DE102016006945B3 - Subframe for a motor vehicle - Google Patents

Abstract

Subframe (1) for a motor vehicle, comprising two longitudinal members (2) spaced apart from each other, which are interconnected directly or indirectly via at least one cross member (3), wherein the side members (2) are each formed by a chassis actuator (7).

Description

The present invention relates to a subframe for a motor vehicle according to the preamble of claim 1.

A subframe, also called axle carrier or subframe, is an assembly for a motor vehicle with a self-supporting body, which primarily forms the body-side pivot points of the suspension and can also serve for storage of drive unit, transmission, steering and / or transfer case. The subframe is connected either rigidly or elastically to an underbody of a body of the motor vehicle.

The DE 10 2013 020 563 A1 shows an actively adjustable suspension for the wheels of an axle of a motor vehicle, in which each wheel is articulated body side via several wheel guide and each wheel with a body side mounted, a torsion bar having rotary actuator is in operative connection, and in the active adjustment of the two rotary actuators via a Control unit can be controlled. The rotary actuators and the torsion bars of the rotary actuators are aligned in the vehicle longitudinal direction and the rotary actuators each have a direction of vehicle transverse direction strut for torque support. In a preferred embodiment, a subframe is provided, the subframe comprising two longitudinal members oriented in the vehicle longitudinal direction, a transverse cross member oriented in the vehicle transverse direction and a transverse cross member oriented in the vehicle transverse direction, wherein the front cross member has an open cross section through which a stabilizer alley oriented in the vehicle transverse direction is formed and that the strut of one swivel actuator having the attachment portion, the control device attached to the attachment portion, and the strut of the other swivel actuator are disposed in the stabilizer alley.

The EP 1 043 516 A1 describes a suspension of a motor vehicle with a torsional vibration damper having a rotor and a stator, as well as with a wheel-guiding arm, wherein the torsional vibration of the wheel-guiding arm via a torsionally rigid and angularly movable connecting element, which is connected to the rotor, is controlled. Alternatively, the connection between the link and the rotor may also be positive, material or non-positive, wherein the stator is mounted on the vehicle body via a rotationally rigid but angularly movable support. For the attachment of the torsional vibration damper trained as brackets bearing blocks are provided on the subframe.

Object of the present invention is to provide a subframe for a motor vehicle, in which a Fahrwerksaktuator is particularly space-saving integrated.

This object is solved by the features of patent claim 1.

A subframe for a motor vehicle has two longitudinal members spaced parallel to one another, which are connected to one another directly or indirectly via at least one cross member, wherein the longitudinal members are each formed by a chassis actuator.

By the side rails of the subframe are each formed by a Fahrwerksaktuator, the Fahrwerksaktuator can be so space-saving integrated into the subframe, that there is almost no difference to a conventional subframe. There is also the possibility of an optional Verbwerks the Fahrwerksaktuators without major structural adjustments by this is easily replaced in motor vehicles without Fahrwerksaktuator again by a corresponding conventional side member, for example, from an extruded profile. The assembly of the subframe is particularly simple and flexible when the individual components are bolted together and not welded. The subframe has an open U-shape with a single cross member and a closed frame shape, similar to a square, with two cross members. Optionally, the subframe can still be stiffened with a stiffening element, such as a truss-like strut cross.

In a preferred embodiment, the chassis actuator comprises an actuator housing, wherein the actuator housing forms a primary load path. The actuator housing gives the suspension actuator the necessary stability, so that it is ensured that the internal components are not affected by the mechanical load on the subframe. The actuator housing in particular has a flange connection, via which it can be screwed to the cross member or a front node element.

In a preferred embodiment, the chassis actuators are each directly connected to a front node element, wherein the front node elements in turn receive the at least one cross member between them. The front node elements are particularly preferably made of a cast material, in particular gray cast iron, a plastic or steel and have various recordings for Radführungselemente or assembly bearings. The front node elements form the interface between the cross member and the chassis actuators designed as longitudinal members, in particular their actuator housings.

In a preferred embodiment, the chassis actuators are each directly connected to a rear node element. The rear node elements have corresponding receptacles for Radführungselemente.

In a preferred embodiment, each of the two Fahrwerksaktuatoren each operatively connected to a handlebar. The handlebar is connected at its free end to a wheel carrier of a corresponding wheel, so that the compression movement of the wheel is transmitted via the handlebar to the Fahrwerksaktuator.

In a preferred embodiment, the chassis actuators are each designed as electromechanical rotational dampers. The electromechanical rotational damper receives via the handlebar the compression movements of the wheel initiated on a transmission, which in turn is operatively connected to an electric machine, so that on the one hand the energy from the rotational movement into electrical energy converted and on the other hand with appropriate energization of the electric machine, a damping force can be applied ,

Further details and advantages of the invention will become apparent from the following description of a preferred embodiment with reference to the drawings.

Show:

1 an isometric top view of a subframe;

2 an isometric partial view of the subframe.

According to the 1 has a subframe 1 a front in the direction of travel FR and transverse to this extending cross member 3 , at each end of which a front node element 5 followed. In the present case, for better clarity, only a front node element 5 shown, however, is the subframe 1 formed mirror-symmetrical overall and so would be the other front node element 5 opposite. The two front. node elements 5 consist of a cast material and have various shots for Radführungselemente or assembly bearings (not shown). At each of the two front node elements 5 is one each as a side member 2 trained suspension actuator 7 via one on its actuator housing 8th arranged flange connection arranged. The actuator housing 8th can be made of a (fiber-reinforced) plastic profile or a steel profile. The chassis actuator 7 is present as an electromechanical rotary damper with an electric drive, via a transmission to a handlebar 9 acts, educated. The driver 9 is present desachsiert to the center line of the actuator housing 8th arranged. Alternatively to the direct connection of a handlebar 9 to the chassis actuator 7 Instead, a coupling, not shown, are connected to another suspension link articulated. The suspension actuators 7 are each aligned substantially in the direction FR. At the free end of the chassis actuators 7 opposite the front node elements 5 is in each case a rear node element 6 at the respective Fahrwerksaktuator 7 arranged. Also the rear node elements 6 each have recordings for wheel guide elements. The subframe 1 is a total of a truss-like stiffening element 4 stiffened.

The 2 shows the subframe 1 out 1 again in a partial view, with particular focus on the connection of the actuator housing 8th of the chassis actuator 7 with the front 5 and the rear node element 6 was laid. The driver 9 out 1 is not shown here, so that its connection to the Fahrwerksaktuator 7 , in particular on the transmission part, it will be apparent.

LIST OF REFERENCE NUMBERS

FR

direction of travel

1

subframe

2

longitudinal beams

3

crossbeam

4

stiffener

5

front node elements

6

rear node element

7

Fahrwerksaktuator

8th

actuator housing

9

handlebars

Claims (6)

Subframe ( 1 ) for a motor vehicle, comprising two parallel spaced side members ( 2 ), which indirectly or directly via at least one cross member ( 3 ) are interconnected, characterized in that the longitudinal members ( 2 ) each of a Fahrwerksaktuator ( 7 ) are formed. Subframe ( 1 ) according to claim 1, characterized in that the Fahrwerksaktuator ( 7 ) an actuator housing ( 8th ), wherein the actuator housing ( 8th ) forms a primary load path. Subframe ( 1 ) according to claim 1 or 2, characterized in that the chassis actuators ( 7 ) each directly with a front Node element ( 5 ), the front node elements ( 5 ) turn the at least one cross member ( 3 ) between them. Subframe ( 1 ) According to one of claims 1 to 3, characterized in that the chassis actuators ( 7 ) each directly with a rear node element ( 6 ) are connected. Subframe ( 1 ) According to one of claims 1 to 4, characterized in that each Fahrwerksaktuator ( 7 ) each with a handlebar ( 9 ) is operatively connected. Subframe ( 1 ) according to one of claims 1 to 5, characterized in that the chassis actuators ( 7 ) are each designed as electromechanical rotational damper.

Images