At this, the great potential of the twist beam axle will play an important role in comparison with the multi link axle. Axles, which lie above the expected performance, especially in terms of fatigue, are calculated by using a 3D-scan with following finite element calculation including the appearing stresses, so that the function of the axles can be evaluated. In the past, cross section adjustments were only used in case of package restrictions. The twist beam axle will remain the rear axle concept of the A- and B-segment. There are a multitude of methods that have been used to keep your wheels under control, with deeply confusing terms like Hotchkiss drive, Watt's link, swing axle, semi-trailing arm and De Dion tube which sounds like a '60s surf band, but isn't.
For this reason, some manufacturers have changed to different linkage designs. The stiffening ribs 43 extend between the two open ends 32, 33. It is also conceivable for both the wall 39 and the core 41 to be made predominantly of fiber composite material or to be made predominantly of metallic material. The comparatively simple variation of the wall thickness respectively the diameter of the stabiliser bar results in a high flexibility in adjusting the roll rate. An outer flange 160 on the arm mounts wheel drum 162. As a result of the combined U-and V-shape of the open-bottom cross-section of the cross strut, with the sides of the section exhibiting an overall upward sweep, and of also providing closed chambers in the sides at their closed ends as well as optionally at the base, with the upper and lower chambers in the sides of the section being shaped and disposed so that their walls have a generally X-shaped loop contour, a twist-beam rear axle for motor vehicles is obtained which has a substantially reduced warping constant and of which the torsion constant is almost doubled.
Any commercial use, including, but not limited to promotional purposes, is not permitted. What is more, an integral design renders the crossmember more stable and break-resistant. Thus, different variants with variable roll stiffness can be realised in one tool. Incidentally, all statements made above and in the following regarding the longitudinal member 1 also apply to the longitudinal member 2, which can also have a connection segment 8. The crossmember 3 is made predominantly of fiber composite material. When the vehicle moves along its vertical axis, that is, during compression and rebounding of the vehicle, the longitudinal members are loaded and deflected upward and downward along the vertical axis of the vehicle.
Georgios Leontaris is Engineering Manager Center of Competence, Product Group Chassis Systems at Benteler Automobiltechnik GmbH in Paderborn Germany. Multi-link and dual wishbone Multi-link and dual wishbone systems are the holy grail of suspension designs, allowing engineers to achieve agile handling without compromising ride quality. Wolfram Linnig is Technical Director, Product Group Chassis Systems at Benteler Automobiltechnik GmbH in Paderborn Germany. The profile part 132 can also have more than two wall layers. The novel structure effects unique beam strength and torsional resistance, while still being of less mass and lower cost than the prior art structure.
Description This is a continuation of copending application Ser. These less preferred embodiments are not shown to have flattened loop portions. Such a thermal joining method can be carried out in a forming tool 13 in which the assembly 100 is located. The reinforcement materials can be worked in as a single layer or as multiple layers and be arranged or aligned unidirectionally or at an angle to the longitudinal axis of the crossmember 3. On the Asian market, dual phase steels can be observed additionally, which are currently not available in Europe as hot rolled strip.
Via one of several conversion calculators on the Internet, we figured out what the variance was in degrees remember, we got the measurements in inches , and then figured out we needed one 0. A sensitivity regarding hydrogen embrittlement is not given. Now, in a well-soundproofed car that isn't driven in anger, these issues might never become apparent, let alone cause any grief. Furthermore, the placement of functional holes for the integration of attaching parts is possible without additional process steps. Depending on the forces and moments occurring at the connection point, the respective connection types can be used individually or in combination, with single connection types being cost-effective to manufacture, and combined connection types providing an advantageous and good connection between the crossmember and the longitudinal members. A hollow space 28 is embodied on the interior of the profile part 127.
Trailer Twist Beam Axle Technical Data Product Features 1. The new system will allow the buyers to rate and review our experience before you place the order. Moreover, connection segments that are arranged in the overlap region both inside and outside of the crossmember offer a commensurately larger contact surface between the crossmember and the connection segment of the longitudinal member in comparison so a connection segment that is arranged only inside or outside of the crossmember. To fulfil all the above mentioned requirements, the following approaches are being defined by Benteler: — securing the worldwide availability and quality of materials and semi-finished products to transpose market orientated solutions — cost reduction by the improvement of manufacturing technologies — development of new twist beam axle concepts with a target for weight reduction of more than 15 % — improvement of the axle performance by application of active systems. The assembly 100 as set forth in claim 1, wherein the crossmember 3 has a profile that is open in cross section, particularly a U-profile.
In the present example, the second profile part 22 has an approximately U-shape. In this way not only can a very easy-to-build and robust twist-beam rear axle for motor vehicles be provided, but also its completion by necessary assembly parts is considerably simplified. And it really is as simple, and ingenious, as that; a bar connecting both wheels that twists ever so slightly under duress, in order to give a degree of independence to each wheel's movements. For the sidearms, shell or tubular design with fitted or directly welded wheel carrier connections can be selected depending on the requirements. In effect, this means that the motion of one wheel causes the other to gambol around and generally misbehave. Up to now, processes have been described, which are primarily applied on twist beams out of tubes.
A good and durable connection is thus established between the crossmember and the longitudinal member. The motion of each wheel is isolated — independent, if you will — from the other, free to move and react without introducing sympathetic movements on the other side of the car. Thus, a wall thickness increase over the whole length of the twist beam is not required anymore. This requires the development of operating figures, which enables a comparison of different axles and which can be used also in the concept development phase. Such shapes are simple and cost-effective to manufacture. Moreover, the flanges 37, 38 can be made predominantly of metallic material, whereas the profile part 133 consists predominantly of fiber composite material. Due to the low costs, the compact design, the reduced weight and the good axle kinematics it often represents an unrivalled solution.