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) comprises a locking mechanism (10); wherein the locking mechanism (10) comprises a translationally movable locking means (11) and the locking means (11) can be brought into a locked position (I) in which the lateral structural members (110, 130) are locked together, and into an unlocked position (II) in which the lateral structural members (110, 130) are arranged so as to be movable in relation to one another at least in portions. 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 for 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 in this process 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 coating is at least reduced.

[0009] The foregoing 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 makes, or can make, reciprocal references.

[0010] According to a first aspect, the present invention relates to a body structure for a vehicle, in particular a motor 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 locking mechanism, wherein the locking mechanism has a locking means that is in particular translationally movable and the locking means can be brought into a locking position in which the side structure elements are locked to each other and into an unlocking position in which the side structure elements are arranged to be movable relative to each other at least section by section.

[0011] The body structure of a vehicle, particularly a motor vehicle, comprises numerous load-bearing and stabilizing elements that together form a rigid, resilient, and torsionally resistant vehicle structure. Key components of this body structure include a primary side structural element, such as an A- or B-pillar, and a secondary side structural element, which typically also serves as a load-bearing element of the vehicle's side and is primarily designed as a sill. These side structural elements play a crucial role in absorbing forces acting on the vehicle structure in the event of an accident and in the overall stability of the body.

[0012] Between these side structural elements is a connecting section designed to securely join the two components. This connecting section features a locking mechanism used to join the two side structural elements during the body assembly process. This locking mechanism allows the two side structural elements to be loosely fitted together initially, ensuring a degree of movement and flexibility during component alignment. Only after complete assembly and correct positioning is the locking mechanism activated to create a positive and / or force-fit connection.

[0013] The locking mechanism consists of a translationally movable locking element. This locking element is designed to be displaced along a linear axis, allowing it to move between a locked and an unlocked position. In the locked position, also called the locking position, the two side structural elements are firmly locked together. This means that separation or relative movement of the two elements is impossible. This is achieved by the mechanical detent of the locking element.

[0014] In the unlocked position, which is assumed particularly during the assembly process, the side structure elements are not fixed and can move relative to each other. This allows for a degree of mobility during assembly to ensure optimal alignment of the components before the locking mechanism is activated. The advantage of the locking mechanism lies in the flexible positioning of the components before final fixation. This offers significant benefits, especially in the context of automated or semi-automated vehicle assembly processes, as it allows the side structure elements to be positioned before the final fixation by the locking mechanism.

[0015] The locking mechanism is preferably mechanical. In the case of a mechanical system, a manual or automatically controlled linear displacement of the locking means can be performed to firmly connect the side structural elements.

[0016] Another advantage of this body structure is the possibility of late assembly in the vehicle manufacturing process. By initially loosely connecting the side structure elements and only locking them in place after precise positioning, potential misalignments or tolerance deviations can be corrected during assembly. This reduces assembly effort and the complexity of body manufacturing, especially when different vehicle variants are assembled on the same production line. Furthermore, the late fixing of the components simplifies the assembly process and allows for quick and easy adjustments between the components.

[0017] This design not only contributes to the overall stability and safety of the vehicle, but also optimizes the manufacturing process in terms of flexibility and efficiency. Particularly in modern vehicle designs, where a high degree of component modularity is required, the described locking mechanism offers significant advantages for production and the structural integrity of the body.

[0018] Within the scope of the invention, it can be advantageous for the locking means to be designed as a translationally movable support rail, wherein the support rail is arranged to be translationally displaceable within the second side structural element. The locking mechanism is structurally designed such that it has a translationally movable locking means that is designed as a support rail. This support rail is designed to be arranged within the second side structural element and to enable translational movement along a defined axis there.

[0019] The support rail itself is a mechanical element, preferably made of a high-strength material such as steel or aluminum, to withstand the mechanical stresses that occur during an accident. The rail is elongated and has suitable guide elements integrated into the structure of the second side structural element. These guide elements enable linear movement of the support rail along a predetermined translational axis. Guidance can be achieved by slots, guide rods, or rails integrated into the second side structural element, which keep the movement of the support rail within a defined path.

[0020] The second side structure element itself is designed to accommodate and guide the support rail in a defined position. It is conceivable that the support rail is arranged in a pocket or chamber within the second side structure element, with the chamber being designed to provide sufficient space for the movement of the support rail while simultaneously ensuring stable guidance of the rail during movement.

[0021] In its unassembled state, before the side structure elements are locked together, the support rail is in a rest or unlocking position. In this position, the rail is arranged so that it does not touch or block the first side structure element, allowing the side structure elements to remain movable relative to each other, or enabling the first side structure element to be positioned within the second side structure element.

[0022] During the assembly process, after the first and second side structure elements have been aligned and joined, the support rail is moved. This occurs through a translational shift of the rail within the second side structure element. This movement can be triggered mechanically or magnetically. In a mechanical design, for example, a lever mechanism could be actuated, shifting the rail towards the first side structure element. In an automated production line, the movement of the support rail could be controlled by an actuator or an electric motor, which moves the rail precisely into the locking position. Once the support rail has reached its locking position, it engages with corresponding receiving or locking elements of the first side structure element.These locking elements can be designed as notches, hooks, or positive-locking counterparts in the first side structure element, such that the rail establishes a firm connection between the two side structure elements when it reaches the locking position. This positive-locking connection achieves a movement fix that prevents the two structure elements from loosening or shifting. The support rail acts as a mechanical bridge connecting the side structure elements and distributing forces between them. It is also conceivable that the receiving or locking elements of the first side structure are designed as deformable bolts or hook elements, which are deformed by the support rail and fixed in the deformed position.In this design, subsequent disassembly is no longer possible; the clamping forces between the formed bolt or hook element of the first side structure and the support rail result in a strong fixation of the components to each other - especially also of the support rail.

[0023] Within the scope of the invention, it is conceivable that the locking means comprises at least one fastener receptacle. This fastener receptacle is a component of the locking mechanism and serves to accommodate an additional fastener, which contributes to the permanent mechanical connection of the first and second side structural elements. The fastener receptacle is designed to function as a receiving point for the fastener, such as a screw or bolt.

[0024] The fastener receptacle can be located in the second side structural element or in the support rail itself and ensures that a secure and permanent mechanical connection can be established after the initial locking of the two side structural elements. The use of a fastener increases the structural stability of the connection by securing the side structural elements not only through the positive locking mechanism but also through a separate fastener.

[0025] It can further be provided that the fastener receptacle is designed to receive a fastener, such as a screw. For example, the fastener receptacle could be designed as a cylindrical bore or recess in the support rail or side structural element, precisely matched to the fastener to be used, such as a screw or bolt. In a preferred embodiment, the fastener receptacle could be designed to both facilitate the insertion of the fastener and ensure precise centering and guidance of the fastener during assembly. This leads to improved assembly efficiency and increases the quality of the connection.

[0026] It is also conceivable that the fastener is a screw and the fastener receptacle is a nut, which can be a weld nut or a thread in the locking element or the support rail. A weld nut is a fastener that is permanently connected to one of the side structure elements or the support rail by being fixed in place through a welding process before assembly. This design allows the first side structure element to be fastened to the second side structure element by means of a screw connection. The screw can pass through the first side structure element and be screwed into the fastener receptacle, i.e., the nut, to create a secure, force-fit connection.The use of a weld nut offers the advantage of ensuring a repeatable and reliable connection that remains stable even under dynamic loads or vibrations during vehicle operation. The thread is preferably formed in the locking element, ideally in a support rail. This simplifies manufacturing and reduces the number of components.

[0027] The combination of a translationally movable locking element and an additional screw connection system maximizes the stability and reliability of the connection. Furthermore, this connection can be integrated into automated assembly processes, thereby further optimizing the manufacturing process. Particularly in vehicles that utilize a modular platform, where various body parts can be flexibly assembled, this invention enables greater flexibility and precise positioning and fastening of the structural elements.

[0028] The mechanical connection using screws and nuts not only offers the possibility of a secure mechanical connection, but also allows for easy disassembly of the structure in the event of repairs or replacements. This connection not only improves the structural integrity of the body, but also provides flexibility in the assembly process and facilitates subsequent vehicle maintenance.

[0029] It is also conceivable that the fastener and its receptacle form a first load path, and the locking mechanism a second load path, with the first load path designed to transmit operational loads and the second load path designed to transmit crash loads. The body structure is designed to withstand both normal operational loads and the exceptional forces encountered during an accident. Each of these load paths is tailored to the type of forces it is intended to transmit in order to ensure optimal performance of the body structure.

[0030] The first load path, formed by the fastener and its receptacle, is primarily designed to transmit operational loads. These loads occur during normal vehicle use, for example, due to driving dynamics, vibrations, engine and chassis influences, as well as general structural stresses acting on the vehicle during operation. The fastener, preferably a bolt, and its associated receptacle, preferably a weld nut or a thread in the support rail, serve to firmly connect the side structural elements and ensure the long-term stability of the connection under regular operational loads.The screw connection creates a firm mechanical connection that not only connects the two side structural elements in a form-fitting manner, but also effectively distributes the forces acting on the structure and transfers them into the surrounding body structure.

[0031] This first load path is specifically designed to absorb primarily axial and transverse forces acting on the bolt direction, which occur during normal driving conditions. Choosing a bolted connection system offers the advantage that the connection withstands high tensile and compressive forces while remaining flexible enough to resist vibrations and repeated dynamic loads without any loss of strength. The interaction of the bolt and weld nut allows for automated and controlled connection during series production, ensuring structural integrity and long-term load-bearing capacity.

[0032] The second load path, realized through the locking mechanism, forms an additional path specifically designed for the transmission of crash loads. Crash loads differ significantly from operational loads because they generate extreme forces in a very short time, which can act on the body structure from various directions. In the event of an accident, enormous forces are exerted on the side structural elements, deforming the vehicle and protecting the occupants by dissipating and dissipating these forces in a controlled manner. The locking mechanism, which connects the side structural elements within the body structure in the event of a crash, is designed to absorb these crash loads and provide maximum structural strength in this exceptional situation.The locking mechanism, in particular the translationally movable support rail, engages with the structure of the first side structural element, forming a positive-locking connection that withstands high transverse and bending forces. The design of the locking mechanism, in which the support rail is moved into a locking position, allows the connection to provide additional stiffness when sudden crash loads act on the side structural elements. The second load path is thus designed to absorb the forces generated during an accident and transfer them to the surrounding structure to prevent uncontrolled deformation of the vehicle body.

[0033] Crucially, the first load path, implemented through the fastener, experiences less stress during an accident because operational loads are significantly lower compared to crash loads. Therefore, the locking mechanism, which forms the second load path, acts as the primary force transmission unit during a crash. This dual load path system efficiently distributes the different load types across various structural elements and fasteners, ensuring optimal performance in both scenarios – normal operation and accidents.

[0034] While the bolted connection is designed for long-term stability and repeated stress under operating conditions, the locking mechanism can be constructed to be more robust and rigid in order to withstand the extreme forces of a single accident. This not only contributes to improved safety but also increases the service life and reliability of the entire body structure.

[0035] The combination of load paths also prevents the bolted joint from being excessively stressed and potentially damaged during an accident. Instead, the locking mechanism assumes an additional load, thus preserving the integrity of the bolted joint and potentially making it easier to repair or replace after an accident. Together, the first and second load paths create a highly efficient and robust structure that meets the demands of both normal ferry operations and crash events.

[0036] Within the scope of the invention, it is optionally possible for the first side structural element to have at least one receptacle for the locking element, wherein the locking element is arranged at least partially within the receptacle in the locked position. This receptacle enables the locking element to reliably establish a firm mechanical connection between the two side structural elements in the locked position. The receptacle is designed such that it can accommodate the locking element at least partially when the locking element is moved into the locked position. The receptacle in the first side structural element can be implemented as a material recess that is precisely machined into the material of the side structural element. This material recess serves as a positive-locking interface for the locking element.One possible embodiment of this material recess is an elongated slot milled or punched into the first side structural element. The slot is dimensioned to precisely accommodate the shape of the locking element, which in this case is designed as a support rail. This means that the dimensions and shape of the slot are chosen so that the locking element, in the locked position, slides into the slot and anchors itself positively in the receptacle. This enables a stable fixation of the side structural elements relative to each other, as the locking element is blocked in the material recess of the first side structural element, thus preventing any further relative movement of the two structural elements.

[0037] In a preferred embodiment, the slot can have a slightly conical shape, so that the locking element gradually slides into position and is securely locked as it enters the receptacle. This conical shape facilitates the movement of the locking element into its final position and simultaneously increases the strength of the locking mechanism, since the locking element is pulled firmly into the receptacle during the final part of its movement.

[0038] Another possible design for the recess could be a rectangular or trapezoidal shape, allowing the locking mechanism to act on the recess in different directions. This offers additional flexibility in the design of the body structure and enables the locking mechanism to be adapted to the varying geometric requirements of the structural elements. Furthermore, it is conceivable that the recess could be designed to be deformable during assembly, thus creating clamping forces between the locking mechanism and the recess. This design also allows for the compensation of local tolerances.

[0039] In the assembled state, after the locking element has been moved into the locking position, it is located, at least partially, within the recess of the first side structural element. This means that part of the locking element, for example, the end or a predefined section of the support rail, engages in the recess and is mechanically anchored there. This results in a positive-locking connection in which the locking element and the recess work together to connect the side structural elements in a movement-resistant manner. This configuration ensures that the connection remains stable even under high loads, such as those occurring during an accident, and does not allow any relative movement between the two structural elements.

[0040] The slotted recess in the material offers the additional advantage of guiding the locking element during the locking movement. As the locking element moves along its axis of translation, the slot holds it in the correct position, allowing it to slide precisely into the final locking position. This mechanical guidance process improves the overall accuracy of the connection and reduces the risk of misalignment or jamming during the locking process.

[0041] Furthermore, the invention may provide for the locking element to be made of steel. Steel offers advantages due to its excellent mechanical properties, enabling it to meet the high demands placed on the strength, toughness, and durability of the locking element. Steel is a preferred material because it exhibits high tensile and compressive strength and is highly resistant to dynamic loads such as those occurring in vehicle bodies.

[0042] The locking mechanism, designed as a translationally movable support rail, is either made entirely of steel or at least incorporates steel, which may be surrounded by another protective layer, for example, a corrosion-resistant material. The use of steel for the locking mechanism ensures that the mechanical connection of the side structural elements possesses a high degree of structural integrity. The steel enables the locking mechanism to transmit high loads, both during normal vehicle operation and under the extreme conditions encountered in an accident.

[0043] Another important aspect of using steel for the locking element is its high stiffness, which prevents significant deformation of the locking element under load. This property is crucial because even small deformations of the locking element could impair the function of the locking mechanism. Since the locking element engages in the recess of the first side structural element, it must maintain precise shape and dimensions to ensure a secure positive fit. Steel offers the advantage here of exhibiting minimal elastic deformation under load, thus ensuring the precision of the locking mechanism.

[0044] To improve the corrosion resistance of the steel, the locking mechanism can undergo a surface treatment. Since vehicle bodies are regularly exposed to moisture, salt, and other corrosive substances, it is important that the steel locking mechanism is protected from corrosion. One advantageous method for improving the corrosion resistance of steel is galvanizing, in which a thin layer of zinc is applied to the surface of the steel, acting as a barrier against moisture and oxygen. Alternatively, other surface coatings, such as powder coatings or anodic protective layers, could be applied to ensure a longer service life and better resistance to environmental influences.

[0045] With regard to the present invention, it is conceivable that the second side structural element has a guide, in particular a guide chamber, in which the locking means is guided. This guide, which is preferably designed as a guide chamber, serves to guide the locking means, which is designed as a translationally movable steel support rail, in a defined path and to control its movement during the locking and unlocking process.

[0046] The guide chamber in the second side structural element is designed to guide the locking element in its translational movement along a predetermined axis. This guide ensures that the locking element remains in a precise position and that the movement is smooth and without deviation. Precise guidance is particularly important because, during the locking process, the locking element must engage precisely in the receptacle of the first side structural element to guarantee a positive and non-positive connection between the two side structural elements.

[0047] The guide chamber can be designed as a hollow profile integrated into the second side structural element or as a specially designed cavity within the structure of the side structural element. This chamber is adapted to the dimensions and geometry of the locking element so that the locking element is guided precisely and moved along the specified translational direction.

[0048] The guide chamber itself can be machined from the material of the second side structural element or manufactured as a separate component and integrated into the second side structural element.

[0049] The guide chamber itself can be designed differently depending on the specific requirements of the application. In a particularly robust embodiment, the chamber could be additionally equipped with reinforcing ribs or reinforced wall structures to better distribute the loads acting on the structure during an accident. Since the locking mechanism plays a key role in transferring crash loads during an accident, the guide chamber must be strong enough to absorb the forces acting on the locking mechanism without deformation or damage. In this context, the guide chamber could also be made of high-strength steel or another resistant material designed to withstand high loads.

[0050] Furthermore, it is conceivable that the first side structural element has locking elements. These locking elements, such as hooks or a cam guide, serve to establish a secure mechanical connection with the locking device as soon as it is brought into the locking position.

[0051] The locking elements of the first side structural element, in the form of hooks, are designed to interact positively with the locking element when it moves into the locked position. These hooks can be designed as outwardly projecting elements attached to the edges or recesses of the first side structural element. They are preferably made of a high-strength material such as steel to withstand the forces that occur during locking and under mechanical stress, such as in an accident. The hooks are positioned so that they are in direct contact with the locking element as soon as it moves into the locked position, thus creating a firm and stable connection between the side structural elements.

[0052] As the locking element, typically in the form of a carrier rail, moves translationally along the guide chamber in the second side structural element, it slides past the hooks and engages behind them. In the final locking position, the locking element snaps into place behind the hooks, thus securing it mechanically. This positive-locking connection ensures that the locking element is firmly anchored in the first side structural element, preventing any relative movement between the two elements. The geometry of the hooks is designed to provide optimal load-bearing capacity while simultaneously ensuring that the locking element remains reliably in position under high dynamic loads, such as those encountered in a side impact.

[0053] In addition to hooks, cam guides can also be integrated as locking elements in the first side structural element. A cam guide is a mechanical structure consisting of a specially shaped track or groove along which the locking element moves. The cam guide can also be designed to support the self-locking of the locking element, thus providing additional security against unintentional loosening of the connection. This self-locking could be achieved, for example, by a slight incline or a detent position at the end of the cam guide, which secures the locking element against slipping back.

[0054] Furthermore, the use of locking elements such as hooks or a cam guide offers the advantage of simple and quick assembly. During the production process, the side structure elements can initially be loosely joined, and the locking element can be moved into its starting position. Once the correct positioning of the structure elements is ensured, the locking element is moved through the guide chamber towards the hooks or cam guide until it engages in the final position. This enables a fast and precise connection of the side structure elements without the need for elaborate additional fasteners or complex assembly processes.

[0055] Within the scope of the invention, it can be advantageous that the first side structural element is designed as a B-pillar and the second side structural element as a sill. These two elements are essential components of the load-bearing structure of a vehicle and play a central role in both structural integrity and the safety concept, particularly in side collisions.

[0056] The B-pillar, as the first structural element of the side, is a vertical load-bearing component located in the center of the vehicle body between the front and rear doors. It connects the roof to the sill and contributes significantly to the overall rigidity of the body structure. The B-pillar must be able to absorb and transfer both static loads, generated by the vehicle's own weight and driving dynamics, and dynamic forces, which occur during accidents, into the surrounding body structure. In a side impact, the B-pillar acts as the primary protection for the occupants, as it is designed to dissipate the impact forces and minimize deformation of the vehicle's side structure.

[0057] The B-pillar is typically made of high-strength steel, or in modern vehicles, ultra-high-strength steel, to meet the stringent requirements for energy absorption and deformation resistance. The B-pillar's design is often complex, balancing aerodynamic requirements with the need to accommodate the doors and windows. Reinforcing ribs or additional structural components may be integrated within the B-pillar to increase rigidity and improve load-bearing capacity. The second side structural element, the sill, forms the base of the side structure and runs horizontally along the vehicle's lower frame. The sill is responsible for absorbing and transferring vertical loads generated by the vehicle's weight, road irregularities, and driving dynamics.The sill is extremely rigid, as it not only absorbs the forces from the B-pillar and other vertical structural elements, but also plays a central role in an accident to minimize deformation of the vehicle in the lower body structure.

[0058] In the body structure, the B-pillar and the sill are connected by a locking mechanism. This mechanism ensures that the B-pillar and the sill form a firm, mechanical connection to guarantee optimal force transmission and structural stability.

[0059] The connection between the B-pillar and the sill is crucial for the overall rigidity of the vehicle body, as it joins two of the most load-bearing structural elements. This connection must be designed to withstand the forces encountered during both normal driving and accidents. During normal use, the connection between the B-pillar and the sill is primarily subjected to torsional and bending moments caused by driving dynamics, cornering, and the vehicle's own weight. These loads must be effectively absorbed and distributed by the connection to prevent twisting of the body structure.

[0060] In a side impact, the connection between the B-pillar and the rocker panel is subjected to extreme forces. The B-pillar must transfer these forces to the rocker panel, which then dissipates them into the floor assembly and the chassis structure. Because the rocker panel runs horizontally and has a large cross-sectional area, it is particularly well-suited to distributing impact forces into the vehicle's longitudinal structural components. Furthermore, the connection to the B-pillar allows the rocker panel to limit the deformation of the upper vehicle structure, thus better protecting the occupants' survival space in the event of an accident.

[0061] The interaction between the B-pillar and the sill is further optimized by the locking mechanism. This mechanism allows the two structural elements to be initially loosely joined, enabling flexible positioning during assembly. Only after the components are precisely aligned is the locking element moved, particularly through the guide chamber in the sill, and engaged in the locking elements of the B-pillar. This results in a positive and non-positive connection that firmly links the two side structural elements and can simultaneously transmit high loads. The use of the locking mechanism ensures that the connection remains stable not only during normal ferry operation but also reliably holds in extreme situations, such as a side impact.

[0062] Within the scope of the invention, it is conceivable that the locking element extends along the entire length of the sill. Accordingly, the A-pillar, B-pillar, and / or C-pillar can be connected by means of the locking element. In the described body structure, the locking element extends along the entire length of the sill, which enables a particularly robust and continuous connection between various side structural elements of the vehicle. The sill itself, which runs as a load-bearing element at the base of the body structure, plays a crucial role in the distribution of loads, both during normal driving and in the event of an accident. By integrating a continuous locking element along the entire sill, a uniform and continuous connection with the pillars of the vehicle structure is achieved, in particular between the A-pillar, the B-pillar, and the C-pillar.

[0063] The locking element, typically a steel support rail, is designed to extend along the entire length of the sill and run within a guide chamber inside the sill. This arrangement ensures that the locking element is guided stably and held in the correct position during movement. The translational movement of the locking element occurs along a predetermined axis, thus guaranteeing precise and reliable locking of the individual side structural elements.

[0064] The length of the locking mechanism allows multiple side structural elements, such as the A-pillar, B-pillar, and C-pillar, to be connected to the sill simultaneously or sequentially. This results in a continuous structural connection that stabilizes the entire side of the vehicle. Each of these side structural elements—the A-pillar, B-pillar, and C-pillar—is a vertical load-bearing element that performs crucial functions in the vehicle body. The A-pillar forms the front support of the vehicle roof, the B-pillar connects the roof to the center of the vehicle, and the C-pillar provides the rear support for the roof. Each of these pillars contributes to the overall stiffness of the body and must be able to absorb both vertical loads from the body's own weight and horizontal forces, such as those generated by side impacts.The continuous extension of the locking mechanism along the sill ensures that the loads acting on the A, B, and C pillars are evenly distributed throughout the vehicle's floor structure. This not only improves the rigidity of the entire body structure but also increases the resistance of the side structure to torsional forces that can occur during driving or in an accident. The continuous connection between the pillars and the sill ensures that each pillar is firmly connected to the sill, thus eliminating any point weakening in the joint.

[0065] The locking mechanism allows for a precise and flexible connection of the pillars to the sill. During assembly, the A-pillar, B-pillar, and C-pillar can initially be loosely connected to the sill to ensure accurate alignment. Once all pillars are in the correct position, the locking element is moved translationally along the sill. During this movement, the locking element engages the locking components of each pillar and firmly secures them to the sill. This mechanical locking creates a positive and force-fit connection between the pillars and the sill, ensuring high structural stability.

[0066] According to a second aspect, the present invention relates to a vehicle with a body structure according to the first aspect of the invention.

[0067] 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.

[0068] 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:

[0069] Figure 1 shows a body structure according to the invention and

[0070] Figure 2 shows a possible embodiment of the locking mechanism and

[0071] Figure 3 shows a vehicle with a body structure according to the invention. In the figures, the same reference numerals are used for the same technical features, even of different embodiments.

[0072] 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.

[0073] The A-pillar, as the front corner pillar, connects the roof frame 120 to the front longitudinal member and the sill 130. It is typically 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 usually 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 to the rear longitudinal member and the sill 130. Its design takes into account the requirements for roof stiffness, the integration of the rear door opening, and the load paths in the rear area.

[0074] 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 sill. 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.

[0075] 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 typically designed as a closed profile with integrated reinforcements and deformation zones to dissipate impact energy in a controlled manner during a side impact.

[0076] 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 contributes significantly to energy absorption by distributing the forces generated during an impact across the entire vehicle structure.

[0077] The first side structural element 110, here exemplified by the B-pillar, and the second side structural element 130, here exemplified by the sill, 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 such that the connecting section 140 can absorb both operational loads and crash loads. The locking mechanism 10 according to the invention is arranged on the connecting section 140. The locking mechanism 10 comprises a locking means 11, which is slidably mounted in the second side structural element 130. By means of the locking mechanism 10, the second side structural element 130, here and preferably the sill, can be connected to the first side structural elements 110, here e.g., the A-, B- and / or C-pillar.It is also conceivable that a locking mechanism according to the invention is also provided in a connecting section between at least one side structural element 110 and the roof frame 120.

[0078] The connecting section 140 has a locking mechanism 10, which is used during the body assembly process to connect the two side structure elements 110 and 130. This locking mechanism 10 allows the two side structure elements 110 and 130 to be loosely joined initially, ensuring a degree of mobility and flexibility during component alignment. Only after complete assembly and correct positioning is the locking mechanism 10 activated to create a positive and / or force-fit connection.

[0079] The locking mechanism 10 consists of a translationally movable locking element 11. This locking element 11 is designed to be displaced along a linear axis in the x-direction to move between a locking position I and an unlocking position II. In locking position I, also called the locking position, the two side structural elements 110, 130 are firmly locked together. This means that separation or relative movement of the two elements is impossible. This is achieved by the mechanical detent of the locking element 11.

[0080] In unlocking position II, which is typically assumed during the assembly process, the side structure elements 110, 130 are not fixed and can move relative to each other. This allows for some movement in the y-direction during assembly to ensure optimal alignment of the components before the locking mechanism 10 is activated. The advantage of the locking mechanism 10 lies in the flexible positioning of the components before final fixation. This offers significant advantages, particularly in the context of an automated or semi-automated vehicle assembly process, as it allows the side structure elements 110, 130 to be positioned before final fixation by the locking mechanism 10. The locking mechanism 10 is structurally designed such that it has a translationally movable locking element 11, which is designed as a support rail.This support rail is designed to be located within the second side structural element 130 and to enable translational movement along a defined axis.

[0081] The support rail itself is a mechanical element, preferably made of a high-strength material such as steel or aluminum, to withstand the mechanical loads that occur during the locking and unlocking of the body structure elements 100. The rail is elongated and has suitable guide elements 131 integrated into the structure of the second side structure element 130. These guide elements 131 enable linear movement of the support rail along a predetermined translational axis. The guidance 131 can be provided by slots, guide rods, or rails integrated into the second side structure element 130, which keep the movement of the support rail in a precise path.

[0082] The second side structure element 130 itself is designed to receive and guide the support rail in a defined position. It is conceivable that the support rail is arranged in a mechanical pocket or chamber within the second side structure element 130, the chamber being designed to provide sufficient space for the movement of the support rail while simultaneously ensuring stable guidance of the rail during movement.

[0083] Fig. 2 shows a possible embodiment of the locking mechanism 10. The connecting section 140 is shown in Fig. 2, with the locking mechanism 10 depicted in a top view, once in unlocked position I and once in locked position II. The first side structural element 110 is preferably designed as a B-pillar and is arranged at least partially within the second side structural element 130. For this purpose, the first side structural element 110 has engagement sections 113 that extend into the second side structural element 130. The second side structural element 130 has corresponding openings 132 for this purpose. Receptacles 111 for the locking means 11 are formed on the first side structural element 110, in particular on the engagement sections 113 of the first side structural element 110. The locking means 11 engages in these receptacles 111 in locking position I.

[0084] Fastener receptacles 12 are arranged on the locking element 11, which can be brought into operative contact with a fastener 13. The fastener 13 is preferably designed as a screw and the fastener receptacle 12 as a nut, which may in particular be a weld nut. A weld nut is a fastener that is firmly connected to one of the side structure elements 110, 130 or the support rail by being fixed in place by a welding process before assembly. This design makes it possible to fasten the first side structure element 110 to the second side structure element 130 by means of a screw connection.

[0085] The screw 13 can be passed through the first side structural element 110 and screwed into the fastener receptacle 12, i.e., the nut, to create a secure, force-fit connection. Using a weld nut offers the advantage of ensuring a repeatable and reliable connection that remains stable even under dynamic loads or vibrations during vehicle operation. However, as can be seen, passing the screw 13 through the receptacle is only possible in locking position I. Only in locking position I are the openings of both side structural elements 110 and 130 aligned, allowing the screw 13 to be tightened with the nut 12.

[0086] To move the locking means 11 from the unlocking position II to the locking position I, a force can be applied to the locking means 11 so that it is moved translationally (as indicated by the arrow in the lower figure).

[0087] If the locking device 11 is arranged in the locking position I and fixed by means of the fastening devices / screws 13, two load paths 150, 160 are formed.

[0088] The first load path 150, formed by the fasteners 13 and the fastener receptacles 12, is primarily designed to transmit operational loads. Operational loads occur during normal vehicle use, for example, due to driving dynamics, vibrations, engine and chassis influences, as well as general structural loads acting on the vehicle during operation. The fastener 13, which is preferably a screw, and the associated fastener receptacle 12, preferably a weld nut, serve to firmly connect the side structural elements 110, 130 and to ensure the long-term stability of the connection under regular operational loads.The screw connection creates a firm mechanical connection that not only connects the two side structural elements 110, 130 in a form-fitting manner, but also effectively distributes the forces acting on the structure and transfers them into the surrounding body structure 100.

[0089] The first load path 150 is designed to primarily absorb axial and transverse forces acting on the screw direction, which occur during normal driving conditions. Choosing a bolted connection system offers the advantage that the connection withstands high tensile and compressive forces while remaining flexible enough to resist vibrations and repeated dynamic loads without any loss of strength. The interaction of the bolt and weld nut allows for automated and controlled connection during series production, ensuring structural integrity and long-term load-bearing capacity.

[0090] The second load path 160, realized by the locking mechanism 10, forms an additional path designed for the transmission of crash loads. Crash loads differ significantly from operational loads because they generate extreme forces in a very short time, which can act on the body structure 100 from various directions. In the event of an accident, enormous forces are exerted on the side structural elements 110, 130, which deform the vehicle and are intended to protect the occupants by dissipating and diverting them in a controlled manner. The locking mechanism 10, which

[0091] The side structure elements 110, 130, which connect to each other in the body structure 100, is designed to absorb these crash loads and to offer maximum structural strength in this exceptional situation.

[0092] The second load path 160 transfers the loads by means of the connection of locking means 11 and the functional connection to the side structural element 110, here and preferably the B-pillar, when the locking means 11 is in the locking position I.

[0093] One advantage of the dual load paths is that the fastener 13 and the locking mechanism 10 can be specifically optimized for their respective tasks. While the bolted connection is designed for long-term stability and repeated stress under operating conditions, the locking mechanism 10, with its locking element 11, can be designed to be more robust and rigid in order to withstand the unique, extreme forces of an accident. This not only contributes to improved safety but also increases the service life and reliability of the entire body structure 100.

[0094] Separating the load paths 150 and 160 also prevents the bolted connection from being excessively stressed and potentially damaged during an accident. Instead, the locking mechanism 10 bears the main load, thus preserving the integrity of the bolted connection and potentially making it easier to repair or replace after an accident. In combination, the first load path 150 and the second load path 160 create a highly efficient and robust structure that meets the demands of both normal ferry operations and crash events.

[0095] Furthermore, the first side structure element 110 has locking elements 112. These locking elements 112, such as hooks or a cam guide, serve to establish a secure mechanical connection with the locking means 11 as soon as the latter is brought into the locking position I.

[0096] Fig. 3 schematically shows a vehicle 200 with a body structure 100. The body structure includes the side structure 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 locking mechanism 10 on the B-pillar 110 is shown here as an example.

[0097] Reference symbol list

[0098] locking mechanism

[0099] Locking device

[0100] Fastener receptacle / nut

[0101] Fastener / screw

[0102] Body structure

[0103] Page structure element / column

[0104] Recording

[0105] locking element

[0106] Intervention section

[0107] roof frame

[0108] Page structure element / sill

[0109] guide

[0110] opening

[0111] Connection section

[0112] Load path

[0113] Load path

[0114] vehicle

[0115] Locking position

[0116] unlocking position

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 locking mechanism (10), wherein the locking mechanism (10) has a locking means (11) that is in particular translationally movable, and the locking means (11) can be brought into a locking position (I) in which the side structure elements (110, 130) are locked to each other, and into an unlocking position (II) in which the side structure elements (110, 130) are arranged to be movable to each other at least section by section.

2. Body structure (100) according to claim 1, characterized in that the locking means (11) is designed as a translationally movable support rail, wherein the support rail is arranged translationally displaceable in the second side structure element (130).

3. Body structure (100) according to claim 1 or 2, characterized in that the locking means (11) has at least one fastening means receptacle (12).

4. Body structure (100) according to claim 3, characterized in that the fastening means receptacle (12) is designed to receive a fastening means (13) so that the first side structure element (110) and the second side structure element (130) can be fastened together.

5. Body structure (100) according to claim 4, characterized in that the fastening means (13) is designed as a screw and the fastening means receptacle (12) as a nut, in particular a weld nut, or as a thread in the locking means (11), so that the first side structure element (110) can be screwed to the second side structure element (130).

6. Body structure (100) according to claim 4 or 5, characterized in that the fastening means (13) with the fastening means receptacle (12) forms a first load path (150) and the locking mechanism (10) forms a second load path (160), wherein the first load path (150) is designed for transmitting operational loads and the second load path (160) is designed for transmitting crash loads.

7. Body structure (100) according to one of the preceding claims, characterized in that the first side structure element (110) has at least one receptacle (111) for the locking means (11), wherein the locking means (11) is arranged at least sectionally in the receptacle (111) in the locking position (I), in particular that a positive locking with the first side structure element (110) can be achieved by means of the locking means (11).

8. Body structure (100) according to one of the preceding claims, characterized in that the locking means (11) comprises steel.

9. Body structure (100) according to one of the preceding claims, characterized in that the second side structure element (130) has a guide (131), in particular a guide chamber, in which the locking means (11) is guided.

10. Body structure (100) according to one of the preceding claims, characterized in that the first side structure element (110) has locking elements (112).

11. 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.

12. Body structure (100) according to claim 11, characterized in that the locking means (11) extends along the entire length of the sill.

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

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