Motor vehicle component and method for producing same

Abstract

The invention relates to a motor vehicle component and to a method for producing same, comprising a first component (1) and a second component (11) made of steel, the first component having a joining surface (13) on an end section (5) and the second component having a joining surface (14), the first component and the second component are arranged at an angle (alpha) to each other and are connected by a weld seam (18) on the joining surfaces facing each other, the joining surface of the first component having a non-cut bevel (7), by means of which a joining gap (15) between the joining surface of the first component and the joining surface of the second component has a V-shaped configuration, the end portion has an interface surface (10) on the end side, which interface surface extends substantially at right angles to the longitudinal axis (L) of the wall of the first component, the interface surface has a width (b) measured at right angles to the longitudinal axis (L), which width is greater than the wall thickness (t1) of the wall of the first component, and the first component adjoins the second component with the interface surface.

Description

Technical Field

[0001] The invention relates to a motor vehicle component according to the features of the preamble of claim 1 and to a method for producing a welded motor vehicle component according to the features of the preamble of claim 6 . Background Art

[0002] Welding is a specific manufacturing method for welded components and one of the most important and widely used joining methods, especially in automobile construction. Welding is understood to mean the inseparable material connection of components with or without welding aids under the application of heat and pressure. In joint welding, the components are joined together to form a welded component by means of a weld seam at the weld joint. Several welded components form a welded assembly, and several welded assembly forms a welded structure.

[0003] By welding, components or component sections are connected to one another in such a way that they can meet the requirements imposed on them over the expected service life. For this purpose, the welded connection needs to meet the required quality standards and quality characteristics. These quality standards and quality characteristics are strictly related to the requirements of the respective component in use. If the weld seam irregularities that occur during or after welding can be tolerated for the use of the welded component, then sufficient quality can be expected.

[0004] The weld joint is the area in which the welded parts merge into one another. At the weld joint, the weld formation and weld condition have a decisive influence on the functionally relevant parameters of the weld, such as penetration. Penetration is the distance between the surface of the base material melted by welding and the original surface of the base material, i.e. the depth of the molten zone in the base material.

[0005] There is a strict relationship between penetration depth and bond strength, and weld seam strength and weld seam quality are of particular importance, particularly in motor vehicle components which are subject to high loads during driving. Summary of the invention

[0006] Starting from the prior art, the object of the present invention is to improve the load-bearing properties and increase the service life of a motor vehicle component welded from at least two components without disadvantageously increasing the weight, and to specify a method for producing a welded motor vehicle component having improved welding results.

[0007] According to the invention, a motor vehicle component is provided for the purpose of achieving part of this object.

[0008] This object is achieved in part according to the method by a method according to claim 6 .

[0009] Advantageous developments and embodiments of the motor vehicle component according to the invention and of the method according to the invention are the subject matter of the dependent claims.

[0010] The motor vehicle component according to the invention has a first component and a second component. The two components are made of steel and are connected by welding technology by means of at least one weld seam. The first component has a wall with a wall thickness, and the second component has a wall with a wall thickness. The first component and the second component each have a joint surface. The two components are arranged at an angle to each other and are connected by a weld seam at the joint surfaces facing each other.

[0011] According to the invention, the joining surface on the end section of the first component has a bevel produced without cutting.

[0012] The end section of the first component is provided with a weld preparation which is optimized for the welding technical joint. The joint surface is extended by a section of an inclined surface. Due to the inclined surface in the joint surface of the end section, the joint gap between the joint surface of the first component and the joint surface on the second component is configured in a V shape. The joint gap between the end section of the first component and the second component is configured in a V shape. Due to the inclined surface and the V-shaped joint gap, a very good penetration depth is achieved in the first component. The penetration depth indicates the depth of the melting zone in the base material. The present invention improves the penetration depth, in particular in the first component. A component-optimized and process-technically improved penetration depth is produced in the first component without melt penetration occurring in the thinner wall of the second component.

[0013] The invention provides a motor vehicle component which has a longer service life without increasing the weight of the component. The welded joint between two components is highly stable and has optimized static and, in particular, dynamic load-bearing properties.

[0014] The motor vehicle component according to the invention, in particular a chassis component, such as an axle, in particular a composite link axle, is particularly a composite link axle, which comprises a first component in the form of a torsion profile and a plurality of second components in the form of side arms or longitudinal links.

[0015] Motor vehicle components of the type according to the invention may be all welded structures in which at least two components with different wall thicknesses are connected by a welded joint, in particular by a T-, L- or X-joint.

[0016] The wall of the first component and the wall of the second component can have the same wall thickness. The wall thicknesses of the first component and the second component can also be different from each other. The present invention is particularly advantageous for motor vehicle components in which the wall thickness of the first component is greater than the wall thickness of the second component. It is also possible that the wall thickness of the first component is less than the wall thickness of the second component.

[0017] In particular, when the welded motor vehicle components consist of components with different wall thicknesses, it has been found that due to the difference in wall thickness it is difficult to achieve a high penetration of the weld seam in the thicker component (i.e. the component with the greater wall thickness) without weld penetration occurring in the component with the smaller wall thickness. Due to the lower penetration, the service life of the welded motor vehicle component may be reduced.

[0018] Due to the bevel and the V-shaped joining gap, a high penetration depth in the first component (ie the component with the thicker or stronger wall) is ensured.

[0019] The invention reliably ensures a penetration depth of 2% to 10% with a flank penetration length of 70% to 90%. In particular, the invention allows a penetration depth of less than 30% to be achieved in a process-reliable manner. Practical tests have also allowed higher values ​​to be expected for the penetration depth, so that the penetration depth can be increased to more than 50%.

[0020] By means of the bevel provided according to the invention, during welding, the welding material can be pushed into the joint gap between the components, so that the root of the weld seam is displaced further or deeper into the joint gap, thus producing a significantly higher penetration depth.

[0021] The bevel can extend along the entire joint edge of the motor vehicle component. In particular, the bevel is arranged in the areas of the joint edge where the greatest loads occur due to external forces. In the case of a torsion profile of a composite control arm shaft, the bevel is arranged in particular on the joining surface of the side legs of the torsion profile. In the case of a torsion profile that is U-shaped or V-shaped in cross section, the bevel is arranged along the side legs on the inner side of the torsion profile.

[0022] The bevel can also be arranged on an end section of the first component only over a partial section of the length of the joint surface. In particular, the bevel is formed starting from the free end of the wall of the first component over a length section of approximately 30% to 75%, in particular approximately 50%, of the length of the wall of the first component. In the case of a twisted profile that is U-shaped or V-shaped in cross section, the bevel can be arranged on the inside of the cross section on the inside of the twisted profile on the side legs. In addition, the bevel can be arranged on the outside of the cross section on the outside of the twisted profile along the side legs.

[0023] The tangential length of the bevel is measured in the cross section of the twisted profile in the direction of the circumference of the twisted profile and can extend over the entire circumference of the end face of the twisted profile. However, the tangential length of the bevel can also extend only over the length of one limb or be arranged over a partial section of the length of one limb of the twisted profile.

[0024] The inclined surface extends at an angle to the longitudinal axis of the wall of the first component. Preferably, the angle is in the range between 25° and 60°. In particular, angles in the range of 30° to 45° are considered to be advantageous for practice.

[0025] The joining surface of the first end section preferably has an end-side interface surface which is located on the end side of the free end of the end section.

[0026] The interface surface extends substantially at right angles to the longitudinal axis of the wall of the twisted profile. The first component adjoins the second component with the interface surface facing each other.

[0027] One aspect of the invention provides that the connection surface has a width measured at right angles to the longitudinal axis of the wall of the first component, which width is greater than the wall thickness of the wall of the first component.

[0028] The chamfer of the joint surface ends in the end side of the end section. The interface surface is adjacent to the chamfer.

[0029] According to the invention, the chamfer of the joint surface is produced on the end section of the first component without cutting. For this purpose, a controlled plastic deformation is performed on the end section of the first component. The end section is placed in the desired shape by applying an external force. This is achieved in particular by bending or shearing.

[0030] The method according to the invention for producing a welded motor vehicle component having at least two components made of steel with different wall thicknesses, which are arranged at an angle to one another and are connected by a weld seam, comprises the following steps:

[0031] - manufacturing a first component having a joint surface, the joint surface having a chamfer and an interface surface, for which purpose,

[0032] - providing an initial slab, the initial slab having a wall, the wall of the initial slab having a wall thickness, and

[0033] - shaping the end section of the initial slab and forming a chamfer on said end section, and

[0034] - shearing off the end section at the end side and producing an interface surface on the end side of the end section;

[0035] - providing a second component, the second component having a wall, the wall of the second component having a wall thickness, and the second component having a joining surface;

[0036] - positioning the first member and the second member at an angle relative to each other so that the engagement surface of the first member and the engagement surface of the second member face each other;

[0037] The first component and the second component are joined in a materially bonded manner by means of a weld seam at the respective joining surfaces.

[0038] In particular, the end section is offset, bent or pressed laterally during the forming process. As already explained above, this is achieved in particular by bending or shearing.

[0039] In order to produce the bevel on the end section, the end section of the initial slab can first be formed in an S-shape. Subsequently, the end section is sheared and the end piece at the free end of the end section is separated from the end section. The shearing is carried out at right angles to the longitudinal axis of the initial slab or the longitudinal axis of the wall of the initial slab. During the shearing process, a slight bevel is generated, especially on one side of the support of the cutting tool. Therefore, the shearing line does not extend in a straight line, but has a bevel or surface that extends slightly obliquely at the end of the shearing line.

[0040] The initial sheet metal blank can undergo further shaping before or after the shaping and shearing of the end sections. In this shaping step, the initial sheet metal blank at least partially, especially over its length, obtains the cross-sectional configuration of the first component.

[0041] Furthermore, it is provided that the shearing of the end side of the end section takes place at an angle transversely, in particular substantially perpendicularly, to the longitudinal axis of the wall of the starting blank.

[0042] In the context of the invention, it is particularly provided that the first component and the second component have different wall thicknesses. In particular, the wall thickness of the second component in the region of the joint connection is at least partially smaller than the wall thickness of the first component. Accordingly, a second component is provided, the wall thickness of the second component being different from the wall thickness of the wall of the first component. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The present invention will be described in more detail below with the aid of the accompanying drawings. The accompanying drawings are as follows:

[0044] Figures 1a to 1d A method for producing a first component having a joint surface with a chamfer and an interface surface is schematically shown in the technical sense;

[0045] Figure 2a showing a portion of a wall of a first component and a portion of a wall of a second component prior to joining by a welding technique;

[0046] Figure 2b Shows the welding technology after joining and Figure 2a The components corresponding to the view;

[0047] Figure 3 Shows the composite guide shaft in perspective;

[0048] Figure 4A view showing an end side of an end section of a torsion profile of a composite stator shaft; and

[0049] Figure 5 A view of the end side of an end section of another embodiment of a twisted profile is shown. DETAILED DESCRIPTION

[0050] With the help of Figures 1a to 1d The forming process of the first component 1 for producing the motor vehicle component 2 is explained. Figure 2b Described in.

[0051] Figure 1a An initial slab 3 is shown. The initial slab 3 has a wall 4 with a wall thickness t1.

[0052] The end section 5 of the initial sheet metal blank 3 is formed without cutting. In this process, the end section 5 is plastically deformed and configured in an S-shape. In this way, a side leg 6 with a bevel 7 and an end piece 8 extending parallel to the longitudinal axis L of the wall 4 of the initial sheet metal blank 3 are produced on the end section 5. This is shown in Figure 1b The end piece 8 is offset laterally parallel to the longitudinal axis L of the wall 4 .

[0053] Figure 1c The shearing operation on the end section 5 is described. The end-side shearing is performed on the end section 5. The cutting tool is denoted by the reference numeral 9. The shearing is performed along a shearing line B at a right angle to the longitudinal axis L of the wall 4 of the initial slab 3.

[0054] The shearing operation takes place in the region of the limb 6 with the bevel 7. During shearing, the end piece 8 is removed. A connection surface 10 extending at a right angle to the longitudinal axis L is produced on the end face of the end section 5.

[0055] Figure 1d The first component 1 after cutting is shown.

[0056] The interface 10 has a width b measured at right angles to the longitudinal axis L of the wall 4 of the first component 1, which is greater than the wall thickness t1 of the wall 4 of the first component 1. The ratio of the wall thickness t1 of the wall 4 of the first component 1 to the width b of the interface 10 is between 1:1.1 and 1:1.5.

[0057] The inclined surface 7 has an axial length l. The axial length l of the inclined surface 7 is measured in the direction of the longitudinal axis L of the wall 4 of the twisted profile 1. The axial length l is measured in the area of ​​the further back joint connection. The inclined surface 7 extends at an angle β of 25° to 60°, in particular 30° to 45°, to the longitudinal axis L of the wall 4 of the first component 1. The ratio of the axial length l of the inclined surface 7 to the wall thickness t1 of the wall of the first component 1 is determined to be between 1:1 and 1:5. The inclined surface 7 is located on one side of the end section 5 of the first component, which forms an acute angle β with the second component 11.

[0058] For producing a motor vehicle component, a second component 11 made of steel is provided. The second component 11 has a wall 12 with a wall thickness t2. The wall thickness t1 of the wall 4 of the first component 1 is greater than the wall thickness t2 of the wall 12 of the second component 11.

[0059] The first component 1 has a joining surface 13 on the end section 5 . The joining surface 13 comprises a chamfer and an end-side connection surface 10 .

[0060] The second component 11 also has a joining surface 14 .

[0061] The first component 1 and the second component 11 are joined in a material-locking manner by a welding connection. In order to establish the welding connection, the first component 1 and the second component 11 are positioned relative to each other. This is shown in FIG. Figure 2a The first component 1 and the second component 11 are arranged at an angle α to each other, in particular the first component 1 is adjacent to the second component 11 in a T-joint butt joint at a right angle α.

[0062] The joint surface 13 of the first component 1 and the joint surface 14 of the second component 11 face each other. The interface surface 10 extends at a right angle to the longitudinal axis L of the wall 4 of the first component 1. The interface surface 10 is oriented parallel to the joint surface 14 of the second component 11. A V-shaped joint gap 15 is formed between the joint surface 13 of the first component 1 and the joint surface 14 of the second component 11. At the deepest point of the V-shaped joint gap 15, a gap section 16 formed parallel to the joint surface 14 of the interface surface 10 and the second component 11 follows. The inclined surface 7 extends at an acute angle toward the end side 17. The inclined surface 7 ends at the end side 17. The interface surface 10 follows the inclined surface 7 at an obtuse angle.

[0063] The integrally bonded joint connection is achieved by means of a weld seam 18, such as in Figure 2b The weld seam 18 is made effective by the bevel 7 and the V-shaped joint gap 15 , wherein a high penetration depth is achieved in the first component 1 .

[0064] Due to the weld seam preparation and due to the formation of the bevel 7 in the joint surface 13 on the first component 1 and due to the V-shaped configuration of the joint gap 15, a welded connection with satisfactory quality and service life is produced between the first component 1 and the second component 11. The penetration of the weld seam 18 on the first component 1 can be significantly increased without weld penetration occurring on the second component 11. The weld seam 18 meets extremely high strength requirements, so that the service life of the motor vehicle component 2 can be increased overall without increasing the overall weight of the motor vehicle component.

[0065] The motor vehicle component 2 is in particular a composite strut axle in which a first component 1 in the form of a torsion profile is respectively joined at the end side to a second component 11 in the form of a side arm by welding.

[0066] Figure 3 A motor vehicle component 2 is shown, which is in the form of a composite guide shaft, comprising a first component 1 and a plurality of second components 11, the first component being a torsion profile, and each second component being a side arm of the composite guide shaft. The torsion profile has a wall 4 having a wall thickness t1. Each side arm has a wall 12 having a wall thickness t2. The wall thickness t1 of the wall 4 of the torsion profile can be greater than the wall thickness t2 of the side arm. Reference is made to the explanation of the views in FIGS. 1 and 2 . The torsion profile has a U-shaped cross section, which comprises two side legs 19, which are connected by a top section 20. The torsion profile is adjacent to the wall 12 of the side arm with an end section 5. The joining surface 13 on the end section 5 of the torsion profile is adapted to the outer contour of the wall 12 of the side arm.

[0067] The arrow P1 schematically indicates the length of the limb 19 with which the end section 5 of the first component 1 or the twisted profile adjoins the outer circumference of the side arm. This is approximately 180°±15° with reference to the circumference of the side wall which is circular in cross section.

[0068] The length of the length section 21 of the first component 1 or the lateral leg 19 is indicated by the arrow P2, in which the bevel 7 is arranged on the inner side of the lateral leg 19. The bevel 7 is arranged on the lower length section 21 of the lateral leg 19. In particular, the bevel 7 extends over 2 / 3 of the length of the lateral leg 19, in particular approximately half. With reference to the cross section of the lateral arm, the bevel 7 extends over a circumferential section of approximately 90°±15°. The bevel 7 is arranged in the lower length section 21 of the lateral leg 19 starting from the free lateral leg end.

[0069] Figure 4 A front view of the joint surface 13 on the end section 5 of the first component 1 in the form of a twisted profile. The twisted profile has a wall 4 with a wall thickness t1. The chamfer 7 produced according to the invention is provided in the joint surface 13 on the end section 5 of the twisted profile. The chamfer 7 extends on the inner side of the lateral leg 19 of the twisted profile.

[0070] The bevel 7 is arranged on a lower length section 21 of the leg 19 starting from the free leg end. The tangential length of the length section 21 is indicated by the arrow P2. In the exemplary embodiment described, the bevel 7 extends over approximately half the length of the leg 19.

[0071] Figure 5 A front view of the joint surface 13 is shown in an alternative configuration on the end section 5 of the twisted profile 1. Figure 4 In this embodiment, the bevel 7 is arranged on the outside of the side leg 19 of the twisted profile. As in the other embodiments, the bevel 7 is produced by machining. The bevel 7 extends in the lower length section 21 of each side leg 19, starting from the free side leg end. In other respects, this embodiment corresponds to Figure 4 and refer to the relevant instructions.

[0072] Reference numerals list

[0073] 1 First component

[0074] 2 Motor vehicle components

[0075] 3 Initial slab

[0076] 4 walls

[0077] 5 End section

[0078] 6 Side Leg

[0079] 7 bevel

[0080] 8 End pieces

[0081] 9 Cutting tools

[0082] 10 Interface surface

[0083] 11 Second component

[0084] 12 walls

[0085] 13 Joint surface

[0086] 14 Joint surface

[0087] 15 Joint gap

[0088] 16 Gap Segment

[0089] 17 End side

[0090] 18 Weld

[0091] 19 Side Leg

[0092] 20 Top segment

[0093] 21 Length section of side leg 19

[0094] b Width

[0095] B Cut line

[0096] L Longitudinal axis

[0097] t1 wall thickness

[0098] t2 Wall thickness

[0099] α Angle

[0100] β angle

[0101] l Length of inclined surface 7

Claims

1. A motor vehicle component, comprising a first component (1) made of steel and a second component (11) made of steel, the first component (1) having a joint surface (13) on an end section (5) and the second component (11) having a joint surface (14), the first component (1) and the second component (11) being arranged at an angle (α) to each other and being connected by a weld (18) on the joint surfaces (13, 14) facing each other, characterized in that The joining surface (13) on the end section (5) of the first component (1) has a chamfer (7) produced without cutting, and the joining gap (15) between the joining surface (13) of the first component (1) and the joining surface (14) on the second component (11) has a V-shaped configuration due to the chamfer (7) in the joining surface (13) of the end section (5), and the end section (5) of the first component (1) has an interface surface (10) on the end side, the interface surface (10) extends substantially at right angles to the longitudinal axis (L) of the wall (4) of the first component (1), and the interface surface (10) has a width (b) measured at right angles to the longitudinal axis (L) of the wall (4) of the first component (1), which is greater than the wall thickness (t1) of the wall (4) of the first component (1), and the first component (1) is adjacent to the second component (11) with the interface surface (10) in abutment.

2. The motor vehicle component according to claim 1, characterized in that The first component (1) has a wall (4) having a wall thickness (t1), and the second component (11) has a wall (12) having a wall thickness (t2), the wall thickness (t1) of the wall (4) of the first component (1) being greater than the wall thickness (t2) of the second component (11).

3. The motor vehicle component according to claim 1, characterized in that The first component (1) has a wall (4) having a wall thickness (t1), and the second component (11) has a wall (12) having a wall thickness (t2), the wall thickness (t1) of the wall (4) of the first component (1) being smaller than the wall thickness (t2) of the second component (11).

4. The motor vehicle component according to any one of claims 1 to 3, characterized in that The bevel (7) extends at an angle (β) of 25° to 60°, in particular 30° to 45°, to the longitudinal axis (L) of the wall (4) of the first component (1).

5. The motor vehicle component according to any one of claims 1 to 4, characterized in that The bevel (7) is arranged in a length section (21) starting from a free end of the wall (4) of the first component (1).

6. A method for producing a welded motor vehicle component, comprising at least two components (1, 11) made of steel and having different wall thicknesses (t1, t2), which are arranged at an angle (α) to one another and are connected by a weld seam (18), characterized by the following steps: - producing a first component (1) having a joint surface (13) with an inclined surface (7) and an interface surface (10), for which purpose, - providing an initial slab (3), said initial slab having a wall (4), said wall of said initial slab having a wall thickness (t1), and - shaping the end section (5) of the initial plate blank (3) and forming a bevel (7) on the end section (5), and - shearing the end section (5) at the end side and producing an interface surface (10) on the end side of the end section (5); - providing a second component (11), the second component having a wall (12), the wall of the second component having a wall thickness (t2), and the second component (11) having a joining surface (14); - positioning the first component (1) and the second component (11) at an angle (α) relative to each other so that the engagement surface (13) of the first component (1) and the engagement surface (14) of the second component (11) face each other; The first component (1) and the second component (11) are joined in a materially bonded manner by means of a weld seam (18) at the respective joining surfaces (13, 14).

7. The method according to claim 6, characterized in that The end section (5) is offset, bent or pressed laterally during the forming process.

8. The method according to claim 6 or 7, characterized in that: The initial sheet metal blank (3) undergoes further shaping before or after the shaping and shearing of the end section (5), wherein the cross-sectional configuration of the first component (1) is formed at least in regions.

9. The method according to any one of claims 6 to 8, characterized in that The shearing of the end side of the end section (5) is carried out at a transverse, in particular substantially perpendicular, angle to the longitudinal axis (L) of the wall (4) of the initial plate (3).

10. The method according to any one of claims 6 to 9, characterized in that A second component (11) is provided, the second component having a wall (12), the wall of the second component having a wall thickness (t2), the wall thickness (t2) of the wall (12) of the second component (11) being different from the wall thickness (t1) of the wall (4) of the first component (1), and in particular, the wall thickness (t2) of the wall (12) of the second component (11) being smaller than the wall thickness (t1) of the wall (4) of the first component (1).

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