Wheel carrier for the wheel suspension of a vehicle

Abstract

Wheel carrier (10) for the wheel suspension of a vehicle, comprising an axle section (20) for connecting an axle journal and at least one link section (30) for connecting a link, wherein a connection section (40) for connecting a brake device is arranged between the axle section (20) and the at least one link section (30), where a force-transmitting first reinforcing rib (42) extends between the connecting section (40) and the axle section (20), and a force-transmitting second reinforcing rib (44) extends between the connecting section (40) and the at least one link section (30), wherein a surface section (50) extends at least partially from the first reinforcing rib (42) against the axle section (20), characterized by the fact that . that the area between the two reinforcing ribs (42, 44) is formed as a breakthrough (41) which is bounded by a third reinforcing rib (46) which extends between the axle section (20) and the link section (30).

Description

[0001] The present invention relates to a wheel carrier for the wheel suspension of a vehicle according to the preamble of claim 1.

[0002] Such a wheel carrier is known from DE 10 2010 023 231 A1.

[0003] Wheel carriers for vehicle suspension are generally known. They serve to attach a wheel to a vehicle. This can be done in a steerable or rigid manner. Accordingly, known wheel carriers have at least one axle section for connecting a wheel's axle stub. Furthermore, known wheel carriers have a linkage section for connecting a linkage, so that transverse arms, longitudinal arms, or tie rods can be connected to the wheel carrier. It is also known that, in known wheel carriers, additional devices, e.g., a brake system, can be attached to the wheel carrier via a connection section between the axle section and the linkage section. Such brake systems include, for example, drum brakes or disc brakes. They must also be attached to the wheel carrier. This is usually done by bolts, screws, or rivets.Accordingly, force is transmitted between the individual sections, namely the connecting section, the axle section, and the at least one link section. For example, DE 103 36 798 A1 shows such a wheel carrier. STATE OF THE ART

[0004] A disadvantage of known wheel carriers is that relatively high forces must be transmitted between the individual sections. In particular, the braking force is supported by the connection section for the brake device against the axle section or the steering linkage section. Accordingly, sufficient mechanical stability must be ensured to transmit these forces without damaging the wheel carrier. In known wheel carriers, this is achieved through a corresponding material thickness. However, the disadvantage of this high material thickness is the high weight and the costly material expenditure. For example, DE 103 36 798 A1 has already proposed a solution that uses reinforcing ribs to achieve a reduction in material.However, this was previously only achievable with a reduction in mechanical stability, meaning that such solutions could only be used in application situations with reduced mechanical stability requirements.

[0005] It is an object of the present invention to at least partially overcome the disadvantages described above. In particular, it is an object of the present invention to achieve a weight reduction in a simple and cost-effective manner while maintaining or even improving the mechanical stability of the wheel carrier with respect to the connection section. REVELATION OF THE INVENTION

[0006] The foregoing problem is solved by a wheel carrier having the features of claim 1.

[0007] In a wheel carrier according to the invention for the wheel suspension of a vehicle, at least one section is provided for connecting an axle journal. Furthermore, this wheel carrier has at least one link section for connecting a link, wherein a connection section for connecting a brake device is arranged between the axle section and the at least one link section, wherein a force-transmitting first reinforcing rib extends between the connection section and the axle section, and a force-transmitting second reinforcing rib extends between the connection section and the at least one link section. Furthermore, a surface section extending from the first reinforcing rib bears at least partially against the axle section.

[0008] A wheel carrier according to the invention serves to reduce the weight of the entire wheel carrier. This is achieved by concentrating the necessary force transmission between the individual sections, in particular the force transfer from the connection section to the axle section and to the linkage section. This force concentration is achieved by the formation of force-transmitting reinforcing ribs. Compared to the other, more planar structure of the wheel carrier, these ribs have a reinforced or thickened cross-section. They are oriented in such a way that they correlate with the force direction that can be defined as the main transmission direction between the individual sections. Accordingly, a force-transmitting reinforcing rib is understood to be a section of the wheel carrier that, in particular, bears the main loads of the force transmission between the individual sections.

[0009] According to the invention, a breakthrough is provided between the reinforcing ribs. By concentrating the force transmission onto the reinforcing ribs, the adjacent area, i.e., the section between the reinforcing ribs, is relieved of stress. This relief can lead to a significant reduction in material and be used to create the breakthrough according to the invention.

[0010] However, to prevent a reduction in mechanical stability due to the reduction in material, the reinforcing rib is additionally supported against the axle section. This support is not for primary force transmission, but only for secondary improvement of mechanical stability. This applies particularly to torsional loads, twisting, or rotation, which can occur between the axle section and the connecting section, especially during braking. Accordingly, this surface section is not a reinforcing rib, but rather a thin surface section, which can also be described as a skin section. The cross-section of this surface section is therefore significantly reduced compared to a reinforcing rib and is thus designed only for lower forces and / or different force directions for force transmission.

[0011] The individual sections have corresponding embodiments adapted for connecting the respective described component. For example, the axle section can have a through-hole or a blind hole into which the axle journal can be inserted or mounted. The same applies to the linkage section, which can also have a bore in which the linkage section can be rotatably mounted. The connection section for attaching the brake device is also preferably adapted to the type of connection used for the brake device. Screw, rivet, or bolt connections can also be used here. Other connection options are also conceivable for all sections of a wheel carrier according to the present invention.

[0012] While the reinforcing ribs serve as the primary force transmission components between the individual sections, the surface section is preferably required in specific operating situations. For example, it serves to transmit torsional loads between the individual sections, particularly during braking. The support is provided primarily between the first reinforcing rib and the axle section. Naturally, the surface section can extend over the entire first reinforcing rib, i.e., it can be arranged or hinged laterally to the entire first reinforcing rib. At its opposite end, the surface section bears at least partially against the axle section. Since wheel carriers typically have other components spaced apart from the axle section, additional reinforcing ribs preferably extend from the axle section as well.Thus, in addition to the support against the axle section, it is also possible for the surface section to be further supported against such additional reinforcing ribs.

[0013] The surface area is preferably reduced in terms of material consumption and adapted to the actual torsional loads or other special loads that occur. Accordingly, the cross-section can be significantly smaller compared to the cross-section of the reinforcing ribs. The basic geometric shape can also preferably be web-like and thus shear-triangle in shape between the reinforcing rib and at least partially the axial section.

[0014] A wheel carrier according to the invention is preferably designed with respect to its individual construction sections such that it can be formed as a cast component. This results in all individual sections, in particular the axle section, the linkage section, the connecting section, the reinforcing ribs, and the surface section, having corresponding draft angles. Large changes in thickness are to be avoided at the transitions between the individual components in order to prevent residual stresses during the cooling of the wheel carrier made of cast material.

[0015] According to the invention, the area between the two reinforcing ribs is designed as a cutout, which is in particular bounded by a third reinforcing rib extending between the axle section and the linkage section. To further reduce the weight of a wheel carrier according to the invention, the unloaded area between the reinforcing ribs can be designed to be completely or substantially completely material-free through the cutout. This reduces the weight and the required amount of material. This cutout can also be used to route electronic cables or electrical leads, which, for example, must correspond to the braking device. Furthermore, the provision of the third reinforcing rib allows for further bundling and thus a substantially complete force transmission between the individual sections, i.e., the linkage section, the axle section, and the connection section.In other words, the third reinforcing rib completely redirects the force transmission around the opening. The opening is thus bounded on all sides by a reinforcing rib each – the first, the second, and the third. Preferably, similar cross-sectional profiles are selected for the individual reinforcing ribs. However, it is also possible for the individual reinforcing ribs to have different profiles, which are specifically adapted to the expected mechanical loads during the wheel carrier's operation. For example, the individual reinforcing ribs can have different cross-sectional thicknesses, depending on the expected mechanical load during operation. When arranging the individual reinforcing ribs, the angles are preferably chosen such that all reinforcing ribs contribute to force transmission.This, in particular, avoids arranging individual reinforcing ribs in a zero-load position, i.e., without or essentially without a force transmission function. The individual reinforcing ribs are preferably essentially straight and, together with the third reinforcing rib, preferably form a triangle. Material-bearing zero lines or material-bearing zero surfaces, i.e., areas of the wheel carrier that can be defined with low or no expected mechanical loads, are preferably designed with minimal material expenditure or even as a complete cutout.

[0016] It is further advantageous if, in a wheel carrier according to the invention, a transverse reinforcing rib extends between the third reinforcing rib and the connection section. In specific operating situations, the three provided reinforcing ribs may not be sufficient to withstand the special operating conditions with regard to mechanical loads. Accordingly, a transverse reinforcing rib, as an extension of the truss structure, can provide security in such additional operating situations. Particularly in vehicles where high mechanical loads on the wheel carrier are expected, such a transverse reinforcing rib can provide sufficient mechanical stability despite material reduction and the associated weight savings.

[0017] It is also advantageous if, in a wheel carrier, the surface section outside the area between the two reinforcing ribs is at least partially supported against the axle section. As already explained, this surface section serves for additional support, e.g., for the transmission of torsional or rotational loads. Accordingly, the orientation of the surface section is preferably adapted to the expected main direction of such torsional loads. Such a surface section is preferably supported against the axle section on the outside of the first reinforcing rib. If an opening according to the invention is located between the reinforcing ribs, this opening is, by definition, arranged within the reinforcing ribs, so that the outer support of the surface section takes place on the opposite side of the first reinforcing rib.

[0018] It is also advantageous if, in a wheel carrier according to the invention, the surface section has a triangular or substantially triangular basic shape. This results in a web-like structure of the surface section, the geometric shape of which is specifically adapted to the expected main load on this surface section. Excess material, particularly areas expected to be unloaded or only lightly loaded during operation, is thus avoided. The length and width of the surface section are preferably significantly greater than its thickness. The surface section thus provides, so to speak, a shear triangle, which offers additional mechanical stability for the wheel carrier.

[0019] It can also be advantageous if, in a wheel carrier according to the invention, the surface section has at least one of the following geometric shapes in cross-section, at least in sections: - Concave curvature - Double concave curvature - Convex curvature - Doubly convex curvature - Mixed concave-convex curvature

[0020] The preceding list is not exhaustive. The surface section generally has a planar extent, such that its length and width are significantly greater than its thickness. The individual curvatures refer specifically to the curvature of the surface of the respective surface section. Both surfaces can be curved in the same direction or exhibit different curvatures. Naturally, curved surfaces on one side with at least partially flat surfaces on the other side of the surface section are also possible within the scope of the present invention. Convex and concave curvatures allow for additional adaptation to the expected mechanical stresses with regard to torsion or rotation.This allows for further adjustment and, consequently, further concentration of force transmission across the surface area, thus avoiding excess material, for example, through convex or concave surface curvature. In addition to improving mechanical stability, this also reduces weight and therefore costly material consumption.

[0021] A further advantage is that, in a wheel carrier according to the invention, the first reinforcing rib forms an angle of approximately 90° ± 20° with the adjoining surface section. This means that, in the lateral cross-section, the first reinforcing rib connects to the surface section at an angle, particularly an acute angle. The transmission of forces between these two sections, i.e., the surface section and the first reinforcing rib, is thus improved. In particular, this method ensures a clear separation between the primary force transmission via the first reinforcing rib and the secondary force transmission function of the adjoining surface section.The force transmission direction is thus clearly separated, so that unwanted force transmission from primary force situations across the surface section and any associated potential overloading of the surface section can be essentially ruled out. The rib is preferably formed in a wheel carrier according to the invention with a thickness greater than or equal to approximately 4.5 mm. The surface section has a ratio to the rib wall thickness of approximately 1:1.3.

[0022] It can also be advantageous if, in a wheel carrier according to the invention, the first reinforcing rib forms an angle of less than or equal to approximately 100° with the second reinforcing rib, and in particular with all reinforcing ribs. This also results in improved force distribution within the framework provided by the reinforcing ribs. This applies in particular to the provision of a transverse reinforcing rib. If three reinforcing ribs are located within the connection between the individual sections, they all form an angle of substantially less than or equal to approximately 100° with each other. The total angle of a triangle of 180° must, of course, be taken into account, provided that the individual reinforcing ribs extend substantially in a straight line. In a wheel carrier according to the invention, the individual ribs are preferably longer than approximately 15 mm.

[0023] A further advantage is achieved when, in a wheel carrier according to the invention, the surface section extends from the first reinforcing rib in the region of its upper end, lower end, or middle. Because the surface section has a smaller thickness than the first reinforcing rib, an offset connection is possible. This connection is also preferably adapted to the expected load conditions during the wheel carrier's operation. An oblique extension away from the reinforcing rib is also possible.

[0024] Furthermore, it can be advantageous if, in a wheel carrier according to the invention, the handlebar section is designed for the connection of at least one of the following handlebars: - trailing arms - Control arm - Suspension arm - Track control arm

[0025] The preceding list is not exhaustive. The individual handlebars can, of course, also be used in combination with one another. The connection section preferably refers to only one handlebar section and, accordingly, to the connection of one of the aforementioned handlebars. PREFERRED EXAMPLE OF EXECUTION

[0026] Further embodiments of the invention are illustrated in the figures. They show schematically: Fig. 1 a first embodiment of a wheel carrier according to the invention, Fig. 2 a second embodiment of a wheel carrier according to the invention, Fig. 3a a cross-section of a first embodiment of a surface section, Fig. 3b a cross-section of a further embodiment of a surface section, Fig. 3c a cross-section of a further embodiment of a surface section, Fig. 3d a cross-section of another embodiment of a surface section, Fig. 4 in the lateral cross-section the angle between the first reinforcing rib and the surface section, Fig. 5 a first angle in the embodiment of the Fig. 1 and Fig. 2, Fig. 6 a second angle in the embodiment of the Fig. 1 and Fig. 2 and Fig. 7 a lateral cross-section through the embodiment of the Fig. 1 and Fig. 2 with different positions of the area section.

[0027] In Fig. Figure 1 schematically illustrates a first embodiment of a wheel carrier 10 according to the invention. A multitude of individual sections, which can be seen here as bores and surfaces subsequently produced by machining, are not considered in detail. Instead, reference is made to the upper-oriented link section 30 and the centrally arranged axle section 20. The axle section was machined and serves to mount a wheel axle journal. A transverse control arm, for example, can be arranged above it on the link section 30, which was also prepared for connection by machining. A connection section 40 for attaching a brake device, e.g., a brake caliper, is provided between the axle section 20 and the link section 30.

[0028] Again Fig. As can be clearly seen in Figure 1, a first reinforcing rib 42 extends between the axle section 20 and the link section 30, and a second reinforcing rib 44 extends between the link section 30 and the connection section 40. Furthermore, the link section 30 and the axle section 20 are connected to each other by a third reinforcing rib 46, thus transmitting force. A cutout 41 is provided between the three reinforcing ribs 42, 44, and 46 to reduce material and weight.

[0029] To ensure that, in addition to the concentration of force transmission by the individual reinforcing ribs 42, 44 and 46, sufficient mechanical stability is also provided, particularly with regard to torsional or rotational loads, a surface section 50 is provided over which the first reinforcing rib 42 is supported at least partially against the axis section 20 and also partially against the fourth reinforcing rib 48.

[0030] In Fig. Figure 2 shows that a transverse reinforcing rib 43, shown here in a dashed line, can also be provided through the opening 41. This is preferably designed to cushion additional mechanical load situations.

[0031] The Fig. Figures 3a to 3d show four different cross-sectional shapes of the surface sections 50. Thus, in Fig. 3a a possibility of a concave-convex curvature is provided, while Fig. Figure 3c shows a double-concave formation of surface section 50. Fig. 3D shows a doubly convex formation of the surface section during Fig. Figure 3b shows a variant with essentially flat surfaces of area section 50.

[0032] In Fig. Figure 4 shows the angle between the first reinforcing rib 42 and the hinged surface section 50 as angle α. This is preferably in the range of 90° ± 20°.

[0033] The Fig. 5 and Fig. Figure 6 shows the angular relationships of the individual reinforcing ribs 42, 44, and 46 to each other. These angles, in particular angle β and angle γ, are in the range of less than approximately 100°. In this embodiment, the essentially triangular arrangement of the individual reinforcing ribs 42, 44, and 46 to each other must also be taken into account. This results in a truss structure in which all individual members, i.e., the individual reinforcing ribs 42, 44, and 46, are advantageously mechanically coupled to one another in a force-transmitting manner.

[0034] Fig. Figure 7 shows a schematic cross-section through the wheel carrier 10 according to the invention. It is clearly visible that the surface section 50 can be arranged in different positions. For example, it can be located at the lower end of the first reinforcing rib 42, in the middle region of the first reinforcing rib 42, or at the upper end of the first reinforcing rib 42. In the cross-section of the Fig. 7 the first reinforcing rib 42 is hidden by the cross-section through the connection section 40. Reference symbol list 10 bike carriers 20 axle section 30 Handlebar section 40 Connection section 41 Breakthrough 42 first reinforcing rib 43 Cross-reinforcing rib 44 second reinforcing rib 46 third reinforcing rib 48 fourth reinforcing rib 50 Area section α Angle between the first reinforcing rib and the surface section β Angle between the first and second reinforcing rib γ angle between the first and third reinforcing rib

Claims

[1] Wheel carrier (10) for the wheel suspension of a vehicle, comprising an axle section (20) for connecting an axle journal and at least one link section (30) for connecting a link, wherein a connection section (40) for connecting a brake device is arranged between the axle section (20) and the at least one link section (30), where a force-transmitting first reinforcing rib (42) extends between the connecting section (40) and the axle section (20), and a force-transmitting second reinforcing rib (44) extends between the connecting section (40) and the at least one link section (30), wherein a surface section (50) extends at least partially from the first reinforcing rib (42) against the axle section (20), characterized by , that . that the area between the two reinforcing ribs (42, 44) is formed as a breakthrough (41) which is bounded by a third reinforcing rib (46) which extends between the axle section (20) and the link section (30). [2] Wheel carrier (10) according to claim 1, characterized by , that a transverse reinforcing rib (43) extends between the third reinforcing rib (46) and the connecting section (40). [3] Wheel carrier (10) according to any of the preceding claims, characterized by , that the surface section (50) outside the area between the first reinforcing rib (42) and the second reinforcing rib (44) is at least partially supported against the axial section (20). [4] Wheel carrier (10) according to any of the preceding claims, characterized by , that the area section (50) has a triangular basic shape. [5] Wheel carrier (10) according to any of the preceding claims, characterized by, that the surface section (50) has at least one of the following geometric shapes in cross-section, at least section by section: - Concave curvature - Double concave curvature - Convex curvature - Doubly convex curvature - Mixed concave-convex curvature [6] Wheel carrier (10) according to any of the preceding claims, characterized by , that the first reinforcing rib (42) with the subsequent surface section (50) encloses an angle in the range of 90° ± approx. 20°. [7] Wheel carrier (10) according to any of the preceding claims, characterized by , that the first reinforcing rib (42) and the second reinforcing rib (44) each form an angle of less than or equal to approximately 100°. [8] Wheel carrier (10) according to any of the preceding claims, characterized by, that, viewed in the direction of the cross-section of the first reinforcing rib (42), the surface section (50) originates from the first reinforcing rib (42) in the area of ​​the upper end, in the area of ​​the lower end or in the area of ​​the middle of the first reinforcing rib (42). [9] Wheel carrier (10) according to any of the preceding claims, characterized by , that the handlebar section (30) is designed for the attachment of at least one of the following handlebars: - trailing arms - Control arm - Suspension arm - Track control arm

Images