Load distribution device for a motor vehicle and motor vehicle with a load distribution device

Abstract

Load distribution device (10) for a motor vehicle (100), comprising a subframe (20) and a stabilizer (50), which is coupled to the subframe (20) at at least two spaced-apart coupling points (22, 24), wherein - the load distribution device (10) comprises at least one stiffening structure (60) which is coupled at least indirectly to the stabilizer (50) on the one hand between the at least two spaced-apart coupling points (22, 24) and at least indirectly to the auxiliary frame (20) on the other hand, characterized in that - comprising at least one stiffening structure (60) and at least two rod-like stiffening elements (62, 64) which are connected to each other at a common connection point (66) and - comprising at least a stiffening structure (60) and a pivot bearing (68) which is connected to the connection point (66) and on which the stabilizer (50) is mounted.

Description

[0001] The invention relates to a load distribution device for a motor vehicle, comprising a subframe and a stabilizer which is coupled to the subframe at at least two spaced-apart coupling points. A further aspect of the invention relates to a motor vehicle with such a load distribution device.

[0002] Modern motor vehicles are tested for their passive safety using collision tests (crash tests) under realistic, controlled conditions. These collision tests include, in addition to crash tests involving oblique impacts of the vehicle with reduced overlap, also known as small overlap crash tests, for example, a so-called frontal, central pole impact, in which a central collision occurs, i.e., an impact located approximately in the area of ​​the vehicle's center axis, between the vehicle and a pole-shaped object.

[0003] From DE 10 2012 220 871 A1, a front axle carrier for a motor vehicle is known, which can absorb impact energy in a pole crash. The front axle carrier comprises two longitudinal members on which mounting points for a front wheel suspension are formed, a front cross member arranged between the longitudinal members and connected to both longitudinal members, and a rear cross member arranged between the longitudinal members and connected to both longitudinal members. A V-shaped strut with two legs, each having a free end and converging at a vertex, is provided, the strut being arranged between the two longitudinal members and between the front and rear cross members. The vertex rests against the front cross member and is, in particular, rigidly connected to the front cross member. The strut is designed as a one-piece, curved tube.

[0004] EP 1 362 767 A2 describes a subframe for the front axle of a motor vehicle, on which a stabilizer is mounted at the front and can be secured by retaining elements. Each retaining element is designed to secure the stabilizer and simultaneously serves as a crash support, providing protection and absorbing energy in the event of an impact.

[0005] DE 10 2013 011 546 A1 describes a subframe for a motor vehicle, comprising two front node elements spaced apart from each other in a transverse direction for attachment to a vehicle body, which are connected via a front crossmember to a stabilizer rotatably mounted on the subframe and / or at least one component mount for supporting a drive unit. To stiffen the subframe, the crossmember is designed as a semi-shell-shaped profiled sheet. This document was used to formulate the preamble of claim 1.

[0006] The object of the present invention is to provide a load distribution device and a motor vehicle of the type mentioned above, which provides improved deformation behavior in the event of a frontal, central impact of a pole-shaped object.

[0007] This problem is solved by a load distribution device with the features of claim 1 and by a motor vehicle with the features of claim 7. Advantageous embodiments with expedient further developments of the invention are specified in the dependent claims.

[0008] A first aspect of the invention relates to a load distribution device for a motor vehicle, comprising a subframe and a stabilizer coupled to the subframe at at least two spaced-apart coupling points. The stabilizer reduces the roll angle that occurs when the motor vehicle corners. The stabilizer can be at least substantially U-shaped and have a central stabilizer section and opposing stabilizer ends connected to and located at the central stabilizer section. The stabilizer ends can each project from the central stabilizer section at the same angle. The central stabilizer section can be oriented in the transverse direction of the load distribution device. In other words, the central stabilizer section can extend in the transverse direction of the load distribution device.

[0009] According to the invention, the load distribution device comprises at least one stiffening structure which is coupled, on the one hand, at least indirectly to the stabilizer between the at least two spaced-apart coupling points and, on the other hand, at least indirectly to the subframe. This is advantageous because the stiffening structure enables effective force transmission to the subframe of accident-related forces acting on the stabilizer, such as those occurring in a frontal, central impact with a pole-shaped object, for example, a tree, or in another frontal collision. The stiffening structure ensures, in particular, good load distribution of these accident-related forces and an additional load transmission path, so that the accident-related forces can be absorbed and transmitted not only via the at least two spaced-apart coupling points but also via the stiffening structure.Thus, the load distribution device exhibits improved deformation behavior upon frontal, central impact of the pole-shaped object. The term "at least indirectly" is understood here to mean that further elements for force transmission and support may be provided between the stiffening structure and the stabilizer, or between the stiffening structure and the subframe. To save weight, the stiffening structure may preferably be directly coupled to the stabilizer, or the stiffening structure may preferably be directly coupled to the subframe.

[0010] The at least one stiffening structure can preferably be coupled, at least indirectly, to the stabilizer centrally between the two spaced-apart coupling points in the transverse direction of the load distribution device. This allows for a particularly uniform load distribution and transfer of forces resulting from a frontal, central impact of the pole-shaped object between the stabilizer, the stiffening structure, and the subframe.

[0011] The at least one stiffening structure can preferably be rotatably coupled to the stabilizer and rigidly coupled to the subframe, at least indirectly. This is advantageous because the rotatable coupling between the stabilizer and the stiffening structure allows the stabilizer to be twisted with minimal resistance to reduce roll angles during vehicle operation. Furthermore, the rigid coupling between the stiffening structure and the subframe prevents any undesirable displacement of the stabilizer and / or the stiffening structure in the vertical direction of the load distribution device during a frontal collision, thus ensuring controlled load application and transfer.

[0012] It is envisaged that at least one stiffening structure comprises two rod-like stiffening elements connected to each other at a common joint. This is advantageous because the rod-like stiffening elements enable the transmission of tensile and compressive forces resulting from accidents in a particularly simple manner. The stiffening elements can preferably be designed as hollow profile bodies to save weight. Additionally or alternatively, the stiffening elements can be bonded together at the common joint, thus providing particularly strong stability.

[0013] In a further advantageous embodiment of the invention, the two rod-like stiffening elements form an angle with each other. This is advantageous because the angle allows for a particularly simple distribution and transmission of accident-related forces in different directions, thus enabling a particularly simple definition of load paths for guiding these forces. In particular, forming the angle allows for a V-shaped arrangement of the two stiffening elements, resulting in a symmetrical and therefore particularly uniform distribution and transmission of the forces.

[0014] It is planned that at least one stiffening structure includes a pivot bearing connected to the joint, on which the stabilizer is mounted. This is advantageous because the pivot bearing allows for a precisely defined rotational movement of the stabilizer relative to the stiffening structure, thus enabling unimpeded roll angle reduction by means of the stabilizer.

[0015] In an unclaimed embodiment of the invention, the two rod-like stiffening elements are mounted on the subframe so as to be translationally displaceable. This is advantageous because it not only allows for the compensation of assembly tolerances, but also, in an unclaimed embodiment, for example, enables a rigid, rotationally fixed coupling of the stiffening structure with the stabilizer, while still allowing the stabilizer to rotate to reduce roll angle during vehicle operation due to the translational displaceability. The unclaimed rigid, rotationally fixed coupling of the stiffening structure with the stabilizer provides a particularly cost-effective way to counteract any uncontrolled buckling of the stabilizer as a result of a frontal collision.Thus, at least one of the at least two stiffening elements can be mounted on the subframe via a sliding fit, allowing for translational displacement. The unloaded sliding fit can, for example, permit translational displacement of the corresponding stiffening element in the vertical direction of the load distribution device, in order to enable particularly low resistance to the rotation of the stabilizer – despite the rigid, rotationally fixed coupling (connection) between the stabilizer and the stiffening structure, which may be provided but is not used here.

[0016] In a further advantageous embodiment of the invention, the stabilizer is coupled at least indirectly to a front crossmember of the subframe at the at least two spaced-apart coupling points, in the longitudinal direction of the load distribution device. This is advantageous because the front crossmember represents a particularly solid and resilient structure to which the stabilizer can be held particularly securely.

[0017] In a further advantageous embodiment of the invention, the at least one stiffening structure is coupled to a rear cross member of the subframe located in the longitudinal direction of the load distribution device. This is advantageous because the rear cross member represents a particularly robust and resilient structure, which is especially suitable for supporting forces resulting from an accident.

[0018] In a further advantageous embodiment of the invention, the at least one stiffening structure is coupled to at least one longitudinal member of the subframe. This is advantageous because such a longitudinal member exhibits a particularly high load-bearing capacity for tensile and compressive forces acting along a longitudinal axis of the longitudinal member and thus represents a particularly robust structure, which is especially suitable for supporting forces caused by accidents.

[0019] In a further advantageous embodiment of the invention, the at least one stiffening structure is directly coupled to at least one functional node of the auxiliary frame. This is advantageous because the functional node is also particularly robust and resilient with regard to supporting forces caused by accidents.

[0020] A second aspect of the invention relates to a motor vehicle with a load distribution device according to the first aspect of the invention. This motor vehicle exhibits improved deformation behavior in the event of a frontal, central impact with a pole-shaped object.

[0021] The invention also includes further developments of the motor vehicle according to the invention, which have features already described in connection with the further developments of the load distribution device according to the invention. For this reason, the corresponding further developments of the motor vehicle according to the invention are not described again here.

[0022] 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.

[0023] The invention also includes combinations of the features of the described embodiments.

[0024] The following are exemplary embodiments of the invention described. This is illustrated by: Fig. 1. A schematic perspective view of a load distribution device mounted on the body of a schematically represented motor vehicle; and Fig. 2 another schematic perspective view of the load distribution device.

[0025] The exemplary embodiments described below are preferred embodiments of the invention. In these exemplary embodiments, the described components each represent individual features of the invention, which can be considered independently of one another and each further develops the invention independently. Therefore, the disclosure is intended to include combinations of features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0026] In the figures, identical reference symbols denote functionally equivalent elements.

[0027] Fig. Figure 1 shows a purely schematic representation of a motor vehicle 100 with a load distribution device 10 shown in a schematic perspective view. The load distribution device 10 is in Fig. 2 shown in another schematic perspective view without the motor vehicle 100.

[0028] In Fig. 1 and Fig. Figure 2 shows coordinate systems related to the motor vehicle 100, defined by a longitudinal direction x, a transverse direction y, and a vertical direction z of the motor vehicle 100. The longitudinal direction x generally corresponds to the longitudinal extension direction of the load distribution device 10. The transverse direction y generally corresponds to the transverse extension direction of the load distribution device 10. The vertical direction z generally corresponds to the vertical extension direction of the load distribution device 10. The arrowhead of an arrow indicating the longitudinal direction of the vehicle shows the forward direction of travel of the motor vehicle 100 during operation.

[0029] The load distribution device 10 serves to absorb accident-related forces, such as those that occur in a frontal, central pole impact. This pole impact can occur if the motor vehicle 100, traveling forward, collides with a tree, for example, in the center.

[0030] The load distribution device 10 comprises a subframe 20 and a stabilizer 50, which is coupled to the subframe 20 at two spaced-apart coupling points 22, 24, namely a first coupling point 22 and a second coupling point 24.

[0031] The stabilizer 50 has a stabilizer center section 52 and stabilizer ends 54, 56 connected to the stabilizer center section 52 and opposite each other in the transverse direction y of the vehicle, namely a first stabilizer end 54 and a second stabilizer end 56. The first stabilizer end 54 can also be referred to as the right stabilizer end in the transverse direction y of the vehicle, whereas the second stabilizer end 56 can also be referred to as the left stabilizer end in the transverse direction y of the vehicle. The stabilizer 50 is rotatably coupled to the subframe 20 at the coupling points 22, 24, for example, by means of respective clamps 23, 25, namely a first clamp 23 and a second clamp 25. The clamps 23, 25 can, for example, be designed as respective pipe clamps, as shown in Fig. 1 and Fig. 2 is recognizable.

[0032] The subframe 20 comprises a plurality of body connection elements 12, which may, for example, be designed as bushings and via which the subframe 20 is coupled to a body of the motor vehicle 100 which is not shown here.

[0033] The subframe 20 comprises a front crossmember 30, which can also be referred to as the first crossmember, and a rear crossmember 32, which can also be referred to as the second crossmember. Furthermore, the subframe 20 comprises two longitudinal members 34, 36: a first longitudinal member 34 in the vehicle's transverse direction y (transverse extension direction), which can also be referred to as the left longitudinal member, and a second longitudinal member 36 in the vehicle's transverse direction y, which can also be referred to as the right longitudinal member. The subframe 20 also comprises several functional nodes 31, 33, 35, 37: two front functional nodes 31, 33 in the vehicle's longitudinal direction x, and two rear functional nodes 35, 37 in the vehicle's longitudinal direction x. In the region of the front functional node 31, the front (first) crossmember 30 is connected to the right longitudinal member 36.In the area of ​​the front functional node 33, the front cross member 30 is connected to the left longitudinal member 34. In the area of ​​the rear functional node 35, the rear (second) cross member 32 is connected to the right longitudinal member 36. In the area of ​​the rear functional node 37, the rear cross member 32 is connected to the left longitudinal member 34. The stabilizer 50 is connected at the two spaced-apart coupling points 22, 24 to the front functional nodes 31, 33 and thus indirectly to the front cross member 30 of the subframe 20 in the longitudinal direction x of the load distribution device 10.

[0034] To achieve improved deformation behavior upon frontal, central impact of the pole-shaped object, the load distribution device 10 also includes a stiffening structure 60, which is coupled centrally to the stabilizer 50 between the two spaced-apart coupling points 22, 24 in the transverse direction y of the vehicle at the stabilizer center section 52. The stiffening structure 60 is furthermore coupled to the rear cross member 32 of the subframe 20. Additionally or alternatively, the stiffening structure 60 could also be coupled to the longitudinal members 34, 36 and additionally or alternatively to the rear functional nodes 35, 37, which, however, is not shown here.

[0035] The stiffening structure 60 comprises two stiffening elements 62 and 64, namely a stiffening element 62 on the right in the transverse direction y of the vehicle and a stiffening element 64 on the left in the transverse direction y of the vehicle. The stiffening elements 62 and 64 are connected to each other at a common connection point 66, in particular by welding. Extending from the common connection point 66, the stiffening elements 62 and 64 are directed away from each other in the opposite direction of the arrow indicating the longitudinal direction x of the vehicle and in the transverse direction y of the vehicle, thereby forming an angle α with each other. The stiffening elements 62 and 64 are thus arranged in a V-shape. The stiffening structure 60 includes a pivot bearing 68, which is connected to the connection point 66 via a connecting clamp 69 and on which the stabilizer 50 is rotatably mounted.The connecting clamp 69 thus corresponds to another clamp, via which the stiffening structure 60 is rotatably coupled to the stabilizer 50, more precisely to the stabilizer center area 52, in the area of ​​the connection point 66 and via the rotary bearing 68.

[0036] In an unstressed embodiment, the two stiffening elements 62, 64 can also be mounted on the auxiliary frame 20 in a translationally displaceable manner. For this purpose, two sliding seats 70, 72 of the stiffening structure 60, namely a first sliding seat 70 and a second sliding seat 72, can be provided, as shown in Fig. 1 and Fig.2 is indicated. The first stiffening element 62 can be mounted on the subframe 20 so as to be translationally displaceable in the vehicle's vertical direction z via the first sliding seat 70, whereas the second stiffening element 64 can be mounted on the subframe 20 so as to be translationally displaceable in the vehicle's vertical direction z via the second sliding seat 72. In a further development not claimed here, the sliding seats 70, 72 make it possible to replace the rotatable connection between the stiffening structure 60 and the stabilizer 50 via the pivot bearing 68 with a rigid, rotationally fixed connection between the stabilizer 50 and the stiffening structure 60, so that when the stabilizer 50 is rotated or twisted (when roll angles are reduced during the vehicle 100 is driven), the stiffening structure 60 rotates or twists together with the stabilizer 50.The stiffening elements 62 and 64 can be rotated, thereby allowing a resulting offset from the stiffening element ends opposite the connection point 66 (the stiffening elements 62 and 64), at which the stiffening elements 62 and 64 can be coupled to the subframe 20 (here: the rear crossmember 32) via the sliding seats 70 and 72. The stiffening elements 62 and 64 can then be moved along the subframe 20 and the rear crossmember 32, respectively, at their respective stiffening element ends in the vehicle's vertical direction z.

[0037] The stiffening structure 60 represents an effective load introduction structure through which, in the event of a frontal, central impact of the pole-shaped object, which can also be referred to as the "pole center" load case, accident-related forces can be transferred from the stabilizer 50 to the subframe 20 or the rear crossmember 32 and thus distributed. By coupling the stiffening structure 60 to the stabilizer 50, for example via the pivot bearing 68 and the connecting clamp 69, an additional terminal bearing point for the stabilizer 50 is created on the stabilizer 50 (here: on the stabilizer center section 52), with the stiffening structure 60 being supported at the respective stiffening elements 62, 64 on the solid structure, such as the rear crossmember 32 of the subframe 20.The stiffening elements 62, 64 can also lead into the rear crossbeam 32, i.e., in other words, be partially received into a crossbeam interior of the rear crossbeam 32 and connected there to the crossbeam 32, for example to a crossbeam wall of the rear crossbeam 32, which represents a particularly space-saving support for the stiffening elements 62, 64.

[0038] The stiffening structure 60, which can also be described as a load transfer device, fulfills only a supporting function during normal operation of the vehicle 100, i.e., during driving. This allows, for example, the respective bearings at the coupling points 22, 24 via the clamps 23, 25 to be dimensioned smaller, thereby saving weight. Furthermore, it distributes driving-related forces, which occur, for example, when the roll angles are reduced, across the three different bearing points: the first coupling point 22, the second coupling point 24, and the connecting clamp 69. This reduces the load on each of these individual bearing points, which can lead to an increased service life.

[0039] In the event of a collision, the pole-shaped object, for example, the tree, loads and deforms the front crossmember 30. Subsequently, with increasing deformation or penetration depth of the object (contrary to the direction of the arrow indicating the vehicle's longitudinal direction x), the stabilizer 50 is subjected to a load from the pole-shaped object. However, due to the coupling of the stabilizer 50 with the stiffening structure 60, excessive bending stress on the stabilizer 50 between the coupling points 22, 24 is prevented. Instead of excessive bending stress, accident-related forces or energy are transferred from the stabilizer 50 via the stiffening structure 60 to the solid structure of the subframe 20 or the rear crossmember 32.

[0040] Overall, the examples show how the invention with the stiffening structure 60 can provide a load introduction structure for a central pole impact.

Claims

[1] Load distribution device (10) for a motor vehicle (100), with a subframe (20) and with a stabilizer (50) which is coupled to the subframe (20) at at least two coupling points (22, 24) spaced apart from one another, wherein - the load distribution device (10) comprises at least one stiffening structure (60) which is coupled, on the one hand, between the at least two spaced-apart coupling points (22, 24), at least indirectly to the stabilizer (50) and, on the other hand, at least indirectly to the subframe (20), characterized by , that - the at least one stiffening structure (60) comprises at least two rod-like stiffening elements (62, 64) which are connected to one another at a common connection point (66) and - the at least one stiffening structure (60) comprises a pivot bearing (68) which is connected to the connection point (66) and on which the stabilizer (50) is received. [2] Load distribution device (10) according to claim 1, characterized by that the two rod-like stiffening elements (62, 64) enclose an angle (α) with each other. [3] Load distribution device (10) according to one of the preceding claims, characterized by that the stabilizer (50) is coupled at least indirectly to a front cross member (30) of the subframe (20) in the longitudinal direction (x) of the load distribution device (10) at the at least two coupling points (22, 24) spaced apart from one another. [4] Load distribution device (10) according to one of the preceding claims, characterized by that the at least one stiffening structure (60) is coupled to a rear cross member (32) of the subframe (20) in the longitudinal direction (x) of the load distribution device (10). [5] Load distribution device (10) according to one of the preceding claims, characterized bythat the at least one stiffening structure (60) is coupled to at least one longitudinal member (34, 36) of the subframe (20). [6] Load distribution device (10) according to one of the preceding claims, characterized by that the at least one stiffening structure (60) is directly coupled to at least one functional node (35, 37) of the subframe (20). [7] Motor vehicle (100) with a load distribution device (10) according to one of the preceding claims.

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