Chassis for a motor vehicle, motor vehicle with such a chassis, and modular system for manufacturing at least two variants of a chassis for motor vehicles.

Abstract

Chassis (10) for a motor vehicle, comprising an axle carrier (14), with at least one wheel guide (16) pivotally held on the axle carrier (14) for guiding a vehicle wheel (18) of the motor vehicle, and with at least one spring strut (38) by means of which the wheel guide (16) and the vehicle wheel (18) can be supported on a body (12) of the motor vehicle in a sprung and damped manner, wherein the chassis (10) comprises: - a bearing device (46) by means of which the axle carrier (14) can be elastically attached to the structure (12) and thereby elastically supported on the structure (12); and - a frame (48) designed separately from the axle carrier (14), which is connected to the axle carrier (14) via the bearing device (46) and can be rigidly connected to the superstructure (12) by means of the bearing device (46) to stiffen the superstructure (12); characterized in that at least a second frame (76) is provided, on which at least one pressure tank (78) for storing a compressed fuel is held or is held, wherein the second frame (76) is connected to the first frame (48) by means of the bearing device (46).

Description

[0001] The invention relates to a chassis for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1. Furthermore, the invention relates to a motor vehicle according to the preamble of patent claim 11. The invention also relates to a modular system for producing at least two construction variants of a chassis for motor vehicles, in particular for motor vehicles.

[0002] US 7,198,301 B2 discloses a suspension arrangement for a vehicle having a body. The suspension arrangement comprises a chassis frame and a storage tank for storing gas, the storage tank being attached to the body. Furthermore, a rear suspension is provided, which is coupled to the chassis frame and spans the storage tank. EP 2 133 259 B1 discloses a rear structure for a tank-carrying vehicle.

[0003] DE 102 39 500 B4 discloses a known vehicle body. Furthermore, US 2004 / 0 108 677 A1 discloses a structure for attaching a suspension arm.

[0004] Furthermore, DE 10 2008 014 501 A1 discloses a chassis according to the preamble of patent claim 1 and a motor vehicle according to the preamble of patent claim 11. DE 10 2015 010 507 A1 discloses a body structure for a two-track vehicle. Furthermore, DE 10 2018 211 467 A1 discloses a body assembly for a vehicle.

[0005] The object of the present invention is to provide a chassis, a motor vehicle with such a chassis and a modular system for producing at least two construction variants of such a chassis, so that a particularly high level of comfort and a particularly high level of rigidity can be achieved in a space-saving manner.

[0006] This object is achieved according to the invention by a chassis having the features of patent claim 1, by a motor vehicle having the features of patent claim 11, and by a modular system having the features of patent claim 12. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0007] A first aspect of the invention relates to a chassis for a motor vehicle, in particular for a motor vehicle and preferably for a passenger car. The chassis comprises an axle carrier and at least one check rail, which is articulated to the axle carrier, for guiding a vehicle wheel of the motor vehicle. This means that the vehicle wheel, also simply referred to as the wheel, is held or can be held on the axle carrier via the check rail, in particular articulated, such that the check rail allows relative movements between the wheel and the axle carrier. This allows, for example, the wheel to compress and extend in the vertical direction of the vehicle relative to the axle carrier. The check rail is held on the axle carrier and can be pivoted relative to the axle carrier about at least or exactly one pivot axis.For example, the wheel guide is held or mounted elastically on the axle carrier, wherein the wheel guide is held elastically on the axle carrier, for example via at least one rubber bearing and is thereby mounted elastically on the axle carrier.

[0008] The vehicle wheel is a ground contact element by which the motor vehicle can be or is supported vertically against the ground. For example, if the motor vehicle is driven along the ground while being supported vertically against the ground by the vehicle wheel, the vehicle wheel will roll along the ground or roll along the ground.The feature that the wheel check is designed to guide the vehicle wheel is to be understood in particular as meaning that by means of the wheel check, relative movements between the wheel and the axle carrier and thus relative movements between the wheel and a structure of the motor vehicle designed, for example, as a self-supporting body, in particular along at least one direction, can be at least limited or avoided, so that at least along the direction relative movements between the wheel and the axle carrier can be limited or avoided by means of the wheel check.

[0009] The chassis further comprises at least one spring strut, which is preferably designed as a McPherson strut. The wheel control arm and thus the vehicle wheel can be supported or are supported on the body of the motor vehicle, in particular in the vertical direction of the vehicle, via the spring strut in a sprung and damped manner. For example, a wheel carrier is provided on which a wheel hub is rotatably mounted. Thus, the wheel hub can be rotated relative to the wheel carrier, for example, about a wheel rotation axis. The vehicle wheel can be connected or is connected to the wheel hub in a rotationally fixed manner. The spring strut itself can be formed separately from the wheel carrier, so that the wheel carrier and the spring strut are, for example, separately formed and interconnected components. In other words, the wheel carrier is connected to the spring strut, in particular in a non-articulated manner. Thus, for example, the spring strut and the wheel carrier form a module or structural unit.The wheel carrier is supported or can be supported on the body via the spring strut, in particular in the vertical direction of the vehicle, in a spring-loaded and damped manner. The spring strut allows the aforementioned relative movements between the wheel and the axle carrier, whereby the spring strut can cushion and dampen this relative movement. For this purpose, the spring strut has, for example, at least or exactly one, in particular hydraulic, shock absorber and at least or exactly one spring, in particular a mechanical spring, which can be formed, for example, from a metallic material or from a plastic, in particular fiber-reinforced plastic. It is conceivable that the shock absorber is at least partially arranged in the spring.This can be understood, in particular, as meaning that the spring has at least two spring parts spaced apart from one another along a direction and opposite one another along that direction, wherein at least a portion of the shock absorber can be arranged between the spring parts along the direction. This allows for a compact design of the strut.

[0010] In order to be able to achieve particularly high rigidity and particularly high comfort, the invention provides that the chassis has a bearing device by means of which the axle carrier can be elastically fastened to the body and can therefore be elastically mounted on the body. This means that the axle carrier is formed separately from the body and can be elastically mounted on the body via the bearing device. The feature that the axle carrier can be elastically mounted on the body by means of the bearing device can be understood in particular to mean that the bearing device allows targeted or desired relative movements between the axle carrier and the body within certain limits. As a result of this relative movement, for example, at least one component of the bearing device is deformed, in particular elastically, whereby vibration energy is converted into deformation energy.This dampens the relative movements between the axle carrier and the body, thereby dampening vibrations of the axle carrier. This makes it possible to avoid excessive excitation of the body, which is designed, for example, as a self-supporting body, caused by the axle carrier, in particular when the motor vehicle is driving on uneven ground and / or driving over potholes. As a result, excessive noise perceptible by the occupants of the motor vehicle can be avoided, so that a particularly high level of comfort, in particular a particularly high level of driving comfort, of the motor vehicle can be achieved. Preferably, the aforementioned component of the bearing device is made of an elastically deformable material, in particular of rubber or an elastomer. Thus, the bearing device forms, for example, a rubber bearing, via which the axle carrier is or is to be elastically mounted on the body.

[0011] In order to simultaneously achieve particularly high rigidity of the body and thus advantageous driving characteristics of the motor vehicle, the chassis according to the invention additionally has a frame which is formed separately from the axle carrier and is connected to the axle carrier via the bearing device. The bearing device thus also allows relative movements between the axle carrier and the frame, wherein, for example, a relative movement, in particular a vertical one, between the axle carrier and the body can be limited or restricted by means of the frame. In order to stiffen the body, the frame can be rigidly connected or is connected to the body by means of the bearing device. In other words, the body can be stiffened or is stiffened by means of the frame in that the frame can be rigidly connected or is connected to the body by means of the bearing device.The feature that the frame can be or is connected to the body by means of the bearing device is to be understood in particular that at least one component of the bearing device is or is used to connect the frame, in particular rigidly, to the body. The bearing device therefore has a dual function. On the one hand, the bearing device is used to elastically connect the axle carrier to the body. In this case, the bearing device allows targeted or desired relative movements between the axle carrier and the body within certain limits so that excessive excitation of the body caused by the axle carrier, in particular vibration excitation, can be avoided. On the other hand, the bearing device is used to rigidly connect the frame to the body and thus to stiffen or reinforce the body by means of the frame.As a result, a high level of rigidity, in particular a high torsional rigidity, of the body can be ensured - while or although the axle carrier is elastically mounted on the body by means of the bearing device.

[0012] The feature that the frame can be or is rigidly connected to the body can be understood in particular to mean that the frame is more rigid or less elastic than the elastic mounting of the axle carrier via the bearing device on the body, and in particular can be or is connected to the body with less or no rubber-elasticity. In the connection of the frame to the body that can be realized or is realized by means of the bearing device, in contrast to the elastic mounting of the axle carrier on the body, no relative movements between the frame and the body are deliberately permitted. Instead, the aim is to avoid or keep as small as possible such relative movements between the frame and the body, for example resulting from elasticities and thus for technical reasons. This allows the body to be stiffened effectively and efficiently.In other words, the frame cannot be connected or is connected to the structure via a specifically elastically deformable bearing element, but the frame is rigid or stiff and thus can be connected or is connected to the structure in an inelastic or non-elastic manner.

[0013] The suspension according to the invention allows for the high level of comfort and rigidity to be achieved in a particularly space-efficient manner due to the use of a spring strut. Compared to a solution without a spring strut, this eliminates the need for an upper control arm plane, allowing, for example, a particularly large installation space extending over a large distance in the vehicle's transverse and / or longitudinal directions. This installation space can be used as storage space to accommodate components such as gas or pressure tanks and / or an electric drive for electrically propelling the vehicle.The check rail is preferably arranged in a lower half of the spring strut in the vertical direction of the vehicle, in particular in a lower third in the vertical direction of the vehicle, wherein it is preferably provided that the chassis according to the invention is free of check rails arranged above the check rail in the vertical direction of the vehicle. In other words, no further check rail is provided above the check rail in the vertical direction of the vehicle, so that an upper check rail level can be or is dispensed with. In this case, the spring strut, for example, takes on guiding tasks for guiding the wheel, so that the wheel is or can be guided relative to the axle carrier or relative to the body, for example by means of the check rail and the spring strut.

[0014] Alternatively or additionally, it is preferably provided that the check rail is arranged at least partially, in particular at least predominantly or completely, below the wheel rotation axis in the vehicle's vertical direction. The feature that the check rail is arranged at least predominantly below the wheel rotation axis in the vehicle's vertical direction can be understood in particular to mean that more than half of the check rail is arranged below the wheel rotation axis in the vehicle's vertical direction. Alternatively or additionally, it is conceivable that the chassis according to the invention is free of check rails arranged above the wheel rotation axis in the vehicle's vertical direction. In other words, no further check rail is provided above the wheel rotation axis in the vehicle's vertical direction, so that an upper check rail level can be or is dispensed with.

[0015] The chassis according to the invention is particularly advantageously suitable for realizing an advantageous rear carriage or an advantageous rear axle of the motor vehicle, so that installation space can be created in the area of ​​the rear axle or the rear carriage, in particular for accommodating components.

[0016] In order to achieve particularly high rigidity, the frame has, for example, at least two or exactly two longitudinal elements which are spaced apart from one another in the transverse direction of the vehicle, particularly when the chassis is in the installed position. The chassis assumes its installed position when the motor vehicle is fully manufactured. The frame also comprises at least one transverse element via which the longitudinal elements are connected to one another. The frame is therefore constructed, for example, like a frame or subframe. It is also conceivable for the frame to have at least one or exactly one further transverse element via which the longitudinal elements are connected. The transverse elements are spaced apart from one another in the longitudinal direction of the vehicle, for example when the chassis is in the installed position.

[0017] Alternatively or additionally, it is conceivable for the axle carrier to have at least or exactly two longitudinal members, which are spaced apart from one another in the transverse direction of the vehicle when the chassis is installed. Furthermore, the axle carrier has, for example, at least one cross member, via which the longitudinal members are connected to one another. In particular, it is conceivable for the axle carrier to have at least or exactly one further cross member, wherein the cross members are spaced apart from one another in the longitudinal direction of the vehicle when the chassis is installed. The longitudinal members are connected to one another via the cross members. The axle carrier can thus be constructed like a frame or subframe.

[0018] In order to use the aforementioned installation or storage space effectively and efficiently, it is provided that the chassis has at least a second frame. The second frame is designed separately from the first frame, separately from the axle carrier and separately from the body. If the frame is referred to or referred to below, this refers to the first frame unless otherwise stated. At least one pressure tank for storing a compressed fuel is to be held or is held on the second frame, in particular in a reversibly detachable manner. If, for example, the pressure tank is held on the second frame, the pressure tank is a component of the chassis according to the invention.In this case, for example, the second frame and the pressure tank, which is held on the second frame in a particularly reversibly detachable manner, form a module that can be pre-assembled, in particular, independently of the first frame, the axle carrier, and the body, and can be delivered, for example, in a pre-assembled state to a workstation or to an assembly line. The pre-assembled module can then be moved in a pre-assembled and thus assembled state relative to the axle carrier and relative to the first frame and, in particular, arranged on the axle carrier and / or on the first frame and connected to the axle carrier and / or to the first frame. In this case, it is provided that the second frame is connected to the first frame by means of the bearing device.The storage device is thus also used to connect the second frame to the first frame, in particular rigidly, which allows a particularly space-efficient and rigid connection of the pressure tank, also known as a gas tank, to the structure.

[0019] In order to achieve a particularly high level of comfort, one embodiment of the invention provides that the bearing device comprises at least one first bearing element provided on the axle carrier. The axle carrier can be formed integrally with the first bearing element, or the first bearing element and the axle carrier are separately formed components, wherein the first bearing element is connected to the axle carrier. For example, the first bearing element is welded to the axle carrier. The bearing device further comprises a second bearing element and at least one bearing core connected to the bearing elements and formed from an elastically deformable material, in particular rubber or an elastomer. The bearing core is connected to the bearing elements, for example by vulcanization. In particular, the bearing core can be vulcanized onto the first bearing element and / or the second bearing element.The bearing core, for example, is the elastically deformable component mentioned above. During relative movements between the axle carrier and the body, the bearing core is elastically deformed, converting kinetic or vibration energy, particularly of the axle carrier, into deformation energy. This dampens any vibrations of the axle carrier.

[0020] The bearing device can be connected or is connected to the structure via the second bearing element. The bearing core allows for relative movements between the bearing elements, whereby the bearing core is elastically deformed by such relative movements between the bearing elements. This dampens the relative movements between the bearing elements. For example, the second bearing element can be connected or is connected to the structure in a reversibly detachable manner. For example, the second bearing element can be screwed or can be screwed to the structure.

[0021] In order to achieve particularly high rigidity in a particularly space-efficient manner, a further embodiment of the invention provides that the frame is connected to the second bearing element and can be or is rigidly connected to the structure via the second bearing element, bypassing the bearing core and the first bearing element. For example, the frame is reversibly detachably connected to the second bearing element. In particular, the frame can be screwed to the second bearing element. For example, the second bearing element is formed separately from the frame and connected to the frame.The feature that the frame is or can be connected to the body via the second bearing element, bypassing the bearing core and bypassing the first bearing element, is to be understood in particular to mean that, for example, because the frame is or can be connected to the body via the second bearing element, a load path is or can be formed. Loads or forces can be transferred between the body and the frame via this load path, for example during operation of the motor vehicle. This load path runs from the frame via the second bearing element to the body or vice versa, with the load path bypassing the bearing core and the first bearing element.This means that the load path does not run via the second bearing element or the bearing core, so that the frame cannot be elastically connected or attached to the body like the axle carrier, but rather the frame can be rigidly connected or attached to the body via the second bearing element. In other words, it is preferably provided that the frame, with respect to the bearing elements and the bearing core, can be connected or attached to the body exclusively via the second bearing element and is thus rigidly connected or attached to the body.

[0022] The pressure tank is a container in which the fuel is received or accommodated in a compressed state and thus under pressure. The fuel is, for example, gaseous at room temperature, i.e. at 22 degrees Celsius, and at atmospheric pressure, i.e. at 1,013 millibars, wherein it is preferably provided that the fuel is received or accommodated in the pressure tank in a liquid state and is thus to be stored or stored. In particular, the fuel can be hydrogen or, in particular, compressed natural gas. In particular, the fuel can be compressed natural gas (CNG). The natural gas can, for example, be used to operate an internal combustion engine for driving the motor vehicle in a fired mode.The hydrogen can, for example, be used to operate a fuel cell, in particular in such a way that the fuel cell can provide electrical energy or electrical current with the aid of the hydrogen. The electrical energy can, for example, be stored in an energy storage device and / or used to electrically drive the motor vehicle, in particular by means of at least one electric machine. The chassis according to the invention thus makes it possible to design the motor vehicle in a simple manner and as needed either as a natural gas vehicle (CNG vehicle) or as a fuel cell vehicle (FCEV). Since the installation space for accommodating the pressure tank can be designed to be particularly large in the manner described, a particularly large quantity of fuel can be accommodated in the installation space and thus carried along.This makes it possible to achieve a particularly long range over which the vehicle can be powered and driven using the fuel.

[0023] It has proven particularly advantageous if the second frame is connected to the second bearing element. In this case, it is preferably provided that the second bearing element is formed separately from the second frame and is connected to the second frame, in particular in a reversibly detachable manner. For example, the second bearing element can be screwed to the second frame and thus connected in a particularly reversibly detachable manner. In particular, it is conceivable that, in the fully manufactured state of the motor vehicle, the second bearing element is fastened to the body by means of a screw element, for example in the form of a screw. As a result, the bearing device and, via this, the axle carrier are held to the body by means of the screw element. In addition, both the first frame and the second frame are held to the body by means of the same screw element.The screw element, for example, penetrates a corresponding through-hole in the bearing element as well as further corresponding through-holes in the frames, so that both the second bearing element and thus the bearing device and the axle support, as well as the frames, are held or fastened to the body by means of the same screw element. While the second bearing element and, via it, the frames are rigidly attached to the body or connected to the body, the axle support is elastically mounted on the body via the first bearing element, the bearing core, and the second bearing element.

[0024] To achieve particularly high rigidity and safety, the pressure tank is at least partially covered outwardly in the vehicle's transverse direction by the aforementioned lateral longitudinal members of the axle carrier when the chassis is installed. This allows, for example, the pressure tank to be protected by the axle carrier. Furthermore, a particularly high rigidity of the axle carrier itself can be achieved because, for example, the longitudinal members are spaced particularly far apart in the vehicle's transverse direction.

[0025] In order to be able to store a particularly large quantity of fuel, a further embodiment of the invention provides for a second pressure tank for storing a compressed fuel, or rather, the fuel, to be mounted on the second frame. The previous and following explanations regarding the first pressure tank can easily be applied to the second pressure tank, and vice versa. The pressure tanks are arranged, for example, one behind the other or one after the other in the longitudinal direction of the vehicle, thereby allowing a particularly large quantity of fuel to be accommodated in a space-efficient manner.

[0026] In order to be able to achieve a particularly high rigidity, in particular of the structure, it is provided in a further embodiment of the invention that the frame has the aforementioned longitudinal elements spaced apart from one another in the transverse direction of the vehicle and the at least one transverse element via which the longitudinal elements of the frame are connected to one another.

[0027] In this case, it is preferably provided that the second pressure tank is at least partially covered outwardly in the transverse direction of the vehicle by the longitudinal elements of the frame (first frame). This also protects the second pressure tank, and the longitudinal elements of the first frame are spaced particularly far apart in the transverse direction of the vehicle. This ensures particularly high rigidity of the frame itself and, consequently, a high rigidity of the structure.

[0028] In a particularly advantageous embodiment of the invention, the cross element of the frame has at least one connecting element by means of which the cross element can be connected or is connected, in particular rigidly, to the structure. In particular, the cross element can be screwed to the structure via the connecting element, in particular directly. As a result, the cross element and thus the frame are rigidly connected to the structure. The connecting element comprises, for example, an opening designed in particular as a through-opening, which is preferably thread-free. To connect the cross element to the structure, in particular a screw element designed, for example, as a screw is used, which penetrates the opening, for example. By means of the screw element, the cross element is screwed to the structure and is thus rigidly connected to the structure. As a result, the structure can be stiffened effectively and efficiently.

[0029] As a possible implementation not claimed here, at least one electric machine is mounted, in particular elastically, on the axle carrier, by means of which the vehicle wheel and thus the motor vehicle as a whole can be driven, in particular electrically. The use of the chassis thus further enables the motor vehicle to be designed as needed or optionally as a hybrid or electric vehicle, in particular as a battery-electric vehicle (BEV). For this purpose, for example, the electric machine is mounted on the axle carrier, in particular instead of the pressure tanks and instead of the second frame. For this purpose, for example, a bearing is provided in addition to the bearing device, which is also referred to as a machine bearing or engine bearing. By means of the bearing, the electric machine is or can be mounted elastically on the axle carrier.The previous and following statements regarding the bearing arrangement, particularly with regard to the elastic mounting of the axle carrier on the body, can easily be applied to the bearings and vice versa. This applies particularly to the elastic mounting of the electric motor via the mounting on the axle carrier.

[0030] As a further development of the possible implementation not claimed, the electric motor is at least partially covered outwardly by the lateral longitudinal members of the axle carrier when installed in the transverse direction of the vehicle. This allows the electric motor to be protected, and a particularly high rigidity of the axle carrier itself can be achieved.

[0031] In particular, it is conceivable that, in particular instead of the electric motor or without the electric motor, a wheel hub motor is assigned to the vehicle wheel, by means of which the vehicle wheel and thus the motor vehicle can be electrically driven. The wheel hub motor can be supplied with electrical energy or electric current, for example, via the energy storage device, whereby the wheel hub motor can be operated as an electric motor and thus electrically drive the vehicle wheel or the motor vehicle.

[0032] The respective pressure tank is also referred to as a gas bottle or gas container. The invention is based in particular on the following findings: Emission limits are becoming increasingly strict and can only be met with existing drive concepts based on fossil fuels at considerable financial and technical expense. For this reason, it is advantageous to implement alternative drive concepts that are emission-free or at least virtually climate-neutral. Battery-electric vehicles and fuel cell vehicles, for example, are emission-free, while CNG vehicles, for example, are at least virtually climate-neutral. The chassis according to the invention is, for example, a rear-end architecture or enables the implementation of a rear-end architecture, since the chassis, for example, enables or implements a rear axle of the motor vehicle.Thus, for example, the vehicle wheel is a rear wheel associated with a rear axle, wherein, in the fully manufactured state of the motor vehicle, the rear axle is arranged behind a front axle in the vehicle's longitudinal direction. Accordingly, the rear wheel is arranged behind a front wheel in the vehicle's longitudinal direction. Thus, for example, the chassis according to the invention is arranged in the region of a rear end or in the region of a rear end of the vehicle in the fully manufactured state of the motor vehicle.Since the pressure tank(s) or the electric motor can be used selectively and thus as needed, in particular in such a way that the second frame and, via the second frame, the pressure tanks can be connected to the first frame via the second bearing element, or the electric motor can be mounted, in particular elastically, on an axle carrier, the chassis according to the invention enables the realization of a multifunctional rear end. This means that the pressure tanks or the electric motor can be arranged selectively in the area of ​​the rear axle or in the rear end of the motor vehicle, thereby enabling the motor vehicle to be configured as a CNG vehicle, FCEV, or electric vehicle.

[0033] In particular, the chassis makes it possible to represent both electric vehicles with all-wheel drive or rear-wheel drive and a battery in an underbody, as well as fuel cell or CNG vehicles with all-wheel drive or front-wheel drive and gas cylinders at the rear axle. To avoid reducing the range of these vehicles, especially with all-wheel drive, by adding a central drive to the rear axle, these vehicles utilize wheel hub drives on the rear axle.

[0034] In order to meet the requirements of all these drive concepts, new chassis and body or superstructure concepts are advantageous, which can be realized with the invention. For example, the testing and approval of gas cylinders, especially in fuel cell vehicles, is cost-intensive and time-consuming due to the high operating pressure. For this reason, it is advantageous to use large-volume gas cylinders in order to keep their number to a minimum. If possible, gas cylinders with the same geometric dimensions should be used. Thus, it is preferably provided that the pressure tanks have the same shape and / or size, at least on the outer circumference, so that the pressure tanks are preferably constructed identically. This allows a particularly large quantity of fuel to be carried in a space-efficient manner.

[0035] Further ideas and findings underlying the invention are that gas cylinders in the rear of the vehicle can extend in diameter from a floor boundary surface to a loading floor or a seat recess. In order to achieve a particularly long range for fuel cell or CNG vehicles, the loading floor is often raised locally or entirely at the expense of the trunk. In the longitudinal direction, gas cylinders can extend in a transverse installation at most from side member to side member, which is why the widest possible side member track is advantageous. The respective side member is, for example, part of the body. The side member track is understood to be a distance running in the transverse direction of the vehicle between the side members of the body that are spaced apart from one another in the longitudinal direction of the vehicle.Transverse installation of the respective gas cylinder means that the respective gas cylinder has a longitudinal extension direction that runs in the transverse direction of the vehicle. A wide longitudinal beam track can lead to the connection of an upper control arm level within the longitudinal beam of the body, since for kinematic reasons, a certain control arm length should not be exceeded. However, connecting the upper control arm level within the longitudinal beam of the body is not desirable, as this would severely reduce the length of the gas cylinders.

[0036] This conflict can be resolved by the chassis according to the invention, since the chassis according to the invention enables the realization of a rear axle without an upper control arm plane. In particular, by using the spring strut, in particular the McPherson strut, a McPherson axle can be realized. In particular, by using the spring strut, a so-called spring strut axle can be realized, which has the advantage that it can be both towed and driven and can also be designed as a steerable axle. The spring strut axle is towed, for example, in fuel cell or CNG vehicles with front-wheel drive, so that, with respect to the front axle and the rear axle, only the front axle can be driven or is designed as the driven axle.The strut axle, for example, is a driven axle, so that both the front and rear axles can be driven. The aforementioned electric motor, for example, is then assigned to the strut axle, particularly as a central rear motor, so that the rear axle can be driven by the electric motor as a rear motor. The front axle can also be driven. Furthermore, it is conceivable to drive the front axle and also the rear axle using respective wheel hub motors in a fuel cell or CNG vehicle.

[0037] Furthermore, it is conceivable for the aforementioned spring of the suspension strut to extend or be designed in a meandering shape, in particular in a plane spanned by the vehicle's longitudinal direction and the vehicle's vertical direction. In particular, it is conceivable for the aforementioned spring parts of the spring to extend or be designed in a meandering shape, in particular in the plane spanned by the vehicle's longitudinal direction and the vehicle's vertical direction. The spring or the spring parts can be made of a plastic, in particular of a fiber-reinforced plastic, so that the spring is designed, for example, as a plastic spring, in particular as a meander-shaped plastic spring.By combining the spring strut axles with such innovative spring shapes, such as the meandering plastic spring described, the installation space for accommodating the pressure tanks or the electric motor can be particularly well designed, particularly in the transverse direction, for example by enlarging or widening the longitudinal member track. By eliminating the upper control arm level in the spring strut axle, a drive shaft, via which the vehicle wheel can be driven by the electric motor, is, for example, the highest chassis component. In other words, it is preferably provided that the chassis is free of a wheel check arm arranged above the drive shaft in the vehicle's vertical direction for guiding the vehicle wheel. Thus, no wheel check arm is arranged above the drive shaft in the vehicle's vertical direction for guiding the vehicle wheel.As a result, the body's longitudinal member can be pulled or guided further down in the vertical direction of the vehicle compared to conventional solutions, especially compared to conventional multi-link axles. This measure allows the body's longitudinal member to be designed particularly narrowly, which in turn can benefit the maximum length of the gas cylinders. A further advantage is that the body's longitudinal member can run at least almost straight, thus enabling particularly advantageous force transmission in the event of an accident.

[0038] In principle, it is conceivable to rigidly bolt the chassis, in particular a rear axle, to the body, similar to the front axle. This makes it possible to achieve particularly high rigidity, which can result in particularly advantageous accident behavior. However, such a rigid bolting of the rear axle to the body can lead to undesirable rolling noise, which can impair driving comfort. For this reason, the chassis according to the invention or the rear axle that can be realized using the chassis according to the invention can be or is elastically connected to the body. In contrast, the respective frame can be or is rigidly connected to the body. If both frames are used, the axle carrier, for example, is arranged between the frames in the vertical direction of the vehicle, so that the axle carrier is, so to speak, framed by the frames.If the second frame is not used, the axle carrier is framed, for example, by the body at the top and by the first frame at the bottom.

[0039] The first and, for example, lower frame can form a further load level and ensure that not only the longitudinal members of the body, but the entire rear end serves as an accident structure, in particular for receiving and absorbing accident forces or accident energy. This can be achieved in particular by holding the respective pressure tank on the second frame and connecting the second frame to the first frame, in particular via the second bearing element. As a result, forces originating from the respective pressure tank can, for example, be transferred via the second frame and the second bearing element to the first frame and absorbed by the first frame. In this way, additional transverse load paths can be created, in particular through the transverse elements of the first frame.

[0040] If the second frame, to which the cross member of the first frame could be connected, is not provided, the cross member of the first frame is connected, in particular rigidly connected, to structures adjacent to the first frame or to the cross member, in particular to the body, in order to create additional transverse load paths. In particular, the cross member can be connected, for example, to a spare wheel well and / or to a battery or to the aforementioned energy storage device.

[0041] A second aspect of the invention relates to a motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car. The motor vehicle comprises a body, preferably designed as a self-supporting body, and a chassis, in particular a chassis according to the invention, according to the first aspect of the invention. The chassis has an axle carrier formed separately from the body and at least one check rail, articulated to the axle carrier, for guiding a vehicle wheel of the motor vehicle. Furthermore, the chassis has at least one spring strut, via which the check rail and the vehicle wheel are supported on the body of the motor vehicle in a spring-loaded and damped manner.

[0042] In order to be able to achieve particularly high comfort and particularly high rigidity in a space-efficient manner, the second aspect of the invention provides that the chassis has a bearing device by means of which the axle carrier is elastically fastened to the body and is thereby elastically mounted on the body. In addition, the chassis has a frame which is formed separately from the axle carrier and which is connected to the axle carrier via the bearing device and is rigidly connected to the body by means of the bearing device to stiffen the body. In addition, at least one second frame is provided on which at least one pressure tank for storing a compressed fuel is to be held or is held, wherein the second frame is connected to the first frame by means of the bearing device.Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.

[0043] A third aspect of the invention relates to a modular system for producing at least two construction variants of a chassis for motor vehicles. The construction variants of the chassis allow the respective motor vehicle to be configured particularly easily either as an electric vehicle, in particular as a battery-electric vehicle, or as a CNG or fuel cell vehicle. For this purpose, the modular system comprises an axle carrier that is used across all construction variants and is used both in or for a first of the construction variants and in or for the second construction variant. The modular system further comprises a bearing device that is used across all construction variants, by means of which the axle carrier can be elastically fastened to a body of the respective motor vehicle and can thus be elastically mounted on the respective body.The modular system further comprises a cross-design variant wheel guide, which is articulated to the axle carrier and is used to guide a vehicle wheel of the respective motor vehicle. The modular system also comprises at least one cross-design variant spring strut, via which the wheel guide and the vehicle wheel can be supported on the respective body in a spring-loaded and damped manner. The modular system further comprises a cross-design variant first frame, which is designed separately from the axle carrier and the body, and which is connected to the axle carrier via the bearing device and can be rigidly connected to the respective body by means of the bearing device to stiffen the respective body.

[0044] In addition, the modular system comprises at least one construction variant-specific second frame, on which at least one pressure tank for storing a compressed fuel is held. The feature that the second frame is construction variant-specific can be understood in particular to mean that the second frame is used exclusively in one of the construction variants with regard to the first construction variant and the second construction variant. In addition, the modular system comprises a construction variant-specific electrical machine, which is thus used exclusively in the other construction variant with regard to the construction variants. In this case, to produce the first construction variant, the second frame with the pressure tank held thereon can be connected to the axle carrier by means of the bearing device, or to produce the second construction variant, the electrical machine is to be mounted on the axle carrier, in particular bypassing the bearing device.Advantages and advantageous embodiments of the first aspect and the second aspect of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention and vice versa.

[0045] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle. The invention also encompasses combinations of the features of the described embodiments.

[0046] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 a schematic perspective view of a first embodiment of a modular system according to the invention; Fig. 2 a schematic perspective view of the chassis according to a second embodiment; Fig. 3 shows a partial schematic front view of the chassis according to the second embodiment; Fig. 4 a partial schematic side view of the chassis according to Fig. 3; Fig. 5 is a schematic bottom view of the chassis according to the second embodiment; and Fig. 6 shows a partial schematic and sectional side view of the chassis according to the second embodiment.

[0047] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be considered independently of one another, each of which also develops the invention independently of one another. Therefore, the disclosure is intended to encompass combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0048] In the figures, the same reference symbols designate elements with the same function.

[0049] Fig. 1 shows a schematic perspective view, in particular a section or part of a chassis 10 according to a first embodiment for a motor vehicle, which is preferably designed as a motor vehicle, in particular a passenger car. The chassis 10 is, in the fully manufactured state of the motor vehicle, a component of the motor vehicle, which comprises a Fig. 4 to 6, in the form of a self-supporting body 12. The chassis 10 has an axle carrier 14, which is formed separately from the body 12 and, in the fully manufactured state of the motor vehicle, is held at least indirectly, in particular directly, on the body 12. Fig. 2 to 6 show a second embodiment of the chassis 10. As can be seen from a summary of Fig. 1 and Fig. 3 or 1 and 4, the chassis 10, in particular in its fully manufactured state, comprises at least one wheel guide 16 held in an articulated manner on the axle carrier 14 for guiding a Fig. 4 of the vehicle wheel 18. This means that the check arm 16 can guide the wheel 18 relative to the axle carrier 14 and relative to the body 12. The check arm 16 is, for example, a, particularly simple, transverse link. The check arm 16 can be part of a lower control arm plane 20, which can comprise the check arm 16 and, if appropriate, at least one or exactly one further check arm 22 for guiding the vehicle wheel 18, also simply referred to as the wheel.

[0050] The check rod 16 is pivotally connected to the axle carrier 14 on the one hand and to a wheel carrier 24 on the other, such that the axle carrier 14 can be pivoted about respective pivot axes relative to the axle carrier 14 and relative to the wheel carrier 24. As a result, the check rod 16 permits relative movements, particularly in the vertical direction of the vehicle, between the vehicle wheel 18 and the body 12, such that the wheel can compress and rebound in the vertical direction of the vehicle relative to the body 12. During such compression and rebound, the check rod 16 is pivoted relative to the axle carrier 14 and relative to the wheel carrier 24.

[0051] For example, on the wheel carrier 24 there is a Fig. 4, the wheel hub 26 is rotatably mounted, so that the wheel hub 26 can rotate about a wheel rotation axis 28 relative to the wheel carrier 24. The vehicle wheel 18 is connected in a rotationally fixed manner to the wheel hub 26, so that the vehicle wheel 18 can rotate about the wheel rotation axis 28 relative to the wheel carrier 24 and relative to the body 12. The vehicle wheel 18 is a ground contact element, via which the motor vehicle can be supported or is supported downwards on a ground in the vehicle vertical direction. The vehicle vertical direction is, for example, in Fig. 3 is illustrated by a double arrow 30.

[0052] The chassis 10 forms, for example, an axle 32 of the motor vehicle, designed in particular as a rear axle, wherein the axle 32 comprises the vehicle wheel 18. The axle 32 further comprises another vehicle wheel, not visible in the figures, which is spaced apart from the vehicle wheel 18 in the transverse direction of the vehicle. The previous and following statements regarding the vehicle wheel 18 can readily be applied to the other, additional vehicle wheel, and vice versa.

[0053] The chassis 10 and thus the axle 32 also include a particularly well-designed Fig. 3 and Fig. 4, by means of which the control arm 16, the wheel carrier 24, and thus the vehicle wheel 18 are supported or supported in a spring-loaded and damped manner, particularly in the vertical direction of the vehicle, on the body 12. For this purpose, the spring strut 34 is supported or supported, on the one hand, at least indirectly, in particular directly, on the wheel carrier 24 or on the vehicle wheel 18, and, on the other hand, at least indirectly, in particular directly, on the body 12.

[0054] The spring strut 34 itself is, for example, formed separately from the wheel carrier 24 and is connected, in particular in a non-articulated manner, to the wheel carrier 24. The spring strut 34 comprises a, in particular hydraulic, shock absorber 36 and a spring 38, also referred to as a spring element. Fig. 3 and Fig. In the embodiment shown in Figure 4, the spring 38 comprises two spring parts 40 and 42, which can be formed separately from one another and at least indirectly, in particular directly, connected to one another. Furthermore, it is conceivable that the spring parts 40 and 42 are formed integrally with one another. The spring parts 40 and 42 are at least partially, in particular at least predominantly or completely, spaced apart from one another in the vehicle's longitudinal direction, wherein Fig. 4, the vehicle's longitudinal direction is illustrated by a double arrow 44. The shock absorber 36 is arranged in the vehicle's longitudinal direction between the spring parts 40 and 42, wherein, for example, the shock absorber 36 is at least partially, in particular at least predominantly or completely, overlapped or covered by the spring part 42 toward the front in the vehicle's longitudinal direction and by the spring part 40 toward the rear in the vehicle's longitudinal direction. Thus, the shock absorber 36 is arranged between the spring parts 40 and 42, so that, for example, the shock absorber 36 is at least partially arranged in the spring 38.

[0055] Looks particularly good Fig. 4 shows that the spring 38 is designed in a meandering shape. The spring parts 40 and 42 extend at least substantially in a meandering shape in a plane spanned by the vehicle's longitudinal and vertical directions.

[0056] In order to be able to achieve particularly high rigidity and particularly high comfort, in particular driving comfort, in a particularly space-efficient manner, the chassis 10 comprises a bearing device 46, by means of which the axle carrier 14 can be elastically fastened or fastened to the body 12 and is thereby elastically mounted or supported on the body 12. In addition, the chassis 10 comprises a first frame 48 which is formed separately from the axle carrier 14 and separately from the body 12 and which is connected, in particular elastically, to the bearing device 46 or, via the bearing device 46, to the axle carrier 14. In addition, the frame 48 is rigidly connected to the body 12 by means of the bearing device 46, whereby the body 12 is stiffened or reinforced by means of the frame 48.

[0057] The bearing device 46 comprises at least or exactly four bearing units 50. Each bearing unit 50 has a first bearing element 52 provided on the axle carrier 14, at least one second bearing element 54, and a bearing core 56 connected to the respective bearing elements 52 and 54. The bearing core 56 is made of an elastically deformable material, preferably rubber or an elastomer. Thus, the bearing core 56 allows relative movements between the bearing elements 52 and 54. These relative movements between the bearing elements 52 and 54 cause the bearing core 56 to be elastically deformed, thereby converting kinetic or vibration energy into deformation energy. Consequently, the relative movements between the bearing elements 52 and 54 are damped by the bearing core 56.The respective bearing unit 50 or the bearing device 46 is connected, in particular rigidly, to the body 12 via the respective second bearing element 54. The bearing element 54 is, for example, a bushing through which a screw element, for example designed as a screw, passes. As a result, the bearing element 54 is screwed to the body 12, whereby the respective bearing unit 50 is screwed, in particular directly, to the body 12. As a result, the bearing device 46 is held on the body 12. Thus, the bearing cores 56 allow relative movements between the axle carrier 14 and the body 12 within certain limits, whereby the bearing cores 56 are elastically deformed. As a result, the relative movements between the axle carrier 14 and the body 12 are dampened, whereby excessive excitations of the body 12 caused by the axle carrier 14 can be avoided.The frame 48 is connected, in particular directly and / or rigidly, to the respective bearing element 54. In particular, the frame 48 is screwed to the respective bearing element 54 by means of the aforementioned screw element. The bearing cores 56 thus also allow relative movements between the axle carrier 14 and the frame 48.

[0058] Out of Fig. 1 shows that the frame 48 has a plate 58 for each bearing unit 50, which is screwed, for example, to the respective second bearing element 54, in particular by means of the aforementioned screw element. As a result, the frame 48 is rigidly connected to the body 12, thereby effectively and efficiently stiffening the body 12. The respective plate 58 can limit relative movements between the axle carrier 14 and the frame 48 and thus relative movements between the axle carrier 14 and the body 12, since, for example, the respective bearing element 52 can come into support contact with the plate 58 as a result of relative movements between the axle carrier 14 and the frame 48.

[0059] The axle carrier 14 has at least or exactly two longitudinal members 60 spaced apart from one another in the vehicle transverse direction, which are connected to one another via cross members 62 of the axle carrier 14. The cross members 62 are spaced apart from one another in the vehicle longitudinal direction. The vehicle transverse direction is in Fig. 1 by a double arrow 64. The frame 48 has two lateral longitudinal elements 66, which are spaced apart from one another in the transverse direction of the vehicle. Furthermore, the frame 48 in this case has at least or exactly three transverse elements 68, which are spaced apart from one another in the longitudinal direction of the vehicle. The longitudinal elements 66 are connected to one another via the transverse elements 68. Thus, both the axle carrier 14 and the frame 48 have a frame structure, so that a particularly high rigidity of the axle carrier 14 or the frame 48 itself can be achieved.

[0060] At the Fig. In the first embodiment shown in Figure 1, the chassis 10 comprises an electric machine 70, by means of which the vehicle wheel 18 or the vehicle wheels of the axle 32, and thus the motor vehicle as a whole, can be electrically driven. For this purpose, the electric machine 70 is supplied with electrical energy stored in an energy storage device of the motor vehicle, designed, for example, as a battery, in particular as a high-voltage battery. The energy storage device is arranged, for example, in an underbody of the motor vehicle or the body 12. The electric machine 70 is a central drive arranged between the vehicle wheels of the axle 32, by means of which both the vehicle wheel 18 and the other vehicle wheel can be driven.When using such a central drive or when using the electric machine 70, the vehicle wheel 18 is assigned a shaft, also referred to as a drive shaft 72, via which the wheel hub and thus the vehicle wheel 18 can be driven by the electric machine 70. Particularly well-known is . Fig. 3 that the check rail 16 or all check rails of the chassis 10 or axle 32 are arranged in the vehicle's vertical direction below or at most at the level of the drive shaft 72, so that the axle 32 or chassis 10 is free of check rails arranged above the drive shaft 72 in the vehicle's vertical direction for guiding the wheel 18. In other words, no check rail is arranged above the drive shaft 72 in the vehicle's vertical direction for guiding the vehicle wheel 18. This makes it possible to create a particularly large installation space, particularly one extending in the vehicle's transverse direction, in which, for example, the electric machine 70 can be arranged.In addition, for example, lateral longitudinal members 74 of the body 12 can be arranged particularly high in the vertical direction of the vehicle and designed to be particularly narrow in the transverse direction of the vehicle, so that a particularly large installation space is available, particularly between the vehicle wheels. Furthermore, it is provided that the electric motor 70 is at least partially covered outwardly in the transverse direction of the vehicle by the longitudinal members 60 of the axle carrier 14.

[0061] For example, Fig. In the second embodiment shown in Figure 2, the chassis 10 comprises a second frame 76 formed separately from the body 12, separately from the axle carrier 14 and separately from the frame 48. Pressure tanks 78 and 80 are held on the second frame 76, in particular in a reversibly detachable manner. Fig. 5 shows that the pressure tanks 78 and 80 are held on the second frame 76 by means of tensioning straps 82, in particular in a reversibly detachable manner. A compressed fuel, for example in the form of compressed natural gas or in the form of compressed hydrogen, can be accommodated or is accommodated in the pressure tanks 78 and 80. By using the first embodiment of the chassis 10, the motor vehicle can thus be designed as an electric vehicle, in particular as a battery-electric vehicle. By using the second embodiment of the chassis 10, the motor vehicle can be configured, for example, as a natural gas or fuel cell vehicle.

[0062] The second frame 76 is connected, in particular directly and / or rigidly, to the respective second bearing element 54, so that the second frame 76 is connected, in particular directly and / or rigidly, to the first frame 48 via the bearing elements 54. In particular, the frame 76 is rigidly fastened to the body 12. For this purpose, for example, the aforementioned screw element penetrates respective through-openings of the frame 48, the bearing element 54, and the frame 76, whereby the frame 76, the bearing element 54, and thus the bearing device 46 and the frame 48 are screwed to the body 12 by means of the screw element and thus fastened to the body 12.

[0063] Out of Fig. 2 also shows part of an exhaust system 84, by means of which, for example, exhaust gas from a fuel cell or exhaust gas from an internal combustion engine can be discharged. The exhaust gas from the fuel cell can be water or water vapor. The fuel cell can be operated, for example, with hydrogen. The internal combustion engine is, for example, a gas engine, which, in its fired mode, can be operated using compressed natural gas or compressed fuel.

[0064] Out of Fig. 2 shows particularly clearly that the pressure tank 78 is at least partially covered outwards in the transverse direction of the vehicle by the longitudinal members 60 of the axle carrier 14. Furthermore, the pressure tank 78 is at least partially covered or overlapped in the longitudinal direction of the vehicle to the front by a first of the cross members 62 and in the longitudinal direction of the vehicle to the rear by the second cross member 62. The pressure tank 80 is at least partially covered outwards in the transverse direction of the vehicle by the longitudinal elements 66 of the frame 48, wherein the pressure tank 80 is covered or overlapped in the longitudinal direction of the vehicle to the rear by the first cross member and / or the second cross member 62.

[0065] From a summary of Fig. 1 and Fig. 2 it can be seen that either the electric machine 70 is mounted on the axle carrier 14 or the pressure tanks 78 and 80 are connected to the frame 48 by means of the frame 76. If the second embodiment of the chassis 10 is used in the motor vehicle, the vehicle wheel 18 - as can be seen from Fig. 3 and Fig. 4, a wheel hub motor 86 is assigned to the wheel hub motor, by means of which the vehicle wheel 18 can be driven. For example, the wheel hub 26 is a rotor or a component of a rotor of the wheel hub motor 86, the stator of which can be secured, for example, to the axle carrier 24 in an at least rotationally fixed manner.

[0066] Out of Fig. 5 it can be seen that the wheel guide 22 can be designed as a trapezoidal guide. Fig. 5 that at least two of the transverse elements 68 have respective connecting elements 88. By means of the respective connecting element 88, for example in the first embodiment, the frame 48 is connected, in particular directly and / or rigidly, to the body 12, in particular screwed to the body 12. The connecting elements 88 are thus provided in addition to the plates 58 and in addition to the bearing device 46, connecting elements by means of which the frame 48 can be connected, in particular directly and / or rigidly, to the body 12.

[0067] In the second embodiment, for example, the connecting elements 88 are used to connect, in particular screw, the frame 48, in particular directly and / or rigidly, to the second frame 76. This is particularly well Fig. 6. The second frame 76 comprises the cross elements 68 having the connecting elements 88 and corresponding cross elements 90, which are connected by means of the connecting elements 88 to the cross elements 68 of the first frame 48 having the connecting elements 88. In addition, Fig. 6 shows that the transverse elements 68 of the frame 48 represent transverse load paths, by means of which, for example, accident-related loads can be absorbed and supported in the event of an accident, particularly a side impact. This allows for particularly good crash behavior. Furthermore, the body 12 can be stiffened particularly effectively and efficiently.

[0068] In order to mount the electric machine 70 on the axle carrier 14, in particular elastically, a bearing unit 92, also referred to as an elastic bearing, is provided. The electric machine 70 is mounted, in particular elastically, on the axle carrier 14 via the bearing unit 92. For this purpose, the bearing unit 92 comprises a plurality of and preferably at least or exactly three bearing components 94, via which the electric machine 70 is each elastically mounted on the axle carrier 14. The previous and following explanations regarding the respective bearing unit 50 can also be readily applied to the respective bearing component 94 and vice versa. Thus, for example, the bearing component 94 comprises a first bearing part provided on the electric machine 70 and a second bearing part provided on the axle carrier 14, as well as a bearing core, via which the bearing parts are connected to one another.The bearing core is, for example, elastically deformable and is made of an elastically deformable material such as rubber or an elastomer. As a result, the bearing unit 92 allows relative movements between the electric motor 70 and the axle carrier 14 within certain limits, while these relative movements between the electric motor 70 and the axle carrier 14 are damped. This prevents excessive excitation of the body 12 caused by the electric motor 70.

Claims

[1] Chassis (10) for a motor vehicle, with an axle carrier (14), with at least one wheel guide (16) held in an articulated manner on the axle carrier (14) for guiding a vehicle wheel (18) of the motor vehicle, and with at least one spring strut (38) via which the wheel guide (16) and the vehicle wheel (18) can be supported in a spring-loaded and damped manner on a body (12) of the motor vehicle, wherein the chassis (10) comprises: - a bearing device (46) by means of which the axle carrier (14) can be elastically fastened to the body (12) and thereby elastically mounted on the body (12); and - a frame (48) formed separately from the axle carrier (14), which frame is connected to the axle carrier (14) via the bearing device (46) and can be rigidly connected to the body (12) by means of the bearing device (46) in order to stiffen the body (12); characterized bythat at least one second frame (76) is provided, on which at least one pressure tank (78) for storing a compressed fuel is to be held or is held, wherein the second frame (76) is connected to the first frame (48) by means of the storage device (46). [2] Chassis (10) according to claim 1, characterized by that the bearing device (46) has at least one first bearing element (52) provided on the axle carrier (14), at least one second bearing element (54) and at least one bearing core (56) connected to the bearing elements (52, 54) and formed from an elastically deformable material, wherein the bearing device (46) can be connected to the structure (12) via the second bearing element (54). [3] Chassis (10) according to claim 2, characterized bythat the frame (48) is connected to the second bearing element (54) and can be rigidly connected to the structure (12) via the second bearing element (54), bypassing the bearing core (56) and the first bearing element (52). [4] Chassis (10) according to claim 3, characterized by that the second frame (76) is connected to the second bearing element (54). [5] Chassis (10) according to one of the preceding claims, characterized by that the pressure tank (78) is at least partially covered outwards in the vehicle transverse direction (64) by lateral longitudinal members (60) of the axle carrier (14). [6] Chassis (10) according to one of the preceding claims, characterized by that a second pressure tank (80) for storing a compressed fuel is held on the second frame (76). [7] Chassis (10) according to one of the preceding claims, characterized bythat the frame (48) has two longitudinal elements (66) spaced apart from one another in the transverse direction (64) of the vehicle and at least one transverse element (68) via which the longitudinal elements (66) are connected to one another. [8] Chassis (10) according to claims 6 and 7, characterized by that the second pressure tank (80) is at least partially covered outwards in the vehicle transverse direction (64) by the longitudinal elements (66) of the frame (48). [9] Chassis (10) according to claim 7 or 8, characterized by that the transverse element (68) has at least one connecting element (88) by means of which the transverse element (68) can be connected to the structure (12). [10] Chassis (10) according to one of claims 7 to 9, characterized by that the cross element (68) has at least one connecting element (88) by means of which the cross element (68) is connected to the second frame (76). [11] Motor vehicle, with a body (12), and with a chassis (10), which has: - an axle carrier (14) formed separately from the body (12); - at least one wheel guide (16) articulated to the axle carrier (14) for guiding a vehicle wheel (18) of the motor vehicle; and - at least one spring strut (38), via which the wheel guide (16) and the vehicle wheel (18) are supported on the body (12) of the motor vehicle in a spring-loaded and damped manner; wherein the chassis (10) comprises: - a bearing device (46) by means of which the axle carrier (14) is elastically fastened to the body (12) and is thereby elastically mounted on the body (12); and - a frame (48) formed separately from the axle carrier (14), which frame is connected to the axle carrier (14) via the bearing device (46) and is rigidly connected to the body (12) by means of the bearing device (46) to stiffen the body (12), characterized bythat at least one second frame (76) is provided, on which at least one pressure tank (78) for storing a compressed fuel is to be held or is held, wherein the second frame (76) is connected to the first frame (48) by means of the storage device (46). [12] Modular system for producing at least two construction variants of a chassis (10) for motor vehicles, comprising: - an axle carrier (14) which is applicable to all construction variants; - a bearing device (46) which is applicable to all construction variants and by means of which the axle carrier (14) can be elastically fastened to a body (12) of the respective motor vehicle and can thus be elastically mounted on the body (12); - at least one wheel guide (16) which is universally applicable and articulated to the axle carrier (14) for guiding a vehicle wheel (18) of the respective motor vehicle; - at least one spring strut (38) which is applicable to all construction variants and by means of which the wheel guide (16) and the vehicle wheel (18) can be supported on the respective body (12) in a spring-loaded and damped manner; - a first frame (48) which is designed separately from the axle carrier (14) and which is used across all construction variants and is connected to the axle carrier (14) via the bearing device (46) and which can be rigidly connected to the respective body (12) by means of the bearing device (46) in order to stiffen the respective body (12); - at least one variant-specific second frame (76), on which at least one pressure tank (78) for storing a compressed fuel is held; and - with an electrical machine (70) specific to a construction variant, wherein, optionally for producing a first of the construction variants, the second frame (76) with the pressure tank (78) held thereon can be connected to the axle carrier (14) by means of the bearing device (46) or, for producing the second construction variant, the electrical machine (70) can be mounted on the axle carrier (14).

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