Patent ID: 12246773

DETAILED DESCRIPTION OF THE DRAWINGS

In the figures, identical or functionally identical elements are provided with the same reference numerals.

FIG.1shows a fastening arrangement of an integral support10on a self-supporting body12of a passenger motor vehicle, in a sectional, schematic and partially cut side view. In the exemplary embodiment shown in the figures, the integral support10is an axle support, also referred to as a support frame, in particular a front axle support, to which an axle of the passenger motor vehicle can be attached or is attached, the axle not being shown in the figures, and being in particular a front axle. To this end, respective wheel drivers are, for example, flexibly fastened or can be flexibly fastened to the integral support10for the operation of the vehicle wheels of the passenger motor vehicle.

In the fastening arrangement, the integral support10that is formed separately to the self-supporting body12is arranged under longitudinal supports of the body12in the vertical direction of the vehicle (z-direction in the vehicle coordinate system), the longitudinal supports being distanced from each other in the transverse direction of the vehicle (y-direction in the vehicle coordinate system). The longitudinal supports of the body12that are arranged above the integral support10in the vertical direction of the vehicle can be recognized inFIG.1as the longitudinal support to the left in the transverse direction of the vehicle, relative to the forward direction of the passenger motor vehicle labelled with14inFIG.1.

Here, the integral support10for example has, in particular per longitudinal support14, at least two exactly two fastening elements16, which are arranged following each other and distanced from each other in the longitudinal direction of the vehicle. The integral support10is fastened to respective fastening points18of the longitudinal support14, which are distanced from each other in the longitudinal direction of the vehicle (x direction in the vehicle coordinate system) and are also referred to as attachment points, via the fastening elements16. Several attachment points in the form of the fastening points18are thus provided on the longitudinal support14, on or by means of which the integral support10is fastened to the respective longitudinal support14.

An electrical energy store20of the passenger motor vehicle is arranged in an area near the passenger compartment behind the integral support10in the longitudinal direction of the vehicle, in particular in such a way that the energy store20is at least partially covered or overlapped by the integral support10towards the front in the longitudinal direction of the vehicle. Electrical energy or electricity can be stored in the electrical energy store20. The energy store20is preferably traction storage. This is in particular to be understood to mean that the passenger motor vehicle has at least one electric motor, by means of which the passenger motor vehicle can be electrically powered. The electric motor is thus also referred to as a traction motor. In order to electrically power the passenger motor vehicle by means of the electric motor, the electric motor is operated in a motor operation and thus as an electric motor. The electric motor is therefore supplied with electrical energy stored in the energy store20.

The energy store20has a support element22, which is formed as a housing in the exemplary embodiment shown in the figures. In particular, then, if the energy store20is formed as a battery, in particular as a high-voltage battery (HV battery), then the housing22is also referred to as the battery housing. Several storage cells of the energy store20are preferably arranged in the housing22, in which electrical energy can be stored. Here, the storage cells are connected, for example electrically, with each other. As is explained in still more detail in the following, the energy store20is fastened to the body12, which is also referred to as the shell or bodywork support structure. Since the integral support10is connected to the longitudinal support of the body12, also referred to as the main longitudinal support, in particular by means of the fastening elements16, the integral support10is also fastened to the body12. The body12furthermore has a floor24, also referred to as the main floor, via which the passenger compartment of the passenger motor vehicle, also referred to as the passenger space or interior, is at least partially delimited or sealed off from the road at the bottom in the vertical direction of the vehicle. The energy store20and thus the support element22are arranged under the floor24in the vertical direction of the vehicle, in particular in such a way that the energy store20and in particular the support element22are covered at least partially by the floor24at the top in the vertical direction of the vehicle.

In order to now be able to achieve especially advantageous crash behavior of the passenger motor vehicle, in particular in the event of a frontal impact with complete or alternatively even only partial impact, the integral support10is—as is especially clearly recognizable when looking atFIGS.2to5together—a curved structure26, which is formed at least substantially in an Ω (omega) shape in the exemplary embodiment shown in the figures, i.e., in the shape of the Greek letter omega. The integral support10also comprises two front support beams28, which extend to the front of the curved structure26and away from each other in the longitudinal direction of the vehicle, which are attached to the upper longitudinal support14via the fastening elements16. The support beams28, which are also referred to as longitudinal support elements of the integral support10, extend so far outwards and away from each other in the transverse direction of the vehicle that the support beams28end further out in the transverse direction of the vehicle than the curved structure26. The integral support10also comprises a front integral support crossmember30that is fully distanced from the curved structure26in the longitudinal direction of the vehicle, which is connected to the support beams on its respective ends, in particular on their ends. The support beams28are thereby connected to each other via the integral support crossmember30.

Furthermore, the integral support10has respective steps S, that are distanced from each other in the transverse direction of the vehicle, on its ends E that face the energy store20in the longitudinal direction of the vehicle, and point backwards in the longitudinal direction of the vehicle. A respective front and upper support surface A1is formed by the respective steps S, by means of which a respective section of a crossmember32arranged under the floor24in the vertical direction of the vehicle is covered by the body12to the front in the longitudinal direction of the vehicle. Furthermore, a lower and rear support surface A2, which is arranged displaced from the first support surface in both the vertical direction of the vehicle and in the longitudinal direction of the vehicle, is formed by the step S. The support surface A2is arranged further back in the longitudinal direction of the vehicle than the support surface A1. The support surface A2is also arranged further down in the vertical direction of the vehicle than and nearer to the road than the support surface A1. A respective section of the support element22is covered by the rear lower support surface A2towards the front in the longitudinal direction of the vehicle. The integral support10thus is or can be supported, in particular respectively directly, by the support surface A1towards the back of the crossmember32in the longitudinal direction of the vehicle and by the support surface A2towards the back of the support element22in the longitudinal direction of the vehicle, whereby crash forces acting from front to back in the longitudinal direction of the vehicle can be especially advantageously introduced into the body12. The crash forces can also be introduced into the main longitudinal support and thus into the body12via the fastening elements16and thus via the fastening points18.

Overall, it can be recognized that three loads paths can form, in particular per longitudinal support element (support beam28), if there is a frontal impact of the passenger motor vehicle. A first of the load paths runs over a respective part of the respective support beam28, over the respective fastening elements16and the fastening points18, into the respective longitudinal support14, and thus into the body12. A second of the load paths runs, for example, over the respective support beam28, the curved structure26and the respective front and upper support surface A1into the crossmember32and thus also into body12, which is also referred to as the bodywork structure. The third load path runs over the respective support beam28, the curved structure26and the respective rear and lower support surface A2into the support element22that is formed on the body12or integrated into the body12or fastened onto it, and over this also into the body12. In particular, the integral support10can introduce crash forces into the body12especially well, via the support surfaces A1and A2facing the passenger compartment. The integral support10can also introduce crash forces into the main longitudinal support especially advantageously.

Furthermore, it is preferably provided that the integral support10is fastened in the area of the support surfaces A1and A2, in particular between the support surfaces A1and A2in the longitudinal direction of the vehicle, at the top on the crossmember32in the vertical direction of the vehicle. To this end, the integral support10has, in particular per step S, at least one or several fastening elements34, that are especially clearly visible inFIG.4, which are herein preferably formed as screw holes, in particular as through-openings. The integral support10is screwed against the crossmember32or screwed onto the crossmember32from bottom to top in the vertical direction of the vehicle on its end E, also referred to as its end area, by means of the fastening elements34. The support surfaces A1and A2run, for example, at least substantially vertically, i.e., parallel to the vertical direction of the vehicle and thus for example perpendicular to the longitudinal direction of the vehicle. A respective third support surface A3of the respective step S is, for example, arranged between the support surfaces A1and A2in the longitudinal direction of the vehicle. The integral support10can be or is, in particular directly, supported on the crossmember32by the respective support surface A3at the top in the vertical direction of the vehicle, so that for example the respective support surface A3is at least partially covered by the crossmember32at the top in the vertical direction of the vehicle. The respective support surface A3here preferably extends perpendicular to the vertical direction of the vehicle and thus, for example, horizontally.

As is in particularly apparent fromFIG.6, the respective upper support surface A1is arranged at a distance behind the crossmember32or in front of the crossmember32in the longitudinal direction of the vehicle. Furthermore, the respective lower support surface A2is also distanced from the support member22in the longitudinal direction of the vehicle. The spacing of the two support surfaces A1and A2from the crossmember32or the support element22has the advantage that positional and component tolerances can easily be compensated for. The support surfaces A1and A2only come into contact with the crossmember32or the support element22in the event of a crash, in a corresponding deformation of the front end of the vehicle, so that the load paths are only then established and the crash forces are introduced into the crossmember or the support element22via these. Of course it can be provided in an alternative exemplary embodiment of the vehicle that the upper support surface A1has already been brought into contact with the crossmember32during the attachment of the integral support to the vehicle.

It is preferably provided that the crossmember32is connected at its end, i.e., via its respective ends, to respective side sills of the body12, which are distanced from each other in the transverse direction of the vehicle, wherein the support element22is preferably also connected to the side sills. It is furthermore conceivable that the support element22is fastened to the crossmember32.

The curved structure26has legs36, which each run in an intrinsically curved shape, are combined and thus together form the shape of the Greek capital letter omega. The integral support10has a further, rear integral support crossmember38, via which the shaft36and the curved structure26, i.e., the omega shape, are connected to each other. The integral support crossmember38is in particular a crossbar, which is optionally provided and is in particular used to achieve advantageous acoustic behavior, also referred to as NVH behavior (Noise Vibration Harshness). It is furthermore conceivable that the support element22is fastened to body components of the body12in addition to the side sills and in addition to the crossmember32. The only optionally provided crossbar serves, for example, to support the legs36, in particular in the area of their ends, and thus to support the fastening elements34, for example formed as a bearing or used as a bearing.

FIG.6once again especially clearly shows the support or potential for support of the integral support10by the support surfaces A1and A2towards the back of the crossmember32and the support element22.

Using the example of the upper longitudinal support14, it is especially clearly recognizable inFIG.7that the respective main longitudinal support is connected to a respective energy absorption element39, also referred to as the crash box. The energy absorption elements39are in particular deformable in a frontal impact during energy dissipation. The energy absorption elements39are connected to each other via a flexible front crossmember40that extends at least substantially in the transverse direction of the vehicle, the so-called flexible bumper crossmember, so that the main longitudinal supports are connected to each other at the end via the energy absorption elements38by means of the flexible crossmember40. It is also especially clearly visible inFIGS.7,8and9that the respective support beam28is connected to the respective further energy absorption element42on its respective front end that faces away from the curved structure26, the further energy absorption element42being arranged under the respective energy absorption element39in the vertical direction of the vehicle. The energy absorption elements42are thereby attached to a front end E2of the integral support10that faces away from the curved structure26, the front end E2of which is formed by the support beam28or by its ends. The respective energy absorption element42is, in turn, attached to a respective vertical strut44, which extends at least substantially in the vertical direction of the vehicle. The vertical strut44that is connected to the respective energy absorption element42at one end is connected on the other end with the flexible crossmember40that is arranged over the respective energy absorption element42. The vertical struts44that are distanced from each other in the transverse direction of the vehicle and are thus provided on both sides of the passenger motor vehicle area are also connected to each other by means of a transverse element46. The transverse element46is arranged under the flexible crossmember40in the vertical direction of the vehicle and is arranged in front of the integral support crossmember30in the longitudinal direction of the vehicle.

The fastening element16of the respective support beam28that is in front in the longitudinal direction of the vehicle is especially clearly recognizable inFIGS.7to9. Here, the respective support beam28is connected to the longitudinal support14via the fastening element16by means of the additional, separate screw element48, i.e., screwed against the longitudinal support14and thus fastened to the longitudinal support14.

It is recognizable fromFIG.1that the respective leg36of the curved structure26has a respective recess50for a rotary rod of a steering system of the passenger motor vehicle. This in particular means that the rotary rod is at least partially arranged in the recess50. It is recognizable fromFIG.5that the respective leg36has an opening, for example formed as a through-opening, in particular at the height of the optionally provided integral support crossmember38. A tube can be or is arranged in the opening52. A screw can be inserted through the opening52and in particular through the tube, by means of which the integral support10can be screwed against a connection support of an end wall and can thus be fastened to the connection support of the end wall. It is also recognizable fromFIG.2that the integral support10has respective receiving areas54and56per leg36. A crossbar can for example be attached to the integral support10via the receiving region54, and a compression strut can for example be attached to the integral support10via the receiving region56.

The curved structure26is an omega-shaped main profile of the integral support10, which comprises the support beams28as connection supports and the integral support crossmembers30and38as integrated transverse structures. However, in this instance the integral support crossmember38is only optionally provided and can be omitted. Since the integral support crossmember30is distanced from the curved structure26and in particular from its vertex58in the longitudinal direction of the vehicle, the integral support crossmember30is decoupled from the vertex58of the curved structure, also referred to as the omega profile. The integral support crossmember30is thereby fastened to the omega profile via the support beam28. A leverage effect can be achieved for the centre of gravity of the vehicle in the x-y plane by the shear stiffness of the integral support10, for example in a frontal impact with low lateral impact area against a rigid obstacle. This leverage effect reduces the impact area with the rigid obstacle in an efficient way and thus enables the back of the vehicle structure to slide off the obstacle, also referred to as a barrier. The integral support10enables especially advantageous energy absorption. The omega profile (curved structure26) is formed by several individual shapes60a-h, which are, for example, put together. The individual shapes60a-hcan be aligned with each other and, for example, all lie at roughly the same height. The basic shape of the omega profile can be a rectangular shape and can form the vertex58in a front area. The steps S with the support surfaces A1and A2here allow a positive-fitting support towards the back in the longitudinal direction of the vehicle on neighbouring components, in the form of the crossmember32and of the support element22of the energy store20. The rear integral support crossmember38itself is, for example, assembled from several individual parts62a-b. The rear integral support crossmember38is, for example, at least partially, in particular fully, enclosed by the omega profile. Fastening options can be integrated into neighbouring components on the inherently open ends of the omega profile, in particular of the leg36. The receiving areas54and56serve, for example, to receive bearings that can be attached, in particular flexibly, to the integral support10via the wheel driver and/or struts. The bearings in particular serve for positioning the components of the previously mentioned axle, in particular of the front axle. The omega profile additionally offers the possibility of resting the rotary rod on the integral support10just in front of the rear integral support crossmember38. To this end, a bearing for positioning the rotary rod can be or is arranged in, for example, the respective recess50.

The support beams28, which are, for example, formed separately from the omega profile and are also referred to as connection supports, are connected tightly to the omega profile, in particular by welding. The connection supports extend to the front in the longitudinal direction of the vehicle and to the outside in the transverse direction of the vehicle and protrude far beyond the width of the omega profile. The respective support beam is, for example, assembled from several individual parts64a-d. At a respective protrusion of the respective connection support, in particular in the area of the omega profile, a respective abutment66a, bis connected tightly to the respective connection support, in particular by welding. This connection is preferably secured on three sides, and can be at least substantially U-shaped. The abutments66a,66bare tightly connected to the respective connection supports, in particular by welding, for example via further brackets68a-d. It is ensured by the abutments66a, bthat bearings are received in the respective receiving area54on each side. These bearings also serve to position components for the axle. In addition, both ends of the connection support are at a different height from the omega profile, so that the ends of the support beam28and thus the end E2of the integral support10is arranged above the omega profile in the vertical direction of the vehicle. This means that an elevation difference in comparison to the omega profile is made possible by means of the connection support (support beam28). Crash or impact energy can thereby be dissipated across two horizontal planes. In the front, upper area of the support beams28, the support beams28are connected to each other via an integrated structure. The integrated structure is herein the front integral support crossmember30, which is, for example, formed as a tube. The integral support crossmember30is tightly connected to the support beams28, in particular by welding. Receiving areas on the connection supports for the integrated structure are preferably arranged as far towards the outside as possible and enable a large surface area connection of the integrated structure to the respective support beams28, wherein respective areas are referred to with70a, binFIG.2, in which the integral support crossmember30is attached to the support beams28tightly and preferably across a large area. The integral support crossmember30, which is, for example, formed as a transverse tube, is not directly connected to the omega profile in itself, and is not at the same height as the omega profile. The operating principle of the integral support10is described in the following:

In the event of a frontal impact, a part of the crash energy is absorbed by both connection supports, in particular by the connection supports being deformed. Deformation energy can be applied across a large distance in the longitudinal direction of the vehicle by means of the described elevation difference. The second deformation possibility lies between the central abutments66a, band the rear individual profiles60e, f, for example formed as brackets, of the omega structure, also referred to as the omega frame. In this area, further energy is absorbed by the material, before the rigid structure with the fastening points to the neighbouring components starts to absorb energy. The respective support surfaces A1and A2on the two rear, in particular open ends of the omega profile or the leg36ensure advantageous crash behavior.

In the event of a frontal impact with little side impact, the integral support10has, on one hand, the task of absorbing energy, and on the other hand of reducing the impact area with the rigid obstacle by means of its shear stiffness and thus by means of a leverage effect in relation to the centre of gravity of the vehicle. These contradictory requirements can be solved as follows: an obstacle with little side impact on the passenger motor vehicle hits the ends of the front, integrated structure (integral support crossmember30) at a diagonal angle. This ensures both the introduction of high lateral forces into the front integrated structure, in order to at least reduce the impact area of the passenger motor vehicle, and also the introduction of forces in the longitudinal direction, which lead to energy absorption in the connection supports. It is hereby very advantageous that the introduction of the lateral forces can be sustained across a long period of time, while the front diagonal structure is pushed backwards during the deformation of the connection supports. The integrated structure as well as the curved structure26hereby remain largely undeformed, in order to be able to maintain a high lateral level of force and thus a leverage effect in relation to the centre of gravity of the vehicle.

In the event of a pole crash, a barrier with a round outer periphery, for example, hits at least substantially the centre of the integral support crossmember30. In such a pole crash, the front integrated structure is subjected to bending in a first step and absorbs energy. By means of the vertical attachment of the integral support10to the main longitudinal support, the shell of the bodywork structure is thereby additionally activated and the main longitudinal support is additionally used as an energy-absorbing structure by means of a bending element. The barrier moves further backwards during the pole crash. As a consequence, the connection supports are pulled backwards, whereby the front structure at least forms a V shape towards the back. Because the integrated front structure (integral support crossmember30) is not fastened to the vertex58of the omega profile and is distanced from the vertex58, and can thus freely move the front structure backwards, energy can already be absorbed before the barrier or the front, integrated structure hit the omega profile. If the pole and the front, integrated structure ultimately hit the omega profile, the load is distributed across the whole omega profile. The remaining energy is finally absorbed by deformation of the omega profile or into the omega profile.