WO2022023443A2

WO2022023443A2 - Motor vehicle of modular design and various modules for such a motor vehicle

Info

Publication number: WO2022023443A2
Application number: PCT/EP2021/071204
Authority: WO
Inventors: Klaus Schmidt
Original assignee: Piëch Ip Ag
Priority date: 2020-07-29
Filing date: 2021-07-28
Publication date: 2022-02-03
Also published as: EP4188779A2; WO2022023443A3

Abstract

The invention relates to a motor vehicle of modular design, comprising at least three structure modules, wherein two mutually adjacent structure modules of the motor vehicle are releasably connected to one another both in the vehicle longitudinal direction and in the vehicle transverse direction. The invention also relates to a motor vehicle comprising at least three structure modules, wherein a rear-axle module comprises at least a first drive, and wherein a front-axle module comprises an asynchronous motor which is effectively coupled to at least a third wheel of the motor vehicle. The invention also relates to a motor vehicle comprising at least three structure modules, wherein at least one of the structure modules has at least a first tunnel, in which an energy store and/or a fuel tank and/or a pressure store is received. The invention additionally relates to a motor vehicle comprising at least three structure modules, wherein reinforcement means are arranged within a side member component and/or a cross member component of the structure module in order to increase the rigidity of the structure module at least in some sections and/or in some regions. The invention also relates to a method and to a device for assembling the motor vehicle. The invention additionally relates to a rear-end module, a front module, a passenger module and an extension module. The invention also relates to a motor vehicle comprising the described modules.

Description

l

MOTOR VEHICLE IN MODULAR CONSTRUCTION AND VARIOUS MODULES FOR SUCH

MOTOR VEHICLE

The invention relates to a motor vehicle, in particular a passenger car, of modular construction. The invention also relates to a front module, a rear module, a passenger module and an extension module. The invention also relates to a method for assembling the motor vehicle and a device for assembling the motor vehicle. Furthermore, the invention relates to a rear module, a front module, a passenger module and an extension module for such a motor vehicle in a modular design. The motor vehicle in question can correspond to any type and configuration of a motor vehicle. This is in particular an automobile with a weight of less than 3.5 l, for example a sports car, a sedan, a two- or four-seater coupe, a station wagon or a sport utility vehicle (SUV). When assembling motor vehicles, so-called platforms are often used nowadays. A platform can, for example, be a floor panel that extends over a large part of the vehicle length, in particular over the entire vehicle length, and on which the various parts of the motor vehicle, such as the passenger compartment, the wheel axles or the drives, are individually placed and fastened. However, this platform can also only be formed by assembling at least two parts, so that areas such as the passenger cell are only formed when the various parts are assembled. To the

Most automobile manufacturers use such to increase efficiency Platforms not only within a single vehicle series, but mostly use the same platforms in different series or models.

Such a platform is known from DE 10 239 989 A1. This shows a platform in the form of the floor area of a passenger compartment with the rear axle area. Additional large-format sub-modules, such as a front-end module, a roof module and a rear module, are attached to these in order to create the supporting structure of the motor vehicle. The front area and the platform are connected to each other at joints.

One challenge here is that the additional modules attached to the platform depend on the respective series, for example the overall length. If different series have the same elements, series-dependent modules must still be provided.

The invention is based on the problem that in the manufacture of motor vehicles, series-dependent components must be used and it is not possible to exchange identical components from different series.

According to the invention, this object is achieved by a motor vehicle according to a first, second, third and fourth aspect with the features of independent patent claims 1 , 34 , 75 and 110 . Furthermore, the object is achieved by a method according to a fifth and sixth aspect of the invention according to patent claims 134 and 135, a device according to a seventh and eighth aspect of the invention according to patent claims 136 and 141, a rear module according to a ninth aspect of the invention according to patent claim 147, a front module according to a tenth Aspect of the invention according to claim 153, a passenger module according to an eleventh aspect of the invention according to claim 158, an extension module according to a twelfth aspect of the invention according to claim 160, and a motor vehicle according to a thirteenth aspect of the invention according to claim 164. Advantageous optional Further developments and refinements are specified in the subclaims which are dependent on them in each case.

According to a first aspect of the present invention, this object is achieved by a motor vehicle, in particular a passenger car, of modular design, comprising at least three structural modules, with a first structural module being designed as a front module, a second structural module as a rear module and a third structural module as a passenger module, with the The front module and the rear module are each arranged on opposite sides of the passenger module in the vehicle longitudinal direction, and two adjacent structural modules of the motor vehicle are detachably connected to one another both in the vehicle longitudinal direction and in the transverse direction of the vehicle.

The proposed solution is initially based on the consideration that the design and assembly, as well as repair, of different model series of a motor vehicle can be made simpler and more efficient if this consists of individually interchangeable, self-contained elements or structural modules.

First of all, it should be expressly pointed out that in the context of the present patent application, indefinite articles and numbers such as "one", "two" etc. should generally be understood as "at least" information, i.e. as "at least one...". , "at least two..." etc., unless it is expressly stated from the respective context or it is obvious or technically imperative for the person skilled in the art that only "exactly one...", "exactly two..." .” etc. can be meant. Furthermore, all numerical data and information on process parameters and/or device parameters are to be understood in the technical sense, ie to be understood as provided with the usual tolerances. Even from the explicit specification of the restriction "at least", "at least" or "at least" or similar, it must not be concluded that simply using "a", i.e. without specifying "at least" or similar, an "exactly one" is meant.

The following is explained conceptually:

A “structural module” is to be understood as an independent, self-contained component of a motor vehicle produced in a modular design, with several, in particular at least three, structural modules for forming the motor vehicle being detachably connectable to one another essentially in the longitudinal direction of the vehicle. The structure modules can be divided into different categories with regard to their requirements or their area of application, with at least one structure module being a driven structure module and at least one further structure module being a non-driven structure module. Each structural module includes a frame structure with a plurality of support components that are joined together in a skeletal or truss-like manner. Consequently, the respective frame structure includes longitudinal, transverse and/or diagonal members. The carrier components can thus be arranged in the longitudinal direction, ie in the longitudinal direction of the vehicle, in the transverse direction, ie in the transverse direction of the vehicle, or at an angle to the longitudinal direction of the vehicle and/or the transverse direction of the vehicle. The formation, shape, arrangement and/or alignment of the carrier components of the respective structural module are essentially dependent on the forces acting on the motor vehicle, in particular on the forces acting on the respective structural module. In addition, safety aspects also play a role in the design and arrangement of the support components in the respective structural module, with support components that are arranged in crumple zones of the motor vehicle, for example, being able to be designed to be less rigid and consequently more flexible and slimmer than, for example, in such areas or zones of the motor vehicle where the protection of Vehicle occupants must be ensured, especially in the area of a passenger cabin. In this case, the carrier components are designed to be more rigid in a suitable manner, that is to say less flexible.

The structural modules are arranged one behind the other essentially in the longitudinal direction of the vehicle, and two axially adjacent structural modules are detachably connected to one another. By connecting the structural modules to one another, in particular the frame structures of the two adjacent structural modules are connected to one another, so that the frame structures connected to one another form the vehicle frame of the motor vehicle.

A “self-contained structural module” is to be understood as meaning a structural module of the motor vehicle that is spatially limited in all directions and has at least one interface via which the structural module can be connected to another structural module that is also self-contained. In other words, the respective structural module is spatially limited or closed off at least on one axial end face, namely at the respective interface. Depending on the requirements of the structural module, for example if it is designed as a passenger module with structural modules arranged in front of and behind it in the longitudinal direction of the vehicle, it is spatially limited or closed off on both axial end faces, specifically by at least one first and second interface.

Furthermore, the term “self-contained” means that no further components or elements, in particular no further carrier components, have to be connected to the structural module in order to form the respective structural module. Using the passenger module as an example, it is therefore not necessary for a plurality of carrier components or frame structures to be connected to one another, plugged into one another, screwed or glued to form the passenger module. Instead, become several in itself Completed structural modules provided that form the motor vehicle by detachable connection with each other. The respective structural module can be provided separately, with no further components or elements being required to connect two structural modules at a respective interface, apart from only the connecting means required for the detachable connection of the structural modules. An adaptation, addition or expansion of the structural module, particularly in the area of the body or the frame structure, is therefore not necessary. In other words, the respective self-contained structural module is explicitly not an element of a motor vehicle consisting only of a frame component or a framework-like frame construction, which is to be connected to other frame components or frame segments to assemble the vehicle frame of the motor vehicle or to form the respective structural module or is to be mounted on an assembly structure, with further construction elements or components such as a drive, seats, body parts or the like only being mounted afterwards. Rather, the configuration according to the invention of the self-contained structural modules can, with a suitable configuration, enable structural modules on the motor vehicle to be replaced and/or supplemented quickly and easily.

In the context of this invention, a structural module is therefore understood to mean all components of the motor vehicle which, as separate, self-contained replacement or additional modules, are at least temporarily or temporarily, and thus interchangeably, detachably connected or can be connected to at least one other self-contained structural module of the motor vehicle are. Consequently, there is a manually detachable connection between two adjacent structural modules. However, a detachable connection between two structural modules can in principle also be designed to be a long-term connection, and in certain cases also a permanent connection between two structural modules. At this point, it should be explicitly pointed out that whenever a connection of structural modules is referred to within the scope of this invention, a detachable connection is meant, unless something else clearly results from the context or the description.

A "detachable connection" is to be understood as a mechanical connection of two structural modules, in which case the connection can be released essentially without damaging or destroying the frame structure of the respective structural module, i.e. without damaging or destroying the interconnected interfaces, such as with screw connections and/or or glued joints. However, the releasable connection can also be realized by connecting means that have to be destroyed in each case to release the connection. Such connecting means are, for example, rivets for a rivet connection.

In addition to the frame structure, the respective structural module includes other components or assemblies characterizing the respective structural module, in particular a body of the structural module or at least one body segment forming the body, electronic components, drive components, drive train components, control components and/or means for data or information transmission. The support components of the frame structure are formed from tubular and/or flat structural elements which are essentially connected to one another in the form of a three-dimensional framework. Consequently, the structural module is embodied in the form of a skeleton or framework, at least in sections or zones.

The longitudinal direction of the vehicle corresponds to a longitudinal axis of the motor vehicle and of the respective structural module and runs parallel to the ground traveled over by the motor vehicle along the length of the motor vehicle. The longitudinal direction of the vehicle corresponds to the x-axis of the motor vehicle. the The transverse direction of the vehicle is perpendicular to the longitudinal axis, i.e. to the longitudinal direction of the vehicle, and also aligned parallel to the ground being driven on. The transverse direction of the vehicle corresponds to the y-axis of the motor vehicle and is to be understood as the transverse axis of the motor vehicle. The vertical direction of the vehicle corresponds to the vertical axis or the z-axis of the motor vehicle and is oriented perpendicular both to the vehicle longitudinal direction and to the vehicle transverse direction. The vehicle height direction is parallel to the direction of gravity. Unless otherwise stated, the direction of forward travel of the motor vehicle is referred to as the positive vehicle longitudinal direction or +x direction, the coordinate system thus described being a right-handed coordinate system.

In the context of this invention, “body” is to be understood as meaning a non-self-supporting structure of the motor vehicle, which is mounted on a supporting frame structure or on a supporting basic structure or base frame of the respective structural module. The body, which is placed on the frame structure and connected to it, forms an outer skin of the respective structural module to protect the interior of the respective structural module from external influences. Using the example of a passenger module, the body protects the vehicle occupants or the goods transported with the vehicle. If there are several structural modules connected to one another, the sum of all

Bodies the outer skin of the motor vehicle. The body can in particular be designed in such a way that it does not have to be influenced or only slightly influenced during assembly or disassembly of the motor vehicle, in particular when individual structural modules are separated. In this case, the body only has to be attached once to the frame structure of the respective structural module and no longer has to be adjusted or replaced, regardless of the combination of structural modules selected. In this respect, the outer shape of the body of a first structural module is preferably adapted to the outer shape of the body of a second structural module adjusted so that the outer skin of several directly adjacent structural modules can visually merge seamlessly.

In the context of this invention, an “interface” is a connection point, a cut surface or a connection surface on the frame structure of the respective structural module, via which the respective structural module can be detached at a complementary interface of an axially adjacent structural module or a frame structure of the axially adjacent structural module can be connected. The respective interface can comprise a single connection point or a single connection surface, on which connection means for connecting the further structural module or for receiving the further structural module are arranged. Likewise, several interfaces can be formed on an axial side of the respective structural module, which can be formed from intersections, cut surfaces and/or contact surfaces, for example in the form of several carrier components with connecting flanges, which can be connected to carrier components of the adjacent structural module using suitable connecting means. A joining point or a joining surface is thus formed between the two interfaces, via which the two structural modules are detachably connected to one another.

At each interface of a first structural module, contact surfaces and/or connecting means can be formed or arranged, which are advantageously complementary to the contact surfaces or connecting means of an interface of a second structural module axially adjacent thereto. The contact surfaces or connecting means can be designed in such a way that structural modules can be clearly assigned to one another, so that incorrect assembly is avoided. As a result, given an appropriate configuration, specific structural modules can be assigned to a specific assembly position and structural modules can be replaced, retrofitted or removed easily and quickly. However, it can also be from It can be advantageous to design interfaces, in particular the contact surfaces or connecting means, of different structural modules identically in order to achieve greater flexibility in the design of the motor vehicle.

In particular, through-holes or blind holes, internal threads, external threads, bolts, pins, screws, nuts and/or an adhesive are to be understood as connecting means. For example, a bolt or a screw can be inserted or pushed through or screwed into a bore or an internal thread of the first structural module. Furthermore, a first contact surface of the first structural module can be connected to a second contact surface of the second structural module via an adhesive, with the two contact surfaces coming into contact with one another essentially in a planar manner.

For example, the passenger module has a first and second interface, the front module has a third interface and the rear module has a fourth interface, with the first interface and the third interface being designed to complement one another, i.e. having complementary connecting means and/or contact surfaces, so that the third interface of the front module can be assigned directly and clearly to the first interface of the passenger module. In contrast, the second interface and the fourth interface are designed to be complementary to one another or have complementary connecting means and/or contact surfaces, so that the fourth interface of the rear module can be assigned directly and unambiguously to the second interface of the passenger module. The connecting means and/or contact surfaces between the passenger module and the front module differ from the connecting means and/or contact surfaces between the passenger module and the rear module. As a result, the structural modules can be assigned directly and unambiguously to one another, and the susceptibility to errors during assembly of the motor vehicle or when replacing structural modules can be reduced. If additional modules, such as extension modules, provided, these can have corresponding interfaces so that they can be arranged in the longitudinal direction of the vehicle, for example between the front module and the passenger module, between the rear module and the passenger module, in front of the front module or behind the rear module, and can be assigned directly and clearly to the adjacent structural module. For example, an additional module to be arranged between the front module and the passenger module can have a fifth interface designed identically to the first interface and a sixth interface designed identically to the third interface, with the additional module being able to be clearly assigned and positioned and the additional module being installed correctly between the front module and the passenger module can be ensured.

Each structure module has at least one interface to another neighboring structure module. Depending on the position of the respective structural module on the motor vehicle, the respective structural module can also have two or more interfaces. For example, the passenger module has two interfaces in order to detachably connect it to the front module on the one hand and to the rear module on the other hand. It is also conceivable that the passenger module, the front module and/or the rear module in turn also comprise a substructure module or several substructure modules, wherein, in the case of several substructure modules, the substructure modules are in turn connected to one another via interfaces and, depending on the configuration of the respective structural module, have further interfaces in order to connect the respective structural module to an adjacent structural module. Each substructure module also has a frame structure which, in conjunction with frame structures of adjacent structure modules or substructure modules, forms the vehicle frame of the motor vehicle. During assembly processes of the motor vehicle, the respective structural modules to be connected to one another are first positioned relative to one another and then releasably connected to one another in the manner described above. Such a detachable connection can enable non-destructive dismantling of the motor vehicle into the individual structural modules. Furthermore, a structure module or several structure modules can be exchanged in a structurally simple and quick manner. A detachable connection is in particular a screw connection or an adhesive connection.

For example, in the event of a defect, damage or when a required replacement interval is reached, the respective structural module can be easily detached or separated from the structural module connected to or connected to it, in particular non-destructively, with a substantially identical replacement structure module is inserted at the position of the removed structure module and connected at the respective interface with the respective structural module adjacent thereto. Depending on the mounting position on the motor vehicle, the removed structural module and the replacement structural module have one or more identical interfaces.

According to the present invention, the motor vehicle according to the invention comprises at least three structural modules, namely the passenger module, the front module, which is arranged in front of the passenger module in the vehicle longitudinal direction, and the rear module, which is arranged behind the passenger module in the vehicle longitudinal direction. These three structural modules thus form basic structural modules of the motor vehicle which, when connected to one another, can form the motor vehicle. The basic structure modules can also be supplemented by further structure modules, also called additional, supplementary or extension modules. By appropriate design and arrangement of the individual structural modules relative to each other, a variety differently designed motor vehicles are formed, but all based on the same basic structural modules. The further structure modules or additional, supplementary or extension modules mentioned here can, in combination or individually, fulfill specific functions or only serve to change the appearance of the motor vehicle.

The “passenger module” is a self-contained, non-driven structural module that is spatially delimited by a respective frame structure and in particular has at least one or more passenger seats and at least one side door, preferably one side door on each side of the passenger module. The respective passenger seat can each be designed as a substructure module and thus subsequently arranged or attached to the passenger module. The passenger module is set up to accommodate at least one vehicle occupant during the ferry operation of the motor vehicle. Furthermore, the passenger module is designed in such a way that the respective vehicle occupant and/or other vehicle occupants located in the passenger module can influence the ferry operation of the motor vehicle. In this respect, the passenger module also has control means, such as a steering arrangement, pedals and/or input means, in particular electronic input means, such as a touch-sensitive screen. The passenger module can also include a control and/or regulation unit of the passenger module or of the motor vehicle, means for supplying energy and/or fuel to the motor vehicle, an entertainment device and/or an information device. The "rear module" and the "front module" are each designed as a driven structural module. The rear module or the front module is spatially limited in each case by a frame structure and can be composed of two or more substructure modules, from which at least one driven substructure module is. A driven structure module or a driven substructure module is to be understood as meaning that at least one drive is arranged in the respective structure module or substructure module, which is part of a drive train and generates a drive power and transmits this via the elements of the respective drive train to at least one on the respective structure module or Substructure module arranged, drivable wheel transmits to drive the motor vehicle in a forward direction, in a reverse direction or optionally in the forward direction and in the reverse direction. In this respect, a drive train comprises a drive and can additionally have one or more gear ratios, in particular a transmission, and/or a differential.

The front module preferably comprises a front axle module and the rear module comprises a rear axle module, the front axle module and the rear axle module being arranged on opposite sides of the passenger module in the longitudinal direction of the vehicle. In this case, the front axle module is to be understood as a substructure module of the front module, with the rear axle module also being to be understood as a substructure module of the rear module. According to one exemplary embodiment, the front axle module and the rear axle module are connected directly via a respective interface to an associated and clearly assignable interface of the passenger module. Alternatively, between the passenger module and the front axle module and / or between the passenger module and the rear axle module further structural modules, in particular

Extension modules to be arranged.

The "front axle module" is a self-contained structural module and is spatially limited by a respective frame structure. The front axle mo- dul has formed in the vehicle transverse direction ends Radaufgungsbe rich for receiving front wheels of the motor vehicle, the Fronträ can be connected to one another via an axle to form a driven axle. Alternatively, the front wheels can be designed to be driven separately. Furthermore, a body or parts of a body are provided, which are arranged on the frame structure and optionally fulfill aesthetic purposes. The body can be, for example, a wheel well and/or include side skirts. The respective wheel of the front axle module can be connected to a chassis or to the frame structure of the front axle module, for example via a spring/damper system and a wheel hub, with at least one of the wheels being connected to a drive, in particular an asynchronous motor. Thus, the front axle module is a driven structural module. Alternatively or additionally, the asynchronous motor can be designed to increase the braking effect, with the front axle module in such a case being a non-driven structural module which, however, includes the asynchronous motor. The front axle module has at least one interface for connection to another structural module. In particular, the front axle module has an interface that is designed to complement an interface on the passenger module, with the two interfaces being clearly assignable to one another. Other interfaces on the front axle module are also conceivable, for example to connect the front axle module to a front end module and/or an extension module. The front axle module preferably has corresponding, clearly assignable interfaces in order to be able to ensure correct assembly of the motor vehicle.

The "rear axle module" is also a self-contained, driven structural module and is spatially limited by a respective frame structure. The rear axle module has wheel suspension areas for accommodating rear wheels of the motor vehicle at ends formed in the transverse direction of the vehicle, the rear wheels being connected to one another via an axle can to form a driven axle. Alternatively, the rear wheels can be designed to be driven separately. Furthermore, a body or parts of a body are provided, which are arranged on the frame structure and, if necessary, fulfill aesthetic purposes. The body can, for example, be a wheelhouse and/or include side skirts. The respective wheel of the rear axle module can be connected to a chassis or to the frame structure of the rear axle module, for example via a spring/damper system and a wheel hub, with at least one of the wheels being connected to a drive. Thus, the rear axle module is a driven structural module. The rear axle module has at least one interface for connection to another structural module. In particular, the rear axle module has an interface that is designed to complement an interface on the passenger module, with the two interfaces being clearly assignable to one another. Other interfaces on the rear axle module are also conceivable, in order to connect the rear axle module, for example, to a rear vehicle module and/or an extension module. In this case, the rear axle module preferably has corresponding, clearly assignable interfaces in order to be able to ensure correct installation of the motor vehicle.

Preferably, the front module also includes a front end module, wherein the front axle module is arranged in the longitudinal direction of the vehicle between the front end module and the passenger module and is connected thereto. Thus, the front end module is also to be understood as a substructure module of the front module. According to one embodiment, the front module has both a front car module and a front axle module, the front axle module being arranged, for example, spatially between the front car module and the passenger module. The front-end module is designed in particular to spatially complete the motor vehicle frontally, ie on the front of the vehicle. Consequently, the front-end module is to be understood as the foremost structural module of the motor vehicle in the forward direction of travel. The "front end module" is a self-contained, non-driven structural module and is spatially limited by a respective frame structure. The front-end module can include headlights, lights and/or turn signals, which are arranged on a body or parts of a body. The body can, for example, be part of a hood and include front and side sills. The body is arranged on the frame structure of the front-end module.

Furthermore, the front end module is preferably designed as a bumper module. This bumper module has means for absorbing impact forces that can occur with objects or vehicles when the motor vehicle collides, for example. Such a collision can be, for example, a frontal collision of the motor vehicle with another vehicle or an object. The receiving means can be separate components of the front-end module or part of the frame structure of the front-end module. The bumper module is set up to absorb the forces acting on it and pass them on in a suitable manner, in particular to the passenger module.

According to one exemplary embodiment, the front-end module has at least one first and one second bumper, with the two bumpers being arranged parallel to one another in the longitudinal direction of the vehicle. In particular, the two bumpers extend to the left and right of the longitudinal axis of the vehicle essentially in the axial direction. In the event of a collision, this results in a better introduction and distribution of force, since impact forces can ideally be absorbed by one of the two bumpers and passed on accordingly.

The two bumpers are preferably connected to one another via one or more cross members. The cross member or cross members can, for example, support structures to increase the stability of the front end module be frame structure. Alternatively or additionally, the cross member can be designed as a front bumper bar. In this case, such a cross member improves the absorption and transfer of force.

The front-end module has at least one interface for connection to another structural module. In particular, the front-end module has an interface that is designed to complement an interface on the front-axle module, with the two interfaces being clearly assignable to one another. Additional interfaces on the front-end module are also conceivable, in order to connect the front-end module to additional substructure modules of the front module. The front-end module has corresponding, clearly assignable interfaces in order to be able to ensure correct assembly of the motor vehicle.

As an alternative or in addition, the rear module comprises a rear-end module, the rear-axle module being arranged in the longitudinal direction of the vehicle between the rear-end module and the passenger module and being connected thereto. The rear end module is therefore also to be understood as a substructure module of the rear module. According to one exemplary embodiment, the rear module has both a rear vehicle module and a rear axle module, with the rear axle module being arranged, for example, spatially between the rear vehicle module and the passenger module. The rear end module is designed in particular to spatially close off the motor vehicle at the rear, ie on the rear of the vehicle. Consequently, the rear end module is to be understood as the first structural module of the motor vehicle in the forward direction of travel.

The "rear vehicle module" is a self-contained, non-driven structural module and is spatially limited by a respective frame structure. The rear end module can include headlights, lights and/or turn signals, which are arranged on a body or parts of a body. the For example, the body can be a tailgate and include front and side skirts. The body is arranged on the frame structure of the rear end module.

The rear end module is preferably designed as a bumper module. This bumper module has means for absorbing impact forces, which can occur when the motor vehicle collides with objects or vehicles, for example. Such a collision can be a rear-end collision, for example. The receiving means can be separate components of the rear-end module or part of the frame structure of the rear-end module. The bumper module is set up to absorb the forces acting on it and pass them on in a suitable manner, in particular to the passenger module.

According to one exemplary embodiment, the rear end module has at least a third and fourth bumper, with the two bumpers being arranged parallel to one another in the longitudinal direction of the vehicle. In particular, the two bumpers extend to the left and right of the longitudinal axis of the vehicle essentially in the axial direction. In the event of a collision, this results in a better introduction and distribution of force, since impact forces can ideally be absorbed by one of the two bumpers and passed on accordingly.

The two bumpers are preferably connected to one another via one or more cross members. The cross member or cross members can, for example, be support structures to increase the stability of the frame structure forming the rear vehicle module. Alternatively or additionally, the cross members can be designed as rear bumper rods. In this case, such a cross member improves the absorption and transfer of force.

The rear end module has at least one interface for connection to another structure module. In particular, the rear end module has a Interface, which is designed to be complementary to an interface on the rear axle module, the two interfaces are clearly assignable to each other. Other interfaces on the rear-end module are also conceivable, in order to connect the rear-end module to other substructure modules of the rear module. In this case, the rear-end module has corresponding, clearly assignable interfaces in order to be able to ensure correct assembly of the motor vehicle.

According to a further exemplary embodiment, at least one fourth structural module designed as a first extension module is arranged in the longitudinal direction of the vehicle between the passenger module and the front axle module and is connected to it. The first extension module is thus arranged spatially between the passenger module and the front module. The "first extension module" is a self-contained, non-driven structural module and is spatially limited by a respective frame structure. The first extension module can include a body or parts of a body. Furthermore, the first extension module can be used to optically lengthen the motor vehicle. In particular, the first extension module can be designed in such a way that the motor vehicle is optically in the form of a coupe, ie in the form of a closed two-door motor vehicle, by optically lengthening the front part of the motor vehicle, in particular the hood. Alternatively or additionally, the first extension module can fulfill one or more functions, such as for example for at least partially accommodating a steering arrangement, a pedal system and/or energy or fluid storage devices. In this case, the first extension module is provided for increasing the installation space of the motor vehicle.

The first extension module has at least two interfaces, the first extension module being detachably connectable via its first interface to a third interface of the passenger module and via its second Interface with a fourth interface of the front module, in particular the front axle module, is detachably connected. The first interface of the first extension module is essentially identical to the fourth interface of the front module, in particular the front axle module, with the second interface of the first extension module being essentially identical to the third interface of the passenger module. As a result, the first extension module can be clearly assigned and a corresponding installation between the passenger module and the front module can be carried out without errors.

According to a further exemplary embodiment, at least one fifth structural module designed as a second extension module is arranged in the longitudinal direction of the vehicle between the passenger module and the rear axle module and is connected thereto. The second extension module is thus spatially arranged between the passenger module and the rear module. The "second extension module" is a self-contained, non-driven structural module and is spatially limited by a respective frame structure. Analogously to the first extension module, the second extension module can also be provided to change the appearance of the vehicle. In particular, the second extension module is provided for changing the area of use of the motor vehicle. The second extension module is preferably designed as a seat row module. For this purpose, the second extension module has individual passenger seats or a bench seat, so that when the second extension module is arranged between the passenger module and the rear module, a rear bench seat is arranged behind the respective passenger seat or the bench seat of the passenger module in the forward direction of travel of the motor vehicle. The respective passenger seat or the bench seat of the second extension module can also be designed as a substructure module and can be fitted subsequently accordingly. The second extension module may further include at least one side door to facilitate access to the rear seat. Alternatively, access to the second Extension module done on the respective side door on the passenger module in a known manner. In other words, by arranging a second extension module, a so-called two-seater can be configured as a three-, four- or five-seater motor vehicle. Since the second extension module between the passenger module and the rear module is releasably arranged, a two-seater, for example, a five-seater, and vice versa, can easily be produced by appropriate assembly or disassembly of the second extension module.

The second extension module has two interfaces, wherein the second extension module can be releasably connected to a seventh interface of the passenger module via the fifth interface, and the second extension module can be releasably connected to an eighth interface of the rear module, in particular the rear axle module, via the sixth interface . The fifth interface of the second extension module is essentially identical to the eighth interface of the rear module, in particular the rear axle module, with the sixth interface of the second extension module being essentially identical to the seventh interface of the passenger module. As a result, the second extension module can be clearly assigned and a corresponding assembly between the passenger module and the rear module can be carried out without errors.

It goes without saying that the motor vehicle can either be designed without an extension module, only with the first extension module between the passenger module and the front module, only with the second extension module between the passenger module and the rear module, or with both the first extension module and the second extension module can, with a detachable connection of the respective structural modules and thus also a corre sponding replacement and / or addition any and easy way can be done. It is also conceivable to arrange additional extension modules in the longitudinal direction of the vehicle between the passenger module and the front module and/or between the passenger module and the rear module. Furthermore, at least one third extension module can be arranged between the front axle module and the front end module and/or between the rear axle module and the rear end module.

According to one embodiment, the frame structure of the front axle module is essentially identical to the frame structure of the rear axle module. Alternatively or additionally, the frame structure of the rear-end module is essentially identical to the frame structure of the front-end module. Furthermore, as an alternative or in addition, the frame structure of the first extension element is essentially identical to the frame structure of the second extension element. As a result, the production and assembly of the motor vehicle can be simplified and implemented more cost-effectively by suitable design of the respective structural modules. It is also possible to design the interfaces of the essentially identical frame structures in each case in order to avoid incorrect assembly of the structural modules.

Preferably, the detachable connection between two structural modules that are adjacent to one another comprises connecting means that extend essentially in one dimension and connecting means that extend essentially in two dimensions. A “essentially one-dimensionally extending connecting means” is to be understood as meaning a rod-shaped, bar-shaped, tubular or bolt-shaped connecting means. The essentially one-dimensionally extending connecting means can cross the interfaces of the structural modules that come into contact with one another at points, in particular perpendicularly thereto. Such a connecting means is in particular a screw connection or a rivet connection. The screws of the respective screw connection or the rivets of the respective riveted connection extend essentially in the longitudinal direction of the vehicle. An essentially one-dimensionally extending connection means is therefore explicitly not to be understood as a means for a planar connection between two parts or elements, such as an adhesive connection, for example.

An “essentially two-dimensionally extending connecting means” is to be understood as meaning an essentially flat connecting means. The essentially two-dimensionally extending connecting means is preferably an adhesive for producing an adhesive connection at the interfaces that come into contact with one another. In this sense, the essentially two-dimensionally extending connection means comprise one or more adhesive connections. The adhesive or the adhesive extends essentially along the abutting interfaces between the structural modules, preferably transversely to the longitudinal direction of the vehicle, in particular in the transverse direction of the vehicle and optionally in the vertical direction of the vehicle. An essentially two-dimensionally extending connection means is therefore not to be understood as meaning a means for a point connection between two parts or elements, for example a essentially one-dimensionally extending connection means, such as a screw connection or a rivet connection.

Two adjacent structural modules of the motor vehicle are preferably connected to one another by friction and/or in a form-fitting manner. In the case of a positive connection, the power transmission is realized by form elements. In this sense, a positive connection is in particular a screw connection, a rivet connection, a pin or bolt connection or the like. By clamping the components to be connected, frictional forces are generated on the joining or contact surfaces of the adjacent structural modules, which counteract the displacement forces. so that a frictional or non-positive connection is created. In particular, a wedge, clamp or cone connection, a transverse or longitudinal press connection, a press fit or the like is to be understood as a frictional connection. Frictional and/or form-fitting connections can be advantageous for execution as a detachable connection.

"Adjoining structural modules" are structural modules that are arranged directly adjacent to one another in the longitudinal direction of the vehicle and can be detachably connected to one another, with the two structural modules having correspondingly complementary and clearly assignable interfaces and connecting means.

According to one embodiment, the adjacent structural modules of the motor vehicle are bolted together. Both structural modules can have axially aligned bores at the interfaces, through which a threaded bolt can be passed and fixed by means of one or more nuts in order to produce the essentially form-fitting connection. It is also conceivable that one structural module or both structural modules that are adjacent to one another have threaded bolts and/or bores at the respective interface for the passage of threaded bolts of the structural module that is adjacent to it, with the positive connection being achieved by means of the threaded bolts and corresponding screwing of one or more nuts is generated between the adjacent structural modules.

Preferably, the connection of two adjacent structural modules is made by a plurality of screw connections aligned in the longitudinal direction of the vehicle. In other words, the threaded bolts and the corresponding bores are also essentially aligned in the longitudinal direction of the vehicle, so that the respective screw connection extends one-dimensionally parallel to the longitudinal direction of the vehicle. In addition, two adjacent structural modules are connected by a plurality of screw connections aligned in the transverse direction of the vehicle and/or screw connections aligned in the vertical direction of the vehicle. Screw connections aligned obliquely to the vehicle longitudinal direction, vehicle transverse direction and/or vehicle height direction are also conceivable depending on the design of the structural modules, in particular the interfaces. As a result, an essentially form-fitting connection between the adjacent structural modules can be additionally improved. Alternatively or additionally, adjacent structural modules of the motor vehicle are connected to one another by means of rivets. In the context of this invention, a rivet connection is also to be understood as a detachable connection between the structural modules of the motor vehicle that adjoin one another. Both structural modules have axially aligned bores at the interfaces, through which a rivet can be passed. The rivet is an essentially cylindrical connecting element that is plastically deformed to produce a detachable positive connection between the adjacent structural modules. The connection is released by drilling out the respective rivet, with the structural module remaining undamaged, so that the structural modules can easily be reconnected.

In this sense, the connection between two adjacent structural modules is made by a plurality of rivet connections aligned in the longitudinal direction of the vehicle. In other words, the rivets and the corresponding bores are essentially aligned in the longitudinal direction of the vehicle, so that the respective riveted joint extends one-dimensionally, parallel to the longitudinal direction of the vehicle. In addition, the connection between two adjacent structural modules is made by a plurality of rivet connections aligned in the transverse direction of the vehicle and/or riveted connections aligned in the vertical direction of the vehicle. Rivet connections aligned obliquely to the vehicle longitudinal direction, vehicle transverse direction and/or vehicle height direction are also conceivable depending on the design of the structural modules, in particular the interfaces. As a result, an essentially form-fitting connection between the adjacent structural modules can be additionally improved.

Two adjacent structural modules of the motor vehicle are preferably connected to one another in a materially bonded manner. In the context of this invention, a bonded connection is to be understood in particular as a bonded connection. Welded connections and soldered connections are also material connections, and these can be used here in particular to temporarily attach the structural modules to one another before a frictional and/or form-fitting connection, i.e. to fix them in advance, with subsequent detachment of this temporary material connection in a simple manner is possible. Any combination of form-fitting, friction-fitting or material-fitting can take place in a respective joining surface between two adjacent contact surfaces. If there are several joining surfaces between two adjacent interfaces of the structural modules, several contact surface pairs or joining surfaces are possible, with there being a detachable connection between the two structural modules in the vehicle longitudinal direction and in the vehicle transverse direction.

Furthermore, the structural modules that are adjacent to one another are preferably bonded to one another at least on contact surfaces running transversely to the longitudinal direction of the vehicle. “Alignment surfaces aligned transversely to the longitudinal direction of the vehicle” are to be understood as meaning contact surfaces which extend at an angle to the longitudinal direction of the vehicle, ie at an angle thereto. In particular, as Contact surfaces aligned transversely to the longitudinal direction of the vehicle are understood to be contact surfaces that run perpendicular to the longitudinal direction of the vehicle, ie essentially in the transverse direction of the vehicle. The first interface of the first structural module comprises at least one first contact surface, via which the first structural module can be detachably connected to the second structural module. Correspondingly, the second structural module adjoining the first structural module has a second interface with at least one second contact surface designed to be complementary to the first contact surface. The connection provided in the area of the contact surface is releasably formed according to the previous statements. When the two structural modules are assembled or connected, the second contact surface is brought up to the first contact surface, with an adhesive being applied to the first contact surface and/or the second contact surface, for example, which hardens after the two contact surfaces have been brought into contact and possibly pressed against one another in order to to create a flat, materially bonded connection between the two adjacent structural modules. In this sense, the adjacent structural modules of the motor vehicle are glued together. The adhesive is designed in such a way that it can transmit forces between the two structural modules, with the effect of the adhesive being able to be reversed by destruction or dissolution in order to release the connection between the two structural modules. In other words, a joint surface or an adhesive joint is formed between the abutting contact surface interfaces, which in the best case is aligned in the direction of the forces acting so that it is only subject to tensile, compressive or shear stresses. In particular, the contact surfaces or the Joining surface aligned in such a way that bending or peeling stresses are avoided. The two structural modules can also be attached to one another in the area of the contact surfaces in order to secure a relative position of the structural modules. In addition, the structural modules that are adjacent to one another are materially connected to one another at least on contact surfaces running transversely to the transverse direction of the vehicle and/or on contact surfaces running transversely to a vertical direction of the vehicle. As a result, an essentially integral connection between the adjacent structural modules can be additionally improved.

The bonding of two structural modules that are adjacent to one another at the contact surfaces that come into contact with one another is preferably effected by a plurality of bonding surfaces that are independent of one another. The required total mass of the adhesive can be reduced by suitable arrangement and extent of the adhesive surfaces. The material connection is released by destroying or dissolving the adhesive, in particular the material used to implement the material connection or the adhesive material.

Alternatively, two structural modules that are adjacent to one another can be glued to the contact surfaces that come into contact with one another over the entire surface. This is particularly advantageous when comparatively high loads are to be transferred via the respective adhesive connection.

Adhesive and/or contact surfaces are preferably provided between the adjacent structural modules at different vertical and/or longitudinal positions and/or transverse positions of the motor vehicle. In other words, the joints between the adjacent structural modules are arranged at different heights and/or longitudinal positions and/or transverse positions of the motor vehicle. Consequently, the contact surfaces can be designed as desired and arranged in space and connected to complementary contact surfaces of an adjacent structural module. It is hereby explicitly pointed out that the first aspect of the invention can be equipped with one or more features of the second aspect of the invention, one or more features of the third aspect of the invention and/or with one or more features of the fourth aspect of the invention. In this respect, explicit reference is made here to the corresponding descriptions of the respective aspects in this patent application.

According to a second aspect of the invention, the object is achieved by a motor vehicle, in particular a passenger car, of modular construction, the motor vehicle comprising at least three structural modules, a first structural module being designed as a front module, a second structural module as a rear module and a third structural module as a passenger module. the front module and the rear module are each arranged on opposite sides of the passenger module in the longitudinal direction of the vehicle, the front module comprising a front axle module and the rear module comprising a rear axle module, the rear axle module comprising at least one first drive which is connected to at least one first wheel of the motor vehicle is operatively connected or connectable, and wherein the front axle module comprises an asynchronous motor operatively connected to at least a third wheel of the motor vehicle.

The following is explained conceptually:

A drive is presently a device that generates drive power and transmits it at least indirectly, in particular via a respective drive train, to at least one wheel of the rear axle module that is at least indirectly drivingly connected thereto and is therefore driven. By means of the respective drive, the motor vehicle can be driven at least in a forward direction of travel, preferably selectively in a forward direction of travel or in a reverse direction of travel. Between the respective drive and the respective wheel that can be driven by it, further components, in particular shafts, differentials, transmission stages and/or clutches of a respective Be arranged drive train. The respective drive can consist of one or more drive modules.

In one embodiment, the rear axle module has a single drive. This is beneficial for weight distribution. If two or more drives are provided on the rear axle module, each wheel of the rear axle module can be driven separately by one or more drives, which can have a positive effect on cornering, vehicle handling and stability as well as the efficiency of the drives. In principle, the first drive can be designed as any drive concept. The first drive preferably includes an internal combustion engine, an electric machine and/or a fuel cell.

A first drive designed as an “internal combustion engine” generates drive power and transmits this at least indirectly to the respective drivable wheel. The drive power can be converted via one or more gear ratios. Furthermore, if only a single drive is provided, the drive power can be transmitted via a differential stage to two shafts, in particular a wheel that is operatively connected to the respective shaft. The internal combustion engine is supplied with a fuel, in particular a fuel, for which purpose a fuel tank is arranged on the rear axle module or on another structural module of the motor vehicle.

In this context, the term “at least indirectly” means that two components are (actively) connected to one another via at least one other component that is arranged between the two components or are directly and thus directly connected to one another. Thus, at least one transmission stage, shafts, gears or clutches can be arranged between an output shaft of the respective drive and the respective wheel that can be driven by it, which can be connected to both the output shaft and the respective Wheel are operatively connected. An “active connection” or a “drive-effective connection” is therefore to be understood as meaning that two elements or components are connected directly, i.e. directly, to one another, or are at least indirectly connected to one another via at least one other element or component arranged in between.

Alternatively, the motor vehicle is driven electrically, with the first drive being able to have one or more electric machines for this purpose. The electrical machine consists at least of a non-rotatable stator and a rotatably mounted rotor, which is designed to convert electrical energy into mechanical energy in the form of speed and torque in motor operation, and mechanical energy into electrical energy in generator operation Converting energy into current and voltage. The rotor is in one piece, at least non-rotatably, drivingly connected to a rotor shaft, with the rotor shaft serving as the output shaft of the respective electrical machine in rotor operation. For example, from an energy store, in particular a special battery, electrical energy is fed into the respective electrical machine Ma, which causes a rotation of the rotor or the rotor shaft to generate drive power as a result, the drive power being provided accordingly for rotating the respective wheel. The rear axle module preferably has an energy store for providing the electrical energy. According to one embodiment, the energy store is an electric traction battery.

When the respective electrical machine is operating as a generator, the output shaft or the rotor shaft of the electrical machine acts as the input shaft. A drive power of the motor vehicle is passed through the ele ments arranged in the power flow between the respective wheel and the respective electric machine in the respective electric machine, so that electrical energy is generated with the respective electric machine, which is fed into a battery Storage can be fed. In generator mode, the power is introduced into the respective electrical machine, for example from one or more rotating wheels of the motor vehicle. At least one battery can be provided, which feeds the respective electrical machine with electrical energy in rotor operation or stores electrical energy in generator operation. In the case of several electrical machines, each can have a separate battery that feeds the respective electrical machine with electrical energy during rotor operation or stores electrical energy during generator operation. The transmission of the drive power to the respective driven wheel, or vice versa, including a possible conversion of a speed and a torque, can take place essentially in the same way as in the combustion engine.

Furthermore, as an alternative, the first drive can comprise at least one internal combustion engine and at least one electric machine, so that a hybrid drive of the motor vehicle can be implemented. In such a case, the first drive is to be understood as a coherent drive unit. Depending on the operating state, the respective internal combustion engine or the respective electric machine can generate drive power individually or together and transmit it at least indirectly to the respective drivable wheel. Furthermore, a hybrid drive enables the respective electrical machine to be operated as a generator to generate electrical energy. The respective internal combustion engine and/or the respective electrical machine can be decoupled from the output by means of appropriate switching elements.

A first drive comprising a fuel cell enables the motor vehicle to be designed as a hydrogen automobile or

fuel cell electric automobile. The drive of the motor vehicle with fuel cell takes place in this case as a hydrogen electric drive, at least one electric machine is provided, which is preferably arranged on the rear axle module and by chemical reaction of Hydrogen and oxygen is supplied with electrical energy. The fuel cell, in which the chemical reaction takes place, is also located on the rear axle module. The electrical energy for energizing the electrical machine is obtained in particular from the air by continuous reaction of hydrogen stored in a gaseous state in a pressure accumulator with oxygen. The generation and transmission of the drive power by means of the respective electric machine then takes place analogously to the explanations for the purely electric drive or the hybrid drive of the motor vehicle. The rear axle module preferably has a pressure accumulator for gas to operate a fuel cell. In this case, gas is understood to be hydrogen in the gaseous state, with the pressure accumulator generally being understood as a hydrogen tank.

Alternatively, the motor vehicle can also be designed as a methanol fuel cell automobile by means of the drive designed as a fuel cell. In this case, the fuel cell is designed as a methanol fuel cell, which is supplied with an aqueous methanol solution or a gaseous methanol-water mixture, which continuously reacts with oxygen, in particular oxygen from the air, and thereby generates electrical energy that is used to power an electrical machine is used. The chemical reaction essentially leaves carbon dioxide and water as waste products. In the case of a fuel cell designed as a methanol fuel cell, a pressure accumulator for providing a gas, namely the gaseous methanol-water mixture, can be provided analogously to the hydrogen fuel cell. Alternatively, a tank or a liquid container can be provided to receive and provide the methanol solution.

The asynchronous motor is provided for at least one, preferably two or all driving front wheels or wheels of the front axle module. asyn A synchronous motor is an electrical three-phase machine in which the rotor runs ahead of the rotating field of the stator in generator mode or as a generator and follows in rotor mode or as an electric motor. The rotor is a passive rotor which, in the case of squirrel-cage rotors or squirrel-cage rotors, is either permanently short-circuited or, in the case of a slip-ring rotor, is short-circuited temporarily, i.e. on a case-by-case basis. The asynchronous motor can be designed to support the drive of the rear wheels when a slip limit value is exceeded in order to ensure uninterrupted drive of the motor vehicle. Consequently, each wheel that can be driven on the front axle module is effectively connected to the asynchronous motor. For example, the asynchronous motor is switched on when a slip of s=2 is detected on one or more rear wheels or wheels of the rear axle module. In order to achieve this, the motor vehicle includes slip monitoring or slip control, with the asynchronous motor being able to be operated in rotor mode.

With regard to the design of the front axle module and the rear axle module, reference is made to the statements relating to the first aspect of the invention. The front axle module and the rear axle module each have at least two wheels, it being possible for the wheels of the front axle module and the rear axle module to be driven or non-driven. In any case, at least one wheel of the front axle module and at least one wheel of the rear axle module are operatively connected to the respective drive or to the asynchronous motor. Furthermore, one wheel or more wheels of the front axle module or the rear axle module can be steerable or non-steerable. In an advantageous embodiment, the wheels of the rear axle module are drivable, non-steerable wheels, whereas the wheels of the front axle module are drivable and steerable wheels. Both the front axle module and the rear axle module have at their ends oriented transversely to the longitudinal direction of the vehicle or in the transverse direction of the vehicle a wheel suspension area on which at least one wheel is rotatably arranged on a corresponding wheel suspension analogously to the first aspect of the invention.

Alternatively or additionally, the asynchronous motor can be designed to influence or increase a braking effect of the motor vehicle. Consequently, the asynchronous motor only runs with no load during normal operation of the motor vehicle and is switched on during a braking process to improve the braking effect and is operated in generator mode to improve the braking effect. The use of the asynchronous motor can be advantageous if the asynchronous motor is only used as a brake motor to improve the braking effect and the motor vehicle is otherwise driven exclusively via the respective drive on the rear axle module. Furthermore, as an alternative or in addition, the asynchronous motor can be used to support the cornering position of the motor vehicle. In addition to the first drive, the rear axle module preferably also includes a second drive. The second drive can be designed identically to the first drive. It is also conceivable that the first drive comprises at least one electric machine and the second drive comprises at least one internal combustion engine, or vice versa, whereby the aforementioned hybrid drive can be implemented. If both drives are each designed as an electric machine, they can be designed for different continuous outputs and/or torques in order to implement an efficiency-optimized ferry operation by switching them on or off accordingly. In other words, a respective drive power is generated via each drive, which can be transmitted via corresponding means of a separate drive train to the respective wheel that can be driven by it. The drives can be designed to drive a common wheel individually or together via a drive train. Furthermore, each drive can be used for a separate wheel be provided, with the respective drive via a separate

995 drive train is operatively connected to the associated wheel.

The first and second drives are preferably arranged in separate housings. In other words, each drive, be it as an internal combustion engine or as an electric machine, is arranged in a separate, independent housing from which the drive power is generated, preferably via a corresponding shaft

1000 running. By suitably designing and arranging the respective housing, the respective drive can be arranged close to the wheel, for example.

According to one embodiment of the invention, the first drive is inside the first wheel of the motor vehicle and the second drive is inside the second

1005 wheel of the rear axle module arranged. In other words, it is a so-called wheel hub drive in each case, in which the respective drive is arranged spatially within the rim of the respective wheel. The rim can function as a housing, at least in sections. By such an arrangement of the respective drive, a space-saving drive

1010 of the motor vehicle. In addition, the wheel can be arranged on the chassis or on the frame structure of the rear axle module in such a way that it can realize a larger steering angle, in particular a rotation of the wheel by up to 360°, by means of an appropriate configuration with a spring strut.

According to an alternative embodiment, the first and second drive in ei

1015 arranged in a common housing. For this purpose, the housing comprises at least two housing parts in order to enable the drives to be installed in the housing. For this purpose, the drives can be used, for example, through a common installation opening and installed accordingly. It can be advantageous for the manufacture of the housing if the housing parts are designed symmetrically

1020 den. A symmetrical design of the housing can then also be advantageous if the drives are identical or symmetrical. The housing is advantageously supported on the frame structure of the rear axle module.

The first and second drives preferably transmit drive power

1025 a common gear on a respective drive shaft. The gearbox sums the drive lines of the drives and can realize a transmission ratio. In particular, the overall ratio of the rear axle drive can be increased via the gearbox. The transmission is designed in such a way that the combined drive power is transmitted to at least one output shaft

1030, which in turn is operatively connected to a respective drivable wheel. This makes it possible to design the drives to be slimmer, in particular to save space, and as a result to reduce the space required in the rear axle module. In addition, the drives, in particular the drive shafts of the drives, can be arranged coaxially or parallel to the output shaft.

1035 An arrangement of the input shafts perpendicular to the output shaft is also conceivable.

Alternatively, the first and second drives transmit drive power via a common gear and a first differential, which is downstream from the drives in the power flow, to a first output shaft and a

1040 second output shaft. The differential is designed to receive the drive powers brought together by the transmission on the input side and to divide them again between two output shafts, each of which is operatively connected to a drivable wheel. Such an arrangement of the drives, the transmission and the differential implements an axle drive on the rear axle module.

1045 The gearing is preferably located inside the housing of the two drives. In other words, the transmission and the two drives are arranged together in the interior of the housing. This allows more space be saved and also done a joint lubrication and / or cooling of the drive train.

1050 According to a further exemplary embodiment, the first drive transmits a first drive power to a first output shaft via a first gear and the second drive transmits a second drive power to a second output shaft via a second gear. The housing preferably has two through-openings, with the first through-opening from the first

1055 is passed through the drive shaft and optionally mounted rotatably on the housing, and wherein the second output shaft is passed through the second passage opening and optionally mounted rotatably on the housing. The gears can be designed identically with the same gear ratios. A different design of the transmission can be different

1060 gear ratios can be set, which means that with a suitable configuration, the motor vehicle can be driven with optimized efficiency.

A variant of the embodiment provides that the first gear is arranged together with the first drive within a first housing, the second gear together with the second drive within ei

1065 nes second housing is arranged. The drives can thus be arranged in a space-saving manner in the area of the respective drivable wheel, i.e. close to the wheel.

According to a further variant, the two gears are arranged together with the two drives within a common housing. Thus are

1070 both gears and the two drives arranged together in the interior of the Ge housing. As a result, installation space can be saved and, in addition, joint lubrication and/or cooling of the respective drive train can be achieved. Alternatively, the two gears are arranged in a common housing.

1075 This can be provided regardless of whether the drives are housed in separate housings or are arranged in a common housing. By arranging the drives separately from the transmissions, it is relatively easy to replace the transmission housing or parts of the respective transmission.

1080 Preferably, the first gear is located within the first wheel of the motor vehicle and the second gear is located within the second wheel of the motor vehicle. In this case, the first drive is arranged together with the first gear inside the first wheel, in particular inside the rim of the first wheel, the second drive together with the second

1085 transmission is arranged within the second wheel, in particular within the rim of the second wheel. Since the existing space is limited within each respective wheel, such a configuration is particularly suitable for the design of the respective drive as an electric machine. A wheel hub drive is therefore provided on each wheel of the rear axle module,

1090 whereby the space between the wheels of the rear axle module can be used for other purposes. Each drive can have its own power supply, although a common power supply is also possible.

The respective gear can be used as a planetary gear with one or more Pla

1095 netenradsatze, be designed as a traction mechanism, in particular as a chain or belt drive, or as a spur gear. It is also conceivable to design the respective gear in one or more stages.

Preferably, the first drive and/or the second drive can be decoupled from the output. For example, by suitable coupling or decoupling

1100 management of one or more electric machines, the efficiency of the drive taking place on the rear axle module can be increased. through appropriate The interposition of switching elements, in particular brakes or clutches, between the respective drive and the respective output shaft, the electrical machines can advantageously be smaller, that is to say each with a low

1105 higher continuous power or with a lower maximum torque, are designed, with each electrical machine being operable through suitable coupling or decoupling with an improved individual efficiency.

The term “can be decoupled from the output” means that one or more drives can be switched at least partially load-free. The to

1110 provided clutches, shifting elements and/or brakes can be shifted between at least two shift stages, in particular between an open shift position, in which neither a torque nor a speed is transmitted at least indirectly to the respective output shaft, and a closed shift position, in which both a torque than

1115, a speed can also be transmitted at least indirectly to the respective output shaft.

Depending on the space available within the rear axle module, the first drive and/or the second drive are arranged in the longitudinal direction of the vehicle. Alternatively, one of the two drives or both drives in vehicle transverse

1120 direction can be arranged. In other words, a drive shaft of the respective drive can be configured parallel to the longitudinal axis of the vehicle or parallel to the transverse axis of the vehicle. It is also conceivable, for example, to implement an oblique arrangement of the respective drive shaft relative to the longitudinal axis of the vehicle or to the transverse axis of the vehicle, for example via cardan shafts.

1125 The asynchronous motor is preferably designed to transmit a third drive power to at least one third output shaft. In this case, the asynchronous motor is designed as a third drive, which can thereby support the drive taking place via the rear axle module, be it with one or two drives. The asynchronous motor can at least increase the drive power 1130 transmitted indirectly to a wheel of the front axle module that is actively connected to the respective output shaft.

The third output shaft is preferably drivingly connected to a third or fourth wheel of the motor vehicle. This can, for example, follow directly by rotating the rotor of the asynchronous motor or the asynchronous machine

1135 is firmly connected to the third output shaft or the rotor shaft of the asynchronous motor. Alternatively, the third output shaft can also be operatively connected to a differential, which divides the drive power into two separate shafts, which are at least indirectly drivingly connected to the third or fourth wheel. In this sense, the third output shaft is via a second differential

1140 tial drivingly connected to the third and fourth wheel of the motor vehicle. It is also conceivable to arrange a transmission with at least one transmission stage between the asynchronous motor and the second differential in order to increase the overall transmission ratio of the asynchronous motor.

Alternatively or additionally, the asynchronous motor can be switched on and off depending on the driving situation

1145 can be switched off. For example, in driving situations in which a certain amount of slip is detected on one or all of the wheels on the rear axle or on the wheels of the rear axle module, the asynchronous motor can be switched on at least temporarily in order to be able to continue driving without any power interruption, or to temporarily increase the overall drive power . Under

1150 half of a slip limit value, the asynchronous motor is preferably carried along without load by means of appropriate current supply.

The asynchronous motor is preferably designed to increase a braking effect. This can be done both for each braking operation and for previously selected braking operations. For example, a vehicle monitor

1155 be provided on the motor vehicle, which the environment of the motor vehicle, in particular people and / or mobile or immobile objects in front of the motor vehicle, the nature of the surface being driven on, the outside temperature or the like, and driving parameters, in particular the driving speed, a steering angle or the like, are monitored. The

1160 The vehicle monitoring system can initiate an operating strategy when an emergency situation is detected, which can consist, among other things, of energizing the asynchronous motor in such a way that a braking effect of the motor vehicle, in addition to a braking effect of other brakes, in particular service brakes, of the motor vehicle is increased . This can be done by the Asyn

1165 synchronous motor is operated in generator mode. The vehicle monitoring system can include one or more sensors that monitor an area surrounding the motor vehicle, in particular an area surrounding the motor vehicle in front of the motor vehicle in the direction of travel. The sensor can be a radar, a lidar, a laser, a camera, an ultrasonic sensor or the like.

1170 The asynchronous motor can preferably be controlled as a function of slip at least on the first drive. In particular, if a slip limit value is detected on the rear axle or on the wheels of the rear axle module, for example with a slip of s ^ 2, the asynchronous motor can be switched on and generate a corresponding drive power and this on the

1175 transfer respective wheel of the front axle module. Furthermore, depending on the detected slip value, the asynchronous motor can be correspondingly regulated or controlled between a load-free state and a maximum torque.

The invention includes the technical teaching that the asynchronous motor manually

1180 can be switched on and off. In other words, the driver of the motor vehicle can set manually whether the asynchronous motor influences the ferry operation as a function of specific, predefined driving situations. Depending on the design and arrangement of the asynchronous motor on the front axle module, the asynchronous motor is in the longitudinal direction of the vehicle or in the transverse direction of the vehicle

1185 arranged. Furthermore, certain requirements for the front axle module can determine the arrangement or orientation of the asynchronous motor on the front axle module, for example if a loading space for luggage is provided on the front axle module.

Analogously to the first aspect of the invention, the front module also includes a front

1190 derwagenmodul, wherein the front axle module is arranged in the longitudinal direction of the vehicle between the front end module and the passenger module and is connected thereto. The front end module is preferably designed as a bumper module. Preferably, the front-end module has at least one first and second bumper, the two bumpers in the longitudinal direction of the vehicle

1195 direction are arranged parallel to each other. Furthermore, the two bumpers are preferably connected to one another via one or more cross members.

Alternatively or additionally, the rear module also includes a rear-end module, the rear-axle module being arranged in the vehicle longitudinal direction between the rear-end module and the passenger module and being connected thereto. In front

1200 the rear end module is preferably designed as a bumper module. Before the rear-end module is given to at least one first and second bumper, the two bumpers being arranged parallel to one another in the longitudinal direction of the vehicle. According to one exemplary embodiment, the two shock fans are connected to one another via one or more cross members.

1205 Preferably, at least one fourth structural module designed as a first extension module is arranged in the longitudinal direction of the vehicle between the passenger module and the front axle module and is connected thereto. Alternatively or additionally, in the vehicle longitudinal direction between the passenger module and the Rear axle module at least one trained as a second extension module

1210th fifth structural module arranged and connected to it. The second extension module is preferably designed as a seat row module.

With regard to the front axle module, the rear axle module, the front end module, the rear end module, the first extension module and the second extension module, please refer to the description of the first

Reference is made to the tenth aspect of the invention, in which further configurations and advantages are named and described.

In addition, it should be explicitly pointed out here that the second aspect of the invention has one or more features of the first aspect of the invention, with one or more features of the third aspect of the invention

1220 and/or with one or more features of the fourth aspect of the invention. In this respect, reference is explicitly made here to the corresponding descriptions of the respective aspects in this patent application.

According to a third aspect of the present invention, the object is achieved by a motor vehicle, in particular a passenger car, of modular construction

1225, comprising at least three structural modules, with a first structural module being designed as a front module, a second structural module as a rear module and a third structural module as a passenger module, with the front module and the rear module being arranged on opposite sides of the passenger module in the longitudinal direction of the vehicle, with at least one the structural mo

1230 dule has at least one first tunnel, in which an energy store and/or a fuel tank and/or a pressure store is accommodated.

The following is explained conceptually:

In the context of this invention, a “tunnel” is to be understood as meaning a component that is tubular in the assembled state, i.e. at least partially hollow on the inside. 1235 hen, which separates the interior of the tunnel from the rest of the room in each structural module. The first tunnel is designed in particular to protect the energy store, the fuel tank and/or the pressure store from external influences, in particular from mechanical damage, with the respective tunnel having a

1240 can have a protective effect. It is conceivable that the respective structural module also has two or more tunnels, a first tunnel being able to be designed to accommodate an energy store, a second tunnel being able to be configured to accommodate a fuel tank and/or a third tunnel can be designed to accommodate a pressure accumulator

1245 men. This makes it possible to spatially separate the various storage media or containers within a structural module in order to avoid unwanted interaction, particularly in the event of damage.

A battery, an accumulator for storing and providing electrical energy, is to be understood in particular as an energy store. The energy store

1250 cher can store excess generation power and release it later when electrical energy is or is about to be consumed. When battery is mentioned in the context of this patent application, it can be understood as a single, separate battery or a plurality of batteries that are effectively connected to one another, with the battery consisting of several

1255 battery segments. The same applies analogously to an accumulator.

The energy store preferably includes a plurality of batteries which are set up to supply electrical energy to a drive which is arranged on the front axle module and/or on the rear axle module and is designed as an electric machine. In particular, the batteries can be multiple

Supply 1260 drives with electrical energy, for example when two drives each designed as an electric machine on the rear axle senmodul and/or on the front axle module the asynchronous motor has to be supplied with electrical energy.

A "fuel tank" is a container or assembly of containers

1265 containers in which fuel, for example gas, petrol or diesel, is stored and provided in liquid form for the operation of one or more internal combustion engines.

The fuel tank is preferably set up to operate on a front axle module and/or on the rear axle module and as an internal combustion engine

1270 to supply formed drive with fuel. For this purpose, the fuel can be conveyed to the respective drive by means of appropriate pumps or pump systems. In particular, the fuel tank can supply several drives with fuel, for example when two drives each designed as an internal combustion engine are provided on the rear axle module.

1275 In the context of this invention, “pressure accumulator” means a pressure tank or storage container for hydrogen with the aim of preserving the chemical and physical properties of the hydrogen for further use. Storage includes the processes of storage or storage loading, temporary storage and storage discharge

1280 dung. The hydrogen is preferably compressed and stored in the gaseous state, with the compression of the hydrogen in the pressure accumulator taking place by means of compressors. Alternatively, liquid gas storage can also be provided, in which the hydrogen is cooled down to a temperature required for storage and compressed.

1285 The pressure accumulator is preferably set up to be one arranged on the front axle module and/or on the rear axle module and as a fuel cell to supply trained drive with gas. With regard to the hydrogen drive, reference is made to the explanations according to the second aspect of the invention.

1290 According to one exemplary embodiment, the first tunnel is arranged on the passenger module. Depending on the structural module composition of the motor vehicle, the passenger module is essentially the central structural module, with the front module having a front axle module in front of the passenger module in front of the passenger module, preferably comprising an asynchronous motor, and in driving

1295 longitudinal direction behind the passenger module, the rear module with a rear axle module, preferably comprising one or more drives, are arranged. By arranging the energy store, the fuel tank and/or the pressure store in the first tunnel on the passenger module, energy, fuel and/or hydrogen can be supplied from the passenger module

1300 probably take place to the front module as well as to the rear module, wherein in the first tunnel also corresponding supply facilities, in particular lines, channels and / or cables, can be arranged to the corresponding drives.

Preferably, the first tunnel is formed from a stamped and bent sheet metal material. In other words, the first tunnel is designed with thin walls

1305 det, and with a corresponding arrangement on the passenger module can thus realize a space-saving cover of the energy store, the fuel tank and/or the pressure store with low weight. The first tunnel can be bent in a U-shape in cross section, for example, and on the side that is preferably open downwards in the direction of gravity with the frame structure of the

1310 structure module to be connected. Alternatively, the first tunnel can also be shaped into a square tube and connected accordingly to the frame structure of the respective structural module.

The first tunnel preferably extends in the longitudinal direction of the vehicle. The first tunnel is also preferably open to the front module and/or the rear module Trained in 1315. As a result, supply devices for the energy store, the fuel tank and/or the pressure store can be routed from the first tunnel into the corresponding structural module. If several tunnels are provided, they can extend parallel to one another essentially in the longitudinal direction of the vehicle.

1320 According to one exemplary embodiment, the respective first tunnel is arranged in the floor area of the passenger module in such a way that the rigidity of the passenger module is improved. The floor area of the passenger module is formed in the direction of gravity on the underside or in the lower area of the passenger module. In particular, the floor area is used as footwell for the passenger

1325 modules to understand. The floor area of the passenger module can be truss-shaped, that is to say by means of carrier components connected to one another. Alternatively or additionally, the floor area can have sheet-metal structures that spatially separate an interior of the passenger module from an underside of the passenger module, in particular from the roadway being traveled on.

1330 demarcate.

The first tunnel is preferably arranged centrally in the floor area of the passenger module. The first tunnel can thus be arranged, for example, below a center console of the passenger module. Such an arrangement of the first tunnel, a rigidity of the passenger module, in particular ei

1335 ner rigidity in the vehicle longitudinal direction, can be improved.

A protective material is preferably arranged on the first tunnel, in particular on its side facing the energy store and/or the fuel tank and/or the pressure store. In the event of damage to the motor vehicle, for example in the event of a collision, plastic deformation can occur

1340 formation of the first tunnel, which can lead to the energy storage device and/or the fuel tank and/or the accumulator being damaged will. The protective material is designed in particular to prevent a fluid from escaping from the energy store and/or the fuel tank and/or the pressure store into the interior of the respective structural module, 1345 in particular the passenger module. In particular, the protective material is designed to prevent heat and/or fire from escaping from the first tunnel into the respective structural module, in particular into the passenger module. In other words, passengers in the interior of the passenger module are protected from physical injury due to damage to the energy store, the fuel tank and/or the pressure store by the protective material arranged on the first tunnel. The protective material thus has in particular a fluid-repellent and/or a fire-retardant effect.

Furthermore, the passenger module preferably comprises a floor element, which is designed to 1355 spatially delimit the passenger module in the direction of the underground traveled on. The floor element can form the underbody of the motor vehicle or be included in an underbody construction. The sub-floor construction can in particular be encompassed by the passenger module and thus be part of the frame structure. The floor element is consequently arranged on the underside 1360 of the passenger module.

The invention includes the technical teaching that the floor element is formed from a stamped and bent sheet metal material. Thus, the floor element is designed to be lightweight and can be manufactured from a single part.

1365 According to one embodiment, the first tunnel is connected to the floor element. Such a connection can be designed in such a way that the first tunnel is arranged in the direction of gravity above or below the floor element. In addition, the first tunnel in the floor element, or vice versa, be integrated so that a coherent component or a together

1370 hanging structure is formed from the floor element and the first tunnel.

The floor element is preferably designed in such a way that the rigidity of the passenger module is improved. In other words, the floor element is designed, in particular stamped and bent, in such a way that the rigidity of the entire passenger module is increased. Consequently, the frame structure of the passenger

1375 moduls effectively connected to the floor element. Both the floor element and the first tunnel thus contribute to increasing the overall rigidity of the passenger module, with the vehicle occupant(s) being protected from physical injury in the event of an impact or collision of the motor vehicle.

1380 According to one exemplary embodiment, the floor element is designed in one piece and is arranged below the first tunnel in the direction of gravity. According to an alternative embodiment, the floor element has a first floor element segment and a second floor element segment, the first tunnel being spatially arranged between the two floor element segments and there

1385 is associated with. The floor element is thus divided, in particular at least in two parts. This means that the two floor element segments are connected to the first tunnel on the left and right, in particular in the longitudinal direction of the vehicle. In interaction of the floor element segments with the first tunnel and the frame structure of the structural module, the previously ge

1390 named positive effects on the rigidity of the structural module, in particular the passenger module, can be realized.

The first tunnel is preferably arranged in alignment with a second tunnel arranged in the rear module. The provision of a second tunnel on the rear module is advantageous when the rear module, in particular the rear

1395 axis module of the rear module, directly connected to the passenger module sen is, so that the interior of the first tunnel is directly spatially connected to the interior of the second tunnel. The second tunnel can be formed analogously to the first tunnel from a stamped and bent sheet metal material. The second tunnel is designed in particular to

1400, such as pipes or cables, from the energy store arranged in the first tunnel, the fuel tank and/or the pressure accumulator to the respective drive arranged on the rear module, in particular on the rear axle module of the rear module, and to guide them.

Preferably, the second tunnel, in particular on its inner surface area

1405 che, arranged a protective material. The protective material can be designed analogously to the protective material of the first tunnel and protects the remaining space of the rear module and the vehicle occupants, in particular against the unwanted ingress of fluids, heat and/or fire.

Analogous to the first aspect of the invention, the front module includes a front axle

1410 senmodul and the rear module a rear axle module, wherein the front axle module and the rear axle module are each arranged on opposite sides of the passenger module in the longitudinal direction of the vehicle. Analogous to the first and second aspect of the invention, the front module further comprises a Vorderwa gene module, wherein the front axle module in the vehicle longitudinal direction between

1415 arranged the front end module and the passenger module and thus verbun the is. The front end module is preferably designed as a bumper module. The front-end module preferably has at least one first and two bumpers, the two bumpers being arranged parallel to one another in the longitudinal direction of the vehicle. The two bumpers are also preferred

1420 are connected to one another via one or more crossbeams.

Alternatively or additionally, the rear module also includes a rear-end module, with the rear-axle module in the longitudinal direction of the vehicle between the rear car module and the passenger module is arranged and connected to it. The rear end module is preferably designed as a bumper module. Before

1425, the rear end module has at least one first and second bumper, with the two bumpers being arranged parallel to one another in the longitudinal direction of the vehicle. According to one exemplary embodiment, the two shock fans are connected to one another via one or more cross members.

Preferably in the vehicle longitudinal direction between the passenger module and

1430 the front axle module arranged at least one out as a first extension module formed fourth structural module and connected to it. Alternatively or additionally, at least one fifth structural module designed as a second extension module is arranged in the longitudinal direction of the vehicle between the passenger module and the rear axle module and is connected thereto. The second extension

1435 restraint module is preferably designed as a seat row module.

The second extension module preferably has a third tunnel which is arranged in alignment with the first tunnel of the passenger module. The third tunnel can also be aligned with the second tunnel described above, the third tunnel being in this case axially between the first and

1440 second tunnel is arranged. The provision of a third tunnel on the second extension module is advantageous if the second extension module is connected directly to the passenger module and to the rear module, in particular the rear axle module of the rear module, so that the interior of the third tunnel is directly connected to the interior of the first tunnel and

1445 is optionally spatially connected to the second tunnel. The third tunnel can be made of a stamped and bent sheet metal material analogous to the first tunnel. The third tunnel is designed in particular to line lines, such as pipes or cables, from the energy store arranged in the first tunnel, the fuel tank and/or the pressure store 1450 into the second tunnel and from there to the respective rear module, in particular to the drive arranged on the rear axle module of the rear module.

A protective material is preferably arranged on the third tunnel, in particular on its inner lateral surface. The protective material can be designed analogously to the protective material of the first tunnel and protects the rest of the space

1455 rear module and the vehicle occupants in particular from the unwanted entry of fluids, heat and / or fire.

Furthermore, fire protection is preferably arranged spatially between the front module and the passenger module and/or spatially between the rear module and the passenger module. The fire protection is in particular at least in the joint

1460 place of the respective interface between the passenger module and the rear module and / or between the passenger module and the front module arranged. It is advantageous if the fire protection is arranged over the entire cross-sectional area of the adjacent structural modules. The fire protection is in particular a fire protection wall consisting of a heat-resistant

1465 and/or flame retardant material. The heat-resistant or flame-retardant material is fire- and heat-repellent and protects the vehicle occupants in the passenger module in the event of damage or fire to the asynchronous motor in the front module or the respective drive in the rear module.

Incidentally, with regard to the front axle module, the rear axle module,

1470 of the front end module, the rear end module, the first extension module and the second extension module, reference is made to the description of the first aspect of the invention, in which further configurations and advantages are mentioned and described.

It should be explicitly pointed out here that the third aspect of the invention

1475 one or more features of the first aspect of the invention, with a or more features of the second aspect of the invention and/or with one or more features of the fourth aspect of the invention. In this respect, explicit reference is made here to the corresponding descriptions of the respective aspects in this patent application.

1480 According to a fourth aspect of the invention, the object is achieved by a motor vehicle, in particular a passenger car, of modular design, comprising at least three structural modules, with a first structural module being designed as a front module, a second structural module as a rear module and a third structural module as a passenger module, with the front module and the rear module are each arranged on opposite sides of the passenger module in 1485 the vehicle longitudinal direction, with at least one of the structural modules having a frame structure with a plurality of longitudinal member components and cross member components, reinforcement means being arranged within the longitudinal member components and/or the cross member components in order to increase the rigidity of the respective To increase structural module at least in 1490 sections and/or areas.

The following is explained conceptually:

The rigidity of a component results from its elastic and geometric parameters. Stiffness is expressed in elastic deformations when external stresses act, elasticity being a basic property of the material or materials of the respective support component. The elasticity is based on the behavior of the material to react to an external load with a deformation that disappears again after the load is removed, whereby this behavior only applies up to the so-called elasticity limit. Loads going beyond this lead to permanent plastic deformations or to breakage. The geometric parameters of the respective component, in particular the length, the cross section and/or the area moment of inertia, also play a role in its rigidity. Stiffness can essentially be divided into bending, tension/compression, shear, torsion and rotational stiffness, the stiffness of the respective structural module

1505 can be determined from a combination of the above stiffnesses. The material elasticity and the geometric parameters of the respective component of the structural module must always be taken into account. The higher the overall rigidity of the respective structural module, which is made up of the individual rigidities of the respective carrier components of the frame structure, the more restricted it is

1510 is the elastic deformation behavior of the structural modulus. For each structural module, a rigidity is chosen so high that elastic deformations are as small as possible, especially in the interfaces between the structural modules and in the joints of the support components of the respective structural module, and at the same time chosen so low that the rigidity does not negatively affect it

1515 affects driving behavior, especially on uneven roads or in emergency situations.

The “frame structure” forms the basic structure or chassis of the respective structural module, with the basic structure essentially specifying the three-dimensional shape of the respective structural module. In other words, the framework

1520 structure to be understood as the chassis or frame of the respective structural module. The frame structure spatially delimits the respective structural module and can have means for fastening a body of the respective structural module. The frame structure comprises a plurality of support components, with at least two support components being connected to one another at node points. The respective

1525 support component is preferably at least partially tubular. In other words, the respective carrier component is formed at least in sections as a longitudinally Licher hollow body. The support components are preferably connected to one another in a skeleton-like manner or in the form of a framework to form the frame structure. In addition to the longitudinal and transverse members, the frame structure can also

1530 have diagonal beam components. The frame structure is thus a construction in which several support components or rods are connected at both ends of the respective support component or rod to at least one other support component, rod and/or another component, for example a plate, a web, a tube, a node of a further support component and/or a flange for

1535 connection of the carrier component to a carrier component of an adjacent structural module. In the carrier components, mainly tensile and compressive forces occur, as a result of which the frame structure has a comparatively high load-bearing capacity. The frame structure can also be designed to absorb bending moments.

1540 The carrier components can be arranged to ensure sufficient rigidity of the respective structural module and connected to one another accordingly. The rigidity of the respective structural module is sufficient, in particular if it has the minimum rigidity required for the respective structural module. For a passenger module, for example, a hö

1545 higher rigidity of the frame structure is required than for a front-end module, because the passenger module is intended in particular to protect vehicle occupants from physical damage, whereas the front-end module is intended in particular to absorb an impact force acting on the front-end module, in particular by at least local plastic deformation, to record

1550 men and correspondingly to more rigid structural modules.

A side member component extends essentially parallel to the longitudinal direction of the vehicle. A cross member component extends essentially parallel to the transverse direction of the vehicle and thus essentially transverse to the longitudinal direction of the vehicle. In addition, a cross member component can be substantially parallel to the

1555 vertical direction of the vehicle and thus also extend substantially transversely to the longitudinal direction of the vehicle. Diagonal support components extend essentially obliquely to the longitudinal and transverse direction of the vehicle. A combination of longitudinal, transverse and/or diagonal support components connected to one another in one piece is also conceivable. Consequently, the carrier components can also be 1560 mold carrier components can be formed. The frame structure is thus formed by means of several longitudinal, transverse and/or diagonal support components connected to one another.

Reinforcement means at least partially form the inner structure of the respective carrier component. The respective support component can be in any cross

1565 sectional shape be formed. In particular, the respective carrier component can be designed at least partially or at least in sections in a standard shape, such as a square tube, a circular tube or the like, wherein the wall thickness of the respective carrier component can be designed essentially constant or variable. Also a free form cross section shape

1570 is conceivable. By suitably arranging reinforcement means within the respective support component, its rigidity is advantageously influenced, in particular improved. In this case, essentially the same material can be used, for example for the frame structure of all structural modules of the motor vehicle, with the higher rigidity at the respective structural module

1575 can be realized by appropriate design and/or arrangement of the reinforcing means within the respective carrier component. In other words, the rigidity of the respective structural module is essentially achieved through the inner structure of the respective carrier component, and not through the selection of different rigid materials. This can be beneficial to manufacturing

1580 affect the cost of structure modules.

The reinforcing means are preferably designed as stiffening ribs. The stiffening ribs can be arranged on one or more inner sides of the respective carrier component and extend from the outer wall of the respective carrier component in the radial direction towards the longitudinal axis of the respective carrier

1585 component extend. The longitudinal axis can cross the center of gravity of the respective carrier component. Alternatively or additionally, the longitudinal axis can borrowed center of the respective carrier component cross section. The stiffening ribs can be rod-shaped or designed as a fold. A fold is formed by plastic deformation of a metal sheet. Consequently stiffening

1590 ribs are preferably formed during the manufacturing process, in particular during the bending process of the respective carrier component.

An at least sectional increase in rigidity is to be understood as meaning that a carrier component or a plurality of carrier components can have a varying rigidity along their longitudinal extent, which essentially

1595 depends on the reinforcement means arranged therein. For example, reinforcement means can be arranged in a first profile section of the respective carrier component, which increase the rigidity of the respective carrier component, with no reinforcement means being arranged on a second profile section of the same carrier component, so that the load-bearing capacity is essentially

1600 depends on the cross-sectional geometry and the wall thickness of the carrier component in the second profile section. Alternatively, the respective support component or a plurality of support components connected to one another can have an essentially constant rigidity over the entire longitudinal extension.

An at least regional increase in rigidity is to be understood as

1605 that a plurality of support components in a first area of the respective structural module have a first stiffness and at least one further support component in a second area of the respective structural module has a second stiffness, the first stiffness being unequal to the second stiffness. For example, support components in the area of the A and/or C pillars can have a higher

1610 here have rigidity as support components in the roof area and/or in the floor area.

The longitudinal beam components and/or the cross beam components are preferably formed at least in sections from pressed aluminum profiles. The respective support component can be made entirely of aluminum. Further 1615 a mixed material connection can be provided, for example as an aluminum-steel connection. In contrast to steel, aluminum is lighter and can achieve comparable strength and load-bearing capacity through suitable pressing. The longitudinal beam components and/or cross beam components, which are made of aluminum at least in sections, can be form-fitting and/or material

1620 can be coherently connected to one another and/or to other connection partners of the respective carrier component. In particular, at least two carrier components and/or two carrier component segments can be thermally joined to one another, for example by means of soldering or fusion welding. The aluminum material is melted while the steel material is melted

1625 the weld pool is only wetted. Alternatively or additionally, the aluminum of one carrier component segment and the aluminum of the other carrier component segment are melted and thereby bonded together.

When aluminum is mentioned in the context of this invention, it includes

1630 is to be understood as an aluminum alloy which, in addition to aluminum, can also have other alloying components, such as magnesium, manganese, nickel, silicon, zinc or the like.

The longitudinal beam components and/or the cross beam components are preferably designed to be hollow at least in sections. The diagonal girder components can flat

1635 if at least partially hollow. The reinforcement means are arranged in particular in the hollow section of the respective support component. The remaining, that is to say non-hollow, section of the carrier component is preferably designed in full cross-section, so that the respective carrier component can be designed essentially rod-shaped in sections.

1640 Furthermore, the longitudinal member components and/or the cross member components of the respective structural module preferably have identical wall thicknesses. That's it It is possible to use the same or similar frame elements or carrier components for a large part of the frame structure, so that manufacture and assembly of the respective structural module can be simplified and made less prone to errors.

In particular, the wall thickness of the longitudinal beam components and/or the transverse beam components is essentially uniform in the circumferential direction. In other words, the side member components and/or the cross member components have an essentially constant wall thickness on each side, that is to say over the entire circumference. Depending on the configuration, this can have the advantage that the respective carrier component has essentially identical component properties transversely to its longitudinal axis.

According to one embodiment, the wall thickness of the longitudinal member components and/or the cross member components of the passenger module is greater than the wall thickness 1655 of the longitudinal member components and/or the cross member components of the front module and/or the rear module. In particular, the rigidity of the respective structural module can be set by suitably selecting the wall thickness of the respective carrier component. The thicker the wall thickness, the more rigid the respective carrier component can be designed. Because the passenger module is designed with a greater wall thickness in comparison to the structural modules arranged in front and/or behind it in the longitudinal direction of the vehicle, it can be ensured that the safety for vehicle occupants is improved in the event of an impact or collision of the motor vehicle. The frame structure thus forms a comparatively stiff cage that can be used to protect the vehicle 1665 occupants. In contrast, the front module and/or the rear module can be designed to be less rigid and therefore more flexible, so that the frame structure undergoes plastic deformation in the event of an impact or collision of the respective structural module can take place, which absorb the acting forces in particular through plastic deformation and derive them in a suitable way

1670 can, for example, into the more rigid passenger module.

Analogous to the first aspect of the invention, the front module comprises a front axle module and the rear module comprises a rear axle module, the front axle module and the rear axle module being arranged on opposite sides of the passenger module in the longitudinal direction of the vehicle. Analogous to the first

1675 to the third aspect of the invention, the front module also includes a front vehicle module, the front axle module being arranged in the longitudinal direction of the vehicle between the front vehicle module and the passenger module and being connected thereto. The front end module is preferably designed as a bumper module. Be preferred, the front end module has at least a first and second

1680 bumpers, the two bumpers being arranged parallel to one another in the longitudinal direction of the vehicle. Furthermore, the two bumpers are preferably connected to one another via one or more cross members.

Alternatively or additionally, the rear module also includes a rear-end module, with the rear-axle module in the longitudinal direction of the vehicle between the rear

1685 car module and the passenger module is arranged and connected to it. The rear end module is preferably designed as a bumper module. Before being given to the rear end module has at least one first and second bumper, the two bumpers being arranged parallel to one another in the longitudinal direction of the vehicle. According to one embodiment, the two bumpers

1690 connected to one another via one or more crossbeams.

Preferably, at least one fourth structural module designed as a first extension module is arranged in the longitudinal direction of the vehicle between the passenger module and the front axle module and is connected thereto. Alternatively or additionally, in the vehicle longitudinal direction between the passenger module and the 1695 rear axle module at least one trained as a second extension module tes fifth structural module arranged and connected to it. The second extension module is preferably designed as a seat row module.

The wall thickness of the longitudinal support components and/or the transverse support components of the front axle module is preferably greater than the wall thickness of the longitudinal supports

1700 ger components and/or the cross member components of the front end module. In other words, the rigidity of the longitudinal member components and/or the transverse carrier components decreases from structural module to structural module, starting from the passenger module to the front end of the motor vehicle. Thus, the passenger module has a higher overall rigidity than the front axle module, with the front

1705 the axle module has a higher overall rigidity than the front end module.

Alternatively or additionally, the wall thickness of the longitudinal member components and/or the cross member components of the rear axle module is greater than the wall thickness of the longitudinal member components and/or the cross member components of the rear vehicle module.

1710 In other words, the rigidity of the longitudinal member components and/or the cross member components decreases from structural module to structural module, starting from the passenger module to the rear end of the motor vehicle. Thus, the passenger module has a higher overall rigidity than the rear axle module, with the rear axle module having a higher overall rigidity than the rear vehicle module

1715 dul.

The wall thickness of the longitudinal member components and/or the cross member components of the first extension module is preferably greater than the wall thickness of the longitudinal member components and/or the cross member components of the front module and smaller than the wall thickness of the longitudinal member components and/or the cross member components of the

1720 passenger module. In other words, the passenger module has a higher overall rigidity than the first extension module, with the first extension module having a higher overall rigidity than the front module. Furthermore, the wall thickness of the longitudinal beam components and/or the cross beam components of the second extension module is preferably greater than the wall thickness of the

1725 longitudinal member components and/or the cross member components of the rear module and smaller than the longitudinal member components and/or the cross member components of the passenger module. In other words, the passenger module has a higher overall rigidity than the second extension module, with the second extension module having a higher overall rigidity than the rear module.

1730 With regard to the front axle module, the rear axle module, the front end module, the rear end module, the first extension module and the second extension module, reference is made to the description of the first aspect of the invention, in which further configurations and advantages are named and described.

1735 It should be explicitly pointed out here that the fourth aspect of the invention is equipped with one or more features of the first aspect of the invention, with one or more features of the second aspect of the invention and/or with one or more features of the third aspect of the invention can be. In this respect, the corresponding descriptions of the

1740 related aspects referenced in this patent application.

According to a fifth aspect of the invention, a method for assembling a motor vehicle of the type described above is proposed, a first structural module and/or a second structural module and/or a first structural module group and/or a second structural module group being provided

1745, the first structural module or the first structural module group being positioned on an assembly platform of a device for assembling the motor vehicle and the second structural module or the second structural module group being positioned on an assembly carriage of the device, with the assembly carriage being moved to the assembly platform or vice versa is used in order to 1750 the module and/or the second structural module and/or the first structural module group and/or the second structural module group must first be positioned relative to one another and then releasably connected to one another both in the longitudinal direction of the vehicle and in the transverse direction of the vehicle.

Under a structural module group is an assembly comprising at least

1755 two structural modules, to understand, wherein a first structural module with at least one second structural module are detachably connected to each other at interfaces facing each other. For example, a front module and/or a rear module of the motor vehicle can be designed as a structural module group, with the front module or the rear module in this case consisting of several already

1760 connected structure modules is formed. The front module can in particular include a front axle module and a detachably connected Vorderwa gene module, the rear module can correspondingly include a rear axle module and a rear end module detachably connected thereto. In other words, by means of the method for assembling the motor vehicle

1765 at least two structural modules a structural module group can be formed, which can be connected in a subsequent method step with a further structural module or with a further structural module group. For example, in a first step, a first structural module, for example a passenger module, with a second structural module, for example a front axle module

1770 front module, can be detachably connected. After appropriate connection of the two structural modules, the first and second structural module form a first structural module group, which forms a self-contained assembly and can be stored, transported or kept in place for connection to other structural modules. The first structure module group can immediately in the

1775 be releasably connected to another structural module at the end or at a later point in time, so that a third structural module together with the already connected structural modules of the first structural module group form a second Form structure module group, which can be stored, transported or kept available analogously to the first structure module group. Alternatively, the first Struk

1780 turmodulgruppe be detachably connected directly to a third structural module group, which already includes at least two structural modules connected to each other. In other words, using the method according to the invention, two or more structural modules, two or more structural module groups or a combination thereof can be detachably connected to one another in order to

1785 stuff to assemble.

The first structural module or the first structural module group is placed on the assembly platform. The first structural module or the first structural module group can be braced or immovably fastened to the assembly platform until assembly or until immediately before assembly. The assembly

1790 platform can be designed to be movable. In particular, the mounting platform can be designed to be movable as desired in the horizontal plane, adjustable in height and/or rotatable about its own axis in order to position the structural modules or groups of structural modules to be connected to one another. Alternatively, the mounting platform is essentially stationary, ie opposite

1795 the assembly carriage immovably arranged so that the assembly carriage is moved relative to the assembly platform.

The second structural module or the second structural module group is arranged on the assembly carriage. In this case, the second structural module or the second structural module group on the assembly carriage up to assembly or up

1800 must be braced or fastened immovably immediately before assembly. The assembly carriage can be designed to be movable. In particular, the assembly can be designed to be freely movable in a horizontal plane, adjustable in height and/or rotatable about its own axis in order to position the structural modules or groups of structural modules to be connected.

1805 Alternatively, the assembly carriage is essentially stationary, i.e. opposite the assembly platform immovably arranged so that the assembly platform is moved relative to the assembly carriage. In any case, either the assembly carriage or the assembly platform is designed to be movable in order to carry out the positioning of the structural modules or structural module groups to be connected to one another. The stationary assembly vehicle or the stationary assembly platform is therefore to be understood as a workbench on which the assembly of the motor vehicle he follows. It is also conceivable that the assembly carriage and/or the assembly platform is/are arranged on a rail system, for example to enable the motor vehicle to be manufactured on a production line. In this 1815 sense, the device for assembling the motor vehicle can be part of a production line for the manufacture of the motor vehicle. Alternatively, the device for assembling the motor vehicle can be formed for individual production of the motor vehicle.

According to one embodiment, a first interface of the first structural 1820 module is brought to a complementary second interface of the second structural module by corresponding movement of the assembly carriage and/or the assembly platform, with the two interfaces initially being positioned relative to one another. The positioning is intended to enable an easy-to-implement, detachable connection of the complementary interfaces 1825 to one another, be it by means of a form-fitting, force-fitting and/or material-fitting connection. A releasable connection that can be produced comparatively quickly can be a screw connection as well as an adhesive connection. Positioning can include aligning or aligning the boreholes of the interfaces with one another, so that 1830 a threaded bolt, for example, can be pushed through a first borehole of the first interface and a second borehole of the second interface and then screwed. Positioning can also include aligning male and female elements of the first and second interfaces, respectively, with the male element relative to the female element, or vice versa. 1835 can first be positioned and then brought into a form-fitting connection, for example, so that the detachable connection is realized both in the longitudinal direction of the vehicle and in the transverse direction of the vehicle. Furthermore, at the first interface and/or at the second interface designed to be complementary thereto, in particular at the surfaces that come to rest against one another

1840 coming contact surfaces, an adhesive, in particular an adhesive material, are applied before the two interfaces are brought into contact with each other. The adhesive can then cure automatically. Alternatively, the structural modules connected to one another can be cohesively connected to one another in a subsequent curing process of the adhesive.

1845 The adhesive can also consist of several components, for example as a two-component adhesive, with a first component being applied to the first contact surface of the first interface and the second component to the complementary second contact surface of the second interface, whereby contacting the components during the foot

1850 curing of the adhesive takes place during the cutting process.

In this sense, the object is also achieved by a device for assembling a motor vehicle of the type described above according to a sixth aspect of the invention, comprising an assembly platform for receiving at least one first structural module or a first structural module group

1855 as an assembly carriage for receiving at least one second structural module or a second group of structural modules, the assembly carriage being positionable relative to the assembly platform, or vice versa, in order to detachably connect the structural modules to be connected to one another in the longitudinal direction of the vehicle as well as in the transverse direction of the vehicle.

1860 Centering means for positioning the assembly platform relative to the assembly vehicle are preferably on the assembly platform and/or on the assembly vehicle. arranged. In particular, male and/or female elements are to be understood as centner means, which are positioned relative to one another during the positioning of the assembly platform to the assembly carriage, or vice versa. This can

1865 NEN bolts that are pushed into holes, or guide elements that come into contact with each other or can slide off each other. By positioning the assembly platform relative to the assembly carriage, or vice versa, by means of the centering means, the structural modules or structural module groups are positioned in relation to one another indirectly. Because the respective structure

1870 module or the respective structural module group is arranged in advance on the assembly carriage or the assembly platform and is already aligned in a suitable manner in advance, so that simply by positioning the assembly platform and the assembly carriage relative to one another, precise positioning or alignment of the structural modules or structural module groups to one another is already possible take place and

1875 only the detachable connection of the respective interfaces can be made. With a suitable design, this can enable simple and, above all, quick assembly of the motor vehicle or a change of individual structural modules or groups of structural modules.

The assembly platform and/or the assembly carriage are preferably height-adjustable

1880 bar trained. Furthermore, the positioning of the mounting platform relative to the mounting carriage is preferably at least partially automated. Preferably, he follows the positioning of the assembly platform relative to the assembly carriage fully automatic.

Furthermore, the motor vehicle is preferably assembled at least partially

automated in 1885. A partially automated positioning process or assembly process can be carried out by a robot or an at least partially automated device for assembling a motor vehicle. In general, a semi-automated positioning and / or assembly means that several work steps that to carry out a positioning and/or assembly one or more jobs

1890 steps are performed automatically, for example by a machine and/or a robot, and one or more other work steps for positioning and/or assembly are performed manually, for example by a worker. The worker can also use manual tools for the manual positioning process or assembly process. The semi-automatic

1895 positioning or assembly can also be a joint completion of one or more work steps by the worker and the robot or the machine, i.e. the work step can be carried out in a human-machine collaboration.

The partially automated positioning process can include the steps: pick up and au

1900 Tomatically holding the first or second structural module or the first or second structural module group by a holding device, automatically moving the first structural module or the first structural module group, in particular at a speed that is safe for human-machine collaboration, to a speed for connecting to the second Structure module or the second structure

1905 module group by automatically adjusting and/or adjusting the holding device and/or automatically moving the second structural module or the second structural module group, in particular at a speed that is safe for human-machine collaboration, into a position for connection to the first structural module or the first structure module group

1910 seen position include by automatically adjusting and / or adjusting the holding device.

The partially automated assembly process can include the steps: checking the interfaces of the structural modules to be connected to one another at the interfaces, at least local welding of the interfaces, application and/or

1915 distributing an adhesive on a contact surface, threading in a threaded bolt in a bore and / or screwing a nut on a threaded debolt include. Alternatively or additionally, the detachable connection of the structural modules or the structural module groups can be done manually, for example by manually screwing and tightening each screw connection or by

1920 application of an adhesive to the contact surfaces, or partially automated by a machine, in particular a robot. By so-called tacking, a relative position of the parts to be connected can be secured during local welding of the interfaces. The device can also be designed such that after a completed connection of the

1925 structure modules or the structure module groups, the structure module group that is then present is fed to a further processing step. Such a step can be, for example, a further partially automated positioning and/or assembly process for connecting the structural module group that has been created to a further structural module or a further structural module group.

1930 It is conceivable that the device for assembling the motor vehicle includes several assembly carriages and/or assembly platforms of the type described above, in order to enable an essentially simultaneous assembly of several structural modules or structural module groups.

Furthermore, it is conceivable that the device for replacing individual

1935 structural modules. In such a case, at least a first structural module or a first structural module group is positioned and fixed on the respective assembly platform and at least a second structural module or a second structural module group is positioned and fixed on the respective assembly carriage. Subsequently ßend the connection between the respective structure to be exchanged

1940 module and the respective structural module immediately adjacent to it are released, so that the extracted structural module is removed on a mobile assembly carriage and/or a mobile assembly platform and replaced by a sentence structure module can be exchanged. The replacement structure module will in turn abut with the respective one according to the previous statements

1945 detachably connected to the structural module. Consequently, the replacement structure module and the extracted structure module have identical interfaces in order to implement a simple and rapid exchange.

Furthermore, the device can be designed to supplement individual structural modules in the motor vehicle. In such a case, at least one

1950 first structural module or a first structural module group positioned and fixed on the respective assembly platform and at least one second structural module or a second structural module group on the respective assembly carriage. Then the connection between a first interface of a first structure module and a second interface of a second structure module

1955 can be solved and the assembly platform can be removed from the assembly carriage, or vice versa. A supplementary structure module can subsequently be used between the two separate interfaces, for example as an extension module, with the supplementary structure module having a third interface identical to the first interface and an identical third interface to the second interface

1960 includes fourth interface, so that a simple and quick connection of the supplementary structure module with the two structure modules is possible. The supplementary structure module can be arranged for positioning and assembly on a separate movable assembly carriage and/or a movable assembly platform.

1965 In particular with regard to the construction, the arrangement and the connection of the structural modules or the structural module groups, reference is made to the statements relating to the first aspect of the invention for the fifth and sixth aspects of the invention. Furthermore, reference is made to the description of the second to fourth aspects of the invention. 1970 According to a seventh aspect of the invention, a method for assembling a motor vehicle according to the type described above is proposed, wherein a first structural module and/or a second structural module and/or a first structural module group and/or a second structural module group are provided, the first structural module or the first structure module group on a

1975 assembly platform of a device for assembling the motor vehicle is positioned and the second structural module or the second structural module group is positioned on a lifting assembly of the device, the lifting assembly being moved to the assembly platform, or vice versa, in order to lift the first structural module and/or the second structural module and /or the first structure module group

1980 and/or to first position the second structural module group relative to one another and then to releasably connect them to one another both in the longitudinal direction of the vehicle and in the transverse direction of the vehicle.

The second structural module or group of structural modules is placed on the lifting assembly. The lifting arrangement is adjustable in height,

1985, wherein the second structural module or the second structural module group can be arranged hanging substantially on the lifting arrangement. The Hebean arrangement can also be designed to be freely movable in the horizontal plane. In addition, the lifting arrangement can allow the second structural module or the second structural module group to rotate about its own axis in order to

1990 positioning of the structural modules or structural module groups to be connected. The mounting platform can be stationary relative to the lifting arrangement. Alternatively, analogous to the fifth aspect of the invention, the assembly platform can be designed to be movable in the horizontal plane, adjustable in height and/or rotatable about its own axis.

1995 It is also conceivable that the lifting arrangement and/or the assembly platform is/are arranged on a rail system, for example in order to To allow the motor vehicle in a production line. The rail system of the lifting arrangement can be designed as a crane runway, for example, with the lifting arrangement being designed as a crane system in this case

2000 can.

In this sense, the object is also achieved by a device for assembling a motor vehicle of the type described above according to an eighth aspect of the invention, comprising an assembly platform for receiving at least one first structural module or a first structural module group

2005 as a lifting arrangement for accommodating at least one second structural module or a second structural module group, wherein the lifting arrangement can be positioned relative to the assembly platform, or vice versa, in order to detachably connect the structural modules to be connected to one another in the vehicle longitudinal direction and in the vehicle transverse direction.

Centering means for positioning the assembly platform relative to the lifting arrangement are preferably arranged on the assembly platform and/or on the lifting arrangement. Analogously to the sixth aspect of the invention, the centering means on the assembly platform and/or on the lifting arrangement can be used for indirect positioning of the structural modules or groups of structural modules

2015 the. The assembly platform and/or the lifting arrangement are preferably designed to be adjustable in height. Furthermore, the lifting arrangement is preferably a crane or part of a crane system. According to one exemplary embodiment, the assembly platform is positioned relative to the assembly carriage in an at least partially automated manner.

It is conceivable that the device for assembling the motor vehicle includes several lifting arrangements and/or assembly platforms of the type described above, in order to enable essentially simultaneous assembly of several structural modules or groups of structural modules. In particular with regard to the structure, the arrangement and the connection of the

2025 structural modules or the structural module groups for the seventh and eighth aspects of the invention, reference is made to the explanations relating to the first aspect of the invention. Furthermore, reference is made to the description of the second to sixth aspects of the invention. The positioning and assembly processes described according to the seventh aspect can be analogous to a device according to the eighth invention

2030 take place, with a lifting arrangement being provided instead of the assembly trolley.

It should be expressly pointed out that a rear module with the features of the preceding paragraphs also represents an independent, ninth aspect of the invention, ie independently of the un described above

2035 dependent claims. A combination of features to be understood as being independently and independently advantageous would therefore be as follows, with use of the rear module in a motor vehicle also being advantageous:

Rear module for a motor vehicle with a modular design, the

2040 rear module comprises at least one rear axle module, which is designed to be connected to a passenger module of the motor vehicle.

Preferably, the rear module further comprises a rear-end module, which is connected to the rear-axle module, the rear-axle module being designed for this purpose, in the longitudinal direction of the vehicle between the rear-end module and the

2045 passenger module to be arranged. The rear axle module preferably has wheel suspension areas for suspending a wheel of the motor vehicle. A suspension for two or more wheels can easily be arranged in the respective wheel suspension area. Furthermore, the rear axle module preferably comprises at least one first drive, which is designed for this purpose

2050 to be drivingly connected to at least one of the wheels of the motor vehicle. With regard to the ninth aspect of the invention, reference is expressly made to the above statements on the previous aspects of the invention, in particular to the first aspect of the invention.

2055 Furthermore, it should be expressly pointed out that a front module with the features of the above paragraphs also represents an independent, tenth aspect of the invention on its own, i.e. independently of the independent patent claims described above. A combination of features to be understood as independently and independently advantageously disclosed would therefore be as follows,

2060, using the front module in a motor vehicle is also advantageous:

Front module for a modular motor vehicle, the front module comprising at least one front axle module which is designed to be connected to a passenger module of the motor vehicle.

2065 Preferably, the front-end module further comprises a front-end module, which is connected to the front-axle module, the front-axle module being designed to be arranged in the longitudinal direction of the vehicle between the front-end module and the passenger module. The front axle module preferably has wheel suspension areas for suspending a wheel of the motor vehicle

2070 on. A suspension for two or more wheels can easily be arranged in the respective wheel suspension area. Furthermore, the front axle module preferably comprises an asynchronous motor which is designed to be operatively connected to at least one of the wheels of the motor vehicle.

With regard to the tenth aspect of the invention, reference is made expressly to the above

2075 the statements on the previous aspects of the invention, in particular on the first aspect of the invention. In addition, it is expressly pointed out that a passenger module with the features of the preceding paragraphs also represents an independent, eleventh aspect of the invention, ie independently of the one previously described

2080 independent patent claims. A combination of features to be understood as being independently and independently advantageous would therefore be as follows, with use of the passenger module in a motor vehicle also being advantageous:

Passenger module for a motor vehicle designed in a modular design, wherein the

2085 passenger module is designed to be connected to a front module and a Heckmo module of the motor vehicle.

With regard to the eleventh aspect of the invention, reference is expressly made to the above statements on the previous aspects of the invention, in particular to the first aspect of the invention.

According to a twelfth aspect of the invention, an extension module is proposed for a motor vehicle designed in a modular design, the extension module being designed to be connected in the longitudinal direction of the vehicle between a passenger module and a front module or between the passenger module and a rear module of the motor vehicle. The lengthening

2095 management module can accordingly be used in a motor vehicle according to one or more of the aspects previously described.

The object of the invention is achieved according to a thirteenth aspect of the invention by a motor vehicle comprising a rear module according to the ninth aspect of the invention, a front module according to the tenth aspect of the invention and

2100 a passenger module according to the eleventh aspect of the invention, wherein the front module and the rear module are each arranged on opposite sides of the passenger module in the vehicle longitudinal direction. Preferably, at least one extension module is provided according to the twelfth aspect of the invention, with the respective extension module being arranged in the longitudinal direction of the vehicle 2105 between the passenger module and the rear module and/or between the passenger module and the front module.

It goes without saying that features of the solutions described above or in the claims can also be combined if necessary in order to be able to cumulatively implement the presently achievable advantages and effects.

Further features, effects and advantages of the present invention are explained using the drawing and the following description, in which a motor vehicle and a device for assembling the motor vehicle are shown and described by way of example using various exemplary embodiments.

2115 Components which at least essentially correspond in terms of their function in the individual figures can be identified with the same reference symbols, although the components do not have to be numbered and explained in all figures.

Show in the drawings

2120 FIG. 1 shows a highly schematic top view of a motor vehicle according to the invention in a modular design according to a first embodiment;

FIG. 2 shows a schematic exploded top view of the motor vehicle according to the invention according to FIG. 1; 3 shows a schematic perspective view of an overall frame structure 2125 of the motor vehicle according to a second

embodiment;

FIG. 4 shows a schematic plan view of the overall frame structure of the motor vehicle according to the invention according to FIG. 3;

Fig. 5 is a schematic partially exploded perspective view of the

2130 Overall frame structure of the motor vehicle according to the invention according to FIGS. 3 and 4;

6 shows a schematic, partially exploded side view of the overall frame structure of the motor vehicle according to the invention according to FIGS. 1 to 3;

2135 FIG. 7 shows a schematic exploded side view of the overall frame structure of the motor vehicle according to a third embodiment of the invention;

FIG. 8 is a schematic exploded plan view of the overall frame structure of the automotive vehicle of FIG. 7 according to the present invention;

2140 FIG. 9 shows a schematic cross-sectional representation of a first tunnel of a passenger module of the motor vehicle according to the invention according to a first variant;

10 shows a schematic cross-sectional illustration of the first tunnel of the passenger module of the motor vehicle according to a second variant; Fig. 11 is a highly schematic representation of a rear axle module of the motor vehicle according to the invention to illustrate a

Drive arrangement according to a first variant;

Fig. 12 is a highly schematic representation of the rear axle module

2150 motor vehicle according to the invention to illustrate a

Drive arrangement according to a second variant;

Fig. 13 is a highly schematic representation of the rear axle module of the motor vehicle according to the invention to illustrate a

Drive arrangement according to a third variant;

2155 FIG. 14 shows a highly schematic illustration of a wheel of the motor vehicle according to the invention arranged on the rear axle module to illustrate a drive arrangement according to a fourth variant;

Fig. 15 is a highly schematic representation of a front axle module

2160 motor vehicle according to the invention;

16 shows a highly schematic view of an interface between two structural modules of the motor vehicle according to a first variant;

Figure 17 is a highly schematic view of an interface between two

2165 structural modules of the motor vehicle according to a second variant; 18 shows a highly schematic partial longitudinal section of a carrier component of a structural module of the motor vehicle according to the invention;

2170 Fig. 19 is a highly schematic cross-section of the carrier component of the

Structure module according to FIG. 18 according to a first variant;

Fig. 20 is a highly schematic cross section of the support member of the

Structural module according to a second variant;

21 shows a highly schematic cross section of the carrier component of the

2175 structure module according to a third variant;

22 shows a highly schematic view of a device for assembling the motor vehicle according to the invention according to a first variant at a first point in time;

Fig. 23 is a highly schematic view of the device for mounting the

2180 of the motor vehicle according to the invention according to FIG. 22 at a second point in time;

24 shows a highly schematic view of the device for assembling the motor vehicle according to the invention according to a second variant at a first point in time;

2185 FIG. 25 shows a highly schematic view of the device for assembling the motor vehicle according to the invention according to FIG. 24 at a second point in time; 26 shows a highly schematic view of a device for assembling the motor vehicle according to the invention according to a third variant at 2190 a first point in time; and

27 shows a highly schematic view of the device for assembling the motor vehicle according to the invention according to FIG. 26 at a second point in time.

The embodiments shown here and described below only represent 2195 examples of the present invention and should therefore not be understood to be restrictive. Alternative embodiments contemplated by those skilled in the art are equally encompassed within the scope of the present invention.

1 and 2 show a highly schematic plan view of a motor vehicle 1 according to the invention, which is formed from a plurality of structural modules 30 in a modular design. Depending on the composition of the structural modules 30, the motor vehicle 1 can optionally be designed as a passenger car, in particular as a sports car, coupe, station wagon or sports utility vehicle (SUV). In FIG. 1, the motor vehicle 1 is shown very schematically in the assembled 2205 state. FIG. 2 shows the motor vehicle 1 according to FIG. 1 in an exploded view in order to clarify the modular structure. A possible configuration of a motor vehicle 1 designed in this way is shown in FIGS. 7 and 8, likewise in each case as an exploded view.

The motor vehicle 1 according to FIG. 1, FIG. 2, FIG. 7 and FIG are connected to each other. The first extension module 11 and the front module 2 are arranged in front of the passenger module 4 in the vehicle longitudinal direction X, with the second extension module 12 and rear module 3 in driving

2215 are arranged in the longitudinal direction X behind the passenger module 4, ie on an opposite side of the passenger module 4. Between the passenger module 4 and the front module 2, the first extension module 11 is net angeord, the front module 2 comprises a plurality of substructure modules, presently designed as a front end module 5 and front axle module 6, the front

2220 derachsenmodul 6 is arranged in the vehicle longitudinal direction X between the Vorderwagenmo module 5 and the first extension module 11 and is detachably connected to it. The substructure modules are also referred to below as self-contained structure modules 30 . The second extension module 12 is in contrast in the vehicle longitudinal direction X between the

2225 passenger module 4 and the rear module 3 are arranged, with the rear module 3 also comprising a plurality of substructure modules or structural modules 30, presently designed as a rear-end module 7 and rear-axle module 8, with the rear-axle module 8 being arranged in the longitudinal direction X of the vehicle between the rear-end module 7 and the second extension module 12 and solvable with it

2230 is connected. Consequently, the first extension module 11 and the second extension module 12 are each arranged on opposite sides of the passenger module 4 in the vehicle longitudinal direction X and are therefore directly detachably connected.

For better understanding and for reasons of clarity, a body of the motor vehicle 1 is not shown in detail. Only in Fig. 4 is related

2235 gene shows an alternative embodiment of the motor vehicle 1, the body 46 of the respective structural module 30 by dashed lines ge very schematically. Each structural module 30 has a separate body 46 which essentially forms the outer skin of the respective structural module 30 and thereby spatially delimits the respective structural module 30 radially outward. differently

2240 says the body 46 nestles as an outer skin to the three-dimensional shape formed by a frame structure 28 of the respective structural module 30 from the outside. The outer surfaces of bodies 46 of two axially adjacent structural modules 30 merge optically essentially seamlessly, with assembly or disassembly of the motor vehicle 1 or individual structural modules

2245 dule 30 a complex adjustment or a complete replacement of the Ka rosserie 46 it respective structural module 30 is not required. In other words, the bodies 46 together form an overall body or entire outer skin of the motor vehicle 1 .

Each structural module 30 is a self-contained structural module 30, des

2250 sen three-dimensional shape is essentially given by a frame structure 28, wherein the frame structure 28 share a plurality of longitudinal beam components 25, cross beam components 29 and diagonal beam components 42 which are connected to each other in a suitable manner to form the structural module 30. For example, Fig. 3 and Fig. 4 denote by the reference numerals 25, 29,

2255 42 carrier components on the passenger module 4 as an example. The longitudinal carrier components 25 extend essentially parallel to the longitudinal direction X of the vehicle and parallel to a surface (not shown here) driven on by the motor vehicle 1 . The cross member components 29 extend essentially parallel to a vehicle transverse direction Y, ie also parallel to the front of the force

2260 vehicle 1 traveled underground and parallel to a vehicle height direction Z, ie perpendicular to the vehicle 1 traveled underground. The diagonal support components 42 extend essentially obliquely, ie each at an angle greater than 0° and less than 90°, to the vehicle longitudinal direction X, vehicle transverse direction Y and vehicle vertical direction Z. One or more supports

2265 support components 25, 29, 42 can also be assembled into a single, one-piece support component. For example, the A pillar of the passenger module 4 can be a diagonal support component 42 that is connected to a longitudinal support component 25 in the roof area, the longitudinal support component 25 also having a substantially vertical cross member designed as a B pillar

2270 component 29 is connected in one piece. The passenger module 4 is a non-powered structural module 30 which is essentially designed to accommodate passengers. Accordingly, the passenger module 4 comprises lateral openings 43 which serve as a side entrance of the passenger module 4, with the frame structure 28 of the passenger module 4 corresponding

2275 corresponding - not shown here - side doors Kings nen be pivotally attached, which can spatially complete the passenger module 4 in the direction of travel to the left and right. The passenger module 4 can also be equipped with a seat or individual seat shells—not shown here. Furthermore, in the passenger module 4 means for influencing the ferry operation of the motor vehicle

2280 vehicle 1, in particular a steering arrangement, a pedal mechanism, input means, in particular electronic input means such as a touch-sensitive screen, an entertainment device and/or an information device. In addition, in the passenger module 4, a control and / or regulation unit for controlling or regulating the ferry operation of the

2285 motor vehicle 1 can be arranged, which can be electronically connected to corresponding modules on the front module 2 and/or rear module 3. The components, modules and/or devices mentioned above can be covered by corresponding paneling elements and components and via corresponding interfaces with components, modules and/or devices

2290 gene on the front module 2 and / or on the rear module 3 communicate or be effectively connected.

The passenger module 4 has on its vertically lower side in the direction of gravity or in the floor area a floor element 26 and a first tunnel 24a, with the floor element 26 in particular pushing the passenger module 4 in the direction

2295 of the driven surface, i.e. vertically below, spatially limited. The floor element 26 is connected to the frame structure 28 and is therefore part of the frame structure 28 of the passenger module 4. A cross section through the first tunnel 24a and the floor element 26 is shown in FIGS. 9 and 10 by way of example. The bottom element 26 and the first tunnel 24a are each made of one 2300 stamped and bent sheet metal material and connected to each other cohesively, for example by means of a welded joint. The floor element 26 and the first tunnel 24a are formed in such a way that the rigidity of the passenger module 4 is improved.

According to a first variant according to FIG. 9, the base element 26 is made in one piece

2305 formed and net angeord in the direction of gravity below the first tunnel 24a. According to FIGS. 1 to 8, the first tunnel 24a is arranged in the center of the floor area of the passenger module 4 and extends essentially in the longitudinal direction X of the vehicle one the mit

A protective material 44 is arranged on the side of the first tunnel 24a facing towards the energy and/or fuel supply of the motor vehicle 1, that is to say on its inner lateral surface. In the present case, the protective material 44 consists of a fluid and flame-retardant material which, in the event of damage, for example to a fuel tank of the motor vehicle 1, prevents the onset of force

2315 substance or in the event of fire, the entry of heat and / or flames in the interior of the passenger module 4 is prevented.

According to FIG. 10, according to a second variant, the floor element 26 is designed in two parts and has a first floor element segment 26a and a second floor element segment 26b, which is designed essentially symmetrically thereto

2320 on. The first tunnel 24a is arranged spatially between the two floor element segments 26a, 26b and is integrally connected thereto. In other words, the floor element segments 26a, 26b are arranged to the left or right next to the first tunnel 24a in the longitudinal direction X of the vehicle. Such a floor element 26 with two floor element segments 26a, 26b is shown in FIG.

2325 As a means for supplying fuel to the motor vehicle 1, a fuel tank 21 is arranged as an example in FIG to supply fuel. Alternatively, as shown in an example in FIG. 10, an energy store 22 can also be common within the first tunnel 24a

2330 with a pressure accumulator 23 as a means for supplying energy and/or fuel to motor vehicle 1. The energy store 22 comprises a plurality of batteries 41 designed as an electric traction battery, which are set up to drive a drive with an electric drive that is designed on the front axle module 6 and/or on the rear axle module 8 and is designed as an electric machine

2335 to supply energy. The pressure accumulator 23 is designed to store hydrogen and is set up to supply hydrogen to a drive arranged on the front axle module 6 and/or on the rear axle module 8 and designed as a fuel cell.

The rear axle module 8 of the rear module 3 is a driven structural mo

2340 dul 30, which has on its sides, ie on the ends of the rear axle module 8 formed in the vehicle transverse direction Y, wheel suspension areas 27a, 27b for receiving a wheel 20a, 20b of the motor vehicle 1. The Radaufhän supply areas 27a, 27b are designed in particular to a - recorded spring-damper system and / or a wheel hub, where - not ge showed here

2345 the respective wheel 20a, 20b is arranged in a correspondingly rotatable and spring-loaded manner on the respective wheel suspension region 27a, 27b. The wheel suspension areas 27a, 27b are to be understood here as part of the frame structure 28 of the rear axle module 8, which also influence the rigidity of the rear axle module 8. With regard to the various support components 25, 29, 42 is on

2350 the above description of the passenger module 4 is referred. For reasons of clarity, the provision of reference numbers on the carrier construction parts 25, 29, 42 of the rear axle module 8 is dispensed with.

According to FIGS. 1 and 2, the rear axle module 8 has a first drive 9a and a second drive 9b, the first drive 9a in the present case being a

2355 internal combustion engine and the second drive 9b is an electric machine, so that a hybridized drive of the motor vehicle 1 is possible via the rear axle of the motor vehicle 1 . The two drives 9a, 9b are connected to corresponding means for supplying fuel and energy in the first tunnel 24a of the passenger module 4, analogously to FIG. 9 and FIG. In the case of a hydrogen drive 2360 the first and/or second drive 9a, 9b designed as a fuel cell can be connected to a pressure accumulator arranged on the passenger module 4 according to FIG. The respective drive 9a, 9b is suspended from the frame structure 28 of the rear axle module 8.

The first drive 9a generates a first drive power, which is transmitted via a first 2365 gear 17a and a first differential 18a to a first and second output shaft 19a, 19b, with the first output shaft 19a being able to be connected to the first wheel 20a in a drivingly effective manner and the second output shaft 19b is drivingly connected to the second wheel 20b. In the present case, a 2370 clutch 48 is arranged in the power flow between the first drive 9a and the first transmission 17a, by means of which the first drive 9a can be uncoupled from the drive train. As a result, a purely electric drive of the motor vehicle 1 can be implemented. The first drive 9a can be switched on, for example, for acceleration processes of the motor vehicle 1, with the second drive 9b otherwise being able to be operated with better efficiency. The 2375 second drive 9b generates a second drive power, which is transmitted to the two output shafts 19a, 19b via a second gear 17b and the first differential 18a. The respective transmission 17a, 17b is designed to convert the drive power or to provide a transmission ratio. The first and second drive power is summed up at the differential 18a and then distributed to the two output shafts 19a, 19b. With out a driven axle of the motor vehicle 1 is provided by means of the rear axle module 8 . In the present case, the first drive 9a and the first gear 17a are in a common first housing 16a and the second drive 9b and the second gear 17b in a common second housing 16b

2385 sorted. Alternatively, the two drives 9a, 9b and the two gears 17a, 17b can be arranged in a common housing, with the differential 18a also being able to be arranged either in this housing or in a separate housing. The differential 18a can be designed, for example, as a bevel gear differential, as a spur gear differential, or as a planetary differential

be 2390.

It is equally conceivable to drive the motor vehicle 1 by means of only a single drive 9a on the rear axle module 8, designed as an internal combustion engine, as an electric machine or as a hydrogen drive. This is shown in FIG. 11 as an example. The drive 9a is a single Ge

2395 gears 17a and a differential 18a are drivingly connected to the two output shafts 19a, 19b analogously to the previous statements, the output shafts 19a, 19b each being operatively connected to a wheel 20a, 20b of the motor vehicle 1. The drive 9a, the transmission 17a and the differential tial 18a are arranged in a common housing 16a. One is also conceivable

2400 separate arrangement of the drive components in separate housings to make installation and removal easier.

A further variant according to FIG. 12 shows a first and second drive 9a, 9b, which are drivingly connected via a respective gear 17a, 17b to the associated drive shaft 19a, 19b. In other words form

2405 at least the first drive 9a, the first gear 17a and the first output shaft 19a form a first drive train 45a, with the second drive 9b, the second gear 17b and the second output shaft 19b forming a second drive train 45b, with the first wheel 20a thus can be driven independently of the second wheel 20b. The respective drive 9a, 9b is in a separate

2410 th housing 16a, 16b arranged, wherein the two gears 17a, 17b in one common third housing 16c are arranged. As a result, systems for driving the wheels 20a, 20b, which are separate from one another, can be provided on the rear axle of the motor vehicle 1, so that an ESP system which minimizes slip can be implemented. Furthermore, a so-called torque Ver

2415 division (in English: "torque vectoring") conceivable in which each wheel 20a, 20b of the rear axle module 8 can be individually acted upon with a positive or negative torque in order to increase the safety of the ferry operation. 13 shows that both the drives 9a, 9b and the gears 17a, 17b are arranged in separate housings 16a, 16b, 16c, 16d. The gears 17a, 17b of the

2420 rear axle module 8 can be designed as a spur gear drive, a chain drive or a belt drive.

According to FIG. 14, another drive method of the rear axle module 8 is shown, the drive 9a being in the form of an electric wheel hub drive in the present case, which is spatially arranged inside a wheel 20a. Similarly

2425, the second wheel 20b can also be designed and correspondingly comprise a second drive 9b, so that a separate drive can be implemented for the rear axle of the motor vehicle 1 for each wheel 20a, 20b. Consequently, the first drive 9a is arranged inside the first wheel 20a of the motor vehicle 1 and the second drive 9b is arranged inside the second wheel 20b of the motor vehicle 1 . A

2430 such wheel hub drive can also be arranged within one of the wheels 20c, 20d of the front axle module 6. The drive 9a shown here has two electrical machines 47a, 47b, which are arranged parallel to one another and parallel to a wheel hub axle 59 and via a common gear 17a to an output shaft 19a, drivingly connected or connected

2435 bars are. An arrangement that can be connected in a drive-effective manner is present with regard to the first electric machine 47a, which can be selectively decoupled from the output or coupled to the output via a clutch 48 . The clutch 48 can, for example, be configured to be synchronized or non-synchronized in order to create a form fit. Alternatively, the clutch 48 as a friction clutch 2440 be formed, which essentially creates a frictional connection. Consequently, the electrical machine 47a can be decoupled from the output. The electrical machines 47a, 47b and the transmission 17a are arranged within a common housin ses 16a, with the housing 16a here being a rim of the wheel 20a or part of the rim of the wheel 20a. The gear 17a can

2445 can be designed as a spur gear drive, as a chain drive or as a belt drive, with the gear 17a also being able to be preceded or followed by further gear ratios or gears in the power flow in order to increase the overall gear ratio of the drive train shown here. For this embodiment is imaginable, even a single electric machine 47 or more than two electric

2450 cal machines 47 to be arranged within the wheel 20a. The more electric machines 47 that are provided, the smaller they can be in terms of maximum continuous power and/or maximum torque. Furthermore, the individual efficiency of the respective electrical machine 47 can be optimized as the number of machines increases. Within the wheel 20a can

2455 also a - be arranged brake - not shown here. This can be operatively arranged with the output shaft 19a or in the power flow between the respective electrical machine 47a, 47b and the transmission 17a.

According to the previous statements relating to FIGS. 1 , 2 and 11 to 14 , both the first drive 9a and the second drive 9b are essentially

2460 in the vehicle transverse direction Y and thus arranged essentially transverse to the vehicle longitudinal direction X. It is hereby expressly pointed out that the drives 9a, 9b can be arranged essentially parallel to the longitudinal direction X of the vehicle, and thus essentially transverse to the transverse direction Y of the vehicle, by means of appropriately designed components, in particular differentials.

2465 As an axial extension of the first tunnel 24a arranged in the passenger module 4, a second tunnel 24b is aligned on the rear axle module 8 and is designed essentially analogously to FIG. 9 or FIG. 10 and on the Frame structure 28 of the rear axle module 8 is attached. In this respect, reference is made to the description of FIGS. 9 and 10 and the illustrations in FIGS. 1, 2,

2470 Fig. 7 and Fig. 8 referenced. Consequently, the second tunnel 24b has a protective material 44 on its inner lateral surface. Furthermore - not shown here - supply lines, whether cables, hoses, pipes or the like, are routed from the first tunnel 24a at least indirectly to the second tunnel 24b, for example to provide an electrical connection between an energy store

2475 cher 22 and a drive 9a, 9b designed as an electric machine (e.g. Fig. 1 and Fig. 2) or a drive 9a, 9b comprising an electric machine 47 (e.g. Fig. 14). Likewise, fluid lines can be routed from the first tunnel 24a to the second tunnel 24b. In this case, in the tunnel 24a, 24b of the respective structure module 30 parts of the corresponding

2480 supply line are present, the supply line having corresponding interfaces which can be connected to one another when two adjacent structural modules 30 are connected, for example by a bayonet connection, plug connection, screw connection, coupling connection or the like, and when dismantling two adjacent structural modules 30 accordingly

2485 are solvable.

The rear end module 7 of the rear module 3 is a non-driven structural module 30, on the frame structure 28 in addition to the body 46 and more

- Not shown here - module-specific components, modules and / or devices can be arranged, such as headlights, lights,

2490 indicators, reversing cameras and/or a sensor system designed for monitoring the surroundings of the motor vehicle 1 . The sensors can include radar, lidar, a camera or the like. On the frame structure 28 can also be a

- Not shown here - be arranged pivotable tailgate, which can close a trained in the rear vehicle module 7 trunk. The back

2495 car module 7 is designed in particular to perform functions of a bumper to fulfill. Consequently, the rear end module 7 is designed as a bumper module. For this purpose, the rear-end module 7, as shown in FIG. 5 and FIG. 8, has a first bumper 7a and a second bumper 7b, the two bumpers 7a, 7b being essentially

2500 unions are arranged parallel to each other. The bumpers 7a, 7b are to be seen as longitudinal member components 25 of the frame structure 28 of the rear vehicle module 7. For reasons of clarity, reference numerals are not provided on the support components 25, 29, 42 of the rear-end module 7. Each of the bumpers 7a, 7b is set up to drive on the rear of the motor vehicle

2505 vehicle 1 impact force that can occur, for example, as a result of a rear-end collision, is essentially absorbed by elastic and possibly plastic deformation and forwarded to the rear axle module 8 . Each bumper 7a, 7b thus acts as a so-called crash box. Furthermore, the two bumpers 7a, 7b are connected to one another via a cross member 36c, the

2510 crossbeam 36c can also favor an impact force dissipation and/or transmission. Thus, the cross member 36c can function as a bumper bar. In the present case, the bumpers 7a, 7b and the cross member 36c form the essential part of the frame structure 28 of the rear-end module 7 .

The front axle module 6 of the front module 2 is a driven structural mo

2515 dul 30, which has on its sides, ie on the ends of the front axle module 6 formed in the vehicle transverse direction Y, wheel suspension areas 27c, 27d for receiving a wheel 20c, 20d of the motor vehicle 1. The Radaufhän supply areas 27c, 27d are particularly designed to a - recorded spring-damper system and / or a wheel hub, where - not ge showed here

2520, the respective wheel 20c, 20d can be rotated accordingly and is spring-loaded on it. The wheel suspension areas 27c, 27d are to be understood here as part of the frame structure 28 of the front axle module 6, which thus increases the rigidity of the front axle module 6 additionally influence. For reasons of clarity, reference is made to the provision of reference symbols on the carrier components 25, 29,

2525 42 of the front axle module 6 is omitted.

According to FIG. 1 and FIG. 2, the front axle module 6 has an asynchronous motor 10, which in the present case is drivingly connected to both the third wheel 20c and the fourth wheel 20d of the motor vehicle 1. The asynchronous synchronous motor 10 is mounted on the frame structure 28 of the front axle module 6

2530 and presently designed to transmit a third drive power directly to a third output shaft 19c and a fourth output shaft 19d, the respective output shaft 19c, 19d being drivingly connected to an associated wheel 20c, 20d of the front axle module 6. To generate the third drive power, the asynchronous motor 10 is operated in rotor mode

2535 ben. The asynchronous motor 10 is arranged parallel to the output shafts 19c, 19d and thus essentially in the transverse direction Y of the vehicle or essentially transversely to the longitudinal direction X of the vehicle. Alternatively, the third drive power of the asynchronous motor 10, as shown in FIG. 15, is converted via a third gear 17c and by means of a second differential 18b to the two output shafts

2540 len 19c, 19d are distributed. The asynchronous motor 10 is arranged essentially in the longitudinal direction X of the vehicle and thus essentially transversely to the transverse direction Y of the vehicle. Alternatively, the asynchronous motor 10 can be drivingly connected to only one of the wheels 20c, 20d of the front axle module 6, regardless of whether the asynchronous motor 10 is in the vehicle longitudinal direction X or in

2545 vehicle transverse direction Y is arranged. The third drive power of the asynchronous motor 10 can in this respect be transmitted to just one output shaft 19c, it being possible in such a case to dispense with the second differential 18b accordingly. The asynchronous motor 10 thus forms a third drive together with the third gear 17c and the second differential 18b

2550 strand 45c out. The asynchronous motor 10 can be switched on and off depending on the driving situation, so that the asynchronous motor 10 can be switched on temporarily in certain driving situations, in particular if slip is detected on the wheels 20a, 20b of the rear axle module 8, in order to

2555 asynchronous motor 10 to generate a drive power. As a result, a drive of the motor vehicle 1 can be designed to be essentially free of power interruptions or constant. Asynchronous motors have lower drag than permanently excited electric motors, such as those that can be used for the first and/or second drive 9a, 9b of the rear axle module 8, for example

2560 moments, so that power losses can be minimized. Consequently, the asynchronous motor 10 can be carried load-free if it is not required. This is done by energizing the asynchronous motor 10 accordingly.

In the present case, the asynchronous motor 10 is also designed to operate during a braking process or in certain operating situations, in particular emergency situations

2565 functions of motor vehicle 1 to increase a braking effect. The motor vehicle 1 can, for example, include a vehicle surveillance system (not described in detail here) for monitoring the surroundings of the motor vehicle 1, which, when an emergency situation is detected, switches on the asynchronous motor 10 in order to 20d of the motor vehicle 1

2570 arranged - to reinforce service brakes generated braking effect - not shown here. The asynchronous motor 10 is thus operated in generator mode and can generate electrical energy for storage in the energy store 22 during the braking process. Alternatively, an emergency situation can be detected when the passenger, for example by pressing a

2575 brake pedal, emergency braking initiated, as a result of which the asynchronous motor 10 is switched on and is operated as a generator, so that its deceleration effect is reinforced. Furthermore, such means can be arranged in the passenger module 4 that enable a passenger to switch the asynchronous motor 10 on or off manually

2580 switch. These means can usefully be arranged in the passenger module 4 and connected to the asynchronous motor 10 via appropriate interfaces. The passenger can decide by appropriate operation of the means in particular whether the asynchronous motor 10 in rotor mode or as a drive to generate the third drive power, in generator mode or as a brake

2585 effect support to increase a braking effect or is operated without a load, i.e. neither in rotor mode nor in generator mode.

The front-end module 5 of the front module 2 is a non-driven structural module 30, on whose frame structure 28, in addition to the body 46, other module-specific components, modules and/or devices are arranged

2590 net, such as headlights, lights, turn signals, reversing cameras and/or a sensor system designed for monitoring the surroundings of motor vehicle 1. The sensors can include radar, lidar, a camera or the like, which is correspondingly connected to the vehicle monitoring system. The front end module 5 is designed in particular to radio

2595 functions of a bumper. Consequently, the front end module 5 is designed as a bumper module. For this purpose, the front-end module 5 has, as shown by way of example in FIGS. 6 and 8, a first bumper 5a and a second bumper 5b, with the two bumpers 5a, 5b being arranged essentially parallel to one another in the longitudinal direction X of the vehicle. the

2600 bumpers 5a, 5b are to be understood as longitudinal member components 25 of the frame structure 28 of the front end module 5. For reasons of clarity, reference numerals are not provided on the carrier components 25, 29, 42 of the front vehicle module 5. Each bumper 5a, 5b is designed to absorb an impact force acting on the motor vehicle 1 from the front, for example as a result

2605 of a collision of the motor vehicle 1 with an object or another whose vehicle can occur, absorb essentially by elastic and where appropriate plastic deformation and pass it on to the front axle module 6. Each bumper 5a, 5b thus acts as a so-called crash box. Furthermore, the two bumpers 5a, 5b are connected to one another via two crossbeams 36a, 36b, with one or both crossbeams 36a, 36b of the front vehicle module 5 also being able to promote impact force dissipation and/or forwarding. In the present case, the first cross member 36a is designed as a bumper rod. In the present case, the bumpers 5a, 5b and the cross members 36a, 36b form the essential part of the frame structure 28 of the front-end module 5 .

2615 The motor vehicle 1 according to the exemplary embodiments according to FIGS. 1 to 8 has the first extension module 11 which is arranged between the passenger module 4 and the front axle module 6 of the front module 2 in the longitudinal direction X of the vehicle. The first extension module 11 is a non-driven structural module 30, the three-dimensional shape of which is essentially defined by the 2620 frame structure 28, to which the body 46 is attached at least in sections. As can be clearly seen in Fig. 5, Fig. 6 and Fig. 8, the frame structure 28 of the first extension module 11 consists of two longitudinal carrier components 25a, 25b, which are used to optically lengthen the motor vehicle 1 in the longitudinal direction X of the vehicle in front of the passenger module 4 are provided. 2625 The motor vehicle 1 is thus optically designed in the form of a coupe. The longitudinal member components 25a, 25b are detachably connected to the passenger module 4 and the front axle module 6 via corresponding connecting means. The manner of the detachable connection is described in more detail below. It is also conceivable that the first extension module 11 is provided to provide additional 2630 space, so that components from the passenger module 4 and/or components from the front axle module 6 can protrude at least partially into the interior of the first extension module 11. According to the embodiment of the motor vehicle 1 according to Fig. 1 and Fig. 2

2635 and the alternative exemplary embodiment of the motor vehicle 1 according to FIGS. 7 and 8, the second extension module 12 is arranged in the vehicle longitudinal direction X between the passenger module 4 and the rear axle module 8. The second extension module 12 is a non-driven structural module 30 whose three-dimensional shape is essentially determined by the frame structure 28

2640 is specified, to which the body 46 is attached at least in sections. For reasons of clarity, reference numerals are not provided on the carrier components 25, 29, 42 of the second extension module 12. Analogously to the first extension module 11 described above, the second extension module 12 can have the function of moving the motor vehicle 1 in motion

2645 to optically lengthen the vehicle longitudinal direction X behind the passenger module 4, so that the motor vehicle 1 is optically designed in the form of a sedan. Such an embodiment of the second extension module 12 is shown in FIGS. 7 and 8 . In contrast, the second extension module 12 according to FIG. 1 and FIG

2650 passenger expansion module trained. In contrast to FIGS. 7 and 8 , the second extension module 12 is designed to be axially longer, so that passengers can sit on the back seat of the motor vehicle 1 created in this way. Side doors (not shown here) can also be arranged on the frame structure 28 of the second extension module 12 in order to enable entry and exit

2655 gene to simplify for passengers. In other words, by arranging the second extension module 12 between the passenger module 4 and the rear axle module 8, a two-seater or two-door, as shown as an example in FIGS Two-door or a three-, four- or five-seater designed as a four-door car in a simple way

2660 den. The manner in which the second extension module 12 is detachably connected to the passenger module 4 and the rear axle module 8 is described in more detail below. According to FIG. 1 and FIG. 2, the second extension module 12 has a third tunnel 24c which is axially arranged between the first tunnel 24a of the passenger mo

2665 duls 4 and the second tunnel 24b of the rear axle module 8 and is arranged in alignment therewith. The third tunnel 24c is designed essentially analogously to the first and second tunnels 24a, 24b. In this respect, reference is made to the description of FIGS. 9 and 10 and the illustrations in FIGS. 1 , 2 , 7 and 8 . Consequently, the third tunnel 24c has a section on its inner lateral surface

2670 protective material 44 on. Furthermore, supply lines can also be routed through the third tunnel 24c from the first tunnel 24a to the second tunnel 24b, or vice versa, in order, for example, to establish an electrical connection between an energy store 22 and a drive 9a, 9b designed as an electrical machine (e.g. Fig. 1 and Fig. 2) or an electrical machine 47

2675 comprehensive drive 9a, 9b (e.g. FIG. 14) or to guide a fluid. Thus, sections of the corresponding supply line can also be arranged in the third tunnel 24c, with the sections of the supply line having corresponding interfaces that can be connected to one another accordingly and when dismantling two adjacent structural modules 30 accordingly

2680 are solvable.

The motor vehicle 1 can be configured both with the first extension module 11 and with the second extension module 12, as shown by way of example in FIGS. 1 and 2 and in FIGS. 7 and 8. Furthermore, the motor vehicle 1 can be fully functional even without the second extension module 12

2685, the rear axle module 8 being detachably connected directly to the passenger module 4 accordingly. Such a configuration of the motor vehicle 1 is shown as an example in the exemplary embodiment according to FIGS. 3 to 6 . However, it is also easily possible to design the motor vehicle 1 entirely without extension modules 11, 12, so that in particular an axially short

2690 building motor vehicle 1 can be realized. In this case, the front axle module 6 is detachably connected directly to the passenger module 4 . As shown in FIGS. 1 to 8 , the various structural modules 30 of the motor vehicle 1 are connected to one another by structural interfaces, referred to below as interfaces 39 . Fig. 1 in conjunction with Fig. 2 show the

2695 individual structural modules 30 and the interfaces 39 are only very schematic, which is why the description of the detachable connection of the axially adjacent structural modules 30 is based on FIGS. 3 to 8 . This applies analogously to the exemplary embodiment according to FIG. 1 and FIG. 2. The interfaces or the interface of the respective structure module 30 are according to FIG. 1 to FIG

2700 are generally designated by the reference numeral 39 unless otherwise noted.

According to FIG. 3 to FIG. 8, two adjacent structural modules 30 of the motor vehicle 1 are detachably connected to one another both in the vehicle longitudinal direction X and in the vehicle transverse direction Y. The detachable connection

2705 between the adjacent structural modules 30 comprises essentially one-dimensionally extending connecting means as well as essentially two-dimensionally extending connecting means. The detachable connection between two axially adjacent structural modules 30 is illustrated in FIGS. 16 and 17 using the example of a joint between a first structural module 30a

2710 and a second structural module 30b, a first interface 39a of the first structural module 30a being detachably connectable to a second interface 39b of the second structural module 30b. The essentially one-dimensionally extending connecting means are screw connections 14 in the present case, the screw connections 14 being mainly longitudinal to the vehicle

2715 are aligned in the X direction in order to produce an effective connection between the structural modules 30 in the longitudinal direction X of the vehicle. Individually, screw connections 14 aligned in the vehicle transverse direction Y and/or in the vehicle vertical direction Z can also be provided in order to strengthen the connection effect. By means of the respective screw connection 14 is a frictional

2720 and positive connection between the structural modules 30 realized, wherein the structural modules 30 are screwed together accordingly. Screw connections 14 are particularly easily detachable connections between two structural modules 30, in which the structural modules 30, in particular the carrier components 25, 29, 42 of the frame that are directly detachably connected to one another

2725 structure 28, are non-destructively separable. Alternatively or additionally, the connecting means aligned in vehicle longitudinal direction X can also be a riveted connection, with the riveted connection being released by drilling out or destroying the respective rivet. A destruction of the respective structural module 30, in particular the respective carrier component 25, 29, 42 of the frame

2730 structure 28, but does not take place, so that a new rivet or screw connection at the respective interface 39 can be generated. In addition, rivet connections aligned in the vehicle transverse direction Y and/or in the vehicle vertical direction Z can be provided in order to correspondingly strengthen the connection effect.

2735 Each essentially two-dimensionally extending connecting means is an adhesive connection 15 in order to produce a material connection between the structural modules 30. Consequently, the structural modules 30 are glued to one another at the interfaces 39 by means of an adhesive 38 . The adjacent structural modules 30 are primarily longitudinal in the cross-vehicle direction

2740 direction X running contact surfaces 13a, 13b materially connected to each other. To strengthen the connection between the structural modules 30, adhesive connections 15 can also be provided on contact surfaces 13a, 13b running transversely to the vehicle transverse direction Y and/or on contact surfaces 13a, 13b running transversely to a vehicle vertical direction Z.

2745 According to a first variant according to FIG. 16, the first structural module 30a can be the passenger module 4, for example, and the second structural module 30b can be the second extension module 12, for example. Shown is a longitudinal ger component 25 of the first and second structural module 30a, 30b, which at their ends facing each other ei a flange 37, each with a transverse to the driving

2750 tool longitudinal direction X aligned contact surface 13a, 13b. The flange 37 of the first structural module 30a is to be understood as the first interface 39a and the flange 37 of the second structural module 30b is to be understood as the second interface 39b according to the invention. Depending on the design of the carrier components 25, 29, 42 of the frame structure 28 of the respective structural module 30 can be on one or

2755 both flanges 37 are dispensed with, as can be seen in FIG. 17 by way of example. In an assembly process, an adhesive 38 is applied to the first and/or second contact surface 13a, 13b before the flanges 37 are pressed together and the contact surfaces 13a, 13b come into contact with one another or form an axial joint. At the flanges 37 holes 48 are arranged, the curse

2760 tend to be aligned with one another, so that a screw 49 can be passed through and tightened by means of a nut 50 to produce the screw connection 14 . In order to reduce the total quantity of the adhesive 38, the bonding of two adjacent structural modules 30 to the contact surfaces 13a, 13b that come into contact with one another by a plurality

2765 adhesive surfaces that are independent of one another, as can be seen in FIG. 17 by way of example. However, where greater forces are at work, full-surface adhesion of the structural module 30b in the area of the contact surface 13a, 13b can be useful. Depending on the design of the axially adjacent structural modules 30, the contact surfaces 13a, 13b can be located between the adjacent structural modules 30

2770 can be arranged at different heights and/or longitudinal positions and/or transverse positions of the motor vehicle 1.

A further variant according to FIG. 17 shows the detachable connection between a cross member component 29 of the first structural module 30a, which extends parallel to the vehicle vertical direction Z and is presently designed as a square tube

2775 and a longitudinal member component 25 of the second structural module 30b. A side wall of the cross member component 29 of the first structural module 30a is to be understood as the first interface 39a and the flange 37 of the second structural module 30b is to be understood as the second interface 39b according to the invention. Furthermore, a fire protection is arranged between the two structural modules 30a, 30b, which as a fire

2780 protective wall 51 consisting of a heat-resistant material. In the event of a fire in the respective drive 9a, 9b and/or the asynchronous motor 10, the fire protection wall 51 can be used to prevent the vehicle occupants from being endangered within the passenger module 4. Depending on a fire wall 51 between the passenger module 4 and the rear axle module 8 and between

2785 the passenger module 4 and the front axle module 6 is shown in the exploded view according to FIG. 2, FIG. 7 and FIG. 8 as an example. It is also conceivable to provide a respective fire protection wall 51 spatially between each two adjacent structural modules 30 of the motor vehicle 1 . The material of the fire protection wall 51 and the material of the protective material 44 within the respective

2790 gene tunnels 24a, 24b, 24c according to FIG. 9 and FIG. 10 can also be of identical design. In the present case, the cross member component 29 of the first structural module 30a has a mounting opening 60 in order to be able to mount the screws 49 of the screw connections 14 .

Analogous to the variants according to FIG. 16 and FIG. 17 described here

2795 also the front end module 5 with the front axle module 6, the front axle module 6 with the first extension module 11, the first extension module 11 with the passenger module 4, the front axle module 6 with the passenger module 4, the passenger module 4 with the rear axle module 8 and/or the Rear axle module 8 can be detachably connected to the rear vehicle module 7 .

2800 The interfaces 39 between the structural modules 30 can be of essentially identical design for quick and easy assembly or disassembly of the motor vehicle 1, that is to say always have the same connecting means, ie screw connections 14 and adhesive connections 15. However is also conceivable, which is intended to make clear in FIG. 2, all or part of the interface

2805 len 39 individually or module-specifically.

The passenger module 4 has on its side facing axially forward in the vehicle longitudinal direction X a first interface 39a or a first type of interface 39a, via which the passenger module 4 can be detachably connected to the front axle module 6, which is why the front axle module 6 at its

2810 has a side directed axially to the rear in the vehicle longitudinal direction X to the first interface 39a or to the first type of interfaces 39a and has a second interface 39b or a second type of interfaces 39b designed to complement it. The interfaces 39a and 39b are shown here in the form of a segment of a circle. So that the first extension module 11 without adjustments to the interface

2815 len 39a, 39b can be arranged between the passenger module 4 and the front axle module 6, the first extension module 11 has a third interface 39c or a third type of interface 39c on its side pointing axially forward in the vehicle longitudinal direction X, which is identical to the first interface 39a or for the first type of interfaces 39a is designed to

2820 first extension module 11 via the complementary second interface 39b or the second type of interfaces 39b to the module 6 Vorderachsenmo detachably connect. Equally, the first extension module 11 has, on its side directed axially to the rear in the longitudinal direction X of the vehicle, an interface 39b essentially to the second interface 39b or to the first type of interface

2825 have identical fourth interface 39d or fourth type of interfaces 39d in order to detachably connect the first extension module 11 to the passenger module 4 via the first interface 39a or the first type of interfaces 39a designed to complement it. As a result, error-free assembly of the first extension module 11 can be ensured. In addition, it can be prevented

2830 that the first extension module 11 is erroneously installed instead of the second extension module 12, for example, since the interfaces 39 are designed differently here. This is presented schematically by the interface 39 shown essentially in a straight line between the passenger module 4 and the second extension module 12 or between the Hin

2835 terachsenmodul 8 and the second extension module 12 illustrated. The first and second types of interfaces 39a, 39b and the third and fourth types of interfaces 39c, 39d may have a plurality of the interfaces 39 shown in FIGS. 16 and 17.

Likewise, the interfaces 39 between the front axle module 6 and

2840 the front-end module 5 and/or between the rear-axle module 8 and the rear-end module 7 can be designed so differently that incorrect assembly is avoided. In other words, the interfaces 39 between adjacent structural modules 30 can be designed in such a way that the structural modules 30 can be clearly assigned to one another and that the

2845 Installation position of any supplementary modules, such as the first and second extension module 11, 12, which are arranged between two basic structural modules, such as the rear axle module 8, the front axle module 6 and the passenger module, is clearly specified.

From Fig. 3 to Fig. 8, the structure of the structural modules 30 is shown, each

2850 structural module 30, i.e. the rear-end module 7, the rear-axle module 8, the second extension module 12, the passenger module 4, the first extension module 11, the front-axle module 6 and the front-end module 5, consists of a self-contained frame structure 28, so that the respective structural module 30 can be held, stored and/or transported individually.

2855 To form the motor vehicle 1, the axially adjacent frame structures 28 are detachably connected to one another via respective interfaces 39, as described above. The respective frame structure 28 essentially consists of a plurality of longitudinal beam components 25 , cross beam components 29 and diagonal beam components 42 , which are used to form the frame structure 28

2860 nodes are connected to each other. The nodes can be any formed form-fitting, friction-fitting and/or material-fitting connections. In other words, the carrier components 25, 29, 42 are to be understood as supporting structures of the respective structural module 30.

In order in particular to reduce the total weight of the motor vehicle 1, the 2865 support components 25, 29, 42 are made of pressed aluminum profiles, with all or only some of the support components 25, 29, 42 being hollow at least in sections. Inside, i.e. in a cavity 52, of the longitudinal beam components 25, the transverse beam components 29 and the diagonal beam components 42, reinforcing means are also arranged in order to increase the rigidity of the respective structural module 30 at least in sections and/or areas. For example, the support components 25, 29, 42 of the roof construction of the passenger module 4 can be equipped with fewer reinforcement means than, for example, support components 25, 29, 42 in the area of the interfaces 39 of the passenger module 4 to the front module 2 or to the first extension mode 11 .

2875 Fig. 18 shows an example of a partial longitudinal section of a longitudinal member component 25 of the frame structure 28, the statements made below being applicable analogously to the remaining part of the longitudinal member component 25 shown here and to further longitudinal member components 25, cross member components 29 and diagonal member components 42 of the frame structure 28. In the present case, the reinforcing means are in the form of reinforcing 2880 ribs 40 which are arranged here partially perpendicularly and partially obliquely to the longitudinal axis L of the longitudinal beam component 25 . The longitudinal axis L runs essentially parallel to the longitudinal direction X of the vehicle.

19 to 21 show possible configurations of the stiffening ribs 40 within the longitudinal member component 25, the respective stiffening 2885 rib 40 according to FIG. As a result, the chambers formed between the stiffening ribs 40 can be fluidically connected to one another. In contrast 21 shows that the respective stiffening rib 40 extends over the entire cavity 52 of the longitudinal member component 25, so that the chambers formed between the 2890 stiffening ribs 40 are spatially separated from one another and not fluidly connected to one another. According to both FIG. 19 and FIG. 21, the stiffening ribs 40 are essentially thin-walled and flat. According to FIG. 20, the stiffening ribs 40 can also be rod-shaped and extend transversely or obliquely to the longitudinal axis L of the longitudinal support component 25 . In the present case, the stiffening rib 40 shown extends diagonally through the longitudinal member component 25. A substantially parallel to a vertical or transverse axis of the longitudinal member component 25 is also conceivable. In the present case, the longitudinal support component 25 is designed as a square tube. The longitudinal beam component 25 can be designed in any desired free form, with the known standard forms also being included.

According to FIGS. 18 to 21, the longitudinal support component 25 has an identical wall thickness D in the circumferential direction and in the longitudinal direction or in the longitudinal direction. The wall thickness is consequently formed essentially uniformly in the circumferential direction. To simplify the manufacture of the frame structure 2905 structure 28, identical or similar support components 25, 29, 42 of the respective structural module 30, in particular support components 25, 29, 42 of the respective structural module 30 can be designed with identical or similar loads and with identical wall thicknesses. Since the aluminum profiles are pressed, changing wall thicknesses in the longitudinal direction and/or in the circumferential direction 2910 are also conceivable.

Since starting from the rear end module 7 to the passenger module 4 and starting from the front end module 5 to the passenger module 4 from structural module 30 to structural module 30, higher demands are placed on the rigidity of the frame structure 28, the respective wall thicknesses D of the longitudinal beam construction 2915 parts 25, the cross member components 29 and the diagonal support components 42 of the passenger module 4 are essentially greater than the respective wall thicknesses D of the longitudinal support components 25, the cross support components 29 and the diagonal support components 42 of the first extension module 11 and the second extension module 12. Furthermore, the respective wall thickness D of the longitudinal member components 25,

2920 of the cross member components 29 and the diagonal support components 42 of the first extension module 11 and the second extension module 12 are essentially greater than the respective wall thicknesses D of the longitudinal support components 25, the cross support components 29 and the diagonal support components 42 of the front axle module 6 and the rear axle module 8. The respective Wall thickness D of the side members

2925 components 25, the cross member components 29 and the diagonal support components 42 of the front axle module 6 and the rear axle module 8 are also essentially larger than the respective wall thicknesses D of the longitudinal support components 25, the cross support components 29 and the diagonal support components 42 of the front vehicle module 5 and the rear vehicle module 7 .

2930 The wall thicknesses D of the support components 25, 29, 42 and the stiffening ribs 40 within the support components 25, 29, 42 are selected and designed accordingly such that the rigidity of the respective structural module 30 can be adjusted in a targeted manner. Areas of the frame structure 28 of the respective structure mo module 30, which are provided, for example, to absorb impact forces are

2935 in terms of their rigidity to be more flexible overall than a frame structure 28 of the passenger module 4 designed as a cage, which is used to protect the vehicle occupants. In other words, the rigidity of the individual support components 25, 29, 42 of the respective structural module 30 is selected such that a rigidity of the respective structural module 30 corresponds to

2940 corresponding design and arrangement of stiffening ribs 40 within the carrier components 25, 29, 42 is increased at least in sections and/or at least in some areas. According to an inventive method for assembling the motor vehicle 1 according to the above statements, a first structural module 30a

2945 and a second structural module group 31b are provided, the first structural module 30a and the second structural module group 31b being shown in a highly simplified manner. The method is carried out on a device 32 for assembling the motor vehicle 1 according to FIG. 22 and FIG. 23, which has an assembly platform 33 and an assembly carriage 34 . The assembly carriage 34 and the Mon

2950 day platform 33 are designed to be horizontally movable as desired, with the assembly platform 33 also being designed to be height-adjustable. In a first process step, the first structural module 30a is positioned and fixed on the assembly platform 33, with the second structural module group 31b being positioned and fixed on the assembly carriage 34. The second structural module group 31b be

In the present case, 2955 consists of two structural modules 30b, 30c that are connected to one another at interfaces 39 in a previous step. The first structural module 30a can, for example, be the passenger module 4 according to the previous statements. The second and third structural module 30b, 30c can form the rear module 3, for example, with the second structural module 30b forming the rear axle

2960 module 8 and the third structural module 30c can be the rear vehicle module 7. In a second method step, the first structural module 30a and the second structural module group 31b are positioned relative to one another, with centering means being used for positioning on the assembly platform 33 and on the assembly carriage 34, consisting of male and female elements 54, 55 for positioning the assembly

2965 platform 33 are arranged relative to the assembly carriage 34, or vice versa. The centering means are designed and arranged accordingly such that after the positioning of the assembly platform 33 and the assembly carriage 34, the interfaces 39a, 39b of the structural modules 30a, 30b to be connected to one another are aligned with one another and in a third method

2970 steps are detachably connected to each other both in the vehicle longitudinal direction X and in the vehicle transverse direction Y. This can be done analogously to the examples according to FIG. 16 and FIG. The second process step can be fully automated take place, the device 32 having corresponding devices for controlling and regulating the assembly platform 33 and the assembly carriage 34,

2975 to perform the positioning. In addition, a corresponding sensor system (not shown here) can be arranged on the assembly platform 33 and/or on the assembly carriage 34 in order to be able to determine a position of the assembly platform 33 relative to the assembly carriage 34, or vice versa. 22 shows a point in time of the process before or during an alignment of the mounting plate

2980 form 33 relative to the assembly carriage 34. The third method step can include one or more of the following actions: "Applying an adhesive to one or both contact surfaces 13a, 13b of the respective interface 39" "Threading a screw into a hole in the area of the respective interface 39 ’, ‘screwing the interfaces 39’, ‘hardening the adhesive’. The third

In contrast to the second step, the 2985 method step can be carried out manually. FIG. 23 shows a point in time of the method after connection of the first structural module 30b to the second structural module 30b of the second structural module group 31b. A third structural module group 31c is formed by connecting the first structural module 30a to the second structural module group 31b,

2990 which the motor vehicle 1 or part of the motor vehicle 1 can form. The third structural module group 31c can be detached from the assembly platform 33 or the assembly carriage 34 and lifted off in a further step, or be connected to another structural module 30 or another structural module group. The process steps can be repeated any number of times

2995 until the motor vehicle 1 is formed. Since some of the method steps take place automatically and some manually, an at least partially automated positioning and assembly of the motor vehicle 1 can be implemented.

The device 32 can also be designed in such a way that replacing one or more structural modules 30 or a structural module group 31 of the

3000 motor vehicle 1 can be realized. According to FIGS. 24 and 25, this should be done using the example of a first structure module group 31a, consisting of three structure modules 30b, 30c are illustrated schematically. The second structural module 30b, which is spatially arranged between the first and third structural modules 30a, 30c, is exchanged in the process. In a first step of a method

In order to replace a structural module 30 and/or a first structural module group 31a, the first structural module group 31a is arranged and fastened on a combination of two assembly platforms 33a, 33b and an assembly carriage 34. The first structural module 30a of the first structural module group 31a is on the first assembly platform 33a, the second structural mo

3010 dul 30b of the first structural module group 31a is arranged and fixed on the assembly carriage 34 and the third structural module 30c of the first structural module group 31a on the second assembly platform 33b, the assembly platforms 33a, 33b with the assembly carriage 34 being positioned in relation to one another via the centering means. This is shown in FIG. 24. The mounting platforms 33a, 33b

3015 and the assembly carriage 34 are designed analogously to FIG. 22 and FIG. In a second step, the connection between the respective second structure module 30b to be exchanged and the first and third structure module 30a, 30c is released in the area of the interfaces 39, so that the extracted second structure module 30b can be connected to the assembly carriage 34 in a third process

3020 step removed and by a - can be replaced replacement structure module, which is arranged on an assembly carriage 34 or an assembly platform 33 - not shown here. The positioning of the assembly carriage 34 to the respective assembly platform 33a, 33b, or vice versa, and the corresponding detachable connection of the structural modules 30 can be analogous to the above

3025 comments on Fig. 22 and Fig. 23 are made. The methods described above can be used analogously to add structural modules 30, in particular extension modules 11, 12 according to the previous statements, on the motor vehicle 1 or to simply remove a structural module 30, for example when using the second extension module 12 from a

3030 two-seater a four-seater, or vice versa, is to be made. Instead of the assembly carriage 34, an alternative device 32 according to FIGS. 26 and 27 has a lifting arrangement 35 designed as a crane or the like. According to an inventive method for assembling the motor vehicle 1 according to the above statements, a first structural module 3035 and a second structural module group 31b are provided, the first structural module 30a and the second structural module group 31b being shown in a greatly simplified form. The method is carried out on an alternative device 32 for assembling the motor vehicle 1 according to FIGS. 26 and 27 which has an assembly platform 33 next to the lifting arrangement 35 . The assembly 3040 platform 33 is designed to be freely movable horizontally on a base 53 , the lifting arrangement 35 being horizontally movable via a rail system 56 . The assembly platform 33 is additionally designed to be adjustable in height, with the lifting arrangement 35 having a platform 58 suspended from cables 57 in order to adjust the height. In a first method step 3045 the first structural module 30a is positioned and fixed on the assembly platform 33, with the second structural module group 31b being positioned and fixed on the platform 58. Alternatively, the structural module group 31b can be connected directly to the cables 57 of the lifting assembly 35. The second structural module group 31b consists in the present case of two structural modules 30b, 30c connected to one another at interfaces 39 in a previous step. The first structural module 30a can, for example, be the passenger module 4 according to the previous statements. The second and third structural module 30b, 30c can form the front module 2, for example, with the second structural module 30b being the front axle module 6 and the third structural module 30c being the front end module 5. 3055 In a second method step, the first structural module 30a and the second structural module group 31b are positioned relative to one another, with centering means consisting of male and female elements 54, 55 for positioning on the assembly platform 33 and on the platform 58 for positioning the assembly platform 33 relative to platform 58, or vice versa. the centering 3060 means are designed and arranged accordingly such that after the positioning of the assembly platform 33 and the platform 58, the interfaces 39 of the structural modules 30a, 30b to be connected to one another are aligned with one another and, in a third method step, with one another both in the longitudinal direction X of the vehicle and in the transverse direction of the vehicle Y are detachably connected. the

3065 second process step can be carried out fully automatically, the device 32 corresponding devices for controlling and regulating the assembly platform 33 and the lifting arrangement 35 - not shown here. In addition, a corresponding sensor system can be arranged on the assembly platform 33 and/or on the platform 58 in order to be able to determine a relative position or

3070 to carry out the positioning. FIG. 26 shows a point in time of the method before or during an alignment of the assembly platform 33 relative to the platform 58. The third method step can be carried out manually analogously to the exemplary embodiment according to FIGS. 22 and 23. FIG. 27 shows a point in time of the method after the first structural module 30b has been detachably connected to the second

3075 structural module 30b of the second structural module group 31b. By connecting the first structural module 30b to the second structural module group 31b, a third structural module group 31c is formed, which can form the motor vehicle 1 or part of the motor vehicle 1. In a further step, the third structural module group 31c can be removed from the assembly platform 33 or the assembly wall

3080 gen 34 can be solved and lifted off, or be connected to another structural module 30 or another structural module group 31 . The process steps can be repeated as often as desired until the motor vehicle 1 is formed. Since some of the process steps take place automatically and some manually, at least partially automated positioning and

3085 assembly of the motor vehicle 1 realizable.

The device 32 with the lifting arrangement 35 can be designed analogously to FIG. 24 and FIG. modules 30 of the motor vehicle 1 at least partially automatically, where instead of at least one assembly trolley 34 and/or at least one 3090 assembly platform 33 a lifting arrangement 35 is provided. For the rest, reference is made to the description of FIGS. 24 and 25 .

Alternatively, the lifting assembly 35 can also be provided in place of the assembly platform 33, in which case the lifting assembly 35 is positioned relative to the assembly carriage 34 in order to connect the respective structural modules 30 positioned on the lifting assembly 35 or 3095 on the assembly carriage 34 with one another.

Of course, it is conceivable that the components of the exemplary embodiments of the device 32 described here for assembling the motor vehicle 1 can be combined or expanded as desired. It is understood that the device 32 for assembling the motor vehicle 1 can have a plurality of lifting assemblies 58 3100 and/or assembly platforms 33 and/or assembly trolleys 34 of the type previously described, for example in order to substantially simultaneously assemble and/or disassemble multiple structural modules 30 to allow Chen.

Reference List

1 motor vehicle

2 front module

3 rear module

4 passenger module

5 front end module

5a, 5b Front end module bumper

6 front axle module

7 rear end module

7a, 7b bumper of the rear vehicle module

8 rear axle module

9a, 9b drive 10 asynchronous motor 11 first extension module 12 second extension module

13a, 13b contact surface

14 screw connection

15 adhesive connection

16a, 16b, 16c, 16d housing

17a, 17b gears

18a, 18b differential

19a, 19b, 19c output shaft

20a, 20b, 20c, 20d wheel

21 fuel tank

22 energy storage

23 accumulator

24a, 24b, 24c tunnels , 25a, 25b side member component

Floor element a, 26b Floor element segment a, 27b, 27c, 27d Wheel suspension area

frame structure

Cross member component 30a, 30b, 30c structural module a, 31b, 31c structural module group

Device for assembling a motor vehicle, 33a, 33b assembly platform

assembly trolley

Lifting assembly a, 36b, 36c cross member

flange

Adhesive , 39a, 39b, 39c, 39d interface

stiffening rib

battery

diagonal beam component

Lateral opening of the passenger module

Protective material a, 45b, 45c drive train

Body, 47a, 47b Electrical machine

drilling

screw

mother

fire wall

cavity

underground 54 father element of a centering device

55 nut element of a centering device

56 rail system

57 rope

58 platform

59 wheel hub axle

60 mounting hole

D wall thickness

L longitudinal axis

X Vehicle longitudinal direction

Y Vehicle transverse direction z Vehicle vertical direction

Claims

Patent Claims:

1. Motor vehicle (1), in particular passenger car, in modular design, comprising at least three structural modules (30), wherein o a first structural module (30) as a front module (2), o a second structural module (30) as a rear module (3) and o a third structural module (30) is designed as a passenger module (4), with the front module (2) and the rear module (3) each being arranged on opposite sides of the passenger module (4) in the longitudinal direction (X) of the vehicle, and with two structural modules (30 ) of the motor vehicle (1) are detachably connected to one another both in the vehicle longitudinal direction (X) and in the vehicle transverse direction (Y).

2. Motor vehicle (1) according to claim 1, characterized in that the front module (2) comprises a front axle module (6) and the rear module (3) comprises a rear axle module (8), the front axle module (6) and the rear axle module (8) are each arranged on opposite sides of the passenger module (4) in the vehicle longitudinal direction (X).

3. Motor vehicle (1) according to claim 1 or 2, characterized in that the front module (2) further comprises a front end module (5), wherein the front axle module (6) in the vehicle longitudinal direction (X) between the front end module (5) and the passenger module ( 4) is arranged and connected to it.

4. Motor vehicle (1) according to claim 3, characterized in that the front end module (5) is designed as a bumper module.

5. Motor vehicle (1) according to claim 4, characterized in that the front-end module (5) has at least one first and second bumper (5a, 5b), the two bumpers (5a, 5b) being arranged parallel to one another in the vehicle longitudinal direction (X). .

6. Motor vehicle (1) according to claim 5, characterized in that the two bumpers (5a, 5b) are connected to one another via one or more cross members (36a, 36b).

7. Motor vehicle (1) according to one of claims 1 to 6, characterized in that the rear module (3) comprises a rear vehicle module (7), the rear axle module (8) in the vehicle longitudinal direction (X) between the rear vehicle module (7) and the passenger module (4) is arranged and connected thereto.

8. Motor vehicle (1) according to claim 7, characterized in that the rear vehicle module (7) is designed as a bumper module.

9. Motor vehicle (1) according to claim 8, characterized in that the rear-end module (7) has at least one first and second bumper (7a, 7b), the two bumpers (7a, 7b) being arranged parallel to one another in the vehicle longitudinal direction (X). .

10. Motor vehicle (1) according to claim 9, characterized in that the two bumpers (7a, 7b) are connected to one another via one or more cross members (36c).

11. Motor vehicle (1) according to one of Claims 1 to 10, characterized in that at least one fourth structural module (30) designed as a first extension module (11) is arranged in the vehicle longitudinal direction (X) between the passenger module (4) and the front axle module (6). and connected to it.

12. Motor vehicle (1) according to one of claims 1 to 11, characterized in that in the longitudinal direction (X) of the vehicle between the passenger module (4) and the rear axle module (8) there is at least one fifth structural module (30) designed as a second extension module (12). and connected to it.

13. Motor vehicle (1) according to claim 12, characterized in that the second extension module (12) is designed as a seat row module.

14. Motor vehicle (1) according to one of claims 1 to 13, characterized in that the detachable connection between two adjacent structural modules (30) essentially one-dimensionally extending connecting means and essentially two-dimensionally extending connecting means.

15. Motor vehicle (1) according to claim 14, characterized in that the essentially one-dimensionally extending connecting means comprise one or more screw connections (14) and/or rivet connections.

16. Motor vehicle (1) according to claim 14 or 15, characterized in that the essentially two-dimensionally extending connecting means comprise one or more adhesive connections (15).

17. Motor vehicle (1) according to one of claims 1 to 16, characterized in that two adjacent structural modules (30) of the motor vehicle (1) are frictionally and/or positively connected to one another.

18. Motor vehicle (1) according to claim 17, characterized in that the adjacent structural modules (30) of the motor vehicle (1) are screwed together.

19. Motor vehicle (1) according to claim 18, characterized in that the connection of two structural modules (30) adjacent to one another is effected by a plurality of screw connections (14) aligned in the vehicle longitudinal direction (X).

20. Motor vehicle (1) according to claim 19, characterized in that the connection of two adjacent structural modules (30) is effected by a plurality of screw connections (14) aligned in vehicle transverse direction (Y).

21. Motor vehicle (1) according to claim 19 or 20, characterized in that the connection of two structural modules (30) adjacent to one another is effected by a plurality of screw connections (14) aligned in the vehicle vertical direction (Z).

22. Motor vehicle (1) according to one of claims 17 to 21, characterized in that the adjacent structural modules (30) of the motor vehicle (1) are connected to one another by means of rivets.

23. Motor vehicle (1) according to claim 22, characterized in that the connection between two adjacent structural modules (30) is made by a plurality of rivet connections aligned in the vehicle longitudinal direction (X).

24. Motor vehicle (1) according to claim 23, characterized in that the connection between two structural modules (30) adjacent to one another is effected by a plurality of riveted connections aligned in the transverse direction (Y) of the vehicle.

25. Motor vehicle (1) according to claim 23 or 24, characterized in that the connection between two adjacent structural modules (30) is made by a plurality of rivet connections aligned in the vehicle height direction (Z).

26. Motor vehicle (1) according to one of claims 1 to 25, characterized in that two adjacent structural modules (30) of the motor vehicle (1) are materially connected to one another.

27. Motor vehicle (1) according to claim 26, characterized in that the structural modules (30) adjoining one another are cohesively connected to one another at least on contact surfaces (13a, 13b) running transversely to the longitudinal direction (X) of the vehicle.

28. Motor vehicle (1) according to claim 26 or 27, characterized in that the adjacent

Structural modules (30) are cohesively connected to one another at least on contact surfaces (13a, 13b) running transversely to the transverse direction (Y) of the vehicle.

29. Motor vehicle (1) according to any one of claims 26 to 28, characterized in that the adjacent

Structural modules (30) are cohesively connected to one another at least on contact surfaces (13a, 13b) running transversely to a vehicle vertical direction (Z).

30. Motor vehicle (1) according to any one of claims 26 to 29, characterized in that the adjacent

Structural modules (30) of the motor vehicle (1) are glued together.

31. Motor vehicle (1) according to claim 30, characterized in that the bonding of two adjacent structural modules (30) to the contact surfaces (13a, 13b) coming into contact with one another is effected by a plurality of mutually independent bonding surfaces.

32. Motor vehicle (1) according to claim 30, characterized in that the bonding of two adjacent structural modules (30) to the contact surfaces (13a, 13b) coming into contact with each other is carried out over the entire surface.

33. Motor vehicle (1) according to one of claims 26 to 32, characterized in that the adhesive and / or contact surfaces (13a, 13b) between the adjacent structural modules (30) at different heights and / or longitudinal positions and / or transverse positions of the motor vehicle (1) are provided.

34. Motor vehicle (1), in particular passenger car, in modular design, comprising at least three structural modules (30), with a first structural module (30) as a front module (2), a second structural module (30) as a rear module (3) and a third structural module ( 30) are designed as a passenger module (4), the front module (2) and the rear module (3) being arranged on opposite sides of the passenger module (4) in the longitudinal direction (X) of the vehicle, the front module (2) having a front axle module (6) and the rear module (3) comprises a rear axle module (8), the rear axle module (8) comprising at least one first drive (9a) which is operatively connected or can be connected to at least one first wheel (20a) of the motor vehicle (1), and the front axle module (6) comprising an asynchronous motor (10) operatively connected to at least a third wheel (20c) of the motor vehicle (1).

35. Motor vehicle (1) according to claim 34, characterized in that the rear axle module (8) further comprises a second drive (9b).

36. Motor vehicle (1) according to claim 35, characterized in that the first and second drives (9a, 9b) are arranged in separate housings (16a, 16b).

37. Motor vehicle (1) according to claim 35, characterized in that the first drive (9a) within the first wheel (20a) of the motor vehicle (1) and the second drive (9b) within the second wheel (20b) of the motor vehicle (1 ) are arranged.

38. Motor vehicle (1) according to claim 35, characterized in that the first and second drives (9a, 9b) are arranged in a common housing (16a).

39. Motor vehicle (1) according to claim 38, characterized in that the first and second drives (9a, 9b) transmit drive power via a common gear (17a) to a respective output shaft (19a).

40. Motor vehicle (1) according to claim 38, characterized in that the first and second drives (9a, 9b) transmit a drive power via a common gear (17a) and a first differential ( 18a) transferred to a first output shaft (19a) and a second output shaft (19b).

41. Motor vehicle (1) according to claim 39 or 40, characterized in that the gear (17a) within the housing (16a) of the two drives (9a, 9b) is arranged.

42. Motor vehicle (1) according to one of claims 35 to 38, characterized in that the first drive (9a) transmits a first drive power via a first gear (17a) to a first output shaft (19a) and the second drive (9b) transmits a second drive power via a second gear (17b) on a second output shaft (19b) transmits.

43. Motor vehicle (1) according to claim 42 in conjunction with claim 36, characterized in that the first gear (17a) is arranged together with the first drive (9a) within the first housing (16a), the second gear (17b) is arranged together with the second drive (9b) within the second housing (16b).

44. Motor vehicle (1) according to claim 42 in conjunction with claim 38, characterized in that the two gears (17a, 17b) are arranged together with the two drives (9a, 9b) within the common housing (16a).

45. Motor vehicle (1) according to claim 42, characterized in that the two gears (17a, 17b) are arranged in a common housing (16c).

46. Motor vehicle (1) according to claim 42 in conjunction with claim 43, characterized in that the first gear (17a) within the first wheel (20a) of the motor vehicle (1) and the second gear (17b) within the second wheel (20b ) of the motor vehicle (1) are arranged.

47. Motor vehicle (1) according to any one of the preceding claims 35 to 46, characterized in that the respective drive (9a, 9b) has an internal combustion engine, an electric machine and / or a

Fuel cell includes.

48. Motor vehicle (1) according to claim 47, characterized in that the rear axle module (8) has a

Fuel tank (21) has.

49. Motor vehicle (1) according to claim 47 or 48, characterized in that the rear axle module (8) has a

Energy store (22) for providing electrical energy.

50. Motor vehicle (1) according to claim 49, characterized in that the energy store (22) is an electric traction battery.

51. Motor vehicle (1) according to any one of claims 47 to 50, characterized in that the rear axle module (8) has a

Pressure accumulator (23) for gas for operating a fuel cell.

52. Motor vehicle (1) according to any one of claims 35 to 51, characterized in that the first drive (9a) and / or the second drive (9b) is designed to be decoupled from the output.

53. Motor vehicle (1) according to one of claims 35 to 52, characterized in that the first drive (9a) and/or the second drive (9b) are arranged in the vehicle longitudinal direction (X).

54. Motor vehicle (1) according to one of claims 35 to 53, characterized in that the first drive (9a) and/or the second drive (9b) are arranged in the vehicle transverse direction (Y).

55. Motor vehicle (1) according to one of claims 34 to 54, characterized in that the asynchronous motor (10) is designed to transmit a third drive power to at least one third output shaft (19c).

56. Motor vehicle (1) according to claim 55, characterized in that the third output shaft (19c) is drivingly connected to a third or fourth wheel (20c, 20d) of the motor vehicle (1).

57. Motor vehicle (1) according to claim 55, characterized in that the third output shaft (19c) via a second differential (18b) with the third and fourth wheel (20c, 20d) of the motor vehicle (1) is drivingly connected.

58. Motor vehicle (1) according to one of claims 34 to 57, characterized in that the asynchronous motor (10) can be switched on and off depending on the driving situation.

59. Motor vehicle (1) according to claim 58, characterized in that the asynchronous motor (10) is designed to increase a braking effect.

60. Motor vehicle (1) according to claim 58 or 59, characterized in that the asynchronous motor (10) is controllable as a function of a slip at least on the first drive (9a).

61. Motor vehicle (1) according to any one of claims 58 to 60, characterized in that the asynchronous motor (10) can be switched on and off manually.

62. Motor vehicle (1) according to one of claims 34 to 61, characterized in that the asynchronous motor (10) is arranged in the vehicle longitudinal direction (X) or in the vehicle transverse direction (Y).

63. Motor vehicle (1) according to any one of claims 34 to 62, characterized in that the front module (2) further

Front end module (5), wherein the front axle module (6) is arranged in the vehicle longitudinal direction (X) between the front end module (5) and the passenger module (4) and is connected thereto.

64. Motor vehicle (1) according to claim 63, characterized in that the front end module (5) as

Bumper module is formed.

65. Motor vehicle (1) according to claim 64, characterized in that the front-end module (5) has at least one first and second bumper (5a, 5b), the two bumpers (5a, 5b) being arranged parallel to one another in the vehicle longitudinal direction (X). .

66. Motor vehicle (1) according to claim 65, characterized in that the two bumpers (5a, 5b) are connected to one another via one or more cross members (36a, 36b).

67. Motor vehicle (1) according to one of Claims 34 to 66, characterized in that the rear module (3) further comprises a rear-end module (7), the rear-axle module (8) being located in the vehicle longitudinal direction (X) between the rear-end module (7) and the Passenger module (4) is arranged and connected thereto.

68. Motor vehicle (1) according to claim 67, characterized in that the rear vehicle module (7) is designed as a bumper module.

69. Motor vehicle (1) according to claim 68, characterized in that the rear-end module (7) has at least one first and second bumper (7a, 7b), the two bumpers (7a, 7b) being arranged parallel to one another in the longitudinal direction (X) of the vehicle .

70. Motor vehicle (1) according to claim 69, characterized in that the two bumpers (7a, 7b) are connected to one another via one or more cross members (36c).

71. Motor vehicle (1) according to one of claims 34 to 70, characterized in that in the vehicle longitudinal direction (X) between the passenger module (4) and the front axle module (6) at least one fourth structural module (30) designed as a first extension module (11) is arranged and connected to it.

72. Motor vehicle (1) according to any one of claims 34 to 71, characterized in that in the vehicle longitudinal direction (X) between at least one fifth structural module (30) designed as a second extension module (12) is arranged and connected to the passenger module (4) and the rear axle module (8).

73. Motor vehicle (1) according to claim 72, characterized in that the second extension module (12) is designed as a seat row module.

74. Motor vehicle (1) according to one of claims 34 to 73, characterized in that it is additionally equipped with the features of one or more patent claims, wherein the further patent claim or the further patent claims are selected from patent claims 1 to 33.

75. Motor vehicle (1), in particular passenger car, in modular design, comprising at least three structural modules (30), with a first structural module (30) as a front module (2), a second structural module (30) as a rear module (3) and a third Structural module (30) is designed as a passenger module (4), the front module (2) and the rear module (3) being arranged on opposite sides of the passenger module (4) in the longitudinal direction (X) of the vehicle, with at least one of the structural modules (30) has at least one first tunnel (24a) in which an energy store (22) and/or a fuel tank (21) and/or a pressure store (23) is accommodated.

76. Motor vehicle (1) according to claim 75, characterized in that the energy store (22) comprises a plurality of batteries (41) which are set up to have a sensor module on the front axle (6) and/or on the rear axle module (8) and designed as an electric machine to supply drive (9a, 9b) with electric energy.

77. Motor vehicle (1) according to claim 75 or claim 76, characterized in that the fuel tank (21) is set up to drive a drive (9a, 9b ) to supply with fuel.

78. Motor vehicle (1) according to one of claims 75 to 77, characterized in that the pressure accumulator (23) is set up to drive a drive (9a, 9b) to supply with gas.

79. Motor vehicle (1) according to one of claims 75 to 78, characterized in that the first tunnel (24a) is arranged on the passenger module (4).

80. Motor vehicle (1) according to one of claims 75 to 79, characterized in that the first tunnel (24a) is formed from a stamped and bent sheet metal material.

81. Motor vehicle (1) according to one of claims 75 to 80, characterized in that the first tunnel (24a) extends in the longitudinal direction (X) of the vehicle.

82. Motor vehicle (1) according to one of claims 75 to 81, characterized in that the respective first tunnel (24a) is arranged in the floor area of the passenger module (4) in such a way that the stiffness of the passenger module is improved.

83. Motor vehicle (1) according to claim 82, characterized in that the first tunnel (24a) is arranged centrally in the floor area of the passenger module (4).

84. Motor vehicle (1) according to claim 82 or 83, characterized in that on the first tunnel (24a), in particular on its side facing the energy store (22) and/or the fuel tank (21) and/or the pressure store (23), a protective material is arranged.

85. Motor vehicle (1) according to one of claims 75 to 84, characterized in that the passenger module (4) comprises a floor element (26) which is designed to spatially delimit the passenger module (4) in the direction of the driven surface.

86. Motor vehicle (1) according to claim 85, characterized in that the floor element (26) is formed from a stamped and bent sheet metal material.

87. Motor vehicle (1) according to claim 85 or 86, characterized in that the first tunnel (24a) is connected to the floor element (26).

88. Motor vehicle (1) according to one of claims 85 to 87, characterized in that the floor element (26) is designed in such a way that the rigidity of the passenger module is improved.

89. Motor vehicle (1) according to one of claims 85 to 88, characterized in that the floor element (26) is constructed in one piece and is arranged below the first tunnel (24a) in the direction of gravity.

90. Motor vehicle (1) according to one of claims 85 to 88, characterized in that the floor element (26) has a first floor element segment (26a) and a second floor element segment (26b), wherein the first tunnel (24a) is arranged spatially between the two floor element segments (26a, 26b) and is connected thereto.

91. Motor vehicle (1) according to one of claims 75 to 90, characterized in that the first tunnel (24a) is arranged in alignment with a rear module (3) arranged second tunnel (24b).

92. Motor vehicle (1) according to claim 91, characterized in that a protective material is arranged on the second tunnel (24b), in particular on its inner lateral surface.

93. Motor vehicle (1) according to any one of claims 75 to 92, characterized in that the front module (2) comprises a front axle module (6) and the rear module (3).

Rear axle module (8), wherein the front axle module (6) and the rear axle module (8) are each arranged on opposite sides of the passenger module (4) in the vehicle longitudinal direction (X).

94. Motor vehicle (1) according to claim 93, characterized in that the front module (2) further

95. Motor vehicle (1) according to claim 94, characterized in that the front end module (5) as

Bumper module is formed.

96. Motor vehicle (1) according to claim 95, characterized in that the front-end module (5) has at least one first and second bumper (5a, 5b), the two Bumpers (5a, 5b) are arranged parallel to one another in the vehicle longitudinal direction (X).

97. Motor vehicle (1) according to claim 96, characterized in that the two bumpers (5a, 5b) are connected to one another via one or more cross members (36a, 36b).

98. Motor vehicle (1) according to one of Claims 75 to 97, characterized in that the rear module (3) further comprises a rear-end module (7), the rear-axle module (8) being located in the vehicle longitudinal direction (X) between the rear-end module (7) and the Passenger module (4) is arranged and connected thereto.

99. Motor vehicle (1) according to claim 98, characterized in that the rear vehicle module (7) is designed as a bumper module.

100. Motor vehicle (1) according to claim 99, characterized in that the rear-end module (7) has at least one first and second bumper (7a, 7b), the two bumpers (7a, 7b) being arranged parallel to one another in the longitudinal direction (X) of the vehicle .

101. Motor vehicle (1) according to claim 100, characterized in that the two bumpers (7a, 7b) are connected to one another via one or more cross members (36c).

102. Motor vehicle (1) according to one of claims 75 to 101, characterized in that in the vehicle longitudinal direction (X) between the passenger module (4) and the front axle module (6) at least one fourth structural module (30) designed as a first extension module (11) is arranged and connected to it

103. Motor vehicle (1) according to one of claims 75 to 102, characterized in that in the vehicle longitudinal direction (L) between the passenger module (4) and the rear axle module (8) at least one fifth structural module (30) designed as a second extension module (12) is arranged and connected to it.

104. Motor vehicle (1) according to one of claims 75 to 103, characterized in that the second extension module (12) has a third tunnel (24c) which is aligned with the first tunnel (24a) of the passenger module (4).

105. Motor vehicle (1) according to claim 104, characterized in that a protective material is arranged on the third tunnel (24c), in particular on its inner lateral surface.

106. Motor vehicle (1) according to claim 104 or 105, characterized in that the second extension module (12) is designed as a seat row module.

107. Motor vehicle (1) according to any one of claims 75 to 106, characterized in that spatially between the front module (2) and the passenger module (4) and / or spatially between the

Rear module (3) and the passenger module (4) a fire protection is arranged.

108. Motor vehicle (1) according to claim 107, characterized in that the fire protection is a fire protection wall made of a heat-resistant material.

109. Motor vehicle (1) according to one of the preceding claims 75 to 108, characterized in that it is additionally equipped with the features of one or more patent claims, the further patent claim or the further patent claims being selected as follows: - a patent claim or several patent claims from patent claims 1 to 33 and/or

- a patent claim or several patent claims from patent claims 43 to 73.

110. Motor vehicle (1), in particular passenger car, in modular design, comprising at least three structural modules (30), with a first structural module (30) as a front module (2), a second structural module (30) as a rear module (3) and a third Structural module (30) is designed as a passenger module (4), the front module (2) and the rear module (3) being arranged on opposite sides of the passenger module (4) in the longitudinal direction (X) of the vehicle, with at least one of the structural modules (30) has a frame structure (28) with a plurality of longitudinal beam components (25) and transverse beam components (29), reinforcement means being arranged within the longitudinal beam components (25) and/or the transverse beam components (29) in order to at least reduce the rigidity of the respective structural module (30). to increase in sections and/or areas.

111. Motor vehicle (1) according to claim 110, characterized in that the longitudinal member components (25) and/or the cross member components (29) are formed at least in sections from pressed aluminum profiles.

112. Motor vehicle (1) according to claim 110 or 111, characterized in that the longitudinal member components (25) and/or the cross member components (29) are hollow at least in sections.

113. Motor vehicle (1) according to any one of claims 110 to 112, characterized in that the reinforcing means are designed as stiffening ribs (40).

114. Motor vehicle (1) according to one of claims 110 to 113, characterized in that the longitudinal member components (25) and/or the cross member components (29) of a respective structural module (30) have identical wall thicknesses.

115. Motor vehicle (1) according to claim 114, characterized in that the wall thickness of the longitudinal support components (25) and/or the cross support components (29) is substantially uniform in the circumferential direction.

116. Motor vehicle (1) according to claim 114 or 115, characterized in that the wall thickness of the longitudinal support components (25) and/or the cross support components (29) of the passenger module (4) is greater than the wall thickness of the longitudinal support components (25) and/or or the cross member components (29) of the front module (2) and/or the rear module (3).

117. Motor vehicle (1) according to one of Claims 110 to 116, characterized in that the front module (2) comprises a front axle module (6) and the rear module (3) comprises a rear axle module (8), the front axle module (6) and the Rear axle module (8) are each arranged on opposite sides of the passenger module (4) in the vehicle longitudinal direction (X).

118. Motor vehicle (1) according to claim 117, characterized in that the front module (2) further

119. Motor vehicle (1) according to claim 118, characterized in that the front end module (5) as

Bumper module is formed.

120. Motor vehicle (1) according to claim 119, characterized in that the front-end module (5) has at least one first and second bumper (5a, 5b), the two bumpers (5a, 5b) being arranged parallel to one another in the vehicle longitudinal direction (X). .

121. Motor vehicle (1) according to claim 120, characterized in that the two bumpers (5a, 5b) are connected to one another via one or more cross members (36a, 36b).

122. Motor vehicle (1) according to one of claims 118 to 121, characterized in that the wall thickness of the longitudinal member components (25) and / or the cross member components (29) of the front axle module (6) is greater than the wall thickness of the

Longitudinal member components (25) and/or the cross member components (29) of the front end module (5).

123. Motor vehicle (1) according to one of Claims 117 to 122, characterized in that the rear module (3) further comprises a rear-end module (7), the rear-axle module (8) being located in the vehicle longitudinal direction (X) between the rear-end module (7) and the Passenger module (4) is arranged and connected thereto.

124. Motor vehicle (1) according to claim 123, characterized in that the rear vehicle module (7) is designed as a bumper module.

125. Motor vehicle (1) according to claim 124, characterized in that the rear-end module (7) has at least one first and second bumper (7a, 7b), the two bumpers (7a, 7b) being arranged parallel to one another in the longitudinal direction (X) of the vehicle .

126. Motor vehicle (1) according to claim 125, characterized in that the two bumpers (7a, 7b) are connected to one another via one or more cross members (36c).

127. Motor vehicle (1) according to claim 123 or 126, characterized in that the wall thickness of the

Longitudinal member components (25) and / or the cross member components (29) of the rear axle module (8) is greater than the wall thickness of

Longitudinal beam components (25) and/or the cross beam components (29) of the

rear end module (7).

128. Motor vehicle (1) according to one of Claims 117 to 127, characterized in that at least one fourth structural module (30) designed as a first extension module (11) is arranged in the vehicle longitudinal direction (X) between the passenger module (4) and the front axle module (6). and connected to it.

129. Motor vehicle (1) according to claim 128, characterized in that the wall thickness of the

Longitudinal beam components (25) and / or the cross member components (29) of the first extension module (11) is greater than the wall thickness of

Longitudinal beam components (25) and/or the cross beam components (29) of the

Front module (2) and is smaller than the wall thickness of the

Longitudinal beam components (25) and/or the cross beam components (29) of the

passenger module (4).

130. Motor vehicle (1) according to one of claims 117 to 129, characterized in that in the vehicle longitudinal direction (L) between the passenger module (4) and the rear axle module (8) at least one fifth structural module (30) designed as a second extension module (12) is arranged and connected to it.

131. Motor vehicle (1) according to claim 130, characterized in that the second extension module (12) is designed as a seat row module.

132. Motor vehicle (1) according to claim 130 or 131, characterized in that the wall thickness of the longitudinal member components (25) and/or the cross member components (29) of the second extension module (12) is greater than the wall thickness of the longitudinal member components (25) and/or of the cross member components (29) of the rear module (3) and is smaller than the longitudinal member components (25) and/or the cross member components (29) of the passenger module (4).

133. Motor vehicle (1) according to one of the preceding claims 110 to 132, characterized in that it is additionally equipped with the features of one or more patent claims, the further patent claim or the further patent claims being selected as follows:

- a patent claim or several patent claims from patent claims 1 to 33 and/or

- a patent claim or several patent claims from patent claims 43 to 73.

- a patent claim or several patent claims from patent claims 75 to 108.

134. Method for assembling a motor vehicle (1) according to one of the preceding claims, wherein a first structural module (30a) and/or a second structural module (30b) and/or a first structural module group (31a) and/or a second structural module group (31b ) are provided, wherein the first structural module (30a) or the first structural module group (31a) on a assembly platform (33) of a device (32) for assembling the motor vehicle (1) is positioned and the second structural module (30a) or the second structural module group (31b) is positioned on an assembly carriage (34) of the device (32), the assembly carriage ( 34) is moved to the assembly platform (33), or vice versa, in order to first move the first structural module (30a) and/or the second structural module (30b) and/or the first structural module group (31a) and/or the second structural module group (31b). to be positioned relative to one another and then to be detachably connected to one another both in the vehicle longitudinal direction (X) and in the vehicle transverse direction (Y).

135. Method for assembling a motor vehicle (1) according to one of claims 1 to 133, wherein a first structural module (30a) and/or a second structural module (30b) and/or a first structural module group (31a) and/or a second structural module group ( 31b), the first structural module (30a) or the first structural module group (31a) being positioned on an assembly platform (33) of a device (32) for assembling the motor vehicle (1) and the second structural module (30a) or the second structural module group (31b) is positioned on a lifting arrangement (35) of the device (32), the lifting arrangement (35) being moved to the assembly platform (33), or vice versa, in order to mount the first structural module (30a) and/or the second structural module ( 30b) and/or the first structural module group (31a) and/or the second structural module group (31b) to first be positioned relative to one another and then to be detached in both the longitudinal direction (X) and the transverse direction (Y) of the vehicle m to connect with each other.

136. Device (32) for assembling a motor vehicle (1), comprising an assembly platform (33) for receiving at least one first structural mo- module (30a) or a first structural module group (31a) and a assembly vehicle (34) for receiving at least one second structural module (30a) or a second structural module group (31b), the assembly vehicle (34) being relative to the assembly platform (33), or vice versa, can be positioned in order to detachably connect the structural modules (30) to be connected to one another in the vehicle longitudinal direction (X) and in the vehicle transverse direction (Y).

137. Device (32) according to claim 136, characterized in that centering means for positioning the assembly platform (33) relative to the assembly carriage (34) are arranged on the assembly platform (33) and/or on the assembly carriage (34).

138. Device (32) according to claim 136 or 137, characterized in that the assembly platform (33) and/or the assembly carriage (34) are height-adjustable.

139. Device (32) according to one of Claims 136 to 138, characterized in that the mounting platform (33) is positioned relative to the mounting carriage (34) in an at least partially automated manner.

140. The device (32) according to any one of claims 136 to 139, characterized in that the motor vehicle (1) is assembled at least partially automatically.

141. Device (32) for assembling a motor vehicle (1), comprising an assembly platform (33) for accommodating at least one first structural module (30a) or a first structural module group (31a) and a lifting arrangement (35) for accommodating at least one second structural module duls (30a) or a second structural module group (31b), wherein the lifting arrangement (35) relative to the assembly platform (33), or vice versa, can be positioned in order to detachably connect the structural modules (30) to be connected to one another in the vehicle longitudinal direction (X) and in the vehicle transverse direction (Y).

142. Device (32) according to claim 141, characterized in that centering means for positioning the mounting platform (33) relative to the lifting arrangement (35) are arranged on the mounting platform (33) and/or on the lifting arrangement (35).

143. Device (32) according to claim 141 or 142, characterized in that the mounting platform (33) and/or the lifting arrangement (35) are designed to be adjustable in height.

144. Device (32) according to one of claims 141 to 143, characterized in that the lifting arrangement (35) is a crane.

145. The device (32) according to any one of claims 141 to 144, characterized in that the mounting platform (33) is positioned relative to the mounting carriage (34) in an at least partially automated manner.

146. Device (32) according to one of claims 141 to 145, characterized in that assembly of the motor vehicle (1) takes place at least partially automatically.

147. Rear module (3) for a motor vehicle (1) with a modular design, the rear module (3) comprising at least one rear axle module (8) which is designed to be connected to a passenger module (4) of the motor vehicle (1). .

148. Rear module (3) according to claim 147, characterized in that the rear module (3) further comprises a rear vehicle module (7) which is connected to the rear axle module (8), the rear axle module (8) being designed to be longitudinal in the vehicle direction (X) to be arranged between the rear-end module (7) and the passenger module (4).

149. Rear module (3) according to claim 147 or 148, characterized in that the rear axle module (8) has wheel suspension areas (27a, 27b) for suspending a wheel (20a, 20b) of the motor vehicle (1).

150. Rear module (3) according to any one of claims 147 to 149, characterized in that the rear axle module (8) comprises at least one first drive (9a) which is designed to act as a drive with at least one of the wheels (20c, 20d) of the Motor vehicle (1) to be connected.

151. Rear module (3) according to any one of claims 147 to 150, characterized in that the rear axle module (8) further comprises a second drive (9b) which is designed to act as a drive with at least one of the wheels (20c, 20d) of the motor vehicle (1) to be connected.

152. Use of a rear module (3) according to claims 147 to 151 in a motor vehicle (1) according to one of claims 1 to 133.

153. Front module (2) for a motor vehicle (1) with a modular design, the front module (2) comprising at least one front axle module (6) which is designed to be connected to a passenger module (4) of the motor vehicle (1). .

154. Front module (2) according to claim 153, characterized in that the front module (2) further comprises a front vehicle module (5) which is connected to the front axle module (6), the front axle module (6) being designed to be longitudinal in the vehicle direction (X) to be arranged between the front end module (5) and the passenger module (4).

155. Front module (2) according to claim 153 or 154, characterized in that the front axle module (6) has wheel suspension regions (27c, 27d) for suspending a wheel (20c, 20d) of the motor vehicle (1).

156. Front module (2) according to one of claims 153 to 155, characterized in that the front axle module (6) comprises an asynchronous motor (10) which is designed to be effective with at least one of the wheels (20c, 20d) of the motor vehicle ( 1) to be connected.

157. Use of a front module (2) according to claims 153 to 156 in a motor vehicle (1) according to one of claims 1 to 133.

158. Passenger module (4) for a motor vehicle (1) of modular design, the passenger module (4) being designed to be connected to a front module (2) and a rear module (3) of the motor vehicle (1).

159. Use of a passenger module (4) according to claim 158 in a motor vehicle (1) according to one of claims 1 to 133.

160. Extension module (11, 12) for a motor vehicle (1) designed in a modular design, wherein the extension module (11, 12) is designed to to be arranged in the longitudinal direction (X) of the vehicle between a passenger module (4) and a front module (2) or between the passenger module (4) and a rear module (3) of the motor vehicle (1).

161. Extension module (11, 12) according to claim 160, characterized in that a first extension module (11) is designed to be arranged in the vehicle longitudinal direction (X) between the passenger module (4) and the front module (2).

162. Extension module (11, 12) according to claim 160 or 161, characterized in that a second extension module (12) is designed to be arranged in the vehicle longitudinal direction (X) between the passenger module (4) and the rear module (3).

163. Use of at least one extension module (11, 12) according to claims 160 to 162 in a motor vehicle (1) according to one of claims 1 to 133.

164. Motor vehicle (1) comprising a rear module (3) according to one of claims 147 to 151, a front module (2) according to one of claims 153 to 156 and a passenger module (4) according to claim 158, wherein the front module (2) and the rear module (3) are each arranged on opposite sides of the passenger module (4) in the longitudinal direction (X) of the vehicle.

165. Motor vehicle (1) according to claim 164, characterized in that further comprising an extension module (11, 12) according to one of claims 160 to 162, wherein the respective extension module (11, 12) in the vehicle longitudinal direction (X) between the passenger module ( 4) and the rear module (3) and / or between the passenger module (4) and the front module (2) is arranged.