DE102018219489B3 - Body structure for a vehicle - Google Patents

Abstract

The invention relates to a body structure for a vehicle, with at least one side sill (1), which is designed as a hollow beam running in the longitudinal direction (x) of the vehicle, in whose sill cavity (15) there is a reinforcing element (16) designed as an insert part the vehicle longitudinal direction (x), which acts as a side crash reinforcement. According to the invention, the reinforcing element (16) is designed as a sheet metal layer structure which has at least two sheet metal strips (33) arranged one above the other in the vehicle vertical direction (z). The sheet metal strips (33) extend in the vehicle longitudinal direction (x) and each have sheet metal flanks (35, 37, 41) formed out of a sheet metal plane. The sheet metal flanks (35, 37, 41) of the sheet metal strips (33) converge to form a truss structure at node points and delimit open truss structure chambers (43) in the transverse direction (y) of the vehicle.

Description

The invention relates to a body structure for an in particular electrically operated vehicle according to the preamble of claim 1.

In the case of an electrically operated, two-lane vehicle, the traction battery can be installed on the vehicle floor from underneath the vehicle.

In a generic body structure, therefore, an assembly space for the traction battery which is open in the vehicle vertical direction and which is open at the bottom of the vehicle and which is bounded by a floor panel part forming the vehicle floor according to the top of the vehicle. In addition, the mounting space for the traction battery in the vehicle longitudinal direction is limited by a front cross member and a rear cross member, while the mounting space in the vehicle transverse direction is limited by side sills. Each of the side sills is designed as a hollow beam running in the longitudinal direction of the vehicle.

The crash-sensitive traction battery must be protected against damage in the event of a side crash. For this reason, a reinforcing element designed as an insert part is arranged in the respective rocker cavity, which acts as a side crash reinforcement in order to protect the traction battery in the event of a side crash. In current practice, the reinforcing element is an extruded aluminum profile that is elongated in the vehicle longitudinal direction and has a profile cross section that is constant in the vehicle longitudinal direction. When installing such an extruded aluminum profile in a sill made of sheet steel, this results in a mixed construction. Compared to a vehicle body made entirely of sheet steel, this requires additional design measures (e.g. due to crevice corrosion). In addition, the extruded aluminum profile is material-intensive and manufactured with a correspondingly high component weight. Furthermore, any necessary adaptations of the geometry of the extruded aluminum profile to the body-side surrounding contour are associated with additional manufacturing outlay.

From the DE 10 2013 214 772 A1 is known a body of a vehicle with a body component made of fiber-reinforced plastic. From the DE 10 2008 015 960 A1 a vehicle with at least one energy absorption device for absorbing impact energy is known. From the US 2016/0059897 A1 Another body structure for a vehicle is known. Out DE 10 2009 015 655 A1 a two-part reinforcement arrangement for a vehicle structure is known.

The object of the invention is to provide a body structure for a vehicle in which the side crash reinforcement can be produced in a structurally simpler manner and with a reduced component weight compared to the prior art with the same crash performance.

The object is solved by the features of claim 1. Preferred developments of the invention are disclosed in the subclaims.

According to the characterizing part of claim 1, the reinforcing element is no longer formed as an extruded profile, but rather as a sheet metal layer structure which has at least two sheet metal strips arranged one above the other in the vehicle vertical direction. The sheet metal strips are elongated in the vehicle longitudinal direction and each have sheet metal flanks formed out of a sheet metal plane. When assembled, the sheet metal flanks of the sheet metal strips converge to form a truss structure at nodes. In this way, open truss structure chambers are formed in the transverse direction of the vehicle, the sheet metal strips arranged one above the other being connected to one another in a force-transmitting manner, for example by a welded connection or by an adhesive connection. The sill is made up of a sill outer part outside the vehicle and an inner sill part inside the vehicle, which limit the sill cavity and are connected to each other at an upper flange connection and a lower flange connection, and that a sill inner part in the profile cross section is shell-shaped with a vertical inside the vehicle Sill floor and with the upper and lower sill side walls pulled up in the vehicle transverse direction towards the outside of the vehicle, and / or that the sill outer part is in the form of a shell with a vertical sill floor outside the vehicle and with the upper and lower sill side walls pulled up in the vehicle transverse direction, and that in particular the upper and lower sill side walls have a draft angle due to the manufacturing process, that is to say with a draft angle to the horizontal plane represents are. Furthermore, a reinforcing element profile floor facing the inclined sill side wall is negatively inclined at an opposite angle to the inclined sill side wall, and the sill side wall and the reinforcing element profile floor are in a flat, force-transmitting connection.

The invention is therefore a sill profile that is formed by an outside and inside and extends in the longitudinal direction of the vehicle. In this profile there is one out of several existing truss structure, in particular honeycomb structure, used for individual formed sheets.

The individual sheets are shaped in the longitudinal direction so that they create the truss structure (honeycomb structure) through the mutual stacking. The width of the profile can be mapped using the individual sheet widths (side trimming). The number of sheets and their height represent the profile height. The length of the sheets reflects the profile length.

Depending on the application, the sheets can be connected to the contact-forming surfaces using conventional bodywork connection techniques (resistance spot welding, laser welding, adhesive bonding or combinations thereof).

The connection between the truss structure (honeycomb structure) and the sill profile is made using brackets (i.e. separate sheet metal parts). These are welded or, depending on the application, also glued or lasered. These brackets are shaped according to the same principle as the individual sheets of the honeycomb structure. The side of the holder facing the sill profile can thus be adapted to the specific sill shape. The connection to the inside or outside of the sill is also freely selectable due to the design. Length, position and number are scalable depending on the application.

Another important design feature is the possibility of designing the individual sheets of the honeycomb structure in different material thicknesses and grades. This enables the system to be adjusted in the vertical direction. Furthermore, welded sheets or sheets using the tailored blank process can also be used so that different material thicknesses and grades can also be used in the longitudinal direction on one or more levels.

This enables an almost precise adjustment over the entire length. Due to the structure and the variability of the honeycomb structure, it is also possible to react to local constrictions to the sill or other components. For example, one or more sheets can be trimmed locally to create space for a weld nut and screw connection.

The truss structure (honeycomb structure) according to the invention is generally considered to be an extremely stable and at the same time lightweight construction if the load is applied transversely to the truss chambers. This property should be used here and absorb the loads (from a vehicle or a pile) that hit the side sills and distribute or reduce them over a large area. Since there are many sheets in a small space, a lot of energy is converted into deformation energy in the event of a side impact. This creates a relatively lower intrusion into the actual vehicle compartment. As already mentioned above, due to the structure of the honeycomb structure described in this invention application, for example in the crash design, an optimal ratio of material use and benefit can be achieved.

In contrast to the prior art, no mixed construction in the area of the sill is required according to the invention. This results in cost savings and the manufacturing effort is reduced. Since the system in this version is very flexible, the weight required can be reduced to what is necessary locally. The individual sheets are always joined to the honeycomb structure at the contact surfaces and, as described, implemented using different joining techniques. For resistance spot welding, the individual half-timbered chambers provide the required space for the welding gun. This means that all levels can be welded at the same time. When using laser welding, the joining takes place in layers, because vertical access to the joining surfaces is required.

In addition to the described embodiment, the truss structure (honeycomb structure) can be constructed with inclined contact surfaces. The individual sheets are shaped so that they can be stacked on top of each other. The difference here, however, is that the sheets form a kind of wedge due to the inclined design of the contact surfaces. Depending on the application, the inclination of the contact surfaces can again be freely selected. Here too, the same joining technology can be used as in the horizontal version.

The connection of this honeycomb structure to the sill profile by means of separate sheet metal brackets is not necessary, since the contact surfaces facing the sill can be welded directly into the sill profile due to their inclinations. With horizontal contact surfaces, this would not be possible without a separate holder, since sill profiles that are made from one component always require the required draft angle (approx. 15 °). The variable design of the contact areas of the honeycomb structure therefore does not require a defined sill profile, but adapts to it. This version also enables a more complete filling of the profile with the honeycomb structure and thus increases the effectiveness.

However, the inclined contact surfaces do not allow a honeycomb structure that is continuous from the inside to the entire height. This is due to the mostly opposite Sill profiles. This requires a separation of the honeycomb structures in the longitudinal direction between inside and outside. This in turn has the advantage that the two honeycomb structures can be positioned offset to produce a different support behavior.

In the above variant, the individual sheets can better interlock when subjected to a side load. The support effect of the system can thus be improved. The load on the joining technology can also be reduced.

In the following, aspects of the invention are emphasized again in detail. Accordingly, both the sheet metal strips of the reinforcing element and the sill can be produced in a material-like or material-identical manner, in particular also steel sheet, as a result of which mixed construction in the sill area can be avoided.

With regard to an adaptation of the crash performance in the vehicle longitudinal direction, it is preferred if the number and / or the sheet metal strip geometry of the stacked sheet metal strips varies in the vehicle longitudinal direction, in particular their sheet thickness and / or their sheet metal strip width.

As already mentioned above, it is preferred if the truss structure of the reinforcing element is designed as a regular honeycomb structure. In this case, each of the sheet metal strips arranged one above the other can have a corrugated profile, specifically with upper profile floors in the vehicle vertical direction and with lower profile floors. These can merge into each other at the upper and lower sheet edges via profile flanks. The sheet metal strips can be connected to one another in a force-transmitting manner on their profile bottoms, for example by a welded or adhesive connection.

In a technical implementation, the sill can be constructed from a sill outer part that is external to the vehicle in the vehicle transverse direction and an inner sill part that is inside the vehicle. The sill parts limit the sill cavity and are joined on an upper flange connection and a lower flange connection. In the profile cross section, the inner sill part can be designed in the form of a shell with a vertical sill floor inside the vehicle and with the upper and lower sill side walls drawn upwards in the transverse direction of the vehicle. In the same way, the sill outer part can be designed in the form of a shell with a vertical sill floor outside the vehicle and with the upper and lower sill side walls drawn up in the transverse direction of the vehicle. The above rocker panel parts can preferably be made from sheet steel in a deep-drawing process. In this case, the upper and lower sill side walls have a draft angle due to the manufacturing process, so that the sill side walls are inclined with a draft angle to the horizontal plane.

In a first embodiment variant, the profile bottoms of the reinforcing element can extend plane-parallel in a horizontal plane. For a perfect connection of the reinforcement element to the sill, it is therefore preferred if the connection is made via at least one intermediate holding bracket, by means of which an angular offset between the inclined sill side wall and the horizontally oriented reinforcing element profile floor can be compensated.

As an alternative to this, in a second embodiment not only the sill side wall can be inclined by the draft angle, but also the reinforcing element profile bottoms can also be inclined, namely at an angle opposite to the draft angle. In this way, the additional holding bracket can be dispensed with and instead the inclined reinforcing element profile floor can be connected directly to the sill side wall in a flat and force-transmitting manner. In a further embodiment variant, not only one but rather two mutually separate reinforcing elements can be positioned in the sill cavity. The reinforcing elements can be spaced apart from one another via a transverse gap.

Exemplary embodiments of the invention are described below with reference to the attached figures.

• 1 in einer perspektivischen Teilansicht eine Karosseriestruktur eines Kraftfahrzeugs;
• 2 eine Teilschnittdarstellung entlang einer Schnittebene yz aus der 1;
• 3 bis 6 jeweils Teilansichten des im Schweller verbauten Verstärkungselementes;
• 7 das Verstärkungselement in Alleinstellung;
• 8 und 9 das Verstärkungselement gemäß einem zweiten Ausführungsbeispiel; sowie
• 10 und 11 ein weiteres Ausführungsbeispiel der Erfindung.

Show it:

• 1 a partial perspective view of a body structure of a motor vehicle;
• 2 a partial sectional view along a section plane yz from the 1 ;
• 3 to 6 partial views of the reinforcement element installed in the sill;
• 7 the reinforcing element on its own;
• 8th and 9 the reinforcing element according to a second embodiment; such as
• 10 and 11 another embodiment of the invention.

In the 1 A body structure of a two-lane vehicle is shown below in so far as it is necessary for understanding the invention. Accordingly, the body structure has two side sills which run in the vehicle longitudinal direction x 1 on, of which in the 1 only one is shown. The sill 1 extends in the vehicle longitudinal direction x between a front A-pillar 3 and a rear C-pillar 5 and limits side door openings on the bottom 7 , There is a crash-sensitive traction battery in the vehicle floor of the body structure 9 installed. This is below a floor panel part 10 positioned and extending in the vehicle transverse direction y between the two sills 1 , The traction battery extends in the vehicle longitudinal direction x 9 between a front cross member and a rear cross member.

According to the 2 is the sill 1 as a hollow beam with a sill cavity 15 educated. This is from one, in the vehicle's transverse direction y outer sill part of the vehicle 17 and a sill inner part inside the vehicle 19 limited. The two sill parts 17 . 19 are joined together on an upper flange connection and on a lower flange connection. The sill inner part 19 is bowl-shaped in cross-section with a vertical sill floor inside the vehicle 21 as well as with it in the vehicle transverse direction y after the vehicle's outer and upper sill side walls are raised 23 . 25 educated. The sill outer part is in the same way 17 bowl-shaped with a vertical sill floor outside the vehicle 27 as well as with it in the vehicle transverse direction y after the upper and lower sill side walls pulled up inside the vehicle 23 . 25 educated.

In the sill cavity 15 extends a reinforcing element 16 , which acts as a side crash reinforcement and whose geometry is described later.

In the embodiment shown, the sill parts 17 . 19 realized as deep-drawn sheet steel elements, so that the upper and lower sill side walls have a draft angle, that is, with a draft angle α ( 2 ) are inclined from approximately 15 ° to the horizontal plane xy.

Below is the component geometry of the reinforcing element 16 described: Accordingly, the reinforcing element 16 formed as a sheet metal layer structure in the 2 a total of four metal strips arranged one above the other in the vehicle vertical direction z 33 made of steel. The metal strips 33 are elongated in the vehicle longitudinal direction x and each have a corrugated profile, and that according to the 6 with upper profile floors in the vehicle vertical direction z 35 and lower profile floors 37 , The upper and lower profile floors 35 . 37 go on top and bottom sheet edges 39 by means of profile flanks 41 into each other. The layered metal strips 33 are on their profile floors 35 . 37 connected to each other in a force-transmitting manner (for example by welding or adhesive bonding). In addition, the upper and lower profile floors 35 . 37 in the 3 to 5 positioned plane-parallel in a horizontal plane xy. This results in a regular honeycomb structure in which the profile floors 35 . 37 together with the profile flanks 41 Honeycomb chambers 43 define that in the vehicle transverse direction y are open on both sides.

As from the 2 further emerges are the stacked metal strips 33 with their opposite trimmed edges 45 each facing the vehicle and the exterior of the vehicle. The layered metal strips 33 show in the 2 different sheet metal strip widths y ₁ to y ₄ .

In the 3 to 6 is the reinforcement element formed with the honeycomb structure 16 via additional sheet metal brackets 47 on the upper and lower side sill panels 23 . 25 the sill inner part 19 tethered. With the help of the holding brackets 47 can be an angular offset between the horizontally aligned reinforcing element profile floor 37 and that about the draft angle α slanted sill sidewall 23 . 25 be balanced.

In the 8th and 9 the reinforcing element is shown according to a further embodiment. As a result, the profile floors are 35 . 37 the honeycomb structure is no longer plane-parallel in a horizontal plane xy. Rather, in the 8th and 9 the profile floors 35 . 37 slanted with respect to the horizontal plane xy. The profile floors 35 . 37 are in negative form to the side wall facing the sill 23 . 25 by one to the draft angle α ( 2 ) opposite sheet metal angle β ( 8th ) slanted. In this way, the reinforcing element profile floors 35 . 37 directly in a flat, force-transmitting connection with the inclined sill side wall 23 . 25 brought, without the interposition of a sheet metal console 47 ,

In the 10 and 11 Another embodiment of the invention is shown, according to which there is not just a single reinforcing element 16 in the sill cavity 15 extends, but rather two mutually separate reinforcing elements 16 in the sill cavity 15 extend. The two reinforcement elements 16 are across a transverse gap Dy spaced apart and offset from one another by a longitudinal offset. This makes the honeycomb chambers 43 of the two reinforcement elements 16 . 18 no longer aligned one behind the other in a transverse alignment, but offset from one another, as a result of which the sill's transverse rigidity 1 can be increased. The two reinforcement elements 16 can otherwise have identical honeycomb structures.

LIST OF REFERENCE NUMBERS

1

sill

3

A column

5

C-pillar

7

Side door openings

9

traction battery

15

Sill cavity

16, 18

reinforcing element

17

Rocker outer part

19

Rocker inner part

21

rocker bottom

23, 25

Sill side walls

33

metal strip

35

upper profile floor

37

lower profile floor

39

sheet metal edges

41

flank

43

Truss structure chambers

45

Beschnittkante

α

DraftAngle

β

Profile bottom angles

Dy

transverse gap

y 1, y 2, y 3

Metal strip width

47

retaining bracket

Claims (7)

Body structure for a vehicle, with at least one side sill (1), which is designed as a hollow beam running in the longitudinal direction (x) of the vehicle, in the sill cavity (15) of which a reinforcing element (16) designed as an insert part extends in the longitudinal direction of the vehicle (x ), which acts as a side crash reinforcement, the reinforcing element (16) being designed as a sheet metal layer structure which has at least two sheet metal strips (33) arranged one above the other in the vehicle vertical direction (z), and that the sheet metal strips (33) are in the Extend the vehicle longitudinal direction (x) and each have profile flanks (41) formed out of a sheet metal plane, and that the profile flanks (41) of the sheet metal strips (33) converge to form a truss structure at junction points and together with profile floors (35, 37) in the vehicle transverse direction ( y) limit open truss structure chambers (43), characterized in that the sill (1) au s a sill outer part (17) and a sill inner part (19) inside the vehicle, which limit the sill cavity (15) and are connected to each other at an upper flange connection and a lower flange connection, and that the sill inner part (17) in the cross section of a shell with a vertical sill floor (21) inside the vehicle and with the upper and lower sill side walls (23, 25) drawn upwards in the transverse direction (y) of the vehicle, and / or that the sill outer part (17) is designed in the form of a shell with a vertical sill base (21) outside the vehicle and with the upper and lower sill side walls (23, 25) drawn up in the transverse direction (y) of the vehicle, and that the upper and lower sill side walls (23, 25) have a draft angle due to the manufacturing process, that is, with a demolding w are inclined (a) to the horizontal plane (xy), with a reinforcing element profile floor (35, 37) facing the inclined sill side wall (23, 25) in negative form to the inclined sill side wall (23, 25) by an opposite angle (β) is inclined, and that the sill side wall (23, 25) and the reinforcing element profile base (35, 37) are in a flat, force-transmitting connection. Body structure after Claim 1 , characterized in that the sheet metal strips (33) of the reinforcing element (16) and the sill (1) are produced in a material-like or material-identical manner, in particular from a steel sheet. Body structure after Claim 1 or 2 , characterized in that the number and / or the sheet metal strip geometry of the sheet metal strips (33) arranged one above the other is constantly constant in the vehicle longitudinal direction (x) or varies differently, in particular the sheet metal thickness or the sheet metal strip width (y ₁ , y ₂ , y ₃ ). Body structure after Claim 1 . 2 or 3 , characterized in that the truss structure of the reinforcing element (16) is designed as a regular honeycomb structure, and / or that each of the metal strips (33) arranged one above the other has a corrugated profile, with upper profile floors (35) and lower ones in the vehicle vertical direction (z) Profile floors (37) which merge into one another at the upper and lower sheet metal edges (39) via profile flanks (41), and that in particular the sheet metal strips (33) arranged one above the other are connected to one another in a force-transmitting manner on their profile floors (35, 37), for example by or adhesive connection. Body structure after Claim 4 , characterized in that the profile bottoms (35, 37) of the sheet metal strips (33) lie plane-parallel in a horizontal plane (xy), or in that the profile bottoms (35, 37) of the sheet metal strips (33) are inclined to the horizontal plane (xy). Body structure after Claim 1 , characterized in that a reinforcing element profile floor (35, 37) facing the inclined sill side wall (23, 25) is aligned plane-parallel to the horizontal plane (xy), and in that the reinforcing element profile floor (35, 37) via a holding bracket (47 ) is connected to the sill (1). Body structure according to one of the preceding claims, characterized in that two mutually separate reinforcing elements (16, 18) are arranged in the sill cavity (15), and in particular that the two reinforcing elements (16, 18) are spaced apart from one another via a transverse gap (Δy) are.

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