Wheel steering device for motor vehicle, in particular for passenger vehicle, and motor vehicle

Abstract

The invention relates to a wheel steering device (1) for a motor vehicle, comprising a wheel steering element (2) as a first structural element and a vibration damper (4) which is designed as a rotary damper, the vibration damper (4) having a damper mass (5) as a second structural element, the second structural element can be pivoted about a pivot axis relative to the wheel steering part (2), and wherein the vibration damper has at least one coupling element (6), which can be elastically deformed in order to damp vibrations during a respective relative rotation between the structural elements about the pivot axis. According to the invention, at least one elastically deformable first damper (7a, b) is provided, which is spaced apart from at least one of the components in the rest position of the wheel steering device (1), such that the wheel steering element (2) is prevented from directly impacting the damper mass (5) by means of the first damper (7a, b). According to the invention, an elastically deformable second damper (8a, b) is provided, which is supported on the two structural elements in the rest position.

Description

Technical Field

[0001] The invention relates to a wheel steering device for a motor vehicle, in particular a passenger car, according to the preamble of claim 1. The invention also relates to a motor vehicle, in particular a passenger car, having at least one such wheel steering device. Background Art

[0002] From EP2709860B1, a rotary damper for a motor vehicle is known as a known solution, which comprises at least one damper element, which is designed to damp the relative movement between a first mass arranged on the wheel suspension side and a second mass arranged on the vehicle body side. In addition, DE102015008952B3 discloses a vibration damper for reducing vibrations at the chassis of a motor vehicle. From DE102020107781A1, a device for damping vibrations of a wheel suspension of a motor vehicle wheel at the chassis of a motor vehicle is known. In addition, DE102016212662A1 discloses a wheel suspension for a two-track vehicle. Summary of the invention

[0003] The object of the present invention is to provide a wheel steering device for a motor vehicle, in particular for a passenger car, and to provide a motor vehicle having at least one such wheel steering device, so that a particularly high level of driving comfort can be achieved.

[0004] This object is achieved according to the invention by a wheel steering device having the features of claim 1 and by a motor vehicle having the features of claim 10. Advantageous embodiments of the invention are the subject of the dependent claims.

[0005] A first aspect of the invention relates to a wheel steering device for a motor vehicle, in particular for a chassis of a motor vehicle. This means that a motor vehicle, preferably designed as a passenger car and also referred to as a vehicle or motor vehicle, has the aforementioned chassis in its fully manufactured state, which has a wheel steering device. The motor vehicle has an interior space, also referred to as a passenger compartment or passenger room, which is formed or bounded by a superstructure of the motor vehicle, preferably designed as a self-supporting body. Here, the chassis is constructed separately from the superstructure and is connected to the superstructure, so that the superstructure and the entire motor vehicle are supported or can be supported on the ground in the vehicle vertical direction of the motor vehicle downwards via the chassis. For example, the chassis has at least or exactly two vehicle axles, also referred to as axles, arranged one behind the other and therefore arranged one after the other in the longitudinal direction of the vehicle. The respective vehicle axles have at least or exactly two vehicle wheels, also referred to as wheels, wherein the vehicle wheels of the respective vehicle axles are arranged on the sides of the motor vehicle that are opposite to each other in the vehicle transverse direction of the motor vehicle. The vehicle wheels are ground contact elements, via which the chassis and therefore the superstructure and the entire motor vehicle are supported or can be supported on the ground in the vehicle vertical direction downwards. If the motor vehicle is driven along the ground while the chassis and thus the superstructure and the motor vehicle are supported downwardly on the ground in the vehicle vertical direction of the motor vehicle via the ground-contacting elements, the ground-contacting elements (vehicle wheels) should roll directly on the ground.

[0006] The wheel steering device has a wheel steering member for guiding at least or exactly one of the vehicle wheels of the motor vehicle. The wheel steering member is also referred to as a vehicle guide rod, a spring guide rod or a steering member and can be configured as a transverse guide rod, for example. The wheel steering member is also referred to as a first structural element. In other words, the wheel steering member is the first structural element of the wheel steering device. Unless otherwise specified, if the vehicle wheel is mentioned below, it should be understood as a vehicle wheel that is guided or can be guided by means of a steering member. The feature "the vehicle wheel is guided or can be guided by means of a wheel steering member" should be understood as, by means of the wheel steering member, the first relative movement along at least one first direction of motion between the vehicle wheel and the superstructure is prevented or at least limited by means of the wheel steering member. For example, the wheel steering member specifically allows - in particular along at least one second direction of motion extending, for example, oblique to or perpendicular to the first direction of motion - a second relative movement between the vehicle wheel and the superstructure, in particular allowing the second relative movement between the vehicle wheel and the superstructure so that the wheel steering member allows the vehicle wheel to perform elastic retraction and elastic ejection movement relative to the superstructure along the vehicle vertical direction of the motor vehicle. For example, the vehicle wheel is or can be connected to the superstructure via the wheel steering member in an articulated manner. For example, the wheel steering member is at least indirectly or directly coupled to the superstructure in an articulated manner. For example, the wheel steering member can be connected to the superstructure via an axle bracket that is constructed separately from the superstructure, in particular in an articulated manner to the superstructure, in particular in such a way that the wheel steering member is connected to the axle bracket in an articulated manner. For example, the axle bracket is - in particular elastically - supported on the superstructure and is constructed separately from the superstructure. In particular, the wheel steering member is at least indirectly connected to the superstructure in an articulated manner in such a way that the wheel steering member can be pivoted relative to the superstructure about the wheel steering member rotation axis.

[0007] The wheel steering device has a vibration damper, by means of which vibrations of the wheel steering part can be damped, in particular vibrations of the wheel steering part about the wheel steering part axis of rotation and / or relative to the superstructure. The vibration damper is designed as a rotational vibration damper, which is also simply called a vibration damper.

[0008] For example, the wheel steering element is supported on the superstructure via a spring and damper arrangement in a spring-loaded and damped state, and the vehicle wheel is supported on the superstructure via the wheel steering element via a spring and damper arrangement in a spring-loaded and damped state, so that elastic retraction and elastic ejection movements of the vehicle wheel are damped by means of the spring and damper arrangement. In other words, the wheel steering element and therefore the vehicle wheel are supported on the superstructure in a spring-loaded and damped state with respect to the aforementioned elastic retraction and elastic ejection movements of the vehicle wheel relative to the superstructure, in particular in the vertical direction of the vehicle, by means of the spring and damper arrangement. In this case, the vibration damper designed as a torsional vibration damper is provided in addition to the spring and damper arrangement and is arranged in particular outside the spring and damper arrangement, and in particular, the spring and damper arrangement is arranged outside the torsional vibration damper.

[0009] In order to achieve a particularly high driving comfort, in particular for people who stay in the interior of the motor vehicle, such as for male or female drivers of the motor vehicle, the vibration damper has a damper mass, which is a second structural element of the wheel steering device. In other words, the damper mass is also referred to as the second structural element. The damper mass can be pivoted about a pivot axis relative to the wheel steering member. It is conceivable that the pivot axis coincides with the wheel steering member rotation axis. It is also conceivable that the pivot axis is inclined to or perpendicular to the wheel steering member rotation axis or extends skewedly relative to the wheel steering member rotation axis.

[0010] The vibration damper also has a coupling element, for example, via which the damper mass is coupled to the wheel steering part in a pivotable manner relative to the wheel steering part about a pivot axis. In order to damp vibrations of the wheel steering part, the coupling element can be elastically deformed during a relative rotation between the structural elements about the pivot axis. For example, the coupling element is coupled at least indirectly, in particular directly, to the damper mass on the one hand and to the wheel steering part on the other hand, respectively, so that a relative rotation between the structural elements about the pivot axis leads to an elastic deformation of the coupling element. Thus, for example, the coupling element is coupled at least indirectly, in particular directly, to the damper mass on the one hand and to the wheel steering part on the other hand, respectively, during a torque transmission for a torque extending about the pivot axis. In other words, the structural elements are pivoted relative to each other about the pivot axis, in particular by an elastic spring-out movement or elastic retraction movement of the wheel steering part, in particular by the vehicle wheel, relative to the superstructure about the wheel steering part rotation axis, thereby achieving a pivot movement of the damper mass about the pivot axis and relative to the wheel steering part, whereby the coupling element is elastically deformed, thereby damping vibrations of the wheel steering part. The structural elements are pivoted or can be pivoted relative to each other about the pivot axis, for example, to be understood as the damper mass pivoting or can be pivoted about the pivot axis and relative to the wheel steering part, in particular with respect to an imaginary three-dimensional Cartesian coordinate system fixed to the wheel steering part, the pivot axis extending through the origin of the coordinate system. Furthermore, the structural elements are pivoted or can be pivoted relative to each other about the pivot axis to be understood as the wheel steering part pivoting or can be pivoted about the pivot axis and relative to the damper mass, in particular with respect to an imaginary three-dimensional Cartesian coordinate system fixed to the wheel steering part, the pivot axis extending through the origin of the coordinate system. Thus, by means of an elastic retraction and elastic pop-out movement of the vehicle wheel, the structural elements can be pivoted relative to each other about the pivot axis, whereby the coupling element can be elastically deformed, so that the coupling element can be elastically deformed by means of an elastic retraction and elastic pop-out movement of the vehicle wheel. In particular, the coupling element is made of an elastically deformable material, in particular of an elastomer or rubber. For example, the coupling element extends at least partially, in particular at least predominantly and therefore at least more than half or completely around the pivot axis in a circumferential direction of the coupling element extending around the pivot axis.

[0011] According to the present invention, the wheel steering device has a first elastically deformable buffer, which is also called a stop buffer, which is arranged in addition to the coupling element. In the static position of the wheel steering device, the first buffer is spaced apart from at least or exactly one structural element, in particular completely spaced apart. When the wheel steering device is in its installation position and is stationary, i.e. fixed in position, the wheel steering device occupies its static position. In the fully manufactured state of the motor vehicle equipped with the wheel steering device, the wheel steering device occupies its installation position. In particular, when the motor vehicle with the wheel steering device is stationary on a horizontal plane and the wheel steering device and in particular also the vehicle wheel do not perform movement, the wheel steering device occupies its static position or the wheel steering device is in its static position. In addition, it is conceivable that when the motor vehicle travels along a plane that can extend horizontally or inclined to the horizontal line, and at the same time the vehicle wheel does not perform elastic retraction or elastic ejection movement relative to the superstructure, the wheel steering device occupies its static position. In particular, in the static position of the wheel steering device, the coupling element is slightly elastically deformed, i.e. prestressed, at least relative to the pivot axis, i.e. at least around the pivot axis, due to the mass or weight of the damper mass. If, for example, the wheel performs an elastic retraction or elastic extension movement relative to the superstructure starting from a rest position, then, for example, the coupling element is elastically deformed more strongly than in the rest position, in particular due to the inertia of the damper mass relative to the pivot axis (i.e. viewed about the pivot axis), wherein vibrations of the wheel steering element are damped due to this elastic deformation.

[0012] It is conceivable that in the rest position the first buffer is spaced apart from both structural elements, in particular completely spaced apart, or that in the rest position the first buffer is spaced apart from one of the structural elements and - in particular directly - supported on the other structural element, in particular such that in the rest position the first buffer at least indirectly, in particular directly, rests on the other structural element. Thus, the first buffer can be used to prevent the wheel deflection element from directly hitting the damper mass or directly hitting the damper mass. This means that the first buffer is spaced apart from at least or exactly one structural element in the rest position by a first distance and therefore has a first distance from at least or exactly one structural element. It is also conceivable that the first buffer is spaced apart from the other structural element in the rest position by a second distance and therefore has a second distance from the other structural element. If, for example, the components are pivoted relative to one another about the pivot axis, for example due to an elastic retraction or elastic ejection of a vehicle wheel and thereby pivoting the wheel steering member about the wheel steering member rotation axis relative to the superstructure, so that the wheel steering device moves out of its rest position and causes the damper mass to pivot relative to the wheel steering member about the pivot axis, then, for example, the corresponding components come into at least indirect, in particular direct, supporting contact with the first damper after a corresponding distance has been eliminated or covered. In other words, if the components are pivoted relative to one another about the pivot axis, for example due to an elastic retraction or elastic ejection of a vehicle wheel, such that the components, in particular the corresponding sub-regions of the components, are pivoted toward one another about the pivot axis, then, after a corresponding distance has been eliminated or covered, the corresponding components first come into at least indirect, in particular direct, supporting contact with the first damper. If the components or the sub-regions of the components are further pivoted toward one another about the pivot axis, the first damper, in particular between the sub-regions of the component, is elastically deformed, in particular elastically compressed, i.e. squeezed, wherein the first damper damps the relative movement between the components and prevents the components from directly striking one another. Thus, it is possible to avoid undesirable noises that could be generated by direct mutual impact of the structural elements. This is particularly advantageous if the structural elements are each made of a metal material. Thus, the first buffer can prevent the metal materials from directly impacting each other. In particular, in the rest position, the damper mass is in an initial position, in particular viewed relative to the wheel steering part, wherein, for example, the damper mass occupies an initial position relative to the wheel steering part, in particular with respect to a coordinate system fixed to the wheel steering part, in particular when and in particular only when the wheel steering device is at rest, i.e. in its rest position, in which no relative movement occurs, in particular between the wheel steering part and the damper mass, in particular the entire vibration damper.

[0013] According to the invention, the wheel steering device has an elastically deformable second damper which is arranged in addition to the coupling element and in addition to the first damper. In the rest position of the wheel steering device, the second damper is supported on two structural elements, in particular, at least indirectly or directly supported on the two structural elements, for example, supported on the two structural elements so that the second damper in the rest position at least indirectly, in particular directly abuts on the two structural elements. Thus, for example, when at least or exactly one structural element is still spaced apart from the first damper and abuts on the second damper, the other structural element is already in the rest position and therefore already abuts on the first damper and the second damper. Thus, tuning of the vibration damper (also called damper tuning) is achieved or can be achieved with the help of the second damper, that is, tuning of the vibration damper is caused or can be caused, in particular, so that the natural frequency (also called damper frequency) of the vibration damper is influenced or adjusted by the second damper. Therefore, in the present invention, a functional separation is provided by using the damper. In the case of functional separation, the first damper assumes a stop function, which includes preventing the structural elements from directly hitting each other with the help of the first damper. In the case of functional separation, the second buffer assumes a tuning function, within the scope of which the damper frequency is influenced by the second buffer, i.e. adjusted and thus tuned by the second buffer. The stop function and the tuning function are also collectively referred to as functions. By separating the functions, the damper can be tuned or designed specifically, especially structurally, for its corresponding functions to be met, so that both functions can be effectively or efficiently realized. Thus, on the one hand, direct impacts of structural elements can be avoided particularly effectively and efficiently. On the other hand, the damper frequency of the vibration damper can be effectively and efficiently tuned, adjusted or designed so that the vibration of the wheel steering member, especially the vibration of the wheel steering member occurring around the pivot axis, can be damped in a targeted and advantageous manner with the help of the vibration damper. Thus, a particularly high driving comfort can be achieved. In other words, the first damper can be designed specifically for a stop function and the second damper can be designed specifically for a tuning function, wherein the first damper can be designed for a stop function without negatively influencing the design of the second damper for a tuning function, and wherein the second damper can be designed for a tuning function without negatively influencing the design of the first damper for a stop function. This makes it possible to achieve particularly high noise comfort and thus particularly high driving comfort.

[0014] Since the first damper is spaced apart from at least one structural element in the rest position, the first damper engages or comes into engagement only in the case of large vibration travels, i.e. only when the structural elements are pivoted relative to each other about the pivot axis to such an extent or so much that the corresponding distance is eliminated, so that both structural elements are supported against the first damper. In the case of only small vibration travels, i.e. when the structural elements are pivoted relative to each other only to such an extent or so slightly about the pivot axis that the corresponding distance is not eliminated, so that the second damper is supported on both structural elements, while at the same time the first damper is spaced apart from at least or exactly one structural element or two structural elements, the first damper does not engage, i.e. the first damper does not undergo elastic deformation, and the first damper does not negatively influence the damping of the wheel steering member vibrations caused or can be caused by the second damper. In other words, the first damper contributes to the damping of the wheel steering member vibrations. Since the first damper engages only in the case of large vibration travels, the first damper can prevent the damper mass from hitting the wheel deflection element, which is designed as a transverse control arm, for example, or vice versa, so that knocking noises caused by such a hit can be avoided. The second damper for the tuning function, which is also called the damper function, is designed so that it is engaged in the rest position, in particular always and therefore preferably in every possible pivot position of the wheel deflection element and the damper mass, and is therefore at least indirectly, in particular directly, supported on the two structural elements. The second damper can thus act even in the case of small excitations, and therefore even in the case of small deflections, in which the first damper is spaced apart from at least one of the structural elements or two structural elements and the structural elements are pivoted relative to each other, and in particular can damp vibrations of the wheel deflection element.

[0015] The invention is based in particular on the recognition that if two functions are integrated in the respective damper, that is, both in the first damper and in the second damper, then sufficient damping may not be achieved with the aid of the vibration damper in all temperature and excitation ranges. The vibration damper is then usually designed and optimized for exactly one temperature and for exactly one excitation. This excitation and temperature dependency can now be eliminated or at least reduced by the described functional separation, so that particularly advantageous damping and thus particularly high driving comfort can be achieved. At the same time, it is effectively and efficiently prevented that the wheel deflection element directly hits or strikes the damper mass or directly hits or strikes the damper mass and vice versa.

[0016] In order to be able to damp vibrations particularly effectively and efficiently and thus to achieve particularly high driving comfort, it is provided in one embodiment of the invention that the first damper is made of an elastically deformable material, in particular an elastomer or rubber. Alternatively or additionally, the second damper is made of an elastically deformable material, in particular an elastomer or rubber. It is conceivable that the first damper and the second damper are made of the same elastically deformable material, or that the first damper is made of a first elastically deformable material and the second damper is made of a second elastically deformable material that is different from the first elastically deformable material. As a result, the dampers can be specifically and individually coordinated with the corresponding functions and in particular independently of each other.

[0017] In order to be able to effectively and efficiently damp vibrations on the one hand - in particular with the aid of the first damper - and to effectively and efficiently prevent punch-through on the other hand, thereby preventing the wheel deflection element from striking the damper mass, or vice versa, in a further embodiment of the invention it is provided that the first damper has a first damper characteristic curve and the second damper has a second damper characteristic curve which is different from the first damper characteristic curve.

[0018] It has been shown to be particularly advantageous here that the respective damper characteristic curve describes the relationship between the external force acting on the respective damper and the travel. For example, the external force acting on the respective damper is applied to the respective damper - in particular on the one hand - by the wheel steering member and, for example - in particular on the other hand - by the damper mass. For example, the travel is the travel with which the respective damper is elastically deformed and thereby squeezed, i.e. compressed and thereby shortened in length - in particular along a straight line of action along which the external force acts on the respective damper. Alternatively, the travel can be the travel with which the damper mass is pivoted from an initial position relative to the wheel steering member about the pivot axis and thereby moves toward the wheel steering member, in particular when the wheel steering device moves out of its rest position, i.e., when, for example, the vehicle wheel performs an elastic retraction or elastic ejection movement relative to the superstructure. The structural elements are pivoted or pivotable relative to one another such that the structural elements are pivoted or pivotable toward one another is understood to mean that at least corresponding subregions of the structural elements are pivoted toward one another due to the pivoting of the structural elements relative to one another.

[0019] In order to achieve a functional separation in a particularly advantageous manner and thus to be able to effectively and efficiently prevent mutual collisions as well as to effectively and efficiently damp vibrations of the wheel deflection elements, a further embodiment of the invention provides that the absorbers have different outer shapes and / or different outer dimensions.

[0020] Another embodiment is characterized in that both dampers are held, in particular directly, on at least or exactly one structural element, so that the dampers can be pivoted together with the at least one structural element. In addition, the first damper is thus supported at least indirectly, in particular directly, on the at least or exactly one structural element in the rest position and is spaced apart, in particular completely apart, from the other structural element, so that the first damper is not supported on the other structural element in the rest position. In addition, the second damper is thus supported at least indirectly, in particular directly, on both structural elements in the rest position, in particular in such a way that the second damper rests at least indirectly, in particular directly, on both structural elements in the rest position. As a result, vibrations can be damped advantageously in the case of small deflections or travels of the wheel deflection member relative to the damper mass pivoting about the pivot axis and thus deflecting, more precisely by means of the coupling element, by means of the damper mass and by means of the second damper, and in particular in the case of no other component resting against the first damper. In the case of very large travels or deflections of the components, also called oscillation travels, particularly about the pivot axis, relative to one another, the first damper can reliably prevent the components from directly striking one another, thereby enabling particularly favorable noise behavior and thus particularly high driving comfort.

[0021] It has been found to be particularly advantageous if at least one or exactly one structural element is a damper mass, thereby making it possible to effectively and efficiently damp vibrations of the wheel deflection element.

[0022] In order to be able to effectively and efficiently damp the vibrations of the wheel deflection element with the aid of the second damper without the first damper having an undesirable negative influence on this damping of the vibrations, it is provided in a further embodiment of the invention that the first damper is spaced apart from at least or exactly one structural element by the mentioned distance in the static position, wherein the distance is at least one centimeter.

[0023] It has been shown to be particularly advantageous if this distance is at least two centimeters, in particular at least three centimeters, and in particular more than three centimeters, and preferably at most ten centimeters, in particular at most five centimeters, so that on the one hand vibrations of the wheel deflection element can be advantageously damped. On the other hand, direct impacts of the components against each other can thereby be reliably avoided.

[0024] A second aspect of the present invention relates to a motor vehicle, which is preferably configured as a passenger car, having at least one wheel steering device according to the first aspect of the present invention. The advantages and advantageous configurations of the first aspect of the present invention can be regarded as advantages and advantageous configurations of the second aspect of the present invention, and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Further details of the present invention are obtained from the following description of a preferred embodiment with the aid of the relevant drawings. Here, it is shown:

[0026] Figure 1 a schematic perspective view showing a portion of a wheel steering device for a motor vehicle; and

[0027] Figure 2 The damper characteristic curve of the absorber of the wheel steering system is shown. DETAILED DESCRIPTION

[0028] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0029] Figure 1 A schematic perspective view of a wheel steering device 1 for a motor vehicle, also referred to as a vehicle or motor vehicle, is partially shown. This means that a motor vehicle, preferably designed as a passenger car, has a wheel steering device 1 (Radlenkereinrichtung) in its fully manufactured state. In its fully manufactured state, the motor vehicle, for example, has at least or exactly two vehicle axles arranged one behind the other in the longitudinal direction of the vehicle of the motor vehicle, which are also referred to as axles for short. The respective vehicle axles have at least or exactly two vehicle wheels, also referred to as wheels for short. The respective vehicle wheels of the respective vehicle axles are arranged on the sides of the motor vehicle that are opposite to each other in the transverse direction of the vehicle of the motor vehicle. The vehicle wheels are ground contact elements, via which the vehicle is supported or can be supported on the ground in the vehicle vertical direction of the motor vehicle. If the motor vehicle is traveling along the ground and at the same time the motor vehicle is supported downwards on the ground in the vehicle vertical direction of the motor vehicle via the ground contact elements, the ground contact elements should roll—in particular directly—on the ground.

[0030] The motor vehicle also has a superstructure, which is designed, for example, as a self-supporting body, by which the interior space of the motor vehicle, which is called a passenger compartment or passenger room, is also formed or delimited. During the driving of the motor vehicle, a person, for example a male driver or a female driver of the motor vehicle, can stay in the interior space. For example, the vehicle wheels of at least or exactly one of the vehicle axles can be connected to the superstructure in an articulated manner by means of a wheel steering device, such as the wheel steering device 1 described above. It is also conceivable that the vehicle wheels of two axles are connected to the superstructure in an articulated manner by means of corresponding wheel steering devices, such as the wheel steering device 1 described above. This means that the wheel steering device 1 is equipped with one of the vehicle wheels, in particular exactly one of the vehicle wheels, wherein the vehicle wheel associated with the wheel steering device 1 is connected to the superstructure in an articulated manner by means of the wheel steering device 1. Unless otherwise specified, if a vehicle wheel is mentioned below, it should be understood that it is a vehicle wheel associated with the wheel steering device 1, which is connected to the superstructure in an articulated manner by means of the wheel steering device 1.

[0031] The wheel steering device 1 has a wheel steering element 2, by means of which the vehicle wheel can be guided relative to the superstructure or by means of which the vehicle wheel is guided relative to the superstructure. This means that a first relative movement between the vehicle wheel and the superstructure is prevented or at least limited by means of the wheel steering element 2, wherein the wheel steering element 2 selectively allows a second relative movement between the vehicle wheel and the superstructure. For example, the second relative movement is generated by an elastic retraction and elastic ejection movement of the vehicle wheel relative to the superstructure, in particular in the vertical direction of the vehicle.

[0032] The wheel steering device 1 is a component of the chassis of a motor vehicle. The chassis also includes a wheel carrier 3 which is associated with a vehicle wheel and on which the vehicle wheel is rotatably supported relative to the wheel carrier 3 about a wheel rotation axis. For this purpose, the wheel carrier 3 is provided with a wheel hub which is rotatably supported relative to the wheel carrier 3 about a wheel rotation axis, in particular via at least or exactly one rolling bearing. Here, the vehicle wheel is connected to the wheel hub in a rotationally fixed manner, in particular in a manner that can be disconnected without damage, so that the vehicle wheel and the wheel hub can be rotated together, i.e. simultaneously, relative to the wheel carrier 3 about the wheel rotation axis, in particular when the vehicle is traveling along the ground and at the same time the vehicle is supported downwardly on the ground via ground contact elements in the vertical direction of the vehicle. For example, the vehicle wheel is a front wheel, so that the vehicle axle comprising the vehicle wheel is a front axle. For example, the wheel carrier 3 is coupled to the wheel steering element 2 so that it can be pivoted relative to the wheel steering element 2 about a steering axis, so that, for example, the vehicle wheel is a steerable vehicle wheel. The wheel carrier 3 can be pivoted relative to the wheel steering element 2 and relative to the superstructure about a steering axis, and the vehicle wheel can be pivoted relative to the wheel steering element and relative to the superstructure about the steering axis by means of the wheel carrier, so that a change of driving direction, lane change and cornering of the motor vehicle can be achieved. For example, the steering axis extends obliquely or perpendicularly to the wheel rotation axis or skewed relative to the wheel rotation axis.

[0033] For example, the wheel steering element 2 is provided with a spring and damper arrangement (not shown in the figure), via which the wheel steering element 2 and therefore the vehicle wheel are supported in a spring-loaded and damped manner, in particular in the vertical direction of the vehicle, so that the vehicle wheel is supported on the superstructure in a spring-loaded and damped manner via the spring and damper arrangement in view of its elastic retraction and elastic ejection movement relative to the superstructure. The vehicle wheel is thus connected to the superstructure via the wheel steering element 2 in an articulated manner, so that the wheel steering element 2 allows the vehicle wheel to perform an elastic retraction and elastic ejection movement relative to the superstructure. For example, for this purpose, the wheel steering element 2 is at least indirectly connected to the superstructure so as to be pivotable relative to the superstructure about the wheel steering element rotation axis.

[0034] The wheel steering device 1 further comprises a vibration damper 4 for damping vibrations of the wheel steering element 2, wherein the vibration damper 4 is designed as a rotational vibration damper, thus as a rotational damper. In the exemplary embodiment shown in the figures, the wheel steering element 2 is a transverse strut.

[0035] In order to achieve a particularly high driving comfort for the people staying in the interior space of the motor vehicle, the vibration damper 4 has a damper mass 5, whose mass is preferably greater than the mass of the wheel steering member 2. The wheel steering member 2 is also referred to as the first structural element, and the damper mass 5 is also referred to as the second structural element. The damper mass 5 can be pivoted around the pivot axis relative to the wheel steering member 2. In particular, the damper mass 5 is pivotally coupled to the wheel steering member 2 relative to the wheel steering member 2 around the pivot axis. In particular, it is provided that the damper mass 5 is pivotally held relative to the wheel steering member 2 around the pivot axis, in particular supported at the wheel steering member 2, in particular on the wheel steering member. It is conceivable that the above-mentioned wheel steering member rotation axis coincides with the pivot axis. In addition, it is conceivable that the pivot axis extends perpendicularly or parallel to the wheel steering member rotation axis or extends obliquely relative to the wheel steering member rotation axis. The damper mass 5 is preferably connected to the superstructure only via the wheel deflection element 2 , so that the damper mass 5 is preferably not connected to the superstructure in any other way than the wheel deflection element 2 , ie without bypassing the wheel deflection element 2 .

[0036] The vibration damper 4 also has at least one Figure 16 which can be partially seen in the figure. For example, the vibration damper 4 has at least or exactly two coupling elements, wherein the description of the coupling element 6 above and below can also be easily transferred to the at least or exactly two coupling elements, and vice versa. In order to damp the vibrations of the wheel steering member 2, the coupling element 6 can be elastically deformed between the structural elements during a corresponding relative rotation around the pivot axis. The corresponding relative rotation between the structural elements around the pivot axis is caused or can be caused by a corresponding elastic retraction movement and a corresponding elastic pop-out movement. The elastic retraction movement and elastic pop-out movement of the vehicle wheel are also collectively referred to as wheel movement. In particular, the following is provided: if the vehicle wheel performs its corresponding wheel movement, the wheel steering member 2 is thereby pivoted relative to the superstructure around the wheel steering member rotation axis, and a pivoting movement of the damper mass 5 around the pivot axis and relative to the wheel steering member 2 can be caused thereby, so that the damper mass 5 is pivoted relative to the wheel steering member 2 around the pivot axis. In other words, the pivoting of the wheel steering member 2 about the wheel steering member rotation axis and relative to the superstructure can cause the damper mass 5 to pivot about the pivot axis and relative to the wheel steering member 2. Therefore, a relative rotation about the pivot axis can be caused between the structural elements by the corresponding wheel movement. By this relative rotation about the pivot axis between the structural elements, the coupling element 6 (which is preferably composed of an elastically deformable material, especially an elastomer) is elastically deformed, thereby damping the vibrations of the wheel steering member 2, especially about the pivot axis. For example, the coupling element 6 is coupled to the structural element in a torque-transmitting manner, especially in a non-rotatable manner, about the pivot axis, i.e., for a torque acting about the pivot axis, so that it can be said that when a corresponding relative rotation about the pivot axis is carried out between the structural elements, the coupling element 6, especially about the pivot axis, rotates or twists itself and thus elastically deforms.

[0037] exist Figure 1, the damper mass 5 assumes its initial position relative to the wheel steering element. In particular, when the wheel steering device 1 assumes its rest position, i.e., when the wheel steering device 1 is at rest (this is the case in particular when the motor vehicle is stationary on a horizontal plane and no relative movement occurs between the vehicle wheels and the superstructure, and thus also no relative movement occurs between the components of the wheel steering device 1), the damper mass 5 assumes its initial position, in particular the entire vibration damper 4 assumes its initial position. For example, in the initial position, the coupling element 6 is at least slightly elastically deformed relative to the pivot axis, i.e., at least as viewed about the pivot axis, and is thereby prestressed. For example, if the vehicle wheel now performs its elastic retraction movement, the wheel steering element 2 is thereby pivoted about the wheel steering element rotation axis in the vertical direction of the vehicle upward relative to the superstructure, and the wheel steering device 1 moves out of its rest position. In particular, due to the inertia of the damper mass and due to the elastic coupling of the structural elements via the coupling element 6, the damper mass 5 - in particular initially - does not move to the same extent as the wheel steering element 2, so that the damper mass 5 moves out of its initial position relative to the wheel steering element 2, in particular in such a way that at least the corresponding first sub-regions of the structural elements are pivoted towards each other and the corresponding second sub-regions of the structural elements are pivoted away from each other. In other words, for example, a relative rotation about the pivot axis is caused between the structural elements by the elastic retraction movement, so that the coupling element 6 is elastically deformed at least about the pivot axis - that is, at least relative to the pivot axis - in particular in such a way that the coupling element 6 is elastically deformed more strongly about the pivot axis than in the rest position. A similar situation applies to a corresponding elastic ejection movement of the vehicle wheel. For example, if the damper mass 5 is initially in its initial position relative to the wheel steering element 2, the coupling element 6 is elastically deformed. Figure 1 , and the vehicle wheel, for example, performs its elastic ejection movement, so that the wheel steering member 2 is pivoted downwards relative to the superstructure about the wheel steering member rotation axis, thereby, in particular due to the inertia of the damper mass 5, for example, a relative rotation between the structural elements about the pivot axis is caused. For example, the second sub-areas of the structural elements are pivoted towards each other, while the first sub-areas of the structural elements are pivoted away from each other. As a result, the coupling element 6 is elastically deformed at least about the pivot axis, in particular in such a way that the coupling element 6 is more elastically deformed about the pivot axis than in the rest position. As a result, vibrations of the wheel steering member 2 are damped.

[0038] Furthermore, the wheel steering device 1, in particular the vibration damper 4, has two elastically deformable first dampers 7a and 7b. Furthermore, the wheel steering device 1, in particular the vibration damper 4, has two elastically deformable second dampers 8a and 8b. Figure 1It can be seen that at least one sub-region T1 of the wheel steering member 2 is arranged between the sub-regions T2, T3, T4 and T5 of the shock absorber mass 5 in the vertical direction of the vehicle, so that the sub-regions T2 and T3 are arranged above the sub-region T1 in the vertical direction of the vehicle, and the sub-regions T4 and T5 are arranged below the sub-region T1 in the vertical direction of the vehicle. In particular, for example, the sub-region T1 at least partially overlaps with the sub-regions T2 and T3 in the vertical direction of the vehicle upward. Alternatively or additionally, for example, the sub-region T1 at least partially overlaps with the sub-regions T4 and T5 in the vertical direction of the vehicle downward. This is also discussed in more detail below. For example, sub-regions T2 and T3 are the first sub-regions of the shock absorber mass 5, and the first sub-region of the shock absorber mass pivots toward the first sub-region of the wheel steering member 2 when the vehicle wheel performs an elastic retraction movement. For example, sub-areas T4 and T5 are second sub-areas of the damper mass 5, which, during an elastically ejecting movement of the vehicle wheel, pivot towards a second sub-area of ​​the wheel steering element 2. The first sub-area of ​​the wheel steering element 2 is formed, for example, by the sub-area T1, in particular by a first side S1 of the sub-area T1 facing the sub-areas T2 and T3. The second sub-area of ​​the wheel steering element 2 is formed, for example, by the sub-area T1, in particular by a second side S2 of the sub-area T1 facing the sub-areas T4 and T5, the second side S2 of which points away from the side S1, in particular downwards in the vertical direction of the vehicle.

[0039] The corresponding first buffers 7a, b are Figure 1 in the rest position shown in and thus in Figure 1In the initial position of the damper mass 5 shown in the figure, it is spaced apart from the wheel steering member 2, in particular completely spaced apart, so that the wheel steering member 2 can be prevented from directly hitting the damper mass 5 by means of the first buffers 7a and 7b, more precisely, not only when the wheel steering member 2 is pivoted upward in the vertical direction of the vehicle around the pivot axis, but also when the wheel steering member 2 is pivoted downward in the vertical direction of the vehicle around the wheel steering member rotation axis, that is, not only when the vehicle wheel performs a corresponding elastic retraction movement, but also when the vehicle wheel performs a corresponding elastic extension movement. The respective second dampers 8a, b are supported in the rest position and therefore in the initial position of the damper mass 5 on two structural elements, i.e. both on the damper mass 5 and on the wheel deflection member 2, so that even if the damper mass 5 is only slightly pivoted relative to the wheel deflection member 2, vibrations of the wheel deflection member 2 can already be damped by means of the elastically deformable second dampers 8a and 8b, and although the sub-region T1 is pivoted towards the sub-regions T2 and T3 or towards the sub-regions T4 and T5 and the dampers 8b and 8a are thereby elastically deformed, the dampers 7a and 7b are still each completely spaced apart from the wheel deflection member 2 and thus do not have a negative effect on the damping of vibrations of the wheel deflection member 2 caused by the dampers 8b and 8a. The dampers 7a, b come into play only when the damper mass 5 is pivoted so strongly or so far toward the wheel deflection element 2 that the sub-region T1 is pivoted so strongly toward the sub-regions T2 and T3 or the sub-regions T4 and T5 that the sub-region T1 and thus the wheel deflection element 2 are in supporting contact with the damper 7a or 7b. The damper 7a or 7b then (also) deforms elastically, wherein the damper 7a or 7b prevents the sub-region T1 from directly impacting the sub-regions T2 and T3 or the sub-regions T4 and T5.

[0040] Preferably, the buffers 7a and 7b as well as 8a and 8b are made of an elastically deformable material, in particular, an elastomer. Figure 1 As can be seen from the diagram, the buffers 8a and 8b have the same outer shape and the same outer dimensions. The buffers 7a and 7b have the same outer shape and the same outer dimensions. However, the corresponding buffers 7a, b and the corresponding buffers 8a, b have different shapes and different outer dimensions. Figure 1As can be seen in FIG. 1 , the damper 7a is held—particularly directly—at the sub-region T3 and thus at the damper mass 5, and the damper 8b is held—particularly directly—at the sub-region T2 and thus at the damper mass 5. The damper 8a is held—particularly directly—at the sub-region T5 and thus at the damper mass 5, and the damper 7b is held—particularly directly—at the sub-region T4 and thus at the damper mass 5. Thus, the damper 8b can advantageously damp vibrations of the wheel steering member 2 when the wheel steering member 2 is pivoted upward relative to the superstructure about the wheel steering member rotation axis, and thus when the vehicle wheel performs its corresponding elastic retraction movement. Thus, the damper 7a can prevent the wheel steering member 2 from directly hitting the damper mass 5 when the wheel steering member 2 is pivoted upward relative to the superstructure about the wheel steering member rotation axis, and thus the vehicle wheel performs its elastic retraction movement. Correspondingly, the damper 8b can damp vibrations of the wheel steering member 2 when the wheel steering member 2 is pivoted downward relative to the superstructure about the wheel steering member rotation axis, and thus the vehicle wheel performs its elastic ejection movement. Thus, when the wheel deflection element 2 is pivoted downwards relative to the superstructure about the wheel deflection element rotation axis, so that the vehicle wheel performs its elastic ejection movement, the buffer 7a can prevent the wheel deflection element 2 from directly hitting the damper mass 5. Here, the sub-region T1, in particular the side S1, partially overlaps the sub-region T3 upwards in the vertical direction of the vehicle and therefore overlaps the buffer 7a, and partially overlaps the sub-region T2 and therefore overlaps the buffer 8b. The sub-region T1, in particular the side S2, partially overlaps the sub-region T4 downwards in the vertical direction of the vehicle and therefore overlaps the buffer 7b, and the sub-region T1 partially overlaps the sub-region T5 downwards in the vertical direction of the vehicle and therefore overlaps the buffer 8a. It can be seen that the buffers 7a, b, 8a and 8b are held, in particular directly, on the damper mass 5 and can thus be pivoted together with the damper mass 5, in particular relative to the wheel deflection element 2. Furthermore, in the rest position and therefore in the initial position, the buffers 7a and 7b are supported - in particular directly - on the buffer mass 5 and are - in particular completely - spaced apart from the wheel deflection element 2, and the second buffers 8a and 8b are supported - in particular directly - on the structural elements in the rest position and therefore in the initial position, in particular in such a way that in the rest position and therefore in the initial position, the second buffers 8a and 8b rest - in particular directly - on both structural elements.

[0041] from Figure 1, it can be seen particularly well that the respective first buffer 7a, b is spaced apart from the wheel steering member 2, i.e., from the side S1 or S2, in the rest position and therefore in the initial position by a respective distance. The respective distance can be seen particularly well with the aid of the buffer 7b and is indicated by A. Preferably, the respective distance A is at least one centimeter. Very preferably, the respective distance A is at least two centimeters, in particular at least three centimeters, wherein very preferably it is provided that the distance A is greater than three centimeters and preferably less than ten centimeters, in particular less than five centimeters. Thus, the wheel steering member 2 is reliably spaced apart from the buffers 7a and 7b when the buffer mass 5 is deflected by a small pivoting stroke relative to the wheel steering member 2 about the pivot axis, while the buffers 8a and 8b are supported on two structural elements and thus damp vibrations of the wheel steering member 2 even when there is a small pivoting stroke.

[0042] Figure 2 A line diagram is shown, on the abscissa 9 of which the travel denoted by x is plotted. On the ordinate 10 of the line diagram the force denoted by F is plotted. A first damper characteristic curve 11 and a second damper characteristic curve 12 are plotted on Figure 2 In the line diagram shown in . For example, the damper characteristic curve 11 is, for example, the damper characteristic curve of the corresponding second damper 8a, b. The damper characteristic curve 12 is, for example, the corresponding damper characteristic curve of the corresponding first damper 7a, b. For example, the force F is an external force acting on the corresponding damper 7a, b or 8a, b - in particular along a straight line of action. For example, the stroke x is a stroke, in particular along the line of action, with which the corresponding damper 7a, b or 8a, b is elastically deformed due to the external force acting on the corresponding damper 7a, b or 8a, b - in particular along the line of action, and is thereby squeezed, that is, compressed and thereby shortened in length. Alternatively, for example, the stroke x is a stroke or pivot angle with which the damper mass 5 is pivoted relative to the wheel steering member 2 about the pivot axis or with which the wheel steering member 2 is pivoted relative to the superstructure about the wheel steering member rotation axis.

[0043] It can be seen from the damper characteristic curves 11 and 12 that vibrations of the wheel deflection member 2 are damped by means of the dampers 8a and 8b, in particular in such a way that the dampers 8a and 8b are elastically deformed when the wheel deflection member 2 is still spaced apart from the dampers 7a and 7b and therefore no forces act on the dampers 7a and 7b. This is achieved by the fact that the dampers 8a and 8b already abut against two structural elements in the rest position and therefore in the initial position, and in particular always, i.e. preferably in every position or state in which the damper mass 5 can be pivoted relative to the wheel deflection member 2 about the pivot axis. Only when the structural elements are pivoted relative to each other about the pivot axis so much that the corresponding distance A is eliminated and the wheel deflection member 2 is in supporting contact with the dampers 7a, b, does a force act on the dampers 7a, b and the dampers 7a, b are elastically deformed so that the dampers 7a, b prevent the wheel deflection member 2 from directly hitting the damper mass 5, or vice versa. This ensures a particularly high level of driving comfort. Reference numerals list

[0044] 1 wheel steering device

[0045] 2 wheel steering parts

[0046] 3 wheel stand

[0047] 4Vibration damper

[0048] 5. Shock absorber quality

[0049] 6 Coupling elements

[0050] 7a, b first buffer

[0051] 8a, b Second buffer

[0052] 9 horizontal axis

[0053] 10 vertical axis

[0054] 11Damper characteristic curve

[0055] 12Damper characteristic curve

[0056] F-Force

[0057] T1 sub-region

[0058] T2 sub-region

[0059] T3 sub-region

[0060] T4 sub-region

[0061] T5 sub-region

[0062] x Stroke

Claims

1. A wheel steering device (1) for a motor vehicle, the wheel steering device having a wheel steering member (2) as a first structural element for guiding a vehicle wheel of the motor vehicle, and the wheel steering device having a vibration damper (4) configured as a rotational vibration damper for damping vibrations of the wheel steering member (2), characterized in that: the vibration damper (4) has a damper mass (5) as a second structural element, which is pivotable relative to the wheel steering element (2) about a pivot axis, and the vibration damper has at least one coupling element (6) which can be elastically deformed when a corresponding relative rotation between the structural elements about the pivot axis occurs in order to damp the vibrations; - at least one elastically deformable first buffer (7a, b) is provided, which is spaced apart from at least one of the structural elements in the idle position of the wheel steering device (1), so that the wheel steering member (2) can be prevented from directly impacting the damper mass (5) by means of the first buffer (7a, b); and At least one elastically deformable second damper (8a, b) is provided, which is supported on two structural elements in the rest position.

2. The wheel steering device (1) according to claim 1, characterized in that: The first buffer (7a, b) and / or the second buffer (8a, b) are made of an elastically deformable material.

3. The wheel steering device (1) according to claim 1 or 2, characterized in that: The first damper (7a, b) has a first damper characteristic curve (12), and the second damper (8a, b) has a second damper characteristic curve (11) which is different from the first damper characteristic curve (12).

4. The wheel steering device (1) according to claim 3, characterized in that: The respective damper characteristic curves (11, 12) describe the relationship between an external force (F) acting on the respective damper (7a, b, 8a, b) and the travel (x) by which the force (F) acting on the respective damper (7a, b, 8a, b) causes the respective damper (7a, b, 8a, b) to be elastically deformed and thereby compressed.

5. The wheel steering device (1) according to any one of the preceding claims, characterized in that The buffers (7a, b, 8a, b) have different outer shapes and / or different outer dimensions and / or both buffers (7a, b, 8a, b) are arranged on the same side (S1, S2) of another structural element.

6. A wheel steering device (1) according to any one of the preceding claims, characterized in that Both buffers (7a, b, 8a, b) are held at the at least one structural element, so that: - each of the buffers (7a, b, 8a, b) is capable of pivoting together with the at least one structural element; - the first buffer (7a, b) is supported in a rest position on the at least one structural element and is spaced apart from another structural element; and The second damper (8a, b) is supported on two structural elements in the rest position.

7. The wheel steering device (1) according to claim 6, characterized in that: The at least one structural element is a damper mass (5).

8. A wheel steering device (1) according to any one of the preceding claims, characterised in that In the rest position, the first damper (7a, b) is spaced apart from the at least one structural element by a distance (A), wherein the distance (A) is at least one centimeter.

9. The wheel steering device (1) according to claim 8, characterized in that The distance (A) is at least two centimeters, in particular at least three centimeters. 10 . A motor vehicle having at least one wheel steering device ( 1 ) according to claim 1 .

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