WO2013178359A1 - Carrosserie de véhicule - Google Patents

Carrosserie de véhicule Download PDF

Info

Publication number
WO2013178359A1
WO2013178359A1 PCT/EP2013/001589 EP2013001589W WO2013178359A1 WO 2013178359 A1 WO2013178359 A1 WO 2013178359A1 EP 2013001589 W EP2013001589 W EP 2013001589W WO 2013178359 A1 WO2013178359 A1 WO 2013178359A1
Authority
WO
WIPO (PCT)
Prior art keywords
unit
stiffening
subframe
vehicle
stiffening unit
Prior art date
Application number
PCT/EP2013/001589
Other languages
German (de)
English (en)
Inventor
Thomas BÜTTNER
Christian Dornberg
Original Assignee
Audi 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 Audi Ag filed Critical Audi Ag
Publication of WO2013178359A1 publication Critical patent/WO2013178359A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • 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
    • B62D25/082—Engine compartments
    • 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
    • B62D25/082—Engine compartments
    • B62D25/085—Front-end modules

Definitions

  • the invention relates to a structure of a vehicle according to the preamble of patent claim 1.
  • EP 0 941 912 B1 discloses a construction of a vehicle which has at least one structural unit and one front end, which is connected to the structural unit via a stiffening unit and an auxiliary frame connected to the stiffening unit.
  • the subframe formed as a subframe of the vehicle comprises two laterally opposite subframe longitudinal members, between which the stiffening unit designed as a planar stiffening element is arranged.
  • the subframe here forms a front axle and has on each side rail on a bearing block for receiving a handlebar of the vehicle chassis.
  • the stiffening element is formed by a flat aluminum sheet with a wall thickness of a few millimeters and has a substantially quadrangular geometry, so that it is connected in the direction of travel respectively on both lateral auxiliary frame longitudinal members, each with a screw in front of and behind the bearing blocks releasably connected to the two side rails , Furthermore, the stiffening element may have stiffening beads and be additionally provided with an acoustically insulating material. With this planar stiffening element, a so-called pushing field is generated, by means of which an impact-related force, which is introduced into one of the side members, can be transmitted to the opposite side member. Essential for this power transmission to the opposite longitudinal member is in this case be arranged in front of and behind the bearing blocks arranged connection of the stiffening element to the two opposing subframe longitudinal beams.
  • the object of the invention is to provide a structure of a vehicle, with which an increase in the rigidity of the front end, in particular in a bottom region of the vehicle and thus the vehicle body itself is possible.
  • the stiffening unit is designed as a thrust field extending between the structural unit and the front end , which is reinforced by an additional reinforcing element.
  • An essential advantage of the invention is that a considerable increase in the rigidity of the front end of the vehicle to form a shear field, in particular in a bottom region of the vehicle and thus the vehicle body itself is possible by the stiffening unit in an advantageous manner with the front end, the subframe and adjacent structural components Structural unit or support structure of the vehicle body is connected.
  • the stiffening unit with the reinforcing element and the associated subframe can represent a further deformation element and additionally absorb and transmit crash energy in the event of a crash.
  • Another advantage of the stiffening unit with the reinforcing element is the protection of the underside of the vehicle floor against wear and corrosion.
  • the stiffening unit embodied as a sliding panel advantageously shields the vehicle body against external noise effects and improves the aerodynamics.
  • the stiffening unit designed as a thrust panel with the reinforcing element is advantageously suitable for integration into a floor of the vehicle without having to make major structural changes to the floor of the vehicle.
  • the stiffening unit designed as a sliding panel with the reinforcing element can be realized in an ongoing vehicle production.
  • Embodiments of the construction according to the invention advantageously enable an increase in the transverse rigidity of the front end and an additional increase in the torsional rigidity of the entire vehicle.
  • the stiffening unit designed as a thrust field can take over the function of a front damping trough in the direction of travel.
  • the stiffening unit designed as a pushing field can at least partially cover the subframe.
  • the reinforcing element can be arranged in the covering area of the stiffening unit designed as a pushing panel with the auxiliary frame.
  • the shape and dimensions of the reinforcing element can be adapted to a force flow between the front end and the structural unit.
  • the reinforcing element can be designed as a profiled reinforcing plate, which is connected to the stiffening unit designed as a shear field.
  • the reinforcing element may be introduced as material doubling and / or as a wicking into the stiffening unit designed as a pushing field, i. be performed as an integral part of running as a shear field stiffening unit.
  • the stiffening unit designed as a thrust panel can be screwed to the subframe.
  • the subframe can be connected at least over at least two diagonal struts with the structural unit.
  • the at least two diagonal struts for example, can each be connected to a sill. Due to the configuration as a diagonal strut, the stiffening unit can be energetically coupled to the reinforcing element also with more distant structural components of the structural unit or the support structure, wherein the dynamic and static forces acting on the diagonal strut to these structural components can be forwarded.
  • the weight of the body can be kept low while still increasing the rigidity of the vehicle body. In this way, both the material costs and the manufacturing costs of the vehicle body are reduced.
  • the diagonal braces are connected to the supporting structure of the vehicle in such a way that the acting dynamic and static forces are transmitted not only to the adjacent structural components, but also to the more remote, particularly stable and resilient structural elements of the structure for example, in the sills. This allows a more even distribution of the dynamic and static forces in the vehicle body done.
  • These additional connections of the diagonal struts with the sills of the structure, the torsional stiffness and the load capacity of the vehicle body are further increased.
  • the subframe can be firmly connected in an advantageous manner with both the structural unit of the body and with the stiffening unit with structurally simple means, so that the rigidity of the structure of the front end can be substantially improved.
  • the acting dynamic and static forces can be absorbed over a large area via the connection of the reinforced with the reinforcing element stiffening unit with the subframe and very well forwarded or distributed to the structural units of the body.
  • the connections of the stiffening unit, the subframe and the structural unit of the body with each other creates a rigid lattice-like structure, whereby an overall improvement in the rigidity of the body structure can be achieved, so that the body structure can better absorb the dynamic and static forces.
  • the torsional stiffness of the entire body can advantageously be increased.
  • the subframe is connected to at least one further structural component of the structure, such as a side member and / or cross member.
  • the auxiliary frame by these additional compounds with other structural components form a torsionally rigid and rigid stiffening assembly, which identifies a high rigidity and thereby can absorb significantly greater dynamic and static forces during driving. This prevents buckling and bending of the stiffening unit and the subframe. This increases the load capacity and the rigidity of the stiffening unit designed as a thrust field.
  • the acting dynamic and static forces are transferred directly via these connections to the adjacent structural components, via which an improved introduction of the forces occurring into the supporting structure of the Ka rosserie and a more even distribution of these forces in the support structure of the body can be done.
  • the stiffening unit designed as a pushing field can take over the function of a first damping trough.
  • the stiffening unit embodied as a pushing field can have a damping element, which is embodied, for example, as a damping mat, and connected to a second damping trough.
  • the stiffening element can cover a large area in the floor area of the vehicle body and can connect structural components that are far apart from one another over its edge area.
  • a simple and quick installation of the stiffening unit designed as a sliding field is possible, since a large-area component can be connected in a simple manner to the adjacent components.
  • the floor area of the vehicle is advantageously suitable for receiving such a flat stiffening element without having to make major structural changes to the vehicle.
  • a cost-effective retrofitting or integration of a stiffening element to a subframe in an ongoing vehicle production can be realized.
  • a preferred embodiment of the invention provides that the subframe rests against the planar stiffening element with the reinforcing element.
  • the planar connection of the two components prevents vibrations of the stiffening element and thus stabilizes the stiffening element in the installed state over the entire surface.
  • the non-supported region of the stiffening element is thus smaller or warp-resistant and thus has a lower tendency to buckling.
  • Such a flat connection acts as a large support surface, which can accommodate correspondingly large forces and, accordingly, is very resilient.
  • the stiffening element is torsionally stiff due to the large-area connection with the subframe and contributes to the improvement of the acoustic properties in the passenger compartment by noise damping of the driving and spraying noises.
  • Such stiffening elements can be found both in the area of a front end and a rear end use.
  • Fig. 1 is a schematic representation of an embodiment of a construction according to the invention of a vehicle in the region of a front end with a structural unit and a front end, which is connected via a stiffening unit and connected to the stiffening unit subframe with the structural unit, wherein the stiffening unit as a between structural unit and Front end extending shear field is formed, which is reinforced by an additional reinforcing element,
  • FIG. 2 is an exploded perspective view of essential components of an embodiment of a construction according to the invention of a vehicle in the region of a front end vehicle with a structural unit, a front end and a stiffening element, and
  • Fig. 3 is a more detailed schematic representation of the embodiment of the structure of the vehicle of Figure 2 from below with a stiffening unit and the subframe without second damping trough, wherein the subframe is connected to the stiffening unit and with structural components of the support structure.
  • FIG. 1 shows an exemplary embodiment of a construction 1 according to the invention of a vehicle in a region of a front end vehicle with a structural unit 30 and a front end 5, which is connected to the structural unit 30 via a stiffening unit 10 and an auxiliary frame 40 connected to the stiffening unit 10.
  • the invention proposes that the stiffening unit 10 as a between structural unit 30 and front end 5 extending thrust field 20th is formed, which is reinforced by an additional reinforcing element 16.
  • the thrust field 20 is provided, in particular, for forwarding a dynamic and / or static force introduced into an element of the superstructure into adjacent structural components of the structural unit 30.
  • the stiffening unit 10 is formed offset in the middle and covers the open space in the bottom region of a front end of the vehicle almost flush from or closes the open space in the bottom region of the front end. As can be seen from FIGS.
  • the stiffening unit 10 embodied as a sliding panel 20 at least partially covers the auxiliary frame 40, wherein the reinforcing element 16 is arranged in the overlapping area of the stiffening unit 10 designed as a shear panel 20 with the auxiliary frame 40.
  • the reinforcing element 16 is designed as a profiled reinforcing plate, which is bolted to the running as a shear panel 20 stiffening unit 10 and / or riveted.
  • the reinforcing element 16 may be introduced as a material doubling and / or as a trickle into the stiffening unit 10 designed as a thrust field 20, ie executed as an integral part of the stiffening unit 10 designed as a shear field 20.
  • the reinforcing element 16 is connected to the auxiliary frame 40 together with the stiffening unit 10 designed as a sliding panel 20 via suitable joining techniques, such as screw connections or rivet joints or a combination of these joining techniques.
  • the structure 1 comprises at least two diagonal struts 36.1, 36.2 which are each connected to at least one further structural component of the structural unit 30 of the structure 1, which in the present exemplary embodiment are designed as sills 39.1, 39.2.
  • the diagonal struts 36.1, 36.2 are designed as relatively flat components, which bear space-saving on the respective sills 39.1, 39.2 and are connected to the subframe 40.
  • connection techniques for the diagonal struts 36.1, 36.2 also simple, and thus reliable connection techniques, such as screw or rivet connections or a combination of these connection techniques can be used.
  • Shape and dimensions of the reinforcing element 16 are adapted in an advantageous manner to a force flow F between the front end 5 and the structural unit 30, so that the gains achieved by the reinforcing element 16 of the reinforcement unit 10 designed as shear panel 20 in the direction of the dashed lines shown power lines 38.1, 38.2 of Diagonal struts 36.1, 36.2 connected to the subframe 40 act.
  • the subframe 40 comprises in the present embodiment, two diagonal struts 42.1, 42.2, two longitudinal struts 44.1, 44.2 and two cross struts 46.1, 46.2, which advantageously an extremely lightweight and yet solid component can arise, which is thus conceivable entirely in terms of a lightweight construction.
  • the subframe 40 bears against the flat stiffening element 10 and is connected to the stiffening unit 10 in the offset rear end region 12 of the stiffening unit 10, whereby a particularly high stability and torsional stiffness of the shear field 20 is preferably achieved in this region of the stiffening unit 10.
  • the stiffening unit 10 is designed as a flat shear area 20 which is offset approximately in the middle and has a trough-like depression.
  • the stiffening unit 10 embodied as a pushing panel 20 tapers trapezoidally from the front end 5 along a longitudinal axis in the direction of the vehicle center, the auxiliary frame 40 being connected to the stiffening unit 10 in the narrow rear end area 12 of the trapezoidal stiffening unit 10 designed as a pushing panel 20.
  • the stiffening unit 10 designed as a thrust panel 20 assumes the function of a first damping trough.
  • the stiffening unit 10 embodied as a sliding panel 20 has a damping element 18, which is designed, for example, as a damping mat and glued to the stiffening unit, screwed, riveted or connected in another suitable manner.
  • the stiffening unit 10 designed as a first damping trough is connected to a second damping trough 50, which is arranged behind the first damping trough in the direction of travel.
  • An edge web of the stiffening unit 10 designed as a push panel 20 can be used as a bearing surface on adjoining structural components of the structural unit 30 of the body 1.
  • the stiffening unit 10 is given increased strength, as a result of which overall the torsional rigidity and the load capacity of the vehicle body are improved and the safety of the vehicle occupants can be increased.
  • the stiffening unit 10 embodied as a shear panel 20 is preferably made of aluminum sheet with a wall thickness of approximately 2.5 mm, which at the front end region 14 in the direction of travel at the front end 5, laterally at not shown wheel shells and at the rear end region 12 with a front region of the auxiliary frame 40 is connected, wherein the subframe 40 is connected via the diagonal struts 36.1, 36.2 with the structural unit 30.
  • This can be in a structurally simple and cost-effective manner from the front end outgoing dynamic and static forces on the designed as shear panel 20 stiffening unit 10, the reinforcing element 16, the subframe and the diagonal braces 36.1, 36.2 controlled forward to the solid sills 39.1, 39.2 of the body 1 of the vehicle become.
  • the stiffening unit 10 embodied as a pushing panel 20 is connected along the edge web circumferentially over a plurality of connecting points to the adjacent structural components of the structural unit 30 of the body 1.
  • the subframe 40 has its longitudinal struts 44.1, 44.2 and transverse struts 46.1, 46.2 in the floor area connections with other structural components of the structural unit 30 or support structure, such as with side rails 32.1 32.2 or cross members 34, whereby the torsional rigidity of the structure 1 can be increased.
  • connection techniques for the stiffening unit 10 and the auxiliary frame 40 simple, preferably large-area and thus reliable connection techniques, such as, for example, screw, adhesive or rivet connections, or a combination of different connection techniques, can be used.
  • Embodiments of the construction according to the invention of a vehicle provide the stiffening unit designed as a thrust field with a targeted reinforcement in the direction of the force lines of action of the diagonal struts between the front end and the subframe. This advantageously allows an increase in the transverse stiffness of the front end and an additional increase in the torsional stiffness of the entire vehicle.
  • Stiffening unit rear end area (stiffening element) front end area (stiffening element)
  • Thrust field (first damping pan)

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne une carrosserie (1) de véhicule, qui présente au moins un élément structural (30) et une extrémité avant (5) reliée à l'élément structural (30) au moins par un élément de renforcement (10) ainsi qu'un châssis auxiliaire (40) relié à l'élément de renforcement (10). Selon l'invention, l'élément de renforcement (10) est conçu sous forme d'élément de zone de cisaillement (20) s'étendant entre l'élément structural (30) et l'extrémité avant (5), ledit élément de zone de cisaillement étant renforcé par un élément de renforcement supplémentaire (16).
PCT/EP2013/001589 2012-05-29 2013-05-29 Carrosserie de véhicule WO2013178359A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012010552A DE102012010552A1 (de) 2012-05-29 2012-05-29 Aufbau eines Fahrzeugs
DE102012010552.5 2012-05-29

Publications (1)

Publication Number Publication Date
WO2013178359A1 true WO2013178359A1 (fr) 2013-12-05

Family

ID=48537934

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2013/001589 WO2013178359A1 (fr) 2012-05-29 2013-05-29 Carrosserie de véhicule

Country Status (2)

Country Link
DE (1) DE102012010552A1 (fr)
WO (1) WO2013178359A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160090124A1 (en) * 2014-09-26 2016-03-31 Honda Motor Co., Ltd. Vehicle body rear structure
CN109927785A (zh) * 2017-12-15 2019-06-25 蔚来汽车有限公司 用于后车身碰撞的力传递系统和汽车

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014204052A1 (de) * 2014-03-05 2015-09-10 Bayerische Motoren Werke Aktiengesellschaft Versteifungsstruktur eines Fahrzeugs in Form eines Schubfelds
DE102014224429A1 (de) * 2014-11-28 2016-06-02 Bayerische Motoren Werke Aktiengesellschaft Fahrwerk und Verfahren zur Herstellung des Fahrwerks
DE102018125705A1 (de) * 2018-10-17 2020-04-23 Bayerische Motoren Werke Aktiengesellschaft Unterflureinrichtung für einen Kraftwagen
DE102019101377A1 (de) * 2019-01-21 2020-07-23 Bayerische Motoren Werke Aktiengesellschaft Achsträger eines zweispurigen Fahrzeugs mit einem durch ein Strangpressprofil gebildeten Schubfeld

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0941912B1 (fr) 1998-03-09 2002-05-02 Bayerische Motoren Werke Aktiengesellschaft Véhicule à moteur comportant un élément de renfort en forme de plaque
DE10058115A1 (de) * 2000-11-22 2002-06-06 Volkswagen Ag Hilfsrahmenmodul
EP1228949A2 (fr) * 2001-01-31 2002-08-07 Bayerische Motoren Werke Aktiengesellschaft Véhicule automobile avec suspension indépendante et chassis auxiliaire

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10023112A1 (de) * 2000-05-11 2001-11-15 Bayerische Motoren Werke Ag Fahrzeugkarosserie
DE102004007051B4 (de) * 2004-02-13 2020-08-20 Daimler Ag Karosserie für ein Kraftfahrzeug
JP4966815B2 (ja) * 2007-10-25 2012-07-04 本田技研工業株式会社 車体前部構造
DE102009058400A1 (de) * 2009-12-15 2011-06-16 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0941912B1 (fr) 1998-03-09 2002-05-02 Bayerische Motoren Werke Aktiengesellschaft Véhicule à moteur comportant un élément de renfort en forme de plaque
DE10058115A1 (de) * 2000-11-22 2002-06-06 Volkswagen Ag Hilfsrahmenmodul
EP1228949A2 (fr) * 2001-01-31 2002-08-07 Bayerische Motoren Werke Aktiengesellschaft Véhicule automobile avec suspension indépendante et chassis auxiliaire

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160090124A1 (en) * 2014-09-26 2016-03-31 Honda Motor Co., Ltd. Vehicle body rear structure
US9604672B2 (en) * 2014-09-26 2017-03-28 Honda Motor Co., Ltd. Vehicle body rear structure
CN109927785A (zh) * 2017-12-15 2019-06-25 蔚来汽车有限公司 用于后车身碰撞的力传递系统和汽车
CN109927785B (zh) * 2017-12-15 2024-01-30 蔚来(安徽)控股有限公司 用于后车身碰撞的力传递系统和汽车

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