WO2022073814A1 - Liaison à points multiples pour le train de roulement d'un véhicule - Google Patents

Liaison à points multiples pour le train de roulement d'un véhicule Download PDF

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Publication number
WO2022073814A1
WO2022073814A1 PCT/EP2021/076736 EP2021076736W WO2022073814A1 WO 2022073814 A1 WO2022073814 A1 WO 2022073814A1 EP 2021076736 W EP2021076736 W EP 2021076736W WO 2022073814 A1 WO2022073814 A1 WO 2022073814A1
Authority
WO
WIPO (PCT)
Prior art keywords
load
structural elements
porosity
multipoint link
segment
Prior art date
Application number
PCT/EP2021/076736
Other languages
German (de)
English (en)
Inventor
Andre Stieglitz
Ingolf Müller
Paul Niemöller
Frank Jung
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 WO2022073814A1 publication Critical patent/WO2022073814A1/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
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/121—Constructional features of arms the arm having an H or X-shape
    • 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
    • B60G2206/70—Materials used in suspensions
    • B60G2206/71—Light weight materials
    • B60G2206/7104—Thermoplastics
    • 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
    • B60G2206/7105—Porous materials, ceramics, e.g. as filling material

Definitions

  • Multipoint link for a chassis of a vehicle
  • the invention relates to a multipoint link for a chassis of a vehicle according to the preamble of claim 1.
  • the present invention also relates to a method for producing a multipoint link for a chassis of a vehicle according to claim 17.
  • Multipoint links such as wishbones, trailing arms, links of multi-link axles and the like, are used in practically all wheel suspensions and axles of motor and commercial vehicles and are used for the defined movable connection or to limit the degrees of freedom of movement of the wheel relative to the vehicle chassis.
  • links often also serve to carry out body-supporting tasks by transferring spring and damper forces.
  • links are also part of the steering and roll suspension of a vehicle, where they then connect to a steering gear or stabilizer.
  • a link can be realized as a 2-point link, as a 3-point link, as a 4-point link or as a 5-point link.
  • multi-point links are made of metal in the form of cast iron, steel or aluminum, with the steel variant in particular being characterized by high strength, rigidity and ductility.
  • a significant disadvantage of multipoint links made of metal is that they are very heavy, additional post-processing is usually necessary during production and measures against corrosion must also be taken.
  • multi-point links are now made of fiber composite materials in order to achieve a particularly light, load-bearing construction that is also easily adaptable in terms of geometry.
  • DE 10 2015 104 656 A1 discloses a multipoint link of the type mentioned at the outset, which comprises a body made of injection-molded plastic that has at least two load introduction regions that are connected to one another by a connecting structure.
  • Draw multipoint links made of plastic compared to multi-point links made of metal due to a significantly lower dead weight. The production of such a multipoint link from a plastic is carried out in large series since the costs for the provision of injection molds are high.
  • a multipoint link for a chassis of a vehicle comprising a body that has at least two load application areas that are connected to one another by a connecting section, the body constructed by an additive manufacturing process having at least two mutually parallel base surfaces, each with a completely closed surface has, between which an open-pored, porous structure is formed, wherein the porosity of the structure in the connecting section is predetermined by the load to be absorbed by the body.
  • the continuous construction of the body through the additive manufacturing process makes it possible to produce a multipoint link of the type mentioned at low cost in small numbers.
  • the body Due to the open-pored, porous structure, which is formed in one direction between the two base surfaces arranged parallel to one another, the body can be produced by an additive manufacturing process, i.e. by a liquid process, such as polymerization from a liquid, or by a powder bed process, realize.
  • the generative Manufacturing process requires that after the completion of the manufacturing process, existing material, which may be in liquid or powder form depending on the process, can be removed from inside the body.
  • existing material which may be in liquid or powder form depending on the process
  • the open-pored porous structure is characterized in that cavities formed in the structure due to the porosity are connected to one another by openings, so that a material flow through the cavities to the outside is made possible.
  • the efficient use of materials is characterized in particular by a reduction in material costs and the production time when carrying out the additive manufacturing process. The reduction in material thus also brings about a reduction in the occupancy time of the device for carrying out the additive manufacturing process. Binder jetting, laser sintering (selective laser sintering), selective laser melting (selective laser melting), selective heat sintering or selective electron beam melting, for example, come into consideration as powder bed methods.
  • the porosity of the structure is predetermined by the load to be absorbed by the body of the multipoint link.
  • the porosity of the structure inside the body can vary in terms of expression and location, with the variation in the porosity of the structure being predetermined by the load to be absorbed by the body. This ensures that only as much material is used for the construction of the structure inside the body by the additive manufacturing process as is necessary for the respective load cases to which the multipoint link is exposed during operation.
  • the porosity represents the ratio of the void volume to the total volume of the body.
  • the body of the multipoint link is preferably made of a plastic or a metallic material.
  • the porous structure inside the body can be partially formed by building up a large number of structural elements which enclose cavities between themselves and/or the base surfaces.
  • the volume of the cavities by enclosed by the structural elements determines the porosity of the structure inside the body.
  • the structural elements can have different dimensions.
  • the structural elements can be flat elements, in particular ribs.
  • the structural elements can be rod-shaped elements, in particular webs or struts.
  • An essentially supporting structure is created by the structural elements. This takes into account the aspect of economy in the manufacture of the body using the additive manufacturing process. At the same time, the lightweight effect is reinforced.
  • the structural elements can be designed to be open-pored, at least in sections, with the porosity of the structural elements being predetermined by the load to be absorbed by the body.
  • the structural elements that form the structure inside the body also have porosity.
  • the porosity of the structural elements themselves is determined as a function of the load which is introduced into the connection section via the load introduction areas.
  • the structure inside the body and the structural elements that form the structure can be designed to be completely porous. Within the cavities enclosed by the structural elements and/or the base areas, the structure therefore has a porosity that differs from that of the structural elements. This further minimizes the amount of material needed to manufacture the body, without thereby influencing the required strength and rigidity requirements of the body.
  • the body can be made stiffer and stronger by varying the magnitude of the porosity along the main load directions.
  • existing main load directions in the body can be made stiffer and stronger.
  • the body can preferably be divided into several load segments. By dividing the body into different load segments, the type and magnitude of the loads occurring in a load segment of the body can be taken into account when designing the internal structure.
  • a load segment is defined as an area or portion of the body that is subjected to a specific type and/or magnitude of stress. Different load segments of the body differ from each other in terms of the type and/or magnitude of the load.
  • the body can be divided into at least two different load segments.
  • the porosity of the structure and/or structural elements may vary between different load segments.
  • the porosity can vary depending on the type and/or magnitude of the loads occurring in a load segment.
  • the porosity of the structural elements can also have the value zero, i.e. the structural elements consist of a solid material.
  • the porosity of structural elements within a load segment can be lower than the porosity of the respective structure filling the cavities in this load segment. This also serves to reduce the amount of material used in the manufacture of the body.
  • a first load segment can preferably lie in the respective load application area of the body.
  • a low porosity of the internal structure of the body is required in the first load segment, which is in a load application area.
  • the load introduced in the load application areas of the body can be distributed over a very short distance over the cross section of the connecting section via a narrow branch due to the large number of porous structural elements and/or structural elements made of solid material. This avoids local stress peaks. Bending stresses can be of at least minor importance in the load application areas due to an increased thickness of the body, ie a greater extension of the load application areas in the vertical direction than the connecting section.
  • a second load segment can be located in the area of at least one narrowing of the connecting section running in the vertical direction, the narrowing starting from one of the load introduction areas and forming a transition into an intermediate section of the connecting section located between the load introduction areas.
  • a narrowing of the connecting section of the multi-point link can be necessary in order to do justice to the installation space that is often only available to a limited extent in the area of the chassis.
  • the waist means a section-by-section reduction in the expansion of the connecting section compared to the load introduction areas in the vertical direction. The waist adjoins the respective load application area and extends in sections in the longitudinal direction of the connecting section.
  • the load is concentrated on a smaller cross-section than in the first load segment.
  • the porosity of the structure and the structural elements in the respective second load segment should still be very low in order to be able to absorb the loads. Increased loads occur in particular in the tapered edge layer of the respective second load segment, which is why the edge layer should be designed with relatively thick walls.
  • a third load segment and a fourth load segment can be provided, with the fourth load segment being arranged between two third load segments.
  • the third load segment serves to homogenize the transmitted force over the entire cross-sectional area of the connecting section, which adjoins the respective waist, ie the second load segment.
  • the bending components contained in the load are increasingly relevant.
  • the fourth load segment experiences an increased tendency to buckle transverse to the longitudinal axis of the body as a result of a compressive load.
  • the fourth load segment can therefore be secured against bending by the design of the structural elements in the shear panel.
  • the fourth load segment of the connection section can have a higher porosity of the structure and/or of the structural elements than the first and second load segments close to the load introduction.
  • a deliberately adjusted variation of the The porosity of the inner structure and/or the structural elements can be used explicitly in this case in order to obtain a body of the multipoint link that is adapted to the loads.
  • the porosity of the structure within a load segment can vary from the first load segment to the fourth load segment.
  • the structure and the structural elements of adjacent load segments can be smoothly merged into one another in order to achieve a locally optimal and continuously changing mechanical behavior of the connecting section or of the body.
  • the load segments may be separated from one another by transverse ribs running transversely of the body.
  • the transverse ribs can be arranged oriented perpendicularly to the center plane in the body, i.e. the transverse ribs extend in the transverse and vertical directions.
  • the structural elements can preferably have an inclination in the longitudinal direction and/or transverse direction of the body.
  • the longitudinal direction designates an extension running along a longitudinal axis of the body.
  • the body has a longitudinal extension in the longitudinal direction.
  • the transverse direction denotes an extension running perpendicularly to the longitudinal axis of the body, which spatially lies in one plane with the longitudinal direction.
  • the body has a width dimension in the transverse direction.
  • the vertical direction denotes an extension running perpendicularly to the longitudinal axis of the body, which extends perpendicularly to the plane of the longitudinal and transverse directions.
  • the body has a vertical extent in the vertical direction, which is generally much more limited by the available space than the width of the body in the transverse direction.
  • the inclined arrangement of the structural elements in areas subject to tensile or compressive forces can be combined with an internal structure that is primarily subject to shear stress. It is therefore advantageous to arrange or form structural elements with a preferred orientation in a +/-45° direction.
  • the structural elements with increasing distance from a central plane of the body towards the tensile forces or Areas subjected to compressive forces have a flattening angle.
  • the median plane of the body is to be understood as an imaginary plane extending longitudinally and transversely from the midpoint of the body.
  • the midplane may also be physically formed as one or more structural members extending longitudinally and laterally continuously. As a result, the structural elements can extend from the center plane or be divided by it.
  • some of the structural elements can have a course that is radially curved in sections.
  • the structural elements following a curved path can run at a shallow angle near the base surfaces, while they enclose an angle of approximately 45° with a structural element running parallel to the base surface.
  • the structural elements following a curved path can have a parabolic course. Due to the curved course of the structural elements, the acting shear stress in the body can be represented.
  • the structural elements, which are arranged in particular in the third and fourth load segment have a substantially S-shaped course in the vertical direction of the body.
  • the structural elements have different angles to the longitudinal axis of the body over their course.
  • the structural elements can particularly preferably have a tangent-continuous course, i.e. a course without edges or kinks.
  • At least the structural elements arranged in the first load segment can run essentially parallel to the center plane of the body.
  • the course of the structural elements parallel to the central plane corresponds to the orientation of the forces that are introduced into the body in the load application areas. These are primarily compressive or tensile forces.
  • the connecting section can have an extent in the longitudinal direction of the body that is greater than in the vertical direction of the body, with the body having an outer contour that widens continuously in the longitudinal direction of the body, the maximum extent of which is in the middle of the body lies.
  • the outer contour of the connecting section which widens continuously in the longitudinal direction of the body, creates a large axial area moment of inertia in order to be able to absorb the compressive forces that are introduced without the connecting section buckling or bulging.
  • the fourth load segment of the connection section can have a higher porosity than the areas close to the load introduction, since the load in the area of the fourth load segment is already introduced uniformly into the inner structure and is distributed over an increased width of the connection section in the transverse direction.
  • the multi-point link can be designed as a 2-point link.
  • the object set at the outset is solved by a method for producing a multipoint link for a chassis of a vehicle with the features of independent claim 17 .
  • a method for producing a multipoint link for a chassis of a vehicle comprising the implementation of an additive manufacturing method for constructing a body from a powdered or liquid material, the body being constructed with at least two load application areas which are connected by a connecting section are connected to one another, an open-pored structure being built up between two mutually parallel base surfaces, each with a completely closed surface, the porosity of the structure being predetermined by the load to be absorbed by the body.
  • the generative process is based on a liquid process or a powder bed process.
  • the porosity of the structure can be varied inside the body, the variation in the porosity of the structure being determined by the load to be carried by the body.
  • the porosity ie the location of cavities inside the body, is determined by the respective type and magnitude of the load that occurs.
  • the one in particular Continuous, structure of the body by the additive manufacturing process makes it possible to produce a multi-point link of the type mentioned in small numbers, which is adapted to the loads to be absorbed. This is favored by the fact that the porous design of the body results in a reduction in material and thus the production time is minimized.
  • a material made of a plastic or a metallic material is preferably used.
  • the structure can be formed by building up a large number of structural elements which enclose cavities between themselves and/or the respective base area.
  • the porosity of the body can be shaped by the volume of the cavities enclosed by the structural elements and the number and wall thickness of the structural elements. This takes into account the aspect of economy in the manufacture of the body using the additive manufacturing process.
  • the lightweight effect is reinforced.
  • the structural elements can be manufactured with different wall thicknesses.
  • the structural elements can be made porous, at least in sections, with the porosity of the structural elements being predetermined by the load to be absorbed by the body.
  • the body can preferably be made stiffer and stronger by varying the magnitude of the porosity of the structure and the structural elements along the main load directions.
  • FIG. 1 shows a schematic representation of a chassis according to the prior art in a partial view
  • FIG. 2 shows a schematic representation of a multipoint link according to the invention in an isometric view
  • 3 shows a schematic representation of the multipoint link according to the invention in a sectional view along the line AA according to FIG. 2 and a detailed view; and;
  • FIG 4 shows a schematic representation of the multipoint link in a side view (A) and a top view (B).
  • the chassis 1 shows a schematic representation of a chassis 1 of a vehicle, in particular a commercial vehicle, according to the prior art in a partial view.
  • the chassis 1 comprises two longitudinal beams 2, a steerable axle 3 and a steering rod 4 extending in the longitudinal direction of the vehicle (not shown).
  • a U-shaped roll stabilizer 5 is arranged on the steerable axle 3 .
  • the roll stabilizer 5 is connected in an articulated manner to the respective longitudinal member 2 by a two-point link 7 assigned to the roll stabilizer 5 at the end (only one of which is shown in FIG. 1).
  • the two-point link 7 has a load introduction area 8 at each end, at which the two-point link 7 is connected in an articulated manner to the roll stabilizer 5 or the longitudinal member 2 .
  • the two-point links 7 arranged on the roll stabilizer 5 are designed here as so-called coupling rods. Also extending in the longitudinal direction of the vehicle is a leaf spring assembly 6 which is arranged below the side member 2 and parallel to the steering rod 4 . The two-point link 7 extends in the vertical direction between the leaf spring assembly 6 and the steering rod 4 . The installation space between the leaf spring assembly 6 and the steering rod 4 that is available transversely to the longitudinal direction of the vehicle is very limited.
  • the two-point link 7 known from the prior art is made of a metallic material so that the two-point link 7 has the necessary rigidity to prevent a buckling or bulging of a connecting section 9 due to the compressive forces to be absorbed by the two-point link 7, which are caused by the oppositely arranged Load application areas 8 are initiated in the two-point link 7.
  • the multi-point link 10 is designed in the illustrated embodiment as a two-point link and includes a Body 11 , which has two load application areas 13 at the end, which are connected to one another by a connecting section 14 formed between the load application areas 13 .
  • the body 11 is preferably symmetrical.
  • the extension of the connecting portion 14 in the longitudinal direction x of the body 11 is greater than in its vertical direction z.
  • the body 11 has at least two base surfaces 12 arranged parallel to one another, each with a completely closed surface, between which an open-pored structure 18 is formed.
  • the open-pored porous structure 18 is characterized in that cavities are connected to one another by openings, so that a flow of material through the cavities to the outside is made possible.
  • the body 11 is permeable in the area lying between the base surfaces 12 due to the open-pored structure 18 .
  • the body 11 has a peripheral, open-pored outer surface that runs between the base surfaces 12 .
  • the base surfaces 12 are each interrupted by a cylindrically shaped recess 21.
  • a bearing mount 15 is arranged in the respective recess 21 .
  • the respective bearing mount 15 is used to hold a joint or joint part--not shown.
  • the respective joint can be designed as a ball joint or as an elastomer joint or as a part of the same.
  • the connecting section 14 has an outer contour that widens continuously in the longitudinal direction x of the body 11 , the maximum extent of which in the transverse direction y lies in the middle of the body 11 .
  • the body 11 has an essentially elliptical outer contour.
  • the outer contour of the body 11 can also be essentially diamond-shaped.
  • the connecting section 14 has a greater extension in the vertical direction z of the body 11 than an intermediate section 16 of the connecting section 14 located between the load application areas 13.
  • a narrowing 17 forms in the transition from the respective load application area 13 to the intermediate section 16.
  • the body 11 has a structure 18 that is open-pored, at least in sections. Furthermore, structural elements 19 and 20 are provided, which can also be open-pored at least in sections.
  • the open-pored structure 18 inside the body 11 is partially formed by the structural elements 19 , 20 .
  • the body 11 is produced by an additive manufacturing process. In this case, the body 11 is constructed from a thermoplastic or a metallic material, in particular continuously, in one construction direction. The construction is preferably carried out starting from one of the base surfaces 12 in the vertical direction z. The structure ends accordingly with the final parallel base surface 12.
  • the open-pored design of the structure 18 and/or the structural elements 19, 20 enables production according to an additive manufacturing process, which is based on a liquid process, such as polymerization from a liquid, or on a powder bed process based. After the completion of the manufacturing process, excess material that is present, which is in liquid or powder form depending on the method, can be removed from the interior of the body 11 along the open-pored porous structure.
  • the representation in Fig. 3 schematically shows the multipoint link 10 according to the invention in a sectional view along the line AA according to Fig. 2 and a detailed view of the intermediate section 16.
  • the structural elements 20 extend essentially in the longitudinal direction x of the body 11.
  • the structural elements 20 are arranged essentially parallel to one another.
  • Sections or layers with the open-pored structure 18, which connect the structural elements 20 to one another, are located between the structural elements 20 that run parallel and are spaced apart from one another.
  • the porosity of the structure 18 varies within a respective section lying between two adjacent structure elements 20 .
  • the arrangement of the bearing mount 15, which is located within the recess 21 formed during the manufacturing process.
  • the integration of the bearing mount 15 takes place during the construction of the body 11.
  • the bearing mount 15 is placed in the resulting load application areas 13 perpendicular to the direction of construction on the already formed base surface 12 and subsequently surrounded by the structure 18 and the structural elements 20.
  • the structural elements 20 extending essentially in the longitudinal direction x have a changing course in the transition to the area of the waist 17 .
  • the structural elements 20 can at least partially transition into a profile that is curved at the end.
  • Structural elements 19 of the intermediate section 14 directly or indirectly adjoin the ends of the structural elements 20 .
  • the structural elements 19 of the intermediate section 14 have a different course due to the loads to which the body 11 is exposed in this area. While essentially tensile and compressive forces are introduced in the load application areas 13 via the bearing mounts 15, the intermediate section 14 has an increased tendency to buckle in the vertical direction z as the distance from the load application areas 13 increases as a result of the compressive load. This area is secured against bending by the different design of the structural elements 19 in the shear panel.
  • the center plane 22 of the body 11 is to be understood as an imaginary plane which extends in the longitudinal direction x and the transverse direction y, starting from the center point of the body 11 .
  • FIG. 3 illustrates the internal structure of the body 11 with its porous structure 18 and the structural elements 19. From the respective Base surface 12 and the structural elements 19 adjoining this, cavities 23 are formed. An open-pored structure 18 that fills the cavity 23 is formed in these cavities 23 during the, in particular continuous, construction of the body 11 . The porosity of the structure 18 differs from the porosity of the structural elements 19 delimiting the cavity 23 . Cavities 24 are also formed between adjacent structural elements 19 . An open-pored structure 18 is also formed in these cavities 24 and fills the respective cavity 24 .
  • the porosity of the structural elements 19, 20 in the exemplary embodiment shown has the value zero, ie the structural elements 19, 20 consist of a solid material. The porosity of the structural elements 19, 20 can vary depending on the type and/or magnitude of the loads that occur, ie assume a value other than zero, which results in a saving in material.
  • the profile of the structural elements 19 which adjoin the respective base surface 12 or merge into it have an essentially S-shaped profile in the vertical direction z of the body 11 .
  • the structural elements 19 Toward the center plane 22 of the body 11, the structural elements 19 have a preferred orientation in a +/-45° direction.
  • the structural elements 19 have different angles to the longitudinal axis or center plane 22 of the body 11 over their course, at least in the vertical direction.
  • the structural elements 19 can particularly preferably have a tangent-continuous course, i.e. a course without edges or kinks.
  • the arrangement of the structural elements 19 or the porous structure 18 with a preferred orientation of +/ ⁇ 45° to the center plane 22 is advantageous.
  • the structural elements 19 have a flattening angle as the distance from the center plane 22 increases towards the base surfaces 12 subjected to tensile and compressive loads. This arrangement of the structural elements 19 and the porous structure 18 means that they are optimally aligned in accordance with the effective shear field.
  • the structure 18 has a porosity which is predetermined by the load to be carried by the body 11 .
  • This is illustrated in the detailed view according to FIG. 3 in that the open-pored structure 18 within the cavities 23 and 24 in turn forms open cavities 25 of different sizes.
  • the structure 18 becomes formed from thin-walled sections which are connected to one another in such a way that they enclose cavities 25 in sections. Neighboring cavities 25 are interconnected by openings. In this way, a continuous, open-pored structure 18 is created, which is permeable to a liquid used in the production process or a powdered material used, so that it can be removed from the interior of the body at the end of the production process.
  • the structural elements 19, 20 have a porosity which is also predetermined by the load to be absorbed by the body 11.
  • Fig. 4 shows a schematic representation of the multipoint link in a side view (A) and a top view (B).
  • the body 1 1 is divided into several load segments 26, 27, 28, 29. By dividing the body 1 1 into different load segments
  • a load segment 26, 27, 28, 29 denotes an area or a section of the body 11 which is subjected to a specific type and/or magnitude of load. Different load segments 26, 27, 28, 29 of the body 11 differ from one another with regard to the type and/or magnitude of the load that occurs.
  • the porosity of the structure 18 and/or the structural elements 19, 20 can vary between the different load segments 26, 27, 28, 29. The respective porosity can vary depending on the type and/or magnitude of the loads occurring in a load segment 26, 27, 28, 29.
  • the porosity of the structural elements 19, 20 can also have the value zero, i.e. the structural elements 19, 20 consist of a solid material. In particular, the porosity of the structural elements 19, 20 within a load segment 26,
  • 27, 28, 29 must be less than the porosity of the structure 18 filling the cavities 23, 24 in this load segment 26, 27, 28, 29.
  • a first load segment 26 is in the respective load introduction area 13 of the body 11.
  • a low porosity of the inner structure 18 and/or the structural elements 20, ie a high density of the structure 18, is required.
  • the initiated in the load application areas 14 of the body 11 Tensile/compressive stress in the case of a multipoint link 10 designed as a two-point link is thus introduced over a very short path through a narrow branch due to the large number of structural elements 20 of low porosity and/or structural elements 20 made of solid material over a very short path into the connecting section 14. This avoids local stress peaks. Bending loads can be negligible or at least of secondary importance in the load application areas 13 due to the increased thickness of the body 11, ie the greater expansion of the load application areas 13 in the vertical direction z than the connecting section 14.
  • a second load segment 27 is located in the area of the waist 17 of the connecting section 14 running in the vertical direction z, the waist 17 starting from the respective load introduction area 13 and forming a transition into the intermediate section 16 of the connection section 14 located between the load introduction areas 13.
  • the waist 17 means a reduction in sections of the expansion of the connecting section 14 compared to the load application areas 13 in the vertical direction z.
  • the waist 17 connects to the respective load application area 13 and extends in sections in the longitudinal direction x of the connecting section 14.
  • the load is concentrated on a smaller cross section than in the first load segment 26.
  • the porosity of the structure 18 and the Structural elements 19, 20 in the respective second load segment 27 is therefore very small in order to be able to absorb the loads introduced. Increased loads occur in particular in the tapered edge layer of the base surface 12 of the respective second load segment 27, which is why the base surface 12 is designed with relatively thick walls.
  • third load segments 28 and a fourth load segment 29 are provided, with the fourth load segment 29 being arranged between the two third load segments 28 .
  • the third load segment 28 serves to homogenize the transmitted force over the entire cross-sectional area of the connecting section 14 which adjoins the respective waist 17, ie the second load segment 27.
  • bending components contained in the load are increasingly relevant.
  • the fourth load segment 29 experiences an increased tendency to buckle transversely to the longitudinal axis of the body 11 as a result of a compressive load introduced in the first load segment 26 .
  • the fourth load segment 29 is therefore secured against bending by the design of the structural elements 19 in the shear panel.
  • the fourth load segment 29 of the connecting section 14 can have a higher porosity of the structure 18 and/or the structural elements 19 than the first load segments 26 and second load segments 27 close to the load introduction.
  • a specifically adjusted variation of the porosity of the inner structure 18 and/or the structural elements 19 can be used explicitly in this case in order to obtain a body 11 of the multipoint link 10 which is adapted to the loads.
  • the porosity of the structure 18 increases from the first load segment 26 to the fourth load segment 29 . This allows the structure 18 and the structural elements 19, 20 of mutually adjacent load segments 26, 27, 28, 29 to merge smoothly into one another, in order to achieve locally optimal and continuously changing mechanical behavior of the connecting section 14 or of the body 11.
  • the load segments 26 , 27 , 28 , 29 can also be separated from one another by transverse ribs 30 running in the transverse direction y of the body 11 .
  • the transverse ribs 30 extend perpendicular to the center plane 22.

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

Abstract

L'invention concerne une liaison à points multiples (10) pour le train de roulement d'un véhicule, comprenant un corps (11) qui présente au moins deux régions d'application de charge (13) reliées entre elles par une section de liaison (14). Le corps (11), qui est produit au moyen d'un procédé de fabrication génératif, présente au moins deux surfaces de base (12) disposées parallèlement l'une à l'autre, chaque surface ayant une surface complètement fermée, entre lesquelles une structure à pores ouverts (18) est formée qui est conçue pour être poreuse, la porosité de la structure (18) dans la section de liaison (14) étant spécifiée par la charge devant être reçue par le corps (11).
PCT/EP2021/076736 2020-10-06 2021-09-29 Liaison à points multiples pour le train de roulement d'un véhicule WO2022073814A1 (fr)

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DE102020212623.2 2020-10-06
DE102020212623.2A DE102020212623A1 (de) 2020-10-06 2020-10-06 Mehrpunktlenker für ein Fahrwerk eines Fahrzeugs

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220373025A1 (en) * 2019-10-30 2022-11-24 Vibracoustic Se Bearing structure component

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5889409A (ja) * 1981-11-19 1983-05-27 Toyota Motor Corp サスペンシヨンロアア−ム
WO2003000543A1 (fr) * 2001-06-25 2003-01-03 Stefano Segato Procede pour la fabrication d'une structure de manivelle de pedalier pour bicyclettes et vehicules similaires, et structure de manivelle de pedalier obtenue a l'aide de ce procede
DE102015104656A1 (de) 2014-03-26 2015-10-01 Hqm Sachsenring Gmbh Bauteil, insbesondere Fahrwerkstrebe bzw. -lenker oder Elastomerlager
DE202019106036U1 (de) * 2019-10-30 2019-12-02 Vibracoustic Ag Lagerstrukturbauteil

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5889409A (ja) * 1981-11-19 1983-05-27 Toyota Motor Corp サスペンシヨンロアア−ム
WO2003000543A1 (fr) * 2001-06-25 2003-01-03 Stefano Segato Procede pour la fabrication d'une structure de manivelle de pedalier pour bicyclettes et vehicules similaires, et structure de manivelle de pedalier obtenue a l'aide de ce procede
DE102015104656A1 (de) 2014-03-26 2015-10-01 Hqm Sachsenring Gmbh Bauteil, insbesondere Fahrwerkstrebe bzw. -lenker oder Elastomerlager
DE202019106036U1 (de) * 2019-10-30 2019-12-02 Vibracoustic Ag Lagerstrukturbauteil

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220373025A1 (en) * 2019-10-30 2022-11-24 Vibracoustic Se Bearing structure component

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