CN1842461B - Post in a carrier structure of a motor vehicle in a spaceframe style - Google Patents

Abstract

The invention relates to a carrier structure of a motor vehicle in a spaceframe style, said structure comprising a roof frame (1) provided with a longitudinal member (1a) and a cross member (1b), longitudinal members (2a, 2b) which are arranged on both sides at the level of the vehicle floor and consist of hollow profiled elements, and posts (3, 4, 5) in the form of hollow profiled elements, connecting the longitudinal members (1a, 1b) of the roof frame (1) to the longitudinal members (2a, 2b) on the side of the floor. The inventive carrier structure is characterised in that at least two opposing posts (3, 4, 5) of the member structure, especially the B, C or D posts, are embodied as double plates formed under internal high pressure and welded on the peripheral edge thereof. The peripheral edge forms flanges (3c, 5c) for door and/or window seals, and the respective ends of the posts (3, 4, 5) are embodied as connection regions (31, 51, 32, 52) adapted to the shape of the longitudinal members (2a, 2b) on the side of the floor and the longitudinal members (1a) of the roof frame (1), and used for connection to the same.

Description

Car load-bearing structure in the form of a three-dimensional frame structure

technical field

The invention relates to a load-bearing structure of a car in the form of a three-dimensional frame structure, which has a roof frame comprising longitudinal beams and cross beams, hollow profile longitudinal beams on both sides arranged on the height of the vehicle floor, and pillars in the form of hollow profiles. These struts connect the longitudinal beams of the roof frame to the longitudinal girders on the side of the floor, wherein at least two opposing struts of the load-bearing structure, in particular B-pillars, C-pillars or D-pillars, consist of internally hydroformed profiles, the struts The respective ends of each are designed as connection areas adapted to the form of the floor-side longitudinal members and the roof frame member for connection to the floor-side longitudinal member and the roof frame member.

Background technique

The load-bearing structure of a motor vehicle in the form of a space frame has a number of beams and struts which are designed as hollow profiles. In the case of struts there are various techniques for imparting the various desired shapes to the hollow profile. Forming the struts from rolled profiles has the advantage that the processing is economical, wherein the material used can be adapted to the specifications of the user with regard to its strength and quality by using so-called tailored strips. In addition, a collar for the seal can be integrated into the profile without great effort. On the other hand, however, these advantages have the decisive disadvantage that variable cross-sections cannot be obtained with the rolling process. It follows from this that it is not possible to manufacture the typical strut extension shape in modern automobiles with a large cross-section in the lower region which is favorable for the crash performance of the automobile and a desired cross-section in the window from a design point of view. Narrow cross-sections above the sides, such as B-pillars, C-pillars or D-pillars.

The use of a so-called DAVEX profile (DAVEX profile), ie a hollow profile consisting of two opposite bands and two webs connecting the bands, also has the advantage that the struts can be produced economically. Furthermore, from the outset there are several flanges for mounting the seal, which are dictated by the manufacturing process. However, this profile also has the disadvantage of a constant cross-section along its length. Furthermore, DAVEX profiles can only be produced with a certain minimum material thickness, which results in a support weight that is no longer acceptable from a lightweight construction point of view.

According to another known manufacturing process variant, a tubular starting profile can be hydroformed internally in order to produce the strut. Here, although pillar extensions with variable cross-section can be produced to a limited extent, this has to result in an excessively high material consumption in areas with a small cross-section, for example in the area above the window edge. This excess material has to be concealed by inward beading (grooving), but this entails an excessive overall weight of the strut. The relatively severe cross-sectional changes of the struts in the connection region (joint region) of the struts to the beams running in the longitudinal direction of the vehicle cannot be produced in a hollow profile by means of internal high pressure forming. Another disadvantage is that the collar for the seal is added to the hollow profile in an additional work step. Finally, from the point of view of lightweight construction, it is difficult to produce complexly shaped connecting regions on internally hydroformed hollow profiles.

In a known vehicle support structure (US 2001/0002760A) in the form of a space frame structure of the type mentioned at the outset, the longitudinal beams, transverse beams and struts are designed as internally hydroformed integral tubular profiles with a rectangular cross section. The edges of the rectangular hollow profiles of the pillars and bottom and top side members serve as stops for the profiled seals attached to the doors.

Contents of the invention

The object of the present invention is to create an inexpensive, rigid and lightweight load-bearing structure which has a well-usable surface for door and window seals in the region of the door and window.

This object is solved with a load-carrying structure of the type mentioned at the outset in that the B-pillar, C-pillar or D-pillar consists of double slabs welded at their peripheral edges, which are formed for doors and/or Flange for window seals.

Specifically, the present invention provides a load-bearing structure of a car in the form of a three-dimensional frame structure, which has a roof frame comprising longitudinal beams and cross beams and hollow profile longitudinal beams on both sides that are arranged on the height of the automobile floor, and has a hollow profile struts in the form of struts which connect the longitudinal beams of the roof frame to the longitudinal girders on the floor side, wherein at least two opposite struts of the load-bearing structure are formed from internally high-pressure formed profiles, and the respective ends of the struts are designed as A connection area adapted to the shape of the floor-side rails and roof frame rails for connection to the floor-side rails and roof frame rails, said pillar being a B-pillar, C-pillar or D-pillar , characterized in that: the B-pillar, C-pillar or D-pillar is constructed of double slabs welded at their circumferential edges, the circumferential edges of which form flanges for door and/or window seals; and, at least one strut The end is inserted into the longitudinal member on the side of the floor or the longitudinal member of the roof frame which is assigned to it, the end of the hollow section inserted into the corresponding longitudinal member is closed and supported there on the opposite side of the corresponding longitudinal member, while function as a panel; and, the ends of the struts inserted into the respective stringers bear on beads formed on the sides of the stringers.

In the present invention, the known internal hydroforming double slabs (DE 19651658 A1) are used for the pillars of the load-bearing structure. The use of such a strut offers great variability in its shape.

In the load-bearing structure of the present invention, the struts designed as internally hydroformed double-slabs have great variability in their shape. Therefore, it can be manufactured according to the prescribed shape, without the need for other forming processes. Furthermore, the shape and relative position of the strut ends configured as connecting regions can be easily adapted to the roof frame side members or to the floor side side members. As a result, the strut can be reliably connected to the load-bearing structure by means of a highly rigid joint structure, which contributes decisively to the crash safety of the entire load-bearing structure.

Furthermore, the circumferential edge of the double-slab formed into the strut by internal high pressure provides a well-utilized flange for door and window seals. The flange can be used as a stop face for the seal, whereas it is more suitable for mounting the seal itself.

A better crash safety of the load-bearing structure can be achieved if the two slabs of the double slab consist of different materials. For example, the slabs forming the outer sides of the struts may consist of high-strength steel. It is also advantageous from the point of view of impact and lightweight construction if at least one of the two blanks of the double-slab consists of a tailored blank. The use of custom-made blanks enables the rigidity of the strut to be increased as required, particularly in areas at risk of impacts, while in areas less relevant to impacts it is possible to reduce weight by reducing the wall thickness.

In the load-bearing structure of the present invention, it is possible to form a strut with a cross-section that varies over its length, so that, as mentioned at the outset, the strut has a large cross-section in the lower part, especially in the area at risk of impact, while in the upper area , that is to say above the window edge has a cross-section selected according to the design requirements to be small.

According to the constructional concept of the invention, at least one strut end is correspondingly widened. A bulky and therefore particularly rigid joint structure can be produced in the load-bearing structure according to the invention by means of the enlarged strut ends.

An advantageous way of connecting the struts to the longitudinally running profile parts of the load-bearing structure is that at least one strut end is inserted into its associated floor-side longitudinal beam or roof frame longitudinal beam and is supported there on the corresponding longitudinal beam. On the opposite side of the beam, especially on the bead formed there. Here, the insertion ends of the struts function as webs, thereby increasing in particular the torsional rigidity of the stringers. This insertion concept, which is particularly suitable for connecting the struts to floor-side longitudinal members, such as floor sills, results in a highly rigid node structure, which ensures optimal occupant protection of the load-bearing structure in the event of a side impact. In addition, the node structure can be designed in such a way that its impact performance is equivalent to that of a crash box (collision absorber), that is, through a certain deformation, the force caused during the impact is relieved as required.

According to a further embodiment of the invention, at least one strut end is trimmed. A flange is produced at the end of this strut by suitable trimming, by means of which the strut rests against the longitudinal beam of the load-bearing structure and can be joined to it. This type of combination makes it possible to obtain a particularly compact joint structure, which is particularly suitable for the connection of the upper ends of the struts to the longitudinal members of the roof frame and has sufficient rigidity. The edge-cut strut end is suitable for abutting against the outer side and at least one other side of its assigned floor-side side member or roof frame side member. This prevents that, in the event of a severe side impact, which results, for example, in a weld seam or the like that breaks, the strut is pushed into the interior of the vehicle by its end, possibly causing injury to the occupants. A particularly secure connection is achieved in that the at least one trimmed strut end surrounds its associated stringer in a U-shape.

Description of drawings

The invention is explained in more detail below with the aid of a drawing which shows an exemplary embodiment. The accompanying drawings indicate:

Fig. 1 - the car load-bearing structure of the three-dimensional frame structure form that has a roof frame, the longitudinal beam on the floor side and the pillar that connects roof frame and longitudinal beam by hollow section bar,

Figure 2a-c shows the B-pillar of the load-carrying structure of Figure 1 with a side view and a sectional view according to Figure 2a II-II,

Figure 3a, b shows the joint structure used to connect the B-pillar of Figure 2 to the longitudinal beam of the load-bearing structure roof frame of Figure 1 in side views,

Fig. 4a, b represent the node structure used to connect the B-pillar of Fig. 2 to the longitudinal beam on the bottom plate side of Fig. 1 load-carrying structure with two views and according to the sectional view of line IV-IV of Fig. 4a,

Figure 5a, b shows the D-pillar of the load-carrying structure of Figure 1 in side views,

Figure 6a, b shows the joint structure used to connect the D-pillar of Figure 5 to the roof frame longitudinal beam of the load-bearing structure of Figure 1 in side views,

Fig. 7a, b shows the joint structure for connecting the D-pillar of Fig. 5 to the longitudinal beam on the floor side of the load-bearing structure of Fig. 1 in side view.

Detailed ways

The load-bearing structure consisting of hollow profiles shown in FIG. 1 comprises a roof frame 1 with longitudinal and cross members 1a, 1b and side members 2a, 2b arranged at the level of the vehicle floor. The longitudinal beam 2 a arranged centrally in the longitudinal direction of the vehicle is designed as a floor sill. The longitudinal beam 2b extends from the front bumper to the rear section of the load-bearing structure. In addition, the load-bearing structure comprises three pairs of pillars in the form of hollow profiles, namely the B-pillar 3, the C-pillar 4, and the D-pillar 5, wherein the B-pillar and the C-pillar connect the roof frame 1 and the longitudinal beam 2a, and the D-pillar 5 connects the roof frame 1 and stringer 2b.

Taking the B-pillar and D-pillar 3, 5 shown in FIGS. Flanges 3c, 5c for door and/or window seals. Preferably the flanges 3c, 5c themselves are fitted with seals. The same applies, of course, to the circumferential edge of the C-pillar—not shown in detail.

The B-pillar of the load-bearing structure is shown in detail in FIG. 2 . The two blanks of the double blank are formed by internal hydroforming into an inner shell 3 a and an outer shell 3 b with a common circumferential edge. The two shells 3a, 3b of the strut 3 preferably consist of different materials. For example, the shell 3 b of the B-pillar 3 which is particularly stressed in the event of a crash can consist of high-strength steel. One or both of the shells 3a, 3b may also respectively consist of custom-made blanks. The structure can thus be strengthened in areas which are particularly sensitive to impacts, while in areas which are less relevant to impacts, the weight can be reduced by a smaller wall thickness.

As shown in particular in FIG. 2 b , the B-pillar 3 has a cross section that varies over the length of the pillar 3 . At its upper end, the B-pillar 3 is enlarged and trimmed to form an upper connection area 31 . As shown in detail in FIGS. 3a and 3b, the B-pillar 3 has two upwardly protruding parallel flanges 31a in its upper connecting region 31 due to the trimming, which surround the roof frame 1 in a U-shape (partially cut away). Shown) the longitudinal beam 1a, so that the pillar is connected to the roof frame 1, and connected with the longitudinal beam through the welding seam 31b. This results in a very compact and sufficiently rigid connecting joint between the B-pillar and the roof frame 1 .

As can be seen in particular from FIG. 2 a , the B-pillar 3 is enlarged in one dimension at its lower end, forming a further connecting region 32 . The connection of the B-pillar 3 to the longitudinal beam 2a of the load-bearing structure is shown in FIGS. 4a-c. Accordingly, the B-pillar 3 is inserted with its lower connection region 32 into the side member 2a through the opening 21a formed in the top side of the side member. In order to ensure reliable fixation of the B-pillar 3 in the longitudinal beam 2a, the longitudinal beam has two embossed grooves (beads) 22a disposed one above the other on its two side surfaces and distributed longitudinally along the longitudinal beam 2a. In this case, the inner apexes of pairs of opposing embossing grooves 22 a are at such a distance from one another that they rest on both sides without play on the shells 3 a , 3 b of the inserted B-pillar 3 . At these contact points, the B-pillar 3 is firmly connected to the floor sill 2a by weld seams 32a. The weld seam 32a is preferably produced here by fusion welding of the longitudinal beam 2a with a laser beam.

Through the connection between the B-pillar 3 and the longitudinal beam 2a in the above-mentioned manner, wherein the B-pillar is inserted into the end of the longitudinal beam 2a to play the role of a wall plate, forming a high-strength node structure, through which the load-bearing structure can withstand side impact Car occupants provide high security.

Figure 5 shows the D-pillar 5 of the load-bearing structure. It likewise has a cross section that varies over the length of the strut 5 and, like the B-pillar 3 described above, is widened and trimmed at its upper end to form a connecting region 51 . As shown in detail in FIG. 6 , the D-pillar 5 has an upwardly protruding flange 51 a at the outer shell 5 b in the region of its upper connection region 51 and a 90°-bend at the inner shell 5 a facing the vehicle interior. direction of the flange 51b. The two flanges 51a, 51b surround the longitudinal member 1a shown in detail of the roof frame 1 in an L-shape and are connected to it by a weld seam 51c.

As shown in FIGS. 5 and 7 , the lower end of the D-pillar 5 is enlarged and partially trimmed to form a lower connection area 52 . Specifically, the inner shell 5a of the D-pillar 5 is cut back relative to the outer shell 5b, so that the D-pillar 5 encloses the floor sill 2a with its lower connection area 52 in an L shape. In order to form a rigid joint, the D-pillar 5 is firmly connected to the longitudinal beam 2a by means of a weld seam 52a.

Claims (6)

1. The load-bearing structure of the automobile of the three-dimensional frame structure form, has a roof frame (1) that comprises longitudinal beam (1a) and crossbeam (1b) and the hollow profile longitudinal beam (2a, 2b), and struts (3, 4, 5) in the form of hollow profiles, which connect the longitudinal beams (1a) of the roof frame (1) to the longitudinal beams (2a, 2b) on the floor side, wherein the load-bearing structure The at least two opposing struts (3, 4, 5) of the struts are made of internal high-pressure formed profiles, and the respective ends of the struts (3, 4, 5) are designed to be connected to the longitudinal beams (2a, 2b) on the side of the floor Connection areas (31, 51, 32, 52) adapted to the shape of the longitudinal members (1a) of the roof frame (1) for connecting the longitudinal members (2a, 2b) on the floor side to the roof frame (1) On the longitudinal beam (1a), the pillars (3, 4, 5) are B-pillars, C-pillars or D-pillars, Its characteristics are: The B-pillar, C-pillar or D-pillar is constructed from a double slab welded at its peripheral edge forming a flange (3c, 5c) for a door and/or window seal; and, at least one strut The end is inserted into the longitudinal member on the side of the floor or the longitudinal member of the roof frame associated with it, the end of the hollow section inserted in the corresponding longitudinal member is closed and supported there on the opposite of the corresponding longitudinal member (2a, 2b). and the ends of the struts inserted into the respective stringers (2a, 2b) are supported on beads formed on the sides of the stringers. 2. The load-bearing structure according to claim 1, characterized in that: The flange (3c, 5c) mounts a seal. 3. The load-bearing structure according to claim 1 or 2, characterized in that: The two slabs of a twin slab consist of different materials. 4. The load-bearing structure according to claim 1, characterized in that: At least one of the two slabs of the twin slab consists of a custom blank. 5. The load-bearing structure according to claim 1, characterized in that: The struts (3, 4, 5) have a cross-section that varies over their length. 6. The load-bearing structure according to claim 1, characterized in that: Correspondingly at least one strut end is enlarged.

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