EP1680318A1 - Procede pour fabriquer un element de constitution d'un vehicule, en particulier un chassis - Google Patents

Procede pour fabriquer un element de constitution d'un vehicule, en particulier un chassis

Info

Publication number
EP1680318A1
EP1680318A1 EP04765957A EP04765957A EP1680318A1 EP 1680318 A1 EP1680318 A1 EP 1680318A1 EP 04765957 A EP04765957 A EP 04765957A EP 04765957 A EP04765957 A EP 04765957A EP 1680318 A1 EP1680318 A1 EP 1680318A1
Authority
EP
European Patent Office
Prior art keywords
hollow profile
longitudinal
cross
hollow
section
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04765957A
Other languages
German (de)
English (en)
Inventor
Volker Thoms
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1680318A1 publication Critical patent/EP1680318A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D53/00—Making other particular articles
    • B21D53/88—Making other particular articles other parts for vehicles, e.g. cowlings, mudguards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21D26/00—Shaping without cutting otherwise than using rigid devices or tools or yieldable or resilient pads, i.e. applying fluid pressure or magnetic forces
    • B21D26/02—Shaping without cutting otherwise than using rigid devices or tools or yieldable or resilient pads, i.e. applying fluid pressure or magnetic forces by applying fluid pressure
    • B21D26/033—Deforming tubular bodies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/088—Details of structures as upper supports for springs or dampers

Definitions

  • the invention relates to a method for producing a vehicle component, in particular a chassis frame.
  • Chassis frames of motor vehicles are usually formed by profiled side member sheets, cross member sheets as end-side cross connections of the side members, cross member sheets for holding the transmission and the axle mounts.
  • the longitudinal and wishbone bearings, body mounts and the shock absorber mounts are also connected to the side members as frame-related console plates.
  • the connection of the numerous individual parts to a fully-fledged frame is usually carried out using common welding processes or mechanically, for example using bolts.
  • the magnetic pulse welding method is described in WO 97/00151 as a special joining technique.
  • the invention is based on the object of demonstrating a method for producing a vehicle component which, in a relatively simple manner, on the one hand enables a very complex design with significantly improved stability of the component and on the other hand minimizes the number of components of the component.
  • the entire frame is considerably improved in terms of torsional and bending stiffness and thus its stability.
  • the profile of the side member is expanded in a process-economical manner likewise in one step, the body receptacles and the bearing receptacles for the trailing arms are formed laterally from the long-beam hollow profile as secondary form elements. These are then of course perforated, for example, by drilling or punching.
  • the wall thickness of the component can be reduced, so that weight is saved in the component or frame construction, which is generally required due to lower emissions and less carbon Lightweight construction of motor vehicles is highly beneficial. From the variety of vehicle frames, it is also conceivable to use the method according to the invention in addition to the chassis frame and the frame structure of the body, for example in a seat frame.
  • FIG. 1 is a perspective view of a rear part of a chassis frame according to the invention
  • FIG. 2 is a perspective view of a front part of an undercarriage frame according to the invention, which directly adjoins the rear part from FIG. 1,
  • FIG. 3 is a perspective view of the strut mount of the front part of the chassis frame from FIG. 2
  • 4 is a perspective view of the cross members of the chassis frame according to the invention from FIGS. 1 and 2 in the wing position
  • FIG. 5 is a perspective view of a body recording of the rear part of the chassis frame from FIG. 1,
  • FIG. 6 is a perspective view of a bearing mount of a trailing arm in the rear part of the chassis frame from FIG. 1,
  • FIG. 7 is a perspective view of a body receptacle of the rear part of the chassis frame from FIG.
  • FIG. 8 shows the cross-section of the body from FIG. 7 in a cross section
  • FIG. 9 shows a cross section of a longitudinal member hollow profile of the undercarriage frame according to the invention with positive locking elements in a perspective
  • FIG. 10 shows the production of a suspension strut mount of the chassis frame according to the invention in a perspective view of the bending shape of the section of the longitudinal beam hollow profile after a first bending step
  • FIG. 11 shows the bending shape of the strut mount from FIG. 10 after a second bending step
  • FIG. 13 shows the fully bent suspension strut mount from FIG. 10 after the fourth bending step
  • FIG. 14 the shock absorber holder from FIG. 13 after flattening and perforation.
  • a rear part of a chassis frame 1 of a motor vehicle, in particular an off-road vehicle is shown, the rear part of two parallel longitudinal beam hollow profiles 2, 3 which are spaced apart in the horizontal plane, a tubular cross beam hollow profile 4, a hollow profile cross beam 5 for receiving a rear axle , a differential and a wishbone, as well as body mounts 6, 24 of the frame 1 and bearing mounts 19 of trailing arms.
  • the hollow profile 4 for the rear crossmember is designed as a blank as a tube and, in its final shape, can be widened compared to its blank shape by internal high-pressure forming to suit installation space conditions or functional requirements. It is also conceivable to leave the hollow profile 4 in the blank shape in terms of process technology simple and cost-saving with regard to the creation of the overall frame 1.
  • the wide-area hollow cross-beam 5 is formed from an oval tube.
  • the oval tube is placed in a divided internal high-pressure forming tool and a long side 9 of the oval tube after closing the forming tool by means of a punch integrated in the forming tool in the central region 67 over the entire longitudinal extent of the oval tube so that the two are pressed in parallel and straight longitudinal sides 9 and 10 of the undeformed oval tube come to rest against each other.
  • two end cavities 11 and 12 are formed - seen in the width direction - which contain the curvatures of the oval tube and which are spaced apart by a groove 13 which has the pressed-in longitudinal side 9 as a base.
  • the cavities 11 and 12 are then closed by axial punches, by means of which high-pressure liquid can be introduced into the interior of the cavities 11, 12 is. While the indentation die remains in its indentation position, the cavities 11, 12 are thus placed under internal high pressure, with the long sides 9, 10 thus remaining in contact with one another, after which, according to the engraving of the internal high pressure forming tool and the stamp contour, they form parallel tubes 68 with an almost circular cross section widen deform.
  • a transverse cross member 5 can be removed from it, which, due to the cylindrical tube-like design, has high bending rigidity at both width ends 69 and due to the integral connection of the ends 69 by means of one of the longitudinal sides 9, 10 of the oval tube formed web in the form of a sheet metal double layer has a very high torsional rigidity.
  • the oval tube does not necessarily have to be pressed in only on one long side 9, but can also be made by a second punch on its long side 10 at the same time or at different times in order to push in the long side 9.
  • the web formed by the double sheet layer is then at least approximately in the axial plane of the longitudinal axes 70 of the two cavities 11 and 12.
  • the rear axle receptacles 14 the fastening receptacles 16 for the differential (not shown here) and in the case of FIG. 2 shown to the crossmember 5 cross-shaped cross member 15, the mounting holes 8 for mounting the gearbox (see Fig. 4) punched out or machined in a simple manner. It is possible to have the punching process take place within the internal high-pressure forming tool with or without internal high pressure, which has advantages in terms of saving a new clamping and the exact reproducibility of the location of the receptacles.
  • the longitudinal girder hollow profiles 2, 3 are expanded by means of internal high pressure forming with regard to the size and shape of their cross section - for example as here from a tubular blank with a circular cross section into a final shape with a rectangular cross section - and thereby adapted to the installation space conditions.
  • the internal high pressure forming process may have been preceded by mechanical forming processes, for example bending forming and / or crushing of the hollow profile 2, 3.
  • bead-like secondary shaped elements are formed laterally outwards by exerting the fluidic internal high pressure, i.e.
  • These secondary form elements both in the rear and are formed in the front part of the undercarriage frame 1, are located in the rear part on the one hand directly upward to the cross member 4 and on the other hand on the side of the cross member 5 facing away from the cross member and in the vicinity of the end 18 of the side member hollow section 2 facing the front part of the undercarriage frame 1 ; 3.
  • the secondary form elements formed at this end 18 form bearing receptacles 19 of longitudinal links, the receiving holes 20 then being produced in the normal direction or horizontally at an oblique angle zi ⁇ r outside 21 of the longitudinal beam hollow profile 2, 3.
  • the other secondary form elements mentioned which contain the side edge 22 of the upper side 23 of the respective hollow profile 2, 3 and there represent a flat expansion of the upper side 23, are perforated vertically and form body receptacles 24 of the frame 1.
  • FIGS. 7 and 8 show a variant of the design of the secondary form element of FIG. 5, that is to say of the body receptacles 24.
  • cross member 4 and the cross member 5 corresponding to the front cross member 41 and the cross member 15 of the front frame part by known means, such as by welding, gluing, screwing, riveting detachably or non-releasably attached to the elongated tubular long-beam hollow profiles 2, 3 or 39 and 40 a completely different advantageous path is followed in this exemplary embodiment.
  • the longitudinal beam hollow profiles 2, 3 are doubled into a lower and an upper hollow profile strand 28, 29, so that a double-chamber hollow profile is formed when the two strands 28, 29 are in close contact with one another, which considerably increases the bending rigidity of the longitudinal beams.
  • the doubling occurs here in that the respective originally single-stranded long beam hollow profile 2, 3 is bent back about 180 ° about a transverse horizontal axis until the two resulting hollow profile strands 28, 29 come to lie on one another.
  • the starting length of the related side member hollow profile 2, 3 must of course for a sensible use in vehicle construction be doubled.
  • the bending edge 30 now forms one end of the side member.
  • connection between the long beam hollow profiles 2, 3 and the cross member 4 and the cross member 5 that, in addition to the press fit achieved, an intimate connection of the said components is achieved by form-fitting formation due to the crumpled contours of the components which interlock with one another as a result of high internal pressure, which occurs z leads to a significant increase in the strength of the connection.
  • damage to these parts such as cracks, etc. can occur when the connecting parts (crossbar 5, crossbeam 4 and long beam hollow profile 2, 3) are crushed. hen, which lead to reject parts due to the lack of reliability of the parts in operation and thus the danger to operational safety. The consequence would be an increased effort in quality control.
  • the longitudinal member hollow profiles 2, 3 are expanded with a fluidic internal high pressure such that an immovable press fit of the longitudinal member hollow profile 2, 3 on the cross member 4 and on the cross member 5 results and on the other hand the body receptacles 24 and the trailing arm bearing receptacles 19 are formed.
  • Both the cross member 4 and the tubular cavities 11, 12 of the cross member 5 are subjected to a fluidic counterpressure which prevents the cross member 5 and the cross member 4 from being compressed by the high internal pressure in the long member hollow sections 2, 3.
  • the cross-member 5 comes into play through the design of the cross-member 5 (double tube profile with a spacing double sheet layer) in the course of the expansion of the longitudinal member hollow sections 2, 3 by means of internal high pressure is positively edged.
  • the superimposed hollow profile strands 28 and 29 can, to ensure the stability of the longitudinal beams against transversely acting forces that divert the two hollow profile strands 28 and 29, form-fitting and counter-form-fitting elements in the manner of depressions and shape-corresponding elevations, for example in the form of ribs 37 and corresponding channels 38 according to FIG.
  • Troughs 38 can be produced by an embossing process before the bending process by 180 ° of the longitudinal beam hollow profile 2, 3 or in a process-economical manner in the forming process for producing the rectangular cross section of the longitudinal beam hollow profiles 2, 3 by internal high pressure when closing the internal high pressure forming tool or by one or more into the forming - Tool-integrated stamps are formed.
  • the ribs 37 and the desired exact contour of the channels 38 can then be formed in the course of this internal high pressure forming. In the above-mentioned bending process, the rib 37 then engages in the form-negative groove 38 in the approach movement of the hollow profile strands 28, 29.
  • the rib 37 is formed from the recess-free hollow profile strand 28 into the groove 38 formed in the lower hollow profile strand 29, which is an advantage has that a precise and therefore complex approach of the hollow profile strands 28, 29 is not necessary to achieve a positive fit, and on the other hand that an already necessary method for fixing the cross-member 5 and the cross-member 4 can be used economically at the same time.
  • the two hollow profile strands 28 and 29 are permanently joined together, for example by welding in the parting line 60, in particular laser welding, TIG pulse or plasma pulse welding.
  • Gluing is also possible, the underside of the upper hollow profile strand 28 and / or the top of the lower hollow profile strand 29 being coated with an adhesive. It is also conceivable to solder these surfaces, according to which each part of the chassis frame 1 or the frame 1 as a whole must be subjected to a heat treatment in an oven.
  • FIG. 2 shows the front part of the undercarriage frame 1, which part has two parallel and vertically Longitudinally spaced, longitudinal beam hollow profiles 39, 40, the cross-beam 15 with the mounting holes 8 for holding the transmission, a front cross member 41, body mounts 7 and 42, bearing mounts 43 for the trailing arm and a suspension strut mount 44.
  • the front part is made similarly to the rear part of the chassis frame 1, although the cross-member 15 is arranged in the region of the open ends 45, 66 of the side members pointing towards the rear part.
  • the cross member 41 which together with end-side body mounts 7 of the side members in the area of the bending edge 46 of the longitudinal member hollow profiles 39, 40 which are bent back by 180 °, forms the front end component of the chassis frame 1, the bearing mounts 43 for the trailing arm, further body mounts 42 and then - in a section 47 that is cranked in the vertical direction, the suspension strut mount 44.
  • section 47 does not necessarily have to be cranked in some vehicles, such as in trucks, this is essential for non-self-supporting superstructures, for example in off-road vehicles.
  • the offset can be formed in the first internal high-pressure forming process when profiling the longitudinal beam hollow profiles 39, 40, which originally ran in a straight line, when the shaping tool, which is designed accordingly, is closed.
  • the cross members 15 and 5 can be arranged so that they are displaced in the longitudinal position of the frame 1 in relation to the exemplary embodiment shown in such a way that optimum protection is provided for the vehicle occupants with regard to a side impact.
  • Each suspension strut receptacle 44 can be produced before or after the first internal high-pressure forming process, it being formed in one piece from each long-beam hollow profile 39, 40 or it can be manufactured in two pieces.
  • the section 50 of the respective hollow profile 39, 40, which adjoins the offset step 49 to the front cross member 41, is in both cases about a central longitudinal axis 51 of the hollow profile 39, 40 or - in this exemplary embodiment - the upper hollow profile strand 61, which cuts at an angle of approximately 45 ° and can be seen in FIG.
  • This half of the strut mount 44 formed in this way is then joined to form the other half of the strut mount 44, the hollow profile 39.40 itself or, in the case of a two-piece design of the hollow profile 39.40, the second part of the hollow profile is mirror-inverted to this half, in the same direction angled and flattened.
  • the contiguous hollow profile strands 28, 29 of the rear part of the chassis frame 1 are independent components in themselves. These are now formed by an upper, shorter hollow profile strand 61, which has the body mount 42, which is formed by internal high pressure, near the crossbar, and the bearing mount 43 for the trailing arm, and with its end 62 near the crossmember, forms one half of the suspension strut mount 44, and by a longer hollow profile strand 63, which runs essentially below , which is bent back in the region of the cross member 41 by 180 ° and runs towards the end 62 of the upper hollow profile strand 61, the end 64 of the strand 63 there forming the other half of the strut mount 44 and being on the strand 63 in the region of Cross member 41, the front body receptacle 42 is formed by means of internal high pressure.
  • the folded ends 62 and 64 are flattened and perforated to form the passage 71 of the strut mount 44.
  • the flattening 65 can be bent downwards at right angles at the end, so that the flattening 65 results in a rigid U-profile.
  • the flattened ends 62 and 64 are permanently connected to one another at their joint, preferably welded.
  • a connection opening for introducing the pressure fluid must be provided on the latter between the bending edge 46 of the longitudinal beam hollow profile 39, 40 and the end 64 of the suspension strut receptacle 44, since the bending edge 46 of the longitudinal beam hollow profile 39, 40 is relative is sharp and thus it is not possible to pressurize the end 64 from the end 66 of the lower strand 63 facing the rear part of the chassis frame 1.
  • the radially projecting section 50 is now bent about a further parallel axis 53 spaced apart in the vertical direction from the horizontal axis 52 by approximately 90 ° - parallel to the longitudinal direction of the longitudinal beam hollow profile 39, 40 - so that a partial section 54 of section 50 is approximately parallel to the longitudinal extent of the to the strut mount 44 adjoining the remaining hollow profile 39.40 but with a height and lateral offset to it.
  • One half of the strut mount 44 extends from the straight cross-beam section 48 near the foot of the upturned area of section 50 to the middle of the section 54.
  • the other half of the strut mount 44 connects directly and extends from this center to the foot of the bent down area of the straight cross-section 48.
  • section 50 is namely bent downward and backward by approximately 90 ° about an axis 55 that is also horizontal, and is also at an angle of approximately 90 ° to parallel axis 53, at the same height, so that the end of the Hollow profile 39.40 is pointing radially inwards to the other hollow profile 39.40.
  • section 50 is subsequently bent forward by at least 90 ° about an axis 56 parallel to the horizontal axis 55, which is vertically spaced therefrom in accordance with the relative position of the horizontal axis 52 to the parallel axis 53, so that this is the front cross member 41 facing end 57 of section 50 is approximately aligned with part 48 of hollow profile 39, 40 in front of the strut mount 44.
  • section 54 protruding radially over the remaining longitudinal profile of the hollow profile 39, 40 is flattened.
  • the long beam hollow profile 39, 40 is placed in an internal high-pressure forming tool and, while maintaining the flattening 65, by exerting an internal high pressure both widened at the ends of the side member hollow profile 39.40.
  • the aforementioned shaping of the cross section of the longitudinal member originally provided with a circular cross section and the formation of the body receptacles 42 and the bearing receptacles 43 for the trailing arms can take place at the same time.
  • the cross sections of the two spars 58, 59 of the strut mount 44 which are formed by the bending processes and provide the height offset to the remaining long beam hollow profile 39, 40 and which are strongly crumpled during bending, are shaped again in a rough approximation.
  • the strut mount 44 is given a particularly high degree of flexural rigidity.
  • the strut mountings 44 on their flattening 65 are punched economically in one operation in a process that integrates into the internal high-pressure forming tool, in which the longitudinal beam hollow profiles 39, 40 are formed, the implementation 71 of the strut mount 44 arises. Only then does the longitudinal beam hollow profile 39.40 bend through 180 ° to produce the bending edge 46.
  • the strut mount 44 which is highly vertical and offset from the actual course of the longitudinal beam hollow profiles 39, 40, in one piece into the respective long beam hollow profile 39, 40 and to represent degrees of deformation with the least possible material and joining effort, which is achieved by means of the Internal high pressure forming technology alone cannot be realized. Due to the double-chamber profile of the side members, any weakening of the side member hollow profile 39, 40 at the location of the suspension strut mount 44 is compensated in the bending stiffness in the vertical direction by the undiminished hollow profile strand 63, which has remained largely undeformed and runs underneath.
  • the ductility of the hollow profile material and thus the flexibility or the deformability of the hollow profile 39.40 in the formation of the strut mount 44 can be improved when using steel by intermediate annealing between the individual bending steps. When using aluminum and other materials with a significantly lower melting point, this can be done by other types of heat treatment, in particular locally concentrated on the types of heat to be bent.
  • one of the essential integration steps to reduce the variety of components is the production of the strut mountings from the long beam hollow profile by means of the special bending technique with which the long beam hollow profile is formed.
  • the one-piece design thus achieved eliminates, on the one hand, complex joining operations of a separate mounting bracket on the side member, which always represent weaknesses in the stability of the frame structure, in particular under high mechanical loads, and are exposed to corrosion and joining defects which reduce functionality.
  • the one-piece design improves the torsional rigidity.
  • the extremely high tension generated in the longitudinal beam at the location of the strut mount by the multiple bending process increases the bending and torsional rigidity of the strut mount particularly strongly.
  • the longitudinal beam is expanded, the area immediately adjacent to the flattened area of the strut mount, which is wrinkled due to the twisting and bending, is expanded to an almost round, wrinkle-free cross-sectional shape, which further increases the bending stiffness.
  • the expansion takes place economically in the course of the special space-adapted and precise design of the cross-sectional shape and the surface profile of the side member, so that no further forming step is required in the manufacture of the wrinkle-free cross-sectional shape on the strut mount.
  • the described bending technique enables shapes with high degrees of deformation to be produced on hollow profiles by means of internal high pressure forming with the corresponding expansion length - if at all - at least not reliably.
  • the hollow profile strands 61 and 63 are fastened to one another.
  • the front part and the rear part with the ends 18 of the side member hollow profiles 2, 3 are plugged together into the open ends 45, 66 of the side member hollow profiles 39, 40 pointing towards the rear part.
  • the ends 18 are welded or glued to one another in the plug-in position with the ends 45, 66.
  • the plug connection is very advantageous due to the end overlap of the longitudinal beam hollow profiles 2, 3 and 39, 40 due to the doubling of the wall achieved with regard to the crash behavior in the event of a side crash.
  • the inner form-locking element is completely positively fixed in the counter-form-locking element.
  • a connection opening must be provided in the area of the end of the long-beam hollow profile that has the end to be inserted, so that the pressure fluid can be introduced into the hollow profile and thus the pressurization can take place.
  • the form-fitting elements that correspond to one another must then be designed such that, within the framework of the elasticity of the hollow profile material of the end to be inserted, the form-fitting elements can be pushed back for a short time when inserted and then snap into the counter-form-locking elements of the receiving end, as a result of which the rear part of the chassis frame 1 at the front part in Longitudinal and circumferential direction is locked and locked against rotation.
  • the counter-positive locking element is already formed in the receiving end by one of the abovementioned techniques, after which the other end is inserted undeformed and only then is the positive-locking element ent formed into the existing counter-positive locking element by means of internal high-pressure forming.
  • the form-fit and counter-form-fit elements are to be designed without undercuts so that the respective hollow profile can be removed from the tool again without jamming after the forming.
  • the frame 1 behaves sufficiently rigidly against mechanical stresses such as arise during driving.
  • the connection described is advantageous in that, in the case of repairs with increased expenditure of force, the connection is made by releasing the positive-locking elements from the counter-positive locking elements in can be solved in a relatively simple manner, so that only the part in which damage has occurred has to be replaced, while the other part which can still be used can be used further.
  • a one-piece production of the frame 1 is also conceivable.
  • a Langstr gerhohlprofil elongated with about twice the length of the side member in the finished frame 1 is used and the suspension strut mount 44 is formed by means of the described bending technique, after which the body mounts and the trailing arm bearing mounts by means of high pressure and the recesses for the later mounting of the crossbeams and the crossmember be formed.
  • the internal high pressure also has an effect on the spar formation of the strut mount 44.
  • the long-beam hollow profile is bent back after insertion of the cross-members and the cross-members into the recesses at the locations of the ends of the future double-chamber longitudinal member by 180 ° about a horizontal transverse axis, so that the two hollow profile strands, which were created as before, come to lie on top of one another and then surround the cross members and cross members.
  • the ends which, for example, run towards each other in the suspension strut receptacle and are formed accordingly, the two halves of which form or come to lie next to one another in the lower hollow profile strand and are plugged together, are welded to one another or are inseparably connected in another way.
  • the two-part frame by acting on the cavities of the cross members and the cross members by means of internal high pressure through the press fit generated in the expansion and positive locking in the recesses of the longitudinal member hollow profiles.
  • at least one connection for introducing the pressure fluid must be provided.
  • the flattening of the strut mount and the perforations in the respective mountings are made.
  • the one-piece version of the frame 1 requires less manufacturing effort due to the elimination of the joining techniques when connecting two parts and results in a further reduction in the number of components in the manufacture of the frame 1.
  • due to the almost uninterrupted one-piece course of the side members stiffened in double chamber type they have a particularly rigid nature what can be positive for frontal and offset crashes for personal protection in the passenger compartment.
  • the suspension strut receptacles 44 can be designed according to the invention in several ways.
  • the long beam hollow profile 39.40 can be formed from two separate individual hollow profiles lined up next to one another, irrespective of whether the hollow profile 39.40 comprises one hollow profile strand or a plurality of mutually adjacent ones; only the top strand has the strut mount 44.
  • the strut mount 44 is divided into two halves here. One half is formed by bending and angling one end of the single hollow profile, and the other half is mirror-inverted by bending the facing end of the other single hollow profile and by angling the bent end of the other single hollow profile in the same direction. Then the two halves are firmly connected to one another, preferably welded and / or glued. Ultimately, the angled area is flattened and perforated, whereby the strut mount is finished.
  • the long beam hollow profile 39, 40 can each be composed of two separate hollow profile strands 61 and 63 lying on top of one another, and the suspension strut mount 44 can also consist of two halves which are initially separate, as in the upper variant. From the end 62 of the hollow profile strand 61 near the cross member, one half and from one to this Ses end 62 tapering end 64 of the substantially lower, longer and 180 ° bent back hollow profile strand 63 forms the other half of the strut mount 44. The lower hollow profile strand 63 forms a part of the upper strand 61 due to its backward bend by 180 °.
  • the two ends 62 and 64 are now after the mirror-inverted bend according to the invention upward - as before - to this one by one about the longitudinal axis of the strut mount 44 associated adjacent part of the longitudinal beam hollow profile 39.40 angled parallel axis in the same direction. Thereafter, the abutting ends 62 and 64 are non-detachably connected at their joint, preferably welded. The flattening and punching of the bend can be done before or after the joining process.
  • the strut mount 44 of the frame 1 can be formed in one piece from the longitudinal support hollow profile 39, 40, the hollow profile 39, 40 consisting of a single hollow profile strand.
  • Long beam hollow profile 39.40 is bent back at both ends by 180 °, the ends of which are then bent mirror-inverted to one another around the horizontal axis 52 to form one half of the suspension strut receptacles 44 and angled in the same direction, and the halves which lie side by side are then firmly connected to one another.
  • the flattening and punching of the bend can also be done before or after the joining process.
  • the strut mount 44 can be formed without a separating joint between the halves.
  • the radially protruding section 50 is bent forward by about 90 ° about a further parallel axis 53 spaced apart from the horizontal axis 52, after which it runs parallel to the longitudinal direction of the longitudinal beam hollow profile 39, 40, so that a partial section 54 of section 50 is approximately parallel to the longitudinal extent of the rest adjoining the strut mount 44 Side member hollow profile 39.40 but with offset in height and side.
  • One half of the strut mount 44 extends to the center of the section 54.
  • the other half of the strut mount 44 which runs from the center of the section 54 in the direction of the front cross member 41, is produced in a simple manner by further bending the section 50 in mirror image to the section 54 according to FIGS. 12 and 13. Afterwards, the angled area resulting from the special bending process is flattened and punched.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
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  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Punching Or Piercing (AREA)

Abstract

L'invention concerne un procédé pour fabriquer un élément de construction d'un véhicule, en particulier un châssis (1) équipé d'éléments de réception (44) de jambe de suspension. L'objectif de cette invention est de fabriquer, de façon relativement simple, un châssis (1) présentant, d'une part, une structure très complexe et une stabilité sensiblement améliorée et, d'autre part, une diversité de composants la plus faible possible. A cet effet, des profilés creux de longeron tubulaires (2, 3, 39, 40), de forme allongée, s'étendant parallèlement et espacés les uns des autres dans le plan horizontal, sont reliés les uns aux autres, de façon indétachable, au niveau de l'extrémité de longeron respective par l'intermédiaire de profilés creux de traverse tubulaires (4, 41). Une poutre transversale (5), destinée à recevoir un essieu arrière, un différentiel ainsi qu'un bras transversal, et une poutre transversale (15), éloignée dans le sens longitudinal et destinée à maintenir une transmission entre les deux profilés creux de longeron (4, 41) côté extrémité, sont fixées aux profilés creux de longeron (2, 3, 39, 40). La dimension et la forme de la section transversale des profilés creux de longeron (2, 3, 39, 40) sont agrandies par déformation sous haute pression interne. Des éléments de réception de carrosserie (6, 7, 24, 42) du châssis (1) sont formés par obtention d'éléments latéraux façonnés à partir du profilé creux de longeron (2, 3, 39, 40) par application d'une haute pression fluidique interne puis par perçage vertical desdits éléments latéraux et des éléments de réception de support (19, 43) de bras longitudinaux sont formés, en tant qu'éléments latéraux façonnés, sur les côtés extérieurs du profilé creux de longeron (2, 3, 39, 40) par application d'une haute pression fluidique interne puis percés.
EP04765957A 2003-11-03 2004-10-14 Procede pour fabriquer un element de constitution d'un vehicule, en particulier un chassis Withdrawn EP1680318A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10351137A DE10351137B3 (de) 2003-11-03 2003-11-03 Verfahren zur Herstellung eines Fahrzeugbauteils, insbesondere eines Fahrwerkrahmens
PCT/EP2004/011519 WO2005047088A1 (fr) 2003-11-03 2004-10-14 Procede pour fabriquer un element de constitution d'un vehicule, en particulier un chassis

Publications (1)

Publication Number Publication Date
EP1680318A1 true EP1680318A1 (fr) 2006-07-19

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EP04765957A Withdrawn EP1680318A1 (fr) 2003-11-03 2004-10-14 Procede pour fabriquer un element de constitution d'un vehicule, en particulier un chassis

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Country Link
US (1) US20070200391A1 (fr)
EP (1) EP1680318A1 (fr)
JP (1) JP2007533526A (fr)
CA (1) CA2543812A1 (fr)
DE (1) DE10351137B3 (fr)
WO (1) WO2005047088A1 (fr)

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Also Published As

Publication number Publication date
CA2543812A1 (fr) 2005-05-26
US20070200391A1 (en) 2007-08-30
DE10351137B3 (de) 2005-02-24
JP2007533526A (ja) 2007-11-22
WO2005047088A1 (fr) 2005-05-26

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