Abstract
An arrangement for the transfer of collision forces possibly resulting from a crash event from one body part to another body part of a motor vehicle, with a hollow profile acting as a crash profile, which hollow profile runs in the main direction of travel or transversely to the main direction of travel is loaded on pressure in the case of the crash event, and is frontally supported on each of the body parts. The hollow profile is frontally supported on the respective body part by means of interposition of in each case a load transfer element.
Claims
1. A body side structure for a motor vehicle, the body side structure comprising: a vehicle door arranged between vehicle pillars in a vehicle longitudinal direction, in whose door interior; and a hollow profile extending in the vehicle longitudinal direction being arranged in a door interior of the vehicle door, the hollow profile, in an event of a frontal crash, forms a load path in the vehicle longitudinal direction together with the vehicle pillar facing the crash and the vehicle pillar facing away from the crash, with which collision forces are adapted to be transferred toward a rear of the vehicle, wherein the hollow profile has a load transfer element on a side facing away from the crash and/or a side facing the crash, which in the event of a frontal crash, is indirectly or directly pressed into a load transferring connection, with an impact contour of the vehicle pillar facing away from the crash and/or the vehicle pillar facing the crash, wherein the load transfer element has a base body and a pin-like mounting section connected to the base body on the hollow profile side, and wherein the pin-like mounting section is inserted in the hollow profile at an end thereof.
2. The body side structure according to claim 1, wherein the base body has a free front side on the body part side, via which, in the event of a frontal crash, the base body of the load transfer element is supported on the associated vehicle pillar.
3. The body side structure according to claim 2, wherein, on or in an area of the free front side of the base body, at least one fixing and/or centering element is formed.
4. The body side structure according to claim 2, wherein the load transfer element has a fixing element projecting in the vehicle longitudinal direction, and wherein the pillar-side impact contour has a corresponding receptacle, and wherein, in the event of a frontal crash, the fixing element is retractable into the receptacle in order to prevent a lateral sliding of the vehicle door or a side rail towards an outside of the vehicle.
5. The body side structure according to claim 3, wherein the fixing element is arranged off-center with respect to the vehicle longitudinal direction on the base body.
6. The body side structure according to claim 1, wherein the base body forms an impact surface on the hollow profile side, which is radially outwardly directed from the mounting section, via which the base body, at least in the event of a frontal crash, rests against an end face of the hollow profile and in the event of a frontal crash, is supported on the end face.
7. The body side structure according to claim 6, wherein both the end faces of the hollow profile and the free front side and the impact surface of the base body extend orthogonally to the force introduction direction or to the course of the hollow profile.
8. The body side structure according to claim 1, wherein at least in the region of the pin-like mounting section, the load transfer element has an extrusion coating made of a plastic.
9. The body side structure according to claim 1, wherein the hollow profile is a fiber reinforced plastic component, and/or the load transfer element is a metal component, which is made of aluminum or an aluminum alloy.
10. The body side structure according to claim 3, wherein the base body, the mounting section, and the fixing and/or centering element of the load transfer element are integrally formed as a section of an extruded profile.
11. The body side structure according to claim 1, wherein at least in a region of the base body, the load transfer element has a honeycomb structure, wherein the cavities formed by the honeycomb structure extend in a direction of force or in a direction of the course of the hollow profile.
12. The body side structure according to claim 1, wherein at least in a region of the base body, the load transfer element is configured as a support structure, wherein the supports are inclined at an angle to the vehicle longitudinal direction.
13. The body side structure according to claim 12, wherein the supports extend over an entire width of the base body.
14. The body side structure according to claim 2, wherein the fixing and/or centering element and the mounting section are arranged opposite on the base body in relation to the vehicle longitudinal direction and are formed of a same material as the main body.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawings which are given by way of illustration only, and thus, are not limitive of the present invention, and wherein:
[0020] FIG. 1 is a schematic view of a motor vehicle in a side view,
[0021] FIG. 2 is a perspective interior view of a shell of a front vehicle door of the motor vehicle according to FIG. 1, with a hollow profile as a crash profile and with load transfer elements essential to the invention,
[0022] FIGS. 3a to 3f are sectional views of load transfer elements in various embodiments thereof,
[0023] FIG. 4 is a perspective view of the load transfer element according to FIG. 3d, immediately before joining with the hollow profile (detail Z according to FIG. 2),
[0024] FIG. 5a is a perspective front view of a load transfer element according to the invention,
[0025] FIG. 5b is the load transfer element according to FIG. 5a, in a perspective rear view,
[0026] FIGS. 6a to 6d illustrate the load transfer element of FIGS. 5a and 5b during use at advanced times t.sub.0 to t.sub.3, and
[0027] FIG. 7 illustrates the load transfer element according to FIGS. 5a and 5b when the same is in use (deformed),
[0028] FIG. 8 is a schematic sectional view of a partial sectional view of a body side structure at the level of a hollow profile.
DETAILED DESCRIPTION
[0029] FIG. 1 first shows a motor vehicle 1 in a side view, in the present case, a passenger car only by way of example, with a front and a rear vehicle door 2, 3 on both sides. The invention will be further described below with reference to a front vehicle door 2. The front vehicle door 2 is arranged in a body side structure of a vehicle body 4 and is bounded by an A-pillar 5 towards the vehicle front, and by a B-pillar 6 towards the vehicle rear. The vehicle door 2 is pivotally mounted on the B-pillar 5 about a vertical axis (Z-axis) by means of hinges. As already demonstrated in the introduction, the roof rails 7 and rocker panel 8 of the motor vehicle 1 form a first and a second load path on both sides thereof in order to direct the collision forces to the rear of the vehicle in the event of a frontal crash. A rear vehicle door 3 is correspondingly limited by the vehicle pillars B and C. The B pillar 6 thus replaces the A-pillar 5. The same applies to the C-pillar.
[0030] With regard to FIG. 2, in each case also a third load path is created on both sides of the motor vehicle 1 by means of an elongated hollow profile 9 functioning as a crash profile. As can be further seen from FIG. 2 and FIG. 8, a hollow profile 9 is arranged in the door interior 30 of the vehicle door 2 as a door side rail. In other words, the hollow profile 9 extends in the door interior 30 in the closed state of the vehicle door 2, substantially in the main direction of travel 10 of the motor vehicle 1 or in the vehicle longitudinal direction (X direction), between the door front sides 32 of the support structure 13 of the vehicle door 2. In FIG. 8, the door interior 30 is limited by a cup-shaped door inner sheet metal part 31 which, together with a rear door front side 32, defines a door inner side 33. The door inner sheet metal part 31 is covered by a vehicle-exterior, door outer sheet metal part 34. The hollow profile 9 extends in approximately a horizontal orientation and is attached to connection points inside the vehicle door 2. In the further course along the vehicle longitudinal direction x to the rear, the B-pillar 6 joins the vehicle door 2 with a gap distance, with a pillar reinforcing element 35 positioned therein (only coarsely indicated), which is enclosed by a sheet metal profile 36. In the event of the frontal crash, one end of the hollow profile 9 is axially supported on the door front side 32, and the sheet metal profile 36 on the B-pillar 6, and the other end is supported on the A-pillar 5, thus allowing the transfer of collision forces from the vehicle front to the vehicle rear via this formed, third load path.
[0031] The hollow profile 9 is formed by a tube with a polygonal or rectangular pipe cross section (see in particular FIG. 4), and according to a practical embodiment, is formed of a plastic or a fiber reinforced, for example, glass or carbon fiber reinforced plastic in which the fibers or a semi-finished fiber are embedded in a plastic matrix. However, the invention is not limited to the tube cross section shown here, but also includes different polygonal or circular or rounded cross sections. In addition, the invention also includes a hollow profile with an open profile cross section, for example a U-profile cross section. As can further be seen from FIG. 2, the hollow section 9 has a load transfer element 14, 15 at each end face and is supported accordingly on the respective vehicle pillar 5, 6 during the frontal crash event, with the interposition of the load transfer elements 14, 15.
[0032] FIGS. 3a to 4 show an first embodiment variant of the load transfer elements 14, 15 in various embodiments thereof. According to this embodiment, as viewed in the vehicle longitudinal direction (X-direction), the load transfer element 14 is a load transfer element 14 which can be used for the front and rear, and the load transfer element 15 is a load transfer element 15 which is particularly designed for the B-pillar.
[0033] The respective load transfer element 14, 15 integrally has a base body 16 as well as a pin-like mounting section 17 adjoining the former on the hollow profile side. With respect to FIG. 4, the mounting section 17 is received by the hollow profile 9 in combination with the same in that during assembly of the load transfer element 14, 15, the load transfer element 14, 15 is joined, preferably with a press fit, or plugged with its mounting section 17 on the front side of the hollow profile 9 into the axial opening 18 thereof for receiving the mounting section 17. If, on the other hand, an open profile (hollow profile 9) is provided, the load transfer element 14, 15 can be inserted also from the side by its mounting section 17, preferably with a press fit into the former. More preferably, the mounting section 17 has a cross section which is form complementary to the cross section of the opening 18, according to this embodiment, a rectangular cross section.
[0034] The base body 16 of each load transfer element 14, 15 has a free front side 19 on the body part side, by means of which in the case of the crash event, the base body 16 is directly supported on the body pillar 5, 6, which is assigned to the respective load transfer element 14, 15 via an associated side portion 11, 12 of the support structure 13 of the vehicle door 2, or is indirectly supported. On the hollow profile side, the base body 16 forms an impact surface 20 surrounding the mounting section 17, by means of which the base body 16 abuts against an end face 21 of the hollow profile 9, and in the case of the crash event, is supported on the same. According to this embodiment, both the end faces 21 of the hollow profile 9 and the free front side 19 and the impact surface 20 of the base body 16 extend orthogonally to the direction of force introduction, which ideally corresponds to the course of the hollow profile 9, in the present case, in the vehicle longitudinal direction (X-direction).
[0035] According to this first embodiment variant of the load transfer elements 14, 15, these are preferably each formed by a metal insertion profile, which, further preferred, is made of a light metal, in particular aluminum or an aluminum alloy, resulting in particular in weight savings combined with a high resistance to deformation. The load transfer element 14, 15 may be formed by a hollow profile closed in cross section with at least one perforation (see in particular FIGS. 3b-4) or by a solid profile (see in particular FIG. 3a). The former alternative is associated with increased weight savings. Advantageously, such a load transfer element 14, 15 is manufactured or can be manufactured according to a known and inexpensive extrusion process.
[0036] To satisfy different material-dependent, thermal length and/or volume changes with regard to a variable choice of material for the hollow profile, it is preferably provided that the load transfer element 14, 15 has an extrusion coating 22 made of a plastic, preferably a thermoplastic material, at least in the area of the pin-like mounting section 17, in this case in the area of the entire load transfer element 14, 15. The choice of material thickness of the plastic extrusion coating 22 produces the press fit. Furthermore, the plastic extrusion coating 22 also compensates for any production-related tolerances in the load transfer element 14, 15 and hollow profile 9 and protects the hollow profile 9 from damage when inserting the pin-like mounting section 17 of the load transfer element 14, 15 in the hollow profile.
[0037] As can be seen further in FIGS. 3a, 3b, 3d, 3e, 3f and 4, which according to this embodiment show the front load transfer element 14, a web-like fixing and/or centering element 23 is designed at or in the area of the free front side 19 of the base body 16 to ensure secure fixing and/or centering of the relevant load transfer element 14 on the associated body pillar 5 in the event of a crash. This fixing and/or centering element 23 corresponds, at least in the event of a crash, with a receptacle 28 shown in FIG. 8 as a bolt opening on the respective body pillar 5, and is positively received by the same. The receptacle 28 may be formed, for example, by an indentation or recess in the pillar reinforcing element 35 of the body pillar 5, 6, which is complementary to the shape of the fixing and/or centering element 23. Furthermore, it may also be provided and is accordingly also covered by the invention, that as a result of the acting forces, such a bolt opening is only formed in the door front side 32 and the sheet metal profile 36 by, for example, punching out a contact surface of the respective body pillar 5, 6 or vehicle door 2, 3, which for example can be achieved by a material weakness in the relevant area of the door front side 32 and the sheet metal profile 36. However, the bolt opening in the door front side 32 and the sheet metal profile 36 does not provide a receptacle 28 in the true sense, since the sheet thickness and the sheet strength of the door front side 32 and the sheet metal profile 36 are too low.
[0038] FIGS. 3a, 3b, 3d and 3e successively show improved weight optimization of the load transfer element 14. FIGS. 3e and 3f show the same component in different sections. According to FIG. 8, FIG. 3e shows the load transfer element 14 after installation in the motor vehicle 1 in a section in a horizontal plane or in the x-y plane. FIG. 3f shows the load transfer element 14 after installation in the motor vehicle 1 according to FIG. 8 in a section in a vertical plane or in the x-z plane. As can be seen in FIG. 3f, the load transfer element 14 has an outwardly directed collar 37 on the impact surface 20. The collar 37 is completely made of plastic and is part of the extrusion coating 22. The collar 37 protrudes perpendicular to the longitudinal axis of the load transfer element 14, which in the installed position of the load transfer element 14 is identical to the longitudinal axis of the hollow profile 9, beyond the base body 16 in the manner of a rib. The collar 37 serves as a supplementary fixation of the hollow profile 9 in the event of crash loading. As shown in general in FIG. 4, the embodiments according to FIGS. 3a, 3b, 3c and 3d also have a collar 37. However, for the sake of simplicity, no corresponding section in the x-z plane is shown in which the collar 37 would be evident.
[0039] The fixing element 23, as can be seen from FIG. 8, is arranged off-center to the longitudinal axis of the base body 16 and the hollow profile 9. In this case, the fixing element 23 is offset towards the center of the vehicle with respect to the longitudinal axis. Furthermore, it can be seen from FIG. 8 that the hollow profile 9 is disposed in a door interior 30. In FIG. 8, the extrusion coating 22 of the load transfer element 15 has been omitted for the sake of simplicity.
[0040] As is further apparent from FIG. 8, the pillar-side impact contour 27 has a receptacle 28 in which the fixing element 23 of the load transfer element 14, 15 is retractable in the event of a frontal crash to prevent lateral sliding of the vehicle door 2 toward the outside of the vehicle. Specifically, the receptacle 28 is formed as a bolt opening in the pillar reinforcing element 35, in which in a crash, the fixing member 23 engages in the manner of a bolt. According to FIG. 8, the pillar-side impact contour 27 is an inclined side edge of the U-profile-shaped pillar reinforcing element 35, as seen in the cross sectional profile.
[0041] Below, the operation of the load transfer element 14, 15 will be described with reference to FIG. 8 in interaction with the receptacle (bolt opening) 28 in the pillar reinforcing element 35, namely in a frontal crash with little lateral overlap. In this case, the vehicle collision occurs with little overlap in the vehicle transverse direction y, laterally outside of the corresponding body side rail, whereby the rim of the vehicle front wheel (FIG. 1) is pressed against the A-pillar 5. As the crash progresses, the load transfer element 14, 15 of the vehicle door 2 and the impact contour 27 of the B-pillar 6 facing the element enter into a load transferring connection, resulting in a lateral load path along which the collision forces are transferred via the hollow profile 9 to the B-pillar 6.
[0042] As is apparent from FIG. 8, during the crash, the fixing element 23 breaks through both the rear door front side 32 and the outer sheet metal profile 36 of the B-pillar 6 and retracts the fixing element 23 in the receptacle 28 in the pillar reinforcing element 35. With the interposition of the door inner sheet metal part 31 and the outer sheet metal profile 36, the load transfer element 14, 15 and the pillar reinforcing element 35 are thereby brought into the abovementioned load transferring connection, through which the collision forces can be introduced in the B-pillar 6.
[0043] FIG. 3c shows a specific embodiment for a rear vehicle door 3. The embodiment differs from the other examples in FIG. 3 by the non-conical characteristic of the base body 16 and the resulting broad front side 19. This results in a large-scale coupling to the pillar reinforcing element 35. This feature is also seen in the second embodiment variant shown in FIGS. 5a to 7.
[0044] FIGS. 5a to 7 show a second embodiment variant of the load transfer elements 14, 15. This second embodiment variant initially differs from the first embodiment variant in that this is formed as a plug-in or insertion profile from a plastic or a fiber reinforced plastic, such as a glass or plastic carbon fiber reinforced polyamide, such as PA66. In the event of a crash, in order to address a possible crash-induced deformation of the body pillar 5, 6 assigned to the respective load transfer element 14, 15, and also to ensure a secure load transfer in the case of the deformation by means of a large-area contact between the load transfer element 14, 15 and the associated body pillar 5, 6, the load transfer element 14, 15 has a honeycomb structure 24 at least in the region of the base body 16, in this case in the entire region of the load transfer element 14, 15. The cavities formed by the honeycomb structure 24 extend in the force introduction direction or in the direction of the course of the hollow profile 9.
[0045] This measure allows for an adaptation of the front side 19 of the base body 16 facing the body pillar 5, 6 to the new surface structure or contact surface of the body pillar 5, 6 formed by deformation in that the base body 16 of the load transfer element 14, 15 can correspondingly deform frontally. In this respect, FIGS. 6a to 6d very schematically show the frontal deformation of the base body 16 and the adaptation thereof to the changing contact surface of the body pillar 5, 6 due to the deformation in the period t.sub.0 to t.sub.3.
[0046] It is noted that this is not a deformation element in the actual sense for absorbing collision forces, but primarily a shape adaptation by means of integrated morphine traits. In this regard, it may be appropriate and is thus included in the invention that the base body 16 only locally has the deformation property, in particular in the area of the free front side 19, which, for example, is set by appropriate dimensioning of the webs 25 forming the honeycomb structure 24 (see FIG. 5a). To effect an even more uniform introduction of force into the load transfer element 14, 15, the honeycomb structure 24 of the base body 16, forming an additional impact surface 26, can be designed closed on the body part side. FIG. 7 shows a currently operating load transfer element 14, 15 which is designed in such a way, i.e., its shape has already been adapted to the collision-induced deformation of the surface structure or contact surface of the body pillar 5, 6.
[0047] As far as the joining process of such a load transfer element 14, 15 is concerned, this is based on the one described for the first embodiment variant. In principle, also here, preferably a press fit is used. This can be achieved directly through the processing or designing of the mounting section 17, or also by means of a plastic extrusion coating 22. As regards the fixing and/or centering element 23 preferred in the first embodiment variant, this may seem dispensable, but may still be provided due to certain circumstances and is therefore also covered in this case by the invention.
[0048] The embodiments described above focus on a hollow profile 9 equipped with load transfer elements 14, 15 as a crash profile, which, in forming the third load path, extends in the vehicle longitudinal direction (X direction) and is disposed within the shell of a front vehicle door 2. The invention, however, is not limited to this specifically described embodiment, but also includes a corresponding hollow profile 9, which is arranged within a rear vehicle door 3. In addition, the invention covers respectively designed hollow profiles 9, which as crash profiles are not oriented in the vehicle longitudinal direction (X direction), but in any other direction, in particular, with regard to a side crash event, also in the vehicle transverse direction (Y direction), and which are preferably mounted outside a vehicle door 2, 3 at a suitable location in the vehicle body 4.
[0049] The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are to be included within the scope of the following claims
