Vehicle body structure for a two-track vehicle

Abstract

A vehicle structure for a two-track vehicle provided with an auxiliary frame for a vehicle axle, in particular a rear axle, which is provided with a wheel suspension on the articulation points for wheel link on the superstructure side, which are connected to articulation points on the wheel carrier side, connected to a wheel carrier carrying a vehicle wheel, and which is equipped with a spring and/or damper unit, which is supported between a vehicle superstructure and the wheel suspension, wherein the wheel frame is connected to at least one auxiliary frame bearing in a manner that is decoupled from oscillations at the vehicle superstructure, and wherein the wheel and/or damping unit is equipped with a rotational damper. According to the invention, the auxiliary frame bearing is provided with a connection point at which is connected the rotational damper.

Claims

1. A vehicle body structure for a two-track vehicle, comprising: with an auxiliary frame for a vehicle axle, which has articulation points on the articulation side for wheel links of a wheel suspension that are hinged to a wheel carrier carrying a vehicle wheel on the wheel carrier side of the articulation point, and which is provided with a spring and damper unit, which is supported between a vehicle superstructure and the wheel suspension, wherein the auxiliary frame is connected via at least one auxiliary frame bearing to the vehicle body structure while being decoupled from oscillations, and wherein the spring and damper unit is provided with a rotational damper, wherein the auxiliary frame bearing is provided with a connection point to which is connected the rotational damper.

2. The vehicle body structure according to claim 1, wherein the auxiliary frame bearing is provided with a first bearing component mounted rigidly on the vehicle body superstructure and with a second bearing component, which is rigidly mounted, on the auxiliary frame and which acts a vibration damper, and that the rotational damper is mounted rigidly on the first bearing component.

3. The vehicle body structure according to claim 1, wherein the rotational damper is provided with a damper housing built non-rotatably on the auxiliary frame bearing and a rotor shaft rotatably supported about a rotor axis, which can be driven via a drive lever with inward and outward spring movements of the wheel suspension, and that the damping effect occurs between the rotor shaft and the damper housing, and that the rotational damper is an electric rotational damper, wherein the rotor shaft cooperates with a stator mounted in a fixed manner in the housing.

4. The vehicle body structure according to claim 2, wherein a drive lever is supported by a coupling rod on an articulation point of a wheel link.

5. The vehicle body structure according to claim 2, wherein the first bearing component is a bearing core in the form of a radially inner sleeve through which is guided a screw rigidly braced with the bearing core on the vehicle body superstructure, and the second bearing component, which is fixed to the auxiliary frame, is a radially outer bearing sleeve which can be inserted into a receiving eyelet of the auxiliary frame.

6. The vehicle body structure according to claim 5, wherein the bearing core is provided at its end facing away from the vehicle body superstructure with a radially expanded holder element which is located at an axial distance from the radially outer bearing sleeve and from a vibration damper.

7. The vehicle body structure according to claim 6, wherein the holder element is provided with a mounting section for forming a rotational damper connection point, at which the rotational damper can be connected.

8. The vehicle body structure according to claim 6, wherein the holding element is provided with at least one axial rib, which is bridged over the receiving eyelet with a free radial distance in the axial direction and fixed at the vehicle body superstructure.

9. The vehicle body structure according to claim 1, wherein the auxiliary frame bearing is positioned in a vehicle direction below the vehicle superstructure, and the rotational damper protrudes downward from the auxiliary frame bearing.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The figures show the following:

(2) FIG. 1 A perspective partial illustration of a body structure of the first vehicle variant;

(3) FIG. 2 a rough schematic view from below of the wheel suspension of the body structure;

(4) FIG. 3 the body structure in a view from the rear;

(5) FIG. 4 a simplified lateral view of the body structure with an auxiliary frame bearing in a sectional view;

(6) FIG. 5 a view according to FIG. 2 in a second vehicle variant.

DETAILED DESCRIPTION OF THE DRAWING

(7) FIG. 1 shows the body structure of a vehicle according to a first vehicle variant 1. Accordingly, the vehicle body structure is provided with a longitudinal vehicle body support 1, which is a part of a vehicle superstructure 2 (FIGS. 4 and 5) and extends in the longitudinal direction x of the vehicle. At the vehicle body longitudinal carrier 1 is mounted an auxiliary frame 3 for a vehicle rear axle 3, and in particular over an auxiliary frame bearing 5. The vehicle body structure is designed approximately with a mirror image relative to a central vehicle longitudinal axle M (FIG. 2). The auxiliary frame 3 is provided in common practice with lateral auxiliary frame longitudinal carriers 7, which are connected to one another via front and rear auxiliary frame transverse carriers 9, 11 and converge at the front and rear corner node points. At each of these corner node points, the auxiliary frame 3 is elastically connected via an auxiliary frame bearing 5 to the vehicle body 2.

(8) According to FIGS. 1 and 2, link consoles are built on each of the auxiliary frame longitudinal carriers 7 which provide articulation points on the side of the superstructure for the wheel links 14, 16, 18, 20, 22. They therefore form a five-link assembly in this manner and they are hinged in the transverse vehicle direction y to a wheel carrier 23, which carries a vehicle wheel 25 as indicated by the dashed lines in FIG. 2. As can be seen from FIGS. 1 through 3, the wheel links 14, 16, 18 are grouped at a lower link level, while the links 20, 22 are positioned at an upper link level. The wheel suspension is in addition provided with a stabilizer rod 36 (FIG. 1 or 2) which engages in an articulated manner at the end the front upper wheel link 20 (FIG. 2).

(9) According to the FIG. 1 through 3, a rotational damper 27 is mounted at the rear corner node point of the auxiliary frame 3 at the auxiliary frame bearing 5, which together with a supporting spring 29 form a spring/damper unit 31. The supporting spring 29 is supported on the middle lower level by the wheel link 16.

(10) The rotational damper 27 is mounted with its damper housing 33 at a connection point A which will be described later on a auxiliary frame housing 5. Inside the damper housing 33 is pivotally mounted a rotor shaft about a rotor axis 35 (FIG. 4), which cooperates with a stator that is fixed to the housing. The rotor shaft is in the figures oriented in the vehicle longitudinal direction x and it can be driven by means of a drive lever 39 with the inward and outward spring movements of the wheel suspension. As can be seen in FIG. 3 or 4, the drive lever 39 is supported via a coupling rod 41 at the middle lower wheel link (which is to say a spring link) 16, and in particular at a distance created by a transverse offset y1 from the lower spring foot point of the support spring 29. The coupling rod 41 is connected in an articulated manner at upper and lower articulation points 43, 45 at the drive lever 39 and at a lower spring link 16.

(11) Next, the superstructure of the rotational damper-connection point A at the auxiliary frame bearing will be explained as shown in FIG. 4: accordingly, accordingly, the auxiliary frame bearing 5 is constructed from a bearing core 47 in the form of a sleeve and a radial outer sleeve 49. An elastomer body 51 is vulcanized in the annular gap between the bearing core 47 and a radial outer sleeve 49. The inner bearing core 47 is screwed in rigidly with a screw 53 at the vehicle superstructure 2, which is to say at the vehicle body longitudinal carrier 1. As can be seen from FIG. 4, a disc-shaped holder element 57 is braced between the screw head 55 of the screw 53 and the front vehicle body longitudinal carrier 1 on the front side of the bearing 47 facing away from the vehicle body longitudinal carrier 1. The outer sleeve 49 of the auxiliary bearing 5 is pressed with press-fitting into a receiving eyelet 50 of the auxiliary frame 3.

(12) In order to prevent a detachment of the auxiliary frame 3 from the vehicle body longitudinal carrier 1 in case of a malfunction of the auxiliary frame 5, the holding element 57 is expanded in the radial direction beyond the receiving eyelet 50 of the auxiliary frame 3.

(13) The holding element 57 of FIG. 4 serves not only to secure the frame 3 on the vehicle body longitudinal support 1. The holding element 57 is additionally also provided with a mounting section to which the damper housing 33 is attached with a screw connection 61. So as to ensure a stable support of the rotational damper 27, the holding element 57 is also provided with an axial rib 63, which bridges over the receiving eyelet 50 with a free radial distance r in the axial direction, and which is connected at the vehicle superstructure 2 (which means on the car body longitudinal carrier 1 thereof).

(14) In FIG. 1, the auxiliary frame 3 is connected via the auxiliary frame bearing 5 to the underside of the vehicle body longitudinal carrier 1.

(15) The rotational damper 27 is also fastened to the underside of the auxiliary frame bearing 5 so as to provide easy access for tools in case of customer service from the underside of the vehicle. In order to further simplify the access for tools, the rotational damper is positioned at the rear side corner node point of the auxiliary frame 3, and in particular in such a way that the rotational damper is located at a longitudinal offset x.sub.1 (FIG. 2) in the longitudinal direction x of the vehicle.

(16) FIG. 5 shows the car body structure according to a second vehicle variant II, in which in contrast to the first vehicle variant I, a rotational damper 27 is not built into the structure, as a linear shock absorber 65 is used instead of it. The linear shock absorber 65 forms together with the carrier spring 29 the spring damper unit 31.

(17) As shown in FIG. 5, the linear shock absorber 65 is hinged at a lower joint point 45 at the spring link 16. The position of the lower spring location 45 is in this case identical to the position of the articulation point 45 shown in FIG. 4, in which the drive lever 39 of the rotational damper 27 is hinged via the coupling rod 41.