Body for a Passenger Car and Passenger Car

Abstract

A body for a passenger car has a body-in-white structure which is located behind a wheel well for a front wheel of the passenger car and which has a transverse member that extends on the outside of a longitudinal beam of the body-in-white structure in front of a front end wall of the body-in-white structure in the vehicle transverse direction. The transverse member has a catch element which is designed to catch a rim of the front wheel that has moved backwards in the vehicle longitudinal direction in the event of an accident and is turning in rearward towards the vehicle center. The body-in-white structure has an A-pillar located behind the catch element, a lateral sill located behind the catch element, and a support element which is located in the A-pillar and via which the catch element that has moved backwards in the event of an accident and, via the catch element, the rim that has moved backwards in the event of an accident, can be supported towards the rear on the lateral sill.

Claims

1.-10. (canceled)

11. A body for a passenger motor vehicle, comprising: a shell structure which is arranged behind a wheel housing for a front wheel of the passenger motor vehicle, the shell structure comprising: a transverse member that extends on an outer side of a longitudinal member of the shell structure in front of a front end wall of the shell structure in a transverse vehicle direction, wherein the transverse member has a catch element configured to catch a rim of the front wheel which is displaced backward in a longitudinal vehicle direction as a result of an accident, which rim turns inward in a backward direction toward a vehicle center; an A-pillar arranged behind the catch element in the longitudinal vehicle direction; a lateral sill arranged behind the catch element in the longitudinal vehicle direction; and a support element arranged in the A-pillar via which the catch element, which is displaced backward in the longitudinal vehicle direction as a result of the rim being caught as a result of an accident, is supportable, and thereby the rim which is displaced backward in the longitudinal vehicle direction as a result of the accident is supportable on the lateral sill in a backward direction in the longitudinal vehicle direction.

12. The body according to claim 11, wherein the support element is of wedge-shaped form and extends diagonally in a corner region which is formed by the lateral sill and the A-pillar.

13. The body according to claim 12, wherein the support element is supported in a downward direction in a vertical vehicle direction, directly on the lateral sill, and/or in a forward direction in the longitudinal vehicle direction directly on the A-pillar.

14. The body according to claim 12, wherein an upper side, which is directed upward in the vertical vehicle direction, of the support element extends from an upper front region to a lower rear region in the longitudinal vehicle direction.

15. The body according to claim 11, wherein the support element has a closed profile.

16. The body according to one of claim 11, wherein the support element has a profile which is open at precisely one side and thereby a hollow cross section which is open at the side and which is supplemented by the lateral sill or the A-pillar to form a closed hollow cross-section.

17. The body according to claim 11, wherein the support element is constructed in several pieces.

18. The body according to claim 17, wherein the support element is constructed in two pieces and has only two integrally constructed components which are constructed separately from each other and which are connected to each other.

19. The body according to claim 11, wherein the support element is a metal support element.

20. The body according to claim 19, wherein the support element is a steel support element.

21. A passenger motor vehicle comprising a body according to claim 11.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0039] FIG. 1 is a cutout of a schematic and perspective front view of a shell structure of a body according to the invention of a passenger motor vehicle;

[0040] FIG. 2 is a cutout of a schematic plan view of the shell structure;

[0041] FIG. 3 is a cutout of an additional schematic plan view of the shell structure;

[0042] FIG. 4 is a cutout of a schematic perspective view of the shell structure;

[0043] FIG. 5 is a schematic and perspective exploded view of a support element of the shell structure; and

[0044] FIG. 6 is another schematic and perspective exploded view of the support element.

[0045] In the Figures, identical or functionally identical elements are denoted with the same reference numerals.

DETAILED DESCRIPTION OF THE DRAWINGS

[0046] FIG. 1 shows a cutout of a perspective view of a self-supporting body, which is also referred to as a motor car body or passenger motor vehicle body, of a passenger motor vehicle. The self-supporting body has a shell structure 1 which is arranged in the longitudinal vehicle direction behind a wheel housing (not visible in FIG. 1) of a front wheel of the passenger motor vehicle. Of a front car section 2, which is also referred to as the front car region, of the body or the passenger motor vehicle, in the present case in particular a longitudinal member 3 (which is illustrated in a cut-away manner) of a main longitudinal member plane can be seen, wherein the longitudinal member 3 is also occasionally referred to as an engine carrier. Such a longitudinal member 3 of the shell structure 1 is located in a mirror-symmetrical manner at the outer side of a central tunnel-like member 4 at the other vehicle side. In this instance, the respective longitudinal member 3 is supported in a backward direction on a transverse member element, which is also referred to as a transverse member, of the shell structure 1. The transverse member element 6 extends in the transverse vehicle direction over the entire vehicle width which extends in the transverse vehicle direction and which is also referred to simply as the width, wherein the transverse vehicle direction is also referred to as the y direction. The transverse member element 6 bridges the central tunnel-like member 4 in a curved manner. Furthermore, an end wall 5 of the shell structure can be seen above the transverse member element 6. The end wall 5 subdivides the front car section 2 from a passenger compartment 7, which is located behind it in the longitudinal vehicle direction (x direction), of the body or the passenger motor vehicle which is also simply referred to as a motor vehicle. The end wall 5 extends primarily from an upper transverse windscreen carrier downward and merges at that location into a vehicle floor 9 which comprises or forms, for example, the mentioned central tunnel-like member 4.

[0047] The shell structure 1 which is arranged in the longitudinal vehicle direction behind the wheel housing of the front wheel substantially comprises a transverse member 10 or similar transverse element which externally adjoins the laterally corresponding longitudinal member 3 or is connected thereto and which extends in the transverse vehicle direction toward the vehicle exterior as far as the region of a lateral wall 11. With respect to the transverse vehicle direction (y direction), the transverse member 10 consequently overlaps with the external end thereof a front region of a lateral sill 12 of the shell structure 1 or a pillar base, which extends in this region, of a door pillar which is in the form of an A-pillar 13. Furthermore, FIG. 1 clearly shows that the transverse member 10 extends in front of the front end wall 5 in the transverse vehicle direction or is connected thereto and/or to the transverse member element 6 associated therewith via a flange connection 14.

[0048] FIG. 2 shows in a cutout and partially sectioned plan view the shell structure 1 according to FIG. 1 and a rim 15 of the front wheel which is on the left when viewed in the forward travel direction and which is arranged in front of the corresponding shell structure 1 or the transverse member 10 in the longitudinal vehicle direction (x direction). The front wheel or the rim 15 thereof is illustrated in an initial position for travel in a straight line in this case. In this instance, the front wheel is usually articulated to an associated front axle and retained via chassis members which cannot be seen in greater detail and which are also referred to as links.

[0049] Of the transverse member 10 which is arranged in the longitudinal vehicle direction (x direction) behind the front wheel or the rim 15, a front external shell element 16 and a rear shell element 17 which are connected to each other with a hollow space 18 being formed or are secured at the front side of the end wall 5 can be seen. In this case, FIG. 2 again clearly shows that the transverse member 10 or the respective shell elements 16, 17 extend substantially between an external side 19 of the laterally associated longitudinal member 3 and the lateral sill 12 or the A-pillar 13 which is arranged in the front region thereof. In this case, it can particularly be seen that the front shell element and the rear shell element 16, 17 have respective flanges 20, 21 which form with a front, end structural element or sheet metal element 22 of the laterally corresponding lateral sill 12 or the associated door pillar (A-pillar 13), a three-layered planar interconnected arrangement or a corresponding flange connection 23 which are connected to each other by continuous spot welding. Since the two shell elements 16, 17 and the structural element 22 are consequently connected via respective 3 sheet metal locations, respective through-holes can be dispensed with, particularly in the front or external shell element 16.

[0050] Furthermore, particularly when FIGS. 1 and 2 are viewed together, it can be seen that the transverse member 10 has a catch element 24 in the form of a catch edge 25 which is constructed in the front shell element 16 and the function of which will be explained in even greater detail below. In the present embodiment, the shell elements 16, 17 are configured from respective sheet metal shaped components so that the catch edge 25 can be introduced, for example, simply by corresponding forming. The catch edge 25 extends—as can be seen particularly clearly in FIG. 1—in a manner located over the at least substantially complete height of the transverse member 10 or the front shell element 16. In this case, the catch edge 25 is constructed by an angle between two substantially planar surface zones 26 and 27 of the external front shell element 16.

[0051] FIG. 2 further shows that a reinforcement element 28 whose function will also be explained in even greater detail below is arranged inside the hollow space 18 of the transverse member 10. In this case, the reinforcement element 28 can be fixed, for example, by a joining connection or the like inside the hollow space 18 of the transverse member 10. In the present embodiment, the reinforcement element 28 extends from the catch edge 25 at least substantially in the transverse vehicle direction (y direction) toward the vehicle center. Since the catch edge 25 substantially extends in continuation of an inner side of the lateral sill 12, the reinforcement element 28 consequently extends in this case substantially from the inner side of the lateral sill 12 toward the vehicle center.

[0052] If, as a result of a front-end collision with small width overlap of the passenger motor vehicle with another vehicle or a barrier, an accident-related backward displacement of the front wheel and in particular the rim 15 in the longitudinal vehicle direction (x direction) backward is brought about, which is indicated by an arrow 29, this results in an inward rotation of a rear region 30 of the rim 15 in the transverse vehicle direction (y direction) toward the vehicle center as a result of the articulation or connection of the front wheel or the rim 15 to the corresponding chassis members or links, which is indicated by an arrow 31.

[0053] In order now to prevent excessive inward rotation of the front wheel or the rim 15 about a notional axis which extends at least substantially in the vertical vehicle direction, the front wheel which is displaced backward as a result of the accident or the associated rim 15 is caught by means of the catch edge 25. In specific terms, this means that in particular an external rim flange 32 of the rim 15 is caught by the catch edge 25 when the rim 15 as a result of an accident is displaced backward in the longitudinal vehicle direction (x direction) (arrow 29) and accordingly rotates inwardly with the rear region 30 thereof about the notional axis toward the vehicle center (arrow 31).

[0054] In other words, consequently, the catch edge 25 enables the rim 15 not to rotate excessively inward but instead to remain substantially in the extent direction thereof which extends in the longitudinal vehicle direction. Consequently, the rim 15 should at most be supported on the transverse member 10 with a moderate steering lock angle of the rear region 30 thereof toward the vehicle center. This initially means that no softer regions of the shell structure 1 near the outer side 19 of the longitudinal member 3 are affected, which could lead to excessive intrusions in the region of the passenger compartment and improved support of the rim 15 so that it can be caused to break as a result of the accident-related action of forces, which again reduces the stress on the surrounding shell structure 1. A better energy absorption capacity in the region of the front car section 2 and generally an improved accident behavior are thereby generally produced.

[0055] Instead of the catch edge 25—as already explained—for example, another catch element, such as a strip which is arranged at the outer side of the transverse member 10 or the shell element 16, or the like, is contemplated. However, a catch edge 25, as described in this instance, has a particularly simple and highly effective configuration.

[0056] In order now to be able to achieve a particularly advantageous accident behavior of the passenger motor vehicle, the shell structure 1 which comprises the A-pillar 13 and the lateral sill 12, wherein the A-pillar 13 and the lateral sill 12 are arranged in the longitudinal vehicle direction behind the catch element 24, in particular behind the catch edge 25, also comprises a support element 33 which is arranged in the A-pillar and which can be seen in particular in FIGS. 3 to 5. The catch element 24 which is displaced backward as a result of the rim 15 being caught as a result of an accident in the longitudinal vehicle direction (x direction) can be supported via the support element 33, and thereby the rim 15 which is displaced backward as a result of an accident in the longitudinal vehicle direction (x direction) can be supported toward the rear in the longitudinal vehicle direction on the lateral sill 12. In this case, FIG. 4 particularly clearly shows that the support element 33 is constructed separately from the lateral sill 12 and separately from the A-pillar 13. In particular, the support element 33 is arranged in a hollow space 34 of the A-pillar 13, the hollow space 34 of which is delimited toward the front in the longitudinal vehicle direction at least partially, in particular at least mainly or completely, by a front pillar portion 35 of the A-pillar 13. In particular, the support element 33 is arranged in the above-mentioned pillar base of the A-pillar 13, via which the A-pillar 13 is connected to the lateral sill 12. The hollow space 34 is, for example, a hollow cross section of the A-pillar 13, wherein the hollow space 34 can be delimited toward the bottom in the longitudinal vehicle direction at least partially, in particular at least mainly or completely, by the lateral sill 12. Of the lateral sill 12, FIG. 4 shows a reinforcement element 36 which is also referred to as a sill reinforcement or lateral sill reinforcement and by which the lateral sill 12 is reinforced or configured.

[0057] Furthermore, FIG. 4 shows particularly clearly that the support element is constructed at least substantially in a wedge-like manner, wherein the support element 33 extends diagonally in a corner region E which is formed by the lateral sill 12, in particular the reinforcement element 36, and the A-pillar 13, in particular the pillar portion 35. In this case, for example, the support element 33 is supported in the vertical vehicle direction downward, in particular directly, on the lateral sill 12, in particular on the reinforcement element 36, and/or in the longitudinal vehicle direction forward, in particular directly, on the A-pillar 13, in particular on the pillar portion 35. Furthermore, the support element 33 is constructed in such a wedge-like manner that an upper side 37, which is directed upwardly in the vertical vehicle direction, of the support element 33 extends in the longitudinal vehicle direction from the upper front region toward the lower rear region and consequently extends in the longitudinal vehicle direction backward obliquely relative to the longitudinal vehicle direction and/or to the vertical vehicle direction successively toward the lateral sill 12.

[0058] In principle, it is contemplated for the support element 33 to be a closed profile per se. In the embodiment which is shown in the Figures, however, there is provision for—as can be seen particularly clearly in FIGS. 5 and 6—the support element 33 to be a profile which is open at precisely one side S per se and thereby per se to have a hollow cross section Q which is open at the side S, wherein the S is directed downward in the vertical vehicle direction and consequently faces the lateral sill 12. The open hollow cross section Q is supplemented by the lateral sill 12, in particular by the reinforcement element 36, to form a closed hollow cross section. It is thereby possible to achieve a particularly great rigidity.

[0059] Finally, FIGS. 5 and 6 particularly clearly show that the support element 33 is constructed in two pieces and thereby has precisely two components 38 and 39 which are constructed in one piece. Preferably, the components 38 and 39 are made from a metal material. The components 38 and 39 are constructed separately from each other and connected to each other, in particular connected to each other in a materially engaging manner, and, for example, adhesively bonded to each other and/or welded to each other. The components 38, 39 per se are shell elements which in the assembled state form the mentioned profile of the support element 33. The components 38, 39 are connected to each other via respective joining flanges which, for example, at least partially overlap each other. Furthermore, for example, the support element 33 is connected to the lateral sill 12 and/or the A-pillar 13 via respective joining flanges.

[0060] By using the support element 33, it is possible to place a particularly great counter-force against the rim 15 or the accident-related backward displacement in order thereby to support the rim 15 in particular via the catch element 24 particularly well and to cause it to break particularly early. Furthermore, the intrusions can thereby be prevented.

LIST OF REFERENCE NUMERALS

[0061] 1 Shell structure
2 Front car section
3 Longitudinal member
4 Central tunnel-like member
5 End wall
6 Transverse member element
7 Passenger compartment
9 Vehicle floor
10 Transverse member
11 Lateral wall
12 Lateral sill

13 A-pillar

[0062] 14 Flange connection

15 Rim

[0063] 16 Shell element
17 Shell element
18 Hollow space
19 Outer side

20 Flange

21 Flange

[0064] 22 Sheet metal element
23 Flange connection
24 Catch element
25 Catch edge
26 Surface zone
27 Surface zone
28 Reinforcement element

29 Arrow

[0065] 30 Rear region

31 Arrow

32 Arrow

[0066] 33 Support element
34 Hollow space
35 Pillar portion
36 Reinforcement element
37 Upper side

38 Component

39 Component

[0067] Q Cross section

S Side