CN109204547B

CN109204547B - Vehicle body structure for vehicle

Info

Publication number: CN109204547B
Application number: CN201810661903.2A
Authority: CN
Inventors: M.亨特里克; M.纽格鲍尔; D.福尔曼; S.韦伯
Original assignee: Volkswagen AG
Current assignee: Volkswagen AG
Priority date: 2017-06-30
Filing date: 2018-06-25
Publication date: 2021-06-25
Anticipated expiration: 2038-06-25
Also published as: CN109204547A; DE102017211160B4; DE102017211160A1

Abstract

The invention relates to a body structure for a vehicle having a body pillar (3), in particular a B-pillar, having a hollow beam (9) and a reinforcement element (11) arranged thereon for increasing the lateral impact resistance, having a head section (13) connected to a roof rail (7), a foot section (15) connected to a door sill (1) and a central pillar section (17) extending therebetween, wherein the reinforcement element (11) has a predetermined deformation point (19) at the transition between the central pillar section (17) and the foot section (15), at which deformation of the body pillar (3) can be initiated in the event of a lateral impact, wherein the reinforcement element (11) has a U-shaped profile in the central pillar section (17) with a profile bottom (29) which is external to the vehicle in the transverse direction (y) of the vehicle and with a hollow beam(s) (B) which can project from the profile bottom in the transverse direction (y) of the vehicle into the vehicle interior 9) And a side edge (33) connecting the inner plate and the outer plate.

Description

Vehicle body structure for vehicle

Technical Field

The invention relates to a body structure for a two-track vehicle.

Background

The B-pillar of such a vehicle extends substantially in the vertical direction between the roof rail of the vehicle and the rocker on the underside. The B-pillar serves on the one hand for lateral body reinforcement and on the other hand for accommodating components, such as a belt retractor or the like. In addition, the B-pillar also defines a door access to the front and, if necessary, to the rear of the vehicle. In order to increase the lateral impact resistance in the event of a lateral impact, a reinforcing element is integrated into the B-pillar, which reinforcing element counteracts a deformation of the B-pillar into the vehicle interior caused by the accident. However, excessive lateral impact forces are associated with the risk that, even in the presence of the reinforcing element, an uncontrolled bending of the body pillar into the vehicle interior can still result.

A vehicle body of the generic type is known from DE 102014201198B 3, in which the reinforcing element of the B-pillar has a head section connected to the roof rail, a foot section connected to the rocker and a center pillar section extending between the head section and the foot section. The reinforcing element has a predetermined deformation point at the transition between the central pillar section and the leg section, at which deformation of the vehicle body pillar can be initiated in the event of a lateral impact. The reinforcing element is provided with a U-shaped profile on the center pillar section, and in particular with a profile bottom on the vehicle outer side in the vehicle transverse direction and with side edges projecting from the profile bottom in the vehicle transverse direction into the vehicle interior. The profile bottom and the side edges are connected with the inner plate and the outer plate of the column hollow beam in a combined state.

In DE 102014201198B 3, edge cracks on the outer edge of the reinforcing element can be caused at predetermined deformation points of the reinforcing element during a crash, which can adversely affect the crash behavior of the reinforcing element. This type of edge cracking occurs when the outer edge of the reinforcing element is subjected to high tensile stresses during a lateral collision.

Disclosure of Invention

The object of the present invention is to provide a body structure of a vehicle, in particular a B-pillar, which has good deformation properties in the event of a side impact in order to avoid buckling of the body pillar into the vehicle interior at the height of the driver.

The center pillar section of the reinforcement element is designed with a tension band section (Zugbandsegment) at a predetermined deformation point, at which the lateral edge of the center pillar section no longer bears against the rocker top side but is free of a connection to the rocker top side. In this way, a free deformation space is formed between the traction belt section of the center pillar section and the top side of the rocker. In the event of a lateral collision, the reinforcing element is deformed in the vehicle transverse direction into the vehicle interior using at least part of the deformation space. By providing a free deformation space, significantly more defined deformation characteristics and a uniform, wrinkle-free deformation at predetermined deformation points are achieved, without excessively loading the intermediate column section, than in the prior art described above.

With the invention, a leg contour of the reinforcing element is provided, which in one embodiment can be designed more narrowly compared to the prior art. Preferably, the width of the B-pillar foot does not exceed the maximum width of the component. In one embodiment, the reinforcing elements can be arranged next to one another in the same orientation on the component blank. Due to manufacturability considerations, the invention allows a significantly more cost-effective use of sheet metal blanks than in the prior art, which can have a non-material-uniform sheet metal thickness or material quality.

Another core idea of the invention is that the profile of the B-pillar foot is configured to form a flat surface under traction based on the "spreading out" of the profile upon side impact loading. With the profile according to the invention, the internal load path formed by the profile base of the interior of the component during a collision is shorter than the load path guided along the outer edges of the belt segments.

In one embodiment, the side edges of the reinforcing element in the draft strap section of the center pillar section are furthermore free of connections with respect to the inner and outer plates of the hollow beam, so that the deformation behavior of the reinforcing element is not adversely affected in the region of the deformation points of the reinforcing element. The traction belt portion of the center pillar section can merge into the foot section in a material-uniform and integrated manner in the vehicle height direction downward, in order to ensure good force transmission in the event of a crash. The leg section may particularly preferably be connected to the joining point on the vehicle-outside side wall of the rocker only at the joining point, in contrast to the leg section being free from connection with respect to the aforementioned rocker top side. In one technical embodiment, the foot section can be a vertical, flat outer limb that is connected flush to the pulling strap section of the center pillar section.

In view of the defined deformation behavior, it is preferred if a bending axis oriented in longitudinal alignment with the vehicle is defined at the transition between the traction belt section and the foot section of the center pillar section. In the event of a side impact, the central pillar section is deflected relative to the foot section by bending about the bending axis.

In order to further support the deformation behavior, the lateral height of the side edges of the reinforcing element can be reduced in the traction belt section in the direction of the foot section. It is particularly preferred that the height of the side edges at the transition between the traction belt section and the leg section is reduced to zero in order to form the bending axis. In this way, a flat component profile is formed between the traction belt section and the leg section, which component profile acts as a film hinge in the event of a lateral collision, wherein the central pillar section can be bent essentially without damage relative to the lower leg section.

The above-described component geometry of the reinforcing element in the region of the predetermined deformation point forms an edge course of the outer edge of the side edge in the traction belt section, which edge course leads to an advantageous tensile stress distribution in the reinforcing element in the event of a lateral collision: in the above-described component geometry, the length of the load path provided by the profile base inside the component is thus shorter than the length of the load path provided on the outer edge of the traction belt segment. In the event of a lateral collision, a tensile stress distribution in the reinforcing element is thereby formed, wherein the outer edges of the side edges are substantially unloaded, while the main load is transmitted via the profile base inside the component of the reinforcing element. In this way, edge cracks at the outer edges as a result of collisions are substantially avoided.

Preferably, the foot section widens with a free projection in the longitudinal direction of the vehicle forward and rearward relative to the contour base of the center pillar section. It is important here that each projection ends with a free upper cut edge upward of the vehicle, i.e. is not directly connected to the side edge of the center pillar section, as a result of which good bending about the bending axis described above as a result of a crash is achieved.

Drawings

Embodiments of the invention are described below with the aid of the figures.

In the drawings:

FIG. 1 shows a side view of a vehicle in partial cross-section;

FIG. 2 shows a perspective detail view of a B-pillar to bottom side rocker transition of a vehicle body structure of the vehicle;

fig. 3 shows a partial view of the transition from the leg section to the center pillar section of the reinforcing element; and

fig. 4 shows a view of the plate part arrangement corresponding to fig. 3 in the event of a lateral impact.

Detailed Description

Fig. 1 shows a vehicle, wherein the side wall arrangement of the body in white is highlighted by a partial sectional view in the vehicle longitudinal direction x in the central vehicle region. The body in white has a lower vehicle longitudinal member, not shown, which transitions into a lateral rocker 1 in the region of the vehicle passenger compartment. The B-pillar 3 of the side wall assembly is arranged behind the a-pillar 5 in the vehicle longitudinal direction x and connects the bottom rocker 1 of the vehicle body with the roof rail 7 of the roof frame in the vehicle height direction z.

The B-pillar 3 serves on the one hand for lateral body reinforcement and on the other hand for accommodating components, such as a belt retractor or the like. The B-pillar 3 is embodied here as a hollow beam 9 consisting of shell-like inner and

outer plates

23, 21, as shown in fig. 1 or 2. The lateral impact strength of the B-pillar 3 in the event of a lateral impact is increased by means of the reinforcing element 11 integrated in the hollow beam 9, which is made, for example, of a hot-formed steel.

According to fig. 1, the reinforcement element 11 has a head section 13, which is rigidly connected to the roof rail 7 upper part, a foot section 15, which is connected to the rocker 1, and a center pillar section 17, which extends in the vehicle height direction z between the head section and the foot section. In contrast to the rigid connection of the components to the roof rail 7, a predetermined deformation point 19 (shown only in fig. 2 and 3) is provided in the lower region of the B-pillar 3, the configuration of which and the operating principle in the event of a lateral collision are described below. In the event of a side collision, the B-pillar 3 starts to deform toward the vehicle interior in the vehicle transverse direction y at the predetermined deformation portion 19.

Fig. 2 shows a detail of the transition from the center pillar section 17 of the reinforcement element 11 to the leg section 15, and the connection of the leg section 15 to the rocker 1. According to fig. 2, the hollow beam 9 of the B-pillar 3 is formed by a shell-shaped outer plate 21, which is shown only by a broken line in fig. 2, and a shell-shaped inner plate 23, which is also shown by a broken line. The fixing flanges 25 of the inner and

outer panels

21, 23 are welded to each other with the fixing flanges 27 of the reinforcing element 11 being connected therebetween. In fig. 2, the reinforcing element 11 is formed in its center pillar section 17 in a U-shaped profile, and in particular with a profile base 29 that is external in the transverse direction y of the vehicle and with a lateral edge 33 that projects inward in the transverse direction y of the vehicle at a transition edge 31. The two side edges 33 are bent over at the free edge 35 by means of the above-mentioned fixing flange 27. The U-shaped profile of the column section 17 of the reinforcing element 11 is matched to the profile of an outer plate 21, which is likewise U-shaped.

As further shown in fig. 2, the center pillar section 17 of the reinforcement element 11 is formed at the deformation point 19 with a pulling-on strip section 37, at which the side edge 33 of the reinforcement element 11 is free of connection to the rocker top side 39. In contrast to the prior art described above, according to the invention, the reinforcement element 11 is thus no longer supported on the rocker top side 39, but a free deformation space 36 is formed between the tension belt section 37 and the rocker top side 39, the operating principle of which is explained later with reference to fig. 3 and 4. Furthermore, in the region of the draft strap section 37 of the center pillar section 17, the side edges 33 of the reinforcing element 11 are also free of connections with respect to the inner and

outer plates

21, 23 of the hollow beam 9.

The traction belt portion 37 of the center pillar portion 17 merges in the vehicle height direction z into the foot portion 15, which is embodied in fig. 2 as a vertical, flat outer limb, in a downward, flush manner. As described above, it is essential according to the invention that the foot section 15 is connected to the vehicle-exterior side wall 45 of the rocker 1 only at the point of the spot weld F, but is completely free of connection with respect to the rocker top side 39.

In the traction band section 37 of the center pillar section 17, the side height h of the side 33 shown in fig. 2 decreases continuously in the direction of the leg section 15. The lateral height h of the lateral edge 33 is reduced to zero in this case, in particular at the transition between the tension band section 37 and the leg section 1, as a result of which a flat profile region is formed in the reinforcing element 11, which profile region acts as a film hinge in the event of a side impact, wherein the center pillar section 17 is bent essentially undamaged about the bending axis B (see fig. 2, 3 and 4) relative to the lower leg section 15.

In the component geometry shown in fig. 2, the edge profile of the outer edge 43 of the side edge 33 in the traction belt section 37 is formed, which results in a lateral collision in the reinforcing element 11Favorable tensile stress distribution of the impact. The load path L shown in fig. 2 is thus formed by the geometry in the reinforcing element 11_i(inner path in the region of, for example, the free edge 35), the length of which is greater than the load path L provided at the outer edge 43 of the traction belt section 37_aThe length of the (outer tracks) is shorter.

Preferably, the internal trajectory (load path L)_i) Length of (d) and external trajectory (load path L)_a) A shorter connection between the fixing flange 27, which becomes the upper portion of the vehicle interior, to the rocker side wall 45 of the vehicle exterior. It is particularly preferred that the length difference is formed by the expansion of the 3-dimensional contour of the traction belt segments 37.

The leg portion 15 shown in fig. 2 is widened in the longitudinal direction x of the vehicle forward and rearward by a projection 43. In view of the good crash behavior of the deformation region 19 of the reinforcing element 11, it is important that the front and rear projections 43 of the leg portion 15, in contrast to the prior art described above, each end with a free upper cut edge 46 in the vehicle upward direction, i.e. are not directly connected to the side edge 33. In this way, a good collision-induced bending of the reinforcing element 11 about the bending axis B is achieved.

Fig. 3 shows a side view in the assembled state. For the sake of simplicity, only the reinforcement element 11, the inner panel 23 and the rocker 1 are shown in fig. 3. In the assembled state shown, the reinforcement element 11 is welded on the leg section 15 at the joining point F on the outer side wall 45 of the rocker 1 on the bottom side. A free deformation space 36 is defined between the outer edge 41 of the side edge 33, which is lowered at the side edge height h, and the rocker top side 39.

The profile of the B-pillar foot shown in fig. 2 and 3 is designed to create a flat surface that "unfolds" as a profile by traction during a side impact load, as shown in fig. 4. The core of the invention is that, with the profile according to the invention, the load path L is guided by the profile base 29 inside the component during a crash_iThan the load path L guided along the outer edge 43 of the traction belt section 37_aShorter.

Upon a side impact (fig. 4) thereby formsThe following deformation characteristics of the reinforcing element 11: the center pillar section 17 is thereby displaced in the lower region over the deformation point 19 in a deformation path into the vehicle interior when the collision force FA is applied. The traction belt portion 37 of the center pillar portion 17 is thereby deflected about the bending axis B into the vehicle interior and thus into the free deformation space 36. Furthermore, the rocker 1 on the bottom side is connected from the vehicle exterior via the reinforcement element 11 such that a torque is exerted on the rocker 1 on the bottom side, whereby the rocker rotates with further elimination of the crash energy, wherein, however, the contour of the rocker remains substantially unchanged. As described above, during a collision, the primary load passes through the internal load path L_iConductive, external load path L_aSubstantially no load is maintained, so that edge cracking at the outer edge 41 is avoided.

List of reference numerals

1 vehicle door sill

2 vehicle body column

5A column

7 roof rail

9 hollow beam

11 reinforcing element

13 head section

15 leg segment

17 middle column section

19 predetermined deformation site

21 outer plate

23 inner plate

25 fixing flanges of inner and outer plates

27 fixing flange of reinforcing element

29 profile bottom

31 transition edge

33 side edge

35 edge

36 free deformation space

37 traction belt segment

39 top side of car sill

41 outer edge

43 projection

45 side wall of vehicle exterior

46 free upper trimming

height of h side

F_AImpact force

L_aExternal load path

L_iInternal load path

Claims

1. A body structure for a vehicle with a body pillar (3) having a hollow beam (9) and a reinforcing element (11) arranged in the hollow beam for increasing the lateral crash resistance, which reinforcing element has a head section (13) connected to a roof rail (7), a foot section (15) connected to a rocker (1) and a center pillar section (17) extending between the head section and the foot section, wherein the reinforcing element (11) has a predetermined deformation point (19) at the transition between the center pillar section (17) and the foot section (15), at which deformation of the body pillar (3) can be initiated upon a lateral impact, wherein the reinforcing element (11) has a U-shaped profile in the center pillar section (17), with a shaped bottom (29) outside the vehicle in the transverse direction (y) of the vehicle and with a shaped bottom in the transverse direction (y) of the vehicle from the shaped bottom Side edges (33) projecting toward the vehicle interior, which can be connected to the inner and outer plates of the hollow beam (9), characterized in that the center pillar section (17) of the reinforcement element (11) is formed at a predetermined deformation point (19) with a pulling belt section (37), on which the side edges (33) of the reinforcement element (11) are free from connection to the rocker top side (39) and thus form a free deformation space (36) between the pulling belt section (37) and the rocker top side (39), and in the event of a side collision the reinforcement element (11) can be deformed in the vehicle transverse direction (y) toward the vehicle interior, using the deformation space (36) at least in part.

2. The body structure according to claim 1, characterized in that in the region of the draft strap section (37) of the center pillar section (17), the side edges (33) of the reinforcing element (11) are free of connections with respect to the inner and outer panels (21, 23) of the hollow beam (9).

3. The vehicle body structure according to claim 1 or 2, characterized in that the draft strap section (37) of the center pillar section (17) merges integrally and materially into the leg section (15) downward in the vehicle height direction (z), and the leg section (15) is connected to the vehicle-exterior side wall (45) of the rocker (1) only at the junction (F).

4. The body structure according to claim 1, characterized in that the foot section (15) is a vertical flat outer limb which is connected flush to the draft strap section (37) of the center pillar section (17).

5. The body structure according to claim 1, characterized in that a bending axis (B) oriented in alignment with the vehicle longitudinal direction (x) is defined at the transition between the traction belt section (37) and the foot section (15) of the center pillar section (17), and in that the center pillar section (17) can be deflected about the bending axis (B) relative to the foot section (15) in the event of a side collision.

6. The body structure according to claim 1, characterized in that in the traction belt section (37) the side height (h) of the side (33) decreases in the direction of the foot section (15) and in that the side height (h) of the side (33) decreases to zero at the transition between the traction belt section (37) and the foot section (15) in order to form the bending axis (B).

7. The body structure according to claim 1, characterized in that the edge course of the outer edge (41) of the side edge (33) in the traction belt section (37) is designed to produce a tensile stress distribution in the event of a side impact, wherein the outer edge (41) of the side edge (33) is substantially unloaded, while the main load is transmitted via the profiled bottom (29) inside the part of the reinforcing element (11), whereby edge cracks on the outer edge (41) caused by the impact are avoided.

8. The vehicle body structure according to claim 7, characterized in that the load path length provided by the profiled bottom (29) inside the component is shorter than the load path length provided on the outer edge (41) of the traction belt section (37).

9. The body structure according to claim 1, characterized in that the foot section (15) widens with free projections (43) forward and backward in the vehicle longitudinal direction (x) with respect to the profile bottom (29) of the center pillar section (17), and each projection ends with a free upper trimming edge (46) above the vehicle, that is to say is not directly connected to the side edge (33), in order to achieve good bending about the bending axis (B) as a result of a crash.