Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Herbert Klamser

Franz-Rudolf Wierschem

Xuan Li

Gerald Hekmann

Daniel Haag

Wilfried Eberle

Michael Wagner

Frank Burbulla

Markus Keller

Adriano Morozini De Lira

Wilhelm Frasch

Gerald Eckart

Christiaan Burgers

Philipp Straub

Alexander Schuenemann

Thomas Wust

Patrick Oefele

Sven Rau

Joachim Ritter

Micheal Funk

Thomas Ruckstuhl

Peter Lehmann

Oliver Pfisterer

A sill frame arrangement for a vehicle body arrangement includes: a battery arrangement provided in a floor region of the vehicle body arrangement, which has at least one frame arrangement having frame longitudinal members and frame cross members which surround and support at least one battery module, the frame longitudinal members resting on sill elements of a sill arrangement, the sill arrangement including wall elements which form sill chambers. Over an entire height of the sill arrangement, only one wall element directed toward the frame arrangement is provided, at least one additional sill element being provided on each sill element, the sill element and the at least one additional sill element being integrally bonded and interlockingly connected to one another.

Sill frame arrangement and a vehicle body arrangement comprising a sill frame arrangement of this type

A front end module () has a cross member () that connects to longitudinal members () of a motor vehicle frame for carrying away loads from a bumper. An actuating rod () can pivot relative to the front wheel () due to relative movement of a part of the cross member () in the direction of travel of the motor vehicle during a small overlap crash. The actuating rod () in the pivoted-out state for rotating the front wheel () radially within a wheel rim ring () of the rim () can be gripped at the rim (). Damage to the front wheel () by plastic deformation of the front end module () and by the actuating rod () can be avoided to permit satisfactory crash behavior of a motor vehicle.

Front end module

A front end module for covering a front of a front vehicle part of a motor vehicle includes a crossmember that is connectable to longitudinal carriers of a motor vehicle frame so as to absorb loads of a bumper. An upper frame element is connected to the crossmember for supporting an engine hood. A receiving region for receiving a radiator grill is disposed between the crossmember and the upper frame element. Fastening elements disposed on the crossmember and/or the upper frame element are configured to fasten an intercooler for cooling charge air of a turbocharger, with respect to the driving direction, in front of a wheel arch that receives a front wheel. A crash structure is connected to the fastening elements for absorbing impact energy by way of plastic deformation and covers a majority of the front wheel in an installed state of the front end module.

A door impact beam for a door of a motor vehicle includes a first fastening portion configured to be fastened to a first fastening intersection of the door and a second fastening portion configured to be fastened to a second fastening intersection of the door. A profiled portion extends between the first fastening portion and the second fastening portion. The profiled portion is designed at least in sections as a hollow profile with two side walls disposed opposite to each other and two connecting walls disposed opposite to each other which connect the side walls to each other. The connecting walls have an outwardly directed convex curvature.

Door impact beam

A motor vehicle rear end has left and right longitudinal beams () forming load-bearing structures of the vehicle, and a receiving housing () is between the left and right longitudinal beams () for accommodating a traction battery. The receiving housing () has left and right side walls () and a central wall () running in a forward direction of travel. An impact profile () is connected to the longitudinal beams () at the level of the receiving housing () and absorbs impact energy in the event of a rear-end crash. The impact profile () has a left and right predetermined buckling points () that enable the impact profile () to buckle toward the receiving housing () in a rear-end crash. The impact profile () that buckles in a rear-end crash strikes the receiving housing () along the longitudinal extent of the central wall ().

Motor vehicle rear end

A protective arrangement for safety-relevant parts of a motor vehicle that are arranged in a supporting structure. The protective arrangement is provided between the safety-relevant part and the closest bumper. The protective arrangement has at least one protective element that is arched in the longitudinal direction of the motor vehicle toward the outside of the motor vehicle. The protective element is mounted directly or indirectly on the supporting structure via bearings that are configured such that a bearing action acts only in the longitudinal direction of the motor vehicle.

Body arrangement with a protective arrangement for safety-relevant parts in the automotive field

Front longitudinal members () of a vehicle () extend forward from a passenger cell () and partially bound an engine compartment (), in which a drive unit () is positioned. A deflection device () has deflection elements () fastened to the front longitudinal members () for rotation about vertical axes (). In the event of a partially overlapping frontal collision with a barrier, the deflection element () is rotated by the collision from an inoperative position in which the deflection element extends in the longitudinal direction of the respective front longitudinal member (), into a collision position where a first portion () of the deflection element () projects into the engine compartment (). Thus, a longitudinal pulse from the frontal collision acting toward the passenger cell () is at least partially converted by the deflection element () into a transverse pulse acting on the drive unit ().

Vehicle with a deflection device, and deflection device

A motor vehicle rear () has left and right longitudinal members () forming a supporting structure of the motor vehicle. A receiving housing () is arranged between the longitudinal members () for receiving a traction battery. The receiving housing () has a left and right side walls () running in the forward direction of travel. A back wall () is connected to the left and right side walls () and running transverse to the forward direction of travel. An impact profile () is connected to the left and right longitudinal members () and absorbs impact energy in the event of a rear crash. Left and right reinforcing elements () connect the impact profile () to the respective left and right side walls () for reinforcing the impact profile () and conducting away some of the impact energy into the left and right side walls ().

Motor vehicle rear

A protective housing for a battery in a motor vehicle includes two transverse walls and two longitudinal walls, which together form a lateral enclosure for a battery receptacle chamber. The protective housing is fastened to at least one longitudinal girder of the vehicle in the installed state in an installation chamber of the vehicle. The transverse walls and the longitudinal walls are each formed by separate components, which are assembled into the enclosure. The installation chamber is located between two longitudinal girders of the vehicle chamber, and the enclosure is fastened to both longitudinal girders.

Protective housing for a vehicle battery

An axle support for a front axle of a motor vehicle, a stabilizer is disposed on the front side which can be fixed by holding elements. Each holding element is constructed for fastening the stabilizer and is simultaneously used as a so-called crash support which has a protective and energy-absorbing effect in the event of an impact.

Axle support for a front axle of a motor vehicle

A seat cross-member is provided in a vehicle with at least one platform, including longitudinal and cross-members as well as a center tunnel and chassis side members. The seat cross-member includes two profiled partial cross-members that are fastened at least on end sides to the longitudinal members and that, in the region of the center tunnel, are connected together, on the one hand, by at least one connecting element and, on the other hand, by the center tunnel. The connecting element has a bracket for a bearing of a drive shaft.

Growing community of inventors

Korntal-Muenchingen, Germany

Herbert Klamser