Method for producing a body module of a vehicle, body module, and vehicle
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- BAYERISCHE MOTOREN WERKE AG
- Filing Date
- 2025-12-18
- Publication Date
- 2026-07-30
Smart Images
Figure DE2025101210_30072026_PF_FP_ABST
Abstract
Description
[0001] 24-1922 PIF
[0002] 1
[0003] Method for manufacturing a body module of a vehicle, a body module and a vehicle
[0004] The invention relates generally to the field of vehicle bodies. In particular, the invention relates to a method for manufacturing a body module of a vehicle, such a body module, and such a vehicle.
[0005] In the automotive industry, the demands on vehicle safety are constantly increasing. Particularly in crash situations, the vehicle body must provide a high level of protection for the occupants. Modern safety concepts therefore require a robust and rigid body structure that can effectively dissipate impact energy and minimize deformation.
[0006] At the same time, there is increasing pressure to reduce vehicle weight in order to lower fuel consumption and emissions. Lightweight construction concepts are therefore becoming increasingly important. However, high safety requirements must still be met.
[0007] The object of the present invention is to address the aforementioned competing requirements. In particular, the invention aims to provide an improved method for manufacturing a vehicle body module that enables improved stiffness and crash performance of the body module. The invention further aims to provide an improved body module and an improved vehicle incorporating such a body module.
[0008] The invention is defined in the independent claims. Advantageous embodiments of the invention are described in the dependent claims and the following description.
[0009] A first aspect of the present disclosure relates to a method for manufacturing a body module of a vehicle. The method comprises the following steps:
[0010] • Providing a first body panel, wherein the first body panel has at least one joining area, 24-1922 PIF
[0011] 2
[0012] • Pre-positioning a reinforcement structure on the first body part, such that the reinforcement structure is at least partially located in at least one connection area of the first body part,
[0013] • Forming the first body panel with the reinforcement structure attached to it, and
[0014] • Connecting the first body part to a second body part in at least one connection area.
[0015] A method for manufacturing a vehicle body module is proposed. In a first process step, a first body part, for example made of steel or aluminum, is preferably provided. A reinforcing structure, such as a steel sheet, can be pre-positioned on this first body part. This reinforcing structure is preferably pre-positioned such that it can be connected to the first body part, at least partially, in the connection area. The reinforcing structure can then be spot-welded to the first body part. This allows the reinforcing structure to be joined to the first body part.
[0016] The first body part and / or the reinforcement structure may each have at least one receiving hole, which may be designed to align the first body part and the reinforcement structure with each other, in particular before they are joined and / or formed together, i.e. cold formed or hot formed.
[0017] In the next process step, the first body part, including the reinforcement structure, can be formed and optionally press-hardened. This can be done using either cold or hot forming. This allows the first body part to achieve its final shape and strength. The finished first body part can then be joined to a second component, i.e., another part of the overall body. The two body parts are preferably joined at the joint of the first body part. Various joining methods can be used for this. Since the reinforcement structure is preferably applied directly to the first body part, an overlap of a total of three material layers – the two body parts and the reinforcement structure – can occur.
[0018] Preferably, the two body parts are joined together in such a way that they are in contact with each other. The reinforcing structure is preferably not in contact with the second body part. 24-1922 PIF
[0019] 3
[0020] In the context of the present disclosure, a connection area can denote a zone or region of the first body part that is designed to be connected to another body part. That is to say, it can be a region where the various components that make up the entire body module and / or the complete body are connected to one another.
[0021] The first and / or second body parts can be sheet metal components. They can be made primarily of sheet steel. The reinforcing structure is preferably made of stainless steel. Alternatively, the reinforcing structure can be made of a steel alloy. The first and / or second body parts can be, in particular, longitudinal members, cross members, A-, B-, C-, and D-pillars, sills, roof side frames, and / or roof bows. The body module can be designed to be integrated into a vehicle body. Therefore, following the manufacturing process, i.e., after its production, the body module can be assembled with other body modules to form a vehicle body.
[0022] This manufacturing process offers the advantage that the body module becomes significantly more stable due to the reinforcement structure, which can increase the vehicle's passive safety. The reinforcement structure is preferably integrated into the joint area of the first body panel. Simultaneously, the weight of the body module, or the entire body, can be reduced through the use of lighter materials. This process makes it possible to produce a vehicle body module that exhibits high stability and strength while remaining as lightweight as possible.
[0023] In particular, integrating the reinforcement structure in the joint area allows for a particularly stable and resilient connection between the two body panels. Such an arrangement of the reinforcement structure can achieve increased crash safety and occupant protection in accidents.
[0024] According to one embodiment, after forming, the first body part with the reinforcement structure attached to it is press-hardened. Here, a cold-formed or hot-formed semi-finished product consisting of the first body part and the reinforcement structure can be heated in a tool and formed under high pressure. During forming, the semi-finished product can preferably be quenched simultaneously by pressing it between cooled tool halves. This [24-1922 PIF]
[0025] 4
[0026] By combining forming and quenching, the press-hardened semi-finished product, i.e., the body module, can exhibit very high strength and hardness.
[0027] According to one embodiment, the first body panel is joined to the second body panel by spot welding. This means that the parts to be joined can be locally melted and welded together at discrete welding points. An overlap of three material layers can occur at the welding points. The welding process is therefore preferably designed to be able to securely, reliably, and without cracking join three different material thicknesses.
[0028] According to one embodiment, the first body panel is joined to the second body panel by resistance spot welding. Unlike conventional spot welding, resistance spot welding uses two electrodes that press the two body panels to be joined together, with the reinforcing structure located on the first body panel. The current flow between the electrodes creates a local melting point in the overlapping sheet metal layers (in the joining area), at which the body panels are welded together. Resistance spot welding can offer the following advantages: high process reliability and repeatability, good suitability for joining different material thicknesses, and suitability for a high degree of automation and robotics in manufacturing.Therefore, resistance spot welding can be very well suited to joining the body parts, including the integrated reinforcement structure, together in a stable and permanent manner.
[0029] According to one embodiment, the first body panel has a reinforcement area. The reinforcement structure is pre-positioned, at least partially, within a reinforcement area of the first body panel. In the context of this disclosure, a reinforcement area can denote a zone or region of the body panel that is not connected to another body panel. This means that the reinforcement structure arranged on the first body panel preferably extends from the connection area to the reinforcement area. The reinforcement structure preferably covers the transition area between the connection area and the reinforcement area of the first body panel. This can achieve increased stability of the body module in the critical transition area. The reinforcement structure can ensure a more even load distribution, particularly in the transition area, and thus avoid weak points. 24-1922 PIF
[0030] 5
[0031] By strategically positioning the reinforcement structure in the joint area, and particularly in the reinforcement area of the first body panel—that is, at defined key points of the body module—the sheet thickness of the first body panel can be reduced at these locations. The sheet thickness of the first body panel can, for example, vary between 0.7 mm and 5.0 mm, and especially between 1.6 mm and 2.6 mm. This can achieve additional weight savings without compromising stability and / or crash performance. Because the sheet thickness of the first body panel and / or the reinforcement structure can be reduced in specific areas, the differences in sheet thickness across the body module can be minimized. With smaller differences in sheet thickness, the forming and press hardening tools can be designed more simply and efficiently.
[0032] The reinforcement structure can alternatively or additionally have different thickness ranges. For example, the reinforcement structure can be thinner in the joining area of the first body part than in the reinforcement area of the first body part. This can, for example, simplify the joining process of the first body part to the second body part. The thickness of the reinforcement structure is preferably between 1.0 mm and 3.5 mm. The thickness of the reinforcement structure is preferably greater than the thickness of the first body part, particularly in the joining area of the first body part.
[0033] According to one embodiment, the first body part is a roof side frame. Additionally or alternatively, the second body part is a B-pillar. If the first body part is a roof side frame and the second body part is a B-pillar, increased safety in a side impact can be achieved. The roof side frame is an important structural component for increasing the overall rigidity of the body module and, in particular, the body itself. The rigid connection to the B-pillar can therefore contribute to improved body stiffness.
[0034] According to one embodiment, a low-melting-point material is introduced between the first and second body parts, preferably before the two parts are joined. This material can melt during press hardening and serve to reinforce the joint between the two body parts. The material can be in the form of a sheet, in particular an adhesive film, metal foil, zinc foil, or temperature-resistant plastic. Alternatively, the material can also be in the form of a paste. The use of this material can increase the stiffness of the body module. 24-1922 PIF
[0035] 6
[0036] A second aspect of the present disclosure relates to a body module for a vehicle. The body module is manufactured according to a method as described above and / or below. A body module in which, for example, the roof side frame and the B-pillar are rigidly connected to one another as key components according to a method as described above and / or below, can be part of a complete vehicle body and can offer significant advantages for the overall vehicle body. The stable connection of the reinforcement structure can lead to a significantly increased stiffness and stability of the overall vehicle body. This allows for optimal load introduction and distribution under loads such as those encountered in a side impact, which can significantly increase crash safety.
[0037] A third aspect of the present disclosure relates to a vehicle comprising at least one body module, as described above and / or below. The vehicle may be any type of motor vehicle. In particular, it may be a hybrid vehicle or an electrically powered vehicle.
[0038] All benefits, revelations and / or explanations described above and / or below in relation to one aspect of the present revelation apply equally to all other aspects of the present revelation.
[0039] Exemplary embodiments of the invention are described below with reference to the figures. The figures show:
[0040] Fig. 1 shows a flowchart of a process according to an exemplary embodiment,
[0041] Figs. 2a and 2b show two exemplary first body parts according to one embodiment.
[0042] Fig. 3 shows a perspective view of a body module according to an exemplary embodiment, and
[0043] Fig. 4 shows a perspective view of a body module according to an exemplary embodiment.
[0044] Similar, similar-looking, identical, or equivalent elements are indicated in the figures with similar or identical reference symbols. The figures are merely schematic and not to scale. 24-1922 PIF
[0045] 7
[0046] Fig. 1 shows a flowchart of a method for manufacturing a body module 100 for a vehicle according to an exemplary embodiment. It should be noted that the method can nevertheless be designed for manufacturing a vehicle body. In a first process step S1, a first body part 10 is provided, wherein the first body part 10 preferably has at least one connection area A and a reinforcement area B. The first body part 10 can be a substantially planar component cut from a starting sheet. In a second process step S2, which is preferably carried out after the first process step S1, a reinforcement structure 12 is pre-positioned on the first body part 10, wherein the reinforcement structure 12 is arranged at least partially in a connection area A of the first body part 10.To preposition the reinforcement structure 12 in a predetermined position on the first body part 10, the reinforcement structure 12 and preferably the first body part 10 can each have a receiving hole 13 (see Fig. 3). The respective receiving hole 13 can be designed to align the first body part 10 and the reinforcement structure 12 relative to each other. The process step of prepositioning the reinforcement structure 12 can thus include aligning the reinforcement structure 12 on the first body part 10 using a receiving hole 13. Subsequently, the reinforcement structure 12 can be spot-welded to the first body part 10.
[0047] The first body part 10 can be made of a thermoformable material.
[0048] For example, 22MnB5 or 20MnB8 can be used as the material for the first body part 10 and / or for the reinforcement structure 12. The first body part 10 and / or the reinforcement structure 12 can be uncoated.
[0049] The reinforcement structure 12 can be a patch and can essentially be a flat sheet metal part. The connection area A can designate a section or region of the first body part 10, which can subsequently abut a second body part 14 and, in particular, be connected to the second body part 14. In a third process step S3, which is preferably carried out after the second process step S2, the first body part 10 with the reinforcement structure 12 attached to it is formed, i.e., cold-formed or hot-formed, and subsequently press-hardened. The first body part 10 together with the reinforcement structure 12 can therefore be plastically formed. Before press-hardening and after cold-forming, the semi-finished product consisting of the first body part 10 and the reinforcement structure 12 can be heated, for example, to a temperature of approximately 900°C. 24-1922 PIF
[0050] 8
[0051] The heated semi-finished product can then be placed in a press hardening tool and cooled. The formed and press-hardened first body part 10 with the reinforcement structure 12 attached to it thus preferably has a three-dimensional shape.
[0052] In a fourth process step S4, which is preferably carried out after the third process step S3, the first body part 12 is joined to a second body part 14 in at least one connection area A. A joining process can be used for this purpose, which is designed to join the three material layers – the two body parts 10, 14 and the reinforcement structure 12. A suitable process can be spot welding, in particular resistance spot welding. In particular, weld points 16 can be produced. Preferably, three weld points 16 are produced.
[0053] Figures 2a and 2b show two exemplary first body parts 10 according to an embodiment. Figure 2a shows, in particular, a B-pillar of a vehicle, which has two connection areas A. One connection area A can be configured to be connected to a roof side frame, and a second connection area A can be configured to be connected to a longitudinal member. A reinforcing structure 12 is already arranged on the first body part 10 of Figure 2a. The first body part 10 and the reinforcing structure 12 have not yet been cold-formed or hot-formed in Figure 2a. The reinforcing structure 12 is positioned on the first body part 10, or on the B-pillar, such that it is located both in the connection area A and in the reinforcing area B located between the two connection areas A.Thus, when the A-pillar is subsequently connected, for example with a longitudinal member, the transition area from the connection area A to the reinforcement area, which can represent a weak point particularly in the event of an accident, can be reinforced by the reinforcement structure 12.
[0054] Fig. 2b shows, analogous to Fig. 2a, a first body part 10 in which the reinforcement structure 12 is arranged at least partially in a connection area A and at least partially in a reinforcement area B of the first body part 10. Fig. 2b shows in particular an exemplary roof side frame.
[0055] Fig. 3 shows a perspective view of a body module 100 according to an exemplary embodiment. In particular, Fig. 3 shows a part of a body module 100 according to the invention. The body module 100 in Fig. 3 is preferably designed according to a 24-1922 PIF
[0056] 9
[0057] The process is as described in Fig. 1. Here, a formed (i.e., cold-formed or hot-formed) and press-hardened roof side frame 10 with a reinforcing structure 12 is spot-welded to a B-pillar 14. Three weld points 16 are visible in Fig. 3. In Fig. 3, the first body part 10 and the second body part 14 are shown in transparency in the connection area A to clearly illustrate the three components. Since the first body part 10 and the reinforcing structure 12 are formed together and preferably press-hardened, the reinforcing structure 12 fits snugly, i.e., in a form-fit manner, against the first body part 10. The second body part 14 is connected to the first body part 10 via weld points 16 in the connection area A of the first body part 10. The connection area A preferably borders the reinforcing area B.
[0058] In particular, the connection area A and the reinforcement area B can essentially lie side by side in one plane. The reinforcement structure 12 can therefore at least partially cover both the connection area A and the reinforcement area B. The reinforcement structure 12 preferably covers the transition area from the connection area A to the reinforcement area B.
[0059] Fig. 3 shows, in particular, a section of a roof side frame (i.e., the first body part 10) and a B-pillar (i.e., the second body part 14). Fig. 3 also shows a section of the body module 100 from an external perspective, i.e., viewed from the outside of the vehicle. In contrast, Fig. 4 shows a perspective view of a body module 100 according to an embodiment, viewed from the inside of the vehicle. In the embodiment shown in Figs. 3 and 4, the first body part 10 and the reinforcement structure 12 each have two receiving holes 13, which can be used to align the reinforcement structure 12 during pre-positioning.
[0060] It should be further noted that the terms "comprising" and "comprising" do not exclude any other elements, and the indefinite articles "a" or "an" do not exclude a plurality. It should also be noted that features and steps described with reference to one of the above embodiments may also be used in combination with other features and steps of other embodiments described above. Reference numerals in the claims are not to be considered as limitations. 24-1922 PIF
[0061] 10
[0062] Reference symbol list
[0063] 100 body modules
[0064] 10 first body panel 12 reinforcement structure 14 second body panel 16 weld point
[0065] 13 Intake hole
[0066] A connection area
[0067] B Reinforcement area 51 first process step 52 second process step 53 third process step 54 fourth process step
Claims
-1922 PIF 11 Claims 1. Method for manufacturing a body module (100) of a vehicle, comprising the following steps: • (S1) Providing a first body part (10), wherein the first body part (10) has at least one connection area (A), • (S2) Pre-positioning a reinforcement structure (12) on the first body part (10) such that the reinforcement structure (12) is at least partially located in the at least one connection area (A) of the first body part (10), • (S3) Forming the first body part (10) with the reinforcement structure (12) attached to it, and • (S4) Connecting the first body part (12) in at least one connection area (A) to a second body part (14).
2. Method according to claim 1, wherein, after forming, the first body part (10) with the reinforcement structure (12) attached to it is press-hardened.
3. Method according to any of the preceding claims, wherein the first body part (10) is joined to the second body part (14) by spot welding.
4. Method according to any of the preceding claims, wherein the first body part (10) is joined to the second body part (14) by resistance spot welding.
5. Method according to any of the preceding claims, wherein the first body part (10) has a reinforcement area (B), and wherein the reinforcement structure (12) is pre-positioned at least partially in a reinforcement area (B) of the first body part (10).
6. Method according to any one of the preceding claims,-1922 PIF 12 where the first body part (10) is a roof side frame and / or the second body part (14) is a B-pillar.
7. Method according to any of the preceding claims, wherein a low melting point material is introduced between the first body part (10) and the second body part (14), preferably before the two body parts are joined.
8. Body module (100) for a vehicle, which is produced according to a method according to any one of claims 1 to 7.
9. Vehicle comprising at least one body module (100) according to claim 8.