EP2683842A2 - Partie de châssis, notamment élément noeud ou châssis secondaire - Google Patents

Partie de châssis, notamment élément noeud ou châssis secondaire

Info

Publication number
EP2683842A2
EP2683842A2 EP12724547.0A EP12724547A EP2683842A2 EP 2683842 A2 EP2683842 A2 EP 2683842A2 EP 12724547 A EP12724547 A EP 12724547A EP 2683842 A2 EP2683842 A2 EP 2683842A2
Authority
EP
European Patent Office
Prior art keywords
chassis part
casting
particular according
secondary alloy
subframe
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12724547.0A
Other languages
German (de)
English (en)
Inventor
Klaus Greven
Thomas Buschjohann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
KSM Castings Group GmbH
Original Assignee
KSM Castings Group GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by KSM Castings Group GmbH filed Critical KSM Castings Group GmbH
Publication of EP2683842A2 publication Critical patent/EP2683842A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/02—Alloys based on aluminium with silicon as the next major constituent
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
    • C22F1/043—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon of alloys with silicon as the next major constituent

Definitions

  • Chassis part in particular node element or subframe
  • the invention relates to a chassis part, in particular a node element or a subframe according to the preamble of claim 1.
  • Frame structures comprising hollow sections connected by node elements are known per se.
  • Known frame structures are, for example, the subframe for motor vehicles, also referred to as a subframe.
  • the longitudinal and transverse beams forming the frame construction are known to be made of light metal, in particular of aluminum or aluminum alloys, and firmly connected to one another via node elements or casting nodes made of a light metal casting material.
  • auxiliary frame for a motor vehicle with longitudinal and transverse beams made of light metal with corresponding cast nodes made of a light metal material such. Cast aluminum or alloys thereof, known casting nodes can often be detrimental to meeting the crash requirements.
  • the invention has for its object to further develop a chassis part, in particular a node element according to the preamble of claim 1 or a subframe, while avoiding the disadvantages mentioned.
  • the invention has the object to produce suspension parts of the type mentioned cost and environmentally conscious.
  • the chassis part in particular the for connecting a plurality of hollow sections in a frame construction, in particular for a motor vehicle, suitable node element or in particular the subframe for a motor vehicle, consists of or has a casting, which consists of at least one Al-secondary alloy.
  • Particularly suitable to be made of an AL-secondary alloy and at the same time to meet given crash requirements are those integrally cast subframes, as described, for example, in Published International Applications PCT / DE2006 / 001582, PCT / DE2008 / 0817, PCT / DE2008 / 0018146, PCT / DE2010 / 000747, PCT / DE2010 / 000746 or PCT / DE2011 / 001832.
  • the subframe disclosed there which are also referred to as subframe or axle, are also characterized by the fact that they are integrally molded with the recordings or recesses provided there.
  • the disclosure of each of the aforementioned applications is incorporated by express reference as belonging to the subject of the present application.
  • Such subframes are, after they are provided with aggregates or auxiliary units, as pre-assembled units or modules on vehicle bodies, for example, attached to the body and / or longitudinal members of a motor vehicle.
  • Particularly suitable are subframe for motor vehicles, each having two spaced apart in the vehicle longitudinal direction recordings for the bearings for pivot bearing each one of two Rad Equipmentsgliedern, such as transverse or wishbone, and shots for attachment of the front axle as a prefabricated unit together with pre-assembled units on the vehicle body , as well as at least one of the following pictures for
  • the receptacles are connected to one another in such a way that weight-reducing recesses in the form of apertures and / or cavities open on one side remain in the subframe without adversely affecting the chassis kinematics. It may be advantageous if at least some of the receptacles are integrated at least partially via rod-shaped and / or planar connection elements in the subframe and / or connected to one another. It may be advantageous if at least some of the receptacles at least partially open profile-shaped connecting elements, in particular those with substantially T, U, V, L, X, Y, S, Z and / or double T-shaped cross section, integrated and / or interconnected.
  • the open profile-shaped connecting elements are oriented differently, preferably horizontally or vertically. It may be advantageous if individual legs of the open-profile connecting elements are designed as reinforcing ribs.
  • the connecting elements preferably have additional reinforcing ribs, belts, beads, beads, webs and / or openings. It may be advantageous if the rear in the direction of travel recording for storage of each of the Rad Installationsglieder at least approximately vertical to the vehicle longitudinal axis spaced receiving members has, for embracing support of the rear bearing in the direction of travel on the wheel guide, wherein the receiving members are connected to each other via a U-shaped tab and integrated in the subframe. It may be advantageous if the tab at least partially, preferably on its outside, has a reinforced edge.
  • the tab is connected via at least one connecting element with a first receptacle for fastening means for fixing the subframe on the vehicle body. It may be advantageous if the tabs with the first receptacles and the first receptacles are connected to each other via a single rod-shaped or open profile-shaped connecting element, wherein the open profile-shaped connecting element preferably has a U-shaped cross section. It can be advantageous if at least one, preferably two receptacles for fastening means for fixing the exhaust system are provided on the connecting element connecting the first receptacles to one another, preferably on the side facing the direction of travel.
  • the receptacles for fastening means for fixing the exhaust system and / or the first recordings in and / or on the opposite side facing the direction of travel which is formed by one of the legs of the U-shaped connecting element, and / or and / or integrated in a subsequent planar reinforcing lip.
  • the connecting element connecting the first receptacles to one another in and / or opposite to the direction of travel may have a planar, substantially horizontally arranged reinforcing lip on its underside.
  • reinforcing ribs are provided inside the profile-shaped connecting element connecting the receptacles, tabs and / or first receptacles, preferably straight or zigzag-shaped from one side wall to the other side wall and / or preferably from the in and / or at the one side wall arranged recordings preferably inclined and / or preferably lead in opposite directions to the opposite side wall. It may be advantageous if the tab connecting the receiving members is connected via a connecting element with the arranged in the direction of travel receptacle for the attachment of the steering gear.
  • the receptacle for the attachment of the steering gear via a preferably at least partially rod-shaped connecting element with the arranged in the direction of travel second receptacle for attachment of the subframe is connected to the vehicle body, which in turn preferably integrated in a boom directly with the front in the direction of travel recording for storage of each of the Rad Equipmentsglieder connected is.
  • one of the receptacles for attaching the stabilizer is connected to the connection element connecting the receptacle for fastening the steering gear to the second receptacle or the cantilever.
  • each of the Rad enclosuresglieder two at least approximately spaced in the vehicle longitudinal axis receiving members for U-shaped encompassing holder of the front bearing in the direction of travel on the wheel guide, wherein a receiving member preferably directly to the boom of Receiving connects and the other receiving member within the short leg of an L-shaped tab, which preferably connects with its not having the receiving member end to the boom integrated.
  • the tab has at least partially, preferably on its outside, a reinforced edge. It may be advantageous if the boom has a recess which is introduced on one side or on both sides. It may be advantageous if the boom has a continuous recess.
  • An advantageous embodiment of the invention provides that within the recess a receptacle for the attachment of the stabilizer is provided, which is preferably connected at a continuous cavity via a web to the inner wall of the boom or integrated at a non-continuous cavity in the remaining area and preferably arranged directly on the inner wall of the boom and / or preferably provided with at least one stiffening rib is connected to the or the inner walls or stiffening surfaces of the boom. It may be advantageous if the subframe in the transverse direction has a stiffening element connecting the cantilevers, in which or on which the receptacle for the mounting of the pendulum support is arranged. It may be advantageous if the stiffening element is rod-shaped.
  • the stiffening element open-profile, in particular with in T-shaped, U-shaped, V-shaped, or L-shaped cross-section, wherein preferably the edges and edges of the stiffening element are reinforced.
  • the stiffening element in the region of the receptacle for the support of the pendulum support at least one, preferably two, namely one to each side of the receptacle and connected thereto stiffening inclined surface, preferably of a substantially horizontally disposed partial surface of the stiffening element opposite to the direction of travel falls down below. It may be advantageous if one or more horizontally arranged, planar reinforcing lips are arranged on the stiffening element on the side pointing in and / or opposite to the direction of travel.
  • the horizontally arranged reinforcing lip is flat. It may be advantageous if the horizontally arranged reinforcing lip is arranged in a plane below the holes provided in the receiving members. It may be advantageous if one of the receptacles for fastening the steering gear is connected to the stiffening element via a preferably rod-shaped connecting element.
  • the first receptacle for attaching the subframe to the vehicle body forms the rear end of the subframe. It may be advantageous if the receptacle for the mounting of the pendulum support has a connecting element running in the direction of one of the first receptacles and is connected directly or indirectly thereto.
  • the receptacle for the storage of the pendulum support is connected via a connecting element with one of the receptacles for the attachment of the steering gear.
  • the subframe has two receptacles for the attachment of the steering gear. It may be advantageous if the receptacles for attaching the steering gear and / or the receptacles for attaching the stabilizer to the rod-shaped connecting elements are connected via webs. It may be advantageous if at least some of the recordings are integrated into the subframe by means of rod-shaped connecting elements in a manner that is like a trench.
  • the rod-shaped connecting elements which limit quasi materialless compartments, provide the required rigidity without adversely affecting the chassis's kinematics.
  • the rod-shaped connecting elements can also be referred to as rod-shaped stiffening elements. If recordings are used in the context of the present invention, then recesses are also included.
  • a further development of the invention provides that two, preferably four, more preferably six, more preferably eight, further particularly preferably ten of the receptacles are integrated into the subframe in the manner of a truss via rod-shaped connecting elements, preferably directly connected to one another.
  • each of the Rad operationsglieder at least approximately vertical to the vehicle longitudinal axis has receiving members for encompassing support the rear bearing in the direction of travel on Rad Operationssglied, preferably each receiving member over at least one, preferably at least two rod-shaped Connecting elements is integrated in the subframe.
  • Such a low-material recording fulfills its task without negatively affecting the required integration in the subframe.
  • At least one, preferably each receiving member is connected via a rod-shaped connecting elements with a first receptacle for fastening means for fixing the subframe to the vehicle body. It may be advantageous if at least one receiving member is connected via a rod-shaped connecting element with the front in the direction of travel receptacle for supporting each of the Rad Operationssglieder, wherein the rod-shaped connecting element preferably extends approximately in the vehicle longitudinal direction. It may be advantageous if the front in the direction of travel for receiving each of the Rad enclosuresglieder has two spaced at least approximately in the vehicle longitudinal axis receiving members for U-shaped embracing support of the front bearing in the direction of travel on the wheel guide.
  • the subframe advantageously has in the transverse direction between the front in the direction of travel Ren recordings for storage of each of the Rad Equipmentsglieder at least one stiffening element, preferably in the form of a horizontally disposed surface element on.
  • a stiffening element absorbs the forces acting in the transverse direction on the aforementioned recordings.
  • the fact that the stiffening element is flat, also the rigidity of the front receiving member in the direction of travel of the aforementioned recording is increased with the least possible use of materials.
  • such a stiffening element may be arranged such that other units, in particular engine and transmission, can be positioned close to the subframe. It is so less space required.
  • the horizontally arranged surface element is preferably flat.
  • the pointing in the direction of travel edge of the surface element may additionally or alternatively have a semi-oval indentation. It may be advantageous if the horizontally arranged surface element is arranged in a plane below the holes provided in the receiving members. Aggregates, especially engine and transmission, can be positioned very close to the subframe, so that less space in the vehicle is required.
  • a first receptacle for attachment of the subframe to the vehicle body is provided, which forms the rear end in the direction of travel of the subframe.
  • a second receptacle for attachment of the subframe is provided on the vehicle body, which is integrated into a boom in the immediate area of the front in the direction of travel recording is arranged.
  • the subframe advantageously has an approximately central, at least partially adjoining the receptacle for the storage of the pendulum support and opposite to the direction of travel widening flat stiffening element.
  • optimum strength values can be achieved with the least possible use of material, such an embodiment counteracting in particular vertical vibrations.
  • the planar stiffening element is at least partially bounded by reinforcing ribs. It may be advantageous if the planar stiffening element forms a kind of bead for the rear edge opposite the direction of travel, which is hollow on the underside and has a V-shaped cross section.
  • the flat stiffening element opposite to the direction of travel rear edge has nodes in which converge at least individual, preferably several rod-shaped connecting elements.
  • An advantageous embodiment of the invention provides that the first receptacle for attachment of the subframe to the vehicle body is connected via at least one rod-shaped connecting element with the planar stiffening element. It may be advantageous if at least one reinforcing rib is provided on the planar stiffening element, which is preferably arranged in the vehicle longitudinal direction at least partially between the rear edge of the planar stiffening element and the receptacle for the support of the pendulum support.
  • the area of the bounded by the rod-shaped connecting elements subjects in plan view of the subframe is greater than the non-continuous in plan view of the subframe surface of the subframe, preferably at least greater than the plan view of the subframe not continuous surface of the stiffening element. It may be advantageous if the subframe has only two more receptacles for the attachment of the steering gear. It may be advantageous if the receptacles for attaching the steering gear and / or the receptacles for attaching the stabilizer are connected via webs to the rod-shaped connecting elements.
  • the Al secondary alloy is an Al-Si secondary alloy, preferably an AISiMg or an AISiCu alloy.
  • Al-Si secondary alloys belong here due to the good combination of mechanical and casting technology properties to the preferred Al-secondary alloys used here.
  • Al-secondary alloys are advantageously particularly economical to produce and have a correspondingly good C0 2 balance.
  • the Al-secondary alloy has an Si content of not more than 12% by weight, preferably not more than 11% by weight. It may be advantageous if the Al-secondary alloy has an Si content of at least 3% by weight, preferably of at least 5% by weight, particularly preferably of at least 7% by weight.
  • the Al-secondary alloy has an Mg content of not more than 0.6% by weight, preferably not more than 0.5% by weight, more preferably not more than 0.4% by weight.
  • the Al-secondary alloy has a Mg content of at least 0.2% by weight, preferably of at least 0.25% by weight.
  • the Al-secondary alloy has an Fe content of not more than 0.8% by weight, preferably not more than 0.7% by weight, more preferably not more than 0.6% by weight.
  • the Al-secondary alloy has an Fe content of at least 0.2% by weight, preferably of at least 0.3% by weight.
  • the Al-secondary alloy has a Cu content of not more than 0.6% by weight, preferably not more than 0.5% by weight.
  • the Al-secondary alloy has an Mn content of less than 0.34 * Fe "0.49 wt%.
  • the Fe content as a basis is -0.49 as the exponent multiplied by 0.34 in% by weight gives the maximum intended Mn content in the Al secondary alloy.
  • the casting consists of the secondary alloy AISi7Mg, preferably in the heat treatment state T5 or 16.
  • the casting of the secondary alloy EN AC-AISi7Mg preferably in the heat treatment state T5 or T6 exists. It can be advantageous if the casting consists of the secondary alloy AISilOMg, preferably in the heat treatment state T5 or T6.
  • the casting consists of the secondary alloy EN AC-AISMOMg (b), preferably in the heat treatment state T5 or T6.
  • the casting consists of the secondary alloy EN AC-AISilOMg (Cu), preferably in the heat treatment state T5 or T6.
  • the casting consists of the secondary alloy Al-Si 6 Cu 4, preferably in the heat treatment state T 5.
  • the casting consists of the secondary alloy Al-Si8Cu3, preferably in the heat treatment state T5.
  • the casting consists of the secondary alloy EN AC-AISi9Cu3 (Fe), preferably in the heat treatment state T5 or T6.
  • the casting consists of the secondary alloy EN AC-AISi6Cu4, preferably in the heat treatment state T5 or T6.
  • the chassis part in particular the node element or the auxiliary frame, additionally has at least one stiffening element.
  • the casting and the at least one stiffening element can be positively, positively and / or materially joined, preferably cast in one piece.
  • the casting is made by chill casting.
  • the casting in particular in the heavy-duty region, one or more reinforcing ribs, straps, beads, beads, webs and / or reinforcing breakthroughs on.
  • the casting is heat treated.
  • the casting is heat-treated in multiple stages, the honor-life preferably being composed of solution heat treatment, subsequent rapid cooling and final aging.
  • the casting is solution annealed at temperatures between 480 ° and 550 ° C, preferably between 490 ° and 540 ° C, more preferably between 520 ° and 540 ° C.
  • the casting is solution annealed for 1 to 5 hours, preferably 1 to 4 hours, more preferably 1 to 3 hours.
  • the casting is stored at temperatures between 150 ° and 250 ° C.
  • the casting is outsourced for 2 to 6 hours. It may be advantageous if the cooling rate is more than 1.5 Kelvin / second, preferably more than 2 Kelvin / second, more preferably more than 5 Kelvin / second.
  • the casting has an elongation at break (A) of at least 4%.
  • the aforementioned frame construction can advantageously be a structural part of a vehicle body, such as front axle carrier, rear axle carrier, subframe, longitudinal or transverse beam subassembly, but preferably a front axle subframe.
  • the casting may expediently have attachment points, in particular for attachment to the body of a vehicle, or one or more receptacles, anchor points and / or attachment points for any attachments.
  • the casting can be designed to be load-bearing.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Structural Engineering (AREA)
  • Architecture (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne une partie de châssis, notamment un élément noeud destiné à relier plusieurs profilés creux dans une structure de châssis, notamment pour un véhicule à moteur, ou concerne notamment un châssis secondaire pour un véhicule à moteur.
EP12724547.0A 2011-03-09 2012-03-09 Partie de châssis, notamment élément noeud ou châssis secondaire Withdrawn EP2683842A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011013438 2011-03-09
PCT/DE2012/000240 WO2012119593A2 (fr) 2011-03-09 2012-03-09 Partie de châssis, notamment élément noeud ou châssis secondaire

Publications (1)

Publication Number Publication Date
EP2683842A2 true EP2683842A2 (fr) 2014-01-15

Family

ID=46196957

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12724547.0A Withdrawn EP2683842A2 (fr) 2011-03-09 2012-03-09 Partie de châssis, notamment élément noeud ou châssis secondaire

Country Status (5)

Country Link
US (1) US20130320715A1 (fr)
EP (1) EP2683842A2 (fr)
CN (1) CN103415642A (fr)
DE (1) DE112012001129A5 (fr)
WO (1) WO2012119593A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5910936B2 (ja) * 2012-03-14 2016-04-27 スズキ株式会社 車両の軽合金製サスペンションメンバ
DE112013005135A5 (de) * 2012-10-24 2015-07-16 Ksm Castings Group Gmbh Modulares System für den Hinterrahmen eines Kraftfahrzeugs
CN106244957A (zh) * 2016-03-24 2016-12-21 上海汇众汽车制造有限公司 AlSi7Mg铝合金铸件的热处理工艺
CN109234582A (zh) * 2018-08-29 2019-01-18 安徽工程大学 一种发动机缸体用高强度高韧性铝合金材料及其制备方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2841164B1 (fr) * 2002-06-25 2004-07-30 Pechiney Aluminium Piece moulee en alliage d'alluminium a haute resistance au fluage
CN101365817A (zh) * 2005-10-28 2009-02-11 汽车铸造技术公司 高抗撞性Al-Si-Mg合金和制造汽车铸件的方法
JP5364718B2 (ja) * 2007-11-08 2013-12-11 カーエスエム キャスティングス グループ ゲーエムベーハー 自動車用フロントアクスルキャリア
DE102008038276B4 (de) * 2008-08-18 2018-02-15 Benteler Automobiltechnik Gmbh Verfahren zur Verbindung von Fahrwerksteilen und Fahrwerksbaugruppe
DE102009012073B4 (de) * 2009-03-06 2019-08-14 Andreas Barth Verwendung einer Aluminiumgusslegierung

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2012119593A2 *

Also Published As

Publication number Publication date
CN103415642A (zh) 2013-11-27
US20130320715A1 (en) 2013-12-05
WO2012119593A2 (fr) 2012-09-13
WO2012119593A3 (fr) 2012-11-08
DE112012001129A5 (de) 2013-12-24

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