WO2019007614A1 - Élément d'introduction de charge, barre de torsion et procédé de fabrication d'une barre de torsion - Google Patents

Élément d'introduction de charge, barre de torsion et procédé de fabrication d'une barre de torsion Download PDF

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Publication number
WO2019007614A1
WO2019007614A1 PCT/EP2018/064823 EP2018064823W WO2019007614A1 WO 2019007614 A1 WO2019007614 A1 WO 2019007614A1 EP 2018064823 W EP2018064823 W EP 2018064823W WO 2019007614 A1 WO2019007614 A1 WO 2019007614A1
Authority
WO
WIPO (PCT)
Prior art keywords
insert
winding
axle strut
load
bearing
Prior art date
Application number
PCT/EP2018/064823
Other languages
German (de)
English (en)
Inventor
Andre Stieglitz
Ingolf Müller
Philipp Bauer
Dirk Adamczyk
Ignacio Lobo Casanova
Manfred Bürgmann
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 WO2019007614A1 publication Critical patent/WO2019007614A1/fr

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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
    • B60G2206/85—Filament winding
    • 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
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/05—Vehicle suspensions, e.g. bearings, pivots or connecting rods used therein

Definitions

  • the present invention relates to a Lasteinleitelement with the preamble features of claim 1, an Achsstrebe with the above-conceptual features of claim 7 and a manufacturing method for a Achsstrebe with the above-conceptual features according to claim 9.
  • Axle struts for chassis of vehicles are mainly loaded axially by both compressive and tensile forces.
  • the axle strut is subjected to a small amount of torsion and bending.
  • an axle strut which comprises a shaft and two bearing areas.
  • the axle strut has a carrying winding, a core profile and two load introduction elements, wherein the carrying winding and the core profile are formed from fiber-reinforced plastic composite material (FRP).
  • FRP fiber-reinforced plastic composite material
  • the object of the present invention is to propose an improved load introduction element and an improved axle brace, in which thermal stresses are reduced during the production process.
  • the present invention proposes, starting from the aforementioned object, a load introduction element having the features according to claim 1, an axle strut having the features according to claim 7 and a production method for an axle strive with the features of claim 9 before. Further advantageous embodiments and developments will become apparent from the dependent claims.
  • a load-introducing element for an axle strut of a vehicle comprises an insert and a connection winding.
  • the insert has at least one recess.
  • the connection winding is formed from a fiber-reinforced plastic composite material (FKV).
  • the connection winding encloses the insert at a portion of a lateral surface of the insert.
  • the insert has a storage area.
  • the insert is formed in this storage area in cross section circular arc.
  • the storage area of the insert and the connection winding together form a bearing eye.
  • the vehicle may be, for example, a car, commercial vehicle, truck or other suitable vehicle.
  • the insert is a one-piece component that can not be separated into other individual components without being destroyed.
  • the at least one recess of the insert is free of material. This is designed in such a way that when load introduction, when the Lasteinleitelement is used in a Achsstrebe, as uniform as possible stress distribution within the insert occurs.
  • the insert may have more than one recess.
  • connection winding is formed from a FKV.
  • FKV carbon fiber reinforced plastic
  • the connection winding may alternatively be formed of a glass fiber reinforced plastic (GRP) or of an aramid reinforced plastic (AFK) or of another suitable FRP.
  • GFP glass fiber reinforced plastic
  • AFK aramid reinforced plastic
  • the connection winding is endless fiber reinforced and may be formed, for example, as a thermoset prepreg.
  • connection winding encloses the insert at a portion of the lateral surface of the insert.
  • the connection winding thus represents a radial winding.
  • the connection winding is adhesively bonded to the insert by means of a bonding layer.
  • a radial winding is in this case a winding which extends around a longitudinal axis of the insert.
  • the insert is a geometric extrusion body which has a lateral surface and two cover surfaces.
  • the jacket surface of the insert is enclosed in such a way that the connection winding contacts them directly.
  • the connection winding forms the outer shape of the lateral surface of the insert. Only at the storage area of the insert is the insert not contacted directly by the connection winding. The storage area is not enclosed by the connection winding.
  • the bearing area of the insert is that portion of the insert which, when using the load-introducing element in an axle strut of a vehicle, can be operatively connected to a bearing.
  • This storage area limits the insert to a first side.
  • the insert is bounded to a second side from the shaft side region. This shaft-side region is facing a shank of the axle strut when using the load-introducing element in an axle strut.
  • the insert extends in a longitudinal direction along its longitudinal axis from the storage area to the shank-side area.
  • the insert is formed at its bearing area in cross section circular arc.
  • the cross section extends along a cutting plane which is perpendicular to a central axis of the bearing eye and perpendicular to a longitudinal plane in which the longitudinal axis of the insert is arranged.
  • the longitudinal axis of the insert and the central axis of the bearing eye are perpendicular to each other.
  • the cross section is circular arc-shaped. This means that the insert does not form a closed bearing eye, but only a part of the bearing eye.
  • a bearing eye usually has a circular cross-section. In other words, the insert forms only a circular arc and no closed ring. Which extent of the arc has, is adapted to the thermal stresses that can occur during the manufacture of the axle strut, when the load introduction element is used in a Achsstrebe.
  • the bearing eye which provides the load-introducing element, is formed by means of the connecting winding and by means of the bearing area of the insert.
  • a bearing eye is formed with a circular cross-section. Therefore, during the manufacturing process of the load introducing member, a dummy is connected to the insert, and the connecting winding is wound around the insert and the placeholder, so that the bearing eye is formed.
  • the placeholder has, for example, a circular cross-section.
  • the insert is connected to the connection winding by means of a bonding layer.
  • This connection is a material connection.
  • the joining layer can be formed, for example, as an adhesive layer.
  • the connection winding with the insert is connected in such a way that they can not be separated from each other without destroying them. Due to the special shape of the insert with a circular bearing area, the thermal stresses which occur within the joining layer during the production process of the axle strut, when the load introduction element is used in a Achsstrebe be kept lower than in conventional load introduction elements of the prior art, whose storage area is annular is formed.
  • the insert is formed from a metallic material.
  • the insert may be formed of aluminum or an aluminum alloy.
  • the insert can be produced, for example, by means of an extrusion process inexpensively and in a simple manner.
  • the insert is formed from a fiber-plastic composite material.
  • This FKV can be CFK, GFK, AFK or another suitable FKV, for example.
  • the insert is made of a fiber-reinforced formed SMC. These reinforcing fibers may preferably be carbon fibers.
  • An advantage of the use of carbon fiber reinforced SMC is that it has a significantly lower thermal expansion than, for example, aluminum or other metallic materials.
  • the connection between the insert and the connection winding is favored, since the connection of the FKV insert to the FKV connection winding offers increased strength compared to the connection of an insert made of a metallic material to the FKV connection winding.
  • the insert of FKV has a significantly lower mass than an insert made of a metallic material.
  • the insert has a shaft-side region, which is opposite to the bearing region, wherein the shaft-side region is arc-shaped in cross-section.
  • the cross section takes place at the same sectional plane at which the cut is to determine the circular arc-shaped cross-section of the storage area.
  • the shank-side region is curved in the same direction as the circular-arc-shaped bearing region of the insert. The shank-side region therefore bulges in the direction of the shaft when the load introduction element is used in an axle strut.
  • the advantage of this is that the fibers of the connecting winding in the preparation of the Lasteinleitelements can always be placed under bias and smooth fitting on the insert by the arcuate shape of the shaft-side region.
  • the insert has at least one web, which divides the at least one recess into at least two parts.
  • This web is preferably formed parallel to the longitudinal axis of the insert and thus of the Lasteinleitelements.
  • the web can be arranged, for example, on the longitudinal axis of the insert.
  • the web serves to optimize load transfer within the insert when the load-introducing element is used in an axle strut and a load case occurs.
  • the insert may have more than one web, so that the at least one recess is divided into more than two parts.
  • An axle brace for a vehicle comprises a core profile and a support winding, wherein the axle brace has two load introduction regions and a shaft region.
  • the core profile is arranged on the shaft region.
  • the axle strut comprises two load-transfer elements which have already been described in the previous description.
  • Each load introduction element is arranged on a load introduction region, wherein a gap is provided between the core profile and the two load introduction elements.
  • the support winding encloses the two load-transfer elements and the core profile in a partial area.
  • the axle strut has a shank region and two load introduction regions.
  • the shaft region is in this case arranged between the two load introduction regions and connected thereto.
  • the axle strut thus extends from the first load introduction region via the shaft region to the second load introduction region.
  • the first load introduction area limits the axle strut toward a first side
  • the second load transfer area limits the axle strut toward a second side.
  • the Lasteinleit Schemee are cylindrically shaped from its base.
  • the first load introduction area flows smoothly into the shaft area.
  • the second load introduction area also flows smoothly into the shaft area. In other words, the transition between the Lasteinleit Schemeen and the shaft portion has no kink or a hard edge.
  • the axle strut can be used here in a chassis of a vehicle, z. B. in a commercial or motor vehicle.
  • On the axle strut act in a driving predominantly compressive and tensile forces that burden them axially.
  • Axial hereby means in the longitudinal direction of the axle strut, this longitudinal direction being determined by the two load introduction regions.
  • the longitudinal direction of the axle strut is defined from the first load introduction area to the second load introduction area along the shaft area.
  • the axle strut is subjected to torsion and bending when a rolling load occurs on the chassis in which the axle strut is used.
  • the axle strut has the radial support winding.
  • This support winding is formed of FKV.
  • the support winding is formed of CFK.
  • the support winding may alternatively be formed from a GFK or from an AFK or from another suitable FKV.
  • the carrying winding is endless fiber reinforced.
  • a radial winding is in this case a winding which extends around the longitudinal axis of the axle strut.
  • a lateral surface of the axle strut is formed by the radial support winding.
  • the axle strut is a geometric extrusion body which has a lateral surface and two cover surfaces.
  • the axle strut also has the core profile.
  • This core profile is formed from a FKV, preferably made of GRP.
  • the core profile may also be derived from another suitable FKV, e.g. As CFK or AFK, be formed.
  • the core profile is preferably a pultrusion profile, but may alternatively be formed as a pultring profile or as a winding profile or as a braided profile or other suitable profile.
  • the core profile is inexpensive to manufacture.
  • the core profile can be manufactured continuously, whereby a suitable modularization can be realized. In other words, in continuous production, the core profile may be cut to a length of shaft required for a specific vehicle type.
  • the core profile has a certain axial softness in a preferred use of an FKV with a fiber angle that deviates significantly from 0 °, for example by 45 °. Axial forces are thus not or only to a very limited extent directed into the core profile.
  • the axle strut has at each of its Lasteinleit Schemee depending on a Lasteinleitelement, which has already been described in the previous description.
  • Each load-introducing element has a bearing eye, which serves as a receptacle for a bearing.
  • Each bearing eye of Lasteinleitieri is suitable for each camp, z.
  • the core profile is arranged.
  • the shank region of the axle strut thus has the core profile.
  • a material-free gap is provided between the first Th Lasteinleitelement and the core profile.
  • a material-free gap is also provided.
  • the core profile and the two load introduction elements are thus decoupled from each other. This decoupling also remains with each load case. This means at no time is there a direct operative connection between the load-transfer elements and the core profile.
  • an axial load on the Lasteinleitieri introduced into the Achsstrebe, z. B compressive or tensile forces this load will be forwarded by the Lasteinleit instituten surface by means of thrust (in the case of pressure loads) or positive engagement (in the case of tensile loads) to the support winding.
  • the carrying coil absorbs this axial load.
  • the core profile is thus preferably not or only to a very limited extent involved in the absorption of the axial load. Thus, local stress peaks in the core profile are largely avoided.
  • the axle strut is lighter than conventional metallic axle struts due to the shape of the support coil and the FKV core profile.
  • Achsstrebe is that this is more stable than conventional Achsstreben from the prior art, since the inserts have a circular arc-shaped bearing area. As a result, significantly lower thermal stresses occur during the production of the axle strut when the axle strut is cured in the connection region between the insert and the connection winding.
  • the insert is also positively integrated in the connection winding, whereby an advantageous state of tension is achieved. Further advantageously, the power transmission between the support winding and the connection winding is considerably more resilient than that of the insert to the connection winding.
  • two inserts are cleaned in a first step. These are shaped such that they have a circular arc-shaped storage area. Each insert is then releasably connected with a placeholder, so that the respective bearing eye can be formed.
  • the placeholder has a circular cross section.
  • To each insert that with a Placeholder is connected, and then a connection winding is wound around the corresponding placeholder, so that each one Lasteinleitelement is formed.
  • This connection windings can be connected by means of an additional bonding layer cohesively with the insert, for example. Each connection winding contacts its corresponding insert on the lateral surface in a partial area. The storage area of the respective inserts is not contacted by the respective connection winding.
  • the two load introduction elements are then inserted into a mold for producing the axle strut.
  • the core profile is used in the mold for producing the axle strut.
  • the core profile and the two load introduction elements are then wrapped with the support winding, so that a pre-Achsstrebe is formed.
  • the pre-Achsstrebe has the same shape as the Achsstrebe, but is not yet cured.
  • the pre-Achsstrebe is then cured, so that the Achsstrebe is formed. Thereafter, the axle strut is removed from the mold. The placeholders are finally released from the axle strut, whereby the bearing eyes are released. These bearing eyes have a circular cross-section.
  • An advantage of this manufacturing method is that in a simple manner, the Achsstrebe can be formed. Due to the placeholder, the bearing eyes can be formed in a simple manner, while the thermal stresses between the insert and the support winding are kept low. This provides an axle strut with increased stability compared to a conventional prior art axle strut.
  • each bearing eye of the axle strut is operatively connected to a bearing by means of a gluing process.
  • These bearings can z. B. rubber-metal bearings.
  • the bearing eyes are cleaned first. Subsequently, the bearings are joined by means of an adhesive layer with the bearing eyes. The adhesive layer is then cured.
  • Each bearing is thus materially connected to its corresponding bearing eye. In other whose words results in a clearance between the respective bearing and the corresponding bearing eye.
  • FIG. 1 is a schematic representation of a plan view of a portion of a Achsstrebe according to an embodiment
  • FIG. 2 is a schematic representation of the Lasteinleitelements the axle strut of FIG. 1,
  • FIG. 3 shows a schematic representation of an insert of a load introduction element according to a further exemplary embodiment
  • FIG. 4 is a schematic representation of a plan view of a portion of a Achsstrebe with the insert of Fig. 3,
  • FIG. 5 is a schematic representation of the complete axle strut according to the embodiment of FIG. 1.
  • Fig. 1 shows a schematic representation of a plan view of a portion of a Achsstrebe 2 according to an embodiment. Shown are a Lasteinleit Scheme 13 of the Achsstrebe 2 and a portion of the shaft portion 14.
  • the Achsstrebe 2 has the Lasteinleitelement 1, the core profile 11 and the support winding 12.
  • the load introduction element 1 has an insert 3 and a connection winding 4 and a bonding layer 8.
  • the insert 3 is connected by means of the bonding layer 8 with the connection winding 4.
  • the insert 3 has a shaft-side region 9 and a bearing region 6.
  • the insert 3 has two recesses 5 which are free of material. These recesses 5 are used in a load introduction into the Achsstrebe 2 to the that Voltage within the insert 3 is distributed in a targeted manner.
  • the insert 3 is enclosed by the connection winding 4 in a partial area. It can be clearly seen that the connecting winding 4 contacts the insert 3 on a lateral surface, since the insert 3 is formed as a geometric extrusion body.
  • the storage area 6 of the insert 3 is not contacted or enclosed by the connection winding 4.
  • the storage area 6 of the insert 3 is formed in a circular arc. Thus, in contrast to the prior art, this bearing area 6 does not constitute a closed ring.
  • the bearing area 6 of the insert 3, together with the connecting winding 4, forms a bearing eye 7, which has a circular cross-section. This bearing eye 7 has a cylindrical basic shape.
  • the Lasteinleitelement 1 is symmetrical to a plane of symmetry 16.
  • the bearing eye 7 has a central axis 17. This center line 17 is perpendicular to a longitudinal axis 18 of the axle strut 2.
  • the longitudinal axis 18 lies completely in a plane of symmetry 16 of the axle strut 2.
  • the insert 3 is formed from SMC, the core profile 11 is formed from a FKV.
  • the support winding 12 is formed from a FKV.
  • the connection winding 4 is formed of a FKV.
  • the support winding 12 and the connection winding 4 may be formed from the same FKVs.
  • the load introduction element 1 represents the load introduction region 13 of the axle strut 2. If the axle strut 2 is used in a vehicle, loads are introduced into this load introduction region 13 in a load case. The loads are first of the
  • Lasteinleitelement 1 added and then forwarded to the support winding 12.
  • the load-introducing element 1 is decoupled from the core profile 11. Between the core profile 11 and the load-transfer element 1, more precisely between the core profile 11 and the shaft-side region 9 of the load-transfer element 1, a material-free gap 15 is provided. Through this gap 15 prevents loads from the Lasteinleitelement 1 are transmitted directly into the core profile 11.
  • 2 shows a schematic representation of the load-transfer element 1 of the axle strut 2 from FIG. 1.
  • the storage area 6 of the insert 3 is formed in a circular arc shape.
  • This storage area 6, together with the connecting winding 4, forms the bearing eye 7.
  • the load introduction element 1 is symmetrical to the plane of symmetry 16. This plane of symmetry 16 is perpendicular to the central axis 17 of the bearing eye 7.
  • FIG. 3 shows a schematic representation of an insert 3 of a load introduction element 1 according to a further exemplary embodiment.
  • the illustrated insert 3 has a storage area 6 and a shaft-side area 9.
  • the insert 3 has two recesses 5.
  • the insert 3 has a web 10 which lies on the plane of symmetry 16 of the insert 3. This web 10 divides the two recesses 5 in two equal parts. That is, a first recess 5 is formed in two parts and that a second recess 5 is also formed in two parts.
  • the bearing area 6 is formed like a circular arc as already the bearing area of the load introduction element of FIG. 1 and FIG. 2.
  • This circular arc shape of the bearing area 6 can be seen in particular in the cross section of the insert 3, wherein the cross-sectional plane is a plane which is perpendicular to a plane of symmetry 16 and to a central axis 17.
  • the central axis 17 represents the central axis of the bearing eye, which is not shown here.
  • the insert 3 is symmetrical to the plane of symmetry 16, which is perpendicular to the central axis 17, and in which a longitudinal axis of the insert and the entire axle strut is arranged.
  • the shank-side region 9 of the insert 3 is arc-shaped. This arcuate shape is visible especially in cross section.
  • the cross-sectional plane is the same as for determining the circular arc shape of the insert 3.
  • Both the circular arc shape of the bearing portion 6 and the arc shape of the shaft-side portion 9 of the insert 3 are curved in the same direction.
  • An advantage of the arcuate shape of the shaft-side portion 9 of the insert is that in a manufacturing process of the Achsstrebe 2, the fibers of the connection winding 4 can always be placed under bias and smooth fitting on the insert 3.
  • the insert 3 is formed from SMC.
  • the insert 3 is a geometric extrusion body. This has a lateral surface, which can be contacted by the connection winding 4. This is shown in Fig. 4 in more detail.
  • Fig. 4 shows a schematic representation of a plan view of a portion of a Achsstrebe 2 with the insert 3 of Fig. 3.
  • the axle strut 2 shown here has a core profile 11, a support winding 12, a Lasteinleitelement 1, which is formed from the insert 3, the Connection winding 4 and the bonding layer 8, on.
  • the load introduction element 1 is formed by means of the insert 3, which is shown in Fig. 3, by means of a bonding layer 8 and by means of the connection winding 4.
  • the connection winding 4 encloses the lateral surface of the insert 3 in a partial area.
  • the connection winding 4 does not surround the storage area 6 of the insert 3.
  • the storage area 6 and the connection winding 4 jointly form a bearing eye 7.
  • the bearing eye 7 has a central axis 17. This central axis 17 is perpendicular to a longitudinal axis 18 of the Lasteinleitelements 1 and the entire axle strut 2.
  • the longitudinal axis 18 is located in a plane of symmetry 16 of the Lasteinleitelements 1 and the entire axle strut. 2
  • the Lasteinleitelement 1 and the core profile 11 is enclosed in a partial area of the support winding 12.
  • the support winding 12 is formed from a FKV.
  • the core profile 11 is also formed from a FKV.
  • the connection winding 4 and the insert 3 are formed of a FKV, wherein the insert 3 is formed of SMC.
  • the load introduction element 1 forms a load introduction region 13 of the axle strut 2. If the axle brace 2 is used in a vehicle and a load case occurs, a load is introduced via the load introduction element 1 into the axle brace 2. This load is initially taken up by the Lasteinleitelement 1 and then forwarded to the support winding 2. So that the load is not introduced into the core profile 11, a gap 15 is provided between the Lasteinleitelement 1 and the core profile 11. This gap 15 is free of material as well as the recesses 5 and the bearing eye 7. More specifically, the gap 15 is disposed between the shaft-side region 9 and the core profile eleventh
  • the axle brace 2 illustrated in FIG. 4 has the same advantages as the axle brace 2 illustrated in FIGS. 1 and 2.
  • this advantageous embodiment of the load introduction element 1 it is advantageous that during a production process for the axle brace 2 in the connection region, i. in the joining layer 8, between the insert 3 and the connecting winding 4 significantly lower thermal stresses occur in a curing process, as in conventional Achsstreben from the prior art. This leads to a more stable axle strut 2.
  • FIG. 5 shows a schematic representation of the complete axle strut 2 according to the embodiment of FIG. 1. It can be clearly seen that the axle strut 2 has two identical load introduction elements 11 of the same design. These are enclosed in a partial area of the support winding 12. Likewise, the core profile 11, which is arranged between the two load-transfer elements, enclosed in a partial region of the support winding 12. The support winding 12 forms a lateral surface of the axle strut 2.
  • the axle strut 2 therefore extends from a first load introduction element 1 via the core profile 11 to the second load introduction element 1.
  • a gap 15 is arranged between the first load introduction element 1 and the core profile 11. Between the second Lasteinleitelement 1 and the core profile 11, a further gap 15 is arranged. This is already apparent from Fig. 1. If the axle brace 2 is used in a vehicle and a load case occurs, a load is introduced via the bearing eye into one of the load introduction elements 1 or into both load introduction elements 1. This load is forwarded by the load-transfer elements 1 or by the Lasteinleitelement 1 to the support winding 12. This takes the load.
  • Achsstrebe 2 is that this is more stable than conventional axle rods from the prior art.
  • the two inserts 3 have a circular-arc storage area 6. As a result, lower thermal stresses occur in the connection area between the inserts 3 and the connecting windings 4 in the production and curing of the axle strut 2.
  • the inserts may be formed of a metallic material, eg of aluminum.
  • the inserts may have other recesses or more or fewer recesses than shown here.

Abstract

Un élément d'introduction de charge (1) pour une barre de torsion (2) d'un véhicule comprend un insert (3) et un enroulement de connexion (4), l'insert (3) présentant au moins un évidement (5). L'enroulement de connexion (4) est constitué d'un matériau composite plastique renforcé par des fibres. L'enroulement de connexion (4) entoure l'insert (3) sur une partie de la surface de l'insert (3). L'insert (3) comporte une zone d'appui (ö). L'insert (3) sur cette zone d'appui (6) est en arc de cercle dans la section transversale. La zone d'appui (6) de l'insert (3) et l'enroulement de connexion (4) forment ensemble un œillet (7).
PCT/EP2018/064823 2017-07-06 2018-06-06 Élément d'introduction de charge, barre de torsion et procédé de fabrication d'une barre de torsion WO2019007614A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017211563.7A DE102017211563A1 (de) 2017-07-06 2017-07-06 Lasteinleitelement, Achsstrebe und Herstellungsverfahren für eine Achsstrebe
DE102017211563.7 2017-07-06

Publications (1)

Publication Number Publication Date
WO2019007614A1 true WO2019007614A1 (fr) 2019-01-10

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PCT/EP2018/064823 WO2019007614A1 (fr) 2017-07-06 2018-06-06 Élément d'introduction de charge, barre de torsion et procédé de fabrication d'une barre de torsion

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DE (1) DE102017211563A1 (fr)
WO (1) WO2019007614A1 (fr)

Citations (8)

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Publication number Priority date Publication date Assignee Title
DE2444084A1 (de) * 1974-09-14 1976-04-01 Messerschmitt Boelkow Blohm Auf zug und druck belastbares bauelement
EP0098739A1 (fr) * 1982-07-01 1984-01-18 Dunlop Limited Levier
US4841801A (en) * 1987-03-25 1989-06-27 Trw Inc. Connecting rod
US20050056117A1 (en) * 2003-07-22 2005-03-17 Kaiser Compositek, Inc. Composite strut and method of making same
DE102005027173A1 (de) * 2005-06-12 2006-12-28 East-4D Lightweight Structures Gmbh Zug-Druckstrebe aus Faserverbundwerkstoff
DE102013007284A1 (de) * 2013-04-27 2014-10-30 Volkswagen Ag Verbindungsstrebe und Verfahren zur Herstellung derselben
DE102013217769A1 (de) * 2013-09-05 2015-03-05 Zf Friedrichshafen Ag Halteelement für eine Feder
DE102015215077A1 (de) 2015-08-06 2017-02-09 Zf Friedrichshafen Ag Achsstrebe

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