Axle with air deflection elements and impact protection

Abstract

The invention relates to an axle of a motor vehicle, comprising two wheel carriers each guided on at least one control arm and able to swing via a steering tie rod, the wheel carriers each having a wheel brake, at least one air deflection element (140) of each wheel brake, which deflects the driving air flow in the direction of the wheel brake for cooling the brake, wherein the air deflection element (140) is fastened to the wheel carrier, the control arm or the steering tie rod, a stabilizer (130) for reducing the roll movement of the motor vehicle. According to the invention, the stabilizer (130) has a protection element (150) arranged in the region of the air deflection element (140), which prevents the air deflection element (140) from directly striking the stabilizer (130) during a steering movement and / or a spring movement.

Description

Technical Field

[0001] The present invention relates to an axle for a motor vehicle according to the preamble of claim 1. Background Technology

[0002] The axle in question has at least one air deflection element or air guiding element for each wheel brake, which deflects the airflow of the vehicle to the direction of the wheel brake in question for brake cooling.

[0003] DE 10 2005 005 113 A1 describes a guide element (1) for supplying air to a brake disc (wheel brake). The guide element (1) is fastened to a wheel guide control arm (2) and is locally equipped with resilient stop areas (A1, A2) so as not to cause damage and / or obstruction to vehicle components during steering and during resilient retraction and resilient extension. Summary of the Invention

[0004] Based on this prior art, the axle according to the invention provides excellent damage protection for the stabilizer through air deflection elements / air steering elements arranged in the stabilizer area, without incurring significant additional cost or associated additional weight. Further improvements and constructions of the axle according to the invention are derived from the dependent claims, the following description of the invention (which in this description also includes features described as "for example," "preferred," "especially," etc.), and the drawings.

[0005] The axle (which may also be called an axle system) according to the present invention, especially the front axle, includes at least the following components or devices:

[0006] - Two wheel carriers, specifically the right wheel carrier and the left wheel carrier, each guided on at least one suspension control arm / wheel suspension arm (Achslenker) and swayable or steered by (at least one) steering tie rod (which may also be composed of multiple parts), each wheel carrier having a wheel brake;

[0007] - Where possible, the subframe, suspension control arms (and wheel carriers) are mounted on the subframe;

[0008] - At least one air deflection element for each wheel brake, the air deflection element deflects the travel airflow in the direction of the associated wheel brake for cooling the brake, wherein the air deflection element is fastened to the (associated) wheel carrier, (wheel carrier) suspension control arm or steering tie rod, wherein at least one air deflection element is provided for the right wheel brake or at least one air deflection element is provided for the left wheel brake;

[0009] - A stabilizer used to reduce the lateral roll motion of a motor vehicle.

[0010] Therefore, the axle according to the invention has (at least) two wheel brakes, particularly a right wheel brake and a left wheel brake, and (at least) two air deflection elements, particularly a right air deflection element for the right wheel brake and a left air deflection element for the left wheel brake.

[0011] According to the present invention, the stabilizer has a protective element arranged in the region of the air deflector element to prevent the air deflector element from directly impacting the stabilizer during steering movement and / or spring movement (of the axle components). As described in more detail below, at least one protective element is provided on the stabilizer for each air deflector element (that may impact the stabilizer).

[0012] The axle according to the invention is preferably for passenger cars or for light commercial vehicles (e.g., for so-called light trucks or pickup trucks). The axle according to the invention is particularly designed as a front axle.

[0013] A wheel carrier refers to the axle component used to secure the wheels and wheel brakes, especially the brake calipers. A wheel suspension arm or suspension control arm refers specifically to struts or similar components connected to, and particularly hinged to, the wheel carrier, through which the wheel carrier is movably suspended or guided. An axle frame or subframe is a structural unit, particularly composed of longitudinal and transverse beams, to which the suspension control arm (at its end opposite the wheel carrier) is movably secured or mounted. A stabilizer is a device designed to reduce the roll motion of a vehicle or motor vehicle in a known manner by transmitting, for example, the elastic retraction motion of the wheels to the opposite wheels via spring elements configured as torsion bar springs or torsion springs; various designs for this are known in the prior art. A steering tie rod is understood as a single-piece or multi-piece device that transmits steering motion, particularly from the steering mechanism, to the wheel carrier and wheels.

[0014] As explained at the beginning, the air deflection element, referred to as the air guiding element, is configured to deflect (at least partially) the airflow of the vehicle into the direction of the wheel brakes for brake cooling. The air deflection element of the axle according to the invention is preferably constructed as a housing, particularly a blade-shaped housing, and is preferably made of metal, particularly sheet metal, or plastic, particularly fiber-reinforced plastic. Here, a one-piece injection-molded plastic part is preferred.

[0015] In the axles according to the invention, particularly due to structural and / or installation reasons, the air deflection element is arranged to impact the stabilizer (wheel frame, suspension control arm, and / or steering tie rod) during steering and / or spring movement. However, this is avoided according to the invention because the stabilizer is equipped with at least one protective element in each relevant area where the air deflection element might impact. These protective elements act similarly to impact protectors or impact buffers for the air deflection element, thereby effectively preventing damage to the stabilizer. Furthermore, relatively large air deflection elements can be used, which is particularly effective for cooling the brakes.

[0016] The deflection element with a resilient stop region described in DE 10 2005 005 113 A1 is not very effective for the needs involved here because the deflection element can still be impacted, thus failing to ensure the desired protective effect.

[0017] The protective element arranged on the stabilizer is preferably configured to ensure a minimum distance of 5 mm to 10 mm, especially 5 mm to 8 mm, between the air deflection element and the stabilizer (or stabilizer tube; see below), particularly at any location.

[0018] The stabilizer is preferably made of a stabilizer tube (or the like), preferably of steel tube, wherein a protective element is arranged on the outer periphery of the stabilizer tube.

[0019] The stabilizer or stabilizer tube is preferably made of metal, especially steel, and is provided with an anti-corrosion coating, wherein the protective element is designed to protect the anti-corrosion coating from damage.

[0020] Stabilizers, especially stabilizer tubes, are preferably constructed with curved stabilizer ends, which may also be referred to as stabilizer arms, and are used as lever arms in a known manner. It is therefore particularly proposed that protective elements be arranged on the curved stabilizer ends or stabilizer arms and are intended to protect them.

[0021] Protective elements can be constructed as elastic pads / elastomeric pads or plastic pads, which are attached (e.g., bonded) to the relevant location on the stabilizer or stabilizer tube. Pads refer to cushioned or buffer-type protective elements, which are specifically constructed and installed such that the stabilizer or stabilizer tube is only partially covered circumferentially at the relevant location. Protective elements can also be constructed as elastic rings / elastomeric rings or plastic rings, which completely surround the stabilizer or stabilizer tube circumferentially at the relevant location. Elastic rings or plastic rings are capable of elastic expansion and can be pulled or pushed onto the stabilizer or stabilizer tube. Fixation is achieved through elastic clamping force. Furthermore, bonding can be used to prevent twisting and / or displacement.

[0022] In particular, protective elements in the form of pads or rings (see above) can be made of elastomers, especially aging-resistant elastomers, or of plastics, especially aging-resistant plastics. Preferably, these protective elements made of elastomers or plastics are vulcanized or sprayed onto the stabilizer or stabilizer tube, such that the stabilizer or stabilizer tube and the protective elements are constructed as if they were an integral unit.

[0023] If the stabilizer or stabilizer tube has a coating, preferably an anti-corrosion coating (see above), it is particularly suggested that protective elements, especially protective elements in the form of pads or rings (see above), be applied to, in particular bonded to, vulcanized to, or sprayed onto the coating. High desorption force can also be ensured by vulcanization or spraying.

[0024] Protective elements, especially those in the form of pads or rings (see above), can be configured with stop surfaces that are shape-fitted to the air deflection element. This specifically means that the protective element is locally adapted to the profile of the inner surface of the stabilizer or stabilizer tube facing the relevant air deflection element, thereby making surface stops possible. Attached Figure Description

[0025] The invention is described in detail below with reference to the accompanying drawings, without limitation. The features illustrated in the drawings and / or described below may be general features of the invention, independent of any specific combination of features, and may modify the invention accordingly. The embodiments described below may also be explicitly combined with each other.

[0026] Figure 1 A partial view of the left side region of the axle according to the invention is shown in perspective.

[0027] Figure 2 In another perspective (according to) Figure 1 Arrow A in the middle shows Figure 1 The left-side air deflection element of the axle and the first preferred embodiment of the present invention.

[0028] Figure 3 Similar to Figure 2 The second preferred embodiment of the invention is shown below. Detailed Implementation

[0029] Figure 1 The left-hand region of an axle 100 according to the invention is shown, which is designed, for example, as a MacPherson strut axle. The axle 100 shown is a front axle. The forward direction of the vehicle is indicated by arrow F. The right-hand region of the axle 100 is constructed substantially mirror-symmetrically, i.e., the following description similarly applies to the right-hand axle region. Furthermore, reference is made to the prior art, particularly DE10 2005 005 113 A1.

[0030] The axle 100 shown has a subframe 110, with multiple lower suspension control arms 121 movably fastened to the subframe 110 on the left axle side shown (possibly upper suspension control arms are not shown). A left wheel carrier (not shown) with a left-side wheel brake is fixed to and guided by these suspension control arms 121, wherein the wheel brake is, in particular, designed as a disc brake (e.g., shown in DE 10 2005 005 113 A1). The left wheel carrier can be swung or steered via a steering tie rod, also not shown. As already described, the right axle side (not shown) has a substantially mirror-symmetrical construction.

[0031] The axle 100 also includes a stabilizer 130, which is formed by a stabilizer tube and has a curved stabilizer end 131. The stabilizer end 131 is connected directly or indirectly (e.g., via a connecting rod) to a shock absorber or an upper suspension control arm, wherein other stabilizer connections known from the prior art are also possible.

[0032] In addition, a left-side air deflector 140 is provided, which deflects the airflow arriving in the opposite direction of travel F toward the left-side wheel brake for brake cooling. This shape-stabilized air deflector 140 is fastened to the steering tie rod 130. This fastening is achieved by clamping (see...). Figure 2 and 3 This is achieved by clamping or tightening the clip bracket 141 in the middle. With appropriate axle design, it can also be fastened to the wheel carrier, one of the lower suspension control arms 121, one of the upper suspension control arms, etc. Similarly, an air deflector element is provided on the right side, which deflects the airflow towards the right wheel brake. Multiple such air deflectors can also be provided for each wheel brake.

[0033] To ensure that the air deflector element 140 does not impact the stabilizer or stabilizer tube 130 during steering and / or spring movement, a protective element 150 is installed on the stabilizer 130 in the area of ​​the air deflector element 140 or in possible contact areas, i.e., in the area of ​​the curved stabilizer end, which to some extent acts as impact protection or impact buffer. Multiple such protective elements 150 may also be installed, wherein, in particular, as few protective elements as possible are provided. The protective element 150 prevents the air deflector element 140 from directly impacting the stabilizer 130. This also applies to the air deflector element on the right (not shown).

[0034] Figure 2A first embodiment is shown, wherein the protective element 150 is designed as a crescent-shaped elastic or plastic pad that partially surrounds the stabilizer or stabilizer tube 130 in the circumferential direction and extends almost into the gap between the air deflection element 140 and the stabilizer end 131. As described above, the pad 150 is preferably bonded, vulcanized, or sprayed onto the stabilizer or stabilizer tube 130.

[0035] Figure 3 A second embodiment is shown, wherein the protective element 150 is designed as an elastic ring or plastic ring that completely surrounds the stabilizer or stabilizer tube 130 circumferentially. As described above, the ring 150 is preferably drawn onto, vulcanized onto, or sprayed onto (encapsulated onto) the stabilizer or stabilizer tube 130.

[0036] The protective element 150, designed as a pad or ring, can have a height of 5 mm to 10 mm (radially), particularly 5 mm to 8 mm, thereby ensuring a corresponding minimum distance between the air deflection element 140 and the stabilizer 130 or stabilizer end 131. The protective element 150 can have a width of 3 mm to 15 mm (axially), particularly 5 mm to 10 mm. This width affects the holding force, which should be sufficiently high to prevent twisting and / or movement. The protective element 150 is preferably designed to be as small and lightweight as possible.

[0037] As described above, the protective element 150 may also be designed with a stop surface that is shape-fitted or contour-fitted to the air deflection element 140, thereby achieving a surface-type stop for the air deflection element 140 instead of a point-type stop.

Claims

1. Motor vehicle axle (100), comprising: - two wheel carriers each guided on at least one suspension control arm (121) and swingable by means of a steering tie rod, the wheel carriers each having a wheel brake; - at least one air deflection element (140) per wheel brake, which deflects the driving air flow in the direction of the wheel brake for cooling the brake, wherein the air deflection element (140) is fastened to the wheel carrier, the suspension control arm (121) or the steering tie rod; - a stabilizer (130) for reducing the roll movement of the motor vehicle, characterized in that the stabilizer (130) has a protection element (150) arranged in the region of the air deflection element (140), which prevents the air deflection element (140) from directly striking the stabilizer (130) during a steering movement and / or a spring movement, the stabilizer (130) is composed of a stabilizer tube, the protection element (150) is arranged on the outer circumference of the stabilizer tube, wherein the protection element (150) is configured as an elastic or plastic pad which only partially covers the stabilizer (130) in the circumferential direction, or the protection element (150) is configured as an elastic or plastic ring which completely surrounds the stabilizer (130) in the circumferential direction, the protection element (150) designed as a pad or ring has a height in the radial direction of 5 mm to 10 mm, thereby ensuring that a minimum distance of 5 mm to 10 mm exists between the air deflection element (140) and the stabilizer (130), the stabilizer (130) is made of metal and has a corrosion-resistant coating, the stabilizer (130) is configured with a curved stabilizer end (131), on which the protection element (150) is arranged, the protection element (150) is composed of an elastomer or plastic and is vulcanized or sprayed onto the stabilizer (130), the protection element (150) is configured with a stop surface which is shaped to match the air deflection element (140), the axle (100) is a front axle.

2. Motor vehicle axle (100) according to claim 1, characterized in that the protection element (150) is configured as a ring which completely surrounds the stabilizer (130) in the circumferential direction.

3. Motor vehicle axle (100) according to claim 1 or 2, characterized in that the protection element (150) is configured as a pad which only partially covers the stabilizer (130) in the circumferential direction.

4. Motor vehicle axle (100) according to one of claims 1 to 3, characterized in that the protection element (150) is configured as a ring which completely surrounds the stabilizer (130) in the circumferential direction and has a height in the radial direction of 5 mm to 10 mm.

5. Motor vehicle axle (100) according to one of claims 1 to 4, characterized in that the protection element (150) is configured as a pad which only partially covers the stabilizer (130) in the circumferential direction and has a height in the radial direction of 5 mm to 10 mm.

6. Motor vehicle axle (100) according to one of claims 1 to 5, characterized in that the protection element (150) is configured as a ring which completely surrounds the stabilizer (130) in the circumferential direction and has a height in the radial direction of 5 mm to 10 mm.

7. Motor vehicle axle (100) according to one of claims 1 to 6, characterized in that the protection element (150) is configured as a pad which only partially covers the stabilizer (130) in the circumferential direction and has a height in the radial direction of 5 mm to 10 mm.

8. Motor vehicle axle (100) according to one of claims 1 to 7, characterized in that the protection element (150) is configured as a ring which completely surrounds the stabilizer (130) in the circumferential direction and has a height in the radial direction of 5 mm to 10 mm.

2. The axle (100) according to claim 1, characterized in that 9. Motor vehicle axle (100) according to one of claims 1 to 8, characterized in that the protection element (150) is configured as a pad which only partially covers the stabilizer (130) in the circumferential direction and has a height in the radial direction of 5 mm to 10 mm.

3. The axle (100) according to claim 1 or 2, characterized in that 10. Motor vehicle axle (100) according to one of claims 1 to 9, characterized in that the protection element (150) is configured as a ring which completely surrounds the stabilizer (130) in the circumferential direction and has a height in the radial direction of 5 mm to 10 mm.

4. The axle (100) according to claim 1 or 2, characterized in that ​ 5. The axle (100) according to claim 1 or 2, characterized in that ​ 6. The axle (100) according to claim 1 or 2, characterized in that ​

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