EP4341108A1 - Motor vehicle having a suspension strut - Google Patents

Motor vehicle having a suspension strut

Info

Publication number
EP4341108A1
EP4341108A1 EP22725461.2A EP22725461A EP4341108A1 EP 4341108 A1 EP4341108 A1 EP 4341108A1 EP 22725461 A EP22725461 A EP 22725461A EP 4341108 A1 EP4341108 A1 EP 4341108A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
vehicle according
sheet metal
holder
metal component
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.)
Pending
Application number
EP22725461.2A
Other languages
German (de)
French (fr)
Inventor
Tatjana SCHOIERER
Helmut Gottmann
Juergen Schippan
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP4341108A1 publication Critical patent/EP4341108A1/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/001—Arrangements for attachment of dampers
    • B60G13/003—Arrangements for attachment of dampers characterised by the mounting on the vehicle body or chassis of the damper unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/067—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/128—Damper mount on vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/43—Fittings, brackets or knuckles
    • 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
    • B60G2206/8207—Joining by screwing

Definitions

  • the invention relates to a motor vehicle with a spring strut according to the preamble of patent claim 1.
  • the object of the invention is to create a motor vehicle with at least one spring strut, which is connected to a body of the motor vehicle in a simple manner.
  • Motor vehicles and in particular passenger vehicles usually have a spring strut for each wheel. Normally, a damper is also provided for each wheel. This damper can either be integrated into the strut or designed as a separate component.
  • the lower end area of the strut is connected to the wheel suspension, while the upper end area of the strut is connected to a body of the motor vehicle.
  • the upper end area of the strut has a holder with which the strut is connected to the body.
  • This holder can be a separate component that is connected to the spring leg is connected, or can be integrated into the strut.
  • the holder is detachably connected to a body element of the body, which extends in the planar connection area essentially parallel to the longitudinal extension of the spring strut.
  • the strut is always connected to a Fe derbeinfact, which extends in the connection area mainly perpendicular right to the longitudinal extension of the strut.
  • the spring leg mainly transmits forces in its longitudinal extension. Accordingly, the connection of the spring strut is mainly subjected to tensile and compressive loads. Therefore, the known spring strut mounts must be designed to be very stiff and have corresponding wall thicknesses and/or additional reinforcements.
  • the direction of force is in the longitudinal extension of the spring strut, parallel to the connection area of the body element.
  • the connection is therefore subjected to shearing stress. In the connection area, this does not require such an extremely rigid design of the body element as in the case of a spring leg mount from the prior art, which is subjected to tensile and compressive loads.
  • the flat body element to which the holder is attached extends essentially in the vehicle longitudinal direction and in the vehicle height direction in the attachment area.
  • the installation space required for the connection of the spring strut in the transverse direction of the vehicle is significantly smaller than in the case of a spring strut mount known from the prior art.
  • This is particularly advantageous in a passenger vehicle, since the width available in the trunk is particularly large. The width of the trunk is limited in a passenger vehicle by the left and right wheel house.
  • These two wheel houses must be designed to be particularly stiff in the case of strut mounts known from the prior art, which are subjected to train and compression loads, and therefore require more space than in the case of the connection according to the invention, which is primarily subjected to shear stress.
  • connection with a connection according to the invention, the wheel arches can be made somewhat narrower, so that the trunk can be wider.
  • the spring strut is connected to the flat body element using a detachable connection technology.
  • the connection should be detachable so that in the event of damage to the strut or possibly the axle, the strut or axle can be easily removed or replaced without the components connected to one another being destroyed when the connection is released.
  • Half of the holder is conveniently screwed element only with screws on the body. Screw connections are a simple and proven detachable connection technology. They enable fast and process-reliable creation and release of a connection between two components. In this case, the connection is all the more cost-effective the fewer screws have to be used.
  • two screws are sufficient to attach the holder to the body. These two screws are preferably arranged on opposite sides of the spring strut.
  • the flat body element consists of a sheet metal component that is reinforced with a reinforcement plate in the bolting area.
  • the body element to which the strut is attached must be able to absorb relatively large forces without undesired deformation occurring.
  • either the entire body element can be made correspondingly stiff and thus thick, or a thinner sheet metal component is advantageously used that is reinforced with a reinforcing sheet metal in the screw-on area.
  • the sheet metal component and the reinforcement plate can be welded to one another.
  • the sheet metal component and the reinforcing sheet enclose a common cavity.
  • the edge area of the reinforcing sheet rests against the sheet metal component all the way around and is connected to the edge area with the sheet metal component.
  • Share such a composite of two sheet metal is particularly stiff.
  • the edge area of the reinforcement plate lies flat against the sheet metal component with a flange all the way around, so that the two components can be welded along the flange.
  • the sheet metal component can advantageously form at least part of a wheelhouse liner.
  • a wheel house liner surrounds a wheel of the motor vehicle. In the case of a rear wheel, the wheel housing liner serves to protect the vehicle interior or way of the trunk against dirt and spray water. At the same time, the wheelhouse liner has an aerodynamic function. It should keep air turbulence in the area of the wheel as low as possible.
  • a nut, bushing or thread must be provided on the bodywork element into which the bolt for connecting the strut to the bodywork element can be screwed.
  • Bushings into which the screws are screwed are advantageously welded to the body element. The introduction of such sockets in a sheet metal component by welding is a common process in today's body construction.
  • the sockets extend at least between the sheet metal part and the reinforcing plate, so they protrude into the cavity formed jointly by the sheet metal component and the reinforcing plate.
  • the sockets can advantageously be welded to the reinforcement plate and/or to the sheet metal component.
  • the bushings are ideally supported with a positive fit on the reinforcement plate or on the sheet metal component in the direction of screwing.
  • FIG. 1 is a perspective view of a rear portion of a body of a passenger car
  • FIG. 2 shows a perspective detailed view of a connection area for a spring strut to the body
  • Fig. 3 shows a section through the connection area shown in Fig. 2,
  • Fig. 4 shows an alternative embodiment of the connecting area shown in section in FIG. 3 for a spring strut to the body.
  • a rear end 2 of a body of a passenger vehicle is provided is. Seen in the direction of travel x, the rear vehicle 2 borders on a driving guest cell at the rear, which in turn is adjoined at the front by a front vehicle.
  • the rear car 2 forms the rear of the vehicle with its rear end area. In Fig. 1, especially the lower portion of the rear carriage 2 is shown.
  • Fig. 1 not only the rear end 2 is shown, but also the rear, un direct end portion of the passenger compartment.
  • the passenger compartment is bounded on both sides by a side skirt 4, which extends in the longitudinal direction of the vehicle x to a rear wheel house.
  • the rear end portions of the two side sills 4 are connected to a seat cross member 3 which extends in the vehicle transverse direction y.
  • the rear body 2 comprises a left and a right rear side member 6, which are used at their rear end areas to accommodate a rear bumper.
  • the side sills 4 and the rear side members 6 are each connected to a cast member 5 which extends primarily in the longitudinal direction x of the vehicle and connects the rear end area of the side sills 4 around the wheel housing to the front end area of the rear side member 6 .
  • the wheel house is limited with a wheel house shell 8, which rests against the cast support 5 and is connected to it.
  • the cast supports 5 and the wheel housing liners 8 belong to the rear end 2.
  • the two cast supports 5 are connected to one another via a cross member 10 in the area of the wheel housings.
  • the cross member 10 extends parallel to the seat cross member 3 in the vehicle transverse direction y.
  • the cross member 10 is connected to the respective cast support 5 on both sides via a reinforcement 12 of the wheel housing, which also extends upwards along the wheel housing liner 8 in the vehicle vertical direction z and with the Wheel housing liner 8 is connected.
  • the wheelhouse shell 8 surrounds a wheelhouse in which a rear wheel of the passenger vehicle, not shown in FIG. 1, is arranged.
  • This rear wheel is supported on the body via a spring strut, also not shown.
  • the lower end area of the spring strut is connected to the rear wheel, while the upper end area is attached to the body.
  • a retainer 18 has an annular socket 30 surrounding the upper end portion of the strut. In this case, the diameter of the upper end region of the strut is smaller than the diameter of the strut in the adjacent middle region underneath.
  • the holder 18 has two opposing fastening flanges 19 which protrude radially from the annular receptacle 30 and each extend in the vertical direction z of the vehicle and in the longitudinal direction x of the vehicle.
  • the holder 18 lies with its two fastening flanges 19 flat against a body element of the body, which extends in the flat connection area essentially parallel to the longitudinal extent of the spring strut.
  • the body element on which the holder 18 rests is formed by a sheet metal component 14 and a reinforcement plate 16.
  • the sheet metal component 14 is inserted into a recess in the wheel housing liner 8.
  • the sheet metal component 14 has a peripheral flange, with which it lies flat around the recess on the wheelhouse liner 8 and is welded to it.
  • the reinforcement plate 16 is on the sheet metal component 14 via a peripheral flange, where at least in the mounting area for the holder 18 are spaced at the sheet metal component 14 and the reinforcing plate 16 to each other in the vehicle transverse direction y.
  • the holder 18 is screwed to the body element with two screws 20 . Since the two screws 20 or the shanks of the two screws 20 extend mainly in the vehicle transverse direction y.
  • the two screws 20 are each screwed into a bushing 24 which is welded to the body element.
  • the reinforcement plate 16 has a through hole 22 through which the screw 20 protrudes.
  • the bushing 24 rests against the reinforcement plate 16 and is welded to it.
  • the outer diameter of the bushing 24 is larger than the through hole 22.
  • the bushing 24 has an internal thread into which the front section from the shank of the screw 20 is screwed.
  • the bushing 24 extends in the vehicle transverse direction y from the reinforcement plate 16 to the sheet metal component 14, to which the bushing 24 is also welded. The bushing 24 even protrudes slightly beyond the sheet metal component 14 into a trunk of the passenger vehicle.
  • the screws 20 have a stepped screw shank.
  • the screw head adjacent to the screw shank has no thread and a larger diameter than the adjacent threaded shank portion, which also forms the free end of the screw shank.
  • the bushing 24 in turn has on its side facing the reinforcement plate 16 a countersink 28, the diameter of which is only slightly larger than that of the thicker shank section of the screw 20.
  • each screw 20 is first screwed with the free, thinner shank section through a through hole in the Be fastening flange 19 of the holder 18 plugged.
  • the screw 20 is centered both in the holder 18 and in the socket 24 due to the insertion bevel as the nenden transition area 26 independently and thus guarantees a precisely fitting Mon days of the holder 18 on the body element.
  • the major advantage is that the spring strut is connected to the body exclusively in the transverse direction y of the vehicle via a holder 18, which can also be designed in one piece with the spring strut.
  • two screws 20 are sufficient, which are screwed into sockets 24 in the vehicle transverse direction y, which are connected to the body.
  • the holder 18 rests on the body in a plane that is spanned in the vehicle longitudinal direction x and vehicle height direction z. This means that the connection is primarily subjected to shearing stress.
  • This type of connection of the spring strut to the body in the vehicle transverse direction saves installation space, particularly in the vehicle transverse direction y, and can be produced particularly quickly and inexpensively because only two screws 20 are required.
  • This new type of connection is also particularly advantageous in the event of repairs, since the screws 20 are accessible from the wheel house. It must therefore be removed no Verklei training parts only in the trunk to make the connection points of the strut to the body accessible as in the prior art.
  • FIG. 4 An alternative embodiment to the design shown in FIGS. 2 and 3 is shown in FIG. 4 . All the components that have remained the same have the same ones Reference sign.
  • the sockets 24 ' have a slightly different shape: They have a cylindrical projection 34 which protrudes through the through hole 22 in the ampli kung plate 16 into a countersink 32 in the mounting flange 19 of the holder 18.
  • the outer diameter of the cylindrical projection 34 is smaller than the outer diameter of the rest of the bushing 24' between the reinforcement plate 16 and the sheet metal component 14, so that the bushing 24', seen in the vehicle transverse direction y, continues to bear positively on the reinforcement plate 16 around the through hole 22.
  • the bushings 24' thus form a form fit with the holder 18 and can be used, for example, during assembly to pre-position the holder 18 before the screws 20 are screwed in.
  • Both embodiments allow a spring strut to be connected to a body with only two screws 20 which are screwed in in the vehicle transverse direction y.
  • the holder 18 rests in a plane in the vehicle longitudinal direction x and in the vehicle vertical direction z on the body element of the body to which the holder 18 is screwed. This enables a space-saving and cost-effective connection of the spring strut.

Abstract

A connection of a suspension strut to a body of a motor vehicle as produced in a similar manner to most of today's passenger motor vehicles is already known. The problem addressed by the invention is that of creating a motor vehicle having at least one suspension strut which is easily connected to a body of the motor vehicle. Motor vehicles, and in particular passenger motor vehicles, have a suspension strut for each wheel. The lower end region of the suspension strut is joined to the wheel suspension, while the upper end region of the suspension strut is connected to the body of the motor vehicle. For this purpose, the upper end region of the suspension strut has a holder by means of which the suspension strut is connected to the body. According to the invention, the holder is detachably connected to a body element of the body that extends substantially in parallel with the longitudinal extent of the suspension strut in the flat connecting region.

Description

Kraftfahrzeug mit einem Federbein Motor vehicle with a spring strut
Die Erfindung betrifft ein Kraftfahrzeug mit einem Federbein nach dem Oberbegriff des Patentanspruchs 1. The invention relates to a motor vehicle with a spring strut according to the preamble of patent claim 1.
Aus der DE 102012 113 161 A1 ist bereits eine Anbindung eines Federbeins an eine Karosserie eines Kraftfahrzeugs bekannt, wie sie in ähnlicher Weise bei den meisten heutigen Personenkraftfahrzeugen realisiert ist. From DE 102012 113 161 A1 a connection of a spring strut to a body of a motor vehicle is already known, as is realized in a similar way in most of today's passenger cars.
Aufgabe der Erfindung ist es, ein Kraftfahrzeug mit zumindest einem Federbein zu schaffen, das auf einfache Weise an einer Karosserie des Kraftfahrzeugs angebun den ist. The object of the invention is to create a motor vehicle with at least one spring strut, which is connected to a body of the motor vehicle in a simple manner.
Diese Aufgabe wird mit einem Kraftfahrzeug mit einem Federbein mit den Merkma len des Patentanspruchs 1 gelöst. This object is achieved with a motor vehicle with a strut with the features of claim 1 len.
Kraftfahrzeuge und insbesondere Personenkraftfahrzeuge weisen im Regelfall für jedes Rad ein Federbein auf. Normalerweise ist zusätzlich auch ein Dämpfer für je des Rad vorgesehen. Dieser Dämpfer kann entweder in das Federbein integriert o- der als separates Bauteil ausgeführt sein. Der untere Endbereich des Federbeins ist mit der Radaufhängung verbunden, während der obere Endbereich des Federbeins an einer Karosserie des Kraftfahrzeugs angebunden ist. Dazu weist der obere End bereich des Federbeins einen Halter auf, mit dem das Federbein an der Karosserie angebunden ist. Dieser Halter kann ein separates Bauteil sein, das mit dem Feder- bein verbunden ist, oder aber kann in das Federbein integriert sein. Erfindungsge mäß ist der Halter an ein Karosserieelement der Karosserie lösbar angebunden, das sich im flächigen Anbindungsbereich im Wesentlichen parallel zur Längserstreckung des Federbeins erstreckt. Motor vehicles and in particular passenger vehicles usually have a spring strut for each wheel. Normally, a damper is also provided for each wheel. This damper can either be integrated into the strut or designed as a separate component. The lower end area of the strut is connected to the wheel suspension, while the upper end area of the strut is connected to a body of the motor vehicle. For this purpose, the upper end area of the strut has a holder with which the strut is connected to the body. This holder can be a separate component that is connected to the spring leg is connected, or can be integrated into the strut. According to the invention, the holder is detachably connected to a body element of the body, which extends in the planar connection area essentially parallel to the longitudinal extension of the spring strut.
Bei dem bekannten Stand der Technik dagegen ist das Federbein stets an eine Fe derbeinaufnahme angebunden, die sich im Anbindungsbereich hauptsächlich lot recht zur Längserstreckung des Federbeins erstreckt. Dabei überträgt das Feder bein hauptsächlich Kräfte in seiner Längserstreckung. Entsprechend wird die Anbin dung des Federbeins hauptsächlich auf Zug und Druck belastet. Deshalb müssen die bekannten Federbeinaufnahmen sehr steif ausgelegt werden und weisen ent sprechende Wandstärken und/oder zusätzliche Verstärkungen auf. In the known prior art, however, the strut is always connected to a Fe derbeinaufnahme, which extends in the connection area mainly perpendicular right to the longitudinal extension of the strut. The spring leg mainly transmits forces in its longitudinal extension. Accordingly, the connection of the spring strut is mainly subjected to tensile and compressive loads. Therefore, the known spring strut mounts must be designed to be very stiff and have corresponding wall thicknesses and/or additional reinforcements.
Bei der erfindungsgemäßen Anordnung dagegen ist die Kraftrichtung in Längser streckung des Federbeins parallel zum Anbindungsbereich des Karosserieelements. Die Anbindung wird also auf Scherzug belastet. Dies erfordert im Anbindungsbe reich keine so extrem steife Gestaltung des Karosserieelements wie bei einer Fe derbeinaufnahme aus dem Stand die Technik, die auf Zug und Druck belastet wird. In the arrangement according to the invention, on the other hand, the direction of force is in the longitudinal extension of the spring strut, parallel to the connection area of the body element. The connection is therefore subjected to shearing stress. In the connection area, this does not require such an extremely rigid design of the body element as in the case of a spring leg mount from the prior art, which is subjected to tensile and compressive loads.
Vorteilhafterweise erstreckt sich das flächige Karosserieelement, an das der Halter angebunden wird, im Anbindungsbereich im Wesentlichen in Fahrzeuglängsrichtung und in Fahrzeughöhenrichtung. Somit ist der für die Anbindung des Federbeins be nötigte Bauraum in Fahrzeugquerrichtung deutlich geringer als bei einer aus dem Stand der Technik bekannten Federbeinaufnahme. Dies ist insbesondere bei einem Personenkraftfahrzeug von Vorteil, da die zur Verfügung stehende Breite im Koffer raum damit besonders groß ist. Die Breite des Kofferraums wird bei einem Perso nenkraftfahrzeug limitiert durch das linke und rechte Radhaus. Diese beiden Rad häuser müssen bei aus dem Stand der Technik bekannten Federbeinaufnahmen, die auf Zug und Druck belastet werden, besonders steif ausgelegt werden und be nötigen daher mehr Bauraum, als bei der erfindungsgemäßen Anbindung, die pri mär auf Scherzug belastet wird. Daher können bei einer erfindungsgemäßen Anbin dung die Radhäuser etwas schmäler gestaltet werden, sodass der Kofferraum brei ter sein kann. Die Anbindung des Federbeins an das flächige Karosserieelement erfolgt mit einer lösbaren Verbindungstechnik. Die Verbindung soll lösbar sein, um im Falle einer Be schädigung des Federbeins oder gegebenenfalls der Achse das Federbein bzw. die Achse leicht ausbauen beziehungsweise austauschen zu können, ohne dass die miteinander verbundenen Bauteile beim Lösen der Anbindung zerstört werden. Des halb ist der Halter günstigerweise ausschließlich mit Schrauben an dem Karosserie element angeschraubt. Schraubverbindungen sind eine einfache und bewährte lös bare Verbindungstechnik. Sie ermöglichen ein schnelles und prozesssicheres Schaffen und Lösen einer Verbindung zweier Bauteile. Hierbei ist die Verbindung umso kostengünstiger, je weniger Schrauben verwendet werden müssen. Gemäß einer vorteilhaften Ausgestaltung reichen zwei Schrauben aus, um den Halter an der Karosserie zu befestigen. Bevorzugt werden diese beiden Schrauben dabei auf ei nander gegenüberliegenden Seiten des Federbeins angeordnet. Advantageously, the flat body element to which the holder is attached extends essentially in the vehicle longitudinal direction and in the vehicle height direction in the attachment area. Thus, the installation space required for the connection of the spring strut in the transverse direction of the vehicle is significantly smaller than in the case of a spring strut mount known from the prior art. This is particularly advantageous in a passenger vehicle, since the width available in the trunk is particularly large. The width of the trunk is limited in a passenger vehicle by the left and right wheel house. These two wheel houses must be designed to be particularly stiff in the case of strut mounts known from the prior art, which are subjected to train and compression loads, and therefore require more space than in the case of the connection according to the invention, which is primarily subjected to shear stress. Therefore, with a connection according to the invention, the wheel arches can be made somewhat narrower, so that the trunk can be wider. The spring strut is connected to the flat body element using a detachable connection technology. The connection should be detachable so that in the event of damage to the strut or possibly the axle, the strut or axle can be easily removed or replaced without the components connected to one another being destroyed when the connection is released. Half of the holder is conveniently screwed element only with screws on the body. Screw connections are a simple and proven detachable connection technology. They enable fast and process-reliable creation and release of a connection between two components. In this case, the connection is all the more cost-effective the fewer screws have to be used. According to an advantageous embodiment, two screws are sufficient to attach the holder to the body. These two screws are preferably arranged on opposite sides of the spring strut.
Idealerweise besteht das flächige Karosserieelement aus einem Blechbauteil, das im Anschraubbereich mit einem Verstärkungsblech versteift ist. Das Karosserieele ment, an das das Federbein angebracht ist, muss relativ große Kräfte aufnehmen können, ohne dass es zu einer unerwünschten Deformation kommt. Dazu kann ent weder das gesamte Karosserieelement entsprechend steif und damit dick dimensio niert werden, oder es wird günstigerweise ein dünneres Blechbauteil verwendet, dass im Anschraubbereich mit einem Verstärkungsblech ausgesteift ist. Dabei kön nen das Blechbauteil und das Verstärkungsblech miteinander verschweißt sein.Ideally, the flat body element consists of a sheet metal component that is reinforced with a reinforcement plate in the bolting area. The body element to which the strut is attached must be able to absorb relatively large forces without undesired deformation occurring. For this purpose, either the entire body element can be made correspondingly stiff and thus thick, or a thinner sheet metal component is advantageously used that is reinforced with a reinforcing sheet metal in the screw-on area. In this case, the sheet metal component and the reinforcement plate can be welded to one another.
Dies ist eine sehr kostengünstige und prozesssichere Verbindungstechnik, die sich im Karosseriebau bewährt hat. Idealerweise umschließen das Blechbauteil und das Verstärkungsblech einen gemeinsamen Hohlraum. Dazu liegt das Verstärkungs blech umlaufend mit seinem Randbereich am Blechbauteil an und ist mit dem Rand bereich mit dem Blechbauteil verbunden. Ein solcher Verbund aus zwei Blechbau teilen ist besonders steif. Idealerweise liegt der Randbereich des Verstärkungs blechs umlaufend mit einem Flansch flächig am Blechbauteil an, sodass eine Ver schweißung der beiden Bauteile entlang des Flanschs möglich ist. This is a very cost-effective and process-reliable connection technology that has proven itself in body construction. Ideally, the sheet metal component and the reinforcing sheet enclose a common cavity. For this purpose, the edge area of the reinforcing sheet rests against the sheet metal component all the way around and is connected to the edge area with the sheet metal component. Share such a composite of two sheet metal is particularly stiff. Ideally, the edge area of the reinforcement plate lies flat against the sheet metal component with a flange all the way around, so that the two components can be welded along the flange.
Vorteilhafterweise kann das Blechbauteil zumindest einen Teil einer Radhausschale bilden. Eine Radhausschale umgibt ein Rad des Kraftfahrzeugs. Bei einem Hinter rad dient die Radhausschale zum Schutz des Fahrzeuginnenraums beziehungs- weise des Kofferraums vor Schmutz und Spritzwasser. Zugleich hat die Radhaus schale eine aerodynamische Funktion. Sie soll Luftverwirbelungen im Bereich des Rades möglichst gering halten. The sheet metal component can advantageously form at least part of a wheelhouse liner. A wheel house liner surrounds a wheel of the motor vehicle. In the case of a rear wheel, the wheel housing liner serves to protect the vehicle interior or way of the trunk against dirt and spray water. At the same time, the wheelhouse liner has an aerodynamic function. It should keep air turbulence in the area of the wheel as low as possible.
Wenn der Halter mit dem Karosserieelement verschraubt ist, das das Blechbauteil und das Verstärkungsblech umfasst, muss eine Mutter, eine Buchse oder ein Ge winde an dem Karosserieelement vorgesehen sein, in das die Schraube zur Anbin dung des Federbeins an das Karosserieelement hineingeschraubt werden kann. Vorteilhafterweise sind an dem Karosserieelement Buchsen angeschweißt, in die die Schrauben eingeschraubt sind. Das Einbringen solcher Buchsen in ein Blech bauteil durch Schweißen ist ein gängiger Prozess im heutigen Karosseriebau. If the holder is screwed to the bodywork element comprising the sheet metal component and the reinforcing plate, a nut, bushing or thread must be provided on the bodywork element into which the bolt for connecting the strut to the bodywork element can be screwed. Bushings into which the screws are screwed are advantageously welded to the body element. The introduction of such sockets in a sheet metal component by welding is a common process in today's body construction.
Vorteilhafterweise erstrecken sich die Buchsen zumindest zwischen dem Blechbau teil und dem Verstärkungsblech, sie ragen also in den vom Blechbauteil und vom Verstärkungsblech gemeinsam gebildeten Hohlraum hinein. Die Buchsen können günstigerweise mit dem Verstärkungsblech und/oder mit dem Blechbauteil ver schweißt sein. Zusätzlich stützen sich die Buchsen idealerweise formschlüssig am Verstärkungsblech oder am Blechbauteil in Einschraubrichtung ab. Advantageously, the sockets extend at least between the sheet metal part and the reinforcing plate, so they protrude into the cavity formed jointly by the sheet metal component and the reinforcing plate. The sockets can advantageously be welded to the reinforcement plate and/or to the sheet metal component. In addition, the bushings are ideally supported with a positive fit on the reinforcement plate or on the sheet metal component in the direction of screwing.
Weitere vorteilhafte Ausgestaltungen sind Gegenstand von Unteransprüchen. Further advantageous configurations are the subject matter of dependent claims.
In der Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt, anhand des sen die Erfindung im Folgenden näher beschrieben wird. Die einzelnen Figuren zei gen in schematischer Darstellungsweise: In the drawing, an embodiment of the invention is shown, based on the sen the invention will be described in more detail below. The individual figures show the following in a schematic representation:
Fig. 1 eine perspektivische Ansicht eines hinteren Abschnitts einer Karosserie eines Personenkraftfahrzeugs, 1 is a perspective view of a rear portion of a body of a passenger car,
Fig. 2 eine perspektivische Detailansicht eines Anbindungsbereichs für ein Federbein an die Karosserie, 2 shows a perspective detailed view of a connection area for a spring strut to the body,
Fig. 3 einen Schnitt durch den in Fig. 2 gezeigten Anbindungsbereich, Fig. 3 shows a section through the connection area shown in Fig. 2,
Fig. 4 eine alternative Ausführung des in Fig. 3 im Schnitt gezeigten Anbin dungsbereichs für ein Federbein an die Karosserie. In Fig. 1 ist ein Hinterwagen 2 einer Karosserie eines Personenkraftfahrzeugs dar gestellt. Der Hinterwagen 2 grenzt in Fahrtrichtung x gesehen hinten an eine Fahr gastzelle an, an die sich wiederum vorne ein Vorderwagen anschließt. Der Hinter wagen 2 bildet mit seinem hinteren Endbereich das Fahrzeugheck. In Fig. 1 ist vor allem der untere Teilbereich des Hinterwagens 2 dargestellt. Fig. 4 shows an alternative embodiment of the connecting area shown in section in FIG. 3 for a spring strut to the body. In Fig. 1, a rear end 2 of a body of a passenger vehicle is provided is. Seen in the direction of travel x, the rear vehicle 2 borders on a driving guest cell at the rear, which in turn is adjoined at the front by a front vehicle. The rear car 2 forms the rear of the vehicle with its rear end area. In Fig. 1, especially the lower portion of the rear carriage 2 is shown.
In der Fig. 1 ist nicht nur der Hinterwagen 2 gezeigt, sondern auch der hintere, un tere Endbereich der Fahrgastzelle. Die Fahrgastzelle wird beidseitig jeweils von ei nem Seitenschweller 4 begrenzt, der sich in Fahrzeuglängsrichtung x bis zu einem hinteren Radhaus erstreckt. Die hinteren Endbereiche der beiden Seitenschweller 4 sind mit einem Sitzquerträger 3 verbunden, der sich in Fahrzeugquerrichtung y er streckt. In Fig. 1 not only the rear end 2 is shown, but also the rear, un direct end portion of the passenger compartment. The passenger compartment is bounded on both sides by a side skirt 4, which extends in the longitudinal direction of the vehicle x to a rear wheel house. The rear end portions of the two side sills 4 are connected to a seat cross member 3 which extends in the vehicle transverse direction y.
Der Hinterwagen 2 umfasst einen linken und einen rechten Hecklängsträger 6, die an ihren hinteren Endbereichen zur Aufnahme eines hinteren Stoßfängers dienen. Die Seitenschweller 4 und die Hecklängsträger 6 sind jeweils mit einem Gussträger 5 verbunden, der sich primär in Fahrzeuglängsrichtung x erstreckt und den hinteren Endbereich des Seitenschwellers 4 um das Radhaus herum mit dem vorderen End bereich des Hecklängsträgers 6 verbindet. Dabei wird das Radhaus mit einer Rad hausschale 8 begrenzt, die an dem Gussträger 5 anliegt und mit diesem verbunden ist. Die Gussträger 5 und die Radhausschalen 8 gehören zum Hinterwagen 2. Zur Versteifung des Hinterwagens 2 sind die beiden Gussträger 5 im Bereich der Rad häuser über einen Querträger 10 miteinander verbunden. Der Querträger 10 er streckt sich in Fahrzeugquerrichtung y parallel zum Sitzquerträger 3. Die Anbindung des Querträgers 10 an den jeweiligen Gussträger 5 erfolgt beidseitig jeweils über eine Verstärkung 12 des Radhauses, die sich zusätzlich entlang der Radhausschale 8 in Fahrzeughöhenrichtung z nach oben erstreckt und mit der Radhausschale 8 verbunden ist. The rear body 2 comprises a left and a right rear side member 6, which are used at their rear end areas to accommodate a rear bumper. The side sills 4 and the rear side members 6 are each connected to a cast member 5 which extends primarily in the longitudinal direction x of the vehicle and connects the rear end area of the side sills 4 around the wheel housing to the front end area of the rear side member 6 . The wheel house is limited with a wheel house shell 8, which rests against the cast support 5 and is connected to it. The cast supports 5 and the wheel housing liners 8 belong to the rear end 2. To reinforce the rear end 2, the two cast supports 5 are connected to one another via a cross member 10 in the area of the wheel housings. The cross member 10 extends parallel to the seat cross member 3 in the vehicle transverse direction y. The cross member 10 is connected to the respective cast support 5 on both sides via a reinforcement 12 of the wheel housing, which also extends upwards along the wheel housing liner 8 in the vehicle vertical direction z and with the Wheel housing liner 8 is connected.
Die Radhausschale 8 umgibt ein Radhaus, in dem ein in der Fig. 1 nicht gezeigtes Hinterrad des Personenkraftfahrzeugs angeordnet ist. Dieses Hinterrad stützt sich über ein ebenfalls nicht dargestelltes Federbein an der Karosserie ab. Dabei ist der untere Endbereich des Federbeins mit dem Hinterrad verbunden, während der obere Endbereich an der Karosserie befestigt ist. Zur Befestigung dient - wie in Fig. 2 und Fig. 3 gezeigt - ein Halter 18 mit einer ringförmigen Aufnahme 30, die den oberen Endbereich des Federbeins umgibt. Dabei ist der Durchmesser des oberen Endbereichs des Federbeins kleiner als der Durchmesser des Federbeins im darun ter angrenzenden mittleren Bereich. Der Halter 18 weist zwei von der ringförmigen Aufnahme 30 radial abstehende, einander gegenüberliegende Befestigungsflansche 19 auf, die sich jeweils in Fahrzeughochrichtung z und in Fahrzeuglängsrichtung x erstrecken. Der Halter 18 liegt mit seinen beiden Befestigungsflanschen 19 flächig an einem Karosserieelement der Karosserie an, das sich im flächigen Anbindungs bereich im Wesentlichen parallel zur Längserstreckung des Federbeins erstreckt. The wheelhouse shell 8 surrounds a wheelhouse in which a rear wheel of the passenger vehicle, not shown in FIG. 1, is arranged. This rear wheel is supported on the body via a spring strut, also not shown. The lower end area of the spring strut is connected to the rear wheel, while the upper end area is attached to the body. For fastening serves - as in Fig. 2 and 3, a retainer 18 has an annular socket 30 surrounding the upper end portion of the strut. In this case, the diameter of the upper end region of the strut is smaller than the diameter of the strut in the adjacent middle region underneath. The holder 18 has two opposing fastening flanges 19 which protrude radially from the annular receptacle 30 and each extend in the vertical direction z of the vehicle and in the longitudinal direction x of the vehicle. The holder 18 lies with its two fastening flanges 19 flat against a body element of the body, which extends in the flat connection area essentially parallel to the longitudinal extent of the spring strut.
Das Karosserieelement, an dem der Halter 18 anliegt, wird gebildet von einem Blechbauteil 14 und einem Verstärkungsblech 16. Das Blechbauteil 14 ist in eine Ausnehmung in der Radhausschale 8 eingesetzt. Dazu weist das Blechbauteil 14 umlaufend einen Flansch auf, mit dem es flächig um die Ausnehmung herum an der Radhausschale 8 anliegt und mit dieser verschweißt ist. An dem Blechbauteil 14 liegt wiederum das Verstärkungsblech 16 über einen umlaufenden Flansch an, wo bei das Blechbauteil 14 und das Verstärkungsblech 16 zumindest im Befestigungs bereich für den Halter 18 zueinander in Fahrzeugquerrichtung y beabstandet sind. The body element on which the holder 18 rests is formed by a sheet metal component 14 and a reinforcement plate 16. The sheet metal component 14 is inserted into a recess in the wheel housing liner 8. For this purpose, the sheet metal component 14 has a peripheral flange, with which it lies flat around the recess on the wheelhouse liner 8 and is welded to it. On the sheet metal component 14 is in turn the reinforcement plate 16 via a peripheral flange, where at least in the mounting area for the holder 18 are spaced at the sheet metal component 14 and the reinforcing plate 16 to each other in the vehicle transverse direction y.
Der Halter 18 ist mit zwei Schrauben 20 am Karosserieelement angeschraubt. Da bei erstrecken sich beiden Schrauben 20 bzw. die Schäfte der beiden Schrauben 20 hauptsächlich in Fahrzeugquerrichtung y. Die beiden Schrauben 20 sind jeweils in eine Buchse 24 eingeschraubt, die mit dem Karosserieelement verschweißt ist. Das Verstärkungsblech 16 weist ein Durchgangsloch 22 auf, durch das die Schraube 20 hindurchragt. Auf der dem Halter 18 gegenüberliegenden Seite des Verstärkungs blechs 16 liegt die Buchse 24 an dem Verstärkungsblech 16 an und ist mit diesem verschweißt. Dabei ist der Außendurchmesser der Buchse 24 größer als das Durch gangsloch 22. Die Buchse 24 weist ein Innengewinde auf, in das der vordere Ab schnitt des Schafts der Schraube 20 eingeschraubt ist. The holder 18 is screwed to the body element with two screws 20 . Since the two screws 20 or the shanks of the two screws 20 extend mainly in the vehicle transverse direction y. The two screws 20 are each screwed into a bushing 24 which is welded to the body element. The reinforcement plate 16 has a through hole 22 through which the screw 20 protrudes. On the opposite side of the holder 18 of the reinforcement plate 16, the bushing 24 rests against the reinforcement plate 16 and is welded to it. The outer diameter of the bushing 24 is larger than the through hole 22. The bushing 24 has an internal thread into which the front section from the shank of the screw 20 is screwed.
Die Buchse 24 erstreckt sich in Fahrzeugquerrichtung y vom Verstärkungsblech 16 aus bis zum Blechbauteil 14, mit dem die Buchse 24 ebenfalls verschweißt ist. Die Buchse 24 ragt sogar geringfügig über das Blechbauteil 14 hinaus in einen Koffer raum des Personenkraftfahrzeugs hinein. Die Schrauben 20 weisen einen gestuften Schraubenschaft auf. Der an den Schrau benkopf angrenzende Schraubenschaft weist kein Gewinde und einen größeren Durchmesser auf, als der daran angrenzende Schaftabschnitt mit Gewinde, der auch das freie Ende des Schraubenschaftes bildet. Zwischen dem dickeren Schaft abschnitt ohne Gewinde und dem dünneren Schaftabschnitt mit Gewinde befindet sich ein kontinuierlicher Übergangsbereich 26, der als Einführschräge dient. Die Buchse 24 wiederum weist auf ihrer dem Verstärkungsblech 16 zugewandten Seite eine Flachsenkung 28 auf, deren Durchmesser nur geringfügig größer ist als der der dickere Schaftabschnitt der Schraube 20. Zur Montage wird jede Schraube 20 zu nächst mit dem freien, dünneren Schaftabschnitt durch ein Durchgangsloch im Be festigungsflansch 19 des Halters 18 gesteckt. Dabei zentriert sich die Schraube 20 sowohl im Halter 18 als auch in der Buchse 24 aufgrund des als Einführschräge die nenden Übergangsbereichs 26 selbständig und garantiert so eine passgenaue Mon tage des Halters 18 an dem Karosserieelement. The bushing 24 extends in the vehicle transverse direction y from the reinforcement plate 16 to the sheet metal component 14, to which the bushing 24 is also welded. The bushing 24 even protrudes slightly beyond the sheet metal component 14 into a trunk of the passenger vehicle. The screws 20 have a stepped screw shank. The screw head adjacent to the screw shank has no thread and a larger diameter than the adjacent threaded shank portion, which also forms the free end of the screw shank. Between the thicker shank section without a thread and the thinner shank section with a thread there is a continuous transition region 26 which serves as an insertion bevel. The bushing 24 in turn has on its side facing the reinforcement plate 16 a countersink 28, the diameter of which is only slightly larger than that of the thicker shank section of the screw 20. For assembly, each screw 20 is first screwed with the free, thinner shank section through a through hole in the Be fastening flange 19 of the holder 18 plugged. The screw 20 is centered both in the holder 18 and in the socket 24 due to the insertion bevel as the nenden transition area 26 independently and thus guarantees a precisely fitting Mon days of the holder 18 on the body element.
Dies ist eine sehr einfache Möglichkeit zur Anbindung eines Federbeins an eine Ka rosserie eines Personenkraftfahrzeugs im Bereich eines Radhauses. Der große Vor teil besteht darin, dass das Federbein über einen Halter 18, der auch einstückig mit dem Federbein ausgeführt sein kann, ausschließlich in Fahrzeugquerrichtung y mit der Karosserie verbunden ist. Dazu reichen zwei Schrauben 20 aus, die in Fahr zeugquerrichtung y in Buchsen 24 eingeschraubt sind, die mit der Karosserie ver bunden sind. Der Halter 18 liegt dabei in einer Ebene an der Karosserie an, die in Fahrzeuglängsrichtung x und Fahrzeughöhenrichtung z aufgespannt wird. Damit wird die Anbindung primär auf Scherzug beansprucht. This is a very simple way of connecting a strut to a body of a passenger vehicle in the area of a wheel house. The major advantage is that the spring strut is connected to the body exclusively in the transverse direction y of the vehicle via a holder 18, which can also be designed in one piece with the spring strut. For this purpose, two screws 20 are sufficient, which are screwed into sockets 24 in the vehicle transverse direction y, which are connected to the body. The holder 18 rests on the body in a plane that is spanned in the vehicle longitudinal direction x and vehicle height direction z. This means that the connection is primarily subjected to shearing stress.
Dieser Art der Anbindung des Federbeins an die Karosserie in Fahrzeugquerrich tung spart insbesondere in Fahrzeugquerrichtung y Bauraum und ist aufgrund der nur zwei erforderlichen Schrauben 20 besonders schnell und kostengünstig herstell bar. Auch im Reparaturfall ist diese neue Anbindungsart besonders vorteilhaft, da die Schrauben 20 vom Radhaus aus zugänglich sind. Es müssen also keine Verklei dungsteile erst im Kofferraum entfernt werden, um wie beim Stand der Technik die Anbindungsstellen des Federbeins an die Karosserie zugänglich zu machen. This type of connection of the spring strut to the body in the vehicle transverse direction saves installation space, particularly in the vehicle transverse direction y, and can be produced particularly quickly and inexpensively because only two screws 20 are required. This new type of connection is also particularly advantageous in the event of repairs, since the screws 20 are accessible from the wheel house. It must therefore be removed no Verklei training parts only in the trunk to make the connection points of the strut to the body accessible as in the prior art.
In Fig. 4 ist eine alternative Ausführungsform zu der in den Fig. 2 und Fig. 3 gezeig ten Gestaltung gezeigt. Hierbei haben alle gleich gebliebenen Bauteile die gleichen Bezugszeichen. Die Buchsen 24‘ haben eine etwas andere Form: Sie weisen einen zylinderförmigen Vorsprung 34 auf, der durch das Durchgangsloch 22 im Verstär kungsblech 16 hindurch in eine Flachsenkung 32 im Befestigungsflansch 19 des Halters 18 hineinragt. Dabei ist der Außendurchmesser des zylinderförmigen Vor sprungs 34 kleiner als der Auendurchmesser der restlichen Buchse 24‘ zwischen dem Verstärkungsblech 16 und dem Blechbauteil 14, sodass die Buchse 24‘ in Fahrzeugquerrichtung y gesehen weiterhin am Verstärkungsblech 16 um das Durchgangsloch 22 herum formschlüssig umlaufend anliegt. Damit bilden die Buch sen 24‘ einen Formschluss mit dem Halter 18 und können zum Beispiel bei der Montage zur Vorpositionierung des Halters 18 dienen, bevor die Schrauben 20 ein geschraubt werden. An alternative embodiment to the design shown in FIGS. 2 and 3 is shown in FIG. 4 . All the components that have remained the same have the same ones Reference sign. The sockets 24 'have a slightly different shape: They have a cylindrical projection 34 which protrudes through the through hole 22 in the ampli kung plate 16 into a countersink 32 in the mounting flange 19 of the holder 18. The outer diameter of the cylindrical projection 34 is smaller than the outer diameter of the rest of the bushing 24' between the reinforcement plate 16 and the sheet metal component 14, so that the bushing 24', seen in the vehicle transverse direction y, continues to bear positively on the reinforcement plate 16 around the through hole 22. The bushings 24' thus form a form fit with the holder 18 and can be used, for example, during assembly to pre-position the holder 18 before the screws 20 are screwed in.
Beide Ausführungsformen ermöglichen eine Anbindung eines Federbeins an eine Karosserie mit nur zwei Schrauben 20, die in Fahrzeugquerrichtung y eingeschraubt sind. Dabei liegt der Halter 18 in einer Ebene in Fahrzeuglängsrichtung x und in Fahrzeughöhenrichtung z an dem Karosserieelement der Karosserie an, mit dem der Halter 18 verschraubt ist. Dies ermöglicht eine bauraumsparende und kosten günstige Anbindung des Federbeins. Both embodiments allow a spring strut to be connected to a body with only two screws 20 which are screwed in in the vehicle transverse direction y. The holder 18 rests in a plane in the vehicle longitudinal direction x and in the vehicle vertical direction z on the body element of the body to which the holder 18 is screwed. This enables a space-saving and cost-effective connection of the spring strut.
Bezugszeichenliste: Reference list:
2 Hinterwagen 2 rear cars
3 Sitzquerträger 3 seat cross members
4 Seitenschweller 4 side skirts
5 Gussträger 5 cast carriers
6 Hecklängsträger 6 rear side members
8 Radhausschale 8 wheel arch liner
10 Querträger 10 crossbars
12 Verstärkung Radhaus 12 Wheelhouse reinforcement
14 Blechbauteil 14 sheet metal part
16 Verstärkungsblech 16 reinforcement plate
18 Halter Federbein 18 Suspension strut holder
19 Befestigungsflansch 19 mounting flange
20 Schraube 20 screw
22 Durchgangsloch 22 through hole
24 Buchse 24 socket
24‘ Buchse 24' socket
26 Übergangsbereich 26 transition area
26‘ Übergangsbereich 26' transition area
28 Flachsenkung 28 counterbore
30 ringförmige Aufnahme 30 ring mount
32 Flachsenkung 32 counterbore
34 zylinderförmigen Vorsprung 34 cylindrical projection

Claims

Patentansprüche patent claims
1. Kraftfahrzeug mit einem Federbein, das an einer Karosserie des Kraftfahrzeugs angebracht ist, wobei der obere Endbereich des Federbeins einen Halter (18) zur Befestigung an der Karosserie aufweist, dadurch gekennzeichnet, dass der Hal ter (18) an ein Karosserieelement der Karosserie lösbar angebunden ist, das sich im flächigen Anbindungsbereich im Wesentlichen parallel zur Längserstreckung des Federbeins erstreckt. 1. Motor vehicle with a spring strut that is attached to a body of the motor vehicle, the upper end region of the spring strut having a holder (18) for attachment to the body, characterized in that the holder (18) can be detached from a body element of the body is connected, which extends parallel to the longitudinal extension of the strut in the planar connection area substantially.
2. Kraftfahrzeug nach Anspruch 1, dadurch gekennzeichnet, dass sich das Karos serieelement im Anbindungsbereich im Wesentlichen in Fahrzeuglängsrichtung (x) und in Fahrzeughöhenrichtung (z) erstreckt. 2. Motor vehicle according to claim 1, characterized in that the body element extends in the connection area essentially in the vehicle longitudinal direction (x) and in the vehicle height direction (z).
3. Kraftfahrzeug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Halter ausschließlich mit Schrauben (20) an dem Karosserieelement lösbar angebun den ist. 3. Motor vehicle according to claim 1 or 2, characterized in that the holder is connected detachably to the body element exclusively with screws (20).
4. Kraftfahrzeug nach Anspruch 3, dadurch gekennzeichnet, dass sich alle Schrau ben (20) im Wesentlichen in Fahrzeugquerrichtung (y) eingeschraubt sind. 4. Motor vehicle according to claim 3, characterized in that all the screws (20) are screwed in substantially in the transverse direction (y) of the vehicle.
5. Kraftfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekenn zeichnet, dass das flächige Karosserieelement aus einem Blechbauteil (14) be steht, das im Anschraubbereich mit einem Verstärkungsblech (16) versteift ist. 5. Motor vehicle according to one of the preceding claims, characterized in that the flat body element consists of a sheet metal component (14) be available, which is reinforced in the screwing with a reinforcing plate (16).
6. Kraftfahrzeug nach Anspruch 5, dadurch gekennzeichnet, dass das Blechbauteil (14) und das Verstärkungsblech (16) zumindest einen gemeinsamen Flansch aufweisen, an dem sie flächig aneinander anliegen und miteinander verbunden sind. 6. Motor vehicle according to claim 5, characterized in that the sheet metal component (14) and the reinforcing plate (16) have at least one common flange on which they lie flat against one another and are connected to one another.
7. Kraftfahrzeug nach Anspruch 3 und Anspruch 5 und/oder 6, dadurch gekenn zeichnet, dass das Blechbauteil (14) zumindest einen Teil einer Radhausschale (8) bildet. 7. Motor vehicle according to claim 3 and claim 5 and / or 6, characterized in that the sheet metal component (14) forms at least part of a wheel housing liner (8).
8. Kraftfahrzeug nach Anspruch 4 und zumindest einem der Ansprüche 5 bis 7, dadurch gekennzeichnet, dass an dem Blechbauteil (14) und/oder an dem Ver stärkungsblech (16) Buchsen (24, 24‘) angeschweißt sind, in die die Schrauben (20) eingeschraubt sind. 8. Motor vehicle according to claim 4 and at least one of claims 5 to 7, characterized in that bushings (24, 24') are welded to the sheet metal component (14) and/or to the reinforcing sheet metal (16), into which the screws ( 20) are screwed in.
9. Kraftfahrzeug nach Anspruch 8, dadurch gekennzeichnet, dass die Buchsen (24, 24‘) sich zumindest zwischen dem Blechbauteil (14) und dem Verstärkungsblech (16) erstrecken. 9. Motor vehicle according to claim 8, characterized in that the bushings (24, 24') extend at least between the sheet metal component (14) and the reinforcing sheet metal (16).
10. Kraftfahrzeug nach Anspruch 9, dadurch gekennzeichnet, dass die Buchsen (24, 24‘) mit dem Verstärkungsblech (16) und/oder mit dem Blechbauteil (14) ver schweißt sind. 10. Motor vehicle according to claim 9, characterized in that the bushes (24, 24') are welded to the reinforcement plate (16) and/or to the sheet metal component (14).
11. Kraftfahrzeug nach Anspruch 10, dadurch gekennzeichnet, dass die Buchsen (24, 24‘) sich formschlüssig am Verstärkungsblech (16) oder am Blechbauteil (14) in Einschraubrichtung abstützen. 11. Motor vehicle according to claim 10, characterized in that the bushings (24, 24') are supported in a form-fitting manner on the reinforcement plate (16) or on the sheet metal component (14) in the screwing-in direction.
12. Kraftfahrzeug nach einem der Ansprüche 8 bis 11, dadurch gekennzeichnet, dass zumindest eine der Buchsen (24, 24‘) einen Abschnitt aufweist, der in eine dazu passende Ausnehmung im Halter (18) hineinragt. 12. Motor vehicle according to one of claims 8 to 11, characterized in that at least one of the bushings (24, 24') has a section which protrudes into a matching recess in the holder (18).
13. Kraftfahrzeug nach Anspruch 12, dadurch gekennzeichnet, dass der Außen durchmesser der Buchse (24, 24‘) zwischen dem Verstärkungsblech (16) und dem Blechbauteil (14) größer ist, als in dem in den Halter (18) hineinragenden Abschnitt. 13. Motor vehicle according to claim 12, characterized in that the outer diameter of the bushing (24, 24') between the reinforcing plate (16) and the sheet metal component (14) is larger than in the section protruding into the holder (18).
14. Kraftfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekenn zeichnet, dass der Halter (18) ausschließlich mit zwei Schrauben (20) an dem flä chigen Karosserieelement befestigt ist. 14. Motor vehicle according to one of the preceding claims, characterized in that the holder (18) is fastened exclusively with two screws (20) on the Flä Zigen body element.
15. Kraftfahrzeug nach Anspruch 14, dadurch gekennzeichnet, dass die beiden Schrauben (20) auf einander gegenüberliegenden Seiten des Federbeins ange ordnet sind. 15. Motor vehicle according to claim 14, characterized in that the two screws (20) are arranged on opposite sides of the spring strut.
EP22725461.2A 2021-05-21 2022-04-26 Motor vehicle having a suspension strut Pending EP4341108A1 (en)

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DE102021113350.5A DE102021113350A1 (en) 2021-05-21 2021-05-21 Motor vehicle with a spring strut
PCT/EP2022/060952 WO2022242989A1 (en) 2021-05-21 2022-04-26 Motor vehicle having a suspension strut

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DE102022127435A1 (en) 2022-10-19 2024-04-25 Bayerische Motoren Werke Aktiengesellschaft Fastening arrangement of a spring and/or damper element to a body of a motor vehicle and method for fastening such a spring and/or damper element

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KR100599263B1 (en) 2003-10-29 2006-07-13 현대자동차주식회사 Mounting Structure of Front Suspension for Vehicle
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