EP4359288A1 - Procédé de production de paroi d'extrémité de carrosserie de véhicule automobile, et procédé de production de parois d'extrémité de carrosseries de différents types de véhicule automobile - Google Patents

Procédé de production de paroi d'extrémité de carrosserie de véhicule automobile, et procédé de production de parois d'extrémité de carrosseries de différents types de véhicule automobile

Info

Publication number
EP4359288A1
EP4359288A1 EP22727271.3A EP22727271A EP4359288A1 EP 4359288 A1 EP4359288 A1 EP 4359288A1 EP 22727271 A EP22727271 A EP 22727271A EP 4359288 A1 EP4359288 A1 EP 4359288A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
forming
end wall
semi
finished product
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22727271.3A
Other languages
German (de)
English (en)
Inventor
Christian Schwering
Thomas Paulsen
Werner Krauth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP4359288A1 publication Critical patent/EP4359288A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D47/00—Making rigid structural elements or units, e.g. honeycomb structures
    • B21D47/04—Making rigid structural elements or units, e.g. honeycomb structures composite sheet metal profiles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/14—Dashboards as superstructure sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D53/00—Making other particular articles
    • B21D53/88—Making other particular articles other parts for vehicles, e.g. cowlings, mudguards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K26/00—Working by laser beam, e.g. welding, cutting or boring
    • B23K26/20—Bonding
    • B23K26/21—Bonding by welding
    • B23K26/24—Seam welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for

Definitions

  • the invention relates to a method for producing an end wall of a motor vehicle body and a method for producing end walls for motor vehicle bodies of a plurality of different motor vehicle types.
  • End walls of the type in question are flat structures that form a separation between the passenger compartment and the front end of a motor vehicle.
  • bulkheads are also referred to as “firewalls” or “fire walls” because in early motor vehicles they were used in particular to protect the passengers from a fire in the engine compartment.
  • firewalls are composed of a plurality of comparatively small sheet metal parts, in particular due to their complicated three-dimensional shape, which thus form the desired separating layer between the passenger cell and the front end.
  • parts of the fire wall regularly form partial areas of both front wheel arches.
  • modern bulkheads no longer form a closed barrier, but rather also have openings through which other elements of the motor vehicle are passed.
  • the spatial requirements of modern motor vehicle bodies also require complex shapes in the area of the bulkhead, which require high degrees of deformation in the case of the parts of the fire wall made in particular from sheet metal.
  • different areas of the bulkhead are mechanically stressed to different degrees and must, particularly in the event of a crash, absorb different forces or exhibit a specific, desired deformation behavior. This may require the sheets to have mechanical reinforcements in certain areas.
  • Components are therefore known from DE 101 35647 C1 in which, by means of the forming of previously reinforced sheet metal, complex-shaped, locally reinforced components can also be manufactured.
  • the forming enables the use of high-strength materials, in particular high-strength steels. According to the state of the art, parts of the end wall can thus be produced in an advantageous manner.
  • the method is used to produce a front wall of a motor vehicle body, in which the front wheel housings of the motor vehicle body are at least partially formed by the front wall of the motor vehicle.
  • a component with a three-dimensional structure is produced from a flat metallic semi-finished product by means of a forming process. This component forms at least part of the bulkhead.
  • the method for producing an end wall of a motor vehicle body provides that the component produced by the forming forms at least part of the end wall, which extends at least over partial areas of both front wheel housings of the motor vehicle body.
  • the end wall is formed entirely by the component produced by the forming.
  • a one-piece bulkhead of a motor vehicle represents the maximum possible simplification with regard to the production of the bulkhead.
  • such a one-piece bulkhead has good mechanical properties, in particular with regard to the protection of people in the passenger compartment.
  • a one-piece, large-area component such an end wall acts in the manner of a protective shield, which extends at the boundary between the front end of the vehicle and the passenger cell.
  • the forming can in particular be direct or indirect hot forming.
  • direct hot forming the forming takes place after the semi-finished product has been heated to an elevated temperature, which is in particular above the recrystallization temperature of the respective material.
  • indirect hot forming the semi-finished product is first cold formed before it is heated. After cold forming, the semi-finished product is heated and hot formed. In this case, the degree of deformation of the hot forming can be comparatively low compared to that of the cold forming.
  • Both hot forming processes can provide for a heat treatment to increase the strength as part of the hot forming. This means in particular that the heat treatment takes place while the already hot-formed semi-finished product is still in the tool for hot-forming.
  • the semi-finished product can be produced from a plurality of sheet metals, in particular planar ones, which are materially bonded to one another in the region of their edges, in particular before the forming process is carried out.
  • Such semi-finished products are also referred to as so-called taylor-welded blanks.
  • the edges of the individual sheets can be butt welded.
  • spot welding methods can also be used. The use of other joining methods is also possible.
  • the semi-finished product can, before and/or during the implementation of the forming process, be connected by the cohesive connection of at least one reinforcement sheet, in particular plane, applied to a particularly flat sheet metal and/or to a plurality of sheets that are bonded to one another in the region of their edges the tin and/or with the connected sheets.
  • reinforcement plates are also referred to as patch reinforcements.
  • These can be connected to the base sheet by means of spot welding methods, laser welding methods and/or projection welding methods.
  • the welding process is preferably carried out before the forming.
  • hot clinching is possible, in particular during the forming, or the use of a soldering process to connect the reinforcement plates to the base plate.
  • a soldering process can be carried out, for example, using a soldering foil introduced between the reinforcement plate and the plate and/or the connected plates.
  • the semi-finished product it is possible for the semi-finished product to be formed by applying one or a plurality of reinforcement plates as patch reinforcements to a one-piece plate. It is also possible for a taylor-welded blank to be produced first, onto which further reinforcement sheets are then applied as patch reinforcements.
  • a major advantage of producing the semi-finished product in the manner described above is that this can be done by processing flat sheet metal. This considerably simplifies the process control in the production of the semi-finished product for the forming. In particular, this applies to the preferred connection of the surfaces to one another and/or the metal sheets and the reinforcing sheets by means of welding processes.
  • the materially bonded connection of the metal sheets to one another and/or to the at least one reinforcement sheet metal can be effected by laser beam welding.
  • the preferred production of the semi-finished product by laser beam welding can be done in particular by laser remote welding.
  • remote welding or scanner welding the laser beam is positioned by and/or with the aid of movable deflection mirrors. This makes it possible to achieve efficient and highly automated production of the semi-finished products for hot forming.
  • large-area workpieces can also be processed quickly using laser remote welding, since the laser can act on the workpiece from a comparably large distance.
  • the two-dimensional shape of the semi-finished products in the form of planers, i. H. especially flat and non-formed sheet metal has a positive effect on the possibility of using the laser scanner in question to carry out the welding process.
  • the metal sheets and/or reinforcing metal sheets can in particular be metal sheets with different properties.
  • end walls can be produced in which individual areas of the end wall can have different properties.
  • the bulkhead can be specifically adapted to the requirements, in particular the mechanical requirements that are placed on its individual areas.
  • the behavior of individual areas of the bulkhead in the event of a deformation, for example in the event of a crash, can also be influenced in a targeted manner.
  • the different properties can in particular be different strengths and/or ductilities. Different strengths are to be understood in particular as the tensile strength of the material, in particular of the steel used, in the finished workpiece. In this way, for example, zones with higher or lower strength and/or ductility can be realized in a targeted manner, which is particularly advantageous with regard to the adaptation of the bulkhead to desired properties in the event of a crash.
  • the ductility in the individual areas of the end wall can be set differently in order to enable targeted high degrees of deformation and thus a corresponding reduction in energy during the deformation in areas with higher ductility and lower strength, while in other areas the higher strength and lower ductility of the Degree of deformation is limited accordingly.
  • the metal sheets and/or reinforcing sheets used can have different thicknesses.
  • the strength of different areas of the end wall can also be influenced in a targeted manner by using different thicknesses.
  • the use of different types of steel can also be considered in order to influence the properties of different areas of the end wall in a targeted manner.
  • At least a partial area can be cut out of the metal sheet and/or at least one of the connected metal sheets. In this way, in particular, openings can be produced in the end wall.
  • a partial area can also be cut out of an edge area of the metal sheet or the connected metal sheets. In this way, the edge contour of the end wall that occurs during the forming process can be influenced in a targeted manner in order to simplify or, in particular, completely replace any trimming of the edges that may be necessary after the forming process.
  • the cutting out of the at least one sub-area can take place in particular mechanically before and/or during the forming.
  • the forming tool can have corresponding cutting edges, through which the cutting out takes place during the forming.
  • the cutting out can take place by means of a laser.
  • Laser remote cutting can also be used here in particular.
  • the two-dimensional shape of the semi-finished product has a similar effect to that described above for laser welding also with remote laser cutting, but also with mechanical cutting, particularly advantageous with regard to the processing time.
  • openings can be provided in the semi-finished product, which form openings in the end wall after the deformation has been carried out. This can be done by cutting out at least a partial area as described above. Alternatively and/or additionally, it is also possible, for example if the semi-finished product is a taylor weded blank, to provide the openings by omitting at least a partial area when producing the semi-finished product from a plurality of metal sheets. This has the advantage that the corresponding openings can be produced without having to subsequently cut out areas of material, which reduces the processing effort and can also lead to a saving of material.
  • the openings formed in this way in the bulkhead can in particular be openings which serve to pass through structural elements of the motor vehicle body running in the longitudinal direction of the vehicle.
  • Structural elements of this type can in particular be longitudinal members of the motor vehicle body. This makes it possible to connect these structural elements in an advantageous manner to the areas of the motor vehicle body located behind the bulkhead.
  • the edge regions of the component can be trimmed to a desired contour.
  • end walls that fit very precisely can be produced.
  • the edge regions are advantageously also cut to size by means of laser cutting, in particular laser remote cutting.
  • large-area end walls with a comparatively flat structure can advantageously be produced by the forming method described above.
  • End walls shaped in this way are particularly well suited for cutting the edge regions to size by means of laser cutting, in particular laser remote cutting.
  • the edge areas of the semi-finished product can be trimmed before and/or during the forming process.
  • mechanical cutting methods can also be used.
  • the trimming can take place by means of appropriate cutting edges in the forming tool.
  • the edge area of the semi-finished product is cut to size in particular in such a way that the desired contour of the edge area of the component results from the reshaping.
  • the method enables the production of end walls for motor vehicle bodies of a plurality of different motor vehicle types.
  • a component with a three-dimensional structure can be produced by means of forming to produce bulkheads for motor vehicle bodies of a number of different types of motor vehicles, with the component forming at least part of the bulkhead. After the forming process has been carried out, the edge area of the component can then be cut to a contour specific to the desired type of motor vehicle.
  • the edge area of the semi-finished product can be cut to size in such a way that the contour specific to the desired motor vehicle type results after the reshaping.
  • the identical tool is used for the production of the end walls for the different motor vehicle types.
  • the method described above can be used as part of a platform strategy in the production of different motor vehicle types.
  • Different motor vehicles that use a common platform can then differ in particular in the external dimensions of the end wall used in each case.
  • This makes it possible to carry out the forming process, which is investment-intensive due to the tool costs, for a plurality of different motor vehicle types with the same tool, in particular the same tool.
  • the trimming of the edges of the hot-formed component and/or the semi-finished product can be adapted comparatively easily to different contours of the resulting bulkheads that are specific to the respective desired motor vehicle type. Ideally, this only requires an intervention in the control of the cutting process, which can even take place in real time if necessary, i. This means that it may be possible to change the type of vehicle for which the respective end wall is intended during ongoing production of the end walls in question, "from end wall to end wall" during ongoing production without causing any delays.
  • laser cutting in particular laser remote cutting, is advantageous for trimming the edge area, since the high degree of flexibility in the beam guidance of the laser beam means that there are great degrees of freedom with regard to changing the cutting process to be carried out from component to component.
  • FIG. 3 shows a schematic representation of an exemplary semi-finished product before forming
  • FIG. 4 shows an exemplary bulkhead produced according to a method according to the invention as part of a motor vehicle body
  • FIG. 5 shows a schematic representation of the adaptability of a bulkhead to different motor vehicle types.
  • FIG. 1 shows an exemplary motor vehicle bulkhead 10 according to the prior art.
  • Such end walls are assembled from a series of preformed parts 11-20.
  • preformed means in particular that the parts have already received their three-dimensional structure through a forming process.
  • the parts 11-20 can be assembled into the end wall 10, for example by welding processes.
  • welding processes When considering the connection between the individual parts 11-20, it becomes clear that the orientations of the weld seams or rows of weld points are very different from one another.
  • there are also angled transitions between the components such as the transitions between the preformed parts 15 and 16, 16 and 17, 17 and 18, 18 and 20. The angled position makes the automation of the welding process complex.
  • welding robots have to perform complex three-dimensional movements in order to reach the various points on the bulkhead that are to be welded.
  • the weld seams produced in this way must then be subjected to further processing, in particular for the purpose of corrosion protection.
  • corrosion protection measures such as PVC sealing seams, have to be carried out in places that are difficult to access.
  • the process is comparatively complex.
  • the end wall 10 shown in FIG. 2 as an example and produced using a method according to the invention is advantageously formed by a component 22 that has been produced by forming a flat metallic semi-finished product 24 .
  • a component 22 that has been produced by forming a flat metallic semi-finished product 24 is shown schematically in FIG.
  • the component 22 produced by the forming extends in this case at least over partial areas 26 of both front wheel housings of the motor vehicle body.
  • Such large-area components 22 can, in particular, form the end wall 10 completely, as in the example shown.
  • the exemplary semi-finished product 24 shown in FIG. 3 can be produced from a plurality of metal sheets 28 which are bonded to one another in the region of their edges and which can have different properties.
  • reinforcement plates 30 can be applied to the plates 28 .
  • the end wall 10 produced from the semi-finished product 24 by forming has different material properties in different areas.
  • the individual sheets 28 can have different strengths, ductilities and/or thicknesses. The same applies to the applied reinforcement plates 30.
  • the semi-finished product 24 can have openings 32 which are produced by cutting out partial areas of the metal sheets 28 .
  • the semi-finished product 24 can also be given a shape in the area of its edges by cutting out partial areas 34 of the edges.
  • the example shown shows the original contour 36 of the sheet metal 28 from which the partial areas 34 have been cut out, as well as the contour 38 of the semi-finished product 24 resulting from the cutting out of the partial areas 34 before the forming.
  • FIG. 4 shows an example end wall as part of a motor vehicle body 40 after forming. It can be seen that the bulkhead 10 extends over partial areas 26 of the motor vehicle body 40 .
  • the method according to the invention makes it possible to produce such a large-area end wall as a one-piece hot-formed component whose different areas have different properties.
  • region boundaries 42 are drawn in by way of example for clarification purposes, which optically separate regions with different material properties, for example different strengths and/or thicknesses, from one another for purposes of illustration.
  • flowing material transitions occur as part of the material forming, which, in contrast to the weld seams between the individual parts 11-20 in the end wall 10 shown as an example in Figure 1 according to the prior art, which must be treated separately after welding.
  • the end wall 10 by the method according to the invention on the one hand as a highly optimized component, on the other hand nevertheless cost-effectively.
  • FIG. 5 shows schematically how such an end wall 10 produced by forming according to the invention can be adapted to the motor vehicle bodies 40 of different motor vehicle types.
  • the bulkhead 10 can be given the exemplary contour 42 or the contour 44, which is also shown as an example, by cutting the edge of the bulkhead 10 to size.
  • the production of the bulkheads 10 can be adapted to different motor vehicle types in which the bulkheads 10 differ essentially in the contour of their edge region.
  • a bulkhead 10 with contour 42 can fit into the narrow body (not shown) of a first type of motor vehicle, while the contour 44 of bulkhead 10 is adapted to the wider body 40 (shown) of a second type of motor vehicle.
  • the end walls 10 produced according to the method according to the invention can be easily adapted to different motor vehicle types using the identical hot-forming tool.
  • Front wall preformed part of the front wall preformed part of the front wall preformed part of the front wall preformed part of the front wall14 preformed part of the front wall preformed part of the front wall16 preformed part of the front wall preformed part of the front wall18 preformed part of the front wall preformed part of the front wall preformed part of the front wall component semi-finished product subareas sheet metal reinforcing sheet metal openings subarea Contour Contour Motor vehicle body Area limits Contour Contour

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Optics & Photonics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Plasma & Fusion (AREA)
  • Manufacturing & Machinery (AREA)
  • Body Structure For Vehicles (AREA)
  • Manufacture Of Motors, Generators (AREA)

Abstract

L'invention concerne un procédé de production d'une paroi d'extrémité de carrosserie de véhicule automobile. Les logements de roue avant de la carrosserie de véhicule automobile sont au moins partiellement formés par une paroi latérale du véhicule automobile. Un composant présentant une structure tridimensionnelle est produit à partir d'un produit métallique semi-fini plat au moyen d'un processus de déformation, ledit composant formant au moins une partie de la paroi d'extrémité. Le composant produit au moyen du processus de déformation forme au moins la plus grande partie de la paroi d'extrémité par rapport à la surface de la saillie de la paroi d'extrémité dans le sens de la longueur du véhicule automobile, et s'étend au moins sur des sous-zones des deux logements de roue avant de la carrosserie de véhicule automobile.
EP22727271.3A 2021-06-22 2022-05-02 Procédé de production de paroi d'extrémité de carrosserie de véhicule automobile, et procédé de production de parois d'extrémité de carrosseries de différents types de véhicule automobile Pending EP4359288A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021206368.3A DE102021206368A1 (de) 2021-06-22 2021-06-22 Verfahren zur Herstellung einer Stirnwand einer Kraftfahrzeugkarosserie und Verfahren zur Herstellung von Stirnwänden von Kraftfahrzeugkarosserien unterschiedlicher Kraftfahrzeugtypen
PCT/EP2022/061678 WO2022268387A1 (fr) 2021-06-22 2022-05-02 Procédé de production de paroi d'extrémité de carrosserie de véhicule automobile, et procédé de production de parois d'extrémité de carrosseries de différents types de véhicule automobile

Publications (1)

Publication Number Publication Date
EP4359288A1 true EP4359288A1 (fr) 2024-05-01

Family

ID=81927978

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22727271.3A Pending EP4359288A1 (fr) 2021-06-22 2022-05-02 Procédé de production de paroi d'extrémité de carrosserie de véhicule automobile, et procédé de production de parois d'extrémité de carrosseries de différents types de véhicule automobile

Country Status (5)

Country Link
US (1) US20240116100A1 (fr)
EP (1) EP4359288A1 (fr)
CN (1) CN117545682A (fr)
DE (1) DE102021206368A1 (fr)
WO (1) WO2022268387A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10049660B4 (de) 2000-10-07 2005-02-24 Daimlerchrysler Ag Verfahren zum Herstellen lokal verstärkter Blechumformteile
DE10135647C1 (de) 2001-07-21 2002-07-25 Daimler Chrysler Ag Verfahren zur Herstellung eines Blechumformteils mit Korrosionsschutz und nach dem Verfahren hergestelltes Blechumformteil
DE102010021138A1 (de) * 2010-05-21 2011-11-24 Daimler Ag Karosseriebauteil
DE102011086813A1 (de) 2011-11-22 2013-05-23 Ford Global Technologies, Llc Einstückiges Blechbauteil für ein Fahrzeug
DE102011119561A1 (de) * 2011-11-26 2013-05-29 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Tragstrukturbauteil für die Karosserie eines Kraftfahrzeugs
DE102011088688A1 (de) * 2011-12-15 2013-06-20 Bayerische Motoren Werke Aktiengesellschaft Karosserie für einen Kraftwagen, insbesondere einen Personenkraftwagen
JP6495401B2 (ja) * 2017-09-08 2019-04-03 本田技研工業株式会社 車体構造

Also Published As

Publication number Publication date
CN117545682A (zh) 2024-02-09
US20240116100A1 (en) 2024-04-11
DE102021206368A1 (de) 2022-12-22
WO2022268387A1 (fr) 2022-12-29

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