Spring support for a motor vehicle

Abstract

Spring support (1) for a motor vehicle comprising - an upper mounting area (3) for connecting the spring support (1) to a motor vehicle body, - a lower mounting area (5) for connecting the spring support (1) to the body of the motor vehicle, - a support area (2) arranged between the upper mounting area (3) and the lower mounting area (5) for supporting a spring and / or a damper, and - a stiffening area (4) extending from the support area (2) to the lower mounting area (5), which is designed in the manner of a wave profile (8) and comprises a base surface (10) and at least one wave (9) rising from the base surface (10), characterized in that two or more waves (9) with constant wall thickness are formed in the stiffening area (4) and at least one stiffening rib (13) rising from the base surface (10) is formed between two adjacent waves (9), and that the entire spring support (1) is manufactured as a one-piece casting.

Description

[0001] The present invention relates to a spring support for a motor vehicle according to the preamble of claim 1.

[0002] A state-of-the-art strut support can be found, for example, in DE 10 2009 040 322 A1 and DE 10 2008 050 297 A1. Fig. 3 shows, by way of example and in schematic form, a section of a spring support 100 according to a prior art. Shown is the underside of a spring support 100 with a spring receptacle 106. An upper end of a spring and / or a damper rests against the spring receptacle 106. The spring support 100 is integrated into the body of a motor vehicle. Ribbing 101 is typically provided to stiffen the spring support 100. In conventional vehicle bodies, the spring supports 100 are well integrated into the structure, so that the conventional ribbing 101 is sufficient to stiffen the spring support 100. A disadvantage of the previously known spring support 100 is that the ribbing 101 only provides limited stiffening. Secondly, draft angles must be provided for the ribbing 101 during the casting process. The draft angles lead to increased material consumption and thus also to increased weight.

[0003] It is an object of the present invention to provide a spring support according to the preamble of claim 1, which is very rigid and weight-optimized while being inexpensive to manufacture and assemble.

[0004] The problem is solved by the features of the independent claim. The dependent claims relate to preferred developments of the invention.

[0005] The object is thus achieved by a spring support for a motor vehicle. The spring support is divided into an upper and a lower fastening area for connecting the spring support to a body of the motor vehicle. A support area is arranged between the upper and lower fastening areas. This support area serves as a support or to support a spring and / or a damper. The spring and the damper are used for the suspension or damping of a chassis. A stiffening area extends from the support area to the lower fastening area. The terms “upper and lower” fastening area refer to the usual installation position of a spring support in the motor vehicle. According to the invention, the stiffening area is designed as a wave profile. This wave profile comprises a base area and at least one wave protruding from the base area.In particular, several corrugations are provided, extending from the support area to the lower mounting area. The corrugated profile according to the invention enables optimal stiffening of the spring support while simultaneously optimizing weight.

[0006] Preferably, the wave profile can be described as follows: Each wave consists of two opposing, spaced-apart side walls and a base connecting the two side walls. The base is spaced from the base. The waves thus form elongated cavities that extend from the support area to the lower fastening area.

[0007] In the embodiment according to the invention, two or more corrugations are provided in the stiffening area. These two corrugations are spaced apart from each other. For further stiffening, at least one stiffening rib is formed between two adjacent corrugations.

[0008] In particular, two intersecting stiffening ribs are formed between two adjacent corrugations. This creates a so-called stiffening cross between the corrugations. Each of the stiffening ribs preferably intersects one of the corrugations, so that the stiffening rib runs on both sides of the respective corrugation.

[0009] To optimize the casting process and material usage, the shafts are designed with a uniform wall thickness. In particular, the two side walls of the shaft and the base of the shaft have the same wall thickness.

[0010] The stiffening area is preferably bounded laterally by an outer wall. In particular, the outer wall protrudes from the base at an angle of between 70° and 110°. Particularly preferably, the outer wall extends on both sides of the stiffening area. In particular, it is provided that the outer wall extends around the entire spring support. The outer wall is thus formed around the stiffening area, the support area, and the upper fastening area.

[0011] The entire spring support, including the support area, the upper and lower mounting areas and the stiffening area, is manufactured as a one-piece casting.

[0012] In a motor vehicle, the upper and lower mounting areas are each connected to the body. The upper end of a spring and / or damper rests on the support area. The upper mounting area is connected, in particular, to the A-pillar or a strut of the body extending from the A-pillar. The lower mounting area is preferably connected to a longitudinal member of the vehicle body.

[0013] Further details, features, and advantages of the invention will become apparent from the following description and the figures. They show: Fig. 1 a spring support according to the invention according to an embodiment, Fig. 2 a detail from Fig. 1, and Fig. 3 a section of a previously known spring support.

[0014] In the following, the Fig. 1 and Fig. 2 a spring support 1 according to the embodiment is described. Fig. 1 shows the spring support 1 in an oblique view from below. Fig. 2 shows a cut detail from Fig. 1.

[0015] The spring support 1 is manufactured as a single piece as a cast part. The spring support 1 is divided into the following functional sections: A support area 2 with a spring holder 6 serves to support or as a bearing for a spring and / or a damper of the motor vehicle. The upper end of the spring is supported in the spring holder 6. An upper fastening area 3 is directly adjacent to the support area 2. In this upper fastening area 3, the spring support 1 is connected to the body. A lower fastening area 5 is formed at the lower end of the spring support 1. In this lower fastening area 5, the spring support 1 is further connected to the body, in particular to a longitudinal member. A stiffening area 4 extends from the support area 2 to the lower fastening area 5. The stiffening area 4 and the lower fastening area 5 are angled relative to the support area 2.

[0016] Two mounting holes 7 are provided on the upper mounting area 3 for connection to the body. The lower mounting area 5 is designed to rest on the longitudinal member.

[0017] The stiffening area 4 is designed as a wave profile 8. This wave profile 8 is formed by a base surface 10 and two waves 9 protruding from the base surface 10. The two waves 9 run approximately parallel to each other.

[0018] Each of the shafts 9 comprises two side walls 11 and a base 12 connecting the two side walls 11. The two side walls 11 protrude from the base 10. The base 12 is spaced apart from the base 10. Relative to the motor vehicle, the shafts 9 rise inward from the base 10.

[0019] Furthermore, the Fig. 1 and Fig. 2 two stiffening ribs 13. Each of the stiffening ribs 13 intersects one of the corrugations 9, so that each stiffening rib 13 runs on both sides of the intersected corrugation. Between the two corrugations 9, the two stiffening ribs 13 intersect, thus forming a stiffening cross 14.

[0020] It should be noted that the stiffening rib is intended to improve torsional rigidity. The stiffening rib preferably protrudes from the base at an angle between 70° and 110°. However, the angle must be adapted to the boundary conditions.

[0021] The entire spring support 1 is laterally limited by a circumferential outer wall 16. The two stiffening ribs 13 run from the stiffening cross 14 outwards to the outer wall 16. As Fig. 2 shows that the stiffening ribs 13 are also continued in the hollow space formed by the side walls 11 and the base 12 in the shafts 9.

[0022] To further reduce weight, recesses 15 are provided in the material of the shafts 9, particularly in the bottoms 12.

[0023] The sectioned view in Fig. 2 shows that the shafts 9, in particular the side walls 11 and the bottom 12, are formed with uniform wall thicknesses. List of reference symbols: 1 spring support 2 support area 3 upper mounting area 4 Stiffening area 5 lower mounting area 6 Spring retainer (support bearing) 7 mounting holes (to the body) 8 Wave profile 9 waves 10 floor space 11 side walls 12 Floor 13 Stiffening rib 14 stiffening cross 15 recesses (water drainage for corrosion protection) 16 Exterior wall 100 spring supports according to the state of the art 101 State-of-the-art ribbing 106 State-of-the-art spring retainer

Claims

[1] Spring support (1) for a motor vehicle comprising - an upper fastening area (3) for connecting the spring support (1) to a body of the motor vehicle, - a lower fastening area (5) for connecting the spring support (1) to the body of the motor vehicle, - a support region (2) arranged between the upper fastening region (3) and the lower fastening region (5) for supporting a spring and / or a damper, and - a stiffening region (4) extending from the support region (2) to the lower fastening region (5), which is designed in the manner of a wave profile (8) and comprises a base surface (10) and at least one wave (9) projecting from the base surface (10), characterized bythat two or more shafts (9) with a constant wall thickness are formed in the stiffening region (4) and at least one stiffening rib (13) standing out from the base surface (10) is formed between two adjacent shafts (9), and that the entire spring support (1) is manufactured as a one-piece casting. [2] Spring support according to claim 1, characterized by that each shaft (9) comprises two opposite, spaced-apart side walls (11), and a base (12) spaced from the base surface (10) and connecting the two side walls (11). [3] Spring support according to one of the preceding claims, characterized by that two intersecting stiffening ribs (13) are formed and / or that at least one stiffening rib (13) intersects a shaft (9), so that the stiffening rib (13) runs on both sides of the shaft (9). [4] Spring support according to one of the preceding claims, characterized bythat the stiffening area (4) is laterally delimited by an outer wall (16) which is angled towards the base area (10).

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