BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagrammatic, perspective view of a cross-member configuration according to the invention;
FIG. 2 is a diagrammatic, exploded perspective view of a basic member with holding elements; and
FIG. 3 is a diagrammatic, cross-sectional view of a holding element.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring now to the figures of the drawing in detail and first, particularly, to FIG. 1 thereof, there is shown a motor vehicle (only partially illustrated) that has a cross-member configuration 1 with a body cross-member 2, a basic member 3 and holding elements 4. The basic member 3 is configured here to receive non-illustrated functional elements, such as, for example, an instrument panel. The body cross-member 2, which belongs to the cross-member configuration 1, forms, according to FIG. 1, a cowl below a non-illustrated windshield and runs substantially transversely with respect to the longitudinal direction of the vehicle between two non-illustrated A-pillars of the motor vehicle. Furthermore, the basic member 3 is fastened to the body cross-member 2 via the holding elements 4, to be precise via a double-section connection in each case. To produce the double-section connection, the holding elements 4 each have, on the body cross-member side, a stepped connecting region 5′ (see FIG. 3) which is connected to a connecting region 5 which is configured in a complementary manner thereto on the body cross-member 2. In this case, both the connecting regions 5′ on the holding elements 4 and the connecting regions 5 on the body cross-member 2 each have at least two stepped surfaces 6a, 6b, 6a′, 6b′ as illustrated in particular in FIG. 3. When the cross-member configuration 1 is fully fitted, the respective stepped surfaces 6a′, 6b′ of the holding elements 4 bear against the associated stepped surfaces 6a, 6b, of the body cross-member 2.
In order to ensure a reliable connection between the holding elements 4 and therefore the basic member 3 and the body cross-member 2, passage openings 7 are provided in the respective stepped surfaces 6a, 6b, 6a′, 6b′ of the holding elements 4 and of the body cross-member 2, which passage openings are aligned with one another when the holding elements 4 are connected to the body cross-member 2, to be precise in such a manner that connecting devices 8, for example screws, can be plugged through the aligned passage openings 7 (see FIG. 3).
As FIG. 1 furthermore shows, the two holding elements 4 illustrated by way of example are connected to each other in the transverse direction of the vehicle via a connecting bracket 9, the connecting bracket 9 having, on the basic member side, recesses 10 which are preferably configured in a complementary manner to the outer contour of the basic member 3. The recesses 10 which are configured in such a manner permit the basic member 3 to engage in the recesses 10 with a form fit. In this case, the basic member 3 is preferably at least partially embraced by the recesses 10 of the holding elements 4 such that a reliable and positionally fixed mounting of the basic member 3 in the recesses 10 is ensured. In addition, it can be provided that the holding elements 4 are connected to the basic member 3 in some other way, in particular are adhesively bonded, soldered or welded thereto.
According to FIG. 3, the holding element 4, which is illustrated in cross section, has a top cord 11, a bottom cord 12 and a stiffening element 13, which is illustrated in FIG. 2. In this case, the stiffening element 13 is arranged between the top cord and the bottom cord 12 and stiffens them in relation to each other. In this connection, it is particularly advantageous that the holding elements 4 are composed of a plurality of individual components and, as a result, particularly light holding elements 4 can be provided. In particular, it is possible to configure the top cord 11 and/or the bottom cord 12 as strip-shaped cords which are connected stiffly to each other via a, for example, double-walled stiffening element 13. The holding elements 4 assembled in such a manner have a high degree of flexural rigidity in the main directions of loading while being of low weight.
As FIG. 3 furthermore shows, the top cord 11 forms a first stepped surface 6a′ on the body cross-member side, and the bottom cord 12 forms a second stepped surface 6b′ likewise on the body cross-member side. In order to be able to introduce the connecting device 8 into the passage opening 7 of the second stepped surface 6b′, a sleeve element 14 is disposed between the top cord 11 and the bottom cord 12 and is aligned with the passage opening 7 in the second stepped surface 6b′.
In order to connect the second stepped surface 6b′ of the connecting region 5′ of the holding element 4 to the body cross-member 2, tab elements 19 are disposed on the body cross-member 2 and form the stepped surface 6b of the connecting region 5 on the body cross-member side. The tab elements 19 can be connected to the body cross-member 2 in a suitable manner, in particular by adhesive bonding, soldering or welding.
According to FIG. 1, depressions 15 can be seen on the body cross-member 2, in which depressions a step 6a′ of the connecting region 5′ of the respective holding element 4 engages in each case in such a manner that a recessed configuration of the step 6a′ in the depression 15 is produced. In this case, the depression 15 additionally serves as an installation aid which facilitates exact positioning of the holding element 4 or of the respective step 6b, 6b′ of the connecting region 5′ on the body cross-member 2. The depression 15 is preferably matched to the overall height of the top cord 11 or the step 6a′ in such a manner that, when the top cord 11 is inserted into the depression 15, an aligned, i.e. continuous surface is produced.
In addition to the fastening of the basic member 3 to the body cross-member 2 via the holding elements 4, further fastenings are provided on a center tunnel 16 (see FIG. 1) and on a longitudinal end region of the basic member 3. The fastening of the basic member 3 to the longitudinal center tunnel 16 of the motor vehicle takes place via a strut 17 (see FIG. 2) which preferably is welded or soldered to the basic member 3 and is screwed to the longitudinal center tunnel 16. The longitudinal end side fastening of the basic member 3 to a non-illustrated A-pillar of the motor vehicle can take place either directly or indirectly via a respective bracket 18. Like the holding elements 4, the bracket 18 has a recess 10′ which is of complementary construction to the outer contour of the basic member 3 and in which the basic member 3 engages preferably with a form fit. It is also conceivable here for the bracket 18 to be connected to the basic member 3 in some other way, in particular to be adhesively bonded, soldered or welded thereto.
In order to be able to take into account individual requirements of the types of vehicle with regard to the configuration of the interior, the basic member 3 is configured as a supporting tube which is curved in some regions, and, as a result, permits a gain in space for vehicle occupants. Since loads of differing magnitude also have to be absorbed in the region of the longitudinal extent of the basic member 3, for example, in the region of a steering column, the basic member 3 has a cross section varying in the longitudinal direction (see FIG. 2), as a result of which it takes into account, for example, different flexural loads.
The holding elements 4 and the struts 17 and the brackets 18 or the tab elements 19 are preferably configured as sheet-metal molded parts which can be produced in a simple and cost-effective manner and at the same time have a low weight, which has a positive effect on the energy balance of the vehicle.
Patent Application
20070262613
