the crash load.This significantly enhances the comfort of the vehicle. A particularly advantageous support structure can thus be created, comprising at least the longitudinal members 5, 6, the first cross member 18, and the longitudinal profiles 20 to 23. The crash load can be understood as a load resulting from the accident, especially a mechanical load, which includes, for example, at least one force and / or at least one torque. Thus, by means of the body structure 1, and in particular the support structure, a high-strength or extremely high-strength transverse structure in the front of the vehicle can be enabled to support lower front crash load paths relative to the vehicle's vertical direction 26.

[0049] As shown in Fig. 1, a gap extends in the longitudinal direction 4 of the vehicle between the first cross member 18 and the second cross member 24, and in the transverse direction 7 of the vehicle between the respective outer longitudinal profiles 20, 21 and the respective inner longitudinal profiles 22, 23. Preferably, the crash load can be directed around this gap, as illustrated by arrows 25 in Fig. 1.

[0050] As shown in Fig. 1, the respective outer longitudinal profiles 20, 21 are arranged in the area of ​​the respective A-pillars 12, 13. For example, the first outer longitudinal profile 20 is arranged, in particular directly, on the first pillar section 14, and the second outer longitudinal profile 21 is arranged, for example, in particular directly, on the second pillar section 15. Thus, loads acting in the first cross member 18, for example in the form of the aforementioned crash load, can be directed or supported via a respective longitudinal profile in the form of the respective outer longitudinal profile 20, 21 in the lower area of ​​the respective A-pillar 12, 13 in the vertical direction of the vehicle, and via a respective longitudinal profile in the form of the respective inner longitudinal profile 22, 23 in a vehicle center relative to the vehicle transverse direction 7 onto or towards the second cross member 24, which is arranged, in particular in the longitudinal direction 4 of the vehicle, behind the footwell 19.In particular, the respective outer longitudinal profile 20, 21 is designed separately from the column parts 14, 15 and / or the outer longitudinal beams 16, 17.

[0051] The second crossbeam 24 is, for example, designed to be high-strength or extremely strong. For this purpose, the second crossbeam 24 is, for example, hot-formed and / or has, for example, a high material quality.

[0052] As shown in Fig. 1, the second crossmember 24 is arranged in the longitudinal direction 4 of the vehicle behind the footwell 19. Furthermore, as shown in Fig. 1, the body structure 1, in particular the body itself, is free of a central tunnel. This significantly increases the comfort of the vehicle. For example, a floor element (not shown in Fig. 1) is arranged on the crossmembers 18, 24, for example, in the vertical direction 26 below the crossmembers 18, 24, which is designed, for example, as the main floor. For example, the floor element limits the interior 3 downwards in the vertical direction of the vehicle, at least partially, in particular predominantly or completely. Thus, the support structure can be understood as a support structure located in the interior 3.For example, at least one cover element, for example a trim part, in particular a floor distribution part, is arranged between the second cross member 24 and the footwell 19 in the vehicle's vertical direction 26, whereby the second cross member 24 can be arranged below the footwell 19 in the vehicle's vertical direction 26, but can still be arranged behind the footwell 19 in the vehicle's longitudinal direction 4.

[0053] In the exemplary embodiment, each longitudinal member 5, 6 is supported rearward in the longitudinal direction 4 of the vehicle by a separate support element 27, 28, for example, directly, on the first cross member 18. This means that the first longitudinal member 5 is supported rearward in the longitudinal direction 4 of the vehicle, in particular directly, on the first cross member 18 by a first of the support elements 27, and that the second longitudinal member 6 is supported rearward in the longitudinal direction 4 of the vehicle by a second of the support elements 28, in particular directly, on the first cross member 18. Thus, a connection can be established between each longitudinal member 5, 6 and the first cross member 18 via the support element 27, 28. Therefore, each support element 27, 28 can be referred to as a connecting profile.The respective support elements 27, 28 are positioned, for example, aligned with the respective longitudinal beams 5, 6 or with a respective main longitudinal load path, in particular the crash load. Loads, for example in the form of the aforementioned crash load, can be directed or redirected via the respective support elements 27, 28 into the footwell to the first crossbeam 18, which extends, for example, at least substantially across the entire width of the vehicle.

[0054] Thus, in the present case, a respective first connection point, at which the respective outer longitudinal profile 20, 21 is connected to the first cross member 18, in particular directly, is arranged further outwards in the transverse direction 7 of the vehicle than the respective longitudinal member 5, 6, in particular the respective support element 27, 28. Furthermore, in the present case, a respective second connection point, at which the respective inner longitudinal profile 22, 23 is connected to the first cross member 18, in particular directly, is arranged further inwards in the transverse direction 7 of the vehicle than the respective longitudinal member 5, 6, in particular than the respective support element 27, 28. In particular, a respective third connection point, at which the respective outer longitudinal profile 20, 21 is connected to the second cross member 24, in particular directly, is arranged further outwards in the transverse direction 7 of the vehicle than the respective longitudinal member 5, 6, in particular than the respective support element 27, 28.In particular, a fourth connection point, to which the respective inner longitudinal profile 22, 23 is connected, in particular directly, to the second cross member 24, is arranged further inwards in the transverse direction 7 of the vehicle than the respective longitudinal member 4, 5, in particular than the respective support element 27, 28.

[0055] Furthermore, in the present case, a third crossbeam 29, which is formed separately from the first crossbeam 18 and is preferably part of the front wall structure, is arranged in the vehicle's vertical direction 26, in particular directly above the first crossbeam 18. Thus, for example, the third crossbeam 29 is arranged, in particular directly, on the front wall 2. The third crossbeam 29 is, for example, a main crash crossbeam. In the present case, the respective support element 27, 28 is arranged in the vehicle's vertical direction 26 below the third crossbeam 29. In particular, the respective support element 27, 28 extends under the third crossbeam 29 in the vehicle's vertical direction 26. This allows the aforementioned crash load to be guided under the third crossbeam 29 via the respective support element 27, 28, for example, bypassing the third crossbeam 29 at least partially, in particular predominantly or completely.For example, the third crossbeam 29 is connected, in particular directly, to the side elements 10, 11, the column sections 14, 15 and the lateral longitudinal beams 16, 17. In particular, the third crossbeam 29 spans the side elements 10, 11, the column sections 14, 15 and / or the lateral longitudinal beams 16, 17 in the transverse direction 7 of the vehicle.

[0056] In this embodiment, the respective outer longitudinal profile 20, 21 is covered at least partially from above in the vehicle's vertical direction 26 by an A-pillar trim panel not shown in Fig. 1. Furthermore, the respective inner longitudinal profile 22, 23 is covered at least partially from above in the vehicle's vertical direction 26 by a center console trim panel not shown in the figures. As a result, longitudinal structures in the form of the longitudinal profiles 20 to 23, particularly in the vehicle's vertical direction 26, are located below trim panels of the center console and the A-pillars 12, 13, thus ensuring that the vehicle occupant (also referred to as the customer) is not restricted in their movement. As shown in Fig. 1, the respective inner longitudinal profile 22, 23 is designed as a hat profile, open downwards, particularly in the vehicle's vertical direction 26.Thus, a longitudinal support in the form of the inner longitudinal profiles 22, 23, especially in the center of the vehicle, can be implemented using two separately designed hat profiles in order to optimize material utilization in manufacturing.

[0057] In the present embodiment, the body structure 1 has a seat mounting device 30 for attaching a seat assembly for a front row of seats. In the exemplary embodiment, the body structure 1 has a second seat mounting device 31, which is distinct from the seat mounting device 30, for attaching a second seat assembly for the front row of seats, which is distinct from the seat assembly 30. Thus, in this case, each seat assembly is a front seat. As shown in Fig. 1, the second cross member 24 is located in the longitudinal direction 4 of the vehicle in front of the seat mounting device 30, which can be referred to as the first seat mounting device 30, and in particular in the longitudinal direction 4 in front of the second seat mounting device 31. In particular, the second cross member 24 is spaced apart in the longitudinal direction 4 from the seat mounting devices 30 and 31.The second cross member 24 can thus be positioned far enough forward in the longitudinal direction 4 of the vehicle to particularly increase the mechanical load-bearing capacity of the body structure 1, but still be positioned far enough back, particularly in the longitudinal direction of the vehicle, to particularly increase comfort, especially through the particularly large footwell 19.

[0058] In the exemplary embodiment, the seat mounting device 30 has two seat mounting parts 32, which can be referred to as front seat mounting parts 32. The seat mounting parts 32 are, in this case, arranged, in particular directly, on a seat cross member 33, which, in this case, is arranged in the longitudinal direction 4 of the vehicle behind the second cross member 24, and, in particular, is spaced apart from the second cross member 24 in the longitudinal direction 4 of the vehicle. The seat mounting parts 32 are spaced apart from each other in the transverse direction 7 of the vehicle. Furthermore, the first seat mounting device 30 has two rear seat mounting parts 34 arranged in the longitudinal direction 4 of the vehicle behind the front seat mounting parts 32, which, in this exemplary embodiment, are, in particular, arranged directly on a second seat cross member 35, which is also arranged in the longitudinal direction 4 of the vehicle behind the seat cross member 33.In this case, the second seat crossmember 35 is spaced apart from the seat crossmember 33 in the longitudinal direction 4 of the vehicle. The seat crossmember 33 can also be referred to as the first seat crossmember 33. The seat assembly can be attached to, or is attached to, the body structure 1 via the seat mounting parts 32, 34.

[0059] In this embodiment, the second seat mounting device 31 has two front seat mounting parts 36, which are spaced apart from each other, particularly in the transverse direction 7 of the vehicle, and which are arranged, particularly directly, on the first seat cross member 33, and in particular attached to it. Furthermore, the second seat mounting device 31 has two rear seat mounting parts 37, which are spaced apart from each other, for example, in the transverse direction 7 of the vehicle, and which are arranged, particularly directly, on the second seat cross member 35, and in particular attached to it. The second seat assembly can be attached to the body structure 1 via the seat mounting parts 36, 37. The respective seat cross members 33, 35 are designed separately from the second cross member 24.

[0060] Fig. 2 shows a schematic perspective view of another body structure 1a. As can be seen in Fig. 2, the other body structure 1a does not have the support structure described above. Instead, in the other body structure 1a, the crash load introduced via the respective longitudinal members 5a, 6a of the other body structure 1a is distributed to a lower longitudinal structure 38 and a central tunnel 39, with the lower longitudinal structure 38 running, for example, in the vertical direction of the vehicle under a passenger cell of the other body structure 1a. This is illustrated in Fig. 2 by arrows 25a. A comparison of Fig. 1 and Fig. 2 shows that the support structure of the body structure 1 allows the interior space 3, particularly in the footwell 19, to be designed to be especially spacious and therefore particularly comfortable for the vehicle occupants.

[0061] Reference symbol list

[0062] Body structure and further body structure

[0063] Front wall

[0064] interior

[0065] Vehicle longitudinal direction first longitudinal member a first longitudinal member of the further body structure second longitudinal member a second longitudinal member of the further body structure

[0066] Vehicle transverse direction first side second side 0 first side element 1 second side element 2 first A-pillar 3 second A-pillar 4 first pillar section 5 second pillar section 6 first outer longitudinal member 7 second outer longitudinal member 8 first cross member 9 footwell 0 first outer longitudinal profile 1 second outer longitudinal profile 2 first inner longitudinal profile 3 second inner longitudinal profile 4 second cross member 5 arrow 5a arrow 6 Vehicle vertical direction 7 first support element 8 second support element 9 third cross member 0 first seat mounting device second seat mounting device front seat mounting part of the first seat mounting device first seat cross member rear seat mounting part of the first seat mounting device second seat cross member front seat mounting part of the second seat mounting device rear seat mounting part of the second seat mounting device lower longitudinal structure

[0067] Central tunnel

Claims

Patent claims 1. Body structure (1) for a body of an electrically powered motor vehicle, comprising a front wall (2) which at least partially limits an interior space (3) in the longitudinal direction (4) of the vehicle, a longitudinal member (5) which projects forward from the front wall (2) in the longitudinal direction (4) of the vehicle, a first cross member (18) on which the longitudinal member (5) is supported in the longitudinal direction (4) of the vehicle, an outer longitudinal profile (20) connected to the first cross member (18) which projects rearward from the first cross member (18) in the longitudinal direction (4) of the vehicle and is arranged further outward than the longitudinal member (5) in the transverse direction (7) of the vehicle, and an inner longitudinal profile (22) connected to the first cross member (18) which projects rearward from the first cross member (18) in the longitudinal direction (4) of the vehicle and is arranged further inward than the longitudinal member (5) in the transverse direction (7) of the vehicle.and with a second cross member (24) arranged in the longitudinal direction (4) of the vehicle behind the first cross member (18), by means of which the outer longitudinal profile (20) and the inner longitudinal profile (22) are connected to each other, wherein the second cross member (24) is arranged in the longitudinal direction (4) of the vehicle in front of a seat mounting device (30) for mounting a seat assembly for a front row of seats.

2. Body structure (1) according to claim 1 , characterized in that the second cross member (24) is arranged in the longitudinal direction (4) of the vehicle behind a footwell (19) of the interior (3).

3. Body structure (1) according to claim 1 or 2, characterized in that the body structure (1) is free of a central tunnel.

4. Body structure (1) according to one of the preceding claims, characterized in that the first cross member (18) is arranged in the area of ​​the front wall (2).

5. Body structure (1) according to one of the preceding claims, characterized in that the longitudinal member (4) is supported on the first cross member (18) in the longitudinal direction (4) of the vehicle via a support element (27) formed separately from the longitudinal member (4) and the first cross member (18).

6. Body structure (1) according to one of the preceding claims, characterized in that a third cross member (29) is arranged in the vehicle vertical direction (26) above the first cross member (18), which is formed separately from the first cross member (18).

7. Body structure (1) according to one of the preceding claims, characterized in that the outer longitudinal profile (20) is arranged in the area of ​​an A-pillar (14).

8. Body structure (1) according to one of the preceding claims, characterized in that the outer longitudinal profile (20) in the vehicle height direction (26) is covered at least partially from above by an A-pillar trim part and / or the inner longitudinal profile (22) in the vehicle height direction (26) is covered at least partially from above by a center console trim part.

9. Body structure (1) according to one of the preceding claims, characterized in that the inner longitudinal profile (22) is designed as a hat profile, in particular open downwards in the vehicle vertical direction (26).

10. Body structure (1) according to one of the preceding claims, characterized in that the seat fastening device (30) has at least one seat fastening part (32) which is arranged on a seat cross member (33) which is arranged in the longitudinal direction (4) of the vehicle behind the second cross member (24).

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