Patent Application
20100066048
The invention relates to an axle bracket or an auxiliary frame, also termed a subframe, for the rear axle of vehicles, which can be used for motor vehicles with a non-driven rear axle and also accordingly adapted or constructed, for vehicles with a driven rear axle.
Such auxiliary frames, also termed subframes, supporting frames or rear axle brackets, have become known for example through DE 101 33 424 A1 for the formation of a so-called five-link axle with at least two transverse links articulated above the wheel centre and two below the wheel centre and with the track rod as the fifth link. Here, the axle bracket itself consists of two hollow longitudinal beams and two hollow transverse beams which are welded together and have connection points for the above-mentioned units. Both the production of the beams per se is complex and expensive, likewise the welding together and also the mounting and forming of the connection points for the various units.
The present invention was based on the problem of avoiding these disadvantages and producing such axle brackets at a more favourable cost and more simply, both with regard to the number of individual parts from which it is composed and also with regard to these individual parts themselves and also with regard to the formation of the connection points. In addition, it was based on the problem of saving weight and increasing the rigidity.
The axle bracket according to the present invention is distinguished accordingly in that it is constructed as an assembled structural unit with a single profiled transverse carrier with consoles fastened to its end regions, which are provided with in each case formed-on connection points for at least three of the units listed below:
Here—viewed in the direction of travel—one of the connection points for connection to the bodywork is provided in front and one behind the transverse carrier.
Each of the consoles here has a formed-on receiving sleeve for the transverse carrier, which is constructed as a hollow profile. The profile can advantageously be a box profile and the receiving sleeve for the transverse carrier is adapted to the outer contour thereof, so that the transverse carrier can be inserted into this receiving sleeve and can be welded to the console. The receiving sleeves and the transverse carrier may also, however, be welded flush against each other.
The console can be produced here in a particularly advantageous manner from light metal, in particular from an Al alloy and produced as a pressure die casting. Such a console can be produced particularly simply and at a favourable cost and also so as to be distortion-free, wherein the old connection points and the sleeve for the transverse carrier can be constructed in one piece with the console.
The receiving sleeve for the transverse carrier can be adapted to the outer contour thereof and namely such that they can encompass the transverse carrier, so that the transverse carrier can be introduced and welded. The transverse carrier can, however, also be welded flush onto the correspondingly constructed receiving region.
The connection points—those situated at the front in the direction of travel and those situated at the rear in the direction of travel—for connection of the assembled axle bracket to the bodywork can be constructed in the manner of a sleeve (round), with an axis lying at least approximately perpendicularly to the roadway, wherein the receiving of the axle bracket via the sleeve-like components can take place via rubber bearings.
The rigidity of the axle bracket can be increased considerably when over the receiving sleeve for the transverse carrier on the side facing away from the roadway side thereof, an attachment is formed on, provided with reinforcement ribs, which forms the connection point for the suspension and/or the damping.
For the upper and the lower transverse carrier, in each case two connection points are provided on the console—a first and a second, one of which is provided in front of the transverse carrier, viewed in the direction of travel, and one behind the transverse carrier. Here, the connection points are respectively formed by two fastening points which—viewed in the direction of travel—lie one behind the other, namely
To further increase the reinforcement, it can be advantageous if at least one of the bodywork connection points, i.e. the fastening point for example constructed as a sleeve, is connected via a reinforcement rib with the box-shaped attachment. Expediently, both bodywork connection sleeves are connected with each other with the box-shaped attachment respectively with such a reinforcement rib of flat construction. It is expedient here if the reinforcement rib runs at least approximately from the upper region of the box-shaped attachment to the upper region of the connection sleeve.
An optimum development with regard to strength and also rigidity is further produced when at least individual of the fastening points are formed by sleeves running at least approximately transversely to the direction of travel, through which for example screws can be guided for fastening the corresponding units, wherein on one side of the fastening point, constructed in the manner of a sleeve, the units rest, and on the other side the head of a screw or a nut lies.
It is, furthermore, particularly advantageous if reinforcement ribs run from the contours, such as end or corner contours of the sleeve-like receiving region for the transverse carrier to the individual fastening points and if, in addition, reinforcement ribs originate from the lower regions of the bodywork connection sleeves, around the console and expediently run into the fastening regions, constructed in the manner of a sleeve, or are at least tangent to these and in particular connect those for the lower transverse carrier with each other.
Further advantageous developments according to the invention will be apparent from the drawings in connection with the description thereof.
The invention is described in further detail by means of
Here,
The brackets 2,3 have respectively formed-on connection points A,B for the upper transverse link 6, C,D for the lower transverse link 4, E for the track rod 5, F for the spring- or damping unit 7 and—viewed in direction of travel FR—connection points G and H, provided in front of and behind the transverse carrier 1, for the connection of the axle bracket I to the bodywork.
Furthermore, each console has a receiving sleeve K, constructed as a box hollow profile, for the transverse carrier 1. The receiving sleeve K for the transverse carrier 1 is adapted to the outer contour of the transverse carrier and is connected therewith via a weld seam 8.
The transverse carrier of the present invention is produced from light metal, in particular an Al alloy, likewise the consoles, which can be produced particularly advantageously by a pressure die casting process.
The connection points G and H for connecting the axle bracket to the bodywork are constructed as sleeves 9, 10 with an axis lying at least approximately perpendicularly to the roadway, and particularly advantageously, rubber bearings can be held in these sleeves 9, 10, by which a particularly efficient and simple connection of the axle bracket to the bodywork can take place.
On the side of the receiving sleeve K facing away from the roadway side, an attachment J is formed, consisting of reinforcement ribs 11-14 and reinforcement surfaces 15, to form the connection F for the spring-damper 7.
For each of the connection points A and B for the upper transverse link 6 and C and D for the lower transverse link 4, respectively two fastening points—respectively a front one and a rear one, viewed in the direction of travel—are provided, and namely fastening points A1 and A2 and B1 and B2 for the upper transverse link and fastening points C1 and C2 and D1 and D2 for the lower transverse link. Likewise, for the track rod connection point E respectively a front and a rear fastening point E1,E2 is provided, likewise for the connection point F for the spring-damper a front fastening point F1 and a rear F2.
As can be seen in connection with
As can be seen in particular in connection with
Of the connection points C,D for the lower transverse link 4, the two fastening points C2 and D1 are associated with the lower corner regions of the receiving sleeve K for the transverse carrier 1.
Of the connection points C and D for the lower transverse link 4, the further two fastening points C1 and D2 are distant from the corner regions of the receiving sleeve K.
The connection points G,H are connected with the box-shaped attachment J via respectively a flat reinforcement rib 20, running from the upper region of the box-shaped attachment J to the upper region of the sleeves 9 to 10.
The fastening points A1,A2,B1,B2,C1,C2 and D1 and D2 are formed by sleeve stubs or sleeve extensions running transversely to the direction of travel, which are closed off on the side facing the units 4 and 6 by cover bases or bearing surfaces interrupted by through-openings. As a representative of the others, only the through-bore Aa and the base Ab are marked.
A flat reinforcement rib 21 runs respectively from the upper corner regions of the receiving sleeve J for the transverse carrier 1 in the direction of the sleeves G and H towards a casting node 22 which is formed as a box sleeve transversely to the direction of travel.
A respectively flat reinforcement rib 23 runs from the sleeve-like node 22 to the lower region of the receiving sleeve K for the transverse carrier.
A further flat reinforcement rib 24 runs respectively from the node 22 to the fastening points C1 and C2. A further reinforcement rib 25 runs from the fastening points C2 and D1 adjacent to the lower corner regions of the receiving sleeve K for the transverse carrier and the fastening points C1 and C2 distant from the lower regions of the sleeve 1.
A further reinforcement rib 26 runs respectively from the lower region of the sleeves G and H to the bodywork connection, past the node 22, to the fastening points C2 and C1 for the lower transverse link which are distant from the lower corner regions of the sleeve 1 for the transverse carrier.
A further reinforcement rib 27 runs respectively from the upper corner region of the receiving sleeve K to the fastening point A1B2, spaced apart from the attachment J, for the upper transverse link.
The node 22 lying respectively at the front in the direction of travel serves respectively as the rear fastening point E2 for the fastening of the track rod. The other node 22, i.e. the rear node viewed in the direction of travel, is not occupied; it arises because the consoles 2 and 3 are mirror-inverted parts, in order to be able to be produced in one and the same tool.
The other fastening point, i.e. the fastening point E1 lying in the front in the direction of travel, for the track rod is formed as an extension 27 on the side of the reinforcement rib 26 facing away from the receiving sleeve K for the transverse carrier. The sleeve 22 or the casting node 22 is likewise covered on the side facing the track rod by a base which is interrupted by a through-bore.
Further reinforcement ribs 28 are provided between the fastening points A1 and A2 and B1 and B2.
Reinforcement ribs 29, at least approximately in the region of the through-openings of the supports C1 and C2 and D1 and D2, connect these supports or fastening points. Reinforcement ribs 30 at the lower outer region of the consoles connect the fastening points C1,C2; D1,D2 with each other. A reinforcement rib 31 respectively connects the node 22 with the lower region of the sleeves G and H.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2006 062 524.2 | Dec 2006 | DE | national |
| 10 2007 001 015.1 | Jan 2007 | DE | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/DE2007/002315 | 12/27/2007 | WO | 00 | 6/17/2009 |
