Clamping sleeve and wheel suspension

Abstract

Clamping sleeve (1) for connecting a shock absorber of a wheel suspension (11) to a wheel carrier (12) of the wheel suspension (11), comprising at least one radially outer, at least partially circumferentially bounded, circular cylindrical receiving space (3) for receiving a lower section of the shock absorber (13) and at least one substantially hollow cylindrical wheel carrier contact surface (5) formed by at least a part of an outer cylindrical surface (4) of the clamping sleeve (1), characterized in that a longitudinal central axis (L1) of the receiving space (3) and a longitudinal central axis (L2) of the wheel carrier contact surface (5) intersect at an angle (α) deviating from 0°.

Description

Technical area

[0001] The invention relates to a clamping sleeve for connecting a shock absorber of a wheel suspension to a wheel carrier of the wheel suspension, comprising at least one circular-cylindrical receiving space, radially delimited at least partially circumferentially by an inner circumferential surface of the clamping sleeve, for receiving a lower portion of the shock absorber, and at least one wheel carrier contact surface, formed by at least part of an outer circumferential surface of the clamping sleeve, and having a substantially hollow circular-cylindrical shape. Furthermore, the invention relates to a wheel suspension for a vehicle, comprising at least one wheel carrier, at least one shock absorber, and at least one clamping sleeve for connecting the shock absorber to the wheel carrier. State of the art

[0002] A vehicle's wheel suspension includes a shock absorber that dampens vibrations of a vehicle wheel mounted on the wheel suspension relative to a sprung mass of the vehicle. For this purpose, the shock absorber is connected, on the one hand, to a wheel carrier supporting the vehicle wheel and, on the other hand, to the sprung mass of the vehicle.

[0003] In particular, it is known to fasten a lower section of the shock absorber, namely a lower section of a damping cylinder of the shock absorber, to a wheel carrier by inserting the lower section of the damping cylinder into a clamping receptacle of the wheel carrier and clamping it by tightening the clamping sleeve.

[0004] If the outer diameter of the lower section of the damping cylinder is significantly smaller than the inner diameter of the wheel carrier's clamping socket, a clamping sleeve can be pushed onto the lower section of the damping cylinder. The wall thickness of the clamping sleeve corresponds approximately to half the difference between the outer diameter of the lower section of the damping cylinder and the inner diameter of the wheel carrier's clamping socket. Tightening the wheel carrier's clamping socket then clamps the clamping sleeve, which in turn clamps the lower section of the damping cylinder.

[0005] A shock absorber equipped with a clamping sleeve is disclosed, for example, on the website https: / / kwautomotive.de / dampfungstechnologie / . Disclosure of the invention

[0006] An object of the invention is to make a clamping sleeve of the type mentioned at the beginning usable for providing a wheel camber deviating from 0°.

[0007] This object is achieved by the independent claim. Advantageous embodiments are presented in the dependent claims, the following description, and the figures, whereby these embodiments, each taken individually or in combination of at least two of these embodiments, may represent an advantageous and / or further developing aspect of the invention.

[0008] A clamping sleeve according to the invention for connecting a shock absorber of a wheel suspension to a wheel carrier of the wheel suspension has at least one circular-cylindrical receiving space, which is delimited radially on the outside at least partially circumferentially by an inner circumferential surface of the clamping sleeve, for receiving a lower section of the shock absorber and at least one wheel carrier contact surface, which is formed by at least part of an outer circumferential surface of the clamping sleeve and is essentially hollow-circular-cylindrical, wherein a longitudinal center axis of the receiving space and a longitudinal center axis of the wheel carrier contact surface intersect at an angle deviating from 0°.

[0009] Because the longitudinal center axis of the receiving space and the longitudinal center axis of the wheel carrier contact surface intersect at an angle other than 0°, a longitudinal center axis of a lower section of a shock absorber inserted into the clamping sleeve is not arranged coaxially with a longitudinal center axis of a clamping receptacle of a wheel carrier into which the clamping sleeve is inserted. As a result, the clamping sleeve can influence a camber angle or wheel camber of a vehicle wheel arranged on the wheel carrier and can thus be used to provide a desired wheel camber, in particular to provide a negative wheel camber. The extent to which the clamping sleeve influences the wheel camber depends on the size of the angle at which the longitudinal center axis of the receiving space and the longitudinal center axis of the wheel carrier contact surface intersect.For example, the larger the angle at which the longitudinal center axis of the receiving space and the longitudinal center axis of the wheel carrier contact surface intersect, the greater the wheel camber is.

[0010] The clamping sleeve according to the invention therefore has two main functions, namely, on the one hand, the compensation between the dimensioning of a clamping receptacle of a wheel carrier and the dimensioning of a damping cylinder of a shock absorber of a wheel suspension and, on the other hand, the provision of a desired wheel camber.

[0011] An upper axial end surface of the clamping sleeve can be connected radially on the outside to an upper edge of the wheel carrier contact surface and radially on the inside to an upper edge of the inner surface of the receiving space. Because the longitudinal center axis of the receiving space and the longitudinal center axis of the wheel carrier contact surface intersect at an angle other than 0°, the upper axial end surface of the clamping sleeve can have a varying width all around. The width of the upper axial end surface of the clamping sleeve can, for example, have a minimum on a side section of the clamping sleeve to which the wheel carrier contact surface is inclined relative to the inner surface of the receiving space at the angle other than 0°. Starting from this side section, the width of the upper axial end surface of the clamping sleeve can, for example, increase continuously on both sides.

[0012] The receiving space of the clamping sleeve according to the invention can be designed, for example, to accommodate a lower section of a damping cylinder of a shock absorber of a wheel suspension. The wheel carrier contact surface of the clamping sleeve according to the invention can be designed, for example, to insert the clamping sleeve into a clamping receptacle of a wheel carrier of a wheel suspension.

[0013] The clamping sleeve according to the invention can be used in particular for connecting a shock absorber of a wheel suspension of a front axle of a vehicle, in particular of an at least two-track motor vehicle, to a wheel carrier of the wheel suspension.

[0014] According to an advantageous embodiment, an upper axial end surface of the clamping sleeve is flat and arranged perpendicular to the longitudinal center axis of the receiving space. This ensures that the connection of the clamping sleeve to a clamping receptacle of a wheel carrier is not impaired, as is the case with a conventional clamping sleeve. This enables uniform force transmission between the clamping sleeve and the clamping receptacle of the wheel carrier. The upper axial end surface of the clamping sleeve is arranged opposite the wheel carrier.

[0015] According to a further advantageous embodiment, the angle at which the longitudinal center axis of the receiving space and the longitudinal center axis of the wheel carrier contact surface intersect lies in a range of 0.1° to 4°. This allows, for example, a negative wheel camber in the range of -0.1° to -4° to be achieved using the clamping sleeve.

[0016] According to a further advantageous embodiment, the angle at which the longitudinal center axis of the receiving space and the longitudinal center axis of the wheel carrier contact surface intersect is 1.5°, 2°, or 2.5°. This allows, for example, a negative wheel camber in the range of -1.5°, -2°, or -2.5° to be achieved using the clamping sleeve.

[0017] According to a further advantageous embodiment, the outer circumferential surface of the clamping sleeve has a surface section arranged between the wheel carrier contact surface and a lower axial end surface of the clamping sleeve, which surface section tapers conically towards the lower axial end surface. This allows material to be saved in order to minimize the increase in the unsprung mass of a vehicle caused by the use of the clamping sleeve. In addition, the clamping sleeve can be inserted, for example, from above into a clamping receptacle of a wheel carrier, which has a reduced opening width at its lower end, so that the conical surface section rests against the correspondingly tapered lower section of the clamping receptacle, which prevents the clamping sleeve from falling through the clamping receptacle. The lower section of the clamping receptacle can, for example, also taper conically.

[0018] According to a further advantageous embodiment, the surface section is arranged coaxially to the wheel carrier contact surface.

[0019] According to a further advantageous embodiment, the clamping sleeve has an axially extending interruption extending over the entire axial length of the clamping sleeve. Due to the interruption in the circumferential direction of the clamping sleeve, the clamping sleeve is elastically deformable when the clamping sleeve, inserted into a clamping receptacle of a wheel carrier, is subjected to radial force by tightening the clamping receptacle in order to clamp a lower section of the shock absorber. Alternatively or additionally, the interruption, which is designed, for example, in the form of a gap, can be designed such that an anti-twist projection on a lower section of a shock absorber can be inserted into the interruption. This can prevent the clamping sleeve from rotating uncontrollably about its longitudinal center axis relative to the shock absorber, which would uncontrollably change a wheel camber adjusted by means of the clamping sleeve and must therefore be avoided at all costs.

[0020] According to a further advantageous embodiment, the clamping sleeve is made at least partially of aluminum, steel, or brass. This ensures that the clamping sleeve is and remains rust-proof. Furthermore, brass exhibits optimal elastic properties for use in the clamping sleeve. However, depending on the requirements, the clamping sleeve can also be made partially or entirely of another metal, another metal alloy, or a composite material.

[0021] A wheel suspension according to the invention for a vehicle has at least one wheel carrier, at least one shock absorber and at least one clamping sleeve for connecting the shock absorber to the wheel carrier, wherein the clamping sleeve is designed according to one of the above-mentioned embodiments or a combination of at least two of these embodiments.

[0022] The wheel suspension provides the advantages mentioned above with reference to the clamping sleeve. The wheel suspension according to the invention can, in particular, be a wheel suspension on a front axle of a vehicle, in particular of at least a two-track motor vehicle.

[0023] In the following, the invention is explained by way of example with reference to the attached figures using a preferred embodiment, wherein the features explained below can represent an advantageous and / or further developing aspect of the invention both individually and in different combinations with one another. Short description of the characters

[0024] It shows: Fig. 1 a schematic and perspective representation of an embodiment of a clamping sleeve according to the invention; Fig. 2 a schematic longitudinal section of the Fig. 1 shown clamping sleeve; Fig. 3 is a schematic front view of an upper end of the Fig. 2 shown clamping sleeve; Fig. 4 a further schematic and perspective representation of the Fig. 1 shown clamping sleeve; Fig. 5 is a schematic front view of a lower end of the Fig. 2 shown clamping sleeve; and Fig. 6 a schematic sectional view of an embodiment of a wheel suspension according to the invention. Detailed description of the characters

[0025] In the figures, identical or functionally identical components are provided with the same reference numerals. A repeated description of such components may be omitted in detail to avoid unnecessary repetition.

[0026] Fig. Figure 1 shows a schematic and perspective view of an embodiment of a clamping sleeve 1 according to the invention for connecting a shock absorber (not shown) of a wheel suspension (not shown) to a wheel carrier (not shown) of the wheel suspension. The clamping sleeve 1 can be made partially or entirely of aluminum, steel, or brass.

[0027] The clamping sleeve 1 has a circular-cylindrical receiving space 3, which is radially delimited at least partially on the outside by an inner circumferential surface 2 of the clamping sleeve 1, for receiving a lower section of the shock absorber (not shown). The circular-cylindrical shape of the receiving space 3 means that it has a circular cross-sectional area with a constant surface area over the entire axial length of the clamping sleeve 1.

[0028] In addition, the clamping sleeve 1 has a wheel carrier contact surface 5 formed by a portion of an outer circumferential surface 4 of the clamping sleeve 1 and having a substantially hollow circular cylindrical shape. The fact that the wheel carrier contact surface 5 is formed as a hollow circular cylindrical shape means that it has a circular cross-sectional area with a constant surface area over at least part of its axial length.

[0029] A longitudinal center axis L1 of the receiving space 3 and a longitudinal center axis L1 of the wheel carrier contact surface 5 intersect at an angle α that deviates from 0°. The angle α can, for example, be in a range from 0.1° to 3°. In particular, the angle α can be, for example, 1.5°, 2°, or 2.5°.

[0030] A viewer of Fig. 1 facing upper axial end surface 6 of the clamping sleeve 1 is flat and arranged perpendicular to the longitudinal center axis L1 of the receiving space 3.

[0031] Because the longitudinal center axis L1 of the receiving space 3 and the longitudinal center axis L2 of the wheel carrier contact surface 5 intersect at an angle α deviating from 0°, the upper axial end surface 6 of the clamping sleeve 1 has a circumferentially varying width B in the radial direction. The width B of the upper axial end surface 6 of the clamping sleeve 1 has a minimum at a Fig. 1 has the side section of the clamping sleeve 1 shown below, to which the wheel carrier contact surface 5 is inclined relative to the inner circumferential surface 2 of the receiving space 3 by an angle α deviating from 0°. Starting from this side section, the width B of the upper axial end surface 6 of the clamping sleeve 1 increases continuously on both sides.

[0032] The clamping sleeve 1 furthermore has an axially extending interruption 7 extending over the entire axial length of the clamping sleeve 1, which represents an interruption 7 of the clamping sleeve 1 in the circumferential direction. Due to the presence of the interruption 7, the wheel carrier contact surface 5 is not completely hollow-circular-cylindrical in shape, but only essentially hollow-circular-cylindrical in shape. Fig. 1 In the side section of the clamping sleeve 1 shown below, the width B of the upper axial end surface 6 of the clamping sleeve 1 increases continuously towards both sides and reaches a maximum in each case at an end section 8 of the clamping sleeve 1 which is adjacent to the interruption 7 in the circumferential direction of the clamping sleeve 1.

[0033] The outer surface 4 of the clamping sleeve 1 has a surface section 10 arranged between the wheel carrier contact surface 5 and a lower axial end surface 9 of the clamping sleeve 1, which tapers conically toward the lower axial end surface 9. The surface section 10 is arranged coaxially to the wheel carrier contact surface 5.

[0034] Fig. 2 shows a schematic longitudinal section of the Fig. 1 shown clamping sleeve 1. The longitudinal axis L1 of the receiving space 3 and the longitudinal axis L1 of the wheel carrier contact surface 5 lie in the plane of the drawing of Fig. 2, i.e. in a common plane in which they also intersect at the angle α.

[0035] It is in Fig. 2 in particular shows that the upper axial end surface 6 of the clamping sleeve 1 is flat and arranged perpendicular to the longitudinal center axis L1 of the receiving space 3.

[0036] Fig. 3 shows a schematic front view of an upper end of the Fig. 2 shown clamping sleeve 1. The longitudinal center axis L1 of the receiving space 3 is perpendicular to the plane of the drawing of Fig. 3.

[0037] In Fig. 3 shows in particular the above-described variation of the width B of the upper axial end surface 6 of the clamping sleeve 1.

[0038] Fig. 4 shows a further schematic and perspective view of the Fig. 1 shown clamping sleeve 1.

[0039] It is in Fig. 4 shows in particular the lower axial end surface 9 of the clamping sleeve 1, which is annular with a constant width except in the region of the interruption 7.

[0040] Fig. 5 shows a schematic front view of a lower end of the Fig. 2 shown clamping sleeve 1. The longitudinal center axis L2 of the wheel carrier contact surface 5 is perpendicular to the plane of the drawing of Fig. 5.

[0041] There are Fig. 5 in particular the lower axial end surface 9 of the clamping sleeve 1 and the axially adjoining surface section 10 of the outer circumferential surface 4 of the clamping sleeve 1 are shown.

[0042] Fig. 6 shows a schematic sectional view of an embodiment of a wheel suspension 11 according to the invention for a front axle of a vehicle not shown.

[0043] The wheel suspension 11 has a wheel carrier 12 and a shock absorber 13. A clamping receptacle 14 is formed on an upper portion of the wheel carrier 12.

[0044] In addition, the wheel suspension 11 has a clamping sleeve 1, which is designed according to the Fig.1 to 5 and via which the shock absorber 13 is connected to the wheel carrier 12. The clamping receptacle 14 is conically tapered in a lower region, so that the surface section 10 of the clamping sleeve 1 rests against the conically tapered section of the clamping receptacle 14, such that the clamping sleeve 1 cannot be pushed downward through the clamping receptacle 14. An opening width of the conically tapered section of the clamping receptacle 14 is smaller than a diameter of the wheel carrier contact surface 5 of the clamping sleeve 1. List of reference symbols 1 clamping sleeve 2 inner surface 3 Recording room 4 Outer surface 5 Wheel carrier contact surface 6 upper axial end face 7 Interruption 8 Final section 9 lower axial end face 10 Area section 11 Wheel suspension 12 wheel carriers 13 shock absorbers 14 clamp holder B width of 6 L1 Longitudinal center axis of 3 L2 Longitudinal center axis of 5 α angle QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited non-patent literature

[0000] Website https: / / kwautomotive.de / dampfungstechnologie

[0005]

Claims

[1] Clamping sleeve (1) for connecting a shock absorber of a wheel suspension (11) to a wheel carrier (12) of the wheel suspension (11), comprising at least one circular-cylindrical receiving space (3) which is delimited radially on the outside at least partially circumferentially by an inner circumferential surface (2) of the clamping sleeve (1) for receiving a lower section of the shock absorber (13) and at least one wheel carrier contact surface (5) which is formed by at least part of an outer circumferential surface (4) of the clamping sleeve (1) and is essentially hollow-circular-cylindrical, characterized by that a longitudinal center axis (L1) of the receiving space (3) and a longitudinal center axis (L2) of the wheel carrier contact surface (5) intersect at an angle (α) deviating from 0°. [2] Clamping sleeve (1) according to claim 1, characterized by that an upper axial end surface (6) of the clamping sleeve (1) is flat and arranged perpendicular to the longitudinal center axis (L1) of the receiving space (3). [3] Clamping sleeve (1) according to claim 1 or 2, characterized by that the angle (α) at ​​which the longitudinal center axis (L1) of the receiving space (3) and the longitudinal center axis (L2) of the wheel carrier contact surface (5) intersect lies in a range of 0.1° to 3°. [4] Clamping sleeve according to claim 3, characterized by that the angle (α) at ​​which the longitudinal center axis (L1) of the receiving space (3) and the longitudinal center axis (L2) of the wheel carrier contact surface (5) intersect is 1.5°, 2° or 2.5°. [5] Clamping sleeve (1) according to one of claims 1 to 4, characterized by that the outer circumferential surface (4) of the clamping sleeve (1) has a surface section (10) arranged between the wheel carrier contact surface (5) and a lower axial end surface (9) of the clamping sleeve (1), which tapers conically in the direction of the lower axial end surface (9). [6] Clamping sleeve (1) according to claim 5, characterized bythat the surface section (10) is arranged coaxially to the wheel carrier contact surface (5). [7] Clamping sleeve (1) according to one of claims 1 to 6, characterized by an axially extending interruption (7) extending over the entire axial length of the clamping sleeve (1). [8] Clamping sleeve (1) according to one of claims 1 to 7, characterized by that the clamping sleeve (1) is made at least partially of aluminum, steel or brass. [9] Wheel suspension (11) for a vehicle, comprising at least one wheel carrier (12), at least one shock absorber (13) and at least one clamping sleeve (1) for connecting the shock absorber (13) to the wheel carrier (12), characterized by that the clamping sleeve (1) is designed according to one of claims 1 to 8.

Images