Mounting of a transverse stabilizer on a frame-like axle carrier of a two-track vehicle

Abstract

A mounting of a transverse stabilizer (4) on a frame-like axle carrier of a two-track vehicle in at least one annular and divisible bearing (6), the bearing clamp (6b) of which is detachably attached to a first structural part (11a,b, 1a,b) of the axle carrier, characterized in that a support arm (6b*) extending substantially in the longitudinal direction of the vehicle is integrally formed on the bearing clamp (6b), the section of which faces away from the bearing (6) is supported on a second, different structural part (2b) of the axle carrier than the section of the bearing clamp (6b) located in the immediate vicinity of the bearing, wherein the bearing clamp (6b) is designed such that, in the event of a vehicle crash, it forms a force path or a load path which extends from the first structural part (11a,b, 1a,b) of the axle carrier via the mounting of the transverse stabilizer (4) and its bearing clamp (6b) to the second structural part (2b) of the axle carrier and wherein the two structural parts (11a,b,1a,b, 2b) of the axle carrier are located at different heights above the road surface.

Description

The invention relates to the mounting of a transverse stabilizer on a frame-like axle carrier of a two-track vehicle in at least one ring-shaped and divisible bearing, the bearing clamp of which is detachably attached to a first structural part of the axle carrier. For the prior art, reference is made, by way of example, to DE 10 2008 009 874 A1, JP H10 - 258 763 A, JP 2007 – 118 874 A, GB 1 400 024 A and DE 37 18 795 A1. Axle carriers, to which, among other things, wheel-guiding control arms and other components are or can be attached, are particularly common in passenger cars of various designs. The axle carrier, which together with the attached components forms a pre-assembled unit, is attached to the underbody of the two-track vehicle and, in particular, to two longitudinal members of the vehicle body during the manufacturing process. The so-called stabilizer, more precisely referred to here as a transverse stabilizer, is also typically mounted on such an axle carrier. Such an axle carrier, which can be located on either the front or rear axle of the vehicle, assumes an additional function in a vehicle crash, namely as a structure that increases the stiffness or crash safety of the corresponding area of ​​the vehicle. Axle carriers are designed with this in mind, whereby, in particular, so-called structural elements of the axle carrier, and especially support elements of the axle carrier that are at least partially oriented in the longitudinal direction of the vehicle, form load paths or force paths. In the event of a collision with an obstacle, the impact impulse is transferred via these paths into the structure of the vehicle body and preferably also partially dissipated. Consequently, the corresponding support elements must possess a certain stiffness and, therefore, also a certain size. The present invention demonstrates how a component typically attached to an axle carrier can be advantageously designed so that this component can contribute to the transmission of the impact impulse in the event of a vehicle crash (= object of the present invention), so that, for example, another support element or structural element of the axle carrier can be subjected to less stress and therefore be designed in a more "simpler" way in the general sense. The solution to this problem for mounting a transverse stabilizer on an axle carrier according to the preamble of claim 1 is characterized in that a support arm extending at least partially in the longitudinal direction of the vehicle is integrally formed on the bearing clamp of the transverse stabilizer bearing on the axle carrier, which in turn is detachably fastened to a first structural part of the axle carrier in the area of ​​this bearing, and which is supported with its section facing away from the bearing on a second structural part of the axle carrier. Advantageous embodiments and further developments are the subject of the dependent claims. According to the invention, a component which in conventional axle carriers is designed and intended solely for mounting a stabilizer bar now assumes an additional function, namely as a force path or load path in the event of a vehicle crash. This component, namely a bearing clamp or bearing cover, which completes a bearing half-shell or the like provided or attached in or to the axle carrier, is now additionally provided with a so-called support arm. In its assembled state, this support arm is oriented essentially in the longitudinal direction of the vehicle and points away from the bearing. The free end section of this support arm is supported on a different structural part of the axle carrier than the section of the bearing clamp according to the invention located in the immediate vicinity of the bearing. In this way, an additional force path is formed for transmitting or absorbing an impact impulse introduced into the axle carrier.This additional force path leads from the aforementioned first structural part of the axle carrier, via the bearing of the stabilizer bar and its bearing clamp designed according to the invention, to the second structural part of the axle carrier. Such an additional force path can be particularly advantageous when the two structural parts of the axle carrier are located at different heights above the road surface. For various reasons, an axle carrier with a bearing arrangement according to the invention can be designed such that the structural parts of this axle carrier are located at different heights above the road surface; with a bearing clamp according to the invention, a highly effective force path or load path without momentum redirection can be established between such structural parts, as will also be shown in the subsequent description of an exemplary embodiment. Since a bearing clamp according to the invention, which is provided in duplicate for the otherwise conventional mounting of a transverse stabilizer on an axle or axle carrier of the vehicle, is intended to act as an additional load path, particularly in the event of a vehicle crash, it is advantageous if the second structural part of the axle carrier is located closer to the center of the vehicle than the bearing in question or than the first structural part of the axle carrier, as this results in a sensibly oriented load path with effective support. Regarding the detailed design of a bearing clamp according to the invention, it can preferably be formed in the form of a cast or extruded part. The accompanying figures show a front axle carrier of a passenger car with a mounting of a transverse stabilizer according to the invention. Figure 1 shows a perspective view of the stabilizer from a low, oblique angle, while Figure 2 shows a partial section through this mounting arrangement with the vertical section plane oriented in the longitudinal direction of the vehicle. Reference numerals 1a and 1b denote the two lateral longitudinal members, reference numerals 2a and 2b denote a front cross member (relative to the direction of travel F of the vehicle), 2c denote a middle cross member, and 2c denote a rear cross member of the frame-like axle carrier. The area between the middle crossbeam 2b and the rear crossbeam 2c is covered with a so-called shear panel 3, which is suitably attached to the two crossbeams 2b, 2c and to the two longitudinal beams 1a, 1b of the axle carrier, wherein this shear panel 3 increases the stiffness or strength of the axle carrier in this area.Because of this shear field 3, only small sections of the middle crossbeam 2b and the rear crossbeam 2c are visible in Fig. 1. In the area between the front crossmember 2a and the middle crossmember 2b of the axle carrier, a steering gear (not shown in the figure for clarity) is arranged between its two longitudinal members 1a, 1b. Furthermore, a transverse stabilizer 4, crossing the two longitudinal members 1a, 1b, is arranged in this area. This transverse stabilizer 4 extends with its section located between the two longitudinal members 1a, 1b, parallel to the crossmembers 2a, 2b in the transverse direction of the vehicle, as is customary, and has angled arms at its ends, as is customary, to which a pendulum support 5 is articulated. As usual, the transverse stabilizer 4 is rotatably mounted about the vehicle's transverse axis in two annular bearing shells or bearings 6, wherein these stabilizer bearings 6 are designed as usual in a split form (see Fig. 2), with a bearing half-shell 6a fixedly attached to the axle carrier and here to a front corner piece 11a or 11b of the respective longitudinal member 1a or 1b and resting on the respective end piece 11a or 11b, and a bearing clamp 6b completing this bearing half-shell 6a to form the bearing 6, which consequently rests on the side of the bearing half-shell 6a facing away from the corner piece 11a or 11b. The bearing clamp 6b, together with the bearing half-shell 6a, is detachably attached to the respective corner piece 11a or 11b as the first structural part of the axle carrier in accordance with claim 1 by means of two screws 7. In an alternative embodiment not shown here, the bearing half-shell can be inserted into the respective corner piece or...The bearing clamp is incorporated into the respective longitudinal beam or into another structural part of the axle carrier, and then only the bearing clamp is detachably attached to this said structural part, such as corner piece, longitudinal beam or crossbeam, preferably via a screw connection. As shown in Fig. 2, each bearing clamp 6b is not substantially semicircular in side view as usual, but each bearing clamp 6b has a support arm 6b* extending from the usual semicircular structure and extending approximately radially away from the center of the bearing 6 and, in the installed state, substantially towards the vehicle's direction of travel F or in the longitudinal direction of the vehicle to the rear, which is supported with its free end section on the central cross member 2b as the second structural part of the axle carrier in accordance with claim 1.This support is implemented in two ways: firstly, by providing a support flange 2b* on the crossbeam 2b, oriented towards the mounted support arm 6b*, on which the support arm 6b* rests with its free end and to which the support arm 6b* is detachably fastened by means of a screw 8; and secondly, by ensuring that the end surface of the support arm 6b*, which runs perpendicular to the support flange 2b* in the mounted state, at least partially rests against the crossbeam 2b. In the event of a collision between the moving vehicle and an obstacle, i.e., in the event of a frontal crash, the impact impulse, represented by an arrow P (see Fig. 2), is transmitted at least partially to the front corner piece 11a or 11b of the axle carrier and is then transferred rearward via a first load path L1, shown with a dashed line, in the longitudinal member 1a or 1b. This longitudinal member 1a or 1b, as can be seen, has an approximately Z-shaped profile, and the cross member 2b is located in the lower end region of the approximately vertical leg of this Z-shape or is connected to the longitudinal members 1a and 1b. From the front corner piece 11a or 11b, a second load path L2, also shown with a dashed line, extends rearward to the cross member 2b via the bearing 6 and, in particular, via its bearing clamp 6b. The load is transferred via the connection area between the cross member 2b and the longitudinal member 1a or 1b.1b these two load paths L1 and L2 are merged again, after which the impact impulse, which has already been largely dissipated at this point, is guided further to the rear in the longitudinal beam 1a or 1b in a so-called "sum load path" LS against the direction of vehicle travel. The bearing arrangement proposed here is particularly advantageous on an axle carrier such as the one shown, but is expressly not limited to such an axle carrier design. The Z-shape of the longitudinal members 1a, 1b of the axle carrier in the side view according to Fig. 2 is not optimal with regard to stiffness and maximum transmissible force in a frontal crash of the vehicle, but it is necessary due to other boundary conditions. Without the second load path L2 proposed here, this less-than-optimal shape could result in high stress and deformation of the remaining body structure in a frontal crash. The latter is avoided by the second load path L2 proposed here, which is connected in parallel to load path L1.Advantageously, with this bearing arrangement according to the invention and the bearing clamp 6b with additional support arm 6b*, the stiffness of the axle carrier is also increased by its connection to a second structural part of the axle carrier, namely the cross member 2b, so that the elements connected in this area of ​​the axle carrier are held in a more precise position. Thus, the stiffness for the connection of wheel-guiding control arms or elements of the vehicle's steering system attached to the axle carrier can be increased, and advantageously also the stiffness of the stabilizer connection as well as the overall torsional stiffness of the entire vehicle. The bearing clamp 6b according to the invention for the two stabilizer bearings 6 thus creates an advantageous functional combination, namely, in addition to the usual fixing of the transverse stabilizer 4 in the respective bearing 6 via the integrated support arm 6b*, an additional support of the front area of ​​the front axle carrier. Due to the almost straight load path L2 in the bearing clamp 6b, or due to its corresponding design, early failure of this second load path L2, even under low impact impulses from a frontal crash, is not to be feared. This bearing clamp 6b can be designed as a simple extruded profile or, alternatively, as a cast part. For the sake of completeness, further components of the axle carrier shown in Fig. 1 should be mentioned, namely the attachment points to the vehicle body (not shown) that are only shown on the left side when viewed in the direction of travel F, namely the front attachment point 14, the middle attachment point 12 and the rear attachment point 13. It should also be noted that a bearing arrangement according to the invention, in a correspondingly modified design, can also be provided on a rear axle carrier; then to form a further load path in the event of a rear-end collision of the vehicle.

Claims

A mounting of a transverse stabilizer (4) on a frame-like axle carrier of a two-track vehicle in at least one ring-shaped and divisible bearing (6), the bearing clamp (6b) of which is detachably attached to a first structural part (11a,b, 1a,b) of the axle carrier, characterized in that a support arm (6b*) extending substantially in the longitudinal direction of the vehicle is integrally formed on the bearing clamp (6b), the section of which faces away from the bearing (6) is supported on a second, different structural part (2b) of the axle carrier than the section of the bearing clamp (6b) located in the immediate vicinity of the bearing, wherein the bearing clamp (6b) is designed such that, in the event of a vehicle crash, it forms a force path or a load path which extends from the first structural part (11a,b, 1a,b) of the axle carrier via the mounting of the transverse stabilizer (4) and its bearing clamp (6b) to the second structural part (2b) of the axle carrier leads and wherein the two structural parts (11a,b, 1a,b, 2b) of the axle carrier are located at different heights above the road surface. Bearing according to claim 1, characterized in that the second structural part (2b) of the axle carrier is located closer to the center of the vehicle than the bearing (6) of the transverse stabilizer. Axle carrier according to one of the preceding claims, characterized in that the bearing clamp (6b) with support arm (6b*) is designed as an extruded part or a cast part.

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