Torsionsquerstrebe

Abstract

Torsion cross strut for connecting spring-damper and / or damper and / or spring struts of a motor vehicle with flanges (2, 3; 102; 202; 302, 303; 402) for connection to the spring-damper and / or damper and / or spring struts of the motor vehicle, wherein the torsion cross strut is designed as an elongated hollow chamber profile (1; 101; 201; 301; 401) with at least one hollow chamber (10, 20; 110, 120; 210; 310, 320; 410, 420), characterized in that at least one of the end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406) is arranged opposite the Central region (4; 104; 204) is angled, wherein the torsion cross strut is designed as an extruded profile which is deformed in at least one of the end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406), wherein at least one of the end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406) is designed with at least two connecting sections (11, 12, 13; 111, 112; 211, 212; 311, 312; 411, 412).

Description

[0001] The invention relates to a torsion cross brace according to the preamble of patent claim 1.

[0002] Torsion cross struts for connecting spring / damper struts and / or damper struts of a motor vehicle with flanges for connection to the spring / damper struts and / or damper struts and / or spring struts of the motor vehicle are used to increase rigidity and meet the requirements for the impact and protection properties of the vehicle structure or vehicle body. As already mentioned, they are intended for use as connecting struts in a vehicle, particularly in the area of ​​spring struts, damper struts, and spring / damper struts. Such connecting struts are also known as strut braces or strut bridges, and are generally used in motor vehicle construction to stiffen the vehicle structure or vehicle body.

[0003] Such reinforcement struts have long been used as tubular sheet metal components, with their ends locally three-dimensionally formed and / or having recesses for coupling to the vehicle structure or body. These reinforcement struts are heavy and offer little clearance for load transfer. The rigidity, especially against torsion, as well as the axial energy absorption, are inadequate when using such reinforcement struts.

[0004] It is also known to produce two sheet metal parts by tensile compression forming and then join them together to form a hollow profile, which is stiffened on the top or bottom side by one or more embossed grooves running parallel to the longitudinal axis. Joints can be provided in the front end areas for coupling to the vehicle structure.

[0005] For example, US 2012 / 0 169 023 A1 shows a front-end structure in which a simple cross-brace in the form of a tube is arranged as a connecting strut between two strut towers of a front-end structure. To achieve a certain degree of rigidity and meet the requirements for the impact and protection properties of the vehicle structure or the vehicle body, additional struts and conventional strut towers are provided, which are connected to a cross-brace and the vehicle body. However, such multi-part strut structures and the strut tower itself are not particularly advantageous, as the multi-part design results in tolerance, logistical, and cost problems.

[0006] DE 10 2011 015 542 A1 discloses a bulkhead structure for a motor vehicle with longitudinally arranged connection areas for connecting at least two strut mounts. The bulkhead structure is graduated transversely to its longitudinal direction by several steps. Furthermore, the invention also encompasses a water tank, a front end, and a motor vehicle with the bulkhead structure.

[0007] US 2014 / 0306417 A1 further discloses a vehicle strut tower brace assembly comprising two strut tower connections and a hollow body. The end regions of the connections can each be connected to the end regions of the hollow body via matching recesses and projections.

[0008] Further prior art is provided by DE 103 35 666 A1, DE 199 41 686 A1 and EP 2 263 929 A2.

[0009] It is therefore an object of the invention to further develop a torsion cross brace according to the preamble of patent claim 1 in such a way that it results in an improved load introduction capacity while at the same time avoiding the tolerance, logistics and cost problems known from the prior art.

[0010] This object is achieved by a torsion cross brace having all the features of patent claim 1. Advantageous embodiments and further developments of the invention can be found in the subclaims.

[0011] The torsion cross strut according to the invention for connecting spring-damper and / or damper and / or spring struts of a motor vehicle with flanges for application to the spring-damper and / or damper and / or spring struts of the motor vehicle is characterized in that the torsion cross strut is designed as an elongated hollow chamber profile with at least one hollow chamber. Such torsion cross struts, which are designed as an elongated hollow chamber profile with at least one hollow chamber, are particularly well suited to absorbing and compensating torsional forces and, in the event of an impact, for example as a result of an accident, for dissipating energy introduced into the torsion cross strut into the motor vehicle structure, in particular the motor vehicle body.In this respect, the torsion cross member according to the invention not only increases the rigidity of the motor vehicle in its frontal area, which, among other things, also results in better lane tracking and thus improved handling. Rather, it also significantly improves the impact and protection properties of the vehicle structure or the vehicle body as a whole. The forces in the direction of the vehicle's vertical and longitudinal axes from the chassis are introduced or distributed in an improved manner into the vehicle structure or the vehicle body by the torsion cross member according to the invention.

[0012] A particularly advantageous feature of the torsion cross brace according to the invention is that it can be manufactured as a single-piece element, and no additional components—with the exception of connecting elements such as screws or the like—are required to meet the requirements for improved rigidity and the improved dissipation and absorption of energy and loads from the chassis. This not only reduces the logistical and cost requirements for providing the raw materials, but also eliminates the need to maintain tolerances for connecting various braces, since only a single part is required.

[0013] The torsion cross member according to the invention can be used both in the front and rear areas of a motor vehicle.

[0014] According to a first advantageous embodiment of the invention, it has proven advantageous that the at least one hollow chamber extends at least over a central region of the torsion cross strut designed as an elongated hollow chamber profile. In principle, it is possible for such hollow chambers to extend over the entire torsion cross strut, although this is not absolutely necessary. Furthermore, it is simpler if there are no longer any hollow chambers in the end region of the torsion cross strut for connecting the flanges of the torsion cross strut to the other motor vehicle or body components. In this respect, according to this embodiment of the invention, the special torsional property and thus the rigidity behavior of the torsion strut according to the invention is made possible by the at least one hollow chamber in the central region of the torsion cross strut designed as an elongated hollow chamber profile.However, it is of course also possible for at least one hollow chamber to extend over the entire longitudinal extent of the torsion cross member. However, this may complicate the connection of the torsion cross member to the vehicle or vehicle body, as appropriate tools may have to be inserted into the hollow chamber to establish the connection.

[0015] According to another aspect of the invention, it has proven particularly advantageous to provide a web adjoining a side wall of the at least one hollow chamber. By arranging such a web on a side wall of the at least one hollow chamber, the rigidity of the torsion cross strut is further increased and the energy introduction and transmission properties of the torsion cross strut during driving are further improved.

[0016] Furthermore, it has proven advantageous that the flanges are arranged in the end regions of the torsion cross strut, which is designed as an elongated hollow chamber profile, with the central region of the torsion cross strut, which is designed as an elongated hollow chamber profile, extending between the end regions. This embodiment of the invention allows the entire central region of the torsion cross strut according to the invention to be used to integrate hollow chambers, which enable improved rigidity and improved load introduction and dissipation capacity.

[0017] In order to further improve the functionality with regard to the coupling to the body, according to the invention at least one of the end regions is angled relative to the central region.

[0018] According to the invention, the torsion cross strut designed as an elongated hollow chamber profile is designed as an extruded profile - in particular made of aluminum or an aluminum alloy - and is formed in at least one of the end regions. This embodiment of the invention makes it possible in a simple manner to produce the torsion cross strut according to the invention as a single component, which may only need to be correspondingly formed in further steps. According to the invention, it is no longer necessary to assemble several components to form the torsion cross strut according to the invention. This makes it particularly simple to produce the torsion cross strut according to the invention as a single component in a single work step, wherein it may still need to be formed in further work steps, but no longer needs to be connected to other components.

[0019] Another essential feature of the invention is that at least one of the end regions is formed with at least two connecting sections. The design of the at least two connecting sections makes it possible to define various energy dissipation paths into the vehicle body or the vehicle itself, so that loads from the chassis, but also in the event of an impact, are diverted in the desired manner into the torsion cross member and subsequently into the vehicle body, without negatively impacting ride comfort.

[0020] In particular, the torsion cross strut can be designed with a wide, fork-shaped configuration of the end region, wherein a rubber bearing can be arranged between the connecting sections.

[0021] According to a further concept of the invention, the elongated hollow chamber profile has two hollow chambers. The use of two hollow chambers further improves torsional rigidity.

[0022] According to a further embodiment of the invention, at least one connecting section comprises a hollow chamber, which is spaced apart from a second connecting section and bent. Thus, the torsion cross strut according to the invention can be arranged and attached to different vehicle elements on the vehicle side with its different connecting sections. This measure makes it possible to transfer or dissipate energy introduced into the torsion cross strut into the vehicle body in different vehicle directions.

[0023] It has proven particularly advantageous that the two hollow chambers run essentially parallel to each other, at least in the central region of the torsion cross strut, which is designed as an elongated hollow chamber profile. Such a design with two essentially parallel hollow chambers further improves the rigidity of the torsion cross strut according to the invention and, as an extruded profile, can also be easily manufactured as a single component.

[0024] The design of the invention aims in the same direction, in that the two hollow chambers are connected to each other via the web, at least in the central region of the torsion cross strut, which is designed as an elongated hollow chamber profile. Such a web also further optimizes the rigidity and torsional capacity of the torsion cross strut according to the invention. Furthermore, the two hollow chambers, which are now spaced apart by the web, also enable optimized load transfer or more targeted load transfer into the system of the motor vehicle or the motor vehicle body, since this defines two different load paths.

[0025] To further optimize the rigidity of the torsion cross strut according to the invention, it can be provided that the web is deformed at least in sections, at least in the central region of the torsion cross strut, which is designed as an elongated hollow chamber profile, and is provided, in particular, with at least one bead or embossed portion. Such deformations, beads, or embossed portions are particularly well suited to increasing the rigidity of sheet metal. The bead is preferably formed away from a spring strut and thus points upwards, away from the roadway.

[0026] However, it is also possible for the torsion cross brace according to the invention, or the elongated hollow chamber profile of the torsion cross brace, to have only one hollow chamber. Such torsion cross braces also make it possible to significantly optimize the rigidity and load transfer and distribution compared to the prior art.

[0027] It has proven particularly advantageous for the web to be connected to a side wall of the hollow chamber. This web is preferably angled at the end opposite the hollow chamber and particularly preferably extends over the entire longitudinal extent of the hollow chamber. Like the web extending between the two hollow chambers of the previously described torsion profiles, this web is also suitable for significantly improving the rigidity of the torsion profile with a hollow chamber. A further optimization of the rigidity and torsional capacity as well as the protective properties with regard to load introduction and transfer into the system is achieved by angling the web at the end opposite the hollow chamber. It is particularly advantageous if this angling of the web extends over the entire longitudinal extent of the hollow chamber. This increases the flexural rigidity in particular and reduces the risk of cracks in the edge area of ​​the web orthe torsion cross member can be avoided.

[0028] When forming the torsion cross strut with a hollow chamber, deformations or beads or embossments can also be provided, which can in particular also be arranged in the end region of the torsion cross strut according to the invention.

[0029] A motor vehicle with a torsion cross member of the type described above should also be independently protected.

[0030] Such a motor vehicle can advantageously have at least one spring strut and a rubber bearing arranged between the torsion strut and the spring strut, wherein the rubber bearing and / or the spring strut is directly coupled to the end region of the torsion cross strut.

[0031] Furthermore, it is possible for such a motor vehicle to have a load-conducting connecting part for coupling the torsion cross member to an upper longitudinal member or a fender bracket or a bulkhead of the motor vehicle.

[0032] It is also possible for such a motor vehicle to be equipped with such a load-conducting connecting part, which preferably comprises a hollow chamber and is formed in one piece and of the same material as the torsion cross strut.

[0033] Further objects, advantages, features, and possible applications of the present invention will become apparent from the following description of the exemplary embodiments with reference to the drawings. All described and / or illustrated features, individually or in any meaningful combination, constitute the subject matter of the present invention, regardless of their summary in the claims or their interrelationship.

[0034] They show: Fig. 1 to 6: a first embodiment of a torsion cross strut according to the invention in various representations, Fig. 7 to 12: a second embodiment of a torsion cross strut according to the invention in different representations, Fig. 13 to 18: a third embodiment of a torsion cross strut according to the invention in different representations, Fig. 19: a front structure of a motor vehicle with a built-in torsion cross member according to the invention of the Fig. 13 to 18 in a perspective view, Fig. 20: the front structure of a motor vehicle according to Fig. 19 in a side view, Fig. 21: the front structure of a motor vehicle with a further embodiment of a torsion cross member according to the invention in a side view, Fig. 22: the front structure of a motor vehicle with a further embodiment of a torsion cross member according to the invention in a side view, Fig. 23: the torsion cross member of the Fig. 22 in a top view Fig. 24: a cross-sectional view of the torsion cross member of the Fig. 23, Fig. 25: the front structure of a motor vehicle with a further embodiment of a torsion cross member according to the invention in a side view Fig. 26: the torsion cross member of the Fig. 25 in a top view, Fig. 27: a cross-sectional view of the torsion cross member of the Fig. 26 and Fig. 28: another cross-sectional view of the torsion cross member of the Fig. 26.

[0035] In the Fig. 1 to 6 show a first embodiment of a torsion cross brace according to the invention in various views. Fig. 1 shows the torsion cross brace in a perspective view. It is clearly visible that the torsion cross brace is designed as a hollow chamber profile 1 with two hollow chambers 10 and 20. The two hollow chambers 10 and 20 are connected to each other in a central region 4 of the hollow chamber profile 1 by a web 7 and are spaced apart from each other by this web 7.

[0036] The torsion cross strut or the hollow chamber profile 1 is made from an extruded profile made of an aluminum compound or alloy, which already has the two hollow chambers 10 and 20 and the web 7 spaced apart from them. In the central region 4, the hollow chamber profile 1 made from the extruded profile is formed in the region of the web 7, in such a way that the web 7 and thus also the entire hollow chamber profile 1 in the entire central region 4 is provided with an embossing or deformation in the manner of a bead 8.

[0037] The central region 4 of the hollow chamber profile 1 is arranged between two end regions 5 and 6 of the hollow chamber profile 1. Both end regions 5 and 6 are more or less identical, but mirror-symmetrical to a plane AA as shown in Fig. 4, wherein the plane AA is identical to the central transverse plane of the hollow chamber profile 1.

[0038] The end region 5 of the hollow chamber profile 1 is angled over a region 16 relative to the central region 4 of the hollow chamber profile 1, while the end region 6 of the hollow chamber profile 1 is angled over a region 17 relative to the central region 4 of the hollow chamber profile 1. Since the end regions 5 and 6 are otherwise not different, only a description of the Fig. 1 and Fig. 2 left end area 5 of the hollow chamber profile 1.

[0039] The end region 5 has two identical connecting sections 11 and 12, each provided with a flange 2. The flanges 2 have openings 14 through which connecting elements—for example, screws—can be passed, with which the hollow chamber profile 1 can be connected to the vehicle side.

[0040] Between the connecting sections 11 and 12, there is a further connecting section 13, which is also provided with a flange 3. The flange 3 has an opening 15 through which connecting elements—for example, screws—can be passed, with which the hollow chamber profile 1 can also be connected to the vehicle side, in particular indirectly to the bulkhead or firewall or an upper longitudinal member or a fender bracket.

[0041] Since the torsion cross strut or hollow chamber profile 1 is made from an extruded profile whose hollow chambers 10 and 20 are only present in the central region 4 of the hollow chamber profile 1, the hollow chamber profile 1 is machined accordingly in its end regions 5 and 6. Across regions 16 and 17, in which the end regions 5 and 6 are angled relative to the central region 4, each hollow chamber 10 and 20 of the central region 4 of the hollow chamber profile 1 is flattened, so that in the area of ​​the flanges 2 of the end regions 5 and 6, they are formed into a material doubling relative to the flange 3, which is formed from the continuation of the hollow chambers 10 and 20 in the connecting web 7. As a result of this deformation of the hollow chambers 10 and 20, the hollow chamber profile 1 widens in its end regions 5 and 6 relative to its central region 4.

[0042] While the Fig. 1 shows the torsion cross member or the hollow chamber profile 1 in a perspective view, is in Fig. 2 shows a plan view from below of the torsion cross member or the hollow chamber profile 1. In particular, in the illustration according to Fig. 2 it is particularly clearly visible that the torsion cross strut or the hollow chamber profile 1 is significantly widened in the end areas 5 and 6 compared to the middle area 4.

[0043] Fig. Figure 3 shows a side view of the torsion cross member or hollow chamber profile 1, in which the angle of the end regions 5 and 6 in regions 16 and 17 relative to the central region 4 is particularly visible. The angle is adapted to the inclination of a spring strut relative to the vehicle's vertical axis.

[0044] Furthermore, Fig. 4 a view of the torsion cross brace or the hollow chamber profile 1 from above. Essentially, the same elements can be seen here as in the illustration of the Fig. 2, which shows a view of the torsion cross strut or the hollow chamber profile 1 from below.

[0045] In Fig. 5 is a sectional view through the central region 4 of the torsion cross member or the hollow chamber profile 1 along the plane AA of the Fig. 4. The rectangular geometry of the two hollow chambers 10 and 20 of the torsion cross strut or the hollow chamber profile 1 and the web 7 provided with a bead 8, which connects the hollow chambers 10 and 20, are particularly clearly visible.

[0046] In the Fig. 6 is a sectional view through the end region 5 of the torsion cross strut or the hollow chamber profile 1 along the plane BB of the Fig. 4. The doubling of material resulting from the deformation of the hollow chambers 10 and 20 in the area of ​​the flanges 2 relative to the flange 3 is particularly clearly visible. Furthermore, the deformation of the hollow chambers 10 and 20 also creates reinforcing nipples 18 and 19 between the flanges 2 and 3. An opening 15 for connecting a rubber mount is also visible. A flat connection surface E is shown in the end area in the image plane at the top. Alternatively, this can also be formed at the bottom, for example, to provide a large joining surface for a rubber mount above the suspension strut.

[0047] In the Fig. 7 to 12 show a second embodiment of a torsion cross brace according to the invention in different views. Fig. 1 the torsion cross strut in a perspective view. It can be clearly seen that the torsion cross strut is designed as a hollow chamber profile 101 with two hollow chambers 110 and 120. The two hollow chambers 110 and 120 are connected in a central region 104 of the hollow chamber profile 101 by means of a web 107, as is particularly shown in the Fig. 8 and Fig. 11, are connected to each other and spaced from each other by this web 107.

[0048] The torsion cross strut or the hollow chamber profile 101 is made of an extruded profile made of an aluminum compound or alloy, which already has the two hollow chambers 110 and 120 and the web 107 spaced apart from them.

[0049] The central region 104 of the hollow chamber profile 101 is arranged between two end regions 105 and 106 of the hollow chamber profile 101. Both end regions 105 and 106 are more or less identical, but mirror-symmetrical to a plane CC as shown in Fig. 10, wherein the plane CC is identical to the central transverse plane of the hollow chamber profile 101.

[0050] The end region 105 of the hollow chamber profile 101 is angled over a region 116 relative to the central region 104 of the hollow chamber profile 101, while the end region 106 of the hollow chamber profile 101 is angled over a region 117 relative to the central region 104 of the hollow chamber profile 101. Since the end regions 105 and 106 are otherwise not different, only a description of the Fig. 7 and Fig. 8 left end area 105 of the hollow chamber profile 101.

[0051] The end region 105 has two identical connecting sections 111 and 112, each provided with a flange 2. The flanges 2 have openings 14 through which connecting elements—for example, screws—can be passed, with which the hollow chamber profile 101 can be connected to the vehicle side.

[0052] In this exemplary embodiment, no additional connection section is provided between the connection sections 111 and 112. Rather, the two connection sections 111 and 112 are spaced apart and separated in the end region 105 without being connected to one another.

[0053] Since the torsion cross strut or the hollow chamber profile 101 is made from an extruded profile whose hollow chambers 110 and 120 are only present in the central region 104 of the hollow chamber profile 101, the hollow chamber profile 101 is machined accordingly in its end regions 105 and 106. Via the regions 116 and 117, in which the end regions 105 and 106 are angled relative to the central region 104, each hollow chamber 110 and 120 is individually joined from the central region 4 of the hollow chamber profile 1 into the end regions 105 and 106, so that in the region of the flanges 102 of the end regions 105 and 106, they are formed into a material doubling relative to the sheet 107 in the central region 104 of the hollow chamber profile 101.Furthermore, the two connecting sections 111 and 112 are moved apart, so that the hollow chamber profile 101 widens in its end regions 105 and 106 compared to its central region 104 due to the deformation of the hollow chambers 10 and 20 and their separation.

[0054] While the Fig. 7 shows the torsion cross member or the hollow chamber profile 101 in a perspective view, is in Fig. 8 shows a plan view from below of the torsion cross member or the hollow chamber profile 101. In particular, in the illustration according to Fig. 8 it is particularly clearly visible that the torsion cross strut or the hollow chamber profile 101 is significantly widened in the end regions 105 and 106 compared to the central region 104, wherein the connecting sections 111 and 112 and the flanges 102 are spaced apart from one another.

[0055] Fig. 9 shows a side view of the torsion cross strut or the hollow chamber profile 101, in which in particular the angulation, preferably between 2 and 10 degrees, of the end regions 105 and 106 in the regions 116 and 117 relative to the central region 104 can be seen.

[0056] Furthermore, Fig. 10 a view of the torsion cross brace or hollow chamber profile 101 from above. Essentially, the same elements can be seen here as in the illustration of the Fig. 8, which shows a view of the torsion cross strut or the hollow chamber profile 101 from below.

[0057] In Fig. 11 is a sectional view through the central region 104 of the torsion cross member or the hollow chamber profile 101 along the plane CC of the Fig. 10 shown.

[0058] This illustration also shows the original extruded profile cross-section. The rectangular geometry of the two hollow chambers 110 and 120 of the torsion cross strut, or rather, the hollow chamber profile 101, and the web 107 connecting the hollow chambers 110 and 120, is particularly clearly visible.

[0059] In the Fig. 12 is a sectional view through the end region 106 of the torsion cross strut or the hollow chamber profile 101 along the plane DD of the Fig. 10. The material doubling resulting from the deformation of the hollow chambers 110 and 120 in the area of ​​the flanges 102 relative to the web 107 in the central region 104 is particularly clearly visible. Furthermore, the deformation of the hollow chambers 110 and 120 also forms reinforcing nipples 118 and 119 between the flanges 102, which are spaced apart from one another.

[0060] In the end regions 105 and 106, each flange 102 of a connecting section 111 and optionally 112 has a web 121 pointing towards the other connecting section 112 and 111, which also contributes to an improved stability 106 of the torsion cross strut or the hollow chamber profile 101.

[0061] In the Fig. 13 to 18 show a third embodiment of a torsion cross brace according to the invention in different views. Fig. 13 shows the torsion cross brace in a perspective view. It can be clearly seen that the torsion cross brace is designed as a hollow chamber profile 201 with a hollow chamber 210. A web 207 is formed onto the hollow chamber 210, as is particularly evident in the Fig. 17 and Fig. 18 can be seen.

[0062] The torsion cross strut or the hollow chamber profile 201 is made of an extrusion profile made of an aluminum compound or alloy, which already has the hollow chambers 210 and the web 207.

[0063] The central region 204 of the hollow chamber profile 201 is arranged between two end regions 205 and 206 of the hollow chamber profile 201. Both end regions 205 and 206 are more or less identical, but mirror-symmetrical to a plane EE as shown in Fig. 16, wherein the plane EE is identical to the central transverse plane of the hollow chamber profile 201.

[0064] The end region 205 of the hollow chamber profile 201 is angled over a region 216 relative to the central region 204 of the hollow chamber profile 201, while the end region 206 of the hollow chamber profile 201 is angled over a region 217 relative to the central region 204 of the hollow chamber profile 201. Since the end regions 205 and 206 are otherwise not different, only a description of the Fig. 13 and Fig. 14 left end region 205 of the hollow chamber profile 201.

[0065] The end region 205 has two connecting sections 211 and 212, each provided with a flange 202 or 203. The flanges 202 and 203 have openings 214 through which connecting elements—for example, screws—can be passed, with which the hollow chamber profile 201 can be connected to the vehicle side.

[0066] In this exemplary embodiment, no further connection section is provided between the connection sections 211 and 212. Rather, a deformation in the form of a bead 218 is arranged between these two connection sections 211 and 212 in the end region 205. This bead 218 extends from the region 216 in the end region 205, in which the end region 205 is angled relative to the central region 204, to between the openings 214 of the flanges 203 and 202. It is also conceivable for such a bead to extend into the central region 204 in order to improve the flexural rigidity in the direction of the vehicle's vertical axis.

[0067] In this embodiment of the torsion cross strut or the hollow chamber profile 201, the hollow chamber 210 extends beyond the central region 204 of the hollow chamber profile 201 into its end regions 205 and 206.

[0068] While the Fig. 13 shows the torsion cross member or the hollow chamber profile 201 in a perspective view, is in Fig. 14 shows a plan view from below of the torsion cross member or the hollow chamber profile 201. In particular, in the illustration according to Fig. 14 it is particularly clearly visible that the hollow chamber 210 of the torsion cross strut or the hollow chamber profile 201 is essentially perpendicular to the web 207 and extends beyond the central region 204 into the end regions 205 and 206.

[0069] Fig. 15 shows a side view of the torsion cross strut or the hollow chamber profile 201, in which in particular the angulation of the end regions 205 and 206 in the regions 216 and 217 relative to the central region 204 can be seen.

[0070] Furthermore, Fig. 16 shows a top view of the torsion cross brace or hollow chamber profile 201. This essentially shows a plan view of the web 207. Furthermore, the design of the end regions 205 and 206 with the connection regions 211 and 212, which have flanges 202 and 203 and openings 214, as well as the beads 218, can be seen.

[0071] In Fig. 17 is a sectional view through the central region 204 of the torsion cross member or the hollow chamber profile 201 along the plane EE of the Fig. 16. Particularly clearly visible here is the trapezoidal geometry of the hollow chamber 210 of the torsion cross strut or the hollow chamber profile 201 and the web 207, which adjoins the upper side wall 215 of the hollow chamber 210. Furthermore, it can also be seen that the web 207 is angled at its end 219 opposite the hollow chamber 210.

[0072] In the Fig. 18 is a sectional view through the end region 206 of the torsion cross strut or the hollow chamber profile 201 along the plane FF of the Fig. 16. It is particularly clear here - as in Fig. 16 - it can be seen that the end regions 205 and 206 are significantly wider than the middle region 204.

[0073] In the end regions 205 and 206, the web 207 has a bead 218. The angled end 219 of the web 207 also extends into the end regions 205 and 206.

[0074] In the Fig. 19 is now shown in a perspective view how a hollow chamber profile 201 designed as a torsion cross brace according to the Fig. 13 to 18 is arranged in a front structure of a motor vehicle with three-point control arms 231. In the present exemplary embodiment, the torsion cross strut or the hollow chamber profile 201 with its flanges 203 and 202 arranged in the end regions 205 and 206 is connected to the front structure of the motor vehicle by damper legs 230. Due to the inventive design of the torsion cross strut as a hollow chamber profile 202, both the torsional properties and thus the stability as well as the load dissipation and absorption during driving and in the event of an accident are now improved. Both the hollow chamber 210 and the beads 218 in the end regions 205 and 206 of the hollow chamber profile 201 and the angled end 219 of the web 207 contribute to this.

[0075] The Fig. 20 shows the front structure of the motor vehicle according to Fig. 19 in a side view.

[0076] In the Fig. 21 shows a side view of a further front structure of a motor vehicle, into which a torsion cross member designed as a hollow chamber profile 301 according to the Fig. 13 to 18. In contrast to the motor vehicles of the Fig. 19 and Fig. 20, this front structure does not have a three-point link, but a McPherson axle, which in this case is integrated into the Fig. 21 is displayed. The advantage of such McPherson axles is that chassis loads in the vehicle's longitudinal direction can also be introduced into the torsion cross member and do not have to be absorbed by the three-point link.

[0077] The hollow chamber profile 301 of the Fig. 22 is supported by a connection area 311 on a front wall 335 of a motor vehicle and is further connected by its other connection section 312 by means of two in Fig. 22 screws 333 are attached to a damper leg 330 or a rubber bearing 332 of the damper leg 330 of the motor vehicle. A flange 303 of the connecting section 311 serves for vehicle-side attachment.

[0078] The hollow chamber profile 301 of the Fig. 22 is shown in a separate plan view in the Fig. 23. The different and separated connection sections 311 and 312 can be clearly seen, which are located in the end regions 305 and 306 of the hollow chamber profile 301 and are designed as hollow chambers 310 and 320. In a central region 304 of the hollow chamber profile 301, these two hollow chambers 310 and 320 run parallel and are connected to one another by means of a very narrow web 307. The web 307 can also be solid over the entire transverse extent or, in the installed state, in the vertical direction of the vehicle. In the connection section 312 in the end regions 305 and 306, the hollow chamber 310 is flattened or embossed, so that a wall doubling is formed, in which the coupling with the rubber bearing 332 can take place by means of corresponding holes and screws.

[0079] The Fig. 24 shows a cross-sectional view of the Fig. 23 along the plane GG, whereby the two different hollow chambers 310 and 320 of the connecting sections 311 and 312 of the hollow chamber profile 301 are clearly visible.

[0080] The hollow chamber profile 401 of the Fig. 25 is fastened or can be fixed on the vehicle side via flanges 402 with connecting sections 311 and 312 arranged in end regions 405 and 406 to a corresponding rubber bearing 310 of the damper leg 330 of the motor vehicle.

[0081] As can be seen in particular from the top view of the hollow chamber profile 401 of the Fig. As can be seen from Figure 26, this hollow chamber profile 401 is mirror-symmetrical both with respect to its central longitudinal axis within the planes HH and with respect to its central longitudinal axis (not shown here). In its central region 404, the hollow chamber profile 401 has parallel hollow chambers 410 and 420, which are connected to one another by a web 407. In end regions 405 and 406, the hollow chambers are then guided apart and no longer connected to one another. Both hollow chambers 410 and 420 each have a web 421 pointing towards the other hollow chamber 420 and 410 in the region of the corresponding flange 402. The two hollow chambers 410 and 420 encompass a rubber bearing 422 arranged on the spring strut or damper strut 430 in the end regions 405 and 406 with the connecting sections 411 and 412.The end of the hollow chambers 410 and 420 is flattened in the end regions 405 and 406 or in the region of the flanges 402, so that an enlarged joining surface to the rubber bearing 422 is available there.

[0082] These webs 421 are particularly clear in the cross-sectional view of the Fig. 27 along level II of the Fig. 26. Here, too, the mirror symmetry of the hollow chamber profile along its central longitudinal axis in the end region 405 is clearly visible, which is also present analogously in the end region 406.

[0083] In the cross-sectional view of the Fig. 28 along the plane HH of the Fig. This symmetry can also be seen in Figure 26. There, it can be seen that the two hollow chambers 410 and 420 of the hollow chamber profile 1 are connected in its central region 404 via web 407 and are also spaced from each other by this web. List of reference symbols 1 hollow chamber profile 2 flange 3 Flange 4 Middle area 5 End area 6 End area 7 jetty 8 bead 10 hollow chamber 11 Connection section 12 connection section 13 connection section 14 Opening 15 Opening 16 Area 17 Area 18 nipples 19 nipples 20 hollow chamber AA Level BB Level 101 hollow chamber profile 102 flange 104 Middle range 105 End area 106 End area 107 Bridge 110 hollow chamber 111 connecting section 112 connecting section 114 bore 116 Area 117 Area 118 nipples 119 nipples 120 hollow chamber 121 jetty CC level DD Level 201 hollow chamber profile 202 flange 203 Flange 204 Middle range 205 End area 206 End area 207 jetty 210 hollow chamber 211 connecting section 212 connecting section 214 bore 215 side wall 216 Area 301 hollow chamber profile 302 flange 303 flange 304 Middle range 305 End area 306 End area 307 jetty 310 hollow chamber 311 connecting section 312 connecting section 320 hollow chamber 330 shock absorber strut 332 rubber bearings 217 Area 218 bead 219 End 230 shock absorber leg 231 three-point linkage EE level FF Level X Vehicle longitudinal axis Y vehicle transverse axis Z Vehicle vertical axis 333 screw 335 front wall GG level 401 hollow chamber profile 402 flange 403 flange 404 Middle range 405 End area 406 End area 407 jetty 410 hollow chamber 411 connection area 412 connection area 420 hollow chamber 421 jetty 422 rubber bearings 430 spring strut, damper strut. HH Level Level II

Claims

[1] Torsion cross strut for connecting spring-damper and / or damper and / or spring struts of a motor vehicle with flanges (2, 3; 102; 202; 302, 303; 402) for connection to the spring-damper and / or damper and / or spring struts of the motor vehicle, wherein the torsion cross strut is designed as an elongated hollow chamber profile (1; 101; 201; 301; 401) with at least one hollow chamber (10, 20; 110, 120; 210; 310, 320; 410, 420), characterized by that at least one of the end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406) is angled relative to the central region (4; 104; 204), wherein the torsion cross strut is designed as an extruded profile which is formed in at least one of the end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406), wherein at least one of the end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406) is provided with at least two connecting sections (11, 12, 13; 111, 112; 211, 212; 311, 312; 411, 412). [2] Torsion cross member according to claim 1, characterized by that the at least one hollow chamber (10, 20; 110, 120; 210; 310, 320; 410, 420) extends at least over a central region (4; 104; 204; 304; 404) of the torsion cross strut designed as an elongated hollow chamber profile (1; 101; 201; 301; 401). [3] Torsion cross member according to claim 1 or 2, characterized by that a web (7; 107, 207; 307; 407) adjoins a side wall (15, 115, 215) of the at least one hollow chamber (10, 20; 110, 120; 210; 310, 320; 410, 420). [4] Torsion cross member according to one of the preceding claims, characterized by that the flanges (2, 3; 102; 202; 302, 303; 402) are arranged in end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406) of the torsion cross strut, wherein the central region (4; 104; 204; 304, 404) of the torsion cross strut extends between the end regions (5, 6; 105, 106; 205, 206; 305, 306; 405, 406). [5] Torsion cross member according to one of the preceding claims, characterized by that the elongated hollow chamber profile (1; 101; 301; 401) has two hollow chambers (10, 20; 110, 120; 310, 320; 410, 420). [6] Torsion cross member according to one of the preceding claims, characterized by that at least one connecting section (11, 12, 13; 111, 112; 211, 212; 311, 312; 411, 412) comprises a hollow chamber (11, 12, 13; 111, 112; 211, 212; 311, 312; 411, 412) which is spaced from a second connecting section (11, 12, 13; 111, 112; 211, 212; 311, 312; 411, 412) and is bent. [7] Torsion cross member according to claim 5, characterized by that the two hollow chambers (10, 20; 110, 120) run essentially parallel to one another at least in the central region (4; 104) of the torsion cross strut designed as an elongated hollow chamber profile (1; 101). [8] Torsion cross member according to claim 5 or 6, characterized bythat the two hollow chambers (10, 20; 110, 120) are connected to one another via the web (7; 107) at least in the central region (4; 104) of the torsion cross strut designed as an elongated hollow chamber profile (1; 101). [9] Torsion cross member according to claim 7, characterized by that the web (7) is deformed at least in sections at least in the central region (4) of the torsion cross strut designed as an elongated hollow chamber profile (1) and is provided in particular with at least one bead (8). [10] Torsion cross member according to one of claims 1 to 4, characterized by that the elongated hollow chamber profile (201) has a hollow chamber (210). [11] Torsion cross member according to claim 9, characterized by that the web (207) adjoins a side wall (215) of the hollow chamber (210), which web is preferably angled at its end (219) opposite the hollow chamber (210) and particularly preferably extends over the entire longitudinal extent of the hollow chamber (210). [12] Torsion cross member according to claim 10, characterized by that at least one of the end regions (205, 206) of the hollow chamber (210) is provided with at least one bead (218). [13] Motor vehicle with a torsion cross member according to one of the preceding claims. [14] Motor vehicle according to claim 13, characterized by a spring strut and a rubber bearing arranged between the torsion strut and the spring strut, wherein the rubber bearing and / or the spring strut is directly coupled in the end region of the torsion cross strut. [15] Motor vehicle according to claim 13 or 14, characterized by a load-conducting connecting part for coupling the torsion cross member to an upper longitudinal member or a fender bracket or a bulkhead of the motor vehicle. [16] Motor vehicle according to one of claims 13 to 15, characterized bythat it comprises a load-conducting connecting part, preferably with a hollow chamber, and is formed in one piece and of the same material as the torsion cross strut.

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