DE29808607U1 - Motor vehicle with a floor - Google Patents

Description

Scambia Industrial Developments Aktienpgse^L^ctfaft .^ Sofiäart (Principality of Liechtenstein) .&Ggr;.*..* '..·...* ..·'..·

Motor vehicle with a floor

DESCRIPTION 5

The invention relates to a motor vehicle, in particular a passenger car, with a floor.

Known passenger cars have a floor with two side floor sections and a tunnel arranged between them. The tunnel reduces the rigidity of the floor against compressive forces directed transversely to the car. If, for example, a collision results in an impact directed transversely to a passenger car, there is a significant risk that the floor will buckle and/or be compressed at the tunnel. This in turn increases the risk that at least one person sitting in the car will be injured.

The invention is therefore based on the object of creating a motor vehicle which avoids the disadvantages of the known motor vehicles and in particular improves the rigidity of the floor against compressive forces directed approximately transversely to the motor vehicle .

This object is achieved according to the invention by a motor vehicle with the features of claim 1.

Advantageous embodiments of the subject matter of the invention 0 emerge from the dependent claims.

According to an advantageous embodiment of the subject matter of the invention, several connecting elements are distributed along the tunnel of the floor of the motor vehicle.

Preferably there are at least three, better at least four and for example at least five connecting elements.

The tunnel of the floor of a passenger car is - depending on the type of vehicle - normally at least 1.5 m long and for example approximately 2 m to 2.5 m or even slightly longer. The number and distribution of the connecting elements are preferably determined in such a way that a connecting member is arranged near both ends of the tunnel, which is located in plan either directly at the end of the tunnel or is at a distance along the tunnel from the end of the tunnel closer to it which is expediently at most 80 cm, preferably at most 60 cm and even better at most 50 cm or even only approximately or at most 3 0 cm. The distances, i.e. the dimensions of the spaces measured along the tunnel between all successive connecting elements, are expediently at most 8 0 cm, preferably at most 6 0 cm and even better at most 50 cm 0 or even only approximately or at most 3 0 cm along the entire tunnel.

If the motor vehicle has, depending on the length of the tunnel, at least three or at least four or at least five connecting elements, for example more or less evenly distributed along the tunnel, the connecting elements can be elongated and arranged with a longitudinal direction running transversely to the longitudinal direction of the tunnel. The individual connecting elements can then have relatively small cross-sectional dimensions in cross-section - i.e. in a section running in the longitudinal direction of the tunnel and perpendicular to the driving surface of the motor vehicle. The dimension or width of each connecting element measured along the tunnel is then expediently at least 15 mm, preferably at least 20 mm and, for example, at most 50 mm or only at most 30 mm.

According to one embodiment of the subject matter of the invention, there may be only a single connecting element, which then has a dimension along the tunnel that is preferably at least 10 cm, better at least 50 cm and for example at least 1 m and expediently at least 30%, better at least 50% and for example at least 70% of the length of the tunnel. The connecting element then preferably extends to one or both ends of the tunnel and/or is at a distance from each end of the tunnel that is expediently at most 80 cm, preferably at most 60 cm, even better at most 50 cm or even only at most 30 cm. The connecting element is then rigidly fastened to the ground on both sides of the tunnel, preferably at several, preferably at least three, better at least four and for example at least five fastening or connection points distributed along the tunnel, or essentially along its entire length without interruption.

It is also possible to provide connecting elements that have different dimensions along the tunnel. The motor vehicle may, for example, have at least one connecting element with a dimension of at least 10 cm along the tunnel and at least one connecting element whose dimension measured along the tunnel is at least 15 mm or at least 20 mm and is significantly smaller than 10 cm.

The lateral sections of the floor facing away from each other in the tunnel are connected and braced by the connecting elements or the connecting element. This increases the strength and rigidity of the floor in the area of the tunnel, particularly with respect to pressure acting transversely to the tunnel and approximately horizontally on the lateral sections of the floor.

forces are increased considerably. If, for example, in a collision another vehicle drives into the inventive motor vehicle at a roughly transverse angle to it and thereby impacts the floor of the inventive motor vehicle, the inventive design of the motor vehicle reduces the risk of the floor being compressed and/or bent in the tunnel. The same applies to skidding accidents and other accidents and events in which large pressure forces act on the floor that are directed transversely - i.e. roughly at right angles to the tunnel - and roughly parallel to the floor.

The or each connecting element has, for example, sections that form angles with one another in a section running along the tunnel. This makes it possible to achieve a large increase in the compressive strength of the soil with a low weight of the or each connecting element. If several connecting elements are present, these can have U-profiles, for example.

The subject matter of the invention is then explained using the embodiments shown in the drawing. The drawing shows

Fig. 1 shows a schematic longitudinal section of a passenger car,

Fig. 2 shows a cross-section through the tunnel of the floor along the line II - II of Fig. 1 in larger scale,

Fig. 3 is a plan view of the connecting element shown in Fig. 2,

Fig. 4 a cross-section through the connecting element along the lines IV - IV of Fig. 3 on an even larger scale than this and

Fig. 5 is a section analogous to Fig. 4 through another connecting element.

The passenger car 1 shown schematically in Fig. 1 has a vehicle body 2 that allows front wheels 3 and rear wheels 4 to rotate. The motor vehicle 1 stands with the wheels 3, 4 on a flat and horizontal driving surface 5, for example. The vehicle body 2 delimits, for example, from front to rear, an engine compartment 6, a passenger compartment 7 and a trunk 8. The vehicle body 2 has a self-supporting body 11 and a floor 12 that is firmly connected to it and/or belongs to it.

The floor 12 extends, for example, approximately from the front third of the motor vehicle to at least approximately the rear of the motor vehicle. The floor 12 has or forms a tunnel 12a, which is particularly clearly visible in Fig. 2. The tunnel 12a is straight, runs in the longitudinal direction 0 and/or general direction of travel of the motor vehicle and is arranged in cross-section approximately in the middle of the floor and is open towards the bottom. The tunnel 12a extends in plan from the front end of the floor 12 backwards at least to approximately the rear end of the passenger compartment 7 and possibly also into the area of the trunk 8. The tunnel 12a has, for example, two flat side walls that are slightly inclined towards each other upwards and a curved cover wall that continuously connects their upper ends. However, the tunnel could instead be essentially approximately quadrangular in cross-section, for example rectangular or square or trapezoidal, with the corners being replaced by curved transitions, for example. The floor 12 has lateral sections 12b arranged on opposite sides of the tunnel 12a. These are largely approximately flat.

The floor 12 has on both sides of the tunnel 12a its

Shoulder-shaped transition sections 12c connecting side walls to the side sections 12b, which can be regarded as parts of the tunnel 12a and/or the side sections 12b. Each shoulder-shaped transition section 12c has a leg-shaped section 12d projecting away from a side wall of the tunnel and a leg-shaped section 12e projecting downwards from it at approximately a right angle. The lower edges of the downwardly projecting leg-shaped sections 12e and/or the lower surfaces of the flat areas of the side sections 12b of the floor 12 adjoining these sections 12e on the outside define a plane 13. The lower surfaces of the leg-shaped sections 12d present on the two sides of the tunnel also define a plane 14. The two planes 13, 14 are parallel to one another, are a short distance apart and - when the motor vehicle is on a horizontal driving surface 5 - are horizontal. For example, one of these two planes 13, 14 can be seen as the lower boundary of the tunnel 12a. The vehicle body 2 also has an inner wall 15 which is connected to the front edge of the floor 12, projects upwards away from it and separates the engine compartment 6 from the passenger compartment 7.

The engine compartment 6 contains an internal combustion engine 17, which is designed, for example, as a gasoline engine and has an engine housing. This is held on the vehicle body 2 with holding means in a vibration-damping manner and has several exhaust outlets. An exhaust system 19 forms an exhaust and has, along the exhaust gas flow direction, in sequence, for example, an exhaust manifold 20 connected to the exhaust outlets of the engine housing, at least one catalyst 21, a first deformable line element 22, a rigid pipe 23, a second deformable line element 24, a first silencer 25, a rigid pipe 26, a second silencer 27 and a

Outlet 28. The two deformable line elements 22 have, for example, a flexible, metallic bellows.

The first silencer 25, also visible in Fig. 2, has a generally cylindrical housing 31 which is, for example, circular in cross-section, but could instead be approximately oval or elliptical. The first silencer 25 is located near the front end of the floor 12 in the tunnel 12a. The first silencer 25 is designed and arranged such that it is located in cross-section completely above the two levels 13, 14 and thus in cross-section completely within the tunnel 12a. The second silencer 27 is located, for example, behind the tunnel 12a below the trunk 8. The pipe 26 is located partly inside the tunnel and partly behind it.

The floor 12 has a one-piece, continuous sheet metal piece that forms the tunnel 12a, the side floor sections 12b and, for example, essentially the entire floor. The vehicle body 2 also has several rigid connecting elements 35 arranged on the lower side of the floor 12 and under the tunnel 12a and/or in the lowest area of the latter, crossing the tunnel in plan. The connecting elements 35 are, for example, distributed more or less evenly along the tunnel. In Fig. 1, five connecting elements 3'5 are shown as an example, but more or possibly fewer connecting elements can also be provided. Two connecting elements 3'5 are located near the two ends of the first silencer 25 below its housing 31. The connecting element arranged at the front end of the first silencer forms, for example, the front connecting element and is located near the front end.

of the tunnel. One of the connecting elements is, for example, arranged approximately in the middle of the first silencer underneath it. The two remaining connecting elements 35 are arranged behind the first silencer. 5

One of the connecting elements 35 is also visible in Figure 2 and is also shown separately in Figures 3 and 4. Each connecting element 35 is elongated and has a longitudinal direction that runs at right angles to the longitudinal direction of the passenger car 1 and the tunnel 12a. Each connecting element 35 consists of a metallic material, namely steel, is essentially formed by a U-profile bar and has a cross-section of a flat, web-shaped section 33a located at the top and two leg-shaped sections 35b that are at right angles to this and project downwards from it. Each connecting element 35 is provided at its ends with end sections 35c that run transversely to its longitudinal direction. The two end sections are rigidly connected to the web-shaped section 35a and to the two leg-shaped sections 35b and close off the channel-shaped cavity delimited by the U-profile bar at both ends of the connecting element. The end sections 35c consist, for example, of originally separate plates welded to the sections 35a, 35b formed by the U-profile bar or of extensions connected to the web-shaped section which have been angled and welded to the leg-shaped sections 35b. The web-shaped section 35a of each connecting element 35 is provided with a through hole 35d, i.e. a 0 bore, near its ends. Each connecting element 35 rests on opposite sides of the tunnel 12a with end sections of the upper surface of its web-shaped section 35a on the lower surfaces of the two horizontal sections 12d of the floor 12 and is rigidly and detachably or non-detachably connected to the floor 12. The connecting elements 35 are

for example, with fastening means 37, which have metal screws 38 and metal threaded bodies 39 with an internal thread. The threaded bodies 39 consist, for example, of plates or nuts and are rigidly attached, for example welded, to the sheet metal piece that forms the essential part of the base. Each screw 35 has a head arranged under the web-shaped section 35, penetrates a hole 35d and a hole coaxial with this in the sheet metal piece of the base 12 and is detachably screwed into the internal thread of the threaded body 39 and secured against unintentional loosening, for example with a locking ring (not shown) or the like.

The web-shaped sections 35a of the two connecting elements 35 arranged under the two ends of the first silencer have two holes 35e between the two holes 35d. The remaining connecting elements 35 not arranged under one end of the first silencer do not need to have holes corresponding to the holes 35e. The lower edges of the connecting elements 35 are approximately flush with the plane 13 or possibly protrude a little below it. The connecting elements 35 are therefore approximately in the plane 13 or 14 defined by the lower edges of the tunnel and the areas of the floor adjoining them. Furthermore, the ends of the connecting elements are a small distance from the leg-shaped sections 12e. The sheet metal forming the main part of the floor 12 is, for example, approximately 1 mm to 1.5 mm thick. Each connecting element 35 has a dimension or width b in cross-section and therefore in a section perpendicular to the planes 13, 14 in the longitudinal direction of the tunnel that is at least 15 mm and for example approximately 20 to 30 mm. The cross-sectional dimension or height h of the connecting elements 35 measured perpendicular to the planes 13, 14 is preferably at least 4 mm, preferably at most 20 mm and for

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Example: approximately 6 to 10 mm. The material thickness of the connecting elements is, for example, approximately 1 mm or more.

The two silencers 25, 27 are held on the vehicle body with holding means in a vibration-damping but only slightly movable manner. The holding means have two holders 41 used to hold the first silencer 25. Each holder 41 is arranged near one of the ends of the first silencer 25 at one of the connecting elements 35 and has a rigid, elongated support 42 made of a metallic material, namely steel. The support 42 consists of a U-profile bar, which is provided at its ends with end walls or end sections running transversely to it. The middle section of the support 42 is bent parallel to the circumference of the housing 31 of the silencer 25, rests against the lower side of the housing 31 and is rigidly attached to it, for example by a few spot welds. Each holder 41 further comprises two holding members 43, each of which is arranged near one of the ends of the elongated carrier 42. Each holding member 43 is at least partially elastically deformable, namely rubber-elastic, and consists, for example, of a one-piece body made of synthetic and/or natural rubber. Each holding member 43 is essentially rotationally symmetrical to an axis perpendicular to the planes 13, 14 and has a main section and two mushroom-shaped extensions protruding from its ends. The main section rests with flat, annular end surfaces at its ends on the web-shaped sections of the carrier 42 belonging to the holder in question or of the connecting member 35 located under the latter. The mushroom-shaped extensions of the holding elements 43 penetrate and engage behind the holes 35e of the two associated connecting elements 35 and holes of the supports 42. The first silencer 25 is designed and dimensioned in such a way and is connected by the holders 41 to the two

associated connecting elements 35 and furthermore to the base 12, so that the housing 31 of the first silencer is separated everywhere by a free space from the inner surface of the tunnel 12a.
5

The rubber-elastic holding elements 43 connect the supports 42 in a vibration-damping manner to the two associated connecting elements 35 in such a way that the first silencer 41 is only slightly deflected from its rest position during operation of the motor vehicle by the thermally caused dimensional changes of the various parts of the exhaust system, by the vibrations generated by the internal combustion engine 17 and the pulsating exhaust gas and the other accelerations generated by the engine and normal driving, and never touches the inner surface of the floor section bordering the tunnel 12a.

The three connecting elements 35 not arranged under one end of the first silencer are connected exclusively to the floor 12 and are separated from all the exhaust parts arranged in the tunnel by an intermediate space.

The second silencer 27 is held on the floor 12 behind the tunnel 12a with two brackets 45 to dampen vibrations.

Each holder 45 has, for example, an elongated, metallic support, consisting essentially of a profile bar, which rests on the upper side of the second silencer 27 and is fastened to its housing. Each holder 45 also has two rubber-elastic holding elements which connect the metallic support of the respective holder 45, for example, directly and immediately to the piece of sheet metal forming the essential part of the base 12 or to any part rigidly fastened to it.

The connecting element 5.5 shown in Fig. 5 has a dimension b along the tunnel that is at least 10 cm and possibly significantly more. The connecting element is formed, for example, from a piece of sheet metal and is profiled in such a way that it has flat sections 55a lying in a common plane and, between them, channel-shaped sections 55b that project downwards away from these and run at right angles to the longitudinal direction of the tunnel. The channel-shaped sections 55b are, for example, approximately U-shaped and/or V-shaped and/or curved in cross section and thus form at least partial angles with the flat sections 55a. The edges of the connecting element 55 that are at right angles to the tunnel have, for example, edge sections 55c that project downwards away from the flat sections 55a.

The connecting element 55 is provided on both sides of the tunnel with a number of holes 55d, preferably at least three, distributed along the tunnel and arranged in flat sections. The connecting element 55 is rigidly attached to the floor of a motor vehicle at the holes 55d, in the same way as the connecting elements 35 are attached to the holes 35d on both sides of the tunnel. A silencer arranged in the tunnel can be held on the connecting element 55 in a vibration-damping manner using two holders corresponding to the holders 41.

The vehicle can be modified in various ways.

For example, the threaded bodies 3 9 can be replaced by protrusions of the sheet metal piece that forms the main part of the floor and the protrusions can be shaped in such a way that they form internal threads. Furthermore, each connecting element can be permanently attached to the floor with rivets or welded joints instead of detachably with screws.

Furthermore, instead of the first silencer or in addition to it, a catalytic converter can be arranged in the tunnel and its housing can be connected to two connecting elements or at least one such element in a vibration-damping manner, similar to the housing 31. Furthermore, a combined catalytic converter-silencer with a common housing can be arranged in the tunnel and held to at least one connecting element in a vibration-damping manner.

Furthermore, the exhaust system or exhaust can be located completely outside the tunnel, in which case the tunnel can contain the fuel line and/or at least one cable or possibly a cardan shaft or can be empty. In these cases, all connecting elements located at the bottom of the tunnel can be connected exclusively to the ground and do not need to hold any exhaust parts or other parts.

Claims (9)

• · ·♦· · ■ PROTECTION CLAIMS 1. Motor vehicle with a longitudinal direction and a floor (12) which has a tunnel (12a) running in the longitudinal direction, characterized in that at least one rigid connecting element (35, 55) is arranged at the bottom of the tunnel (12a) and is rigidly connected to the floor (12) on both sides thereof. 2. Motor vehicle according to claim 1, characterized in that the or each connecting element (35, 55) has sections (35a, 35b, 55a, 55b, 55c) forming an angle with one another in a section running along the tunnel (12). 3. Motor vehicle according to claim 1 or 2, characterized in that each connecting element (35) is approximately U-shaped in a section running along the tunnel (12a). 4. Motor vehicle according to one of claims 1 to 3, characterized in that the or each connecting element (35, 55) is straight transversely to the tunnel (12a). 5. Motor vehicle according to one of claims 1 to 4, characterized in that the floor (12) has a shoulder-shaped section (12d) on both sides of the tunnel (12a) with a leg-shaped section (12d) projecting away from the tunnel (12a) and a leg-shaped section (12e) projecting downwards from this, and that the or each connecting element (35, 55) rests against lower surfaces of the leg-shaped sections (12d) projecting away from the tunnel (12a) and is rigidly connected to the latter leg-shaped sections (12d). 6. Motor vehicle according to one of claims 1 to 5, characterized in that the tunnel (12a) contains at least one housing (31) of a catalyst and/or silencer (23) which is held in a vibration-damping manner on at least one connecting element (35, 55) and that at least one connecting element (35) is present which is connected exclusively to the floor (12) and not to any housing (31). 7. Motor vehicle according to one of claims 1 to 6, characterized in that there are at least three and preferably at least five connecting elements (35, 55) distributed along the tunnel (12a), each of which has a dimension (b) measured along the tunnel (12a) of at least 15 mm and for example of at least 20 mm, and/or that the or at least one connecting element (55) has a dimension (b) measured along the tunnel (12a) of at least 10 cm. ' 8. Motor vehicle according to one of claims 1 to 7, characterized in that the tunnel (12a) has two ends and that each of these ends is at most 80 cm, preferably at most 60 cm and for example at most 50 cm away from the connecting element (35, 55) closest to it or is located near a connecting element. 25 9. Motor vehicle according to one of claims 1 to 8, characterized in that between all connecting elements (35) following one another along the tunnel (12a) there are gaps which, along the tunnel (12a), are at most 80 cm, preferably at most 60 cm and, for example, at most 50 cm.