WO2020177939A1

WO2020177939A1 - Chassis for a motor vehicle, motor vehicle having such a chassis, and modular system for producing at least two design variants of a chassis for motor vehicles

Info

Publication number: WO2020177939A1
Application number: PCT/EP2020/051054
Authority: WO
Inventors: Walter Schmidt; Michael Gradl
Original assignee: Audi Ag
Priority date: 2019-03-07
Filing date: 2020-01-16
Publication date: 2020-09-10
Also published as: DE102019203095A1

Abstract

The invention relates to a chassis (10) for a motor vehicle, having: an axle support (14); at least one wheel arm (16), which is held in an articulated manner on the axle support (14), for guiding a vehicle wheel (18) of the motor vehicle; and at least one suspension strut (38), via which the wheel arm (16) and the vehicle wheel (18) can be supported on a body (12) of the motor vehicle in a sprung and damped manner; wherein a bearing device (46) is provided, by means of which the axle support (14) can be resiliently fastened to the body (12) and thereby is to be mounted resiliently on the body (12); and wherein a frame (48) is provided, which is separate from the axle support (14), is connected to the axle support (14) via the bearing device (46) and can be rigidly connected to the body (12) by means of the bearing device (46) to stiffen the body (12).

Description

Chassis for a motor vehicle, motor vehicle with such a chassis and a modular system for lowering at least two construction variants of a chassis for motor vehicles

DESCRIPTION:

The invention relates to a chassis for a motor vehicle, in particular for a motor vehicle, according to the preamble of claim 1. Furthermore, the invention relates to a motor vehicle according to the preamble of claim 14. The invention also relates to a modular system for producing at least two construction variants of a chassis for motor vehicles, especially for motor vehicles.

No. 7 198 301 B2 discloses a suspension arrangement for a vehicle which has a structure. The suspension assembly includes a landing gear frame and a storage tank for storing gas, the storage tank being attached to the structure. In addition, a rear suspension is provided which is coupled to the chassis frame and spans the storage tank. EP 2 133 259 B1 discloses a rear structure for a tank-carrying vehicle.

DE 102 39 500 B4 shows a vehicle body as known. In addition, US 2004/0108677 A1 discloses a structure for attaching a suspension arm.

The object of the present invention is to create a chassis, a motor vehicle with such a chassis and a modular system for producing at least two construction variants of such a chassis so that particularly high comfort and particularly high rigidity can be achieved in a space-saving manner. This object is achieved according to the invention by a chassis with the Merkma len of claim 1, by a motor vehicle with the features of claim 14 and by a modular system with the features of claim 15. Advantageous configurations with expedient developments of the invention are given in the remaining claims.

A first aspect of the invention relates to a chassis for a motor vehicle, in particular for a motor vehicle and preferably for a passenger vehicle. The chassis comprises an axle support and at least one wheel guide, which is held in an articulated manner on the axle support, for guiding a vehicle wheel of the motor vehicle. This means that the vehicle wheel, also referred to simply as a wheel, is to be held or held on the axle carrier via the wheel guide, in particular in an articulated manner, so that the wheel guide allows relative movements between the wheel and the axle carrier. As a result, for example, the wheel can deflect and rebound relative to the Achsträ in the vertical direction of the vehicle. The control arm is held on the axle carrier and can be pivoted about at least or precisely one pivot axis relative to the axle carrier. For example, the wheel control arm is held or supported elastically on the axle support, the wheel control arm being held elastically on the axle support, for example via at least one rubber bearing, and thereby elastically supported on the axle support.

The vehicle wheel is a ground contact element via which the motor vehicle can be or is supported on a ground in the vertical direction of the vehicle. If, for example, the motor vehicle is driven along the floor while the motor vehicle is supported in the vertical direction downwards on the floor via the vehicle wheel, the vehicle wheel rolls on the floor or along the floor. The feature that the wheel guide is designed to guide the vehicle wheel is to be understood in particular that by means of the wheel guide, relative movements between the wheel and the axle carrier and thus relative movements between the wheel and a body of the motor vehicle, in particular designed as a self-supporting body, for example along at least one direction, can be at least limited or avoided, so that at least along the direction relative movements between the wheel and the axle carrier can be limited or avoided by means of the wheel guide.

The chassis also comprises at least one suspension strut, which is preferably designed as a McPherson suspension strut. The wheel control arm and thus the vehicle wheel can be sprung and damped on the structure of the motor vehicle, in particular in the vertical direction of the vehicle, by means of the spring strut. For example, a wheel carrier is provided on which a wheel hub is rotatably mounted. Thus, the wheel hub is rotatable relative to the wheel carrier for example about a wheel axis of rotation. The vehicle wheel can be or is connected to the wheel hub in a rotationally fixed manner. In this case, the suspension strut itself can be configured separately from the wheel carrier, so that the wheel carrier and the suspension strut are, for example, components that are configured separately from one another and connected to one another. In other words, the wheel carrier is connected to the strut, in particular unge articulated. Thus, for example, the strut and the wheel carrier form a module or a structural unit. The wheel carrier can be supported or supported on the structure by means of the spring strut, in particular in the vertical direction of the vehicle. The spring strut allows the aforementioned relative movements between the wheel and the axle carrier, the spring strut being able to spring and dampen this relative movement. In addition, the strut has, for example, at least or exactly one, in particular hydraulic, shock absorber and at least or precisely one spring, in particular a mechanical spring, which can be formed from a metallic material or from a plastic, in particular fiber-reinforced plastic, for example. It is conceivable that the shock absorber is at least partially arranged in the spring. This can in particular be understood to mean that the spring has at least two spring parts spaced apart from one another along one direction and opposite one another along the direction, with at least a partial area of the shock absorber along the direction between the spring parts can be arranged. This allows a compact design of the strut to be realized.

In order to be able to realize a particularly high rigidity and a particularly high level of comfort, it is provided according to the invention that the chassis has a bearing device by means of which the axle carrier can be elastically attached to the structure and thus be elastically mounted on the structure. This means that the axle support is designed separately from the structure and is to be mounted elastically on the structure via the bearing device. The feature that the axle support can be elastically mounted on the structure by means of the bearing device can in particular be understood to mean that the bearing device allows specific or desired relative movements between the axle support and the structure within certain limits. As a result of this relative movement, for example at least one component of the bearing device is deformed, in particular elastically, as a result of which vibration energy is converted into deformation energy. As a result, the relative movements between the axle support and the structure are damped, which means that vibrations of the axle support can be dampened. As a result, excessive excitation, caused by the axle carrier, of the structure, for example, as a self-supporting body, can be avoided in particular when the motor vehicle is driving on an uneven surface and / or driving through potholes. As a result, excessive noises that can be perceived by the occupants of the motor vehicle can be avoided, so that a particularly high level of comfort, in particular a particularly high level of driving comfort, of the motor vehicle can be achieved. The aforementioned component of the bearing device is preferably formed from an elastically deformable material, in particular from a rubber or from an elastomer. Thus, the bearing device forms, for example, a rubber bearing, via which the axle support is to be resiliently mounted or mounted on the structure.

In order to be able to realize at the same time a particularly high rigidity of the structure and thus before beneficial driving characteristics of the motor vehicle, the chassis according to the invention also has a separate from the axle support-formed frame, which is connected to the axle support via the bearing device. The bearing device thus also allows Relativbe movements between the axle carrier and the frame, for example, a particularly vertical, relative movement between the axle carrier and the structure can be limited or limited by means of the frame. The frame is rigidly connected or connected to the structure by means of the Lagereinrich device to stiffen the structure. In other words, the structure can be stiffened or stiffened by means of the frame in that the frame can be or is rigidly connected to the structure by means of the bearing device. The feature that the frame can be or is connected to the structure by means of the storage device is in particular to be understood as meaning that at least one component of the storage device is or is used to connect the frame, in particular rigidly, to the structure. The storage facility thus has a double function. On the one hand, the bearing device is used to elastically connect the axle support to the structure. Here, the bearing device allows specific or desired relative movements between the axle support and the structure within certain limits, so that excessive excitation of the structure caused by the axle support, in particular vibration excitation, can be avoided. On the other hand, the storage device is used to rigidly connect the frame to the structure and thus to stiffen or stiffen the structure by means of the frame. As a result, a high stiffness, in particular a high torsional stiffness, of the structure can be guaranteed - while or although the axle support is elastically supported on the structure by means of the bearing device.

The feature that the frame can be or is rigidly connected to the structure can in particular be understood to mean that the frame is more rigid or less elastic on the structure than the elastic mounting of the axle carrier via the storage facility and in particular is less or not rubber-elastic the structure can be or is connected. In the case of the connection of the frame to the structure that can be or is realized by means of the storage device, in contrast For the elastic mounting of the axle carrier on the structure, no relative movements between the frame and the structure are specifically permitted, but the goal is to avoid or keep as low as possible such relative movements between the frame and the structure, for example resulting from elasticities and thus technically caused . This allows the structure to be stiffened effectively and efficiently. In other words, the frame is not connectable or connected to the structure via a specifically elastically deformable bearing element, but the frame is rigid or stiff and thus inelastic or non-elastic to the structure.

With the chassis according to the invention, the high level of comfort and high rigidity can be achieved in a manner that is particularly economical in terms of installation space, since the spring strut is used. In this way, compared to the solution without a strut, an upper link plane can be avoided, so that, for example, a particularly large installation space can be created that extends over a long distance in the transverse direction of the vehicle and / or in the longitudinal direction of the vehicle. This installation space can be used as storage space in order to be able to arrange components such as gas or pressure tanks and / or an electric drive for electrically driving the motor vehicle in the construction or storage space. The control arm is preferably arranged in a lower half of the strut in the vertical direction of the vehicle, in particular in a lower third in the vertical direction of the suspension strut, whereby it is preferably provided that the chassis according to the invention is free of control arms arranged above the wheel control arm in the vertical direction of the vehicle. In other words, no further wheel control arm is provided in the vertical direction of the vehicle above the wheel guide, so that an upper wheel guide plane can be or is not required. Here, for example, the spring takes over management tasks for guiding the wheel, so that the wheel is or can be guided, for example, by means of the wheel guide and by means of the spring strut relative to the axle carrier or relative to the structure. Alternatively or additionally, it is preferably provided that the Radlen ker is arranged at least partially, in particular at least predominantly or completely, in the vertical direction of the vehicle below the wheel rotation axis. The feature that the wheel guide is arranged at least predominantly below the wheel rotation axis in the vertical direction of the vehicle can in particular be understood to mean that more than half of the wheel guide is arranged below the wheel rotation axis in the vertical direction of the vehicle. Alternatively or additionally, it is conceivable that the chassis according to the invention is free of wheel control arms arranged in the vertical direction of the vehicle above the wheel axis of rotation. In other words, no further wheel control arm is provided in the vertical direction of the vehicle above the wheel axis of rotation, so that an upper wheel control arm plane can or is not required.

The chassis according to the invention is particularly advantageous for realizing an advantageous Flinter car or an advantageous rear axle of the motor vehicle, so that installation space, in particular for accommodating components, can be created in the area of the rear axle or the rear car.

In order to be able to achieve a particularly high level of rigidity, the frame has, for example, at least or precisely two longitudinal elements which, in particular when the chassis is installed, are spaced from one another in the transverse direction of the vehicle. The chassis assumes its installed position in the fully manufactured state of the motor vehicle. The frame also includes at least one transverse element via which the longitudinal elements are connected to one another. Thus, the frame is constructed, for example, like a frame or subframe. Furthermore, it is conceivable that the frame has at least or precisely one further cross element via which the longitudinal elements are connected. The Que relements are for example spaced apart from one another in the longitudinal direction of the vehicle when the chassis is installed.

Alternatively or additionally, it is conceivable that the axle support has at least or precisely two longitudinal supports, which are in the installed position of the chassis are spaced from one another in the transverse direction of the vehicle. Furthermore, the axle support has, for example, at least one cross member, via which the longitudinal supports are connected to one another. In particular, it is conceivable that the axle support has at least or precisely one further transverse support, the transverse support being spaced apart from one another in the longitudinal direction of the vehicle in the installed position of the chassis. The Längsträ are connected to each other via the cross members. The axle carrier can thus be constructed like a frame or subframe.

In order to achieve a particularly high level of comfort, it is provided in one embodiment of the invention that the bearing device comprises at least one first bearing element provided on the axle carrier. The axle support can be formed in one piece with the first bearing element, or the first bearing element and the axle support are designed components separately from one another, the first bearing element being connected to the axle support. For example, the first bearing element is welded ver to the axle support. The bearing device also comprises a second bearing element and at least one bearing core which is connected to the bearing elements and is made of an elastically deformable material, in particular of rubber or of an elastomer. The bearing core is connected to the bearing elements, for example by vulcanization. In particular, the bearing core can be vulcanized onto the first bearing element and / or the second bearing element. The bearing core is, for example, the previously mentioned elastically deformable component. In the event of relative movements between the axle support and the structure, the bearing core is elastically deformed, as a result of which kinetic or vibration energy, in particular of the axle support, is converted into deformation energy. This dampens any vibrations in the axle carrier.

In this case, the bearing device can be or is connected to the structure via the second bearing element. The bearing core allows relative movements between tween the bearing elements, the bearing core being elastically deformed by such relative movements between the bearing elements. Thereby the relative movements between the bearing elements are dampened. For example, the second bearing element is reversibly releasably connectable or connected to the structure. For example, the second bearing element can be screwed or screwable to the structure.

In order to be able to achieve a particularly high rigidity in a particularly space-saving manner, a further embodiment of the invention provides that the frame is connected to the second bearing element and rigidly connected to the structure via the second bearing element, bypassing the bearing core and the first bearing element connected is. For example, the frame is connected to the second bearing element in a reversibly releasable manner. In particular, the frame can be screwed to the second bearing element. For example, the second bearing element is formed separately from the frame and connected to the frame. The feature that the frame can be connected or connected to the structure via the second bearing element, bypassing the bearing core and bypassing the first bearing element, is to be understood, for example, as the fact that the frame is connected to the structure via the second bearing element is connectable or connected, a load path is designed or can be designed. Over this load path, loads or forces can be transmitted between the structure and the frame, for example during operation of the motor vehicle. This load path runs from the frame via the second bearing element to the structure or vice versa, the load path bypassing the bearing core and the first bearing element. This means that the load path does not run over the second bearing element and not over the bearing core, so that the frame cannot be elastically connected or tied to the structure like the axle carrier, but the axle carrier can be rigidly connected to the structure via the second bearing element tied up. In other words, it is preferably provided that the frame be related to the bearing elements and the bearing core can be or be connected to the structure exclusively via the second bearing element and is thus rigidly connectable or connected to the structure. In order to use the aforementioned construction or storage space effectively and efficiently, it is provided in a further embodiment of the invention that the chassis has at least one second frame. The second frame is formed separately from the first frame and separately from the axle support and separately from the structure. If the frame is referred to or referred to as the frame in the following, then - unless otherwise specified - this is to be understood as the first frame. At least one pressure tank for storing a compressed fuel, in particular reversibly detachable, is to be held or held on the second frame. For example, if the pressure tank is held on the second frame, then the pressure tank is part of the chassis according to the invention. For example, the second frame and the, in particular reversibly detachable, pressure tank held on the second frame form an in particular pre-mountable module, which in particular is preassembled independently of the first frame and the axle support and the structure and, for example, in the pre-assembled state at a work station or can be delivered on an assembly line. The preassembled module can then be moved in the preassembled and thus assembled state relative to the axle carrier and relative to the first frame and in particular arranged on the axle carrier and / or on the first frame and connected to the axle carrier and / or to the first frame. It is preferably provided that the second frame is connected to the first frame by means of the storage device. The storage device is thus also used to connect the second frame to the first frame, in particular rigidly, whereby a particularly space-saving and rigid connection of the pressure tank, also referred to as gas tank, to the structure can be represented.

The pressure tank is a container in which the fuel can be received or received in a compressed state and thus under pressure. The fuel is, for example, a gas at room temperature, i.e. at 22 degrees Celsius, and at atmospheric pressure, i.e. at 1,013 millibars, whereby it is preferably provided that the fuel can be taken up in the pressure tank in the liquid state. wise recorded and thus to be stored or saved. In particular, the fuel can be hydrogen or, in particular compressed, natural gas. In particular, the fuel can be compressed natural gas (CNG). By means of the natural gas, for example, an internal combustion engine for driving the motor vehicle can be operated in a fired mode. The hydrogen can be used, for example, to operate a fuel cell, in particular in such a way that the fuel cell can provide electrical energy or electrical current with the aid of the hydrogen. The electrical energy can for example be stored in an energy store and / or used to electrically drive the motor vehicle, in particular by means of at least one electrical machine. Thus, the chassis according to the invention enables the motor vehicle to be designed in a simple manner and as required either as a natural gas vehicle (CNG vehicle) or as a fuel cell vehicle (FCEV). Since the installation space for accommodating the pressure tank can be made particularly large in the manner described, a particularly large amount of fuel can be accommodated in the installation space and thus carried along. This enables a particularly long range to be achieved over which the motor vehicle can be driven and thus driven using the fuel.

It has been shown to be particularly advantageous if the second frame is connected to the second bearing element. It is preferably provided that the second bearing element is formed separately from the second frame and, in particular, is connected to the second frame in a reversibly releasable manner. For example, the second bearing element can be screwed to the second frame and thereby, in particular, can be reversibly releasably connected. In particular, it is conceivable that in the completely manufactured state of the motor vehicle, the second bearing element is fastened to the structure by means of a screw element designed as a screw, for example. As a result, the bearing device and, via this, the axle carrier are held on the structure by means of the screw element. In addition, both the first frame and the second frame are by means of the same Screw element held on the structure. The screw element penetrates, for example, a corresponding through opening of the Lagerele element as well as further corresponding through openings in the frames, so that both the second bearing element and thus the bearing device and the axle carrier and the frames are held or fastened to the structure by means of the same screw element. While the second bearing element and via this the racks are rigidly fastened to the structure or connected to the structure, the axle carrier is elastically mounted on the structure via the first bearing element, the bearing core and the second bearing element.

In order to be able to achieve a particularly high rigidity and a particularly high level of safety, the pressure tank is at least partially covered in the installed position of the chassis in the transverse direction of the vehicle to the outside by the aforementioned lateral longitudinal members of the axle carrier. In this way, for example, the pressure tank can be protected by means of the axle carrier. In addition, a particularly high rigidity of the axle support itself can be achieved, since, for example, the longitudinal supports are spaced apart from one another particularly far in the transverse direction of the vehicle.

In order to be able to stow a particularly large amount of fuel, it is provided in a further embodiment of the invention that a second pressure tank for storing one or the compressed fuel is held on the second frame. The previous and following remarks on the first pressure tank can easily be transferred to the second pressure tank and vice versa. The truck tanks are arranged one behind the other or one after the other in the longitudinal direction of the vehicle, for example, so that a particularly large amount of fuel can be accommodated in a space-saving manner.

In order to be able to realize a particularly high rigidity, in particular of the structure, it is provided in a further embodiment of the invention that the frame supports the aforementioned, in the vehicle transverse direction from each other. spaced longitudinal elements and which has at least one transverse element via which the longitudinal elements of the frame are connected to one another.

It is preferably provided that the second pressure tank is at least partially covered in the transverse direction of the vehicle to the outside by the longitudinal elements of the frame (first frame). As a result, the second pressure tank can also be protected, and the longitudinal elements of the first frame are particularly far apart in the transverse direction of the vehicle. A particularly high rigidity of the frame itself and consequently a high rigidity of the structure can thus be guaranteed.

In a particularly advantageous embodiment of the invention, the transverse element of the frame has at least one connecting element, by means of which the transverse element, in particular rigidly, can be or is connected to the structure. In particular, the transverse element can be screwed to the structure via the connec tion element, in particular directly. Here through the cross element and thus the frame are rigidly connected to the structure. The connecting element comprises, for example, an opening in particular designed as a through opening which is preferably thread-free. To connect the transverse element to the structure, a screw element designed for example as a screw is used in particular, which for example penetrates the opening. The transverse element is screwed to the structure by means of the screw element and is thereby rigidly connected to the structure. This allows the structure to be stiffened effectively and efficiently.

In a further, particularly advantageous embodiment of the invention, at least one electrical machine, in particular elastically, is mounted on the axle carrier, by means of which the vehicle wheel and thus the motor vehicle as a whole, in particular electrically, can be driven. The use of the chassis according to the invention thus also enables the motor vehicle to be designed as required or optionally as a hybrid or electric vehicle, in particular as a battery-electric vehicle (BEV). For this purpose, for example, in particular instead of the pressure tanks and instead of the second frame, the electric machine is mounted on the axle support. For this purpose, for example, a bearing is provided in addition to the bearing device, which is also referred to as a machine bearing or an engine bearing. By means of the mounting, the electrical machine is elastically mounted or can be mounted on the axle support. The previous and following statements on the bearing device, in particular with regard to the elastic mounting of the axle carrier on the structure, can easily be transferred to the mounting and vice versa. In particular with regard to an elastic mounting of the electrical machine's rule via the mounting on the axle support.

In a particularly advantageous embodiment of the invention, the electrical machine is at least partially covered in the installed position in the transverse direction of the vehicle to the outside by the side longitudinal members of the axle carrier. As a result, the electrical machine can be protected, and a particularly high rigidity of the axle carrier itself can be achieved.

In particular, it is conceivable that, in particular instead of the electric machine or with the elimination of the electric machine, the vehicle wheel is assigned a wheel hub motor by means of which the vehicle wheel and thus the motor vehicle can be electrically driven. The wheel hub motor can be supplied with electrical energy or electrical current, for example by means of the energy store, whereby the wheel hub motor can be operated as an electric motor and thus electrically drive the vehicle wheel or the motor vehicle.

The respective pressure tank is also referred to as a gas cylinder or gas container. The invention is based in particular on the following findings: Emission limit values are becoming ever stricter and can only be complied with with the previous drive concepts based on fossil fuels with considerable financial and technical effort. For this reason, it is advantageous to implement alternative drive concepts that are emission-free or at least almost climate-neutral. Emission free are, for example, battery-electric vehicles and fuel cell vehicles, with CNG vehicles, for example, being at least almost climate-neutral. The chassis according to the invention is, for example, an undercarriage architecture or enables the implementation of a rear car architecture, since a flinter axle of the motor vehicle, for example, can be or is implemented by the chassis. Thus, for example, the vehicle wheel is a rear wheel assigned to a rear axle, with the rear axle being arranged in the vehicle longitudinal direction behind a front axle in the fully manufactured state of the motor vehicle. Accordingly, the rear wheel is arranged behind a front wheel in the longitudinal direction of the vehicle. Thus, for example, the chassis according to the invention is arranged in the fully manufactured state of the motor vehicle in the region of a rear or in the region of a rear vehicle. Since the pressure tank or the pressure tanks or the electrical machine can be used optionally and thus as needed, in particular in such a way that the second frame and the pressure tanks via the second frame can be connected to the first frame via the second bearing element or to the electrical machine an axle support, in particular special elastic, can be stored, the chassis according to the invention enables the realization of a multifunctional rear car. This means that either the pressure tanks or the electric machine can be arranged in the area of the rear axle or in the rear section of the motor vehicle in order to design the motor vehicle as a CNG vehicle, FCEV or electric vehicle.

In particular, it is possible to use the chassis to display both electric vehicles with all-wheel or rear-wheel drive and a battery in an underbody, or fuel cell or CNG vehicles with all-wheel or front-wheel drive and gas bottles at the level of the rear axle. In order not to reduce the range of these vehicles, in particular with all-wheel drive, by an additional central drive on the rear axle, wheel hub drives on the rear axle are used in these vehicles.

In order to meet the requirements of all these drive concepts, new chassis and body or body concepts are advantageous, what can be realized by the invention. For example, the testing and approval of gas cylinders, especially in fuel cell vehicles, are costly and time-consuming because of the high operating pressure. For this reason, it is advantageous to use large-volume gas cylinders to keep their number low. If possible, gas cylinders with the same geometrical dimensions should be used. Thus, it is preferably provided that the pressure tanks have the same shape and / or the same size, at least around the outer circumference, so that the pressure tanks are preferably of identical construction. As a result, a particularly large amount of fuel can be carried along in a manner that is economical in terms of installation space.

Further ideas and findings on which the invention is based are that gas cylinders in the Flinter car can extend in diameter from a maximum floor area to a loading floor or a seat recess. In order to achieve a particularly long range for fuel cell or CNG vehicles, the loading floor is often raised locally or as a whole at the expense of the trunk. In the longitudinal direction, gas cylinders can extend maximally from side member to side member when installed transversely, which is why the widest possible longitudinal member track is advantageous. The respective longitudinal member is, for example, part of the structure. The longitudinal member track is to be understood as a distance running in the transverse direction of the vehicle between the longitudinal members of the body that are spaced apart from one another in the longitudinal direction of the vehicle. The transverse installation of the respective gas cylinder is to be understood as meaning that the respective gas cylinder has a longitudinal direction which extends transversely in the vehicle. A wide side member track can lead to a connection of an upper link level within the side member of the body, since for kinematic reasons a certain link length should not be fallen short of. A connection of the upper level of the link within the longitudinal member of the body is not desirable, however, since the length of the gas bottles has to be extremely shortened as a result. This conflict can be solved by the chassis according to the invention, since the chassis according to the invention can be used to implement a flinter axle without an upper link plane. In particular, a McPherson axle can be realized by using the suspension strut, in particular the McPherson suspension strut. In particular, by using the spring strut, a so-called spring strut axle can be implemented, which has the advantage that it can be both towed and driven and can also be designed as steerable axles. The strut axle is towed, for example in fuel cell or CNG vehicles with front-wheel drive, so that only the front axle can be driven or is designed as a driven axle with respect to the front axle and the rear axle. The strut axle is, for example, a driven axle so that both the front axle and the rear axle can be driven in relation to the front axle and rear axle. The aforementioned electric machine is then assigned to the strut axle, for example, in particular as a central rear motor, so that the rear axle can be driven as a rear motor by means of the electric machine. The front axle can also be driven. It is also conceivable to drive the front axle in a fuel cell or CNG vehicle and also to drive the rear axle by means of respective wheel hub motors.

Furthermore, it is conceivable that the aforementioned spring of the spring strut, in particular in a plane spanned by the longitudinal direction of the vehicle and the vertical direction of the vehicle, extends or is designed in a meander shape. In particular, it is conceivable that the aforementioned spring parts of the spring, in particular in the plane spanned by the longitudinal direction of the vehicle and the vertical direction of the vehicle, are designed in a meander shape or run in a meander shape. The spring or the spring parts can be formed from a plastic, in particular from a fiber-reinforced plastic, so that the spring is designed, for example, as a plastic spring, in particular as a meander-shaped plastic spring. By combining the strut axles with new types of spring shapes such as With the meander-shaped plastic spring described, the installation space for accommodating the pressure tanks or the electrical machine can be designed particularly well, particularly in the transverse direction, in that, for example, the longitudinal member track can be enlarged or widened. The elimination of the upper link plane on the strut axle, for example, is a drive shaft, via which the vehicle wheel can be driven by the electric machine, the highest geared chassis component. In other words, it is preferably provided that the chassis is free of a wheel guide, which is arranged in the vertical direction of the vehicle above the drive shaft, for guiding the vehicle wheel. Thus, in the vertical direction of the vehicle, no control arm for guiding the vehicle wheel is arranged above the drive shaft. As a result, in comparison to conventional solutions, the longitudinal member of the body can be pulled or guided further downwards in the vertical direction of the vehicle, in particular in comparison to conventional multi-link axles. As a result of this measure, the longitudinal support of the structure can be made particularly narrow, which in turn can benefit the maximum length of the gas bottles. Another advantage is that the side member of the superstructure can at least run almost straight, whereby a particularly advantageous introduction of force can be implemented in the event of an accident.

In principle, it is conceivable to screw the chassis, in particular a rear axle, rigidly to the structure in a manner analogous to the front axle. In this way, a particularly high level of rigidity can be achieved, whereby a particularly advantageous accident behavior can be represented. Such a rigid screw connection of the rear axle to the structure can, however, lead to an undesirable rolling noise, which can impair driving comfort. For this reason, the chassis according to the invention or the rear axle that can be realized by the chassis according to the invention can be elastically connected or tied to the structure. In contrast to this, the respective frame can be or is rigidly connected to the structure. If the two frames are used, for example the Achsträ is arranged between the frames in the vertical direction of the vehicle, so that the axle girder is, so to speak, framed by the frames. This is coming If the second frame is not used, the axle support is framed by the structure at the top and the first frame at the bottom.

The first and, for example, lower frame can form a further load level and ensure that not only the side members of the superstructure, but also the entire rear section, serve as an accident structure, in particular to absorb and absorb accident forces or accident energy. This can in particular be realized in that the respective pressure tank is held on the second frame and the second frame is connected to the first frame, in particular via the second bearing element. In this way, for example, forces starting from the respective pressure tank can be transferred to the first frame via the second frame and the second bearing element and be absorbed by the first frame. This allows additional transverse load paths, in particular through the Que relements of the first frame, to be created.

If the second frame, to which the cross element of the first frame could be connected, is not provided, for example, the Que relement of the first frame is connected, in particular rigidly connected, to structures adjoining the first frame or to the cross element, in particular the superstructure to create additional shear load paths. In particular, for example, the transverse element can be connected to a spare wheel recess and / or to a battery or to the aforementioned energy store.

A second aspect of the invention relates to a motor vehicle preferably designed as a motor vehicle, in particular as a passenger vehicle. The motor vehicle comprises a structure, preferably designed as a self-supporting body, and a chassis, in particular a chassis according to the invention, according to the first aspect of the invention. The chassis has an axle support formed separately from the structure and at least one wheel guide, which is held in an articulated manner on the axle support, for guiding a vehicle wheel of the motor vehicle. In addition, the chassis has at least one spring strut, via which the wheel guide and the vehicle are sprung and damped wheel supported on the structure of the motor vehicle.

In order to be able to realize a particularly high level of comfort and a particularly high rigidity in a space-saving manner, the second aspect of the invention provides that the chassis has a bearing device by means of which the axle carrier is elastically attached to the structure and thereby elastically to the structure is stored. In addition, the chassis has a frame which is formed separately from the axle support and which is connected to the axle support via the bearing device and is rigidly connected to the structure by means of the bearing device in order to stiffen the structure. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

A third aspect of the invention relates to a modular system for producing at least two construction variants of a chassis for motor vehicles. Due to the construction variants of the chassis, the respective motor vehicle can be designed particularly easily either as an electric vehicle, in particular as a battery-electric vehicle, or as a CNG or fuel cell vehicle. For this purpose, the modular system comprises an axle support that spans design variants and is used both in one or for a first of the design variants and in the or for the second design variant. The modular system also includes a multi-variant bearing device, by means of which the axle carrier can be elastically fastened to a structure of the respective motor vehicle and thus be mounted elastically on the respective structure. The modular system also includes a cross-design variant and articulated on the axle support for guiding a vehicle wheel of the respective motor vehicle. The modular system also includes at least one suspension strut that extends across all design variants, by means of which the control arm and the vehicle wheel can be supported on the respective structure in a sprung and damped manner. The modular system also includes a cross-variant and separate from the axle beam and First frame formed separately from the structure, which is connected to the axle support via the bearing device and can be rigidly connected to the respective structure by means of the bearing device in order to stiffen the respective structure.

In addition, the modular system comprises at least one construction variant-specific second frame on which at least one pressure tank for storing a compressed fuel is held. The feature that the second frame is construction variant-specific can in particular be understood as meaning that the second frame is used exclusively in one of the construction variants in relation to the first construction variant and the second construction variant. In addition, the modular system includes a construction variant-specific electrical machine, which is therefore used exclusively in the other construction variant in relation to the construction variants. To produce the first variant, the second Ge alternate with the pressure tank held on it can be connected to the axle support by means of the bearing device, or to produce the second variant, the electrical machine is to be mounted on the axle support, in particular bypassing the bearing device. Advantages and advantageous configurations of the first aspect and the second aspect of the invention are to be regarded as advantages and advantageous configurations of the third aspect of the invention and vice versa.

The invention is also intended to include a method for manufacturing a landing gear, in particular a landing gear according to the invention according to the first aspect of the invention. In the method, for example, the aforementioned module, also referred to as assembly, is provided in the preassembled or assembled state, the pressure tank being held on the second frame, in particular reversibly detachable, in the preassembled or assembled state. Furthermore, it is preferably provided that in the preassembled state the second pressure tank, in particular reversibly detachable, is held on the second frame. For example, the respective pressure tank is held on the frame via a respective tensioning strap and / or reversibly releasable. Furthermore, a further module is provided, for example, which has the axle support and the first frame connected to the axle support. Thus, for example, the further module is provided in its preassembled state, in which the first frame is connected to the axle carrier. The modules are provided in a detached state, that is to say in a state not yet connected to one another. After the modules have been provided, the modules are moved relative to one another in such a way that, for example, the first module is arranged on the second module and connected to the second module. For this purpose, for example, the second frame is connected to the first frame and to the axle carrier by means of the bearing device, in particular via the second bearing element. The interconnected modules then form, for example, an overall module which can be moved relative to the rest of the motor vehicle, in particular relative to the structure, and fastened or mounted on the structure in the manner described.

The invention also includes developments of the motor vehicle according to the invention and the modular system according to the invention which have features as they have already been described in connection with the further developments of the chassis according to the invention. For this reason, the corresponding developments of the motor vehicle according to the invention and the modular system according to the invention are not described here again. The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger vehicle or truck, or as a passenger bus or motorcycle. The invention also includes the combinations of the features of the embodiments described.

Exemplary embodiments of the invention are described below. This shows:

Fig. 1 is a schematic perspective view of a first embodiment of a chassis according to the invention; 2 shows a schematic perspective view of the chassis according to a second embodiment;

3 shows a detail of a schematic front view of the chassis according to the second embodiment;

FIG. 4 shows a detail of a schematic side view of the chassis according to FIG. 3;

5 shows a schematic bottom view of the chassis according to the second embodiment; and

Fig. 6 is a fragmentary schematic and sectional side view of the chassis according to the second embodiment.

The exemplary embodiments explained below are preferred embodiments of the invention. In the Ausführungsbeispie len, the described components of the embodiments each represent individual features of the invention that are to be considered independently of one another and that further develop the invention in each case also independently of one another. Therefore, the disclosure is intended to include combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

In the figures, the same reference symbols denote functionally identical elements.

Fig. 1 shows in a schematic perspective view, in particular a section or partially, a chassis 10 according to a first embodiment for a motor vehicle, which is preferably designed as a motor vehicle, in particular a passenger vehicle. In the completely manufactured state of the motor vehicle, the chassis 10 is part of the motor vehicle, which can be seen in detail from FIGS. 4 to 6 Structure in the form of a self-supporting body 12 includes. The chassis 10 has an axle support 14 which is formed separately from the body 12 and is held at least indirectly, in particular directly, on the body 12 in the fully manufactured state of the motor vehicle. 2 to 6 show a second embodiment of the chassis 10. As can be seen from a synopsis of FIGS. 1 and 3 or 1 and 4, the chassis 10, in particular in its fully manufactured state, comprises at least one articulated on the axle carrier 14 The wheel control arm 16 held for guiding a vehicle wheel 18 that can be seen in FIG. 4. This means that the wheel control arm 16 can guide the wheel 18 relative to the axle carrier 14 and relative to the body 12. The wheel control arm 16 is an example, in particular a simple, wishbone. The wheel control arm 16 can be part of a lower control arm level 20, which can comprise the wheel control arm 16 and optionally at least or precisely one further wheel control arm 22 for guiding the vehicle wheel 18, also simply referred to as a wheel.

The wheel control arm 16 is articulated on the one hand to the axle carrier 14 and on the other hand articulated to a wheel carrier 24 so that the axle carrier 14 can be pivoted about respective pivot axes relative to the axle carrier 14 and relative to the wheel carrier 24. As a result, the wheel guide 16 allows relative movements between the vehicle wheel 18 and the body 12, in particular in the vertical direction of the vehicle, so that the wheel can deflect and rebound relative to the body 12 in the vertical direction of the vehicle. With such a compression and rebound, the wheel control arm 16 is pivoted relative to the axle carrier 14 and relative to the wheel carrier 24.

A wheel hub 26 recognizable from FIG. 4 is rotatably mounted on the wheel carrier 24, for example, so that the wheel hub 26 can be rotated about a wheel axis of rotation 28 relative to the wheel carrier 24. The vehicle wheel 18 is rotationally fixedly connected to the wheel hub 26 so that the vehicle wheel 18 can rotate about the wheel axis of rotation 28 relative to the wheel carrier 24 and relative to the body 12. The vehicle wheel 18 is a ground contact element, via which the motor vehicle in the vertical direction of the vehicle on a Ground can be supported or supported. The vertical direction of the vehicle is illustrated, for example, in FIG. 3 by a double arrow 30.

The chassis 10 forms, for example, an axle 32 of the motor vehicle, in particular designed as a flinter axle, the axle 32 comprising the vehicle wheel 18. The axle 32 also includes a further vehicle wheel, not visible in the figures, which is spaced apart from the vehicle wheel 18 in the transverse direction of the vehicle. The previous and following explanations regarding the vehicle wheel 18 can easily be transferred to the other, further vehicle wheel and vice versa.

The chassis 10 and thus the axle 32 also include a particularly well from Fig. 3 and 4 recognizable strut 34, via which the wheel handlebar 16, the wheel carrier 24 and thus the vehicle wheel 18 is sprung and especially in the vertical direction of the vehicle upwards on the body 12 ge damped can be supported or supported. For this purpose, the strut 34 can be supported or supported at least indirectly, in particular directly, on the wheel carrier 24 or on the vehicle wheel 18, and on the other hand, at least indirectly, in particular directly, on the body 12.

The strut 34 per se is, for example, formed separately from the wheel carrier 24 and, in particular, in a non-articulated manner, connected to the wheel carrier 24. The spring strut 34 comprises a, in particular hydraulic, shock absorber 36 and a spring 38, also referred to as a spring element. In the exemplary embodiment shown in FIGS. 3 and 4, the spring 38 comprises two spring parts 40 and 42 which are formed separately from one another and at least indirectly, in particular can be directly connected to one another. Furthermore, it is conceivable that the spring parts 40 and 42 are formed in one piece with one another. The spring parts 40 and 42 are at least partially, in particular at least predominantly or completely, spaced from one another in the vehicle longitudinal direction, the vehicle longitudinal direction being illustrated by a double arrow 44 in FIG. 4. The shock absorber 36 is arranged in the vehicle longitudinal direction between the spring parts 40 and 42, with the shock absorber 36, for example, moving in the vehicle longitudinal direction towards the front by the spring part 42 and in the vehicle longitudinal direction towards the rear by the spring part 40 each at least partially, in particular at least predominantly or completely, overlaps or is covered. Thus, the shock absorber 36 is net angeord between the spring parts 40 and 42, so that, for example, the shock absorber 36 is at least partially arranged in the spring 38.

It can be seen particularly well from FIG. 4 that the spring 38 is designed in a meandering manner. Here, the spring parts 40 and 42 run at least essentially in a meandering manner in a plane spanned by the longitudinal direction of the vehicle and the vertical direction of the vehicle.

In order to be able to realize a particularly high stiffness and a particularly high level of comfort, in particular driving comfort, in a particularly space-saving manner, the chassis 10 comprises a bearing device 46 by means of which the axle support 14 can be or fastened elastically to the body 12 and thus elastically to be stored or stored on the body 12. In addition, the chassis 10 comprises a first frame 48 formed separately from the axle support 14 and separately from the body 12, which is connected to the bearing device 46 or via the bearing device 46 to the axle support 14, in particular elastically. In addition, the frame 48 is rigidly connected to the body 12 by means of the bearing device 46, whereby the body 12 is stiffened or stiffened by means of the frame 48.

The bearing device 46 comprises at least or exactly four bearing units 50. The respective bearing unit 50 has a first bearing element 52 provided on the axle carrier 14, at least one second bearing element 54 and a bearing core 56 connected to the respective bearing elements 52 and 54. The bearing core 56 is made of an elastically deformable material and is preferably made of rubber or an elastomer. Thus, the bearing core 56 allows relative movements between the bearing elements 52 and 54. Through these relative movements between the bearing elements 52 and 54, the bearing core 56 is elastically deformed, whereby kinetic or vibration energy is converted into deformation energy. As a result, the relative movements between the bearing elements 52 and 54 are attenuated by means of the bearing core 56. The respective bearing unit 50 or the bearing device 46 is connected to the body series 12, in particular rigidly, via the respective second bearing element 54. The bearing element 54 is, for example, a bushing which is penetrated by a screw element formed, for example, as a screw. As a result, the bearing element 54 is screwed to the body 12, as a result of which the respective bearing unit 50 is screwed, in particular directly, to the body 12. As a result, the bearing device 46 is held on the body 12. Thus, the bearing cores 56 relative movements between the axle support 14 and the body rie 12 within certain limits, whereby the bearing cores 56 are elastically deformed ver. As a result, the relative movements between the axle support 14 and the body 12 are damped, which means that excessive excitations of the body 12 caused by the axle support 14 can be avoided. The frame 48 is connected, in particular directly and / or rigidly, to the respective bearing element 54. In particular, the frame 48 is screwed to the respective Lagerele element 54 by means of the aforementioned screw element. The bearing cores 56 thus also permit relative movements between the axle support 14 and the frame 48.

From Fig. 1 it can be seen that the frame 48 has a plate 58 per bearing unit 50, which element is screwed to the respective second Lagerele element 54, in particular by means of the aforementioned screw element. As a result, the frame 48 is rigidly connected to the body 12, whereby the body 12 is effectively and efficiently stiffened. The respective plate 58 can limit relative movements between the axle support 14 and the frame 48 and thus relative movements between the axle support 14 and the body 12, since, for example, the respective bearing element 52 as a result of relative movements between the axle support 14 and the frame 48 in support system with the Plate 58 can come. The axle support 14 has at least or exactly two longitudinal supports 60 which are spaced apart from one another in the transverse direction of the vehicle and which are connected to one another via cross members 62 of the axle support 14. The Querträ ger 62 are spaced from each other in the vehicle longitudinal direction. The vehicle transverse direction is illustrated in FIG. 1 by a double arrow 64. The Ge alternate 48 has two lateral longitudinal elements 66, which are spaced from one another in the vehicle transverse direction. In addition, the frame 48 in the present case has at least or precisely three transverse elements 68 which are spaced apart from one another in the longitudinal direction of the vehicle. The longitudinal elements 66 are connected to one another via the transverse elements 68. Thus, both the axle support 14 and the frame 48 have a frame structure, so that a particularly high rigidity of the axle support 14 or the frame 48 itself can be represented.

In the first embodiment shown in FIG. 1, the chassis 10 comprises an electric machine 70, by means of which the vehicle wheel 18 or the vehicle wheels of the axle 32 and thus the motor vehicle as a whole can be electrically driven. For this purpose, the electrical machine 70 is supplied with electrical energy, which is stored in an energy storage device of the motor vehicle, which is designed for example as a battery, in particular as a high-voltage battery. The energy store is arranged, for example, in an underbody of the motor vehicle or the body series 12. The electric machine 70 is a central drive arranged between the vehicle wheels of the axle 32, by means of which both the vehicle wheel 18 and the other vehicle wheel can be driven. When using such a central drive or when using the electric machine 70, the vehicle wheel 18 is assigned a shaft, also referred to as drive shaft 72, via which the wheel hub and thus the vehicle wheel 18 can be driven by the electric machine 70. It can be seen particularly well from FIG. 3 that the wheel control arm 16 or all wheel control arms of the chassis 10 or the axle 32 are arranged in the vertical direction of the vehicle below or at most at the level of the drive shaft 72, so that the axis 32 or the chassis 10 is free from vertical Direction above the drive shaft 72 arranged wheel links for Füh Ren of the wheel 18 is. In other words, there is no control arm above the drive shaft 72 in the vertical direction of the vehicle for guiding the vehicle wheel 18. As a result, a particularly large installation space, in particular extending in the transverse direction of the vehicle, can be created in which, for example, the electrical machine 70 can be arranged. In addition, for example, side longitudinal members 74 of the body 12 can be arranged particularly high in the vertical direction of the vehicle and designed to be particularly narrow in the transverse direction of the vehicle, so that a particularly large installation space is available, in particular between the vehicle wheels. In addition, it is provided that the electrical machine 70 is at least partially covered by the side members 60 of the axle carrier 14 towards the outside in the transverse direction of the vehicle.

In the second embodiment, which can be seen, for example, in FIG. 2, the chassis 10 comprises a second frame 76 formed separately from the body 12, separately from the axle carrier 14 and separately from the frame 48. Pressure tanks 78 and 80, in particular, are on the second frame 76 reversibly detachable, held. It can be seen from FIG. 5 that the pressure tanks 78 and 80 are held on the second frame 76 by means of tensioning straps 82, in particular in a reversibly releasable manner. In the pressure tanks 78 and 80, a compressed fuel, for example in the form of compressed natural gas or in the form of compressed hydrogen, can be taken up or taken up. By using the first embodiment of the chassis 10, the motor vehicle can thus be designed as an electric vehicle, in particular as a battery-electric vehicle. By using the second embodiment of the chassis 10, the motor vehicle can be configured as a natural gas or fuel cell vehicle, for example.

The second frame 76 is connected, in particular directly and / or rigidly, to the respective second bearing element 54, so that the second frame 76 is connected to the first frame 48 via the bearing elements 54, in particular directly and / or rigidly. In particular, the frame 76 is rigidly attached to the body 12. To this end, for example, the previously called the screw element respective through openings of the frame 48, the bearing element 54 and the frame 76, whereby the frame 76, the bearing element 54 and thus the bearing device 46 and the frame 48 are screwed to the body 12 by means of the screw element and are thus attached to the body 12 .

Part of an exhaust system 84 can also be seen from FIG. 2, by means of which, for example, an exhaust gas from a fuel cell or an exhaust gas from an internal combustion engine can be discharged. The exhaust gas from the fuel cell can be water or water vapor. The fuel cell can be operated with hydrogen, for example. The internal combustion engine is, for example, a gas engine which, in its fired mode, can be operated by means of the compressed natural gas or by means of the compressed fuel.

It can be seen particularly clearly from FIG. 2 that the pressure tank 78 is at least partially covered in the transverse direction of the vehicle outwardly by the longitudinal members 60 of the axle carrier 14. In addition, the pressure tank 78 is at least partially covered or overlapped in the vehicle longitudinal direction to the front by a first of the cross members 62 and in the vehicle longitudinal direction to the rear by the second cross member 62. The pressure tank 80 is at least partially covered in the vehicle transverse direction to the outside by the longitudinal elements 66 of the frame 48, the pressure tank 80 being covered or overlapped in the vehicle longitudinal direction towards the rear by the first cross member and / or by the second cross member 62.

Looking at FIGS. 1 and 2 together, it can be seen that either the electrical machine 70 is mounted on the axle support 14 or the pressure tanks 78 and 80 are or are connected to the frame 48 by means of the frame 76. Thus, if the second embodiment of the chassis 10 is used in the motor vehicle, then the vehicle wheel 18 - as can be seen from FIGS. 3 and 4 - is assigned a wheel hub motor 86, by means of which the vehicle wheel 18 can be driven. In this case, the wheel hub 26 is, for example, a rotor or a component of a rotor of the wheel hub motor 86, the stator of which can, for example, be fastened to the axle carrier 24, at least in a rotationally test.

From Fig. 5 it can be seen that the control arm 22 can be formed out as a trapezoidal arm. In addition, it can be seen from FIG. 5 that at least two of the transverse elements 68 have respective connecting elements 88. By means of the respective connecting element 88, for example in the first embodiment, the frame 48 is connected, in particular directly and / or rigidly, to the body 12, in particular screwed to the body 12. The connecting elements 88 are therefore, in addition to the plates 58 and in addition to the bearing device 46, connecting elements with which the frame 48 can be connected to the body 12, in particular directly and / or rigidly.

In the second embodiment, for example, the connecting elements 88 are used to connect the frame 48, in particular directly and / or rigidly, to the second frame 76, in particular to screw it. This can be seen particularly well from FIG. 6. The second Ge alternate 76 with the cross elements 68 having the connecting elements 88 includes cross elements 90 which are connected by means of the connecting elements 88 to the cross elements 68 of the first frame 48 having the connecting elements 88. In addition, it can be seen from FIG. 6 that the transverse elements 68 of the frame 48 represent transverse load paths by means of which, for example, in the event of an accident, in particular a side impact, accident-related loads can be absorbed and supported. In this way, particularly good accident behavior can be achieved. In addition, the body 12 can thereby be stiffened particularly effectively and efficiently.

In order to mount the electrical machine 70 on the axle support 14, in particular elastically, a bearing unit 92, also referred to as an elastic mount, is provided. The electrical machine 70 is mounted, in particular elastically, on the axle carrier 14 via the bearing unit 92. For this purpose, the storage unit 92 comprises several and preferably at least or exactly three Bearing components 94, via which the electrical machine 70 is each elastically mounted on the axle support 14. The previous and following statements on the respective bearing unit 50 can easily be transferred to the respective bearing component 94 and vice versa. Thus, for example, the bearing component 94 comprises a first bearing part provided on the electrical machine 70 and a second bearing part provided on the axle carrier 14 as well as a bearing core via which the bearing parts are connected to one another. The bearing core is, for example, elastically deformable and made from an elastically deformable material such as a rubber or an elastomer. As a result, the bearing unit 92 allows relative movements between the electric machine 70 and the axle carrier 14 within certain limits, these relative movements between the electric machine 70 and the axle carrier 14 being damped. As a result, excessive excitation of the body 12 caused by the electrical machine 70 can be avoided.

Claims

PATENT CLAIMS:

Chassis (10) for a motor vehicle, with an axle support (14), with at least one articulated control arm (16) held on the axle support (14) for guiding a vehicle wheel (18) of the motor vehicle, and with at least one spring strut (38), via which the control arm (16) and the vehicle wheel (18) can be supported on a body (12) of the motor vehicle in a sprung and damped manner,

marked by

- A bearing device (46), by means of which the axle support (14) can be elastically fastened to the structure (12) and thereby be mounted elastically on the structure (12); and

- A frame (48) formed separately from the axle support (14), wel Ches verbun via the bearing device (46) with the axle support (14) and for stiffening the structure (12) by means of the Lagereinrich device (46) rigidly with the structure (12) is connectable.

Chassis (10) according to claim 1,

characterized in that

the bearing device (46) at least one on the axle support (14) before seen first bearing element (52), at least one second La gerelement (54) and at least one with the bearing elements (52, 54) connected and formed from an elastically deformable material th bearing core (56), wherein the bearing device (46) can be connected to the structure (12) via the second bearing element (54).

Chassis (10) according to claim 2,

characterized in that

the frame (48) is connected to the second bearing element (54) and can be rigidly connected to the structure (12) via the second bearing element (54), bypassing the bearing core (56) and the first bearing element (52).

Chassis (10) according to one of the preceding claims, characterized in that

At least one second frame (76) is provided, on which at least one pressure tank (78) for storing a compressed fuel is to be held or held, the second frame (76) being connected to the first frame (48) by means of the storage device (46) ) connected is.

5. chassis (10) according to claims 3 and 4,

characterized in that

the second frame (76), in particular rigidly, is connected to the second bearing element (54).

6. chassis (10) according to claim 4 or 5,

characterized in that

the pressure tank (78) is at least partially covered to the outside in the transverse direction (64) of the vehicle by lateral longitudinal members (60) of the axle carrier (14).

7. chassis (10) according to one of claims 4 to 6,

characterized in that

a second pressure tank (80) for storing a compressed fuel is held on the second frame (76).

8. chassis (10) according to one of the preceding claims,

characterized in that

the frame (48) has two longitudinal elements (66) spaced from one another in the transverse direction (64) of the vehicle and at least one transverse element (68) via which the longitudinal elements (66) are connected to one another. 9. chassis (10) according to claims 7 and 8,

characterized in that

the second pressure tank (80) is at least partially covered to the outside in the transverse direction (64) of the vehicle by the longitudinal elements (66) of the frame (48).

10. chassis (10) according to claim 8 or 9,

characterized in that

the transverse element (68) has at least one connecting element (88) by means of which the transverse element (68) can be connected, in particular rigidly, to the structure (12).

11. chassis (10) according to claim 9 or according to claim 8 and one of claims 4 to 7,

characterized in that

the transverse element (68) has at least one connecting element (88) by means of which the transverse element (68) is connected, in particular rigidly, to the second frame (78).

12. Chassis (10) according to one of the preceding claims,

characterized in that

on the axle carrier (14) at least one electrical machine (70), by means of which the vehicle wheel (18) can be driven, in particular elastically, is mounted.

13. Chassis according to claim 12,

characterized in that

the electrical machine (70) in the transverse direction of the vehicle (64) is at least partially covered to the outside by lateral longitudinal members (60) of the axle carrier (14).

14. Motor vehicle, with a body (12), and with a chassis (10), which has:

- An axle support (14) formed separately from the structure (12);

- At least one articulated on the axle support (14) held wheel control arm (16) for guiding a vehicle wheel (18) of the motor vehicle; and

- At least one spring strut (38), via which the control arm (16) and the vehicle wheel (18) are supported on the structure (12) of the motor vehicle in a sprung and damped manner; characterized in that

the chassis (10) has:

- A bearing device (46), by means of which the axle support (14) is elastically attached to the structure (12) and thereby elastically mounted on the structure (12); and

- A frame (48) formed separately from the axle support (14), wel Ches verbun via the bearing device (46) with the axle support (14) and for stiffening the structure (12) by means of the Lagereinrich device (46) rigidly with the structure (12) is connected.

15. Modular system for the production of at least two construction variants of a chassis (10) for motor vehicles, with:

- An axle support (14) across all construction variants;

- A multi-design storage device (46), by means of which the axle carrier (14) can be elastically fastened to a structure (12) of the respective motor vehicle and can therefore be stored elastically on the structure (12);

- At least one control arm (16), which is cross-design and is articulated on the axle support (14), for guiding a vehicle wheel (18) of the respective motor vehicle;

- At least one cross-design suspension strut (38), via which the control arm (16) and the vehicle wheel (18) can be supported on the respective structure (12) in a sprung and damped manner;

- A construction variant spanning and separately from the axle support (14) formed first frame (48), which is connected via the storage device (46) to the axle support (14) and rigidly with to stiffen the respective structure (12) by means of the bearing device (46) can be connected to the respective structure (12);

- At least one construction variant-specific second frame (76), on which at least one pressure tank (78) is held for storing a Kom primed fuel; and

- With an electrical machine (70) specific to the design variant, where the second frame (76) with the pressure tank (78) held thereon by means of optionally for producing a first of the design variants the bearing device (46) can be connected to the axle support (14) or, in order to produce the second design variant, the electrical machine (70) is to be mounted on the axle support (14).