Wheel assembly of front wheel of motor vehicle

Abstract

The invention relates to a wheel assembly for a front wheel (1) of a motor vehicle, comprising a pivot bearing (2) which is connected to a respective bearing point (7, 8, 9) by means of an associated pull rod, guide rod (10, 11, 12) or the like and which has a support element (13) arranged in the front region thereof, the support element is used for influencing the position of the pivot bearing (2) in the event of an accidental force action caused by a frontal collision of the motor vehicle with a small degree of width overlap with the obstacle (20). In order to provide a wheel assembly with further improved accident performance, it is provided according to the invention that the support element (13) is arranged at the front region of the pivot bearing (2) by means of a deformation and fracture region (14). In order to reduce the risk that the side sill (22) falls off when the wheel module strikes the front edge of the side sill on the outside, the side sill (22) following the front wheel (1) in the longitudinal direction of the vehicle and / or a crash profile (26) arranged inside the side sill (22) has a front end (27, 28) which is inclined at least over a partial region (29) of the cross-section.

Description

Technical Field

[0001] The invention relates to a wheel assembly for a front wheel of a motor vehicle according to the preamble of claim 1. The invention also relates to a wheel assembly according to the preamble of claim 9. Background Art

[0002] Such a wheel assembly is known, for example, from DE 10 2013 214 719 A1 and comprises a pivoting support, also known as a wheel carrier or wheel support, which is supported on the vehicle at corresponding bearing points via associated tie rods, guide arms, or similar components. In particular, with such a drawbar-type axle, in the event of a head-on collision with an obstacle (an offset collision, particularly a small overlap collision), the impact position of the front wheel (particularly in the vehicle transverse direction) on the passenger compartment behind it can vary significantly. In addition to the pivoting support or wheel carrier, the front wheel also comprises, in particular, a rim with the front wheel, as well as a brake disc and brake caliper. The orientation of the pivoting support, and therefore the entire front wheel, varies not only in terms of the lateral impact position in the vehicle transverse direction but also in terms of rotation about a vertical vehicle height axis, which, in a simplified model, represents the steering axis of the pivoting support or front wheel.

[0003] Depending on the impact scenario of the front wheel (which has a very rigid structural module consisting of a pivot bearing, brake disc, and brake caliper), the loads acting on the rear passenger compartment in the A-pillar area or in the area in front of the side sills vary greatly. Supporting the rearward-moving wheel in all potential scenarios of the rest of the wheel module (in terms of its module length and the impact scenario on the passenger compartment) requires a very high expenditure of material and, consequently, increases the vehicle weight. Impact positions of the front wheel that are located far inward in the transverse direction of the vehicle can also be critical, as the side sills, as rigid longitudinal components, cannot provide sufficient load-bearing connection. However, complete support of the displaced front wheel on the side sills can also be critical, as there is a risk of the side sills becoming detached due to failure of the connection technology to the rest of the vehicle body and / or, for example, an existing high-voltage accumulator.

[0004] For this reason, in the aforementioned prior art wheel assemblies, it is known to provide a support element in the front region of the pivot support for influencing the position of the pivot support in the event of accident forces in a frontal collision of the motor vehicle with a small width overlap. Summary of the Invention

[0005] The object of the present invention is to provide a wheel assembly of the type mentioned at the outset, which has further improved accident behavior in the event of a frontal collision with a motor vehicle obstacle with a small overlap in width.

[0006] This object is achieved according to the invention by a wheel assembly having the features of claim 1 and claim 9. Advantageous embodiments and expedient developments of the invention are the subject matter of the dependent claims.

[0007] The wheel assembly of the front wheel of a motor vehicle according to claim 1 comprises a pivot bearing, which is also commonly referred to as a wheel carrier or wheel support, which is supported on the vehicle side at a corresponding bearing point via an associated tie rod, guide rod or similar component, and a support element is arranged in its front area, which supports the position of the pivot bearing in the event of an accident-related force due to a frontal collision of the motor vehicle with an obstacle with a small width overlap.

[0008] In order to provide a wheel assembly with further improved accident performance, the invention provides for the support element to be arranged in the front region of the pivot support via a deformation and fracture zone. This support element, which may also be referred to as a deflector, is arranged, in particular, on the inside in the front region of the pivot support and has two main tasks: First, the support element stabilizes the impact position of the front wheel on the passenger compartment, thereby reducing the tendency of the front wheel to rotate inward about the vehicle's vertical axis or about the front wheel's steering axis. This is achieved by generating corresponding reaction forces on the inside and in front of the pivot support or components connected thereto (such as, in particular, the wheel rim, brake caliper, and brake disc), by means of the support element, which supports the front (e.g., against an intruding obstacle or collision object). In other words, the support element primarily reduces the large dispersion of the impact position of the wheel (including its wheel rim, brake caliper, brake disc, and, if necessary, other components) arranged on the pivot support on the passenger compartment, in particular in the transverse direction of the vehicle.

[0009] On the other hand, the support element is intended to reduce the resulting modular length of the pivot bearing and the front wheel, including its associated components (particularly the wheel rim, brake disc, and brake caliper), by allowing the support element to selectively deform the front region of the pivot bearing during the further course of the accident scenario and, if necessary, to selectively fracture the pivot bearing and / or connecting components through its lever action. In other words, the modular length, in particular, of the pivot bearing and its associated support element, is reduced at an appropriate point in the course of the accident scenario by causing the support element, acting as a lever arm, to deform or fracture the front region of the pivot bearing on the front inner side of the pivot bearing. This further stabilizes the impact position and orientation of the pivot bearing and its connected components relative to the passenger compartment during an accident scenario involving a frontal collision with an obstacle with minimal width overlap, and the formation of a critical modular length is avoided. This avoidance of a critical modular length has the particular advantage of reducing the load on the passenger compartment (and, in particular, the supported door sill), thereby reducing the risk of high structural intrusion.

[0010] In a further embodiment of the invention, it has been shown that it is advantageous for the pivot bearing to have a flange in the front region that projects inwardly relative to the central plate element, on which the support element is arranged. Alternatively, the region between the support element and the pivot bearing is arranged in the region of the inwardly projecting flange, thereby enabling the desired deformation and, if necessary, release of the support element from the pivot bearing during an accident scenario in a particularly effective manner. It should be noted that the deformation and breaking region or predetermined breaking point could theoretically also be implemented as a groove or similar structure. However, it must be taken into account that the minimum strength of the pivot bearing (including the front arm) up to the wheelbase guide arm connection is determined by operational strength requirements and cannot therefore be easily reduced. Therefore, a design in which the support element lever arm serves as the predetermined breaking trigger is advantageous.

[0011] Another advantageous embodiment of the invention provides that the support element is arranged as an extension of the pivot bearing in front of the wheel track link bearing point. If necessary, the support element can also be used to introduce corresponding forces into the pivot bearing via the wheel track link in order to stabilize the position and rotation of the pivot bearing in the initial phase of the accident-causing forces resulting from a frontal collision of the motor vehicle with an obstacle with a small width overlap.

[0012] Furthermore, it is advantageous if the support element projects inwardly relative to the rim of the front wheel. This allows the support element to bear directly against, for example, an obstacle or a collision object that intrudes upon the motor vehicle, generating a corresponding force that holds the pivot bearing in its desired orientation in the longitudinal direction of the vehicle.

[0013] Another advantageous embodiment provides that the support element is angularly configured. Thus, even when the support element is acted upon by unexpected forces, the forces can be introduced into the pivot bearing in an optimized manner.

[0014] Another advantageous embodiment of the invention provides that the leg of the support element connected to the pivot bearing extends at least substantially perpendicularly to the wheel axis. This allows a particularly advantageous moment to be introduced into the pivot bearing in order to maintain it as closely as possible in the longitudinal direction of the vehicle during an accident scenario.

[0015] The support element preferably extends at least substantially flat in the forward direction or is oriented obliquely upward. Thus, when the support element is subjected to an accidental force, the force can again be introduced into the pivot bearing in an optimized manner.

[0016] The support element can be designed either as a single piece with the pivot bearing or as an assembly part fixed to the pivot bearing. A single-piece design (especially as a cast component) allows for a particularly simple and cost-effective construction of the pivot bearing and the support element. A multi-piece design of the support element and pivot bearing assembly allows for, for example, economies of scale, so that different support elements can be used for different wheel assemblies.

[0017] The wheel assembly for the front wheel of a motor vehicle according to claim 9 comprises a pivot support for the front wheel, which is connected to the corresponding bearing point via an associated tie rod, link or the like.

[0018] In order to provide a wheel assembly with further improved accident performance, the present invention provides that a side sill located behind the front wheel in the vehicle longitudinal direction and / or a crash profile arranged within the side sill has a front end that is beveled over at least a portion of its cross-section, particularly from the front inner side to the rear outer side in the vehicle transverse direction. It is particularly advantageous if the front end of the side sill and / or the front end of the crash profile has an inner subregion that extends at least substantially parallel to the vehicle transverse direction, and the subregion beveled from the front inner side to the rear outer side adjoins the inner subregion on the outside. It is clear that the beveling of the side sill and / or the crash profile can occur not only from the front inner side to the rear outer side in the vehicle transverse direction, but also in other spatial directions.

[0019] Therefore, the side sill itself or the rigid longitudinal profile or so-called crash insert or crash profile can be chamfered within the side sill, at least in a partial outer region, to prevent the side sill from becoming detached from the passenger compartment. In particular, it is possible to allow the remaining wheel module to slip off the front edge of the sill (which may be reinforced by a reinforcement element / crash insert), thereby reducing the risk of the sill becoming detached.

[0020] The support element at the pivot bearing, which tends to cause the wheel module to move forward and inward, and the chamfered side sill, which tends to cause the wheel module to move rearward and outward, act in particular together here on the orientation of the wheel module.

[0021] A possible / preferred embodiment of the invention provides that the beveling of the longitudinal profile of the sill is only partially implemented (for example, only the outer chamber of the profile is extruded), so that the inner region retains its full longitudinal support force.

[0022] Further features of the invention are apparent from the claims, the drawings, and the description of the drawings. The features and feature combinations mentioned above in the description of the drawings and the features and feature combinations mentioned below in the description of the drawings and / or shown only in the drawings can be used not only in the respectively indicated combination but also in other combinations or alone. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present invention will be described in more detail below with reference to preferred embodiments and the accompanying drawings.

[0024] Figure 1 a perspective view of a portion of a wheel assembly showing a front wheel of a motor vehicle, shown in section, with a pivot bearing, which is supported at a corresponding bearing point of the motor vehicle via an associated tie rod, guide arm or the like, to which the relevant components of the front wheel (such as a brake disc, a brake caliper and a rim with the associated wheel) are fastened, and a support element is arranged in its front region for influencing the position of the pivot bearing in the event of an accident-related force due to a frontal collision of the motor vehicle with an obstacle with a small width overlap, and a side sill adjoining the front wheel rearwardly in the longitudinal direction of the vehicle, which side sill has an inclined section at the front end extending from the front inner side to the rear outer side;

[0025] Figure 2 Show the basis Figure 1 an inside perspective view of a wheel assembly;

[0026] Figure 3a 、 3b It shows that before the accident force is applied due to a frontal collision between a motor vehicle and an obstacle with a small width overlap, Figure 1 and Figure 2 A partial side view and a partial top view of a wheel assembly;

[0027] Figure 4 Shown with Figure 3b another top view of a similar wheel assembly, but in progress of an accident scenario, wherein an identifiable obstacle has intruded upon the motor vehicle; and

[0028] Figure 5a 、5b Shown with Figure 3b and Figure 4 Another top view of a similar wheel assembly and a partial inside perspective view of the wheel assembly in the further progression of the accident scenario, in which the front wheel has been displaced rearwards accordingly due to the accident force of the obstacle and the deformation / fracture point in the transition area of ​​the support element and the pivot support body can be clearly identified. DETAILED DESCRIPTION

[0029] exist Figure 1 and Figure 2 In each of the figures, a perspective view partially shows a wheel assembly of a front wheel 1 on a motor vehicle. Figure 1 Here, a sectional view of the front wheel 1 is shown along a horizontal section plane extending in the longitudinal direction or the transverse direction of the vehicle. Figure 2 The front wheel 1 is shown in a perspective view from below, from the inside to the outside, wherein the front wheel 1 is also shown in a section plane extending in the longitudinal direction or the transverse direction of the vehicle.

[0030] The front wheel 1 comprises a pivot bearing 2 , also called a wheel carrier or wheel support, to which a wheel rim 3 , which carries a wheel (not shown), is fastened by means of a wheel hub 4 .

[0031] In the rear region, a brake caliper 5 is arranged on the pivot bearing 2 , which brake caliper interacts with a brake disk 6 which is fastened to the wheel hub 4 .

[0032] Furthermore, the pivot bearing 2 comprises a plurality of bearing points 7, 8, 9, at each of which an associated tie rod, link or similar component is provided for supporting the front wheel 1 on the vehicle. A traction link 10 is shown, which is supported at bearing point 7 of the pivot bearing 2, and a transverse link 11, which is supported at bearing point 8 of the pivot bearing 2.

[0033] The wheelbase control arm 12 is supported at a bearing point 9 , which in turn is supported in the region of a support element, which will be described in greater detail below and which also belongs to the pivot bearing 2 .

[0034] The support element 13 is arranged on a front region of the pivot bearing 2 and is oriented forward in the longitudinal direction of the vehicle, proceeding from the pivot bearing 2 .

[0035] In addition, from Figure 1 and Figure 2As can be seen in the figure, the support element 13 is arranged in the front region of the pivot bearing 2 via a deformation and fracture region 14. Here, the pivot bearing 2 and the support element 13 are formed as one piece, for example as a metal cast component. Alternatively, however, it is also conceivable to form the support element 13 separately and then connect it to the pivot bearing 2 via a mechanical connection or a corresponding joining technique.

[0036] In this case, the pivot bearing 2 has a flange 16 in the front region, projecting toward the center of the vehicle or inward relative to the central plate element 15 that receives the wheel hub 4. The support element 13 is arranged on this flange. Thus, the flange 16 also forms part of the deformation and breaking region 14, the function of which will be explained in more detail below. The flange 16 (which is at least substantially U-shaped and surrounds the plate region 15 at the top) also has corresponding bearing points 7, 8 for the transverse link 11 and the traction arm 10.

[0037] Figure 3a and Figure 3b The partial side view and the partial top view respectively show the front collision of the motor vehicle with the obstacle with a small width overlap. Figure 1 and Figure 2 Here, in particular Figure 3a As can be clearly seen in the figure, the support element 13 here extends at least essentially horizontally and flatly in the forward direction, or is oriented obliquely upwards. If the support element 13 is oriented slightly upwards and forwards and optionally slightly turned upwards, then at the relevant blocking moment (i.e., in the event of an accidental rearward displacement of the wheel 1), a horizontal orientation of the support element 13 is achieved.

[0038] from Figure 3a , it can also be seen that the support element 13 surrounds the pivot bearing 2 and the central plate element 15 on the outside at the front. Therefore, the deformation and fracture area 14 of the support element 13 also extends towards the pivot bearing 2 to the outside of the pivot bearing 2.

[0039] Finally, from Figure 3a Also can see the McPherson type damping strut 17 in the drawing, this damping strut can also receive power in the mode of guide rod in the traction link type axle here. Therefore, the damping strut 17 is supported on the corresponding bearing position of the pivot bearing 2 in the upper area of ​​the pivot bearing.

[0040] from Figure 3b It can also be seen that the support element 13 is of angular design, having a leg 18 connected to the pivot bearing 2 (which extends at least essentially perpendicularly to the wheel axis R of the front wheel) and a relatively bent leg 19 (which projects with its front end on the inside relative to the rim 3 of the front wheel 1).

[0041] Now, according to Figure 4 (This figure shows the partial top view according to Figure 3b wheel assembly), when the motor vehicle and the obstacle (in Figure 4 In a frontal collision with a small overlap (schematically shown in FIG), the front wheel strikes an obstacle 20 head-on, damaging the tire of the front wheel 1. The support element 13 then contacts the obstacle 20 with its front leg 19. The front end of the leg 19 of the support element 13 thus supports the inner edge of the wheel well 21 of the wheel rim 3, or the relatively soft inner wheel well 21 of the wheel rim, and thereby builds up a supporting force against the intruding obstacle or obstacle 20. Consequently, the support element 13 generates a stabilizing reaction force on the inner side of the pivot support 2, stabilizing the movement of the pivot support 2 rearward toward the front end of the side sill 22 and reducing the tendency of the front wheel 1 to rotate inward toward the center of the vehicle at its rear end.

[0042] In particular, it is to be achieved that the axle links (i.e. the track links 12 and the transverse links 11) are prematurely deactivated from the pivot bearing 2, for example by their corresponding disengagement. Furthermore, it is to be achieved that the brake caliper 5 strikes the front end of the side sill 22 as far out as possible. Figure 4 The front wheel 1 shown displaced rearwards due to impact with an obstacle 20 maintains its orientation at least substantially in the longitudinal direction of the vehicle, or the wheel assembly is in an inclined position with the rear portion being further outwards than the front portion.

[0043] With the help of Figure 5a and Figure 5b , here and Figure 3b and Figure 4 In a similar partial top view or in the inside perspective view, it can be seen that in the further course of the accident scene, the deformation and fracture region 14 (i.e. the transition region between the support element 13 and the pivot bearing 2) is first deformed in a targeted manner and in the further course of the deformation is separated from the pivot bearing 2 by fracture or the like. Figure 4 In comparison, according to Figure 5a Due to the toggle action of the support element 13 , a discernible outward lateral force action occurs (and optionally a clockwise rotation of the support element 13 relative to the pivot bearing 2 ).

[0044] By this deformation of the support element 13 relative to the pivot bearing 2 or the subsequent (possibly complete) release of the support element 13 from the pivot bearing 2, in particular the length of the assembly of the pivot bearing 2 and the support element 13 is reduced, thereby also relieving the passenger compartment in the area of ​​the front wheels in the further course of the accident scenario. Figure 5bIn particular, two regions 23 , 24 of the flange 16 are marked in this case, in which the support element 13 is pivoted inwardly in the clockwise direction relative to the pivot bearing 2 and optionally disengaged.

[0045] In addition, especially from Figure 1 、 Figure 2 and Figure 5a 1, a crash profile 26 is integrated into the cavity of the side sill 22, which is located behind the front wheel 1 in the longitudinal direction of the vehicle and is itself arranged as an insert in the cavity of the side sill 25. Here, the crash profile 26 is designed as a metal extruded profile, for example.

[0046] The front end 27 of the side sill 22 and / or the front end 28 of the crash profile 26 are beveled in the vehicle transverse direction from the front inner side to the rear outer side in an outer subregion 29 of the cross section. In this embodiment, this can be seen at the front end 28 of the crash profile 26. In contrast, the inner subregion 30 of the front ends 27, 28 of the side sill 22 and / or crash profile 26 is oriented substantially parallel to the vehicle transverse direction. In this case, this subregion 30 is visible at the front end of the crash profile 26. The subregion 29, which is beveled from the front inner side to the rear outer side, adjoins the inner subregion 30 on the outside. In this case, the inner subregion 30 is formed, for example, by the innermost chamber of the extruded profile 26 and remains unbeveled, so that the bevel of the outer subregion 29 extends outward from the second innermost chamber. Obviously, the bevel of the side sill 22 and / or crash profile 26 can be made not only from the front inner side to the rear outer side in the vehicle transverse direction, but also in other spatial directions.

[0047] The beveling of the outer partial area 29 of the side sill 22 or the crash profile 26 reduces the tendency of the sill to detach in the event of a front wheel 1 impacting the front end of the side sill 22, so that the side sill cannot detach, for example, due to a failure of the connection technology to the rest of the vehicle body and / or, for example, an existing high-pressure accumulator.

[0048] Reference Signs List

[0049] 1 front wheel

[0050] 2 Pivot support

[0051] 3 rims

[0052] 4 wheels

[0053] 5 brake calipers

[0054] 6 brake discs

[0055] 7 Supporting parts

[0056] 8 Supporting parts

[0057] 9 Supporting parts

[0058] 10 traction rod

[0059] 11 Transverse guide rod

[0060] 12 wheelbase guide rod

[0061] 13 Support elements

[0062] 14 Deformed and / or fractured areas

[0063] 15 board area

[0064] 16 flange

[0065] 17 Vibration-damping struts

[0066] 18 Legs

[0067] 19 Legs

[0068] 20 Obstacles

[0069] 21 Rim flange

[0070] 22 Side sill

[0071] 23 regions

[0072] 24 regions

[0073] 26 collision profiles

[0074] 27 Front-end

[0075] 28 Front-end

[0076] 29 External areas

[0077] 30 Internal areas

Claims

1. A wheel assembly for a front wheel (1) of a motor vehicle, comprising a pivot support (2) which is connected at corresponding bearing locations (7, 8, 9) via associated tie rods, guide rods (10, 11, 12) or the like, and a support element (13) is arranged in the front region of the pivot support for influencing the position of the pivot support (2) in the event of an accidental force due to a frontal collision of the motor vehicle with an obstacle (20) with a small width overlap, characterized in that The support element (13) is arranged at the front region of the pivot bearing (2) via a deformation and breaking region (14).

2. The wheel assembly according to claim 1, wherein: The pivot bearing (2) has in the front region a flange (16) which projects inwardly relative to the central plate element (15) and on which the support element (13) is arranged.

3. The wheel assembly according to claim 1 or 2, characterized in that: A bearing point (9) for a wheelbase control arm (12) is arranged on the supporting element (13).

4. Wheel assembly according to any one of the preceding claims, characterized in that The support element (13) projects on the inside relative to the rim (3) of the front wheel (1).

5. Wheel assembly according to any one of the preceding claims, characterized in that The supporting element (13) is angular in design.

6. Wheel assembly according to any one of the preceding claims, characterized in that The leg (18) of the support element (13) connected to the pivot bearing (2) extends at least substantially perpendicularly to the wheel axis (R).

7. Wheel assembly according to any one of the preceding claims, characterized in that The support element (13) extends at least substantially flat in the forward direction or is oriented obliquely upward.

8. Wheel assembly according to any one of the preceding claims, characterized in that The support element (13) is constructed integrally with the pivot bearing (2) or is arranged as a mounting component on the pivot bearing (2).

9. A wheel assembly for a front wheel (1) of a motor vehicle, comprising a pivot bearing (2) which is connected at corresponding bearing points (7, 8, 9) via associated tie rods, guide rods (10, 11, 12) or the like, in particular a wheel assembly according to the preamble of claim 1, characterized in that A side sill (22) following the front wheel (1) in the longitudinal direction of the vehicle and / or a crash profile (26) arranged inside the side sill (22) has a front end (27, 28) which is configured to be beveled from the front inner side to the rear outer side in at least a portion (29) of the cross section, in particular in the transverse direction of the vehicle.

10. Wheel assembly according to any one of the preceding claims, characterized in that The front end (27) of the side sill (22) and / or the crash profile (26) has an inner partial region (30) which extends at least substantially parallel to the vehicle transverse direction and is connected to the outer side by an inner partial region (29) which is beveled from the front inner side to the rear outer side.

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