EP3538385A1

EP3538385A1 - Motor vehicle comprising a chassis and a passenger cell

Info

Publication number: EP3538385A1
Application number: EP17794963.3A
Authority: EP
Inventors: Claus Brandt; Hans-Peter Eck; Juergen Greil; Lars Leichtl; Albert STRASSENBERGER
Original assignee: Bayerische Motoren Werke AG
Current assignee: Bayerische Motoren Werke AG
Priority date: 2016-11-08
Filing date: 2017-11-08
Publication date: 2019-09-18
Also published as: WO2018087169A1; CN109906159A; US20190255901A1; DE102016221913A1

Abstract

The invention relates to a motor vehicle comprising a chassis (1) and a passenger cell (2) which is mounted on the chassis (1) by means of vibration-damping connection elements (3), the chassis (1) forming an undercarriage (4) with at least two front wheels (40, 42) mutually spaced in the transverse direction of the vehicle and at least two rear wheels (44, 46) mutually spaced in the transverse direction of the vehicle, and having at least one drive device (7). The chassis (1) is provided with front and rear energy-absorbing deformation elements (50, 52, 60, 62) of a front and rear bumper structure (5, 6) respectively.

Description

Motor vehicle with a chassis and a passenger compartment

TECHNICAL AREA

The invention relates to a motor vehicle with a chassis and a passenger compartment according to the preamble of patent claim 1.

BACKGROUND OF THE INVENTION

In the current state of the art in motor vehicles, the areas of powertrain, chassis and body are usually both functionally and geometrically separated. This ensures that vibrations that act on the vehicle from the drive train or from the ground via the chassis, do not act directly on the passenger compartment. This strict separation creates costs, additional joints, increased weight and increased complexity of the overall structure of the motor vehicle.

There have already been proposed motor vehicle concepts with rigidly integrated into a substructure of the motor vehicle drive and suspension components. However, this results in the problem that in such a construction vibrations that are normally absorbed by acoustic bearings are forwarded to adjacent components and thus lead to significant and not to be accepted comfort reductions.

STATE OF THE ART EP 1 040 041 B1 shows and describes a vehicle with a frame which accommodates a drive unit and a chassis of the vehicle, wherein a vehicle body for receiving vehicle occupants is connected via coupling elements to the chassis frame. The coupling elements are arranged at nodes of the bending eigenform of the frame. As a coupling element rubber-metal bearings are used, for example, which have an elastomeric material.

From EP 2 417 005 B1 a motor vehicle with a chassis frame and a vehicle body is known, wherein the chassis frame receives the chassis with a front axle and a rear axle. Before and behind the respective axis connecting elements are provided, which connect the vehicle body with the chassis frame. These connecting elements are designed so that the transverse rigidity of the connecting elements can be changed. By such a change in the transverse stiffness of the connecting elements while driving a particularly high driving and acoustic comfort is to be achieved.

DE 696 02 973 T2 shows and describes a motor vehicle with a support frame comprising a unit of longitudinally extending cells, which are used as containers for vehicle fluids, for example for fuel, oil or coolant. The drive unit having an internal combustion engine is connected directly to the vehicle frame, wherein the engine block is connected via a respective seal to the cells in the support frame, so that a fluid exchange between the interior of the cells in the support frame and the engine block can take place.

PRESENTATION OF THE INVENTION Object of the present invention is to provide a motor vehicle with a chassis and a passenger compartment, whose weight is reduced and which can be produced with reduced effort.

This object is achieved with the features of patent claim 1.

For this purpose, in a motor vehicle with a chassis and a passenger compartment, the passenger compartment is mounted on the chassis by means of vibration-damping connecting elements. The chassis has a chassis with at least two front wheels spaced apart from one another in the vehicle transverse direction and at least two rear wheels spaced apart in the vehicle transverse direction and at least one drive device, wherein the chassis is provided according to the invention with front and rear energy-absorbing deformation elements of a front or rear bumper structure.

ADVANTAGES

The chassis with the chassis, the drive device and the energy-absorbing deformation elements forms an integrated substructure of the motor vehicle, which has the components required for locomotion and crash safety. The passenger compartment is acoustically decoupled from this by means of the vibration-damping connection elements. This acoustic decoupling of the passenger compartment makes it possible to dispense with vibration-damping bearings within the substructure, which saves on the one hand weight and material cost and on the other hand, a rigid connection of components is made possible to the substructure, so that these rigidly connected components take on supporting tasks of the substructure can. By providing the deformation elements in the chassis, the crash structures are almost completely shifted into the chassis, so that the Vehicle cell can be built much easier, which in turn means that the vibration-damping fasteners must support a lower mass and thus even have a lower weight and can build small.

Further preferred and advantageous design features of the motor vehicle according to the invention are the subject of the dependent claims 2 to 9.

Preferably, the chassis is provided with, preferably facing the passenger compartment, lower engagement elements and the passenger compartment is provided with, preferably facing the chassis, upper engagement elements. In this case, the lower engagement elements and the upper engagement elements are arranged so that fall in the event of a collision of the vehicle lower engagement elements with upper engagement elements in positive connection and set the passenger compartment in at least one direction on the chassis. This development of the motor vehicle according to the invention ensures in the event of a collision a rigid mechanical coupling between the chassis and passenger compartment at least in the direction of collision, so that in the deformation elements of the chassis' successive degradation of kinetic energy directly affects the passenger compartment. Normally, the upper and lower engagement elements are disengaged and do not contact one another, even in the case of stronger acceleration or braking events due to driving conditions. Only in the event of a collision or a (complete or partial) rollover of the vehicle, ie only when the passenger compartment moves beyond a predetermined distance, which is for example in the range of 0.5 to 2.5 cm, relative to the chassis, the upper and lower engagement elements come into contact with each other. You then enter a mechanical positive connection and put the passenger compartment on Chassis so firmly that the passenger compartment is supported in the direction of the relative to the chassis currently acting on them acceleration on the chassis.

It is also advantageous if the vibration-damping elements are designed to dampen infrasonic vibrations and / or structure-borne sound vibrations and / or oscillations in the region of the audible human sound spectrum. These acoustic damping properties allow almost no or only minor acoustic insulation measures to be taken in the passenger compartment, which contributes to the cost and weight reduction of the motor vehicle.

It is particularly advantageous if the at least one drive device is rigidly connected to the chassis. In this way, the drive device can assume a supporting function in the chassis, which further weight can be saved.

The at least one drive device preferably has an electric motor as drive element. The housing of the electric motor can be integrated into the structure of the chassis as a load-bearing component.

It is advantageous if electrical power sources for the power supply of the at least one drive device are provided which have a housing which is rigidly connected to the chassis. Thus, the housing of the power sources, such as batteries or fuel cells, take over a supporting function in the chassis.

Advantageously, the electrical power sources on fuel cells and there are fuel storage for the fuel cell provided, which have a housing which is rigidly connected to the chassis. In this way, a fuel storage tank, for example a hydrogen storage tank, can also be used. Storage tank for which fuel cells are integrated as a supporting part in the structure of the chassis.

Preferred embodiments of the invention with additional design details and other advantages are described below with reference to the accompanying drawings and described.

BRIEF DESCRIPTION OF THE DRAWINGS

It shows:

Fig. 1 is a partially sectioned side view of a motor vehicle according to the invention;

Fig. 2 is a plan view of the chassis of the one shown in Fig. 1

Motor vehicle and

3 is a partially sectioned and enlarged view of a mechanical engagement structure between the chassis and passenger compartment in the direction of arrow III in Fig. 2nd

PRESENTATION OF PREFERRED EMBODIMENTS

1 shows a motor vehicle formed according to the present invention with a chassis 1 and a passenger compartment 2. The passenger compartment 2 has a cell structure 20 and an outer skin 22. The cell structure 20 of the passenger compartment 2 is mounted by means of vibration-damping connecting elements 3 on the chassis 1, wherein the vibration-damping connecting elements 3 are shown in Fig. 1 only schematically. Except the vibration-damping fasteners 3, there are no rigid mechanical connections between the chassis 1 and the passenger compartment 2 in the normal operating state, via which structure-borne noise or other vibrations could be transmitted from the chassis 1 to the passenger compartment 2.

The chassis 1 illustrated in FIG. 2 forms a chassis 4 with two front wheels 40, 42 which are spaced from one another in the vehicle transverse direction y and which are each attached to the chassis 1 by means of a wheel suspension 41, 43. Furthermore, the chassis 4 has two spaced apart in the vehicle transverse direction y rear wheels 44, 46, which are also mounted by means of a respectively associated suspension 45, 47 on the chassis 1. The chassis 4 further includes a steering 48 which acts in a conventional manner via tie rods 48 ', 48 "on the respective front wheel 40, 42.

In the example shown, the chassis 1 has a vehicle frame 10 with a left frame longitudinal member 12 and a right frame side member 14, which are connected to one another via a front frame cross member 11, front frame cross member 11 ', a rear frame cross member 13 and a rear frame cross member 13'. The respective frame side member 12, 14 is provided in the region of the front of the vehicle with a front frame longitudinal member section 12 ', 14' protruding forwardly in the direction of travel F, to which the front suspension 41, 43 is respectively articulated. The front frame longitudinal beam sections 12 ', 14' together with the front frame head cross member 1 1 'form a front frame head. Similarly, the longitudinal frame members 12, 14 in the rear region of the chassis' 1, each with a rear frame longitudinal beam portion 1 2 ", 14" provided, the rear wheels 44, 46 to the rear, ie opposite to the direction of travel F, protrudes. The two rear frame rail sections 12 "and 14" together with the rear frame head cross member 13 'form a rear frame head. As can be seen in FIG. 2, energy-absorbing deformation elements 50, 52 of a front bumper structure 5 are attached to the free end of the respective front frame side member section 12 ', 14', and a bumper cross member 54 is in turn attached to the deformation elements 50, 52. Similarly, a rear bumper structure 6 is provided having energy absorbing deformation members 60, 62 attached to the respective rear frame side rail section 12 ", 14" and connected to a rear bumper cross member 64.

Side crash reinforcements 12 '", 14'", which likewise have energy-dissipating properties, are mounted on the outside of the frame side members 12, 14 in the region between the front wheels 40, 42 and the rear wheels 44, 46.

In Fig. 2 it can be further seen that in the region of the rear frame head, a drive means 7 is provided, in which a drive machine 70 and a transmission gear 72 form a motor-gear unit 71. The transmission gear 72 acts on two drive shafts 74, 76, which each act on one of the rear wheels 44, 46 mechanically with rotating drive energy.

The engine 70 may be formed by an electric motor or an internal combustion engine. If the drive machine 70 is formed by an electric motor, then the space between the middle sections of the two frame side members 12, 14, ie between the frame head cross members 11 'and 13', can be formed as a closed frame box with an underbody 15, on the underbody 15, For example, inside the frame box, electrical power sources 16, for example, electrical energy storage and / or fuel cells be provided. If the drive machine 70 has an internal combustion engine or if the electric current source 16 has a fuel cell, then a fuel reservoir 17 can be provided between the longitudinal frame members 12, 14. The electric power sources 16 and / or the fuel reservoir 17 may alternatively be accommodated in a closed frame box in a respective housing 16 ', 17', which is arranged between the two frame side rails 12, 14 and rigidly connected thereto, so that the respective Housing 16 ', 17' forms a supporting chassis element. For cooling the energy storage devices or the fuel cells or, if the engine 70 is an internal combustion engine, for cooling the internal combustion engine, a cooler arrangement 78 is provided between the front ends of the front frame side rail sections 12 ', 14', which is connected to the respective front frame side rail section 12 ', 14'. may also be rigidly connected and thereby contributes to the rigidity of the frame 10.

Both the drive machine 70 and the transmission gear 72 are provided with a rigid housing and rigidly connected to each other and to the rear left frame support section 12 "or the rear right frame support section 14", so that the motor-gear unit 71 takes over the task of a frame head cross member. In this case, for example, the rear frame head cross member 13 omitted.

This direct rigid connection of the motor-gear unit 71 to the frame 10 of the chassis '1 and the direct articulation of the suspension 41, 43, 45, 47 on the frame 10 of the chassis' 1 cause vibrations of the drive and the chassis directly in the chassis 1 are initiated. So that these vibrations are not transmitted to the passenger compartment 2, the passenger compartment 2, as has already been stated, by means of the vibration damping Fasteners 3 attached to the chassis 1. Although ten vibration-damping connecting elements 3 are shown schematically by way of example in FIGS. 1 and 2, more or less vibration-damping connecting elements 3 can be provided for fastening the passenger compartment 2 to the chassis 1, which can also be designed differently.

The structure and operation of the vibration-damping connecting elements 3 and the connection of the passenger compartment 2 to the chassis 1 will be described below with reference to FIG 3. For simplicity, only one of the connecting elements 3 will be described here. Since in this example all connecting elements 3 are preferably constructed the same way, a description of the further connecting elements 3 will be omitted here. The following statements therefore apply, unless stated otherwise, for all connecting elements 3.

The connecting elements 3 comprise supports 30 for the passenger compartment 2 on the chassis 1. These supports 30 are provided on or on the chassis structure, for example on or on the vehicle frame 10, and have in the example shown with the frame rail 12 fixed lower bearing receptacle 32, the cup-like with an upwardly open, preferably cylindrical, receiving opening 33 is formed. The lower bearing receptacle 32 is welded, for example, to or on the frame side member 12. In the receiving opening 33, a rubber-metal element 34 is inserted with a projecting upward from the receiving opening support pin 36. The support pin 36 is merely connected to the rubber-metal element 34 and is held by this; he is not - even under the weight of the passenger compartment - in contact with the wall 32 'or the bottom 32 "of the lower bearing support 32nd The cell structure 20 of the passenger compartment 2 has lower structural longitudinal members and structural cross members, of which only one left structural longitudinal member 21 is shown in FIGS. 1 and 3. As shown in FIG. 3 by way of example on the structural side member 21, a cup-shaped upper bearing receptacle 38 is provided on the structural longitudinal members of the cell structure 20, which is either integrated in the structural longitudinal member 21 or attached thereto. The upper bearing receptacle 38 is provided with a downwardly open receiving opening 39, in which the support pin 36 engages in connected to the chassis 1 passenger compartment 2, wherein the support pin 36 is surrounded by the wall 38 'of the bearing receptacle 38 and wherein the bottom 38 " the bearing seat 38 is supported on the support pin 36.

Between the chassis 1 and the passenger compartment 2 is further provided at least one mechanical engagement means 8, which in the event of a collision of the vehicle with an obstacle or with another vehicle or in the case of a rollover of the vehicle a positive connection of respective structural parts of the chassis' 1 and the Passenger cell 2 after overcoming a slight relative displacement between the passenger compartment 2 and chassis 1 manufactures. This relative displacement, and thus also the free spaces surrounding the components of the engagement device described below, is greater than the oscillation amplitudes of the respective rubber-metal elements 34 of the connecting elements 3 in the relevant direction. FIG. 2 shows, by way of example, the lower engagement elements 9 forming the chassis-side lower parts of four engagement devices 8; but it can of course also be provided more or less engagement means 8.

The structure and operation of the engagement means will be described with reference to FIG. The following statements therefore apply, unless otherwise stated, for all intervention devices, the rear Engagement devices mirror-inverted to the representation of FIG. 3 can be arranged.

The cell structure 20 of the passenger compartment 2 is provided with upper engagement elements 80 facing the chassis 1, which in the example shown have an engagement bolt 81 extending downwardly from the lower structural side rail 21 of the cell structure 20 of the passenger compartment 2 toward the chassis 1. The engagement bolt 81 may be welded to the structural side member 21, integrally formed therewith, or detachably connected thereto, for example screwed. The engagement bolt 81 is provided at its lower free end with at least one hook extension 82 extending in the vehicle longitudinal direction. This hook projection 82 may extend in the vehicle longitudinal direction x to the front and / or to the rear. Alternatively or additionally, it is also possible for a further hook attachment (not shown) to be provided at the free end of the engagement bolt 81, which extends on one or both sides in the vehicle transverse direction y.

If the passenger compartment 2 is placed on the chassis 1, then the engagement bolt 81 is positioned behind the front frame cross member 11 (or, in the case of a rear engagement means, in front of the rear frame cross member 13). The hook approach 82 engages under the frame cross member, but without getting in contact with this in the normal state. In the normal state, that is, when no collision takes place, and the engagement pin 81 is in no contact with any part of the chassis' 1. Even with strong positive or negative driving conditional acceleration, the engagement bolt 81 and its hook projection 82 do not come into contact with the chassis 1. Only in the case of a collision, in which, for example, a force is applied against the direction of travel on the vehicle, the front frame cross member 1 1 forms a stop for the engaging pin 81 and thus a lower engagement element 9. It comes here to a positive connection between the passenger compartment 2 and Chassis 1. Analogously, the rear forms Frame cross member 13 a stop for the corresponding engagement bolt when in a collision from behind (eg a rear-end collision), the vehicle is acted upon in the direction of travel with a collision force. Even when acting from the side of the vehicle collision forces the engagement device acts in a corresponding manner.

In the event of a rollover of the vehicle, the hook projections 82 of the engagement devices 8 come into contact with the underside of the frame carrier 1 1 or 13 and lock the passenger compartment 2 in the z direction on the chassis 1.

Although the embodiment described so far is already sufficient so that the collision-related forces do not have to be supported by the connecting elements in case of a collision, additionally on the side facing away from the front frame cross member 1 1 (or from the rear frame cross member 13) side of the hook projection 82, an additional frame cross member ", 1" '(or 13 ", 13'") or a corresponding frame cross member portion may be provided on the frame 10, which limits the engagement pin 81 on the opposite side and in the case of a corresponding collision also forms a stop for the engagement pin 81.

The idea of the invention is, in essence, to provide a highly integrated, self-supporting substructure (chassis) for a motor vehicle, on which the passenger compartment is mounted vibration-decoupled and which nevertheless secures the chassis and passenger compartment in the event of a collision or rollover to those provided in the chassis Collision energy absorbing structures also be effective for the passenger compartment. In particular, the invention provides an acoustic decoupling of the passenger compartment from the substructure (chassis). In the highly integrated, self-supporting substructure, drive units, axles, high-voltage accumulators for e-vehicles, optionally hydrogen drive components, as well as other components without any acoustic decoupling, for example rigidly connected to each other. As a result, these structures together assume functional structural tasks such as the support of operating loads, crash loads or vehicle dynamics loads. Also, suspensions may be articulated to the chassis, for example, without acoustic damping means. The passenger compartment can be built much lighter due to the assumption of the main loads through the chassis. For example, wall thicknesses can be reduced or soundproofing can be omitted.

By the acoustic decoupling via an elastic mounting of the passenger compartment on the substructure, ie on the chassis, vibrations are intercepted via an intermediate spring-damper system forming vibration damping connection elements, so that no user-relevant restrictions arise in terms of acoustics and without the driving dynamics noticeable is restricted.

This design with the highly integrated substructure (chassis) combined with the acoustic decoupling by the elastic storage of the passenger compartment, leads to a significant reduction in weight associated with a significant cost reduction through elimination of components or by reducing the number of components in the overall system. Examples include the possible elimination of a rear axle, the possible elimination of elastic bearings of the axles or reduced wall thicknesses of the passenger compartment.

This results in considerable advantages, such as a significant improvement in roll-off acoustics. The attachments, such as the electric motor, the gearbox, the axles or the high-voltage accumulator, are considered to be load-bearing and formed stiffening components, thereby enabling the design of a new topology for the entire vehicle. With conventional design existing and decoupled subcomponents and subsystems, such as the rear axle or the engine mounts can be omitted. This results in weight and cost advantages, also in the assembly process.

This solution according to the invention is particularly favorable for electric vehicles, but can also be used for vehicles with internal combustion engines and other drives.

The invention is not limited to the above embodiment, which merely serves to generally explain the essence of the invention. Within the scope of protection, the inventive

Device rather than other than those described above

Take design forms. The device can hereby

in particular have features that represent a combination of the respective individual features of the claims.

Reference signs in the claims, the description and the drawings are only for the better understanding of the invention and are not intended to limit the scope.

Claims

Motor vehicle with a chassis and a passenger compartment claims

1 . Motor vehicle with a chassis (1) and a passenger compartment (2) which is mounted on the chassis (1) by means of vibration-damping connecting elements (3),

wherein the chassis (1) forms a chassis (4) with at least two front wheels (40, 42) spaced apart from one another in the vehicle transverse direction and at least two rear wheels (44, 46) spaced apart in the vehicle transverse direction and has at least one drive device (7),

characterized,

in that the chassis (1) is provided with front and rear energy-absorbing deformation elements (50, 52, 60, 62) of a front or rear bumper structure (5, 6).

2. Motor vehicle according to claim 1,

characterized,

in that the chassis (1) is provided with lower engagement elements (9), that the passenger compartment (2) is provided with upper engagement elements (80) and in that the lower engagement elements (9) and the upper engagement elements (80) are arranged such that in the event of a collision and / or a rollover of the vehicle, lower engagement elements (9) come into positive connection with upper engagement elements (80) and the passenger compartment (2) set in at least one direction on the chassis (1).

Motor vehicle according to claim 1 or 2,

characterized,

in that the vibration damping elements (3) are designed to dampen infrasonic vibrations and / or structure-borne sound vibrations and / or vibrations in the region of the human audible spectrum.

Motor vehicle according to claim 1, 2 or 3,

characterized,

in that the at least one drive device (7) is rigidly connected to the chassis (1).

Motor vehicle according to one of the preceding claims,

characterized,

the at least one drive device (7) has an electric motor as driving machine (70).

Motor vehicle according to claim 5,

characterized,

in that at least one electric current source (16) is provided for the power supply of the at least one drive device (7), which has a housing (16 ') which is rigidly connected to the chassis (1).

7. Motor vehicle according to claim 6,

characterized,

in that the at least one electric current source (16) comprises a fuel cell and

in that a fuel reservoir (17) for the fuel cell is provided which has a housing (17 ') which is rigidly connected to the chassis (1).