DE102017005938B3 - Side skirts for a vehicle body - Google Patents

Abstract

Side skirts (10, 10A, 10B, 10C) for a vehicle body, having a multi-chamber profile (12, 12A, 12B, 12C), which has a support structure (20) near inner side part (14) and a support structure (20) far outer side part (16) , characterized in that between the inner side part (14) and the outer side part (16), a deformation body (18, 18 A, 18 B, 18 C) is arranged, the stiffness of the inner side part (14) towards the outer side part (16) increases.

Description

The invention relates to a side skirts for a vehicle body according to the preamble of claim 1 and a corresponding vehicle with at least one such side skirts.

Side skirts for vehicle bodies are known in numerous variations. Vehicles with (partly) electrified propulsion and high-voltage accumulators with high-voltage battery cells in the floor area have significantly higher side-impact requirements than vehicles with combustion engines. Vehicles with (partially) electrified propulsion also have a higher crash weight in the case of side crashes due to a higher vehicle weight, and lower deformation lengths for the protection of the high-voltage battery cells due to the high-voltage accumulator in the floor area. Therefore, more energy needs to be dissipated in a shorter way. From the prior art known side skirts for a vehicle body generally have a multi-chamber profile, which have a supporting structure near an inner side part and a support structure far outer side part. In this case, the support structure corresponds, for example, to a floor structure of the vehicle body. In addition, sill structures known from the prior art mechanically constitute either a bending beam or a drawstring. These operations are very inefficient in reducing large amounts of energy in a very small amount of deformation.

From the US 2013/0270864 A1 An impact protection structure for a vehicle is known, which protects the vehicle in the event of an impact on a dull object barrier. The impact protection structure includes a support structure, an energy absorption rail coupled to the support structure, and a local energy dissipation structure.

From the US 2016/0083017 A1 For example, a lower vehicle structure having an outer energy absorbing member and an inner energy absorbing member attached to a lower surface side of the lower vehicle structure is known. The outer energy absorbing member and the inner energy absorbing member are disposed adjacent to each other in the vehicle transverse direction and parallel to each other. A recessed engaging part is formed in a side end part of the outer energy absorbing member in the vehicle transverse direction on an inner side, and a protruding engaging part is formed in a side end part of the inner energy absorbing member in the vehicle transverse direction on an outer side. The recessed engaging part and the protruding engaging part are engaged with each other when a side impact occurs.

From the DE 10 2016 103 371 A1 An energy absorbing sill assembly is known which has a vehicle sill on a lateral side of a vehicle and a battery sill on a lateral side of a battery pack of the vehicle. In this case, the vehicle sill extends in the longitudinal direction over a first distance and the Batterieschweller extends in the longitudinal direction over a second distance, which is shorter than the first distance.

From the DE 10 2009 005 760 A1 a generic side skirts for a body of a passenger car is known which has a multi-chamber profile in cross-section with at least one in vehicle vertical direction and at least one extending in the vehicle transverse direction stiffening rib. The multi-chamber profile has at least two areas divided by the stiffening rib running in the vehicle vertical direction, the chambers of the first area facing the vehicle exterior having a larger cross-section than the chambers of the second area facing a vehicle interior side. This means that the first area is the area that will first be deformed in the event of a side impact.

The invention is based on the object to provide a side skirts for a vehicle body and a vehicle with such a side skirt, which degrades in the event of a side impact with low weight more energy on a shorter deformation path.

According to the invention the object is achieved by providing a side skirts for a vehicle body with the features of claim 1 and by a vehicle having the features of claim 16. Advantageous embodiments and further developments of the invention are specified in the dependent claims.

In order to provide a side skirts for a vehicle body, which dissipates more energy in a shorter deformation in the event of a side impact at the same time low weight, a deformation body is arranged between an inner side part and an outer side part of the side sill whose stiffness increases from the inner side part towards the outer side part. This results in a deformation body with progressive stiffness distribution from the inside to the outside and in the case of a side impact, a deformation sequence of the deformation body, which extends from the inside to the outside. About the progressive stiffness distribution, the deformation behavior of the deformation body can be specified from the inside out. As a result, in particular the protection of a arranged in the bottom region of the vehicle High-voltage memory can be improved. In principle, embodiments of the side skirts according to the invention can be used regardless of the drive type of the vehicle and reduce in the event of a side crash more energy on a shorter deformation path.

In addition, a vehicle with a floor structure and at least one such side skirts is proposed.

In an advantageous embodiment of the side skirts invention, the inner side part and the outer side part can each be designed as a hard bending beam with high rigidity. As a result, with the deformation body arranged between the side parts, a side sill structure with three zones with a hard-soft-hard sequence results. This means that the side sill each has a high flexural rigidity on the outside and on the inside, and the rigidity of the softer deformation body lying between them increases from the inside to the outside. Thus, embodiments of the side skirts according to the invention have an acting as a load diverter outer side part, which distributes the force acting in a side impact force on its high bending stiffness, so that the deformation body is subjected to a greater width and can reduce more crash energy by deformation. This results in a better material utilization of the deformation body and a support of the load-side flexural rigidity of the outer side part by the outwardly increasing stiffness of the deformation body. The inner side part, which acts as a load arrester, can divert the crash energy, which has not been reduced by deformation of the deformation body, over a greater width into the supporting structure via its high bending stiffness. Preferably, the support structure is designed by reinforcing ribs so that there is a homogeneous support in the vehicle transverse direction over the entire length of the side sill.

This design of the side sill results in a reduction of shell or barrier or pile intrusions in a side impact and in particular in a pile impact of the vehicle, in which such inventive side skirts is installed. This results in an improved protection of the occupants of the vehicle against injuries. In addition, the structural integrity of the soil structure can be optimized or respected, so that the high-voltage storage arranged in the area of the soil structure can be better protected in the event of a side impact.

In a further advantageous embodiment of the side skirts of the invention, the deformation body can be designed as running in the vehicle longitudinal direction multi-chamber profile with a plurality of substantially extending in vehicle vertical direction first stiffening webs and a plurality of extending substantially in the vehicle transverse direction second stiffening webs. By extending in the vehicle longitudinal direction multi-chamber profile and the crash characteristics of the vehicle are improved in frontal crashes, which increases the multi-chamber profile, the stiffness of the side sill in the vehicle longitudinal direction. In this case, the chambers formed between the first and second stiffening webs can have, for example, different wall thicknesses and / or different sizes. In order to implement the progressive stiffness distribution of the deformation body in the vehicle transverse direction from inside to outside, the wall thicknesses of the chambers may increase from the inner side part towards the outer side part in order to increase the stiffness of the deformation body from the inside to the outside. Additionally or alternatively, the sizes of the chambers may decrease from the inner side part towards the outer side part in order to increase the rigidity of the deformation body from the inside to the outside. In addition, an angle between the extending substantially in the vehicle transverse direction second stiffening webs of the individual chambers from the inner side part towards the outer side part decrease. Thus, the second stiffening webs of the individual chambers directly adjacent to the outer side part can preferably run parallel to the vehicle transverse direction and be perpendicular to the outer side part in order to realize a high rigidity of the deformation body in this area. This means that the angle between these second stiffening webs running in the vehicle transverse direction and the vehicle transverse direction has a value 0 having. With increasing distance to the outer side part, this angle between the second stiffening webs and the vehicle transverse direction increases in order to reduce the rigidity of the deformation body in the direction of the inner side part.

In a further advantageous embodiment of the side skirts according to the invention, the deformation body may alternatively be designed as a solid with a plurality of extending in the vehicle longitudinal direction and vehicle vertical direction foam layers. In this case, the foam layers may have, for example, different layer thicknesses and / or different foam densities and / or different compressive strengths. In order to convert the progressive stiffness distribution of the deformation body in the vehicle transverse direction from inside to outside, the foam densities and / or compressive strengths of the foam layers may increase from the inside part towards the outside part. Additionally or alternatively, the layer thicknesses of the foam layers may decrease from the inner side part towards the outer side part, in order to increase the rigidity of the deformation body from the inside to the outside.

As a further alternative, the deformation body can be designed as a multi-chamber profile extending in the transverse direction with a plurality of first stiffening webs extending substantially in the vehicle vertical direction and a plurality of second stiffening webs extending substantially in the vehicle transverse direction. In order to implement the progressive stiffness distribution of the deformation body in the vehicle transverse direction from inside to outside, the chambers formed between the first and second reinforcing webs may have increasing wall thicknesses from the inside part towards the outside part. In addition, the chambers can be designed, for example, as honeycomb and / or U-profiles and / or with wave-shaped walls. Furthermore, an oblique trimming of the multi-chamber profile can implement a first contact surface to the inner side part, which is smaller than a second contact surface of the multi-chamber profile to the outer side part.

In a further advantageous embodiment of the vehicle according to the invention, a battery housing arranged in the region of the floor structure or the floor structure itself can form the supporting structure for the at least one side skirts. In one embodiment of the support structure as a battery housing, separating webs between the individual high-voltage battery cells can act as reinforcing webs or support webs.

• 1 eine schematische Schnittdarstellung eines Fahrzeugausschnitts im Bereich eines Seitenschwellers mit einem Ausführungsbeispiel eines erfindungsgemäßen Seitenschwellers für eine Fahrzeugkarosserie,
• 2 eine schematische Schnittdarstellung des erfindungsgemäßen Seitenschwellers für eine Fahrzeugkarosserie aus 1 mit einem ersten Ausführungsbeispiel eines Deformationskörpers,
• 3 eine schematische Schnittdarstellung des erfindungsgemäßen Seitenschwellers für eine Fahrzeugkarosserie aus 1 mit einem zweiten Ausführungsbeispiel eines Deformationskörpers,
• 4 eine schematische Schnittdarstellung des erfindungsgemäßen Seitenschwellers für eine Fahrzeugkarosserie aus 1 mit einem dritten Ausführungsbeispiel eines Deformationskörpers,
• 5 eine schematische perspektivische Darstellung des Deformationskörpers aus 4,
• 6 eine schematische Schnittdarstellung des erfindungsgemäßen Seitenschwellers für eine Fahrzeugkarosserie aus 3 nach einem seitlichen Pfahlcrash, und
• 7 eine schematische Schnittdarstellung eines herkömmlichen Seitenschwellers für eine Fahrzeugkarosserie nach einem seitlichen Pfahlcrash.

Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. In the drawing, like reference numerals designate components that perform the same or analog functions. Hereby shows:

• 1 1 is a schematic sectional view of a vehicle section in the region of a side sill with an exemplary embodiment of a side sill for a vehicle body according to the invention;
• 2 a schematic sectional view of the side skirts of the invention for a vehicle body 1 with a first embodiment of a deformation body,
• 3 a schematic sectional view of the side skirts of the invention for a vehicle body 1 with a second embodiment of a deformation body,
• 4 a schematic sectional view of the side skirts of the invention for a vehicle body 1 with a third embodiment of a deformation body,
• 5 a schematic perspective view of the deformation of body 4 .
• 6 a schematic sectional view of the side skirts of the invention for a vehicle body 3 after a side pile crash, and
• 7 a schematic sectional view of a conventional side skirts for a vehicle body after a lateral pile crash.

How out 1 to 6 it can be seen have the illustrated embodiments of a side sill according to the invention 10 . 10A . 10B . 10C for a vehicle body in each case a multi-chamber profile 12 . 12A . 12B . 12C on which a support structure 20 near inside part 14 and a support structure 20 Far outside part 16 having. According to the invention is between the inner side part 14 and the outside part 16 a deformation body 18 . 18A . 18B . 18C arranged, whose rigidity from the inside part 14 towards the outside part 16 increases.

In the illustrated embodiments, the side skirts according to the invention 10 . 10A . 10B . 10C arranged in a vehicle with a (partial) electric drive. The vehicle has one in the area of the soil structure 20B arranged high-voltage battery, whose housing 20A the support structure 20 for the side skirts according to the invention 10 . 10A . 10B . 10C formed. As in particular from 6 can be seen act between individual high-voltage battery cells, not shown separating webs of the battery case as reinforcing webs or support webs.

In addition, the inside part 14 and the outside part 16 the side skirts invention 10 . 10A . 10B . 10C each formed as a hard bending beam with high rigidity. In illustrated embodiments, the inner side part 14 and the outside part 16 each designed as extending in the vehicle longitudinal direction multi-chamber profile.

How out 2 is further apparent, is the deformation body 18 the illustrated first embodiment of the side sill 10A as in the vehicle longitudinal direction x extending multi-chamber profile 18A with several substantially in the vehicle vertical direction z extending first stiffening webs 18.1a and a plurality of substantially in the vehicle transverse direction y extending second stiffening webs 18.2a executed. The multi-chamber profile 18A can be performed for example as an extruded profile or Pultrusionsprofil.

How out 2 It can be seen further, that between the first and second stiffening webs 18.1a . 18.2a trained chambers 19A in the illustrated embodiment, different wall thicknesses and different sizes. To the progressive stiffness distribution of the deformation body 18A in vehicle transverse direction y from inside to outside, take the wall thicknesses of the chambers 19A from the inside part 14 towards the outside part 16 to. At the same time take the sizes of the chambers 19A from the inside part 14 towards the outside part 16 from. How out 2 can be seen further, takes an angle between the substantially in the vehicle transverse direction y extending first stiffening webs 18.2a the individual chambers 19A and the vehicle transverse direction y from the inside part 14 towards the outside part 16 from, until the second connecting webs of the directly to the outside part 16 adjacent chambers 19A parallel to the vehicle transverse direction y run and perpendicular to the outside part 16 are arranged. In alternative embodiments, not shown, of the side sill 10A may be another combination of the parameters for specifying the progressive stiffness distribution of the deformation body 18A be used in the vehicle transverse direction from the inside out. So can the chambers 19A For example, have constant wall thickness and different sizes or different wall thicknesses and equal sizes. In addition, the angle between the substantially in the vehicle transverse direction y extending second stiffening webs 18.2a the individual chambers 19A from the inside part 14 towards the outside part 16 stay the same.

How out 3 is further apparent, is the deformation body 18 the illustrated second embodiment of the side sill 10B as a solid 18B with several in the vehicle longitudinal direction x and vehicle vertical direction z extending foam layers 19B executed. The foam layers 19B have different layer thicknesses, different foam densities and different compressive strengths in the illustrated embodiment. To the progressive stiffness distribution of the deformation body 18B in vehicle transverse direction y from inside to outside, the foam densities and compressive strengths of the foam layers are increasing 19B in the illustrated embodiment of the inner side part 14 towards the outside part 16 to. At the same time, the layer thicknesses of the foam layers increase 19B from the inside part 14 towards the outside part 16 from. In alternative embodiments, not shown, of the side sill 10B may be another combination of the parameters for specifying the progressive stiffness distribution of the deformation body 18B be used in the vehicle transverse direction from the inside out. So can the foam layers 19B For example, have constant foam densities and different compressive strengths or different foam densities and equal compressive strengths. In addition, the layer thicknesses of the foam layers from the inner side part 14 towards the outside part 16 stay the same.

How out 4 and 5 is further apparent, is the deformation body 18 the illustrated third embodiment of the side sill 10C as in the driving direction y extending multi-chamber profile 18C with several substantially in the vehicle vertical direction z extending first stiffening webs 18.1C and a plurality of substantially in the vehicle transverse direction y extending second stiffening webs 18.2C executed. How out 4 it can be seen further, the chambers are 19C executed as honeycomb and U-profiles. In addition, the walls of the chambers 19C be wavy executed. How out 4 and 5 can be seen further, sets an oblique trim 18.3C of the multi-chamber profile 18C a first contact surface to the inner side part 14 which is smaller than a second contact surface of the multi-chamber profile 18C to the outside part 16 is.

How out 5 It can be seen further, that between the first and second stiffening webs 18.1C . 18.2C trained chambers 19C from the inside part 14 towards the outside part 16 increasing wall thicknesses to the progressive stiffness distribution of the deformation body 18C in vehicle transverse direction y to turn inside out. In addition, various materials such as plastics, metals, etc., or combinations of materials may be used to achieve the desired deformation behavior of the deformation body 18C to realize.

How out 6 and 7 can be seen, the in 6 shown side skirts invention 10 in the illustrated side crash with a post P a first deformation distribution D1 with a larger first width B1 on, as a conventional in 7 illustrated side skirts 1 with a multi-chamber profile 2 , of which the support structure 20 near inside part 4 is designed as a hard bending beam with high rigidity, and its support structure 20 Far outside part 8th is designed as a soft deformation body with a homogeneous stiffness. The conventional side skirts 1 has a second deformation distribution D2 with a second width B2 , As from the comparison of 6 and 7 can be seen further, which is designed as a deformation body outer side part 8th the conventional side sill 1 only locally stressed and has a deformation sequence, which runs from outside to inside. In contrast, the between the inside part 14 and the outside part 16 arranged deformation body 18 the side skirts invention 10 reinforced stressed in the width and has a deformation sequence, which runs from the inside out.

LIST OF REFERENCE NUMBERS

1

side skirts

2

More chamber profile

4

Inside portion

8th

outer part

10

side skirts

12, 12A, 12B, 12C

More chamber profile

14

Inside portion

16

Outside part

18

deformation body

18A

Multi-chamber profile in the vehicle longitudinal direction

18B

solids

18C

Multi-chamber profile in the vehicle transverse direction

18.1A, 18.1C

vertical stiffening bar

18.2A, 18.2C

horizontal stiffening bar

19A, 19C

chamber

19B

foam layer

20

support structure

20A

battery case

20B

soil structure

P

stake

D1, D2

deformation distribution

B1, B2

width

x

Vehicle longitudinal direction

y

Vehicle transverse direction

z

Vehicle vertical direction

Claims (17)

Side skirts (10, 10A, 10B, 10C) for a vehicle body, having a multi-chamber profile (12, 12A, 12B, 12C), which has a support structure (20) near inner side part (14) and a support structure (20) far outer side part (16) , characterized in that between the inner side part (14) and the outer side part (16), a deformation body (18, 18 A, 18 B, 18 C) is arranged, the stiffness of the inner side part (14) towards the outer side part (16) increases. Side skirts (10, 10A, 10B, 10C) after Claim 1 , characterized in that the inner side part (14) and the outer side part (16) are each formed as hard bending beams with high rigidity. Side skirts (10A) to Claim 1 or 2 , characterized in that the deformation body (18) as in the vehicle longitudinal direction (x) extending multi-chamber profile (18A) with a plurality of substantially in vehicle vertical direction (z) extending first stiffening webs (18.1A) and a plurality of substantially in the vehicle transverse direction (y) extending second stiffening webs (18 18.2A). Side skirts (10A) to Claim 3 , characterized in that between the first and second stiffening webs (18.1A, 18.2A) formed chambers (19A) have different wall thicknesses and / or different sizes. Side skirts (10A) to Claim 4 , characterized in that the wall thicknesses of the chambers (19A) increase from the inner side part (14) in the direction of the outer side part (16). Side skirts (10A) to Claim 4 or 5 , characterized in that the sizes of the chambers (19A) from the inner side part (14) towards outer side part (16) decrease. Side skirts after one of the Claims 3 to 6 , characterized in that an angle between the substantially in the vehicle transverse direction (y) extending second stiffening webs (18.2A) of the individual chambers (19A) and the vehicle transverse direction (y) from the inner side part (14) toward the outer side part (16) decreases. Side skirts (10B) after Claim 1 or 2 , characterized in that the deformation body (18) as a solid body (18 B) with a plurality of vehicle longitudinal direction (x) and vehicle vertical direction (z) extending foam layers (19 B) is executed. Side skirts (10B) after Claim 8 , characterized in that the foam layers (19B) have different layer thicknesses and / or have different foam densities and / or different compressive strengths. Side skirts (10B) after Claim 9 , characterized in that the foam densities and / or compressive strengths of the foam layers (19B) increase from the inner side part (14) in the direction of the outer side part (16). Side skirts (10B) after Claim 9 or 10 , characterized in that the layer thicknesses of the foam layers (19B) from the inner side part (14) towards the outer side part (16) decrease. Side skirts (10C) after Claim 1 or 2 , characterized in that the deformation body (18) as in the transverse direction (y) extending multi-chamber profile (18C) with a plurality of substantially in vehicle vertical direction (z) extending first stiffening webs (18.1C) and a plurality of substantially in the vehicle transverse direction (y) extending second stiffening webs (18C) ( 18.2C) is executed. Side skirts (10C) after Claim 12 , characterized in that between the first and second stiffening webs (18.1C, 18.2C) formed chambers (19C) from the inner side part (14) in the direction of the outer side part (16) have increasing wall thicknesses. Side skirts (10C) after Claim 12 or 13 , characterized in that the chambers (19C) are designed as honeycomb and / or U-profiles and / or with wave-shaped walls. Side skirts (10C) after one of the Claims 12 to 14 , characterized in that an oblique trim (18.3C) of the multi-chamber profile (18C) converts a first contact surface to the inner side part (14), which is smaller than a second contact surface of the multi-chamber profile (18C) to the outer side part (16). Vehicle having at least one side sill (10, 10A, 10B, 10C) and a bottom structure (20B), characterized in that the at least one side sill (10, 10A, 10B, 10C) after at least one Claims 1 to 15 is executed. Vehicle after Claim 16 , characterized in that in the region of the bottom structure 20B arranged battery housing (20A) or the bottom structure (20B) itself forms the support structure (20) for the at least one side sill (10, 10A, 10B, 10C).

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