Impact protection reinforcement of a vehicle construction as well as connection and manufacturing methods therefor

Abstract

An impact protection reinforcement of a vehicle construction, which is supportively fastenable in the vehicle construction against the action of external mechanical extraordinary load conditions and comprises the following features: an elongated profile element with a longitudinal center line and a transversal center line arranged transversely to the longitudinal center line, which has in the longitudinal direction at each end side a fastening end and a central part therebetween, wherein the central part consists of a circumferentially closed hollow profile with a base layer and a top layer arranged opposite to the base layer, which are connected to each other via lateral faces, and the fastening ends each have a flat shape with at least two fastening points which are spaced apart differently from the transversal center line and the longitudinal center line and are provided as welding connection points to the vehicle construction.

Claims

1. An impact protection reinforcement of a vehicle construction, which is supportively fastenable in the vehicle construction against the action of external mechanical extraordinary load conditions and which comprises the following features: a. an elongated profile element with a longitudinal center line and a transversal center line arranged transversely to the longitudinal center line, which has in the longitudinal direction at each end side a fastening end and a central part therebetween, b. the central part consists of a circumferentially closed hollow profile with a base layer and a top layer arranged opposite to the base layer, which are connected to each other via lateral faces, and c. the fastening ends each have a flat shape with at least two fastening points which are spaced apart differently from the transversal center line and the longitudinal center line and are provided as connection points, in particular as welding connection points, to the vehicle construction.

2. The impact protection reinforcement according to claim 1, wherein the base layer and the top layer of the hollow profile of the central part have a greater thickness than the connecting lateral faces.

3. The impact protection reinforcement according to claim 1, wherein at least one fastening end consists of a compressed hollow profile, so that the base layer and the top layer are arranged adjacent to each other in a planar manner and the lateral faces are widened laterally outwardly relative to the longitudinal center line of the impact protection reinforcement.

4. The impact protection reinforcement according to claim 1, wherein at least one fastening end is formed wedge-shaped in a side view in the direction of the transversal center line and the base layer or the top layer is cut out so that the fastening points are arranged in the uncut top layer or base layer.

5. The impact protection reinforcement according to claim 1, which provides a) at at least one fastening end only two fastening points for one connection means each, which are spaced apart from each other in the transversal and longitudinal direction of the impact protection reinforcement or which provides b) at at least one fastening end only three fastening points for one connection means each, of which at least two are spaced apart and positioned differently from the transversal center line and all are spaced apart and positioned differently from the longitudinal center line or which provides c) at at least one fastening end only four fastening points for one connection means each, of which at least two are differently spaced apart from the transversal center line and at least two are differently spaced apart from the longitudinal center line of the impact protection reinforcement.

6. The impact protection reinforcement according to claim 5, wherein the fastening ends have at the fastening points one welding auxiliary joining part each joined therein, which is weldable to a vehicle construction made of steel, or wherein the fastening ends have at the fastening points one bore each via which the impact protection reinforcement is screwable to a vehicle construction.

7. The impact protection reinforcement according to claim 1, which is provided a) as an extruded or continuously cast aluminum profile consisting of aluminum or an aluminum alloy or which is provided b) as a roll-formed or deep-drawn metal part, preferably made of steel or a metal alloy, or as a metal cast part.

8. A vehicle construction with at least one impact protection reinforcement according to claim 1, which is connected to the vehicle construction by the fastening ends.

9. The vehicle construction according to claim 8, wherein i) the impact protection reinforcement is provided a) as an extruded or continuously cast aluminum profile consisting of aluminum or an aluminum alloy or b) as a roll-formed or deep-drawn metal part, preferably made of steel or a metal alloy, or as a metal cast part, wherein ii) the fastening ends have at the fastening points one welding auxiliary joining part each joined therein, which is weldable to a vehicle construction made of steel, and wherein iii) the welding auxiliary joining parts placed in the fastening ends of the impact protection reinforcement are welded to the vehicle construction by means of a resistance welding method and provide a firm connection between the vehicle construction and the impact protection reinforcement.

10. The vehicle construction according to claim 8, wherein i) the impact protection reinforcement is provided a) as an extruded or continuously cast aluminum profile consisting of aluminum or an aluminum alloy or b) as a roll-formed or deep-drawn metal part, preferably made of steel or a metal alloy, or as a metal cast part, wherein ii) the fastening ends have at the fastening points one bore each via which the impact protection reinforcement is screwable to a vehicle construction, and wherein iii) the fastening ends of the impact protection reinforcement are screwed to the vehicle construction via the plurality of bores provided therein and provide a firm connection between the vehicle construction and the impact protection reinforcement.

11. The vehicle construction according to claim 8, wherein i) the impact protection reinforcement is provided a) as an extruded or continuously cast aluminum profile consisting of aluminum or an aluminum alloy or b) as a roll-formed or deep-drawn metal part, preferably made of steel or a metal alloy, or as a metal cast part, wherein ii) the impact protection reinforcement provides a) at at least one fastening end only two fastening points for one connection means each, which are spaced apart from each other in the transversal and longitudinal direction of the impact protection reinforcement or b) at at least one fastening end only three fastening points for one connection means each, of which at least two are spaced apart and positioned differently from the transversal center line and all are spaced apart and positioned differently from the longitudinal center line or c) at at least one fastening end only four fastening points for one connection means each, of which at least two are differently spaced apart from the transversal center line and at least two are differently spaced apart from the longitudinal center line of the impact protection reinforcement, and wherein iii) the fastening ends of the impact protection reinforcement are connected to the vehicle construction by the plurality of fastening points provided there each having a punch rivet, a bolt or nail, a flow-forming screw or a clinch connection and provide a firm connection between the vehicle construction and the impact protection reinforcement.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The embodiments of the present disclosure are explained in more detail with reference to the accompanying drawing. Showing:

(2) FIG. 1 a side view of an embodiment of an impact protection reinforcement,

(3) FIG. 2 a top view of the embodiment according to FIG. 1,

(4) FIGS. 3a-3f cross-sectional shapes of the hollow profile-like central part of the impact protection reinforcement,

(5) FIG. 4 an enlarged view of a fastening end of an embodiment according to FIG. 1,

(6) FIG. 5 an enlarged view of an embodiment of a fastening end of the impact protection reinforcement,

(7) FIG. 6 an enlarged view of a further embodiment of a fastening end of the impact protection reinforcement,

(8) FIG. 7 an enlarged view of a further embodiment of a fastening end of the impact protection reinforcement,

(9) FIG. 8 an enlarged view of a further embodiment of a fastening end of the impact protection reinforcement,

(10) FIG. 9 a flow chart of an embodiment of a connection method of the impact protection reinforcement to a vehicle construction, and

(11) FIG. 10 a flow chart of an embodiment of a manufacturing method of the impact protection reinforcement.

DETAILED DESCRIPTION

(12) The impact protection reinforcement 1 is shown in a side view in FIG. 1 and in a top view in FIG. 2 according to an embodiment of the present disclosure. The impact protection reinforcement 1 is formed by an elongated profile element. This consists of a hollow profile in a central part 10.

(13) The elongated profile element may be made of aluminum or an aluminum alloy. This choice of material may be preferred due to its own weight and its strength and deformation properties compared to steels and other metals or plastics. According to other embodiments, the impact protection reinforcement 1 may also be made of steel, plastic or a reinforced plastic, depending on the application.

(14) For the manufacturing of the impact protection reinforcement 1 of aluminum or an aluminum alloy, the elongated profile element 10 may be extruded or continuously cast (step H 1). In order to set a suitable length for the impact protection reinforcement 1, the extruded or continuously cast hollow profile 10 is cut to the appropriate length. After this, the processing continues.

(15) If the impact protection reinforcement is made of steel or another metal that does not include aluminum, or of another metal alloy without aluminum, roll forming, deep drawing or casting of an elongated profile element as hollow profile is used.

(16) In the following, the construction of the impact protection reinforcement 1 is described using the example of the impact protection reinforcement 1 made of aluminum or an aluminum alloy. This is exemplary for an impact protection reinforcement 1, which can be formed from one of the above-mentioned or another suitable material.

(17) The elongated hollow profile of the central part 10 comprises a base layer 12 and a top layer 14. The base layer 12 and top layer 14 may be arranged parallel to each other and are connected to each other via lateral faces 16. It may also be preferred that the base layer 12 and the top layer 14 are arranged converging to each other and are connected to each other via the lateral faces 16.

(18) The combination of the base layer 12 and the top layer 14 as well as the lateral faces 16 may form a circumferentially closed hollow profile.

(19) It may be preferred that the impact protection reinforcement 1 comprises a fastening end 20; 30 at each end of the elongated profile construction. By means of the two fastening ends 20; 30, the impact protection reinforcement 1 is connected to a vehicle construction or another frame construction and the latter are thereby reinforced.

(20) The base layer 12 and the top layer 14 can be described by a longitudinal center line M.sub.L and a transversal center line M.sub.Q. The longitudinal center line M.sub.L extends in the longitudinal direction of the base layer 12 or the top layer 14 in the middle thereof (see FIG. 1). The transversal center line M.sub.Q divides the impact protection reinforcement 1 transversely to the longitudinal direction into two halves (see FIG. 1). For further description of the construction of the impact protection reinforcement 1, the longitudinal center line M.sub.L and the transversal center line M.sub.Q may extend in the plane of the base layer 12, as shown in FIG. 2.

(21) In order to achieve the stability of the impact protection reinforcement 1, the base layer 12 and the top layer 14 may have a greater material thickness than the connecting lateral faces 16. Depending on the application, it may also be preferred to provide the base layer 12, the top layer 14 and the lateral faces 16 with the same material thickness. To achieve weight savings, however, it is advantageous to use lateral faces 16 of lower material thickness compared to the base layer 12 and the top layer 14.

(22) According to a first embodiment of the closed hollow profile of the central part 10, the cross-section may have the shape of a square. Further preferred are also cross-sectional shapes in the form of a rectangle or parallelogram or trapezoid or polygon. Correspondingly usable cross-sections of the hollow profile-like central part 10 are shown in FIG. 3.

(23) By means of the different cross-sections of the hollow profile-like central part 10, the impact protection reinforcement 1 is adapted to possible mechanical extraordinary load conditions and the reinforcements that are necessary for this. Mechanical extraordinary load conditions refer to mechanical loads on a frame construction, such as a vehicle construction, which do not occur permanently or cyclically, but only in exceptional situations. With regard to a motor vehicle, a mechanical extraordinary load condition is a traffic accident, a collision with an obstacle due to unfavorable roadway conditions or similar. By an extraordinary load condition the frame construction is subjected to a mechanical load for which it does not have to be designed as standard. In order to still be able to resist this extraordinary load condition sufficiently, the frame construction is reinforced with the impact protection reinforcement 1 in areas where extraordinary load conditions may occur.

(24) FIG. 3, for example, shows the following shapes as non-exhaustive example designs of the cross-section of the hollow profile-like central part 10: A) a square, B) a rectangle, C) a parallelogram, D) a trapezoid as well as E) and F) a polygon. It may also be preferred to use an octagonal polygon as cross-section.

(25) If it may be assumed that a mechanical extraordinary load condition acts in the normal direction of the base layer 12 or the top layer 14, the impact protection reinforcement 1 is loaded or stressed by bending along the longitudinal center line M.sub.L. This bending stress may be counteracted by the different shape designs of the lateral faces 16.

(26) According to a further embodiment, the hollow profile of the central part 10 is formed closed at its circumference except for the fastening ends 20; 30. According to another embodiment of the hollow profile-like central part 10, the base layer 12 and the top layer 14 extend parallel to each other over at least 70% of their length.

(27) Different designs of the fastening ends 20; 30 are shown in FIGS. 4 and 5. It may be preferred to use only one construction type for both fastening ends 20; 30. In the same way, it may be preferred to provide the fastening ends 20; 30 in different construction types.

(28) A first construction type of the fastening ends 20; 30 is described using the example of fastening end 20 in FIG. 4. At the fastening end 20, the base layer 12 and the top layer 14 were pressed together, i.e. they were compressed. As a result, the base layer 12 and the top layer 14 may abut against each other, and thereby reinforce the fastening end 20.

(29) By compressing the hollow profile in the portion of the fastening end 20, the lateral faces 16 may be deformed laterally outwardly, so that outer folds 22 result. These folds 22, which are arranged opposite to each other, may extend the fastening face 24 of the fastening end 20 provided by the base layer 12 or the top layer 14.

(30) A plurality of welding auxiliary joining parts 40 may be provided for fastening the fastening end 20 to a frame construction. The welding auxiliary joining parts 40 may consist of a weldable material in order to be welded to the frame construction or to a vehicle construction. Similar to a solid punch rivet or a welding stud, as described in DE 10 2012 010 870, DE 10 2012 018 866 or DE 10 2017 115 229, the plurality of welding auxiliary joining parts 40 is set into the fastening end 20 through the base layer 12 and the top layer 14. Accordingly, a head of the welding auxiliary joining part 40 supports itself on the base layer 12 or the top layer 14, respectively, and a shaft of the welding auxiliary joining part 40 projects from the opposite top layer 14 or the base layer 12. Accordingly, the projecting shaft portion is available to be welded to a frame construction or a vehicle construction. A resistance welding method may be used for this purpose.

(31) As alternative connection means, punch rivets, nails or setting bolts, flow-forming screws or screw-nut combinations may be used at the fastening points of the fastening ends instead of the welding auxiliary joining parts. It is understood that screw-nut combinations can only be realized in combination with a hole previously provided at the fastening point. Compared to this, punch rivets, nails, bolts and flow-forming screws may be joined directly at the fastening points in a connecting manner. Additionally, clinching may also be preferred as a connection method without auxiliary joining part. In the following, the fastening of the impact protection reinforcement with welding auxiliary joining parts will be described. The fastening with welding auxiliary joining parts serves as an example for fastening with other above-mentioned connection means and can be applied analogously to these.

(32) According to another construction of the fastening end 30, the latter is formed wedge-shaped in a side view (see FIG. 5). The wedge shape may be created by removing a part of the end of the top layer 14 in the direction of the transversal center line M.sub.Q. As a result, the base layer 12 is freely accessible in this area in order to set the welding auxiliary joining parts 40 in it and subsequently weld them. From FIG. 5 it can be seen that the head of the welding auxiliary joining part 40 supports itself on the base layer 12 facing the top layer 14. On the side of the base layer 12 facing away from the top layer 14, the shaft of the welding auxiliary joining part 40 protrudes so that it can be welded by means of resistance welding.

(33) The top layer 14 may be cut out or shortened in the area of the fastening end 30 to such an extent that the welding auxiliary joining parts 40 are easily accessible for the welding electrodes for resistance welding.

(34) It likewise may be preferred to cut out the base layer 12 and to set the welding auxiliary joining parts 40 into the top layer 14.

(35) According to further embodiments, the fastening ends 20; 30 are welded to a frame construction by means of resistance welding by a plurality of welding auxiliary joining parts 40. For this purpose, the welding auxiliary joining parts 40 are first set into the fastening ends 20; 30 as described above.

(36) According to a further embodiment, the welding auxiliary joining parts 40 are set into the fastening ends 20; 30 in the context of the manufacturing method of the impact protection reinforcement 1.

(37) According to a further embodiment, in the context of the connection method of the impact protection reinforcement 1 with the frame construction, the welding auxiliary joining parts 40 are set into the fastening ends 20; 30 before welding the impact protection reinforcement 1 to the frame construction.

(38) According to a first design, two welding auxiliary joining parts 40 are set into the fastening end 20; 30. The two welding auxiliary joining parts 40 are positioned at fastening points which are spaced apart from each other in the direction of the longitudinal center line M.sub.L and the transversal center line M.sub.Q. Correspondingly, the only two welding auxiliary joining parts 40 are not positioned together on the longitudinal center line M.sub.L and a line L.sub.Q parallel to the transversal center line M.sub.Q. The two fastening points or already set welding auxiliary joining parts 40 may be arranged on a connection line L.sub.v, which is inclined at an angle different from 0° or from 90° to the longitudinal center line M.sub.L and the transversal center line M.sub.Q.

(39) It may also be preferred that the welding auxiliary joining parts 40 are spaced apart from each other along the connection line L.sub.v in a predefined range. This distance or range may be chosen in such a manner that a danger of an electrical shunt during resistance welding via an adjacent connection is reduced.

(40) According to FIG. 7, it may also be preferred to fasten at least one fastening end 20; 30 by means of only three welding auxiliary joining parts 40. These are set in the flat fastening end 20; 30 in such a manner that at least two of the fastening points are spaced apart and arranged differently from the transversal center line M.sub.Q and all three of the fastening points are spaced apart and arranged differently from the longitudinal center line M.sub.L. It becomes apparent from FIGS. 7 and 8 that the welding auxiliary joining parts 40 may be arranged at the same distance from the longitudinal center line M.sub.L. However, as one welding auxiliary joining part 40 is arranged or positioned above and one welding auxiliary joining part 40 is arranged or positioned below the longitudinal center line M.sub.L, or one welding auxiliary joining part 40 is arranged or positioned to the right and one welding auxiliary joining part 40 is arranged or positioned to the left of the longitudinal center line M.sub.L, the fastening pattern results in which all three fastening points or welding auxiliary joining parts are spaced apart and positioned differently from the longitudinal center line M.sub.L.

(41) Accordingly, the welding auxiliary joining parts 40 or the preselected fastening points form the following shapes: an isosceles triangle (FIG. 7), an equal-sided triangle (not shown), an unequal-sided triangle (FIG. 8) or a line (see FIG. 8 with the welding auxiliary joining parts 40 drawn dashed).

(42) According to another embodiment (see FIG. 4), at least one fastening end 20; 30 is fastened with only four welding auxiliary joining parts 40 at four fastening points. At least two of the welding auxiliary joining parts 40 are spaced apart and positioned differently from the transversal center line M.sub.Q and at least two of the welding auxiliary joining parts 40 are spaced apart and positioned differently from the longitudinal center line M.sub.L. Under the above condition, the only four welding auxiliary joining parts 40 form one of the following shapes: a square, a rectangle, a parallelogram, a trapezoid, an irregular square or a triangle.

(43) Furthermore, the present disclosure comprises the connection method already mentioned above for the impact protection reinforcement 1 with a vehicle construction or a frame construction. This connection method comprises the following steps: arranging the impact protection reinforcement 1 in the vehicle construction in step V 1. Subsequently, the impact protection reinforcement is connected by the welding auxiliary joining parts 40 being present in the fastening ends 20; 30 to the vehicle construction by means of resistance welding (step V 2).

(44) In the context of this connection method, it may also be preferred as a preparation step to first set the plurality of welding auxiliary joining parts 40 into the fastening ends 20; 30 of the impact protection reinforcement 1.

(45) The connection method is illustrated by a flow chart in FIG. 9 according to a further embodiment.

(46) In addition, the present disclosure provides the above mentioned manufacturing method for the impact protection reinforcement 1 of aluminum or an aluminum alloy. After the elongated profile element has been extruded or continuously cast as a hollow profile (step H 1), the two fastening ends 20; 30 are formed. These fastening ends 20; 30 may have the same shape or different shapes.

(47) According to a first alternative, in step H 2 a compressing of at least one end of the profile element takes place so that the base layer 12 and the top layer 14 are arranged adjacent to each other and the lateral faces 16 have been widened laterally outwardly relative to the longitudinal center line M.sub.L of the impact protection reinforcement 1.

(48) Alternatively, it may also be preferred that in step H 2 the base layer 12 or the top layer 14 is cut out in the area of the fastening end 20; 30, so that at least one fastening end 20; 30 is formed wedge-shaped in a side view in the direction of the transversal center line M.sub.Q. Accordingly, the fastening points for the welding auxiliary joining parts 40 are arranged in the uncut top layer 14 or base layer 12.

(49) Furthermore, it may be preferred that the preparatory setting of the welding auxiliary joining parts 40 in the fastening ends 20; 30 may be carried out as a partial step of the manufacturing method. Accordingly, a plurality of welding auxiliary joining parts 40 are set into each fastening end 20; 30 in order to prepare for a welding of the impact protection reinforcement 1 to a vehicle construction by means of resistance welding.

(50) The individual steps of the above-described manufacturing method are illustrated by means of a flow chart in FIG. 10.