DE102016210076B3 - Vehicle component with a connection area for elastic connection of another component - Google Patents

Abstract

Vehicle component (1) with a connection region (3.3) for elastic connection of another component, wherein the vehicle component (1) consists of fiber-reinforced plastic and has a base section (2), characterized in that the connection region (3.3) on an elastic deflection section (3 ) is formed, which at two mutually in the direction of a first axis (A) opposite ends (3.1, 3.2) is connected to the base portion (2), between the base portion (2) is spaced and at least in the region of the ends (3.1, 3.2 ) is elastically deformable, whereby the connection region (3.3) is elastically deflectable relative to the base portion (2).

Description

The invention relates to a vehicle component having the features of the preamble of claim 1 with a connection region for the elastic connection of another component, wherein the vehicle component consists at least partially of fiber-reinforced plastic and has a base portion.

In modern vehicles, especially in motor vehicles such as cars and trucks, in many areas two components must be flexible, in particular elastic, interconnected. This concerns z. B. suspension components such as longitudinal or transverse link, which are connected to a wheel, a vehicle body or the like, wherein in the region of the connection at least a limited rotation or displacement of the components involved against each other is necessary. This is achieved for example by rubber-metal composite bearings, which may be combined with ball joints. Such elastic composite bearings usually allow a slight shift in all directions and a rotation, which is why they can be used in part as a cost effective alternative to ball joints. In a typical composite bearing assembly, an inner metal shell is concentrically surrounded by an outer metal shell and the space between the sleeves is filled with rubber or other elastomer. Bearing elements such as composite bearings or ball bearings by known connection methods such as press-fitting, welding o.Ä. connected to the adjacent components. This complicates on the one hand the assembly, on the other hand, the additional components, which are usually at least partially made of metal, adversely affect the vehicle weight.

In addition to metal parts and components of composite materials, such as, for example, fiber reinforced plastic, are increasingly used in vehicle. This can often be realized components that have a similar load capacity as corresponding metal components, but a significantly lower weight. In particular, in such composites, entire components or portions of a component may be formed elastically, which can not be realized in the same way with components made of metal. The use of fiber reinforced plastic and other composites is well known in other fields such as aircraft construction.

The US 8,985,516 B2 discloses a structure with two components, for example in a wing of an aircraft, which are interconnected via an adhesive layer. In principle, there is the risk that the comparatively inelastic adhesive layer will detach from one component if it is exposed to a significantly different tension than the other component. To prevent this, a flexible intermediate component is provided between the two components, which serves to compensate for the different voltages.

The US 4,113,910 A shows a connector made of fiber reinforced plastic, which can be used in aerospace technology to secure connections, which may be given, for example. Between a plate and a thereto glued rib rib. Such a reinforcing rib can be glued to this with a parallel to the plate extending portion, which carries the risk of detachment when tensions occur. The connecting element is inserted between the plate and the rib and has a curved flank, which rests on the inside of the rib, so that occurring stresses are better distributed.

The US 6,386,481 B1 shows a fastener with which stringers can be attached to reinforcing ribs in aircraft wings. The elongate fastener is fastened to the reinforcing rib with a flange portion. A plate-shaped section running perpendicularly to the flange section has an elongate recess and a stiffening section extending parallel to the flange section. The fastener may be made of aluminum or fiber reinforced plastic. Due to its elastic properties, which can be influenced by the recess, it can compensate for positional differences between the rib and the stringers.

The US 6,173,924 B1 shows a structural transition system to produce an aerodynamically favorable transition between an aircraft wing and a rudder or flap arranged thereon. The transition system is arranged in the direction of the pivot axis of the rudder between this and the support surface. Two flexible rods, which may for example consist of light metal, are connected to both the wing and the rudder, so that they are twisted against each other when adjusting the rudder. The rods are embedded in a flexible plate. Attached to this are a number of support elements on which in turn a flexible skin of elastic material is attached. The spaces between the support elements may be filled by foam elements.

The invention is based on the object, a simple to manufacture and weight-saving provide elastic connection between vehicle components.

According to the invention the object is achieved by a vehicle component with the features of claim 1, wherein the dependent claims relate to advantageous embodiments of the invention.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The invention provides a vehicle component is provided with a connection area for the elastic connection of another component. The term "vehicle component" here refers to a component for a vehicle, in particular a motor vehicle such as a car or truck. However, applications for other road vehicles such as motorcycles, trailers or the like are also conceivable, for example. The term "component" is to be interpreted broadly and includes single and multi-part elements or assemblies. It can also be several parts that are detachably or non-detachably connected to each other.

The connection area serves for the elastic connection of the other component, which includes the possibility that it is designed to connect another component to the vehicle component there, as well as the possibility that the other component is connected there to the vehicle component. Such a connection can even be given in one piece, so that the two components are not separated materially, but can be distinguished at most due to their different function. Otherwise, a positive, non-positive and / or cohesive connection can be provided or given. Of course, the type of connection also depends on the material of the components involved. "Elastic connection" means that the other component is so connected to the vehicle component or is connectable, that a movement of the two components against each other is possible, under an elastic deformation. This is in the prior art, as described above, for example, realized by rubber-metal composite bearing, depending on the application by spring elements made of metal. The term "other component" is used for better conceptual distinction from the vehicle component, but both are components of a vehicle or for a vehicle.

The vehicle component may be provided in different areas of the vehicle. It may be a component with a significant load-bearing function, for example within the body or the chassis. In addition, however, a variety of other applications are conceivable in which such elastic mobility of two components against each other makes sense, for example. When the flap of a storage compartment in the interior of the vehicle, an elastically deflectable handle above a door, etc.

Here, the vehicle component consists of a fiber-reinforced plastic. This includes the possibility that several different plastics and / or different fibers or different fiber directions, ie fibers with different orientations are used. For example. It would be conceivable that different fibers are used in different layers one above the other. For example. For example, the fiber-reinforced plastic may comprise carbon fibers, glass fibers and / or aramid fibers. In addition, however, other fibers can be used. In this case, fibers of different types can be mixed or used in different layers and directions. In principle, the fibers may be woven or non-woven, oriented or non-aligned. Preferably, the fibers are oriented so that the stiffness of the vehicle component is specifically influenced by their orientation. Advantageously, the vehicle component consists mainly or entirely of fiber-reinforced plastic.

Through the use of fiber-reinforced plastic, a comparable stability can be achieved as with a corresponding metal component at a lower weight. This reduces the overall weight of the vehicle and therefore fuel consumption and CO ₂ emissions. In addition, compared to a metal component of the manufacturing process is simplified depending on the form that a fiber-reinforced plastic part can be brought into almost any conceivable shape, since both the fibers and the plastic material with which they are soaked, sprayed or poured around, here almost no restrictions impose. On the other hand, for example, in the case of a part formed from sheet steel, production must take place in several steps, which include, for example, stamping and deep drawing or the like. In this case, certain shapes are not possible at all or can only be produced with considerable difficulty. Also, the deformation processes in a steel part can weaken the structure of the metal locally, so that premature material fatigue can occur there. These problems can be circumvented in a plastic part. Furthermore, the production equipment that is necessary for the production of a fiber-reinforced plastic part, much easier and cheaper than those that are necessary for the production of sheet metal parts.

The vehicle component has a base portion. This may be the largest volume or part of the vehicle component. In particular, this is normally the part of the vehicle component against which the other component is to be elastically movable. The base portion may in turn be fixedly mounted on a vehicle body or else be movable with respect to this (with vehicle body as a collective term for chassis, body and subframe (if available) is to be understood). It is also conceivable that the other component forms part of the vehicle body.

According to the invention, the connection region is formed on an elastic deflection section, which is connected to the base section at two opposite ends in the direction of a first axis, is spaced therefrom from the base section and is elastically deformable at least in the region of the ends, whereby the connection region can be deflected elastically with respect to the base section is. Said first axis is defined by the two ends at which the deflection portion is connected to the base portion. In the area between the two opposite ends there is a distance between the base portion and the deflection portion. As a result, the latter is there to a certain extent, which is determined in particular by its rigidity and the type of connection to the ends, movable relative to the base portion. In particular, the connection region is thereby elastically deflectable relative to the base section. "Deflectable" is a generic term for any kind of positional changes, both rotational and translational. In order to realize this elastic deflectability, the deflection portion is elastically deformable at least in the region of the ends. In particular, it may consist of fiber-reinforced plastic, which has a certain elasticity, at least in this area.

In this way, the elasticity which has to be produced in the prior art by means of separate elements, for example via rubber-metal composite bearings or other additional parts, is integrated in the vehicle component itself. In the example of a flap of a storage compartment described above, for example, a metal spring used in the prior art can be dispensed with. Such additional parts are thus unnecessary. This simplifies the assembly on the one hand, on the other hand, the vehicle weight can be reduced by metallic components can be saved. Also can be reduced in many cases, the production costs, since the cost of the additional parts omitted. Under certain circumstances, the life of the entire assembly may extend, z. B. because there are fewer parts that can work against each other. It may also be advantageous that the elastic deformation may be distributed over a larger area in the deflection section than in a rubber-metal composite bearing (or other additional part), whereby the local stresses may be lower.

It is understood that a plurality of such deflection sections can be connected to the base section. Of course, the orientation of the respective first axis is generally different for each deflection section.

Although it is a significant advantage of the present invention that the need for rubber-metal composite bearings and other accessories can be eliminated, it is still possible to provide comparable parts to the vehicle component. In addition to the possibility of such parts subsequently, for example. By pressing, to connect with the vehicle component, they can also be incorporated during the manufacturing process in the fiber-reinforced plastic. Thus, for example, a bearing sleeve made of metal can be stored while the fiber-reinforced plastic is urgeformt. It is also possible to vulcanize a rubber component (e.g., a bushing, if one is to be used) after or during the molding process of the fiber reinforced plastic.

Apart from this, reinforcing parts can also be incorporated into the plastic matrix, which may consist, for example, of metal, ceramic or another plastic (which differs from the material of the matrix of the fiber-reinforced plastic). As a result, areas of the trailing arm can be strengthened locally, resulting in improved strength and rigidity. On the other hand, this in turn can suppress the propagation of vibrations within the component. One can speak here of a hybrid construction of the trailing arm.

Preferably, the deflection portion is at least partially formed integrally with the base portion. That is, the deflection portion and the base portion are at least partially made in one piece, usually in a primary molding process. In particular, it is also possible for at least one of the two sections to have one or more parts which have been added or inserted during the initial molding or subsequently. The one-piece design simplifies the manufacturing process and generally results in a more stable connection of the two sections to each other, as would be the case in the case of a separate production and subsequent connection. Preferably, the deflection portion is at least in the region of the ends formed integrally with the base portion.

In particular, the vehicle component may be a suspension component. This includes, for example, all types of links, so trailing arm, z. B. sword handlebar, wishbone or semi-trailing arm, via which a wheel carrier is connected to a vehicle body. While in the prior art such links are normally connected via rubber-metal composite bearing with the vehicle body and / or the wheel carrier, the necessary elastic connections can be realized in the invention without such separate bearings. It would also be conceivable in principle that the wheel carrier or at least a part thereof is formed integrally with a handlebar, so in the connection region of the wheel directly connects in one piece to the handlebars. Of course, it is conceivable that other components that are associated with the suspension or the vehicle body, integrally form with the connection area.

According to an advantageous embodiment, gaps are formed in the direction of a second axis perpendicular to the first axis on both sides of the deflection section between the deflection section and the base section. That is, the gaps are in the direction of the second axis, which is orthogonal to the first axis, on both sides of the Auslenkabschnitts. Of course, this implies that parts of the base portion are arranged in the direction of the second axis on both sides of the deflection portion. Moreover, since the deflection portion is connected to the base portion at both ends, it can be said that the deflection portion (within the plane defined by the first and second axes) is within or surrounded by the base portion. Alternatively, the deflection section can be arranged to some extent on the edge of the base portion, so that in the direction of the second axis, only on one side, a gap is provided, in turn, a part of the base portion connects, while on the opposite side of the edge of the Auslenkabschnitts simultaneously Edge of the vehicle component forms.

In a further embodiment, a length of the deflection section in the direction of the first axis is greater than a width of the deflection section in the direction of the second axis and / or as a height of the deflection section in the direction of a third axis perpendicular to the first and second axes. The first, second and third axes span a Cartesian coordinate system, the designations of length, width and height being chosen arbitrarily for the dimensions in the direction of the respective axes and not to be construed as limiting in any way. In this embodiment, the deflection portion may be referred to as elongated in the direction of the first axis, wherein the length may in particular be at least twice, three times or four times the width and / or height. Such an elongate formation normally has a positive effect on the elastic deformability of the deflection section. It is also possible that the width or height of the deflection section are not constant, but change continuously or discontinuously. It is thus possible to make parts of the deflection section stiffer if the width or height is greater there, while other parts with a smaller width or height are less rigid. Also, the fact that the width is formed significantly different from the height, the stiffness of the deflection are influenced depending on the direction.

With regard to the elastic deflectability of the connection area there are different possibilities. Thus, the connection region can be rotatable relative to the base section about at least one of the first, second and third axes. Depending on the axis, one can speak of a torsional or gimbal deflection. In particular, a rotation about the third axis may be referred to as a torsional deflection and a rotation about the first or second axis as a gimbal deflection. In this case, it is possible to impede or favor one of the rotations mentioned by the shaping of the deflection section. If, for example, the deflecting portion has a relatively large cross-section apart from the ends and is thus relatively stiff in itself, this will normally hinder rotation about the third axis, whereas rotation about the first and second axes may still be possible to an appreciable extent. Likewise, the gimbal deflection relative to the torsional deflection can be suppressed by making the height of the deflection section significantly larger than the width. Alternatively or normally at the same time as being rotatable, the connection region can be displaceable relative to the base section along at least one of the first, second and third axes. This denotes a linear or translatory deflection along the respective axis. Shifts along the second or third axis are typically based on multiple bends of the deflection section. In contrast, a displacement along the first axis typically involves a pure stretch or compression. Although this is possible in principle, but is usually much lower than a shift in the direction of the second and third axis. However, it is conceivable, for example, by the deflection section S-. is designed shaped or zigzag, to realize a significant displacement in the direction of the first axis.

According to a further advantageous embodiment, the deflection section extends straight along the first axis. In this case, for example, it can be rod-shaped or bar-shaped. Such a straight training is particularly advantageous if a deflection in the direction of the first axis of any minor importance or even undesirable. The others o.g. Distractions (rotations and displacements) can be controlled particularly well in a straight configuration.

For example, while it is possible for only the ends of the deflection section to consist of fiber reinforced plastic or a comparable flexible material, while e.g. the actual connection region could consist of metal or another material, it is preferred that the deflection section consists at least predominantly of fiber-reinforced plastic. In particular, it may also consist entirely of fiber-reinforced plastic. This advantageously influences the elastic deflectability and the shape of the deflection section can, for example, be configured as desired in a single primary shaping step. In addition, there are advantages in terms of weight.

Also, certain orientations can be predetermined by the orientation of the fibers, in which an increased rigidity is given. In other words, unlike metals or other materials that are inherently isotropic, fiber reinforced plastics can have directional stiffness. The rigidity can of course also be influenced by the packing density, the orientation and length of the fibers and / or the material of the fibers and by the plastic material itself (ie by fiber and matrix or resin). It is also possible to use different densities, orientations and / or materials for the fibers depending on the location. That is, unlike a metal part, the fiber reinforced plastic may be inhomogeneous.

Advantageously, fibers within the deflection section extend at least predominantly in the direction of the first axis. With this orientation of the fibers, the above-described rotatability about the first axis and the displacement in the direction of the first and second axes can be realized particularly well. However, the other rotations described here are possible. It is possible for the fibers, for example, to run in sections in a different direction or that the predominant part of the fibers runs in the direction of the first axis, while a smaller proportion runs, for example, transversely or obliquely thereto. For a pure bend, for example, rectified long fibers are advantageous, with advantageous for a gimbal twisting at 45 ° twisted fiber layers.

In one embodiment, the connection region has means for positive connection with the other component. This may, for example, be a passage opening through which an axle, a bearing journal, a screw or the like is guided. In the case of a screw, the through hole could also have an internal thread. Preferably, the means for positive connection to the connection area are formed, in particular at least partially in the context of a primary molding process. This can be realized particularly easily with a deflection section consisting at least predominantly of fiber-reinforced plastic. The connection area can be from the outset in almost any shape that is necessary to produce a positive connection. It is understood that such a positive connection can also be supplemented if necessary by a frictional connection and / or material connection.

In addition to such a positive, cohesive and / or material connection, which is subsequently produced between the vehicle component and the other component, it is also possible that both components are made in one piece in the course of a primary molding process, in which case the connection area directly into the other component passes. Whether this is advantageous depends on various factors, for example the dimensioning of the components mentioned, their required material properties (for example, whether it makes sense to manufacture the other component from fiber-reinforced plastic) and also whether the vehicle component in the connection region always with the same other component or whether there are a plurality of alternatives here.

Further advantageous details and effects of the invention are explained in more detail below with reference to an embodiment shown in the figures. Show it:

1 a schematic partial view of a vehicle component according to the invention in the unloaded state;

2 a sectional view of the suspension system 1 according to the line II-II;

3 a sectional view accordingly 2 upon the action of a first force;

4 a view accordingly 1 upon the action of a second force;

5 a sectional view accordingly 1 upon application of a first torque;

6 a view accordingly 1 upon application of a second torque; such as

7 a view accordingly 1 upon application of a third torque;

In the different figures, the same parts are always provided with the same reference numerals, which is why these are usually described only once.

1 and 2 show a part of a vehicle component 1 , for example, a suspension handlebar. The vehicle component 1 in the present case is entirely made of fiber-reinforced plastic. The vehicle component 1 is flat or planar and extends in a plane which is spanned by a first axis A and a second axis B perpendicular thereto. In a preferred embodiment, the vehicle component is a sword handlebar.

The majority of the vehicle component 1 is through a base section 2 educated. Furthermore, the vehicle component 1 a deflection section 3 on, at a first end 3.1 and at a second end 3.2 , which face each other in the direction of the first axis A, with the base portion 2 connected is. Between the two ends 3.1 . 3.2 is the deflection section 3 from the base section 2 separated, wherein in the direction of the second axis B, a first gap 4 and a second space 5 between the mentioned sections 2 . 3 are arranged. In the present embodiment, the deflection portion forms 3 thus not the edge of the vehicle component 1 but is there from a border area 2.1 of the base section 2 flanked. It would also be an alternative embodiment conceivable in which no such edge region 2.1 is present, but the deflection section 3 is arranged immediately edge side, which of course also the first space 4 fell away.

In the middle of the deflection section 3 is a connection area 3.3 arranged in which another (not shown here) component, for example. A wheel, a part of a vehicle chassis or the like can be connected elastically. For this purpose, a through hole 3.4 provided over which, for example, a positive connection is possible. For example. can the passage opening 3.4 take a journal. It extends here in the direction of a third axis C, which is perpendicular to the first and second axis A, B.

As in the synopsis of 1 and the sectional view in 2 becomes clear, is the deflection section 3 formed elongated, wherein its length in the direction of the first axis A is about five times its width in the direction of the second axis B and about six times its height in the direction of the third axis C. In the present case, the width is slightly larger than the height, which is not necessarily. The two dimensions could also be identical or the height could be greater than the width. Since the deflection section 3 In comparison to its length is comparatively thin and made of elastic material, it can be used in the areas where it spatially from the base section 2 is separated, elastically deformed against this. In particular, the connection area 3.3 opposite the base section 2 elastically deflectable, as described below with reference to 3 to 7 is illustrated.

3 shows in a sectional view accordingly 2 the action of a first force F ₁ on the connection area 3.3 acts in the direction of the third axis C. Due to its elastic property of the deflection section 3 following the force and being bent within the AC plane. Such a force may be from a relative movement of the other component to the vehicle component 1 result.

In 4 is the action of a second force F ₂ , which is directed in the direction of the second axis B, shown. Again, the deflection section can 3 bend elastically, bringing him into the first space 4 moved into it. The gaps 4 . 5 can be dimensioned so that there is no lateral abutment of the Auslenkabschnitts at the anticipated loads 3 at the base section 2 comes, or just the deflection is deliberately limited. Likewise, a special shape of one or both spaces 4 . 5 a partial system of Auslenkabschnitts 3 and thus produce a targeted change in stiffness, by only a shorter part of the Auslenkabschnitts 3 can be deflected elastically.

In the embodiment shown, the possibility of an elastic deflection of the connection region 3.3 in the case of a force acting in the direction of the first axis A, the tension is rather small, since in this case a pure extension or compression of the deflection section is formed 3 would be necessary. In order to realize a greater compliance in the direction of the first axis A, the deflection section could 3 deviating from the embodiment shown here, for example, in the AB plane S-shaped, meandering or zigzag-shaped.

5 shows the action of a first torque M ₁ on the connection area 3.3 , which causes the deflection section 3 bent in an S-shape within the AC plane. One can speak here of a gimbal deformation, insofar as one looks at the course of the passage opening 3.4 refers. Here and in the 6 and 7 the respective torque is illustrated by a bent case, which represents the torque-mediated direction of rotation and, of course, does not correspond to the physical direction of the vectorial torque.

Another gimbal deformation is in 6 shown at the second torque M ₂ on the connection area 3.3 acts. As a result, the deflection section 3 twisted about the first axis A.

7 shows a torsional deformation in which a third torque M ₃ on the connection area 3.3 acts. It is understood that if only one bearing pin through the through hole 3.4 is guided, a corresponding torque can not be transmitted. If so, here is the deflection section 3 capable of elastically bending S-shaped within the AB plane.

Thus, it is clear that at all acting forces and torques elastic deformation of the Auslenkabschnitts 3 This causes the connection area 3.3 opposite the base section 2 is deflected. Insofar as this applies only to a limited extent with regard to a force along the first axis A, this restriction could, as described above, be achieved by an adaptation of the deflection section 3 To get picked up. The respective bending stiffness and torsional stiffness, which influences the individual deflections, can be determined by the shape of the deflection section 3 , In particular its cross section or its height and width are affected, on the other hand, by the material of the plastic matrix or the embedded fibers and their orientation. In the example shown, the plastic fibers (not shown) are within the deflection section 3 oriented predominantly in the direction of the first axis A, wherein they are in the region of the passage opening 3.4 can partially adapt to their outer contour.

LIST OF REFERENCE NUMBERS

1

 vehicle component

2

 base section

2.1

border area

3

 deflection section

3.1, 3.2

The End

3.3

connecting region

3.4

Through opening

4, 5

 gap

A, B, C

 axis

F ₁ , F ₂

 force

M ₁ , M ₂ , M ₃

 torque

Claims (9)

Vehicle component ( 1 ) with a connection area ( 3.3 ) for the elastic connection of another component, wherein the vehicle component ( 1 ) consists of fiber-reinforced plastic and a base section ( 2 ), characterized in that the connection area ( 3.3 ) on an elastic deflection section ( 3 ) formed on two opposite each other in the direction of a first axis (A) ends ( 3.1 . 3.2 ) with the base section ( 2 ), between the base section ( 2 ) and at least in the region of the ends ( 3.1 . 3.2 ) is elastically deformable, whereby the connection area ( 3.3 ) elastically with respect to the base portion ( 2 ) is deflectable. Vehicle component according to claim 1, characterized in that the deflection section ( 3 ) in one piece with the base section ( 2 ) is trained. Vehicle component according to claim 1 or 2, characterized in that it is a suspension component. Vehicle component according to one of the preceding claims, characterized in that in the direction of a second axis (B) perpendicular to the first axis (A) on both sides of the deflection section ( 3 ) Spaces ( 4 . 5 ) between the deflection section ( 3 ) and the base section ( 2 ) are formed. Vehicle component according to one of the preceding claims, characterized in that a length of the deflection section ( 3 ) in the direction of the first axis (A) is greater than a width of the Auslenkabschnitts ( 3 ) in the direction of the second axis (B) and / or as a height of the deflection section ( 3 ) in the direction of a third axis (C) perpendicular to the first (A) and second (B) axes. Vehicle component according to one of the preceding claims, characterized in that the connection region ( 3.3 ) opposite the base section ( 2 ) is rotatable about at least one of the first (A), second (B) and third axes (C) and / or is displaceable along at least one of the first (A), second (B) and third axes (C). Vehicle component according to one of the preceding claims, characterized in that the deflection section ( 3 ) extends straight along the first axis (A). Vehicle component according to one of the preceding claims, characterized in that the deflection section ( 3 ) consists of fiber-reinforced plastic. Vehicle component according to one of the preceding claims, characterized in that the connection region ( 3.3 ) Medium ( 3.4 ) for positive connection with the other component.

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