Land vehicles: bodies and tops – Bodies – Body shell
Reexamination Certificate
2000-06-09
2001-10-09
Pape, Joseph D. (Department: 3612)
Land vehicles: bodies and tops
Bodies
Body shell
C296S190050, C296S203020
Reexamination Certificate
active
06299237
ABSTRACT:
The invention relates to a bodyshell of a motor vehicle having a front-end structure which has lower front-end longitudinal members and also upper longitudinal members which are adjoined in each case by a spring-strut bracket and which run into lateral A-pillars which are downwardly connected to lateral longitudinal sills of the passenger cell.
BACKGROUND
A bodyshell of this type is generally known in the case of Mercedes-Benz cars. The bodyshell has a front-end structure a in which a drive assembly and also further functional assemblies are accommodated. The front-end structure is provided with a lower and with an upper longitudinal-member plane. The two lower front-end longitudinal members merge in the region of the passenger cell into lateral longitudinal sills into which a number of supporting pillars of the passenger cell, in particular the A- and B-pillars, run. The upper longitudinal members support a radiator cross member in a front region. Spring-strut brackets are connected to the upper longitudinal members, the said brackets continuing, integrated in wheel fittings, as far the lower longitudinal members.
In the case of a bodyshell of a motor vehicle according to DE 197 09 347 Cl or DE 197 09 349 Al it is also known to provide a wheel-house support of strut-like configuration. The said support extends from the associated, lower front-end longitudinal member obliquely rearwards and upwards to a supporting-pillar and front-wall region.
The object of the invention is to provide a bodyshell of the type mentioned at the beginning which makes improved energy absorption possible in the case of a frontal impact.
SUMMARY
A bodyshell according to this invention has respective composite strut arrangements provided on both sides of the vehicle, the said arrangement extending obliquely downwards in the vertical direction of the vehicle, and also rearwards in the longitudinal direction of the vehicle, between the associated upper longitudinal member and the associated lateral longitudinal sill and/or the associated A-pillar. In the case of frontal impact loads, an additional force route is provided via the particular composite strut arrangement, as a result of which impact loads introduced into the upper longitudinal members or the spring-strut bracket are not exclusively passed on into the A-pillar in the window-breast region, but are additionally also passed on downwards into the particular longitudinal sill or into a A-pillar foot. The respective additional composite strut arrangements also provide additional stiffening for the upper longitudinal members, the said stiffening preventing the upper longitudinal members from buckling during a corresponding frontal impact. In addition, the composite strut arrangements block movement of the front wheel towards the front wall of the passenger cell, as a result of which intrusions of the front wall due to the displaced front wheel can effectively be prevented. The composite strut arrangements therefore achieve an improved distribution of force during corresponding frontal impact loads in the region of the passenger cell. This results in an additional force route, in particular for forces which are introduced into the shock-absorber strut bracket. One force route passes via the shock-absorber strut bracket into the lower front-end longitudinal member, and the second force route passes via the upper longitudinal-member plane into the A-pillar. The third, additional force route runs via the composite strut arrangement into the lateral longitudinal sill. The result is therefore an optimum flow of force over three paths. In addition, because the forces can additionally be conducted away downwards in the vertical direction of the vehicle via the composite strut arrangements, the extremely critical connection, as regards the operating strength, of the upper longitudinal-member plane to the A-pillar is clearly relieved of load.
In a refinement of the invention, each composite strut arrangement ends in its lower end region at a front side of the connecting region between the A-pillar and longitudinal sills. This advantageously results in force being introduced at the intersecting point between the A-pillar and the longitudinal sill. The passenger cell has particularly high rigidity in this region, so that even high forces can be absorbed via the composite strut arrangement.
In a further refinement of the invention, each composite strut arrangement is formed in each case by a single-piece sheet-metal profile which is joined with the aid of connecting flanges to the upper longitudinal member at one end and to the connecting region between the A-pillar and longitudinal sill at the other end. Welding is preferably undertaken in the region of the connecting flanges, so that extremely stable connecting regions are produced. The composite strut arrangement is therefore integrated into the front-end structure in a force-transmitting manner.
REFERENCES:
patent: 5303972 (1994-04-01), Fujii
patent: 33 37 708 A1 (1983-10-01), None
patent: 41 38 392 A1 (1991-11-01), None
patent: 42 08 700 C2 (1992-03-01), None
patent: 196 32 712 A1 (1996-08-01), None
patent: 197 09 349 A1 (1997-03-01), None
patent: 197 09 347 C1 (1997-03-01), None
patent: 2 345 336 (1977-10-01), None
Benz Eberhard
Schnitzer Andreas
Crowell & Moring LLP
Daimler-Chrysler AG
Engle Patricia
Pape Joseph D.
LandOfFree
Bodyshell of a motor vehicle does not yet have a rating. At this time, there are no reviews or comments for this patent.
If you have personal experience with Bodyshell of a motor vehicle, we encourage you to share that experience with our LandOfFree.com community. Your opinion is very important and Bodyshell of a motor vehicle will most certainly appreciate the feedback.
Profile ID: LFUS-PAI-O-2574185