Body structure for a vehicle, and vehicle

Abstract

The invention relates to a body structure (100) for a vehicle (200), having at least one first lateral structural member (110), in particular a body pillar, a roof frame (120) and a second lateral structural member (130); wherein the first lateral structural member (110) and the second lateral structural member (130) are connected or can be connected to one another by means of at least one connecting portion (140); wherein the connecting portion (140) has a first load path (150) for transferring operating loads and a second load path (160) for transferring crash loads; wherein the connecting portion (140) has at least one crash mechanism (10) for transferring crash loads; wherein the crash mechanism (10) comprises at least one pluggable crash element (11) and a locking structure (12), and wherein the crash element (11) is located in the second lateral structural member (130) and the locking structure (12) is located on the first lateral structural member (110); wherein the crash element (11) and the locking structure (12) can only be brought into operative connection in the event of a crash, as a result of which the second load path (160) can be activated. The invention also relates to a vehicle (200) having such a body structure (100).

Description

[0001] Description

[0002] Body structure for a vehicle as well as vehicle

[0003] The invention relates to a body structure for a vehicle, in particular a motor vehicle, and to a vehicle.

[0004] The body structure of a vehicle, essentially comprising a roof structure, at least one pillar structure, and a sill, forms a network of load-bearing elements that not only ensure the structural integrity of the vehicle but are also specifically designed to absorb energy and protect the occupants in the event of a crash. In the case of a side impact, high forces act on the body structure, which are primarily absorbed and distributed by the pillar structure, the sill, and the roof structure. The B-pillar is the central load path and serves as the connection point for the impact forces that are introduced into the body structure from the outer side of the vehicle.

[0005] In a side-impact crash, particularly a barrier crash where a vehicle or barrier represents a colliding vehicle as the defined impact body, a key requirement for the vehicle body is to minimize the intrusion of the doors and the barrier into the vehicle interior. This is intended to ensure, on the one hand, that a sufficiently large survival space for the occupants is maintained during the crash, and on the other hand, to reduce the intrusion speed of the doors to such an extent that hard contact between the intruding door and the occupants is prevented.

[0006] Modern vehicle bodies utilize a side structure featuring a significantly reinforced B-pillar as a vertical load path between the sill and roof frame. This B-pillar is the primary load path in a barrier side crash: both the barrier (or the colliding vehicle) and the doors, which rest on the B-pillar, exert force on this structure, thus preventing excessive intrusion into the passenger compartment. The B-pillar is typically connected to the body using high-strength joining techniques. In a crash, high shear and tensile forces occur at the joint between the B-pillar and sill, which must be transferred into the sill via the joining technology. Overloading and failure of the joining technology at this point would lead to the complete detachment of the B-pillar and allow the barrier to penetrate the passenger compartment uncontrollably.Conventional steel car bodies use welding techniques at this connection point, in the form of (numerous) spot welds or weld seams, which can transmit high forces between the components. However, in modular assembly concepts, where modules of the body's side structure are already joined, the use of thermal joining techniques is severely limited. This is primarily because, for example, the interior is mounted in or on the body and could potentially be damaged by thermal joining techniques. Furthermore, there is a risk that a coating already applied to the body parts or modules could be damaged by thermal joining techniques in these assembly concepts, thus increasing the risk of corrosion.

[0007] A technical problem in the prior art is that conventional thermal joining techniques used to connect body structure elements, such as the B-pillar, sill, and roof frame, have disadvantages during assembly, particularly with modular body structures. These disadvantages can lead to damage to already installed interior components or to corrosion protection during the assembly process. Consequently, alternative joining techniques are needed. However, these alternatives must guarantee sufficient safety and stability in the event of a crash. This presents the challenge of absorbing the forces generated and safely directing them away from the passenger compartment.

[0008] It is therefore an object of the present invention to overcome at least one of the disadvantages described above in vehicle body structures, at least partially. In particular, it is an object of the invention to provide a vehicle body structure that enables modular assembly while offering sufficient crash safety and thus strength, as well as optimized load distribution. In particular, it is an object of the invention to improve the assembly of a vehicle body structure in such a way that damage to the surface coating is at least reduced.

[0009] The problem is solved by a body structure according to the first aspect of the present invention. The aforementioned problem is solved by a body structure having the features of claim 1 and by a vehicle having the features of claim 13. Further features and details of the invention will become apparent from the respective dependent claims, the description, and the drawings. Features and details described in connection with the body structure according to the invention naturally also apply in connection with the vehicle according to the invention, and vice versa, so that the disclosure of the individual aspects of the invention always includes, or allows for, reciprocal reference.

[0010] According to a first aspect, the present invention relates to a body structure for a vehicle, comprising at least one first side structure element, in particular a body pillar, a roof frame and a second side structure element, wherein the first side structure element and the second side structure element are connected or connectable to each other by at least one connecting section, wherein the connecting section has a first load path for transmitting operational loads and a second load path for transmitting crash loads, wherein the connecting section for transmitting crash loads has at least one crash mechanism, wherein the crash mechanism comprises at least one pluggable crash element and a locking structure, and wherein the crash element is arranged in the second side structure element and the locking structure is arranged on the first side structure element.where the crash element and the locking structure can only be brought into effective contact in a crash event, thereby activating the second load path.

[0011] The body structure according to the invention for a vehicle, in particular a motor vehicle, is designed to improve structural integrity and crash safety. For this purpose, a connecting section is provided, which is arranged between two side structural elements to enable load distribution both during normal operation and in the event of a crash. The body structure comprises a first side structural element, for example a body pillar, in particular an A-pillar or a B-pillar, and a second side structural element, in particular a (side) sill. These elements are connected or connectable to each other by the connecting section, which is designed to provide two different load paths for force transmission.This connection section is designed to allow two at least partially separate load paths: a first load path especially for transmitting operational loads and a second load path for transmitting crash loads.

[0012] The first load path is specifically designed to absorb and distribute the operational loads that act on the body structure during regular ferry operation. This load path ensures a stable connection between the side structural elements and enables efficient force transmission. Under normal operating conditions, everyday forces acting on the vehicle, such as vehicle weight, road forces, and dynamic influences during travel, are thus transferred via the first load path. This path preferably utilizes connection techniques such as bolted, welded, and / or adhesive bonded connections. Bolted connections offer flexibility and allow for easy assembly and disassembly, which is particularly useful for maintenance or modifications.Welded joints, on the other hand, create a permanent metallic connection that ensures high strength and stiffness, while adhesive bonds allow for even load distribution across the entire joint surface and offer additional corrosion protection. The combination of these joining techniques results in a stable and durable connection that withstands normal operational stresses.

[0013] The second load path is activated when a crash event occurs. In this scenario, the crash mechanism, consisting of a pluggable crash element and a locking structure, comes into play. The crash element is located in the second side structural element, specifically a sill, while the locking structure is located on the first side structural element, such as the B-pillar. Only in the event of a crash are the crash element and the locking structure brought together and thus functionally connected, thereby activating the second load path.

[0014] In the event of a side impact, the second load path primarily serves to transfer the forces acting on the vehicle. This path is specifically designed to efficiently absorb and distribute the high crash loads in order to prevent the side structure from intruding into the passenger compartment and to maximize occupant safety. For this purpose, an integrated crash mechanism is provided, which is only activated in the event of a crash. This mechanism comprises at least one pluggable crash element and a locking mechanism, which are specifically positioned between the first and second side structure elements.

[0015] The crash mechanism ensures that the high forces acting on the body structure during an impact are selectively transferred between the first and second side structural elements and introduced into the body. The impact energy is thus directed into the vehicle body, minimizing deformation of the passenger compartment and increasing occupant safety. At the same time, the structural integrity of the body is maintained during normal operation, as the crash mechanism is only activated in the event of an accident. This targeted load path distribution leads to improved crash safety.

[0016] In the event of a side impact, immense forces are at work, which must be absorbed by the crash mechanism. Due to the high force, the pluggable crash element moves into the locking structure, forming a robust connection. This connection transfers the crash forces directly through the crash element and the locking structure. This prevents uncontrolled intrusion of external structures into the passenger compartment and preserves the occupants' survival space. The second load path enables a controlled distribution of the impact energy, which maintains the structural integrity of the body and increases occupant safety. The separate load paths minimize the risk of overall body structure failure.

[0017] The loads occurring during a crash are initially transferred via the first load path. As soon as the first side structural element no longer possesses sufficient stability due to the loads, the second load path is activated and transfers at least some, and in particular most, of the acting loads. This ensures that the first load path is relieved of material failure by directing the increased crash loads via the second load path.

[0018] Within the scope of the invention, it can be advantageous for the crash element and the locking structure to be arranged apart from each other during normal operation, when only operational loads act on the body structure. During normal operation, when only operational loads act on the body structure, the crash element and the locking structure are arranged so that they remain spaced apart. This arrangement prevents contact between the two components as long as no increased crash loads act on the structure. The spatial separation of the crash element and the locking structure during regular driving operation prevents unwanted noise generation and premature wear of the coating or damage to these components, thus contributing to greater durability and reliability of the entire body structure.

[0019] The crash element and the locking mechanism are designed so that the effective connection for transferring crash loads is only established in the event of a crash. Only under a significant force, such as that occurring in a (side) impact, is the crash element moved towards the locking mechanism, thus creating an effective connection. This results in a stable connection that activates the second load path and effectively transfers the impact forces into the vehicle body structure. The first load path is thereby relieved of stress.

[0020] It is also conceivable that the crash element is connected to the first side structure element via at least one additional element and / or joined together. In particular, the crash element can be firmly connected to the side structure element during assembly. This enables rapid force transmission in the event of a crash and thus rapid activation of the second load path. Within the scope of the invention, it is advantageous if the crash element and the locking structure can be brought together by deformation of the first side structure element in the event of a crash, thereby establishing a functional connection and activating the second load path for the transmission of crash loads. Upon impact, a functional connection to the crash mechanism is established by deformation of the first side structure element, such as a body pillar.This deformation causes the locking structure to shift towards the crash element, resulting in a mechanical locking or latching connection and thus a second, positive-locking connection that can support the first connection in transferring crash loads.

[0021] This functional connection initiates the second load path, designed to transfer the forces generated during an impact. Once the crash element and the locking structure come into contact and interlock, the second load path is activated. This allows the crash loads to be absorbed and distributed within the vehicle body structure. Consequently, the forces are effectively diverted from critical vehicle areas and distributed across the load-bearing body elements, thus optimizing occupant protection.

[0022] The design according to the invention allows the second load path to be activated only in the event of an actual impact. This prevents the connecting elements from being subjected to unnecessary stresses during normal ferry operation, thus increasing their durability and minimizing wear or unwanted noise. Furthermore, it offers advantages in vehicle assembly, particularly with regard to tolerance compensation and the assembly of entire structural components within a single assembly process. This design also improves the crash safety of the body structure by controlling and efficiently dissipating the loads in an accident scenario.

[0023] Within the scope of the invention, the crash element may have at least one groove, hook, or angle for engaging with the locking structure. The crash element is equipped with at least one structural element, which may be designed as a groove, hook, or angle. These features serve to achieve a particularly positive locking connection with the corresponding locking structure. The geometric design of this groove, hook, or angle of the crash element enables the creation of a robust connection in the event of a collision. Upon impact and the resulting plastic deformation of the side structural element, e.g., the body pillar, a relative movement occurs between the crash element and the locking structure.During this critical phase, the groove, hook, or angle of the crash element engages with the complementarily designed locking structure, thereby achieving a mechanical coupling.

[0024] The connection created by the interlocking structural components acts as a release mechanism for the secondary load path. The locking mechanism enables efficient transfer of crash loads by directing the forces acting on the vehicle structure precisely to the load-bearing elements. The design, incorporating a groove, hook, or angle, increases the mechanical stability of the connection, resulting in improved energy absorption and distribution of impact forces. This design contributes to maintaining the structural integrity of the vehicle body and maximizes occupant protection through controlled and efficient load transfer.

[0025] It is also conceivable that the locking structure is designed as a recess, tab, or projection. The locking structure is designed as a recess, tab, or projection to create a mechanical connection with the crash element. This design of the locking structure enables an effective functional connection when the complementary mechanical elements of the crash element, such as grooves, hooks, or angles, engage. In the event of a collision, when the first side structure element undergoes plastic deformation, the crash element engages the locking structure, designed as a recess, tab, or projection, thereby generating a robust and permanent locking connection.

[0026] The mechanical connection between the crash element and the locking structure initiates the second load path, which is designed to transfer the crash loads. Its design as a recess, tab, or projection ensures the secure absorption and distribution of the impact forces to the load-bearing body structures. The geometric design of the locking structure—as a recess, tab, or projection—provides increased structural rigidity and optimizes energy absorption by facilitating the interlocking of the elements under the high dynamic loads of a crash.

[0027] This embodiment significantly contributes to maintaining the structural integrity of the body structure and enables efficient dissipation of impact energy, thereby maximizing occupant protection. It is also conceivable that the functional connection in the event of a crash can be achieved by means of a positive fit. In the event of a collision, the functional connection between the crash element and the locking structure is achieved by means of a positive fit. This positive fit results in particular from the engagement of the mechanical elements of the crash element (groove, hook, or angle) with the corresponding geometries of the locking structure (recess, tab, or projection). This positive-locking connection achieves a robust and reliable mechanical connection that enables efficient load transfer.

[0028] The positive locking mechanism in the crash mechanism enables a controlled and efficient transfer of the forces generated during an impact into the body structure. This type of connection specifically initiates the second load path, which is designed for the absorption and safe dissipation of crash loads. The positive locking is achieved primarily through appropriate plastic deformation of the first side structural element, ensuring that the structure, and especially the coating in the area of ​​the crash mechanism, remains unaffected during regular ferry operation.

[0029] The implementation of a positive locking mechanism ensures that the mechanical components of the crash mechanism achieve their full effectiveness in the event of a collision by enabling a safe and stable force transmission.

[0030] Within the scope of the invention, the crash element can be cylindrical, rectangular, L-shaped, or U-shaped. With a cylindrical shape, the cylindrical or pin-shaped design enables homogeneous force transmission and a stable mechanical connection with the locking mechanism. This geometry is advantageous for a reliable transition to the locking position when the side structure elements deform. Furthermore, manufacturing a cylindrical crash element is simple and therefore cost-effective. The L-shaped design of the crash element generates additional mechanical leverage, which can increase the locking efficiency. This configuration proves advantageous in cases of complex deformation of the body structure, as it offers an extended contact area and thus ensures a positive fit.A U-shaped design of the crash element ensures an increased surface area for engagement with the locking mechanism, resulting in greater connection stability. This geometry is characterized by a particularly effective distribution of impact energy across the structure and guarantees a robust mechanical connection. A rectangular profile of the crash element provides the highest reliability.

[0031] Furthermore, the invention may provide that the first load path has a bolted connection, a welded connection and / or an adhesive bond. The first load path of the body structure is designed to have a bolted connection, a welded connection and / or an adhesive bond in order to reliably transmit the operating loads.

[0032] The bolted connection in the first load path can, for example, be designed as a flow-drilling screw connection. This offers the advantage of high mechanical strength and flexibility, which is particularly useful when joining different materials. It ensures that the components are securely connected and the loads are distributed evenly. Flow-drilling screws are special fasteners that create a thread in the workpiece when screwed in. Unlike conventional screws, which require a pre-drilled hole, these screws form their own thread through plastic deformation of the material. This eliminates the need for pre-drilling, significantly reducing assembly time.

[0033] A welded joint provides a very strong and durable connection capable of efficiently transferring high operational loads. It is particularly suitable for use in vehicle bodies, as it increases structural integrity and enables a seamless connection between the side structural elements. Welding ensures that the joint remains stable even under heavy mechanical stress. Spot welding is the primary method used. In spot welding, two or more metal sheets are welded together at a specific point using heat and pressure. Welded joints, especially spot welding, offer high strength and are particularly well-suited for joining steel sheets. Spot welding is especially advantageous because it guarantees a stable and durable connection.Another advantage is the possibility of automation, which increases production efficiency.

[0034] Additionally, the primary load path can also include an adhesive bond, which enables a uniform stress distribution across the entire bonded area. Adhesive bonds are particularly advantageous when joining dissimilar materials such as metal and plastic, as they can distribute loads over a larger area and dampen vibrations. This property helps to increase the structural strength and durability of the joint without the thermal stresses that can occur during welding affecting the materials.

[0035] Combining these joining techniques in the primary load path ensures that operational loads are reliably and effectively transferred between the side structural elements. For example, a combination of adhesive bonding and spot welding can be used to optimize both the stiffness and strength of the joint. When joining the roof structure, B-pillar, and sill, such a hybrid solution could improve structural integrity while simultaneously reducing overall weight.

[0036] With regard to the present invention, it is conceivable that the second side structural element has at least one crash element receptacle and that the crash element is arranged, in particular inserted, in the crash element receptacle of the second side structural element. The second side structural element of the body structure has at least one crash element receptacle, which is specifically designed to receive the crash element and hold it in the correct position. The crash element is arranged in this crash element receptacle of the second side structural element, in particular being inserted to ensure stable and secure placement. This crash element receptacle is designed such that it holds the crash element firmly in its position, so that it has no freedom of movement during normal driving operation and no unnecessary stresses act on the mechanical connection.

[0037] The push-fit design of the crash element allows for easy installation. The receptacle acts as a fix, precisely holding the crash element in the correct orientation to effectively engage the locking mechanism and activate the second load path when the first side structural element deforms. This arrangement maximizes structural strength and ensures that the forces generated during an impact are transferred to the body structure in a controlled and efficient manner.

[0038] The combination of the crash element receptacle and the inserted crash element ensures that the crash mechanism functions reliably in the event of a crash and does not produce any disruptive noises during normal operation, while simultaneously allowing for easy assembly. It is also conceivable that, after insertion into the second side structure element, the crash element could be connected to the first side structure element via an additional part to reinforce the locking mechanism under crash deformation.

[0039] Furthermore, it is conceivable that at least two crash elements are provided, with the two crash elements being arranged, in particular, on a common base plate. The body structure is designed such that at least two crash elements are provided, preferably arranged on a common base plate. This arrangement enables a stable and reliable crash mechanism, especially because at least two crash elements can be brought into operative contact with the locking structure. The common base plate serves as a structural foundation that firmly connects both crash elements, holds them precisely in position, and simplifies assembly. This ensures that the crash elements can be activated simultaneously and uniformly upon impact in order to optimally transfer the resulting forces into the body structure.Furthermore, the design achieves a plug-like geometry that allows for easy and secure assembly. Accordingly, it is conceivable that the base plate incorporates a mounting aid, such as a poke-yoke geometry. This ensures that the crash element is positioned correctly within the receptacle.

[0040] Mounting at least two crash elements on a common base plate ensures an even distribution of loads, significantly increasing the effectiveness of the crash mechanism. This design allows the impact energy to be distributed across two crash elements on the secondary load path, further improving the structural integrity of the vehicle body and maximizing occupant protection. The base plate acts not only as a mounting but also as a stabilizing element, supporting the alignment and interaction of the crash elements.

[0041] This multiple arrangement of crash elements on a common base plate thus contributes to increased crash safety by optimizing load distribution and reinforcing the mechanical stability of the connection. This ensures that the body structure reliably fulfills its function even under high loads and that the safety requirements are met in the event of a crash.

[0042] Within the scope of the invention, it can be advantageous for the at least one crash element to have a fastening means, wherein the crash element is attached to the second side structural element by means of the fastening means. The crash element of the body structure is equipped with a special fastening means that serves to securely fix the crash element to the second side structural element. This fastening means enables a stable and permanent connection of the crash element to the second side structural element, which is, for example, designed as a sill. The fastening means can be designed such that it encompasses at least a portion of the second side structural element, thereby ensuring a firm and stable positioning of the crash element. It is preferred that the fastening means has a geometry complementary to the second side structural element.Accordingly, it is conceivable that the fastener is designed as an angle profile or U-profile, thus encompassing the second side structural element, particularly in sections and around its circumference. Additionally, the fastener can have a force-fit, form-fit, and / or material-fit connection with the second side structural element. A force-fit connection utilizes the frictional forces between the contact surfaces of the crash element and the side structural element to ensure a reliable fastening. In a form-fit connection, mechanical elements of the fastener, such as grooves, hooks, or dowel pins, engage with corresponding structures of the side structural element, thus ensuring precise positioning and functional connection. In a material-fit connection, the fixing is achieved by welding or bonding the materials, resulting in a particularly strong and inseparable bond.In particular, it is conceivable that the crash element, especially the fastening device, is welded, screwed or glued to the second side structural element.

[0043] These designs for attaching the crash element using the fastener ensure a high degree of flexibility and adaptability to the structural requirements of the body. The fastener not only contributes to structural stability but also ensures that the crash element can reliably fulfill its intended function in the event of a crash by transferring the mechanical forces into the body structure in a controlled manner.

[0044] Within the scope of the invention, it is conceivable that the first side structural element is designed as a B-pillar and the second side structural element as a sill. In this embodiment of the body structure, the first side structural element is designed as a B-pillar and the second side structural element as a sill. The B-pillar forms the vertical connecting element between the roof frame and the sill and serves as a central load-bearing structure that can absorb and dissipate high forces in a side impact. The sill is positioned as a horizontal structural element at the lower edge of the vehicle body and provides additional stability and strength to the entire side structure.

[0045] This specific configuration of B-pillar and sill enables optimal force distribution in the event of a crash, as the two elements work together to efficiently distribute the forces acting on the vehicle body. The connection between the B-pillar and the sill is achieved by the connecting section, which is equipped with the previously described crash elements and the locking mechanism.

[0046] In a crash, the B-pillar acts as the primary load path, absorbing the forces of a side impact and transferring them to the sill and roof structure. The sill, which is rigidly connected to the vehicle floor, then distributes these forces evenly across the load-bearing body components. This design of the side structural elements as the B-pillar and sill contributes to improved crash safety by directing the impact energy into the body structure, thereby increasing occupant safety.

[0047] According to a second aspect, the present invention relates to a vehicle with a body structure according to the first aspect of the invention.

[0048] The advantages described in detail with respect to the body structure according to the first aspect of the invention apply equally to the vehicle according to the second aspect of the invention.

[0049] Further advantages, features, and details of the invention will become apparent from the following description, in which several embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can be essential to the invention individually or in any combination. The following are shown schematically:

[0050] Figure 1 shows a possible embodiment of a body structure according to the invention,

[0051] Figure 2 shows an enlarged section of the body structure from Fig. 1 ,

[0052] Figure 3 shows a possible embodiment of a crash element according to the invention,

[0053] Figure 4 shows a section of a body structure according to the invention in operation,

[0054] Figure 5 shows the section according to Fig. 4 in the event of a crash with a deformed side structural element, and

[0055] Figure 6 shows a vehicle with a body structure according to the invention.

[0056] The figures use identical reference numerals for the same technical features, even for different embodiments.

[0057] Fig. 1 shows a possible embodiment of a body structure 100 according to the invention for a motor vehicle. The side body structure 100 is shown in particular. The side structure is essentially formed by the side structure elements 110 in the form of the A-, B-, and C-pillars. The A-pillar, as the front corner pillar, connects the roof frame 120 to the front longitudinal member and the sill 130. It is generally designed as a closed profile with a varying cross-section to maximize both bending and torsional stiffness. The B-pillar, positioned centrally in the side structure, connects the roof frame 120, sill 130, and floor structure. It is specifically designed as a multi-chamber profile with integrated reinforcements to optimize energy absorption in a side impact.The C-pillar, as the rear termination of the side structure, connects the roof frame 120 with the rear longitudinal member and the sill 130. Its design takes into account the requirements for roof rigidity, the integration of the rear door opening and the load paths in the rear area.

[0058] The first side structural element 110 often functions as the B-pillar, positioned as a central support between the front and rear doors. This pillar plays a crucial role as the primary load path, absorbing the forces generated in a side impact and transferring them to the rocker panel 130. It connects to the roof frame 120, which runs along the vehicle's roofline and is an essential component of the body structure. The roof frame 120 links the various structural elements together and ensures an even distribution of forces in a side impact or rollover.

[0059] The sill 130 extends as a continuous structural element along the side of the vehicle between the A-pillar and C-pillar. It serves as a force-fit connection between the pillars 110 and contributes significantly to the torsional rigidity of the body. The sill 130 is preferably designed as a closed profile with integrated reinforcements and deformation zones to dissipate impact energy in a controlled manner during a side impact.

[0060] The second side structural element 130, designed in this case as a sill, extends along the lower edge of the vehicle. It connects the front and rear sections of the body structure 100 and reinforces it by serving as a stabilizing base upon which the first side structural element 110 rests. The sill 130 contributes significantly to energy absorption by distributing the forces generated during an impact across the entire vehicle structure.

[0061] The first side structural element 110, here exemplified by the B-pillar, and the second side structural element 130, here exemplified by the sill 130, are connected to each other by a connecting section 140. This connecting section 140 serves to transmit forces between the two side structural elements 110 and 130 and is designed to absorb both operational loads and crash loads. For this purpose, the connecting section 140 has two separate load paths 150 and 160: a first load path 150 for transmitting operational loads, for example, due to uneven road surfaces or cornering, and a second load path 160 for transmitting crash loads in the event of a side impact.

[0062] The second load path 160 is activated by a crash mechanism 10, which comprises two pluggable crash elements 11 and a locking structure 12. The crash element 11 is integrated into the second side structure element 130, while the locking structure 12 is located on the first side structure element 110.

[0063] Under normal operating conditions, crash element 11 and locking structure 12 are not connected. Only in the event of a crash, when the forces acting on the vehicle body exceed a defined threshold, are crash element 11 and locking structure 12 brought into operative connection. This activates the second load path 160, and the crash energy can be dissipated in a controlled manner via the connection section 140.

[0064] The first load path 150, responsible for transmitting the operating loads, is realized by a bolted connection. For this purpose, bolts 16 are provided that firmly connect the first side structural element 110, in this case the B-pillar, to the second side structural element 130, the sill. This bolted connection ensures a rigid and reliable connection between the two components during normal operation, so that the forces occurring, for example, due to uneven road surfaces or cornering, can be safely transmitted.

[0065] As already mentioned, a crash mechanism 10 is provided for activating the second load path 160 in the event of a crash. This mechanism is characterized by two crash elements 11, which are spaced apart but arranged next to each other on the sill 130. The crash elements 11 are preferably inserted into the sill 130 to ensure easy installation and defined positioning.

[0066] In the event of a crash, when the forces acting on the body structure 100 exceed a critical value, the crash elements 11 are brought into operative contact with the locking structure 12 on the B-pillar 110. This occurs, for example, through a positive-locking connection that is only activated when a defined force threshold is exceeded. The operative connection of the crash elements 11 with the locking structure 12 activates the second load path 160, and the crash energy can be dissipated in a controlled manner via the connection section 140. The use of two crash elements 11 offers the advantage that energy absorption in the event of a crash can be further increased. Furthermore, the spatial separation of the crash elements 11 allows for targeted control of the deformation behavior of the body structure 100 in the event of a crash.

[0067] Fig. 2 shows a section of the body structure 100 according to the invention, wherein the first side structure element 110 is shown partially transparent, so that the crash mechanism 10 is recognizable.

[0068] The two crash elements 11, which are arranged in the sill 130, extend out of it section by section. The part of the crash elements 11 inserted into the sill 130 is not visible in the figure, so only a part of the crash elements 11 is shown.

[0069] The four screws 16 of the screw connection, which form the first load path 150, are visible. These screws 16 firmly connect the B-pillar 110 to the sill 130 and ensure a rigid connection between the two components, especially during normal operation.

[0070] The crash elements 11 have a groove 13 on their upper side. This groove 13 serves for a positive-locking connection with the locking structure 12 on the B-pillar 110 in the event of a crash.

[0071] Fig. 3 shows a section of a side structural element 130 in the form of a sill. The side structural element has a crash element receptacle 131, which is formed as a recess or bore in the side structural element 130. The two crash elements 11 are arranged in the two crash element receptacles 131 or the bores provided for this purpose, in particular by being inserted as indicated. For easier positioning and secure assembly, the two crash elements 11 are arranged on a common base plate 14. Furthermore, it can be seen that the two crash elements 11 each have a groove 13 along their upper length.

[0072] Figure 4 shows a side view of the crash mechanism 10 according to the invention for the first load path 150 in the connecting section 140 of the body structure 100. The side structural element 130, which is preferably designed as a sill, is shown in section. The sill extends as a continuous structural element along the side of the vehicle between the A-pillar and C-pillar. It serves as a force-fit connection between the pillars 110 and contributes significantly to the torsional stiffness of the body. The sill is designed as a closed profile with integrated reinforcements and deformation zones to dissipate the impact energy in a controlled manner during a side impact. The two crash elements 11 are arranged parallel to each other within the sill. The groove 13 is visible on at least one crash element 11. Furthermore, the side structural element 110, which is preferably designed as a B-pillar, is also visible.The locking structure 12 is arranged on the B-pillar. The locking structure 12 is designed as a substantially cylindrical element and is attached to the B-pillar, in particular by a force-fit and / or material-fit connection. It can be seen that the locking structure 12 is essentially complementary to the groove 13 of the crash element 11.

[0073] The locking structure 12 and the crash elements 11 are arranged apart from each other, forming a gap, as shown in Fig. 4. Accordingly, during normal operation, when no crash has occurred, the crash element 11 and the locking structure 12 are not in contact. This prevents unwanted noise generation and keeps the corrosion coating undamaged. One possible embodiment of the invention involves connecting the crash element 11 and the locking structure 12 to each other during the body assembly process using additional components or joining techniques, in order to enable the second load path to be activated as quickly as possible in a crash.

[0074] Figure 5 shows a section of Figure 4 in a crash scenario, where the side structural element 110 has deformed due to increased crash loads. In the connecting section 140, the first load path 150 is formed by a bolted connection using the screws 16. The second load path 160 is formed by the crash mechanism, comprising the crash element 11 and the locking structure 12. The arrow indicates the orientation of the second load path 160, which is activated by the crash and the deformation of the side structural element 110. The side structural element 110, here the B-pillar, is deformed in such a way that the locking structure 12 and the crash element 11 come into operative contact. This is made possible by pressing the locking structure 12 into the groove 13 of the crash element 11, so that the force is directed from the B-pillar into the crash element 11 and thus into the sill.It is evident that the crash element 11 is slightly tilted due to the enormous forces and thus absorbs the energy and transfers it into the sill. Accordingly, the deformation of the B-pillar transfers the load into the second load path 160, and the first load path 150 is relieved.

[0075] Fig. 6 schematically shows a vehicle 200 with a body structure 100. The body structure includes the side structural elements 110, with the A-, B-, and C-pillars shown here as examples. The roof frame 120 and the sill 130 are also shown. The connecting section 140 with the crash mechanism 10 on the B-pillar 110 is shown here as an example.

[0076] Reference symbol

[0077] Crash mechanism

[0078] Crash element

[0079] Interlocking structure

[0080] Nut

[0081] Base plate

[0082] Fasteners

[0083] screw

[0084] Body structure first side structural element / pillar

[0085] Roof frame second side structural element / sill

[0086] Crash element recording

[0087] Connecting section first load path second load path

[0088] vehicle

Claims

Patent claims 1. Body structure (100) for a vehicle (200), comprising at least one first side structure element (110), in particular a body pillar, a roof frame (120) and a second side structure element (130), wherein the first side structure element (110) and the second side structure element (130) are connected or connectable to each other by at least one connecting section (140), wherein the connecting section (140) has a first load path (150) for transmitting operational loads and a second load path (160) for transmitting crash loads, wherein the connecting section (140) for transmitting crash loads has at least one crash mechanism (10), wherein the crash mechanism (10) comprises at least one pluggable crash element (11) and a locking structure (12), and wherein the crash element (11) is arranged in the second side structure element (130) and the locking structure (12) is arranged on the first side structure element (110).wherein the crash element (11) and the locking structure (12) can only be brought into operative contact in a crash event, thereby activating the second load path (160).

2. Body structure (100) according to claim 1, characterized in that the crash element (11) and the locking structure (12) are arranged apart from each other in normal operation when only operating loads act on the body structure (100).

3. Body structure (100) according to claim 1 or 2, characterized in that the crash element (11) and the locking structure (12) can be brought together by deformation of the first side structure element (110) in the event of a crash, whereby an effective connection can be established and the second load path (160) can be activated for the transmission of crash loads.

4. Body structure (100) according to one of the preceding claims, characterized in that the crash element (11) has at least one groove (13), a hook or an angle for locking with the locking structure (12).

5. Body structure (100) according to one of the preceding claims, characterized in that the locking structure (12) is designed as a recess, tab or projection.

6. Body structure (100) according to one of the preceding claims, characterized in that the functional connection in the event of a crash can be achieved by means of positive locking.

7. Body structure (100) according to one of the preceding claims, characterized in that the crash element (11) is cylindrical, rectangular, L-shaped or U-shaped.

8. Body structure (100) according to one of the preceding claims, characterized in that the first load path (150) has a screw connection, a welded connection and / or an adhesive connection.

9. Body structure (100) according to one of the preceding claims, characterized in that the second side structure element (130) has at least one has a crash element receptacle (131) and the crash element (11) is arranged, in particular inserted, in the crash element receptacle (131) of the second side structure element (130).

10. Body structure (100) according to one of the preceding claims, characterized in that at least two crash elements (11) are provided, wherein the two crash elements (11) are arranged on a common base plate (14).

11. Body structure (100) according to one of the preceding claims, characterized in that the at least one crash element (11) has a fastening means (15) wherein the crash element (11) is fastened to the second side structure element (130) by means of the fastening means (15).

12. Body structure (100) according to one of the preceding claims, characterized in that the first side structure element (110) is designed as a B-pillar and the second side structure element (130) is designed as a sill.

13. Vehicle (200), comprising a body structure (100) according to one of the preceding claims.

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