Motor vehicle hybrid structural part

Abstract

Motor vehicle hybrid structural part, comprising a main structural part 2 and at least one reinforcement patch the main structural part 2 being embodied as a sheet-metal structural part made of a steel alloy or light metal alloy and the reinforcement patch being made of light metal, which is characterized in that the reinforcement patch is an extruded structural part with at least two wall thicknesses differing from one another in cross section.

Claims

1. A motor vehicle hybrid structural part, comprising: a main structural part, at least one reinforcement patch, the main structural part being embodied as a sheet-metal structural part made of a steel alloy or light metal alloy, the at least one reinforcement patch being made of aluminum alloy and being an extruded structural part with at least two wall thicknesses differing from one another in cross section, wherein the direction of extrusion of the at least one reinforcement patch is oriented at an angle of 70 to 110 with respect to a longitudinal direction of the main structural part, wherein the at least one reinforcement patch comprises a varying thickness along the longitudinal direction, and wherein the aluminum alloy of the reinforcement patch has a yield strength RP0.2 of greater than 250 MPa.

2. The motor vehicle hybrid structural part of claim 1, wherein the direction of extrusion of the reinforcement patch is oriented at an angle of 85 to 95 with respect to the longitudinal direction of the main structural part, the main structural part comprises a homogeneous wall thickness in its cross section.

3. The motor vehicle hybrid structural part of claim 1, wherein the reinforcement patch and the main structural part are coupled to one another by adhesive bonding, thermal joining, clinching or spot welding.

4. The motor vehicle hybrid structural part of claim 1, wherein the reinforcement patch and the main structural part form a hollow profile at least in portions in the longitudinal direction of the main structural part.

5. The motor vehicle hybrid structural part of claim 1, wherein the main structural part and the reinforcement patch are in contact over their entire surface area, the change in wall thickness being formed on that side which is remote from the main structural part.

6. The motor vehicle hybrid structural part of claim 1, wherein the main structural part is coupled to a closing plate.

7. The motor vehicle hybrid structural part of claim 1, wherein the main structural part is a motor vehicle pillar.

8. The motor vehicle hybrid structural part of claim 7, wherein the motor vehicle pillar has two reinforcement patches arranged spaced apart in its longitudinal direction.

9. The motor vehicle hybrid structural part of claim 7, wherein the motor vehicle pillar has a changing c-shaped having a hat-like cross section in the longitudinal direction, and a differing wall thickness is formed in cross section.

10. The motor vehicle hybrid structural part of claim 7, wherein an overall length of the reinforcement patch corresponds to 50% to 75% of the overall length of the main structural part.

11. The motor vehicle hybrid structural part of claim 1, wherein the main structural part is a crossmember, which has a c-shaped having a hat-like form in its cross section.

12. The motor vehicle hybrid structural part of claim 11, wherein the at least one reinforcement patch comprises three reinforcement patches arranged spaced respectively apart.

13. The motor vehicle hybrid structural part of claim 1, wherein the main structural part is a roof spar, which is configured in cross section in a c shape with protruding flanges, a closing plate being arranged on the rear side and the reinforcement patch being arranged in the cavity which is formed in the longitudinal direction.

Description

(1) Further advantages, features, properties and aspects of the present invention are illustrated in the schematic figures which follow. These serve for a clear understanding of the invention.

(2) FIGS. 1a to 1d show a motor vehicle pillar in plan view and various cross-sectional views,

(3) FIGS. 2a to 2d show a motor vehicle pillar having a main structural part and a uniform wall thickness,

(4) FIGS. 3a to 3e show a crossmember according to the invention in plan view, front view and cross-sectional views of possible reinforcement patches,

(5) FIGS. 4a to 4c show cross-sectional views of the crossmember shown in FIG. 3b,

(6) FIGS. 5a to 5d show a roof spar according to the invention in side view, perspective view and cross-sectional views.

(7) In the figures, the same reference signs are used for the same or similar structural parts, even if a repeated description is avoided for reasons of simplification.

(8) FIG. 1 shows a motor vehicle hybrid structural part in the form of a motor vehicle pillar 1, comprising a main structural part 2, which represents the actual motor vehicle pillar 1, and two reinforcement patches 3, 4 arranged therein. The motor vehicle pillar 1 itself is a sheet-metal structural part with wall thicknesses W5, W6, W7, W9 differing from one another in cross section. This is illustrated in the cross-sectional views shown in FIGS. 1b to 1d. The motor vehicle pillar 1 here is in the form of a profile of hat-like form in cross section and has a web 5, legs 6 extending from the web 5 and flanges 7 in turn protruding from the legs 6. Furthermore, the cross section changes in the longitudinal direction 8 of the motor vehicle pillar 1.

(9) Here, a greater wall thickness W9 is formed in a radii region 9 compared to a wall thickness W5 of the web 5 and a wall thickness W6 of the legs 6 and also a wall thickness W7 of the flanges 7. The wall thicknesses W5, W6, W7 may in turn differ from one another. In particular, the wall thickness W7 and/or W5 is smaller than the wall thickness W6. However, the wall thicknesses W5, W6 and W7 are all smaller than the wall thickness W9. The wall thickness W5, W6, W7, W9 of leg 6, web 5, flange 7 and radii region 9 is preferably of identical form in the longitudinal direction 8 of the main structural part 2. Exceptions therefrom are thinned regions or other material reductions which arise, for example, during press forming. The cross-sectional configuration itself changes, however. Therefore, by way of example, the motor vehicle pillar 1 itself can be produced from an extruded profile processed by press forming. This realizes an optimization in terms of weight and loading of the motor vehicle pillar 1 in cross section. However, an optimization in terms of weight can be embodied in such a manner that the reinforcement patches 3, 4 are arranged extending over the longitudinal direction 8 in critical regions, these reinforcement patches providing an increased structural part strength and/or crash safety over the longitudinal extent. To this end, the upper reinforcement patch 3 with respect to the installed position in the motor vehicle vertical direction Z has differing wall thicknesses W3.1 to W3.3 in cross section. The cross section of the reinforcement patch 3 in this respect corresponds to a section in the longitudinal direction 8 of the hybrid structural part. The wall thickness W3.2 is smaller than the wall thickness W3.1. The wall thickness W3.1 is in turn smaller than the wall thickness W3.3. At an upper side, the upper reinforcement patch 3 is formed in a manner tapering at an angle . The cross section of the reinforcement patch 3 is therefore oriented in the longitudinal direction 8 of the motor vehicle pillar 1. The reinforcement patch 3 has wall thicknesses which differ from one another and are matched to the required strength and/or crash safety. It can furthermore be seen, according to the intersection b-b in FIG. 1b, that the reinforcement patch 3 is arranged on an inner side 10 of the motor vehicle pillar 1, in such a manner that two cavities 11 are formed at least in portions in the longitudinal direction 8. A central region 12 of the web 5 therefore rests on the reinforcement patch 3. The ends 13 of the reinforcement patch 3 are bent with respect to the motor vehicle transverse direction Y and rest against the inner side of the legs 6 of the B pillar.

(10) This situation is different in the lower reinforcement patch 4 as shown in FIG. 1d. This, too, has wall thicknesses W4.1 to W4.3 which differ from one another in its cross section. However, the lower reinforcement patch 4 rests against the inner side 10 of the motor vehicle pillar 1 over its entire surface area. The wall thickness transition of the motor vehicle pillar 1 is formed in particular at the radii regions 9 on an outer side 14. The wall thickness transition of the reinforcement patch 4 is formed on that side which is located opposite the motor vehicle pillar 1. Furthermore, the motor vehicle pillar 1 has a roof connection region 15 and a sill connection region 16, which have a widened form in cross section compared to the pillar region lying therebetween.

(11) FIGS. 2a to d show an alternative embodiment variant of a motor vehicle pillar 1. The upper and the lower reinforcement patch 3, 4 here have a differing vertical extent. A second difference with respect to the embodiment variant shown in FIG. 1 is that the motor vehicle pillar 1 has a cross section which changes in its longitudinal direction 8 and has a homogeneous wall thickness W1. The respective reinforcement patch 3, 4 in turn has differing wall thicknesses in its cross-sectional view. The cross section of the respective reinforcement patch 3, 4 extends in the longitudinal direction 8 of the motor vehicle pillar. The reinforcement patches 3, 4 have a differing wall thickness over a cross-sectional profile, the step in wall thickness being formed on an outer side 18 and an inner side 19 of the respective reinforcement patch 3, 4 having a substantially smooth form, such that said inner side in each case rests substantially over its entire surface area against the inner side 10 of the main structural part 2. On the outside, the ends 13 of the reinforcement patch 3, 4 are again bent. Within the context of the invention, a smooth surface of the reinforcement patch 3, 4 means that the latter can subsequently rest against a surface. In this respect, a three-dimensional configuration of the surface is not ruled out and therefore a smooth surface is not exclusively to be understood as meaning a planar surface. It is also the case that the lower reinforcement patch 4 with respect to the motor vehicle vertical direction Z has differing wall thicknesses W4.1 to W4.3 in its cross section. The upper reinforcement patch 3 extends here with a height H3 over the pillar region 17 of the motor vehicle pillar 1. This preferably corresponds to 40% to 60% of the overall height H1 of the motor vehicle pillar 1. By contrast, the lower reinforcement patch 4 has a height H4. The lower reinforcement patch 4 is arranged in the bottom third of the motor vehicle pillar 1. The height H4 corresponds in particular to 5% to 30%, preferably 10% to 20%, of the overall height H1 of the motor vehicle pillar 1. Alternatively, it can also be provided to combine the patches 3 and 4, such that a reinforcement patch of this type can also extend over the pillar portion and has a height of between 50% and 75% of the overall height H1.

(12) FIGS. 3a and b show a crossmember 100 according to the invention in plan view and front view. The crossmember 100 has crash boxes 101 at its ends, and coupled thereto, and extends in the motor vehicle transverse direction Y. By way of example, the crossmember 100 has ribbing 102, which extends in the longitudinal direction 108 and serves for additional bracing against sagging in the motor vehicle longitudinal direction X. FIGS. 3c to e show possible regions with respect to FIG. 3b which in particular are arranged internally on the reinforcement patch 103. The reinforcement patches 103 here are shown in a respective cross section and have wall thicknesses W103 which differ from one another, it being possible for one or more reinforcement patches 103 to be arranged on the crossmember 106.

(13) The reinforcement patch 103 shown in FIG. 3c has differing wall thicknesses W103.1 to W103.3. The differing wall thicknesses W103.1 to W103.3 each have a wall thickness step 104, which is formed on an outer side 105. Consequently, an inner side 106 has a smooth form and comes to rest on an inner side 107 (not shown in more detail) of the crossmember 100. In this case, the cross section of a respective reinforcement patch 103 as shown in FIGS. 3c to e varies in each case in the longitudinal direction 108 of the crossmember 100.

(14) As shown in FIG. 3d, the cross section initially increases in wall thickness W103 from left to right, with respect to the image plane, and thereby decreases again. This reinforcement patch 103 is arranged in particular in the central region 110 of the crossmember 106.

(15) In the case of the reinforcement patch 103 shown in FIG. 3e, the wall thickness of the cross section decreases linearly over the course of the cross section. As an alternative to the embodiment shown in FIG. 3c, this reinforcement patch 103 is located in the end region 111.

(16) FIGS. 4a to c show various sectional views according to the intersections A-A, B-B and C-C shown in FIG. 3b. It can readily be seen that the crossmember 100 is formed as a hat-like cross-sectional profile with a cross-sectional configuration which varies in the longitudinal direction 108 but with a uniform wall thickness W100. A reinforcement patch 103.1 is arranged in a central region of the crossmember 100, and a reinforcement patch 103.2 is arranged at a distance therefrom in an end region according to the intersection C-C. As is shown here, the reinforcement patches 103.1, 103.2 have a respectively homogeneous wall thickness W103.1, W103.2 in their longitudinal section, but a differing wall thickness in cross section as shown in FIGS. 3c to e. The reinforcement patches 103.1, 103.2 each rest over their entire surface area against the inner side 107 of the crossmember 100. For this purpose, the reinforcement patches 103.1, 103.2 have a three-dimensional shape in their longitudinal direction 109, which corresponds to the transverse direction of the crossmember 100, and therefore they rest against the inner side 107 or inner lateral surface of the cross section of the crossmember 100.

(17) FIGS. 5a to d show a roof spar 200 according to the invention. This roof spar 200 has a C-shaped profile in cross section, with laterally protruding flanges 201. A closing plate 202 is arranged on the rear side, such that a hollow profile is formed. The roof spar 200 can also be formed as an A pillar. A reinforcement patch 203 is arranged on the inner side in a front region. Here, the reinforcement patch 203 has two differing wall thicknesses W203.1, W203.2. The wall thickness W203.1 can in this case be embodied to be greater or smaller than the wall thickness W203. The reinforcement patch 203 extends in the longitudinal direction 204 of the roof spar with a length L203, which corresponds to between 20% and 60%, in particular between 30% and 50%, of the length L200 of the roof spar 200 in the longitudinal direction. The length here is measured along a central longitudinal axis MLA which is shown in FIG. 5d and follows the curvature of the roof spar 200. The length L203 of the reinforcement patch 203 is also determined accordingly. The reinforcement patch 203 rests over its entire surface area against an inner side of the roof spar 200.

REFERENCE SIGNS

(18) 1Motor vehicle pillar

(19) 2Main structural part

(20) 3Reinforcement patch

(21) 4Reinforcement patch

(22) 5Web

(23) 6Leg

(24) 7Flange

(25) 8Longitudinal direction of 1, 2

(26) 9Radii region

(27) 10Inner side of 1

(28) 11Cavity

(29) 12Central region of 5

(30) 13End of 3

(31) 14Outer side of 1

(32) 15Roof connection region

(33) 16Sill connection region

(34) 17Pillar region

(35) 18Outer side of 3, 4

(36) 19Inner side of 3, 4

(37) 100Crossmember

(38) 101Crash box

(39) 102Ribbing

(40) 103Reinforcement patch

(41) 104Wall thickness step

(42) 105Outer side of 103

(43) 106Inner side of 103

(44) 107Inner side of 100

(45) 108Longitudinal direction of 100

(46) 109Longitudinal direction of 103

(47) 110Central region of 100

(48) 111End region of 100

(49) 200Roof spar

(50) 201Flange

(51) 202Closing plate

(52) 203Reinforcement patch

(53) 204Longitudinal direction of 200

(54) 205Inner side of 200

(55) H1Overall height of 1

(56) H3Height of 3

(57) H4Height of 4

(58) L200Length of 200

(59) L203Length of 203

(60) MLACentral longitudinal axis

(61) W1Wall thickness of 1

(62) W3.1Wall thickness of 3

(63) W3.2Wall thickness of 3

(64) W3.3Wall thickness of 3

(65) W4.1Wall thickness of 4

(66) W4.2Wall thickness of 4

(67) W4.3Wall thickness of 4

(68) W5Wall thickness of 5

(69) W6Wall thickness of 6

(70) W7Wall thickness of 7

(71) W9Wall thickness of 9

(72) W100Wall thickness of 100

(73) W103.1Wall thickness of 103

(74) W103.2Wall thickness of 103

(75) W103.3Wall thickness of 103

(76) W200Wall thickness of 200

(77) W203.1Wall thickness of 203

(78) W203.2Wall thickness of 203

(79) W203.3Wall thickness of 203

(80) XMotor vehicle longitudinal direction

(81) YMotor vehicle transverse direction

(82) ZMotor vehicle vertical direction

(83) Angle