WO2024088637A1 - Structure de carrosserie, véhicule et procédé de réparation d'une structure de carrosserie - Google Patents

Structure de carrosserie, véhicule et procédé de réparation d'une structure de carrosserie Download PDF

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Publication number
WO2024088637A1
WO2024088637A1 PCT/EP2023/075009 EP2023075009W WO2024088637A1 WO 2024088637 A1 WO2024088637 A1 WO 2024088637A1 EP 2023075009 W EP2023075009 W EP 2023075009W WO 2024088637 A1 WO2024088637 A1 WO 2024088637A1
Authority
WO
WIPO (PCT)
Prior art keywords
body section
section
vehicle
accident
sections
Prior art date
Application number
PCT/EP2023/075009
Other languages
German (de)
English (en)
Inventor
Christian Schwering
Patrick Heberling
Sven Wöhler
Original Assignee
Volkswagen Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Publication of WO2024088637A1 publication Critical patent/WO2024088637A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/008—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of light alloys, e.g. extruded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for

Definitions

  • the invention relates to a body structure for a body of a vehicle, a vehicle, and a method for repairing a body structure.
  • the above object is achieved by a body structure with the features of claim 1, a vehicle with the features of claim 9, and a method with the features of claim 10. Further features and details of the invention emerge from the respective subclaims, the description and the drawings.
  • Features and details that are described in connection with the body structure according to the invention naturally also apply in connection with the vehicle according to the invention and/or the method according to the invention and vice versa, so that with regard to the disclosure of the individual aspects of the invention, reference is or can always be made to each other.
  • a body structure for a body of a vehicle.
  • the body structure has a first body section for deformation in the event of an accident involving the vehicle with a first accident severity.
  • the body structure also comprises a second body section for deformation, preferably only in the event of an accident involving the vehicle with a second accident severity that is greater than the first accident severity.
  • the body structure also comprises a third body section for deformation, preferably only in the event of an accident involving the vehicle with a third accident severity that is greater than the second accident severity.
  • the second body section is arranged between the first and third body sections.
  • the third body section has a connecting means to which the second body section is attached as a repair section for modular replacement of the second body section after the accident with the second accident severity.
  • the third body section, in particular with the connecting means is designed as a cast component.
  • the vehicle is in particular a motor vehicle, preferably in the form of an electric vehicle.
  • the body structure can be part of the body of the vehicle. Furthermore, an overhang of the vehicle can be defined by the body structure.
  • the body structure, in particular the second and third body sections is designed as a load-bearing, in particular self-supporting, structure for the front and/or rear of the vehicle.
  • the accident severity levels can include the load on the body structure caused by the accident and/or depend on the impact speed of the vehicle.
  • the first, second and third body sections form in particular deformation zones arranged in a row, which are deformed in the event of an accident depending on the severity of the accident, and/or repair zones arranged in a row, which can be replaced separately in the event of an accident depending on the severity of the accident.
  • the first, second and third body sections are deformed in particular the entire body, are deformed.
  • the second body section can, for example, be designed so that a deformation that represents significant damage to the second body section only occurs in the event of an accident at a speed of 16 km/h or higher.
  • the third body section can be designed so that a deformation that represents significant damage to the third body section only occurs in the event of an accident at a speed of 25 km/h or higher.
  • a clear boundary can thus be defined between the first and second body sections and the second and third body sections, which can be used in particular for modular exchange.
  • the second body section can in particular be replaced by a similar component.
  • the modular interchangeability of the second body section and the connecting means can enable the second body section to be replaced without the need for an adapter.
  • the second and third body sections can thus each be formed by a separate body component.
  • connection means can be detachably attached to one another at the connection means, for example by means of a positive and/or non-positive connection, preferably a screw connection.
  • connection means can comprise a structural feature of the third body section.
  • connection means can comprise a projection and/or a fastening opening.
  • the second body section preferably comprises a counter-connection means for connection to the connection means and/or for direct contact with the connection means.
  • the counter-connection means can be designed to complement the connection means.
  • the design of the third body section as a cast component can be understood to mean that the third body section is preferably formed by an integral, i.e. in particular individual, component which is manufactured in a casting process, e.g. a die-casting process.
  • the third body section can preferably be manufactured from a cast material and/or consist entirely of the cast material.
  • dividing the body structure into at least three zones offers an advantageous repair option that is compatible with the cast component. This makes the repair possible after damage detection easier, faster, more cost-effective and/or can be implemented using existing workshop resources. Furthermore, the original condition of the factory production can be restored, especially after the repair. This avoids costly duplicate developments for a special repair solution with a different geometry, different joining process and/or different crash behavior.
  • the second body section is designed as a cast component or as a steel component and/or that the second and/or third body section is made of an aluminum material, in particular an aluminum alloy.
  • the second body section is made of a different material.
  • the second and third body sections are manufactured in separate casting molds or in a common casting mold. In particular, if the second and third body sections are both manufactured as cast components, pre-assembly for fastening the second body section to the third body section can already take place in the foundry.
  • the multi-part nature of the second and third body sections can improve packing density during transport, since the individual parts can be nested more closely.
  • the aluminum material can be used to achieve a lightweight construction of the body structure.
  • the first and/or second body sections are preferably manufactured using an aluminum die-casting process. This creates a cost-effective manufacturing option that also allows for complex shaping.
  • a longitudinal member which is formed by at least two longitudinal member sections, wherein the second and third body sections each have one of the longitudinal member sections of the longitudinal member in order to form the longitudinal member by connecting the two longitudinal member sections of the second and third body sections at the connecting means.
  • the longitudinal member can thus be divided into two repair zones by dividing the longitudinal member sections into the second and third body sections.
  • the longitudinal member can be compressed and/or bent. Due to the second body section, the deformation up to the third accident severity can be limited to the second body section, so that the second body section can be replaced in a simple manner.
  • the longitudinal member section of the third body section can be integrated into the cast component of the third body section, whereby in particular the The number of parts in the body structure can be kept to a minimum.
  • the connecting element allows the longitudinal member to be easily dismantled for repairs.
  • the third body section is designed as a large cast element, i.e. in particular as a single large cast component, with a first body side and a second body side, with a longitudinal member being formed on each of the body sides on the large cast element by at least two longitudinal member sections.
  • the second and third body sections therefore have one of the longitudinal member sections of the longitudinal member, in particular on each body side, in order to form the longitudinal member of the respective body side by connecting the two respective longitudinal member sections of the second and third body sections to the connecting means.
  • a large cast element can be understood in particular as a cast part that combines various functions of the body structure.
  • the third body section can comprise a strut mount, a wheel house and/or at least one further longitudinal member section, in particular in the form of an upper and/or lower longitudinal member.
  • the large cast element can preferably be produced by die-casting aluminum. Due to the design as a large cast element, the body component can be thin-walled and/or designed in a complex shape with high quality and tight tolerances despite high loads. This makes it possible to reduce the manufacturing effort for producing the body structure and/or the weight of the body structure.
  • the body sides can preferably correspond to the vehicle sides, i.e. in particular the left and right sides of the vehicle.
  • the longitudinal members formed on both sides of the large cast element can be symmetrical to one another, in particular to a vehicle center plane.
  • a body frame in particular for a front or rear section of the vehicle, can be formed by the longitudinal members on both sides.
  • the large cast element can be a component that connects the two halves of the body structure. This can reduce the number of parts and thus the manufacturing complexity. It is also conceivable in a body structure according to the invention that the large cast element and the longitudinal member sections of the second body section are each produced as separate cast parts by separate and/or the same die-casting process.
  • the connecting means comprises a flange on each of the two body sides, to which one of the longitudinal beam sections of the second body section is fastened in a form-fitting and/or force-fitting manner.
  • the connection of the second and third body sections can comprise a screw connection, in particular with metric screws, an adhesive connection and/or a rivet connection on the connecting means. This allows for easy detachability for the modular replacement of the second body section.
  • the flange can be formed all the way around the third body section and/or on an end face of the longitudinal beam section of the third body section.
  • the longitudinal beam sections of the second body section also have a flange which is formed complementarily to the flange of the third body section.
  • the first, second and third body sections form a front-end structure or a rear-end structure for the body of the vehicle.
  • the large cast component can advantageously be used for different vehicles with different wheelbases, different front overhangs and/or different track widths.
  • the front-end structure can, for example, comprise an engine compartment and a wheel suspension for the front wheels.
  • the rear-end structure can, for example, comprise a trunk and/or a wheel suspension for the rear wheels.
  • the body structure can also form a body frame to which the wheel suspension, an engine and/or a trunk shell are attached.
  • the front-end structure and the rear-end structure can be affected several times by accidents of the first and/or second accident severity during operation of the vehicle, so that the present repair concept can bring about high cost savings over the service life of the vehicle.
  • the third body section is designed to accommodate different design variants of the second body section in order to define an overhang of the vehicle.
  • body sections of different lengths can be fastened to the connection means.
  • the overhang can in particular comprise a body length that extends beyond a wheel axle of the vehicle.
  • the engine compartment and/or the trunk of the vehicle can be at least partially defined by the overhang.
  • the large cast component of the third body section can advantageously be used for different vehicles with different wheelbases, different front overhangs and/or different track widths. As a result, a common part scope and/or the modularity can be kept as constant as possible across several variants of the vehicle.
  • the first body section comprises a crash management system.
  • the crash management system can, for example, comprise at least one crash box, preferably at least two crash boxes.
  • a crash box can be arranged on the front or rear.
  • the second body section can comprise a bulkhead plate for accommodating the crash management system.
  • the first body section can also have a bending beam, in particular in the form of a bumper, or a bending beam can be arranged on the first body section, so that the first body section is arranged between the bending beam and the second body section.
  • the crash management system can in particular be formed or consist at least partially or completely of steel, aluminum or other materials.
  • the crash management system can thus form the first deformation zone for accidents with the first accident severity.
  • the crash management system can be mechanically connected in series with the second and third body sections.
  • the crash management system can be detachably connected to the second body section. This also means that the crash management system can be modularly exchangeable in the event of a repair.
  • a vehicle is provided.
  • the vehicle has a body with at least one body structure according to the invention.
  • the body preferably has two body structures according to the invention, of which one of the body structures forms a front-end structure and one of the body structures forms a rear-end structure for the body of the vehicle.
  • a method for repairing a body structure according to the invention, in which a first body section and a second body section are deformed as a result of an accident with a second accident severity exceeding a first accident severity.
  • the method comprises, in particular in the form of method steps:
  • the replacement section can preferably be designed to be structurally identical to the second body section.
  • the replacement section preferably comprises at least one longitudinal member section which is mounted in a form-fitting and/or force-fitting manner on a longitudinal member section of the third body section.
  • the further replacement section can preferably be designed to be structurally identical to the first body section.
  • Figure 1 shows a vehicle according to the invention with two body structures according to the invention
  • Figure 2+3 one of the body structures in the form of a front end structure
  • Figure 4 one of the body structures in the form of a rear structure
  • Figure 5 shows a method according to the invention for repairing body structures in a schematic representation of a sequence.
  • Figure 1 shows a part of a vehicle 1 according to the invention with a body 2, which comprises two body structures 3 according to the invention.
  • One of the two body structures 3 comprises a front body structure 3.1 for the body 2, which is shown in more detail in Figures 2 and 3.
  • the other of the two body structures 3 comprises a rear body structure 3.2, which is shown in more detail in Figure 4.
  • the body structure 3 in the form of the front end structure 3.1 comprises a first body section 10 for deformation in the event of an accident of the vehicle 1 with a first accident severity, a second body section 20 for deformation in the event of a Accident of the vehicle 1 with a second accident severity that is greater than the first accident severity, and a third body section 30 for deformation in the event of an accident of the vehicle 1 with a third accident severity that is greater than the second accident severity.
  • the different accident severities are visualized by the hatched zones.
  • the second body section 20 is arranged between the first and third body sections 10, 30, in particular so that the first, second and third body sections 10, 20, 30 are mechanically connected in series.
  • the first, second and third body sections 10, 20, 30 thus form three separate, separable damage zones that require repair depending on the severity of the accident.
  • the first body section 10 comprises a crash management system 11, 12, which is preferably deformed in the event of an accident at a speed of up to 16 km/h.
  • the crash management system has in particular a crash box 12 and/or a bending beam 11.
  • the second and third body sections 20, 30 can remain at least substantially or completely undeformed, in particular due to their rigidity and/or strength, so that replacement of the second and third body sections 20, 30 is not necessary after the accident of the first severity.
  • At least the third body section 30 has a connection means 31 to which the second body section 20 is attached as a repair section for the modular replacement of the second body section 20 after the accident of the second accident severity.
  • the third body section 30 is designed as a cast part in the form of a large cast element 32 with a first body side 30.1 and a second body side 30.2.
  • a longitudinal member 35 is also formed on the large cast element 32 by at least two longitudinal member sections 21, 34.
  • the second and third body sections 20, 30 each have one of the longitudinal member sections 21, 34 of each longitudinal member 35 in order to form the longitudinal member 35 by connecting the two longitudinal member sections 21, 34 of the second and third body sections 20, 30 at the connecting means 31.
  • the second body section 20 is preferably also designed as a cast part or alternatively as a steel component.
  • the second and third body sections 20, 30 are preferably made of an aluminum material.
  • the second and third body sections 20, 30 can be manufactured together or separately from one another in an aluminum die-casting process.
  • the third body section 30 can be designed in particular to accommodate different design variants of the second body section 20 in order to define an overhang of the vehicle 1.
  • the connecting means 31 can, for example, comprise a flange 33 on each of the two body sides 30.1, 30.2, to which one of the longitudinal beam sections 21 of the second body section 20 is fastened in a form-fitting and/or force-fitting manner.
  • a method 100 according to the invention for repairing the body structure 3 can thus be carried out in a simple manner, as shown as a schematic sequence in Figure 5.
  • the second body section 20 is detached 101 from a connecting means 31 of a third body section 30.
  • the first body section 10 can be detached from the body structure 3 beforehand or at the same time as the second body section 20.
  • At least one replacement section for modular replacement of the second body section 20 is then mounted 102 on the connecting means 31 of the third body section 30.
  • the replacement section is preferably structurally identical to the longitudinal member sections 21 of the second body section 20.
  • a further replacement section is mounted 103, in particular in the form of an identical crash management system 11, 12, for replacing the first body section 10.
  • Figure 4 shows the body structure 3 in the form of the rear body structure 3.2.
  • the rear body structure 3.2 is particularly structurally analogous to the previously described front body structure 3.1.

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

Abstract

L'invention concerne une structure de carrosserie (3) pour une carrosserie (2) d'un véhicule (1), comprenant une première section de carrosserie (10) destinée à se déformer en cas de collision d'un véhicule (1) avec un premier degré de gravité de collision, une deuxième section de carrosserie (20) destinée à se déformer en cas de collision d'un véhicule (1) avec un deuxième degré de gravité de collision qui est supérieur au premier degré de gravité de collision, et une troisième section de carrosserie (30) destinée à se déformer en cas de collision d'un véhicule (1) avec un troisième degré de gravité de collision qui est supérieur au deuxième degré de gravité de collision, la deuxième section de carrosserie (20) étant agencée entre les première et troisième sections de carrosserie (10, 30). L'invention concerne en outre un véhicule (1) et un procédé (100).
PCT/EP2023/075009 2022-10-28 2023-09-12 Structure de carrosserie, véhicule et procédé de réparation d'une structure de carrosserie WO2024088637A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022211489.2 2022-10-28
DE102022211489.2A DE102022211489A1 (de) 2022-10-28 2022-10-28 Karosseriestruktur, Fahrzeug sowie Verfahren zur Reparatur einer Karosseriestruktur

Publications (1)

Publication Number Publication Date
WO2024088637A1 true WO2024088637A1 (fr) 2024-05-02

Family

ID=88068363

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2023/075009 WO2024088637A1 (fr) 2022-10-28 2023-09-12 Structure de carrosserie, véhicule et procédé de réparation d'une structure de carrosserie

Country Status (2)

Country Link
DE (1) DE102022211489A1 (fr)
WO (1) WO2024088637A1 (fr)

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4183574A (en) * 1976-04-30 1980-01-15 Daimler-Benz Aktiengesellschaft Forward longitudinal bearer constructed as closed hollow bearer
US5324133A (en) * 1990-12-20 1994-06-28 Audi Ag Aluminum bearer for a bearer joint in a vehicle body work and method of replacement
WO2003013941A1 (fr) * 2001-08-06 2003-02-20 Thyssenkrupp Stahl Ag Structure porteuse composee de supports formes de profiles creux et destinee a la carrosserie d'un vehicule automobile
US6705667B1 (en) * 1999-04-16 2004-03-16 Daimlerchrysler Ag Supporting structure for a motor vehicle
US20100259033A1 (en) 2007-12-04 2010-10-14 Honda Motor Co., Ltd. Vehicle front body structure
US9039070B2 (en) * 2011-01-14 2015-05-26 Aston Martin Lagonda Limited Crash load absorption structures for motor vehicles
US20160194030A1 (en) * 2013-06-12 2016-07-07 Thyssenkrupp Steel Europe Ag Integral longitudinal member for motor vehicles
FR3095632A1 (fr) * 2019-04-30 2020-11-06 Psa Automobiles Sa Structure avant d’une caisse d'un véhicule automobile
GB2598571A (en) * 2020-09-02 2022-03-09 Jaguar Land Rover Ltd Modular crash structure for a vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005045297B4 (de) 2005-09-22 2012-05-24 Audi Ag Trägerrahmen für ein Kraftfahrzeug
DE102009031782A1 (de) 2009-07-06 2011-01-13 GM Global Technology Operations, Inc., Detroit Kraftfahrzeug-Vorderbau
DE102013004585B4 (de) 2013-03-15 2019-10-17 Audi Ag Längsträgeranordnung für eine Fahrzeugkarosserie
DE102015218267B4 (de) 2015-09-23 2020-10-29 Volkswagen Aktiengesellschaft Vorrichtung zur Verbesserung des Insassenschutzes in einem Fahrzeug sowie Fahrzeug mit einer derartigen Vorrichtung
DE102016117317A1 (de) 2016-09-14 2018-03-15 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Karosserie und Kraftfahrzeug mit einer solchen

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4183574A (en) * 1976-04-30 1980-01-15 Daimler-Benz Aktiengesellschaft Forward longitudinal bearer constructed as closed hollow bearer
US5324133A (en) * 1990-12-20 1994-06-28 Audi Ag Aluminum bearer for a bearer joint in a vehicle body work and method of replacement
US6705667B1 (en) * 1999-04-16 2004-03-16 Daimlerchrysler Ag Supporting structure for a motor vehicle
WO2003013941A1 (fr) * 2001-08-06 2003-02-20 Thyssenkrupp Stahl Ag Structure porteuse composee de supports formes de profiles creux et destinee a la carrosserie d'un vehicule automobile
US20100259033A1 (en) 2007-12-04 2010-10-14 Honda Motor Co., Ltd. Vehicle front body structure
US9039070B2 (en) * 2011-01-14 2015-05-26 Aston Martin Lagonda Limited Crash load absorption structures for motor vehicles
US20160194030A1 (en) * 2013-06-12 2016-07-07 Thyssenkrupp Steel Europe Ag Integral longitudinal member for motor vehicles
FR3095632A1 (fr) * 2019-04-30 2020-11-06 Psa Automobiles Sa Structure avant d’une caisse d'un véhicule automobile
GB2598571A (en) * 2020-09-02 2022-03-09 Jaguar Land Rover Ltd Modular crash structure for a vehicle

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