Control arm for a wheel suspension of a motor vehicle and wheel suspension for a wheel of a front axle of a motor vehicle

Abstract

The invention relates to a control arm (10) for a wheel suspension of a motor vehicle and a corresponding wheel suspension for a wheel of a front axle of a motor vehicle. The control arm (10) comprises a control arm base (12) having a support point on the motor vehicle body side, wherein the support point on the motor vehicle body side is designed in the form of a support eye (14). The invention is characterized in that the support eye (14) is designed as a predetermined breaking part, which breaks when a predetermined undesirable load is exceeded.

Description

Technical Field

[0001] The present invention relates to a control arm for a wheel suspension of a motor vehicle, the control arm comprising a control arm base having a bearing portion on the vehicle body side, wherein the bearing portion on the vehicle body side is designed in the form of a bearing eye. The present invention also relates to a wheel suspension for a wheel on a front axle of a motor vehicle, the wheel being articulated and guided on the vehicle body via a control arm assembly, the wheel suspension being configured such that, in the event of a head-on collision with an obstacle with a small overlap width, load transmission from the control arm of the control arm assembly to the wheel is interrupted, causing the wheel to be deflected outwardly and rearwardly, as viewed in the longitudinal and transverse directions of the vehicle. Background Art

[0002] In so-called small-overlap crashes, i.e. frontal collisions with a small overlap width, there is a known risk that the front wheel on the struck side will intrude into the passenger compartment and injure the vehicle occupants, as the rigid longitudinal and / or transverse support structures of the motor vehicle body are not conducive to absorbing the impact energy due to the small lateral overlap width.

[0003] DE 10 2013 016 766 A1 discloses a method for controlling improved deformation behavior during small overlap deformation in a front body of a motor vehicle. The method provides that, in the event of a crash, the position of a wheel, which is guided relative to the motor vehicle body by load-bearing guide means in a non-crash situation, is influenced by interrupting the load transfer from at least one load-bearing guide means to the wheel and, viewed in the longitudinal and transverse directions of the vehicle, deflecting the wheel outwardly and rearwardly, thereby transferring the wheel to a rigid region, in particular to the sill.

[0004] Load-transmitting guide elements, hereinafter referred to as control arms, are well known from the prior art. JP 20071394 A, cited merely as an example, discloses a control arm having a mounting eye that is pivotally supported on the vehicle body via a chassis mount pressed into the mounting eye.

[0005] Such a control arm for a wheel suspension of a motor vehicle is known from CN 201 694 013 U. In addition, reference is made to the disclosure of US Pat. No. 10,543,726 B2. Summary of the Invention

[0006] The object of the present invention is to improve a control arm of the aforementioned type for a wheel suspension of a motor vehicle in such a way that, in the event of a small overlap collision, targeted failure of the control arm is ensured, without impairing the function of the control arm during operation and in the event of exceptional and unforeseen events.

[0007] This object is achieved by the following features.

[0008] The control arm according to the present invention, in particular a transverse control arm, comprises, in a known manner, a control arm base body having a wheel-side bearing point and a vehicle body-side bearing point. The vehicle body-side bearing point is designed in the form of a bearing eyelet into which a chassis support element can be inserted or pressed. The control arm is fastened or supported on the vehicle body in a known manner via the chassis support element, which can be inserted into the bearing eyelet, so as to be pivotable about a bearing axis.

[0009] The bearing element, which can be inserted or pressed into the bearing eye, is designed in this case, in particular, as a rubber metal bearing, via which the control arm—in the installed state—is supported on the motor vehicle body so as to be pivotable about a bearing axis oriented substantially in the longitudinal direction of the vehicle. For the sake of completeness, it should also be noted that a vehicle-fixed coordinate system is used for directional descriptions below, the x-axis of which extends along the longitudinal axis of the vehicle and points in the direction of travel (=forward direction), the y-axis of which extends along the transverse axis of the vehicle and points (correspondingly) to the left, and the z-axis of which is oriented upward along the vertical axis of the vehicle.

[0010] In this case, the bearing eye is designed as a set breaking portion, which breaks open in a targeted manner when a predetermined undue load is exceeded.

[0011] The undesirable loads are selected in such a way that a fracture of the support eye occurs only if a corresponding predetermined maximum permissible moment load and / or a corresponding predetermined maximum tensile load is exceeded, which in particular only occurs in the event of a small overlap collision, i.e., a frontal collision with a small overlap width. This means that the control arm is maintained in normal driving as well as in other special and / or undesirable situations, such as driving very quickly over high curbs or the like.

[0012] This ensures targeted failure of the control arm in a simple manner in the event of a small overlap collision. A further advantage of this design is that the bearing eye is designed as a predetermined breaking portion, which can be realized in a structurally simple manner, thereby ensuring cost-effective production of the control arm.

[0013] According to the present invention, the control arm is advantageous in that the control arm base body has a knob-like stop in the region of the bearing eye, extending in the direction of the bearing axis. This stop, when viewed in the installed state of the control arm, extends rearward in the x-direction (=> the longitudinal axis of the vehicle). The stop is dimensioned in its extension and positioned relative to the bearing eye such that, also when viewed in the installed state of the control arm, the stop contacts a support surface provided on the vehicle body when a defined maximum permissible pivoting movement of the control arm in its bearing location on the vehicle body is exceeded about a vertical axis (z-direction). The maximum permissible pivoting movement of the control arm in its bearing location on the vehicle body is selected so that it occurs only in the event of a minor overlap collision, i.e., a frontal collision with a small overlap width, and the resulting rearward deflection of the control arm or its wheel-side bearing location in the x-direction (=> the longitudinal axis of the vehicle). This embodiment has the effect that, in the event of a small overlapping collision, a lever effect is generated due to the support of the stop on the provided support surface, thereby advantageously supporting the deliberate, targeted breaking of the bearing eye.

[0014] In order to ensure targeted breaking of the bearing eye, the bearing eye preferably has two—as viewed in the radial direction r of the bearing eye—essentially opposite predetermined breaking points.

[0015] According to a first embodiment, the fracture location is provided in the form of two notch locations, which are introduced into one of the two annular end faces of the bearing eye, wherein, when viewed in the installed state of the control arm, these notch locations are introduced into the annular end face of the bearing eye, which is oriented forward as viewed in the x-direction of the motor vehicle (=> longitudinal direction of the vehicle) and is on the axial end side.

[0016] A second embodiment provides that the predetermined breaking point is formed in the form of two locally defined material recesses of the circumferential surface of the bearing eyelet, viewed in the circumferential direction of the bearing eyelet.

[0017] The advantage of forming the predetermined breaking point in the form of a notch or a material removal / reduction point is that it can be produced quickly and cost-effectively by means of a cutting and / or shaping production method.

[0018] The present invention is also based on the object of improving a wheel suspension for a wheel of a front axle of a motor vehicle in such a way that a simplified separation of the support arm is ensured in the event of a small overlap collision and thus prevents the wheel from intruding into the passenger compartment.

[0019] This object is achieved by the following features.

[0020] In a known manner, in a wheel suspension for a wheel on a front axle of a motor vehicle, the wheel is articulated to the vehicle body or guided thereon via a control arm assembly. Furthermore, the wheel suspension is configured such that, in the event of a small overlap collision, i.e., a head-on collision with an obstacle with a small overlap width, the load transmission from the control arm of the control arm assembly to the wheel on the accident side is interrupted, causing the wheel to deflect outwardly and rearwardly, as viewed in the longitudinal direction (x-direction) and transverse direction (y-direction) of the vehicle.

[0021] According to the invention, the control arm with interrupted load transmission is constructed as described above.

[0022] The wheel suspension according to the invention proves to be particularly advantageous since (compared to the prior art according to DE 10 2013 016766 A1) no additional breaking device is required to interrupt the load transmission to the control arm, thereby providing a wheel suspension that saves construction space, has fewer components, is greatly simplified in terms of structural design and is therefore particularly inexpensive compared to the prior art according to DE 10 2013 016 766 A1.

[0023] The control arm is preferably designed as a transverse control arm. The arrangement of the control arm is arbitrary and depends on the assembly / package. This means that the transverse control arm can be arranged together with the trailing control arms as a support arm in the lower control arm plane. However, it is also conceivable that the transverse control arm is arranged together with at least one further trailing control arm in the upper control arm plane.

[0024] In order to ensure a structurally simple and cost-effective design of the support device of the control arm on the vehicle body, the control arm is preferably supported by a rubber-metal bearing pressed into a bearing eye so as to be pivotable about a bearing axis extending essentially in the x-direction (=> the longitudinal axis of the vehicle). The rubber-metal bearing also serves the purpose of preventing the occurrence of a universal twisting / torsion / twist in the rubber-metal bearing in the event of a small overlap collision and the resulting deflection of the control arm rearward in the x-direction, i.e., against the direction of travel. In the bearing point on the motor vehicle body side, a high moment M occurs about a vertical axis, so that the combination of the moment M and the tensile force acting on the control arm ensures an intentional tearing of the bearing eye or of the predetermined breaking point of the bearing eye.

[0025] According to another preferred embodiment of the wheel suspension according to the invention, the chassis support of the control arm on the vehicle body side is supported between two support legs of the support bracket, which are oriented essentially in the y-direction, i.e., the transverse direction of the vehicle, and a support surface for a stop on the control arm base body side is formed on the rear support leg, as viewed in the x-direction. The support surface formed on the rear support leg and the stop formed on the control arm base body are positioned relative to each other and dimensioned such that, if a predetermined, maximum permissible pivoting movement of the control arm in the support bracket on the vehicle body side about the vehicle vertical axis (z-direction) is exceeded, the stop contacts the support surface formed on the rear support leg. The contact of the stop with the support surface advantageously creates a lever effect, thereby supporting the intentional, targeted breaking of the bearing eye.

[0026] Preferably, the control arm assembly of the wheel suspension is supported on the vehicle body via the auxiliary frame. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Further advantages and application possibilities of the invention will emerge from the following description in conjunction with the exemplary embodiments shown in the figures.

[0028] The accompanying drawings show:

[0029] Figure 1 A first embodiment of a control arm according to the invention is shown;

[0030] Figure 2 Shown in the installed state in the wheel suspension Figure 1 control arms;

[0031] Figure 3 Shows a small overlap collision situation Figure 2 wheel suspension;

[0032] Figure 4 A second embodiment of a control arm according to the invention is shown;

[0033] Figure 5 Show Figure 4 Alternative design options for the center control arm;

[0034] Figure 6 Shown in the installed state in the vehicle suspension Figure 4 control arms; and

[0035] Figure 7 Shows a small overlap collision situation Figure 4 wheel suspension.

[0036] In the following description and drawings, identical components and parts are labeled with the same reference numerals to avoid repetition, unless further distinction is necessary or meaningful. DETAILED DESCRIPTION

[0037] Figure 1 A control arm for a wheel suspension of a motor vehicle is shown, generally designated by the reference numeral 10. The control arm 10 comprises a control arm base body 12 and a bearing eye, generally designated by the reference numeral 14, formed on the bearing base body 12 for receiving a chassis bearing element (not shown here). Figure 1 It is further shown that the bearing eye 14 has two diametrically oppositely arranged predetermined breaking points 16 - 1 , 16 - 2 , which are designed in the form of two notch areas.

[0038] In the installed state, refer to Figure 2 The control arm 10 is supported between two support legs 22-1, 22-2 of a support bracket 22 arranged on the vehicle body via a rubber metal bearing 18 pressed into the bearing eye 14 so as to be pivotable about a bearing axis 20 oriented essentially along the x-axis. Figure 2 It can also be seen that the two notch areas, viewed in the x-direction (=direction of travel), are introduced into the front annular end face 14-1 of the bearing eye 14. The notch areas are dimensioned so that, if a predetermined undue load is exceeded, the bearing eye 14 breaks in a targeted manner, allowing the control arm 10 to be separated.

[0039] The undesirable loads are selected in such a way that a fracture of the support eye 14 occurs only if a corresponding predetermined maximum permissible moment load and / or a corresponding predetermined maximum tensile load is exceeded, which occurs in particular in the event of a small overlap collision, i.e., a frontal collision with a small overlap width. This means that the control arm 10 is operable both in normal driving and in the event of other special and / or undesirable events, such as very abrupt driving over high curbs or the like.

[0040] like Figure 3 As shown in FIG, in the event of a small overlap collision, the control arm 10 deflects rearward in the x-direction (counter to the direction of travel) about a bearing point, represented here as point U3. The rearward deflection of the control arm 10 creates a cardanic interlocking in the rubber-metal bearing 18, resulting in a high restoring moment M about the z-axis at point U3. The combination of moment M and the tensile force F acting on the control arm 10 is sufficient to trigger a targeted failure of the bearing eye 14. In other words, the bearing eye 14 first breaks open at the predetermined breaking points 16-1 and 16-2, which are designed as notch areas, and then completely tears apart, releasing the control arm 10, thereby ensuring early separation of the control arm 10.

[0041] Figure 4The embodiment of the control arm 10 shown in FIG. 1 is substantially equivalent to Figure 1 The embodiment shown in Figure 4 In the embodiment shown in FIG, only the two radially opposite predetermined breaking points are configured as locally defined material removals on the outer circumference 14-2 of the support eye 14, viewed in the circumferential direction of the support eye 14. Figure 3 The description is as follows.

[0042] according to Figure 5 In the embodiment shown in FIG, the control arm base body 12 is formed with a stop 24 in the region of the bearing eye 14. Figure 6 It can be seen that the stop 24 is arranged on the control arm base body 12 in such a way that, in the mounted state of the control arm 10, the stop 24 is oriented rearward in the x-direction (=driving direction). Figure 6 It can further be seen that a support surface 26 is formed on the opposite support member carrier 22 - 1 , ie, on the rear support member carrier 22 - 1 in the x-direction (direction of travel).

[0043] The stop 24 and the support surface 26 are positioned and dimensioned in such a way that, in the event of a small overlap collision, the contact surface 26 is Figure 7 After exceeding the prescribed, maximum permissible pivoting movement of the control arm 10 about the point U3, the stop 24 comes into contact with the support surface 26. This creates an additional lever effect, which advantageously supports the Figure 3 The targeted breaking of the support eyelet 14 described in .

Claims

1. A control arm (10) for a wheel suspension of a motor vehicle, comprising a control arm base body (12) having a bearing area on the side of the motor vehicle body, wherein: The supporting portion on the vehicle body side is designed in the form of a supporting eyelet (14). wherein the support eyelet (14) is configured as a set breaking portion which breaks when a predetermined undue load is exceeded, The invention is characterized in that the control arm base (12) has a stop portion (24) in the region of the bearing eye (14) extending in the direction of the bearing axis (20), said stop portion extending rearwardly in the longitudinal direction of the vehicle when the control arm (10) is in the installed state, wherein the stop portion (24) is dimensioned and positioned such that, when the control arm (10) is in the installed state, the stop portion (24) contacts a support surface (26) arranged on the vehicle body side when a prescribed, maximum permissible pivoting movement of the control arm (10) in a bearing location (22) on the vehicle body side about the vehicle vertical direction is exceeded.

2. The control arm (10) according to claim 1, It is characterized by: The supporting eyelet (14) is constructed with two radially opposite predetermined breaking points (16-1, 16-2).

3. The control arm (10) according to claim 2, It is characterized by: The predetermined breaking point (16-1, 16-2) is constructed in the form of two notch points, which are introduced into one of the two annular end faces of the support eye (14), wherein the notch point is introduced into the end face (14-1) oriented forward in the longitudinal direction of the vehicle when the control arm is in the installed state.

4. The control arm (10) according to claim 2, It is characterized by: The predetermined breaking points (16-1, 16-2) are configured as two locally defined material removals of the supporting eyelet circumference (14-2) viewed in the circumferential direction of the supporting eyelet (14).

5. A wheel suspension for a wheel of a front axle of a motor vehicle, wherein: The wheel is articulated to the vehicle body via a control arm assembly and guided, the wheel suspension being constructed so that, in the event of a frontal collision with an obstacle with a small overlap width, the load transmission from the control arm (10) of the control arm assembly to the wheel is interrupted, and the wheel is deflected outward and rearward when viewed in the longitudinal and lateral directions of the vehicle. It is characterized in that a control arm (10) is configured according to any one of claims 1 to 4.

6. The wheel suspension according to claim 5, It is characterized by: The control arm (10) is designed as a transverse control arm and is arranged together with the longitudinal control arms in a lower control arm plane or an upper control arm plane.

7. Wheel suspension according to claim 5 or 6, It is characterized by: A control arm (10) is supported on the vehicle body side via a rubber-metal bearing (18) so as to be pivotable about a bearing axis (20) oriented in the longitudinal direction of the vehicle.

8. Wheel suspension according to claim 5 or 6, It is characterized by: The chassis support (18) of a control arm (10) on the vehicle body side is supported between two support legs (22-1, 22-2) of a support bracket oriented in the vehicle transverse direction, wherein the rear support leg (22-1) as viewed in the vehicle longitudinal direction has a support surface (26) for a stop (24) formed on the control arm base (12), wherein the stop (24) and the support surface (26) are positioned and dimensioned such that when a predetermined, maximum permissible pivoting movement of the control arm (10) in the support bracket on the vehicle body side about the vehicle vertical direction is exceeded, the stop (24) contacts the support surface (26) formed on the rear support leg (22-1).

9. The wheel suspension according to claim 5 or 6, It is characterized by: The control arm assembly is supported on the vehicle body by the auxiliary frame.

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