EP3898296A1 - Bras de suspension pour un véhicule automobile - Google Patents

Bras de suspension pour un véhicule automobile

Info

Publication number
EP3898296A1
EP3898296A1 EP19805264.9A EP19805264A EP3898296A1 EP 3898296 A1 EP3898296 A1 EP 3898296A1 EP 19805264 A EP19805264 A EP 19805264A EP 3898296 A1 EP3898296 A1 EP 3898296A1
Authority
EP
European Patent Office
Prior art keywords
profile section
section
profile
longitudinal direction
longitudinal
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Withdrawn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
EP19805264.9A
Other languages
German (de)
English (en)
Inventor
Andre Stieglitz
Manfred Bürgmann
Ingolf Müller
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3898296A1 publication Critical patent/EP3898296A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
    • F16C7/02—Constructions of connecting-rods with constant length
    • F16C7/026—Constructions of connecting-rods with constant length made of fibre reinforced resin
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/70—Materials used in suspensions
    • B60G2206/71—Light weight materials
    • B60G2206/7101—Fiber-reinforced plastics [FRP]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/80—Manufacturing procedures
    • B60G2206/81—Shaping
    • B60G2206/8105—Shaping by extrusion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/80—Manufacturing procedures
    • B60G2206/82—Joining
    • B60G2206/821—Joining by gluing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B11/00—Connecting constructional elements or machine parts by sticking or pressing them together, e.g. cold pressure welding
    • F16B11/006—Connecting constructional elements or machine parts by sticking or pressing them together, e.g. cold pressure welding by gluing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B11/00—Connecting constructional elements or machine parts by sticking or pressing them together, e.g. cold pressure welding
    • F16B11/006—Connecting constructional elements or machine parts by sticking or pressing them together, e.g. cold pressure welding by gluing
    • F16B11/008—Connecting constructional elements or machine parts by sticking or pressing them together, e.g. cold pressure welding by gluing of tubular elements or rods in coaxial engagement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2226/00—Joining parts; Fastening; Assembling or mounting parts
    • F16C2226/30—Material joints
    • F16C2226/40—Material joints with adhesive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2226/00—Joining parts; Fastening; Assembling or mounting parts
    • F16C2226/50—Positive connections
    • F16C2226/70—Positive connections with complementary interlocking parts

Definitions

  • the invention relates to a suspension arm for a motor vehicle, comprising at least two load introduction elements which are firmly connected to one another by a straight profile section made of egg nem fiber-reinforced plastic, according to the preamble of claim 1.
  • Chassis links for motor vehicles which have at least two line elements made of a fiber-reinforced plastic and connected to one another by a straight section, are known from the prior art.
  • an axle strut which has two Lasteinlei tiata made of a metallic material, such as aluminum, and a supporting profile made of fiber plastic composite material connecting the load introduction elements.
  • the connections between the support profile and the two load introduction elements are each designed as adhesive connections.
  • the load transfer elements each have two slot-like receptacles, which in turn each hold a free end of longitudinal profiles of the support profile. Since the slot-like receptacles and the free ends of the longitudinal profiles engage each other mutually and essentially in a form-fitting manner.
  • the adhesive bonds have two longitudinal adhesive layers at each end of the support profile and on both sides of a longitudinal fiber device extending neutral fiber plane. Thus there are four longitudinal adhesive layers at each of the two ends of the support profile.
  • All of the eight longitudinal adhesive layers of the axle strut are essentially flat in themselves and have the same length in the longitudinal direction of the support profile. In a vertical direction extending perpendicular to the longitudinal direction of the support profile, the longitudinal adhesive layers have essentially the same thickness in a central section. In a base facing away from the supporting profile and in a direction pointing towards the supporting profile, the slot-like recesses, on the other hand, are somewhat opened, so that the longitudinal adhesive layers are somewhat thicker at these points are. All of the eight longitudinal adhesive layers of the axle strut are geometrically the same.
  • the object of the invention is to provide a suspension arm for a motor vehicle, which is designed as an at least partially made of fiber-reinforced plastic lightweight component and with which relatively high forces can be transmitted over a relatively long life.
  • the invention accordingly provides a chassis control arm for a motor vehicle.
  • the suspension arm has at least two load introduction elements, which are firmly connected to one another by a straight profile section made of a fiber-reinforced plastic.
  • the profile section and at least one of the two Lastein effetsele elements are connected to one another in a common connection section, in which an end section of the load introduction element and an end section of the profile section engage in one another in an essentially positive manner, via an adhesive connection.
  • the adhesive connection has on both sides of a neutral fiber plane of the profile section in each case at least two, at least substantially in itself plane and of equal length, longitudinal adhesive layers which extend in a longitudinal direction of the profile section and which at the same time extend in a vertical direction of the profile section perpendicular to the longitudinal direction are spaced parallel to each other.
  • at least two of the longitudinal adhesive layers when viewed in the vertical direction of the profile section, on both sides of the neutral fiber plane, at least two of the longitudinal adhesive layers have an increasing cross-sectional area with increasing distance from the neutral fiber plane of the profile section, in order to thereby relieve areas of the adhesive connection when the suspension arm is subjected to tensile stress , Which stood in the vertical direction of the profile section from a relatively large Ab to the neutral fiber plane.
  • an adhesive material of the longitudinal adhesive layers has a low rigidity relative to the profile section made of fiber-reinforced plastic and to the material of the load introduction element, and at the same time has a relatively high elastic extensibility.
  • the force flow within the adhesive connection can be varied the thickness of the longitudinal adhesive layers can be specifically influenced and adjusted.
  • the chassis handlebars within the adhesive connection a uniform voltage distribution, he is enough.
  • local voltage peaks can be avoided within the adhesive bond.
  • the longitudinal adhesive layers at least partly when viewed over their extent in the longitudinal direction of the profile section, have a varying thickness.
  • the longitudinal direction of the profile section is identical to a longitudinal direction of the connecting section.
  • a load introduction element is to be understood as an element which is operatively connected to the profile section and can introduce operating loads such as tensile and / or compressive forces into the profile section.
  • the end portion of the Lastein effetsele element and the end portion of the profile section form free ends of the load introduction element and the profile section.
  • the load application element can be part of an articulated storage of the suspension arm or alternatively serve to connect two or more profile sections or part of an articulated mounting of the suspension arm and at the same time to connect two or more profile sections.
  • a profile section is to be understood in the context of the present invention as a section of an endless profile.
  • the straight Profileab section is designed as a symmetrical cross-sectional profile section.
  • the symmetry can relate to one plane of symmetry or to several planes of symmetry. If the symmetry relates to two planes of symmetry, these are, when viewed in the cross section of the profile section, in particular aligned perpendicular to one another.
  • the profile section has a cross-sectional geometry that can be described by a square that at least essentially rests on outer surfaces thereof.
  • the longitudinal adhesive layers are at least essentially flat longitudinal adhesive layers. This aspect is of importance for the present invention.
  • the neutral fiber plane denotes the entirety of all points within the straight profile section and within the load introduction element, in which no tensile or compressive stresses occur when the straight profile section and the load introduction element bend.
  • the neutral fiber plane within the straight profile section and within the load introduction element represents a layer plane that is neither stretched nor compressed when the suspension arm is subjected to bending stress and thus does not change its length.
  • longitudinal adhesive layers which are arranged in mirror image of the neutral fiber plane and each have the same distance from the neutral fiber plane are formed geometrically identically.
  • the neutral fiber plane also represents a plane of symmetry with respect to the geometric structure of the suspension arm.
  • the profile section is straight. Therefore, in the context of the present invention, a straight profile section is always meant, even if this is not explicitly stated.
  • the profile section has a constant cross-sectional geometry over its longitudinal extent.
  • the straight profile section made of a fiber-reinforced plastic is a pultruded profile section, that is to say produced in a pultrusion process.
  • the pultrusion process is a process for the cost-effective production of fiber-reinforced plastic profiles in a continuous process.
  • the profile section has reinforcing fibers which are distributed over the entire profile cross section and which extend in a profile longitudinal direction, as a result of which high rigidity and strength are brought about in this direction.
  • the profile section against kinks and / or bumps, relatively high proportions of stretched fibers in edge regions of the profile cross section and are advantageous at the same time also arranged in the longitudinal direction of the profile.
  • all fibers are oriented in the longitudinal direction of the profile section.
  • the profile section has a fiber volume content of approximately. 65 percent in order to achieve high stiffness in the longitudinal direction of the profile and at the same time high bending stiffness. In general, a fiber volume content between 50 percent and 75 percent is possible.
  • Both carbon fibers, glass fibers, aramid fibers or natural fibers can be used in the profile section, each of which is embedded in a plastic matrix.
  • the matrix system advantageously consists of a vinyl ester resin, since this can be processed well in the pultrusion process with very good chemical and mechanical properties.
  • vinyl ester resin has good adhesion in combination with some important adhesives.
  • an epoxy resin, a polyester resin, phenolic resin or polyurethane resin can be used as the matrix material.
  • the adhesive bond has in particular an epoxy adhesive.
  • other adhesives such as methyl methacrylate adhesives can also be used.
  • the load introduction element can be part of an articulated mounting of the suspension arm or alternatively serve to connect two or more straight sections or part of an articulated mounting of the chassis arm and also serve to connect two or more profile sections.
  • the load introduction element consists of metal, in particular of a light metal.
  • the load introduction element advantageously consists of aluminum or an aluminum alloy, in particular an aluminum alloy with good cutting properties and / or good extrusion properties and / or high fatigue strength.
  • a chassis handlebar is to be understood as a rod-shaped or another component which is extended in one or more spatial direction (s) and is primarily suitable for transmitting forces.
  • the chassis control arm can be, for example, a two-point control arm, i.e. a pendulum rod, which is also referred to as a pendulum support and which is at least essentially intended for the transmission of tensile and / or compressive forces, but not or only to a limited extent for the transmission of transverse forces and / or mo ment.
  • the two-point link can be designed, for example, as an axle strut or as a torque arm or as a coupling rod for the end connection of a roll stabilizer to a vehicle chassis.
  • the undercarriage handlebar is, in particular, a built undercarriage handlebar, that is to say an undercarriage handlebar assembled from several separately manufactured individual parts.
  • This design has the advantage over a one-piece suspension arm that, for example, the profile section can be made variable in length, whereby different variants of the suspension arm can be realized according to a modular principle.
  • the profile section has a cross-sectional shape that deviates from a circular ring shape.
  • the profile section preferably has a non-circular cross-sectional shape.
  • the longitudinal adhesive layers are preferably at least partially formed as outer adhesive layers which are glued to surfaces of the profile section which have a normal vector which extends in each case in the vertical direction of the profile section and which at the same time points away from the profile section, all of these outer adhesive layers with increasing distance have an increasing cross-sectional area from the neutral fiber plane of the profile section. Since this cross-sectional area lies in a plane that extends in the longitudinal direction of the profile section and at the same time perpendicular to the neutral fiber plane.
  • a normal vector is to be understood as a vector that is orthogonally perpendicular on a surface of the profile section that is at least essentially flat and at the same time provided with the outer adhesive layer.
  • a longitudinal adhesive layer which is arranged between an outer peripheral surface of the end section of the profile section and an outer tooth of the load introduction element partially covering the aforementioned outer circumference, has an increasing thickness in the longitudinal direction of the profile section and towards a free end of the outer tooth over substantially half the tooth length in order to avoid peeling of the external tooth from the profile section in the area of this longitudinal adhesive layer in the event of a tensile load on the suspension arm.
  • the external tooth is essentially flat in itself.
  • the outer tooth has a decreasing thickness over its extension in the longitudinal direction of the profile section and at the same time away from the load introduction element. The danger of a peeling under tensile load of the chassis control arm is greatest in the case of an external tooth which tapers over its longitudinal extent towards a free end at its free end.
  • the profile section expediently has a cover layer made of a fiber fabric. Due to the cover layer made of a fiber fabric, a higher ductility and lower rigidity of the outer surface of the profile section can be achieved compared to the fiber-reinforced plastic material of the profile section lying underneath. As a result of the then higher rigidity of the fiber-reinforced plastic material of the profile section lying under the fiber fabric, this is more strongly involved in a power transmission than the cover layer made of a fiber fabric when the suspension arm is loaded, for example by a tensile force. The extent of the higher ductility and the lower rigidity can also be adjusted, among other things, by the thickness of the fiber fabric.
  • the cover layer made of a fiber fabric with its higher ductility and lower rigidity in combination with a variation in the thickness of the longitudinal adhesive layers, in particular the outer longitudinal adhesive layers, can advantageously be used in order to achieve the most uniform possible force transmission within the adhesive connection.
  • the cover layer represents an outer peripheral surface of the profile section.
  • the cover layer made of a fiber fabric is arranged in a region of the end section of the profile section which is covered by an external tooth of the load introduction element.
  • the profile section has a second neutral fiber plane which extends in the longitudinal direction of the profile section and which is at the same time oriented perpendicular to the neutral fiber plane
  • the adhesive bond on both sides of the second neutral fiber plane at least has two, at least essentially, flat and equally long longitudinal adhesive layers which extend in the longitudinal direction of the profile section and which are at the same time spaced apart in a transverse direction of the profile section which extends perpendicular to the longitudinal direction and perpendicular to the vertical direction and wherein on both sides of the second neutral fiber plane at least two of these longitudinal adhesive layers, when viewed in the transverse direction of the profile section, have an increasing cross-sectional area with increasing distance from the second neutral fiber plane of the profile section.
  • Such a design causes a further relief of the adhesive connection when the suspension arm is subjected to a tensile load, specifically in areas of the adhesive connection which have a relatively large distance from the second neutral fa serplane in the transverse direction of the profile section.
  • the second neutral fiber plane also represents a plane of symmetry with respect to the geometric structure of the suspension arm.
  • cross-adhesive layers which are arranged at the same height in the longitudinal direction of the profile section and at the same time are spaced apart perpendicularly to the longitudinal direction of the profile section and which at the same time mainly extend perpendicular to the longitudinal direction of the profile section, perpendicular to the longitudinal direction of the profile section, with increasing distance an increasing thickness measured in the longitudinal direction of the profile section from the neutral fiber plane of the profile section.
  • the longitudinal adhesive layers are preferably, at least partially, materially connected to one another.
  • all longitudinal adhesive layers are materially connected to one another.
  • all transverse adhesive layers are materially connected to one another via longitudinal adhesive layers.
  • all of the longitudinal adhesive layers and all of the transverse adhesive layers are materially connected to one another.
  • the end section of the load introduction element is expediently gridded with through-grooves that extend perpendicular to the longitudinal direction of the profile section and at the same time intersect, at least partially, through which the end section of the load introduction element has a spline with teeth that extend at least substantially in the longitudinal direction of the profile section.
  • the through grooves preferably intersect at an angle of essentially 90 degrees.
  • the through grooves extend from the formation of the lattice-like structure in two directions.
  • a plurality of through grooves each extend parallel to one another in each of the two directions perpendicular to the longitudinal direction of the profile section.
  • through grooves that extend perpendicular to the longitudinal direction of the profile section in the same direction are geometrically identical.
  • the teeth of the plug connection are tapered towards free ends, which are also referred to as head ends.
  • the rigidity of the load introduction element in the common Vietnamesesab section of the profile section and load introduction element in the longitudinal direction of the connec tion section is reduced by geometric measures, namely by the splines.
  • the end portion of the Lastein line element is not solid, but reduced by the volume of spaces between the teeth.
  • the rigidity of the end section of the load introduction element in the longitudinal direction of the common connec tion section is reduced when the connecting section is subjected to tensile stress. Such a tensile load tries to pull the end section of the profile section out of the splines in the longitudinal direction of the connecting section.
  • the reduction in stiffness of the load introduction element in the longitudinal direction of the common connecting section is due to the fact that the teeth of the splines, when subjected to tensile stress, tend to have an elastic elongation in the longitudinal direction. experience of the connecting section than would be the case with a solid design of the end section of the load introduction element.
  • the teeth have a length that is substantially at least twice as large as a maximum width of the teeth, whereby a relatively high elastic expansion capacity of the spline in the longitudinal direction of the common connecting section is given both under tensile stress and under compressive stress. Due to the relatively thin teeth, a reduction in the stresses occurring within the adhesive connection can be achieved in particular when the suspension arm is subjected to tensile stress.
  • the teeth are formed in one piece with the load introduction element.
  • the teeth of the splines which are not traversed by the neutral fiber plane, with respect to parallel planes parallel to the neutral fiber plane, which at the same time extend through the center of the teeth of the teeth, are at least partially, asymmetrical. Due to the asymmetrical design of the aforementioned teeth and in particular also by an accompanying un symmetrical design of the longitudinal adhesive layers, a uniform loading within the adhesive connection can be achieved. The specific design of the teeth is dependent on the local loads in the area of these teeth under load, in particular under tensile load. Due to the at least partial, asymmetrical design of the teeth, a uniform stress distribution within the adhesive bond and, due to the avoidance of stress peaks, a higher load-bearing capacity of the suspension arm is achieved. In particular, all teeth that are not traversed by the neutral fiber plane are asymmetrical in relation to planes that extend parallel to the neutral fiber plane and that also run through the center of the teeth of the teeth.
  • the load introduction element is designed as a profile piece, in particular an extruded profile piece, with unprocessed outer circumferential surfaces and / or unprocessed inner circumferential surfaces which extend in a longitudinal direction of the profile. This has the advantage that relatively inexpensive rod material can be used as the starting material for the load introduction element.
  • a cold drawn or rolled profile section is also possible, for example.
  • the outer peripheral surfaces of the profile piece can be all the surfaces which are wetted when the profile piece is completely immersed in a water bath, with the possible sealing of existing cavities.
  • Inner circumferential surfaces, in the presence of hollow spaces extending in the longitudinal direction of the profile piece, are the remaining surfaces.
  • a portion of an endless profile is to be understood in connection with the prior invention, a portion of an endless profile.
  • the profile piece has a constant cross-sectional geometry over its longitudinal extent.
  • the longitudinal adhesive layers are expediently, at least partially, bonded to unprocessed surfaces of the load introduction element.
  • the unprocessed surfaces of the load introduction element are extruded, cold drawn or rolled surfaces.
  • the unprocessed surfaces of the load introduction element are contoured surfaces.
  • the straight profile section advantageously has an open profile cross section.
  • An open profile cross section in the sense of the present application is understood to mean profile cross sections which surround at least one cavity and thereby have an opening for each cavity.
  • the profile section when viewed in cross section, is designed as a profile section that is open on both sides.
  • the profile section can have a double-T cross-sectional area or a double-C cross-sectional area with openings facing away from one another.
  • the straight profile section can have an open profile cross section and at the same time a closed cavity or a plurality of closed cavities.
  • the straight profile section is designed as a hollow profile section.
  • a hollow profile section is to be understood in connection with the present invention as a section of an endless profile.
  • the wall thicknesses of the hollow profile section are dimensioned significantly smaller than its cross section.
  • the wall thicknesses of the hollow profile section are preferably 10 to 20 percent, particularly preferably 10 to 15 percent, of the outer dimensions of the hollow profile section if the latter has a cross-sectional geometry that can be described by an at least substantially adjacent square surface.
  • the Hohlprofilab section has at least one cavity which is designed as a circumferentially closed chamber.
  • the hollow profile section has a constant cross-sectional geometry over its longitudinal extension.
  • the hollow profile section can also be designed as a profile section with an open cross section.
  • the straight profile section is designed as a multi-chamber profile section.
  • the profile section when viewed in cross section, has at least two cavities formed as circumferentially closed chambers.
  • the area moment of inertia of the profile section can be increased depending on the geometric structure and the arrangement of the several chambers. This affects in particular with a bending load and / or with a torsional load, but also with a pressure load, to the effect that higher forces and / or moments can be transmitted.
  • the cross-section of the multi-chamber profile section has at least one transverse web through which the several chambers of the multi-chamber profile section are separated from one another.
  • a crossbar enables additional connection surfaces which have an equalizing effect on the stress distribution in the adhesive layer. If necessary, the multi-chamber profile section can have more than one crossbar.
  • the load introduction element preferably has an opening oriented perpendicular to the longitudinal direction of the profile section.
  • the opening can be blind hole-like be educated; for example for receiving a joint ball of a ball pin of a ball joint.
  • the opening can also be designed as a through opening; for example with a cylindrical through opening for receiving a molecular joint, which is also referred to as a claw joint.
  • a central axis of such a through opening extends in the neutral fiber plane.
  • such a through opening perpendicular to the longitudinal direction of the profile section has a cross-sectional area that is essentially the same size as a square that circumscribes a cross section of the profile section, or that is larger than such a square.
  • the through opening has an unprocessed inner peripheral surface in the installed state.
  • the load introduction element can have a through opening which, in the raw state, has an unprocessed and in the installed state a machined inner circumferential surface, for example produced by machining.
  • a steel bushing can be inserted into the through opening.
  • Figure 1 is a perspective view of a chassis arrangement according to the prior art.
  • Figure 2 is a perspective sectional view of part of a suspension arm not belonging to the invention.
  • Figure 3 is a perspective view of a suspension arm according to a first embodiment of the invention.
  • FIG. 4 shows a perspective sectional view of part of the chassis control arm according to FIG. 3 and according to the section A - A given there;
  • FIG. 5 in a perspective sectional view of isolated adhesive layers shown in Figure 4;
  • Fig. 6 in a perspective sectional view isolated adhesive layers according to a second embodiment of the invention;
  • FIG. 7 shows a perspective illustration of a load introduction element according to FIG.
  • FIG. 8 shows a perspective view of a profile section according to FIG. 3;
  • Fig. 9 is a perspective view of a load application element according to a third embodiment of the invention.
  • Fig. 1 shows a part of a chassis 1, which is part of a motor vehicle, lying in front of a commercial vehicle 2, the chassis 1 having two in a lower Len kerebene arranged suspension arm 3, which are designed as axle struts.
  • the two axle struts 3 are each connected at one end by a molecular link to a vehicle axle designed as a rigid axle 5.
  • the axle struts 3 are each indirectly connected to a vehicle frame 6, also by means of a molecular joint.
  • the rigid axle 5 is guided in addition to the two axle struts 3 by a four-point link 7, which is arranged in an upper link level and is essentially X-shaped.
  • the four-point link 7 combines the functions of a three-point link and a separate roll stabilizer in one component.
  • the four-point link 7 is connected in a rahmenseiti bearing area 4 by two molecular joints to the vehicle frame 6 and in an axle bearing area 10 by two molecular joints to the rigid axle 5. Two of the total of four molecular joints are covered by a longitudinal beam of the vehicle frame 6.
  • FIG. 2 shows part of a chassis control arm 3 not belonging to the invention.
  • Chassis link which is designed as an axle strut 3
  • the profile section 21 and the load introduction element 20 in a common connecting section 22, in which an end section 23 of the Lastein effetsele element 20 and an end section 24 of the profile section 21 interlock with one another and essentially form-fit, materially connected to one another via an adhesive connection 25.
  • the adhesive connection 25 has on both sides of a neutral fiber plane 26 of the profile section 21 a plurality of flat and equally long, longitudinal adhesive layers 27 which extend in a longitudinal direction L of the profile section 21 and which at the same time extend in a vertical direction H extending perpendicular to the longitudinal direction L. of the profile section 21 are spaced parallel to each other. All longitudinal adhesive layers 27, as is customary in the prior art, have a constant thickness of 0.2 millimeters in the present case over their longitudinal extension in the longitudinal direction L of the profile section 21.
  • FIG. 3 shows a suspension arm 3 for a commercial vehicle 2, the suspension arm being designed as an axle strut 3 with two aluminum load introduction elements 20 arranged at each end.
  • the load introduction elements 20 are firmly connected to one another by a straight profile section 21 made of a fiber-reinforced plastic.
  • the straight profile section 21 and the two Lasteinlei processing elements 20 are in a common connection section 22, in which an end portion 23 of the load introduction element 20 and an end portion 24 of the profile section 21 interlock with each other and substantially positively, connected to each other via an adhesive connection 25.
  • the two common connection sections 22, the two end sections 23 of the two load introduction elements 20 and the two end sections 24 of the profile section 21 each extend in a longitudinal direction L of the profile section 21.
  • two outer teeth 28 of the two Lastein line elements 20 cover two flat partial surfaces of the end portions 24 of the profile portion 21, which are spaced parallel to one another in a vertical direction H of the profile portion 21 extending perpendicular to the longitudinal direction L.
  • the two adhesive connections 25 on both sides of a neutral fiber plane 26 of the profile section 21 each have four substantially adhesive longitudinal layers 27 that are essentially flat and at the same time in the longitudinal direction L of the profile section 21.
  • the longitudinal adhesive layers 27 are spaced parallel to one another in the vertical direction H of the profile section 21.
  • the neutral fiber plane 26 also represents a symmetry plane with respect to the geometric structure of the axle strut 3.
  • one of the four longitudinal adhesive layers 27 is in each case sections between the aforementioned external teeth 28 of the load application element 20 and the assigned partial areas of the end sections 24 of the profile section 21 arranged.
  • These last-mentioned longitudinal adhesive layers 27 are outer adhesive layers 32 which are glued to surfaces of the straight profile section 21 which have a normal vector. point, which extends in the vertical direction H of the profile section 21 and which also points away from the profile section 21.
  • outer adhesive layers 32 each have an increasing thickness over substantially half the tooth length in the longitudinal direction L of the profile section 21 and towards a free end 29 of the outer tooth 28, which is also referred to as the head end. This is made possible, inter alia, by the fact that the outer teeth 28 are each tapered toward their free ends 29.
  • Both adhesive connections 25 have two outer adhesive layers 32 on both sides of the neutral fiber plane 26 of the profile section 21.
  • the outer adhesive layers 32 each have an increasing cross-sectional area with increasing distance from the neutral fiber plane 26 of the profile section 21.
  • the outer adhesive layer 32 which has the greatest distance from the neutral fiber plane 26, also has the largest cross-sectional area.
  • This last-mentioned outer adhesive layer 32 has a thickness of approximately 4 millimeters in the region of the free end 29 of the outer tooth 28.
  • the longitudinal adhesive layers 27 are attached to un-machined, extruded surfaces of the load introduction element 20.
  • FIG. 4 only a disc-shaped portion of the axis strut 3 extending in the longitudinal direction L of the profile section 21 is shown.
  • FIG. 5 shows all adhesive layers 27, 32, 33 of the adhesive connection 25 between the end section 23 of the load introduction element 20 and the end section 24 of the profile section 21. It can clearly be seen that all the longitudinal adhesive layers 27, including the outer adhesive layers 32, are materially connected to one another.
  • Cross adhesive layers 33 which are arranged at the same height in the longitudinal direction L of the profile section 21 and at the same time are spaced apart perpendicularly to the longitudinal direction L of the profile section 21 and which at the same time mainly extend perpendicular to the longitudinal direction L of the profile section 21, point perpendicular to the longitudinal direction L. of the profile section 21 increases with increasing distance from the neutral fiber plane 26 of the profile section 21, measured in the longitudinal direction L of the profile section 21, increasing thickness.
  • FIG. 6 shows in a representation analogous to Fig. 5 a not shown Profileab section 21, which has a dashed line, second neutral fiber plane 34.
  • the second neutral fiber plane 34 extends in the longitudinal direction L of the Profilab section 21 and is also perpendicular to a neutral fiber plane 26, as described above, aligned.
  • An adhesive connection 25 has on both sides of the second neutral fiber plane 34 four essentially self-level and equally long longitudinal adhesive layers 27 which extend in the longitudinal direction L of the profile section 21 and which are at the same time perpendicular to the longitudinal direction L and perpendicular to the vertical direction H. extending transverse direction Q of the profile section 21 are spaced parallel to each other.
  • Both sides of the second neutral fiber plane ne 34 have two of these longitudinal adhesive layers 27, when viewed in the transverse direction Q of the profile section 21, with increasing distance from the second neutral fiber plane 34 of the profile section 21 each having an increasing cross-sectional area.
  • These longitudinal adhesive layers 27 are each external adhesive layers.
  • the load introduction element 20 shown in FIG. 7 is designed as an extruded profile piece with partially unprocessed outer peripheral surfaces and partially unprocessed inner peripheral surfaces.
  • the unprocessed surfaces extend in a profile longitudinal direction 35.
  • the load application element 20 has a perpendicular to the longitudinal direction L of the not shown, straight Profileab section 21 aligned opening 36, which is designed as a through opening for receiving a molecular joint, also not shown, and which has an inner peripheral surface produced by a machining operation.
  • a central axis 41 of the through opening 36 extends in the neutral fiber plane 26 and at the same time in a transverse direction Q which extends perpendicular to the longitudinal direction L and perpendicular to the vertical direction H of the profile section 21.
  • the through opening 36 has, perpendicular to the longitudinal direction L of the profile section 21, a cross-sectional area that is slightly larger than the area of a square that describes a cross section of the profile section 21.
  • the load application element 20 has four extruded through grooves 37, the device in the Profillteilsrich 35, wherein the profile longitudinal direction 35 is identical to the transverse direction Q of the straight profile section 21.
  • the through grooves 37 have their Extension in the longitudinal direction L of the profile section 21 has a width which varies in the vertical direction H of the profile section 21.
  • In the end portion 23 of the Lasteinlei line element 20 alternate in the vertical direction H of the profile section 21 a total of five teeth of the load introduction element 20 with the aforementioned four through grooves 37.
  • the end section 23 is enclosed in the vertical direction H by the two outer teeth 28 of the load introduction element 20.
  • the profile section 21 shown in FIG. 8 is designed as a multi-chamber profile section with three chambers and has a cover layer 38 made of a fiber fabric.
  • the cover layer 38 represents an outer peripheral surface of the profile section 21 and extends in the longitudinal direction L of the profile section over its entire length.
  • the multi-chamber profile section 21 has two transverse webs 39, through which three chambers of the multi-chamber profile section 21 are separated from one another. 4, in which only a disk-shaped portion of the axle strut 3 is shown, this disk-shaped portion extends in the longitudinal direction L of the multi-chamber profile section 21 exclusively through the transverse webs 39.
  • FIG. 9 shows a load introduction element 20, the end section 23 of which is penetrated in a lattice-like manner from perpendicular to a longitudinal direction L of a profile section 21, not shown, and at the same time partially intersecting through grooves 37.
  • the end section 23 of the load introduction element 20 has a spline 40 with teeth extending essentially in the longitudinal direction L of the profile section 21.
  • the spline 40 has in a transverse direction Q of the profile section 21 three parallel spaced rows of teeth, each with four teeth. In each case at the ends of these three rows of teeth are the external teeth 28 which have a maximum distance from one another in a vertical direction H of the profile section 21.
  • the outer teeth 28 are tapered to their free ends 29, which are also referred to as head ends, each out.
  • the through grooves 37 extending in the transverse direction Q are produced by extrusion and have a varying width in the vertical direction H, which increases towards the free ends 29 of the teeth.
  • the in the Hochrich device H extending through grooves 37 are machined manufactured and have a constant width in the transverse direction Q.
  • These last-mentioned through grooves 37 can, however, as described in connection with FIG. 6, have a varying width in the transverse direction Q, in particular with a width increasing toward the free ends 29 of the teeth.
  • Fig. 10a shows a straight profile section 21 which is formed as a hollow profile section.
  • the hollow profile section 21 is designed as a square tube.
  • 10b shows a hollow profile section 21 with a laterally protruding upper flange and with a laterally protruding lower flange.
  • Profile sections 21 with open profile cross sections are shown in FIG. 10c with a double-T cross-sectional area and in FIG. 10d with a double-C cross-sectional area.
  • Cover layer made of a fiber fabric

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un bras de suspension (3) pour un véhicule automobile (2), présentant au moins deux éléments d'application de charge (20), qui sont connectés fixement l'un à l'autre au moyen d'une section de profilé (21) composée d'une matière plastique renforcée par des fibres. La section de profilé (21) et au moins un des deux éléments d'application de charge (20) sont connectés l'un à l'autre par un joint adhésif (25) dans une section de connexion (22) commune, dans laquelle une section terminale (23) de l'élément d'application de charge (20) et une section terminale (24) de la section de profilé (21) sont mises en prise mutuellement et essentiellement par complémentarité de forme. Le joint adhésif (25) présente des deux côtés d'un plan de fibres (26) neutre de la section de profilé (21) respectivement au moins deux couches adhésives longitudinales (27), essentiellement planes et de longueur identique, qui s'étendent dans une direction longitudinale (L) de la section de profilé (21) et qui sont simultanément espacées parallèlement l'une par rapport à l'autre dans une direction verticale (H) de la section de profilé (21) perpendiculaire à la direction longitudinale (L). L'invention est caractérisée en ce que, lors de la vue dans la direction verticale (H) de la section de profilé (21), des deux côtés du plan de fibres (26) neutre respectivement au moins deux des couches adhésives longitudinales (27) présentent une coupe transversale augmentant avec la distance du plan de fibres (26) neutre de la section du profilé (21), pour entraîner, lors d'une charge de traction du bras de suspension (3), une décharge de zones du joint adhésif (25) qui présentent dans la direction verticale (H) de la section de profilé (21) une distance relativement grande par rapport au plan de fibres (26) neutre.
EP19805264.9A 2018-12-17 2019-11-15 Bras de suspension pour un véhicule automobile Withdrawn EP3898296A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018221892.7A DE102018221892A1 (de) 2018-12-17 2018-12-17 Fahrwerklenker für ein Kraftfahrzeug
PCT/EP2019/081419 WO2020126247A1 (fr) 2018-12-17 2019-11-15 Bras de suspension pour un véhicule automobile

Publications (1)

Publication Number Publication Date
EP3898296A1 true EP3898296A1 (fr) 2021-10-27

Family

ID=68583423

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19805264.9A Withdrawn EP3898296A1 (fr) 2018-12-17 2019-11-15 Bras de suspension pour un véhicule automobile

Country Status (6)

Country Link
US (1) US11642927B2 (fr)
EP (1) EP3898296A1 (fr)
CN (1) CN113195269A (fr)
BR (1) BR112021004820A2 (fr)
DE (1) DE102018221892A1 (fr)
WO (1) WO2020126247A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2016271347B2 (en) * 2015-06-01 2020-03-19 Hendrickson Usa, L.L.C. Torque rod for vehicle suspension
DE102021201718A1 (de) 2021-02-24 2022-08-25 Zf Friedrichshafen Ag Lenker sowie Verfahren zur Montage eines Lenkers
DE102021201720A1 (de) 2021-02-24 2022-08-25 Zf Friedrichshafen Ag Mehrpunktlenker sowie Fahrwerk

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4753456A (en) * 1983-08-22 1988-06-28 Booher Benjamin V Vehicle suspension system with flexible control arm
AT505512B1 (de) * 2007-07-03 2009-09-15 Teufelberger Gmbh Anordnung zum verbinden eines länglichen elements mit einer weiteren komponente
FR2997034B1 (fr) 2012-10-18 2015-05-01 Epsilon Composite Procede de collage de deux pieces soumises a des efforts de traction, pieces collees obtenues
DE102014000134B4 (de) * 2013-01-25 2015-06-25 Ralph Funck Krafteinleitungsbaugruppe
DE102013011589A1 (de) * 2013-07-11 2015-01-15 Audi Ag Fahrwerkslenker für ein Fahrzeug und Verfahren zur Herstellung eines Fahrwerkslenkers
FR3024398B1 (fr) * 2014-07-31 2018-06-15 Renault S.A.S. Suspension de vehicule automobile a barre de torsion composite collee
CN105114412B (zh) * 2015-07-30 2017-09-22 中国人民解放军理工大学 采用预应力索的复合材料管连接接头及其使用方法
DE102016211212A1 (de) * 2016-06-23 2017-12-28 Zf Friedrichshafen Ag Achsstrebe für ein Fahrzeug
DE102016219303A1 (de) * 2016-10-05 2018-04-05 Zf Friedrichshafen Ag Fahrwerksbauteil in Faserkunststoffverbund-Monobauweise mit duroplastischem Matrixwerkstoff und Verfahren zu dessen Herstellung
DE102017207164A1 (de) 2017-04-28 2018-10-31 Zf Friedrichshafen Ag Achsstrebe und Verfahren zur Herstellung einer Achsstrebe
DE102018208282A1 (de) * 2018-05-25 2019-11-28 Zf Friedrichshafen Ag Fahrwerklenker für ein Kraftfahrzeug
DE102018213322A1 (de) * 2018-08-08 2020-02-13 Zf Friedrichshafen Ag Mehrpunktlenker für ein Fahrwerk eines Kraftfahrzeugs
DE102018213321A1 (de) * 2018-08-08 2020-02-13 Zf Friedrichshafen Ag Mehrpunktlenker für ein Fahrwerk eines Kraftfahrzeugs

Also Published As

Publication number Publication date
US11642927B2 (en) 2023-05-09
BR112021004820A2 (pt) 2021-06-01
US20220048349A1 (en) 2022-02-17
DE102018221892A1 (de) 2020-06-18
CN113195269A (zh) 2021-07-30
WO2020126247A1 (fr) 2020-06-25

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