Mounting arrangement

A fastening arrangement for a motor vehicle, comprising a component, a load-bearing structural element of the motor vehicle, and at least one fastening device. The component is fastened to the load-bearing structural element of the motor vehicle via the at least one fastening device. The fastening device has a clamping element in which in a normal state the clamping element reinforces the fastening of the component via the fastening device, with the action of an external force the clamping element being automatically transferred into an accident state in which the clamping element loosens the fastening of the component via the fastening device.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority under 35 U.S.C. § 119 to European Patent Publication EP 16175222.5 (filed on Jun. 20, 2016), which is hereby incorporated by reference in its entirety.

TECHNICAL FIELD

Embodiments relate to a fastening arrangement of a component in a motor vehicle, comprising the component, a load-bearing structural element of the motor vehicle and at least one fastening device, wherein the component is to be fastened to the load-bearing structural element of the motor vehicle via the at least one fastening device.

BACKGROUND

Fastenings of components to a load-bearing structural element of a motor vehicle are necessary and usual for the construction of the motor vehicle as a movable unit. The load-bearing structural elements of the motor vehicle generally form the body thereof. Typically, the fastenings to the body are implemented by screw connections.

In the event of an accident, however, due to the stiffness of the connection, screwed components may cause undesirable block formation and high load peaks for the occupants and damage safety-critical components.

In order to reduce the potential consequences of an accident, different measures have already been proposed.

Thus, for example, DE 10 2012 008 793 A1 discloses a battery for a motor vehicle comprising a housing, wherein at least one load distribution element is arranged on an outer face of the housing, wherein the load distribution element may be configured as a foam element, in particular as structural foam.

DE 10 2011 016 081 A1 discloses a device for receiving a battery comprising a retaining device which is able to be arranged in or on a motor vehicle, wherein the retaining device comprises a number of deformable fastening elements, wherein the fastening elements in each case are spring elements and/or damping elements.

SUMMARY

Embodiments relate to a fastening arrangement of a component in a motor vehicle, which is to reduce the occurrence of load peaks for occupants of the motor vehicle and damage to components of the motor vehicle.

Embodiments relate to a fastening arrangement of a component in a motor vehicle, comprising the component, a load-bearing structural element of the motor vehicle and at least one fastening device. The component is to be fastened to the load-bearing structural element of the motor vehicle via the at least one fastening device. The fastening device has a clamping element, such that in a normal state the clamping element reinforces the fastening of the component via the fastening device. With the action of an external force, i.e., via the energy of the external force, the clamping element is to be automatically transferred into an accident state in which the clamping element reduces or otherwise loosens the fastening of the component via the fastening device.

In accordance with embodiments, a component on a load-bearing structural element, in particular on the vehicle body, is to be fastened to one or more sills. The fastening is to be secured in a normal state, i.e., when an accident situation is not present, since the fastening element is acted upon via a clamping element, which in this normal state is under tension, such that the fastening is sufficiently secured for normal operation of the motor vehicle.

If an accident occurs, in particular, a side impact against the motor vehicle and/or the region of the motor vehicle in which the component is fitted, the clamping element is to be released so that the fastening is loosened via the fastening device. The component is therefore fastened less securely to the load-bearing structure. Advantageously, the fastening device is not damaged, at least in the case of minimal impact energy, so that the fastening per se is also able to remain intact and not be entirely lost.

The case of an accident may result in an uncoupling of the component from the body, and thus, reduced block formation by rigidly connected structural elements, as well as reduced load peaks. In the normal state, however, the component is incorporated into the overall stiffness of the body, whereby savings are able to be made in other body parts and/or said parts are able to be designed to be more lightweight and with reduced stiffness.

In accordance with embodiments, the clamping element may comprise at least one wedge, or particularly, at least two wedges. A wedge may be displaced from its position, in particular, by the action of force from the sides of its acute angle in order to loosen a fastening device reinforced by the wedge. In the normal state, the wedge is held in position by static friction on its side surfaces.

In accordance with embodiments, the clamping element comprises at least two wedges, the side surfaces thereof being superimposed at least in the normal state and being displaced relative to one another with the action of an external force.

In accordance with embodiments, a projecting element is provided, wherein the projecting element has a projection relative to the load-bearing structural element and is connected to a wedge or is integral therewith, so that with the action of the external force from the direction of the projection the projecting element is affected by the action of force before the load-bearing structural element and acts on the wedge. The loosening of the fastening and the uncoupling of the component is to thereby occur before the load-bearing structure is damaged. To this end, the projection is to be arranged on the side of the acute angle of the wedge, so that said wedge may be pushed out of its position in the direction of its elevated portion when the static friction is overcome. The projection may be a separate transmission element, for example a pin, or may be configured integrally with the wedge.

The fastening device may comprise a mechanical connection such as, for example, a screw connection. The clamping element is thus arranged on the screw, in particular, such that the screw penetrates an opening in the clamping element, in particular in the wedge and/or in the wedges.

In accordance with embodiments, the screw connection also has a nut and/or a nut plate.

In accordance with embodiments, the clamping element is arranged between a head of the screw and the nut and/or the nut plate of the screw. In particular, the clamping element may be tensioned between the component and the head or the nut of the screw in the normal state.

In accordance with embodiments, the clamping element has a clearance relative to the fastening device, so that in the accident state of the clamping element a relative movement is permitted between the clamping element and the fastening device. The clearance, in particular, may be achieved by a slot in the wedge and/or in the wedges or by a hole which has a greater diameter than the screw.

In accordance with embodiments, the component has a clearance relative to the fastening device, so that in the accident state of the clamping element a relative movement is permitted between the component and the fastening device. This clearance may also be formed by a slot or over-dimensioned hole in the component for receiving the screw.

In accordance with embodiments, the fastening arrangement comprises at least two fastening devices and at least two clamping elements assigned to the fastening device, wherein the component is fastened to a load-bearing structural element of the motor vehicle via both fastening device, wherein the two clamping elements are connected by a coupling element, so that with the transfer of one of the two clamping elements into the accident state, by the action of an external force, the other clamping element is also automatically transferred into the accident state so that both fastenings are loosened via the fastening device. The load-bearing structural element to which the component is fastened may be the same structural element on both fastening device or even a different load-bearing structural element of the same vehicle, for example the other sill of the motor vehicle. With the occurrence of an accident on one side or one region of the motor vehicle, a further fastening device which is not directly affected may also be loosened by such a coupling element.

In accordance with embodiments, the coupling element may, in particular, comprise a rod, a plate or a cable pull. Coupling elements may also be arranged bi-directionally so that the action of force may be transmitted to the respective other fastening device. The coupling elements may be configured, in particular, as rods which are arranged between the elevated side of a releasing wedge and the acute angle and/or the narrow side of a target wedge.

In accordance with embodiments, a motor vehicle may comprise at least one fastening arrangement as described herein. The load-bearing structural element may, in particular, be a body, such as for example a sill.

In accordance with embodiments, the component which is fastened may be a high voltage battery or another type of energy storage device of the motor vehicle, in particular, a drive battery of an electric or hybrid vehicle or a tank for a liquid or gaseous medium.

DESCRIPTION

InFIG. 1a fastening arrangement in accordance with embodiments is shown schematically in a normal state (left-hand illustration) and in an accident state (right-hand illustration).

The fastening arrangement comprises a component1, namely a drive battery or another type of energy storage device which is fastened in a motor vehicle, namely to a load-bearing structural element2of the motor vehicle, such as in particular a sill, via a screw connection as the fastening device3. The screw connection comprises a screw with a head, wherein the head bears against a surface of the component1remote from the sill and, on the other hand, a nut plate7which bears against a surface of the sill2, so that the sill2and the battery1are pressed against one another, at least in the normal state shown to the left, i.e., a normal operating state of the motor vehicle.

A clamping element4.1,4.2is arranged between a surface of the component1facing the load-bearing structural element2and the fastening surface of the load-bearing structural element2. The clamping element4.1,4.2may comprise two wedges, namely an upper wedge4.1inFIG. 1which is arranged adjacent to the load-bearing structural element2, and a lower wedge4.2inFIG. 1which is arranged adjacent to the component1. The lateral surfaces of the two wedges in the normal state (left-hand illustration) are superimposed, wherein the elevated portions of the wedges face in opposing directions, namely the elevated portion of the wedge4.1to the left and the elevated portion of the wedge4.2to the right. With the action of an external force F (right-hand illustration) on the narrow side (side of the acute angle of the wedge) of one of the two wedges, in this case on the wedge4.1located at the top, the superimposed side surfaces of the wedges4.1,4.2are displaced relative to one another and thus the two wedges4.1,4.2are released and, in the accident state shown to the right, the fastening of the component1on the load-bearing structural element2via the screw connection3is loosened. On the wedges4.1,4.2and on the component1a clearance is provided relative to the screw connection3, for example by the formation of slots.

In accordance with embodiments, the fastening device does not have to be a screw connection. For example, the fastening device may also be possible to weld a pin as a fastening device to the load-bearing structural element2and/or to the component1and to brace the component1by the clamping elements4.1and4.2and the load-bearing structural element2.

So that the loosening of the fastening takes place before a possible deformation of the component1and the load-bearing structural element2, the upper wedge4.1has a projecting element5which protrudes to the side both relative to the load-bearing structural element2and relative to the component1, so that with a laterally acting force, for example by striking laterally against a post or the like, the loosening mechanism is automatically triggered.

When the uncoupling is triggered by the lateral displacement of the wedge4.1, the movement of the wedge4.1is transmitted via a coupling element6, in particular, via a rod in this case, to a further wedge4.1—shown on the left inFIG. 2—which also is displaced relative to its assigned second wedge4.2, and as a result loosens a further fastening device3. The further fastening device3may, in particular, represent a fastening of the same component1to a sill2on the opposing vehicle side. To this end, the elevated portions of the wedges4.1located at the top are oriented in the same direction on both fastening device, namely to the left, and thus toward the inside of the motor vehicle on one fastening and toward the outside of the motor vehicle on the opposing second fastening. The elevated portions of the wedges4.2respectively arranged below are oriented exactly in reverse, i.e. in each case to the right, and said wedges are connected in turn via a coupling rod6, so that an externally acting force may be transmitted in both directions. The clamping elements, in particular, the wedges4.1and4.2, may extend over the entire length of the component1(in the longitudinal direction of the motor vehicle). This is advantageous, in particular, if coupling rods, in particular narrow coupling rods, are used for transmitting the force.

FIG. 3shows the same fastening arrangement in a view from above. At least one of the wedges4.1,4.2has on each vehicle side a projection relative to the load-bearing structural element2, i.e. the lateral sill of the motor vehicle. The wedges4.1,4.2extend in the longitudinal direction of the motor vehicle over the length of the fastened component1or along the entire fastening region of the component1for each vehicle side region, in which clamping elements4.1,4.2are provided so that a plurality of screw connections as fastening device3are clamped via an individual wedge4.1and an individual wedge4.2. At a front position and a rear position in the direction of travel, transmission rods are provided as coupling elements6. InFIG. 3said coupling rods are designed as narrow rods. Whilst not shown inFIG. 3, it might also be possible to provide further additional coupling rods6, or instead of the separate coupling rods, wider and/or flat coupling elements6, i.e. coupling plates, which in each case as structural elements are substantially able to cover the entire length of the fastening region for each vehicle side in which clamping elements4.1and4.2are provided. By the broad design of the clamping elements4.1,4.2, of the projecting elements5and/or of the coupling elements and/or coupling plates6, the path thereof substantially extending along the entire respective fastening region on the motor vehicle side in which clamping elements4.1and4.2are provided, it is ensured that irrespective of the exact position at which for example a post, or in the event of a motor vehicle crash a further vehicle, strikes, a transmission of the force to the opposing side is ensured since, for example, all of the coupling elements/coupling rods6, which are designed to be strip-shaped and arranged over the width of the component, are activated by the externally acting force F.

As an alternative to the integral configuration of the projecting element5by the wedges4.1and4.2themselves, as illustrated inFIG. 1andFIG. 2,FIG. 4shows an embodiment with a separate external transmission element11as a projecting element5which, in the event of lateral displacement, acts on the narrow side of the wedge4.1and thus displaces the wedge4.1. Also shown is a separate internal transmission element11which is arranged between a clamping element4.2and the coupling element6, i.e. facing the inside of the component1. As visible inFIG. 4, the clamping element4.1,4.2and the coupling element6may also be integrated in the component1, so that no additional constructional height is required therefor.

In this case, as visible inFIG. 3, the clamping elements4.1and4.2may once again extend over the entire length of the component1and/or substantially along the entire respective fastening region on the motor vehicle side, in each case as a structural element, and likewise the projecting element5and/or the transmission element11,12. In the case of an impact outside the longitudinal region of the component and/or outside the direct fastening region of the component, in order to effect a release of the fastening3, the projecting element5may also be designed to be longer than the length of the fastening region of the component. However, it might also be possible to design the transmission elements11,12to be narrower and/or in each case to arrange said transmission elements as separate structural elements substantially only in those regions where the respective coupling rods6extend and/or come into contact with the clamping elements4.1,4.2. This might be particularly expedient if the coupling elements6were not designed as narrow rods but as (one) planar structural element which extends as far as possible over the entire length of the fastening region of the component.

InFIG. 5a further embodiment is visible in which the projecting elements5and the transmission elements11,12again extend over the entire length of the component1and/or along the entire fastening region, in each case as a structural element, but the clamping elements4.1and/or4.2in each case are designed to be narrower and in each case a separate clamping element4.1and/or4.2is designed for each fastening region. As a result, on the one hand, a more selective fastening and, on the other hand, a corresponding saving of weight might be possible. The coupling elements6are, in the example ofFIG. 8, once again designed as coupling strips and/or coupling rods.

By the broad design of the projecting elements5and/or the internal and/or external transmission elements11,12, in each case as a structural element, the path thereof substantially extending along the entire respective fastening region on the motor vehicle side in which clamping elements4.1and4.2are provided, it is ensured that at whatever point of the projecting element5a post, or in the event of a motor vehicle crash a further vehicle, strikes, all of the coupling elements/coupling rods6, which are designed to be strip-shaped and arranged over the width of the component, are activated by the externally acting force F.

Instead of an embodiment of the internal transmission element12over substantially the entire length of the fastening region, the internal transmission element12, for example, may be entirely dispensed with when in each case separate coupling rods6adapted to the width of the clamping elements4.1,4.2are present for each individual clamping element4.1and/or4.2or the individual coupling rods6are entirely dispensed with and instead in each case a flat coupling element6is present.

FIG. 6shows a further embodiment of the coupling between a right-hand and a left-hand fastening device3in a motor vehicle. A cable pull is used—or a plurality of cable pulls—as a coupling element6, comprising at least one cable8—as shown inFIGS. 7 and 8—which may extend in a substantially U-shaped manner or even over the entire periphery of the component1and comprise deflection rollers9for guiding the cable8. In particular, two cables which are guided in a U-shaped manner may be used, said cables being inverted relative to one another as shown inFIGS. 7 and 8.

FIG. 7shows the state of the cable8in the normal state, i.e. with the tensioned clamping elements4.1,4.2.FIG. 8shows the same fastening arrangement in the accident state, i.e. with the clamping elements4.1,4.2loosened, wherein the wedges4.1and4.2are displaced inwardly (direction of the arrow) relative to the load-bearing structural element2and, as a result, tension a cable8which is guided on the wedges4.1,4.2and thus also pull the wedge4.1,4.2of the opposing vehicle side inwards. Such a coupling via a cable pull may comprise one or more tensioning devices10for the cables8.

As a whole, in accordance with embodiments, a component1, in this case a battery block, is screwed to a body2via a plurality of screw points3. A clamping element based on wedges4.1,4.2is screwed thereto between the body2and the component1. The clamping element preferably comprises two or more wedges4.1,4.2which do not slip relative to one another in a normal state, due to the surface characteristic thereof or a suitable shape. Only by a specific loading via an externally acting force F, for example by a post or another obstruction, is the surface friction of the wedges4.1,4.2overcome and the screw connection3loosened. As a result, the component1is able to move over a specific region in one direction, for example via a slot in the component1or a nut which slides and/or breaks off in the sill2. Via a coupling element6, in particular via push rods and/or via a cable mechanism, the second and/or opposing screw point side is then loosened.

LIST OF REFERENCE SIGNS