ROLLOVER DEVICE FOR A PASSENGER COMPARTMENT OF A MOTOR VEHICLE, METHOD OF PRODUCTION THEREOF AND MOTOR VEHICLE

Abstract

A rollover device for a passenger compartment of a motor vehicle includes a plurality of struts made of fiber-reinforced plastic, and a plurality of fastening feet made of metallic material for connecting the rollover device to a vehicle body. At least one fastening foot made of metallic material is connected to a respective strut made of fiber-reinforced plastic via a material-locking connection on the one hand and via a form-locking connection on the other hand.

Claims

1. A rollover device for a passenger compartment of a motor vehicle, said rollover device comprising: a plurality of struts composed of fiber-reinforced plastic, a plurality of fastening feet composed of metallic material for connecting the rollover device to a vehicle body, wherein at least one fastening foot that is composed of metallic material is connected to a respective strut that is composed of fiber-reinforced plastic via a material-locking connection as well as a form-locking connection.

2. The rollover device according to claim 1, wherein the rollover device further comprises a main bracket and a support bracket for said main bracket, wherein the main bracket comprises a transverse strut which extends in a transverse direction (y) of the vehicle and vertical struts which are positioned on either side of the transverse strut and extend in the vertical direction (z) of the vehicle and are configured to be connected to the vehicle body by first ends which face away from the transverse strut via first fastening feet are disposed on said first ends, wherein the support bracket, which is disposed behind the main bracket, as viewed in the longitudinal direction (x) of the vehicle, comprises (i) longitudinal struts which extend in both the longitudinal direction (x) of the vehicle and in the vertical direction (z) of the vehicle and (ii) at least one stiffening strut which extends between the longitudinal struts, wherein the longitudinal struts of the support bracket are configured to be connected to the vehicle body with first ends which face away from the main bracket via second fastening feet which are disposed on said first ends, wherein at least the second fastening feet are connected to the longitudinal struts of the support bracket via a material-locking connection and a form-locking connection.

3. The rollover device according to claim 1, wherein the material-locking connection of each fastening foot to its respective strut is implemented as an adhesive connection.

4. The rollover device according to claim 1, wherein the form-locking connection of each respective fastening foot to its respective strut is implemented as a bolt connection or as a screw connection or as a rivet connection.

5. The rollover device according to claim 1, wherein each respective fastening foot projects partly into the first end of its respective strut, which is at least partly hollow and forms an overlap region with the respective strut, wherein the material-locking connection is configured along an overlap region, and at least one form-locking fastening means extends through the respective overlap region to create the form-locking connection.

6. The rollover device according to claim 5, wherein openings are disposed in the first end of each respective strut and in its respective fastening foot in the overlap region thereof, through which the at least one form-locking fastening means extends, wherein the openings are implemented in pairs as entry openings and exit openings, the paired openings are respectively configured opposite to one another on the first end of the respective strut and in the respective fastening foot, wherein longitudinal axes of the paired openings in the first ends of the respective strut and in the respective fastening foot are disposed on a straight line, wherein the entry openings have a larger diameter than the exit openings.

7. The rollover device according to claim 6, wherein the respective form-locking fastening means is implemented as a bolt, the respective bolt comprises a recess in the diameter, the recess abuts an inner side of a boundary of the exit opening of the respective fastening foot as a stop, and thereby defines an insertion depth for the bolt.

8. The rollover device according to claim 7, wherein on a bolt end which has a smaller diameter than the other bolt end, the respective bolt comprises an internal thread, the respective bolt is secured against loosening by a respective screw in an internal thread, a screw head of the respective screw projects beyond the respective bolt in a radial direction of the respective screw, the respective first end of the respective strut comprises a depression on an outer side thereof around the exit opening, which is configured such that, during tightening, the respective screw abuts the respective bolt but not the first end of the respective strut.

9. The rollover device according to claim 7, wherein inner diameters of the respective entry openings and the respective exit openings and outer diameters of bolt ends of the respective bolt are dimensioned such that there is a press fit at least between the respective bolt and the respective fastening foot.

10. The rollover device according to claim 7, wherein each bolt is made of metallic material.

11. The rollover device according to claim 7, wherein each bolt is hollow or made of solid material in a region thereof without internal threads.

12. The rollover device according to claim 5, wherein each fastening foot comprises at least one introduction opening and one discharge opening for adhesive, and each fastening foot further comprises a peripheral groove in the overlap region, which is configured to receive a seal that seals the overlap region in the longitudinal direction of the respective strut.

13. A motor vehicle comprising a vehicle body, wherein said vehicle body comprises the rollover device according to claim 1, wherein a connection between the fastening feet of the rollover device to the vehicle body is releasable.

14. A method for producing a rollover device including struts made of fiber-reinforced plastic and fastening feet made of metallic material, said method comprising the following steps: connecting at least one fastening foot made of metallic material to a respective strut made of fiber-reinforced plastic via both a material-locking connection and a form-locking connection.

15. The method according to claim 14, wherein connecting the respective fastening foot to the respective strut via the material-locking connection comprises the following steps: inserting the respective fastening foot into a first end of the respective strut with the formation of an overlap region, and introducing adhesive into introduction openings of the respective fastening foot, and wherein the adhesive is configured to spread the respective overlap region and emerge from the respective discharge opening.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Preferred further developments of the invention will emerge from the following description. Design examples of the invention will be explained in more detail with reference to the drawing, without being restricted thereto. The figures show:

[0025] FIG. 1 is a perspective view of a preferred design example of a rollover device according aspects of to the invention from the front,

[0026] FIG. 2 is a perspective view of the rollover device of FIG. 1 from the rear,

[0027] FIG. 3 is a detail view of a connection of a strut to a fastening foot,

[0028] FIG. 4 is a perspective view of the connection of a strut to a fastening foot,

[0029] FIG. 5 is a sectional view of FIG. 4, and

[0030] FIG. 6 is a detail of FIG. 5 together with a screw.

DETAILED DESCRIPTION OF THE INVENTION

[0031] The preferred design example of a rollover device 10 according to aspects of the invention shown in a perspective view in FIG. 1 comprises a main bracket 11 and a support bracket 12. The main bracket 11 comprises a transverse strut 13 which extends in the transverse direction y of the vehicle, and vertical struts 14 and 15 which extend substantially in the vertical direction z of the vehicle and are connected at a respective end to a respective end of the transverse strut 13.

[0032] Two diagonal struts 16 and 17, which are connected at a respective end to a first, lower end of a respective vertical strut 14 and 15, are preferably installed to stiffen the main bracket 11. The diagonal struts 16 and 17 are further connected at opposite ends to a connecting strut 18 which extends in the transverse direction y of the vehicle and, via a respective central strut 19 and 20 which extends in the vertical direction z of the vehicle, to the transverse strut 13. The connections 21 and 22 of the central struts 19 and 20 to the transverse strut 13 are implemented in a particularly robust and flexurally rigid manner. This improves the robustness of the main bracket 11 against an outer lateral force Fy acting in the transverse direction y of the vehicle.

[0033] To further stiffen the main bracket 11, two stiffening struts 23 and 24 are preferably respectively attached between one of the vertical struts 14 and 15 and one of the diagonal struts 16 and 17. This achieves truss-like triangular structures that are particularly rigid with respect to forces acting from the outside in the plane of the triangle.

[0034] The support bracket 12 comprises two longitudinal struts 25 and 26, which extend in the longitudinal direction x of the vehicle and in the vertical direction z of the vehicle and are respectively connected at one end on the main bracket 11. The support bracket 12 further comprises a stiffening strut 27, which is configured as a horizontal strut and connects the two longitudinal struts 25 and 26 in the transverse direction y of the vehicle. A further stiffening strut 28, which is located in the space diagonal and connects the upper end of the longitudinal strut 26 to the lower end of the longitudinal strut 25, once again produces truss-like triangular structures for stiffening the support bracket 12. The stiffening strut 28 intersects the horizontal strut 27 at the intersection point 29, which is implemented to be flexurally rigid.

[0035] The struts 13, 14, 15, 16, 17, 18, 19, 20, 23, 24, 25, 26, 27, 28 are all made of fiber-reinforced plastic, preferably a CFC or GRP material.

[0036] The fastening feet 32, 33, 36, 37 are all made of metallic material, preferably steel or aluminum.

[0037] The first ends 30 and 31 of the vertical struts 14 and 15 of the main bracket are connected to first fastening feet 32 and 33 via a material-locking adhesive connection.

[0038] The first ends 34 and 35 of the longitudinal struts 25 and 26 of the support bracket 12 are connected to the second fastening feet 36 and 37 in both a material-locking and a form-locking manner.

[0039] The first fastening feet 32 and 33 and also the second fastening feet 36 and 37 are connected in a form-locking manner to a not further depicted vehicle body via not further depicted screws.

[0040] When tensile stress Fx is applied in the direction of travel or in the longitudinal direction x of the vehicle, the respective connections of the first ends 34 and 35 of the longitudinal struts 25 and 26 of the support bracket 12 to the respective second fastening feet 36 and 37 are primarily subjected to tensile stress in order to introduce the tensile stress Fx into the vehicle body. The first fastening feet 32 and 33, on the other hand, are primarily subjected to compressive stress in this load case. Since this load case is critical for the rollover device 10 according to aspects of the invention, in particular in the region of the second fastening feet 36 and 37, at least the fastenings of the second fastening feet 36 and 37 to the two first ends 34 and 35 of the longitudinal struts 25 and 26 of the support bracket 12 are designed to be robust against a tensile stress, specifically by means of the material-locking and form-locking connection.

[0041] The material-locking connection of the respective second fastening foot 36, 37 to the respective longitudinal strut 25, 26 of the support bracket 12 is preferably implemented as an adhesive connection.

[0042] The form-locking connection of the respective second fastening foot 36, 37 to the respective longitudinal strut 25, 26 of the support bracket 12 is preferably implemented as a bolt connection or as a screw connection or as a rivet connection.

[0043] In the design example, the first fastening feet 32 and 33 are connected exclusively by a material-locking adhesive connection to the first ends 30 and 31 of the vertical struts 14 and 15 of the main bracket 11. This structure ensures a robust introduction of external forces, such as the lateral force Fy or the tensile stress Fx, via the rollover device 10 into the not further depicted vehicle body.

[0044] A form-locking connection and a material-locking connection of the first ends 30 and 31 of the vertical struts 14 and 15 of the main bracket 11 to the first fastening feet 32 and 33 is alternatively possible as well.

[0045] FIG. 2 shows an advantageous embodiment of the rollover device 10 according to aspects of the invention in a perspective view from the rear, viewed in the direction of travel. The arrangement of the horizontal strut 27 and the stiffening strut 28 is particularly well visible.

[0046] FIG. 3 shows a detail view of an advantageous embodiment of the connection of the first end 35 of the strut 26 of the support bracket 12 to the respective second fastening foot 37. The connections of the first ends 30, 31 and 34 of the respective struts 14, 15 and 25 to the respective first fastening feet 32 and 33 or the second fastening foot 36 can be implemented in the same manner.

[0047] In an advantageous embodiment, the second fastening foot 37 comprises a partly round outer contour, which has a smaller outer diameter than the likewise round inner contour of the hollow strut 26. The second fastening foot 37 projects into the first end 35 of the strut 26 and thus forms an overlap region 38. Due to the gap between the outer contour of the second fastening foot 37 and the inner contour of the first end 35 of the strut 26 in the region of the overlap region 38, the overlap region 38 forms a volume. The connection of the first end 35 of the strut 26 and the second fastening foot 37 is implemented both in a material-locking manner as an adhesive connection and in a form-locking manner as a bolt connection. Openings 39 are provided in the first end 35 of the strut 26 for the form-locking bolt connection. The corresponding openings in the fastening foot 37 cannot be seen in FIG. 3. An introduction opening 40 for adhesive and a discharge opening 41 for adhesive are provided for the material-locking adhesive connection. The introduction opening 40 is positioned in the second fastening foot 37 such that it leads into the overlap region 38. The discharge opening 41 is positioned in the first end 35 of the strut 26 and leads out of the overlap region 38. The vehicle body-side end 42 of the fastening foot 37 is configured such that it can be connected to not further depicted receptacles on the vehicle body. For this purpose, the vehicle body-side end 42 is inserted into a receptacle in the vehicle body and releasably connected to it with a screw connection.

[0048] FIG. 4 shows another advantageous embodiment of the first end 35 of the strut 26 with the second fastening foot 37 in a perspective view. A bolt 43, which is implemented as a hollow part, is inserted in the opening 39. In order to be able to be connected to a not further depicted receptacle in the vehicle body, the vehicle body-side end 42 of the fastening foot 37 comprises two screw holes 44. The contour of the vehicle body-side end 42 is furthermore not rotationally symmetrical. This contour results in a reduction of the load on the screw connection through the screw holes 44 when the connection is torsioned in the longitudinal direction of the strut.

[0049] FIG. 5 shows a sectional view of the advantageous embodiment of the first end 35 of the strut 26 with the second fastening foot 37 of FIG. 4. The bolt 43 is hollow and projects through an opening 39 of the first end 35 of the strut 26 which is configured as the entry opening 45 and through an opening 39 of the first end 35 of the strut 26 which is configured as the exit opening 46. The fastening foot 37 comprises both a complementarily disposed entry opening 47 and a complementarily disposed exit opening 48. The longitudinal axes of the paired entry and exit openings 45, 46, 47, 48 are disposed on a straight line 49 such that the bolt 43 can be inserted through the entry openings 45, 47 and taken back out of the exit openings 46, 48 to the shown position. The entry openings 45, 47 have a larger inner diameter than the exit openings 46, 48. The bolt 43 is implemented with a recess 50 in the diameter, so that it abuts the inner side 51 of the fastening foot 37 in the region of the exit opening 48 with this shaft shoulder and cannot be pushed any further along the straight line 49 in the direction of the exit openings.

[0050] To reduce local stresses in the event of bending stress, the partly hollow fastening foot 37 is provided with a radius 52 at the transition from hollow material to solid material.

[0051] FIG. 6 shows a detail view of the sectional view of FIG. 5. On the fastening foot 37, there is a peripheral groove 53 in the overlap region 38 which accommodates an O-ring 53a and thus tightly closes the overlap region 38 in the direction of the strut 26. The openings 39, the entry opening 47, and the exit opening 48 are tightly closed by the inserted bolt 43, because the outer diameters of the bolt 43 are selected such that they form a press fit together with the entry and exit openings 45, 46, 47, 48. This makes it possible to ensure a process-reliable bonding of the fastening foot 37 to the first end 35 of the strut 26. Adhesive can only be introduced through the introduction opening 40 and can only exit again through the exit opening 41, both of which are not further depicted here.

[0052] In order to secure the bolt 43 against axially slipping out along the straight line 49 in the direction of the entry opening 45, an internal thread 54 is provided on the end of the bolt 32 having the smaller outer diameter, into which a screw 55 is screwed. The screw 55 comprises a screw head 56, the radial projection of which extends beyond the bolt 43 in order to secure the bolt 43 against axial movement.

[0053] The strut 26 comprises a depression 57 in the region of the screw head 56. The screw 55 thus abuts the bolt 43, but not the strut 26. The bolt 43 therefore has some play despite the recess 50 and the screw head 56, which secure the bolt 43 against axially slipping along the straight line 49. This play prevents the screw head 56 from pressing against the strut 26. To secure the bolt 43 rotationally when the screw 55 is tightened, a not further depicted hexagon socket contour is provided in the region of the bolt 43 opposite to the screw 55.