Articulated joint for transmitting a steering movement to a wheel of a vehicle

Abstract

A joint for transmitting a steering movement to a wheel (12) of a vehicle, comprising a steering knuckle (2) having a first receiving opening (4) for receiving a strut tube and having a second receiving opening (5) for receiving a wheel bearing, wherein the wheel (12) can be coupled to the steering knuckle (2), and a steering lever (3) connected to the steering knuckle (2), which is provided for receiving and transmitting the steering movement to the steering knuckle (2), wherein the steering lever (3) is designed to be flexible so that it can be deflected elastically relative to the steering knuckle (2), wherein the steering knuckle (2) is made of a different material than the steering lever (3), wherein the material of the steering lever (3) is more flexible than the material of the steering knuckle (2), wherein the steering lever (3) has a curved lever section (9), and wherein the steering lever (3) has a base (6) via which the steering lever (3) is connected to the steering knuckle. (2) is connectedand wherein the curved lever section (9) has a rectangular cross-section over its extent, having a height (b) extending perpendicular to a bending plane (A) and a width (c) extending within the bending plane (A), the height (b) of the cross-section being greater than its width (c), and wherein the rectangular cross-section of the curved lever section (9) extends into the base (6) of the steering lever (3), the base (6) being thickened relative to the curved lever section (9) via a cross-sectional step extending in a direction of the width (c), the thickening being directed towards a free end (7) of the steering lever (3), and wherein the cross-section of the curved lever section (9) tapers towards the free end (7) of the steering lever (3).

Description

[0001] The present invention relates to an articulated connection for transmitting a steering movement to a wheel of a vehicle.

[0002] US 1 642 063 A deals with a braking and steering mechanism, wherein a brake is arranged on each steering knuckle. GB 276 781 A deals with improvements to the steering mechanism of vehicles, disclosing a lever that can be connected to rods on both sides via ball joints, wherein a thickened area is provided that has toothings that interact with corresponding mating toothings of the steering knuckle.

[0003] DE 12 34 546 A discloses a steering device for motor vehicles with a steering linkage arranged in the form of a parallelogram, which includes a one-piece intermediate steering lever fastened to a part of the frame or the body and articulated to the transverse linkage, which intermediate steering lever is designed to be resilient and is rigidly fastened to the part of the frame or the body.

[0004] JP H03 - 21 566 A deals with the manufacture of a wheel support arm, showing a curved arm.

[0005] EP 2 489 530 A1 relates to a wheel carrier for connecting a vehicle wheel to a vehicle with a steering lever whose proximal end is connected to the wheel carrier. The steering lever has a higher transverse elasticity than the rest of the wheel carrier. A cantilever element, in which a bore is provided, is arranged on the wheel carrier. A coupling device is provided to connect the cantilever element to the steering lever, so that the transverse elasticity of the steering lever is variable. The coupling device has a pin that is mounted for longitudinal displacement in the bore of the cantilever element. The pin is actuated by an actuator attached to the cantilever element. A coil spring is arranged between the actuator and the pin. Depending on the position of the coupling device, an adjustable steering behavior of the vehicle is thus achieved.For example, smooth steering behavior can be achieved at high vehicle speeds by transferring the coupling device to the active position. The steering lever extends linearly from its connection point towards its free end, wherein the steering lever has a circular arc-shaped material recess symmetrical to the longitudinal axis on both narrow sides, which is suitable for avoiding notch effects when the steering lever is subjected to bending stress in the transverse direction. Furthermore, a receiving opening for accommodating a wheel bearing, as well as an upper bracket and a lower bracket, with which the wheel carrier can be connected to the vehicle body, are disclosed. It is also disclosed that the steering lever as a whole could be designed such that it has a relatively high transverse elasticity compared to the rest of the wheel carrier.

[0006] In multi-axle, non-rail vehicles, the direction of travel is determined by the relative position of the wheels. Directional changes are initially initiated by a steering movement, which subsequently alters the relative position of the wheels. Modern vehicles are expected to provide agile and smooth handling when cornering at low to medium speeds. In contrast, maximum stability should be maintained at high speeds. This is important because overly direct steering behavior can quickly lead to critical or even uncontrollable driving conditions.

[0007] The speed at which the steering movement occurs is therefore particularly important for handling in four- and multi-wheeled vehicles. In this context, it is important to find a suitable balance between agility and stability to meet the high demands of agility, comfort, and safety. This is essentially a compromise, usually consisting of a low steering ratio (agility) and an increased tendency toward understeering (stability).

[0008] Front-wheel drive vehicles, in particular, have only limited potential for understeer. This is due to their design, as their steering gears are usually located behind the center of gravity of the front wheels. Other solutions to increase the tendency to understeer include the use of rubber parts within the steering chain. However, their use causes hysteresis within the steering system, which leads to inaccurate interaction between the steering components.

[0009] The abstract of JP H11-208 501 A discloses an articulated joint for transmitting a steering movement to a wheel of a vehicle. This joint comprises a steering knuckle with a steering lever mounted thereon. To increase the rigidity of the steering lever in the horizontal plane, its width, relative to its cross-section, exceeds its height.

[0010] US Pat. No. 6,419,250 B1 discloses a one-piece articulated joint, which also includes a steering lever designed to transmit a steering movement to a wheel of the vehicle. The steering lever itself is rigid, and it and the steering knuckle of the articulated joint form a single forged part.

[0011] DE 101 08 499 A1 also shows a joint for a vehicle with a steering lever. The steering lever is rigid and coupled to the steering knuckle by means of a screw connection.

[0012] US Pat. No. 4,458,915 A discloses a joint for a vehicle comprising a steering knuckle with a steering lever mounted thereon. To minimize the transmission of wheel vibrations to the steering, the use of a compliance element within the wheel suspension is proposed. The use of the compliance element enables a limited forward and backward movement of the axle hub relative to the vehicle.

[0013] EP 1 785 335 B1 discloses an articulated connection for transmitting a steering movement to a wheel of a vehicle. The articulated connection comprises a steering knuckle with a flexible steering lever arranged thereon. The steering lever, which can be connected to a steering linkage, is designed to be flexible so that it can be elastically deflected relative to the steering knuckle. For this purpose, the steering lever is made of a different material than the steering knuckle and is only subsequently connected to the steering knuckle. In this way, when a certain lateral force load is reached, the steering lever bends relative to the steering knuckle, which increases the desired understeer of the vehicle.

[0014] As a result, the tendency to understeer in a vehicle equipped in this way is significantly improved without any concern about a deterioration in steering accuracy. Furthermore, overall stability in the vehicle's handling is improved. However, the required individual production and subsequent connection of the steering knuckle and steering arm, as well as their alignment, entails increased manufacturing effort. Furthermore, the steering arm must be capable of transmitting high forces precisely and safely, as well as exhibiting sufficient responsiveness. Therefore, a fundamental compromise exists in the design of the steering arm with regard to its rigidity against varying force applications.

[0015] Against this background, the present invention is based on the object of improving a joint connection of the aforementioned type and a flexible steering lever for such a joint connection in such a way that they enable a finer adjustment with regard to the stiffness of the steering lever and the fatigue strength behavior against high force attacks.

[0016] The problem is solved by an articulated connection having the features of claim 1.

[0017] A joint for transmitting a steering movement to a wheel of a vehicle is shown, comprising a steering knuckle having a first receiving opening for receiving a spring strut tube and having a second receiving opening for receiving a wheel bearing, wherein the wheel can be coupled to the steering knuckle and a steering lever connected to the steering knuckle, which is provided for receiving and transmitting the steering movement to the steering knuckle, wherein the steering lever is designed to be flexible so that it can be elastically deflected relative to the steering knuckle, wherein the steering knuckle is formed from a different material than the steering lever, wherein the material of the steering lever is more flexible than the material of the steering knuckle, wherein the steering lever has a curved lever section, and wherein the steering lever has a base via which the steering lever is connected to the steering knuckle,and wherein the curved lever section has a rectangular cross-section over its extent, which has a height extending perpendicular to a bending plane and a width extending within the bending plane, wherein the height of the cross-section is greater than its width, and wherein the rectangular cross-section of the curved lever section extends into the base of the steering lever, wherein the base is thickened relative to the curved lever section via a cross-sectional jump extending in a width direction, wherein the thickening faces a free end of the steering lever, and wherein the cross-section of the curved lever section tapers towards the free end of the steering lever.

[0018] Further, particularly advantageous embodiments of the invention are disclosed in the dependent claims. The description further characterizes and specifies the invention, particularly in conjunction with the figures.

[0019] As mentioned above, the articulated connection intended for transmitting a steering movement to a wheel of a vehicle comprises a steering knuckle to which the wheel can be coupled. Furthermore, the steering knuckle has a steering lever connected to it, which is intended to absorb and transmit the respective steering movement to the steering knuckle and thus to the wheel. The steering lever itself is designed to be flexible, so that it can be elastically deflected relative to the steering knuckle. According to the invention, the steering lever has a curved lever section.

[0020] The available extension of the steering lever is not reduced to its straight design, but has a curved profile. Due to this curvature, the length of the real lever arm in the form of the steering lever is increased despite maintaining the length of the physical lever arm. In this way, an extended steering lever is advantageously available, over whose increased length the occurring forces can be distributed. The steering lever and in particular its curved lever section are designed in such a way that an even stress distribution can be achieved across the length of the steering lever. This leads to the desired behavior of the steering lever, namely low stiffness against higher forces for improved stability and greater agility through a faster steering ratio.

[0021] Preferably, said curved lever section extends over at least 50% of the extension of the steering lever. Of course, the curved lever section can also extend over the entire length of the steering lever.

[0022] The advantageous design of the steering lever enables reliable production implementation of the desired elastic compliance using conventional manufacturing processes while simultaneously achieving the necessary durability. The compliance of the steering lever is selected such that, despite its flexibility under lateral forces, precise steering behavior is ensured. Such lateral forces occur particularly as reaction forces of the wheel when cornering. The deflection characteristics of the steering lever are preferably designed by its respective cross-sectional shape. In this way, the steering lever receives the required section modulus in the direction(s) of its desired elastic deflection. This also ensures the durability of the interconnected components.

[0023] The lever section of the steering lever, which runs as a flat curve, is curved in an arcuate shape. Particularly preferably, the design of the steering lever, in particular the curved lever section, is adapted to the stresses derived from the kinematic chain and / or occurring during use. The cross-section of the steering lever, which runs along the length of the steering lever, changes. The cross-sections arranged one after the other along the steering lever are advantageously designed to enable uniform transmission of the occurring loads across the entire stressed area of ​​the steering lever.

[0024] The curved lever section can be designed as a partial section of an Archimedean spiral. In an alternative embodiment of the steering lever, its curved lever section can be designed as a partial section of a logarithmic spiral. In another alternative embodiment, it is conceivable that the curved lever section of the steering lever can be designed as a partial section of a Fibonacci spiral. The respective shape of the lever section is adapted to the forces to be absorbed and transmitted, as well as the resulting stresses within the steering lever.

[0025] The steering lever can be elastically deflected within the bending plane.

[0026] Thus, the elastic deflection of the steering lever occurs within at least one bending plane across its entire width. In other words, the elastic deflection of the steering lever defines at least one bending plane within which the steering lever bends when a force is applied to it. The steering lever is preferably designed such that its flexibility is reduced to deflection within a single bending plane. In any case, it is provided that the curvature of the lever section can extend within the at least one bending plane. As a result, every point of the center of gravity of the steering lever lies within said bending plane.

[0027] The resulting advantage is that the loads on the steering arm can be largely reduced to normal and transverse forces, as well as bending moments. Any torsional moments can thus only result from forces that do not act on the steering arm at the level of the center of gravity of the steering arm or within its bending plane. These forces arise, for example, from the necessary connection of the joint to the steering linkage of the respective vehicle.

[0028] Since any torsional moments are minimized or even eliminated in this way, the cross-sectional shape of the steering arm can be better adapted to the requirements placed on it. For example, a high torsional load on the steering arm would sometimes require a cross-sectional shape that would result in excessive rigidity. As a result, the required flexibility of the steering arm would sometimes no longer be present to a sufficient degree.

[0029] As mentioned above, the cross-section of the curved lever section tapers toward a free end of the steering lever. Since the steering lever functions as a cantilever arm located on the steering knuckle, its greatest moment load generally occurs in the area of ​​its origin on the steering knuckle. In contrast, its moment load decreases to a minimum toward its free end. In this way, the cross-sectional profile of the steering lever can be adapted to the moment load, which generally changes linearly along the longitudinal extent of the steering lever. Furthermore, weight savings are achieved due to the reduced cross-section and thus reduced material.

[0030] This advantageously achieves the greatest possible savings in material and thus also in weight. Since the joint is one of the unsprung masses of a vehicle's chassis, reducing it as much as possible benefits comfort and handling. Furthermore, the cross-sectional shape of the steering arm, which is adapted to the moment load, allows for flexibility along its entire length, as its rigidity is not undesirably increased by unnecessarily large cross-sections of individual sections.

[0031] The curved lever section is intended to have a rectangular cross-section. Of course, the entire steering lever can also have a rectangular cross-section along its longitudinal extent. The rectangular cross-section has a height extending, for example, perpendicular to the bending plane and a width extending within the bending plane. The height of the rectangular cross-section is greater than its width.

[0032] The advantage of the rectangular cross-section lies in the relationship between its dimensions and the resulting respective section modulus. The difference between the height and width of the rectangular cross-section defines a weak axis running in the direction of the height of the cross-section, around which the steering lever can be elastically deflected over its entire extent. In contrast, the height exceeding the width of the cross-section defines a strong axis running parallel to the bending plane, so that any flexibility of the steering lever perpendicular to the bending plane, for example, is significantly hampered or even prevented. This design also means that a force applied to the steering lever that is not parallel to the bending plane is essentially translated into an elastic deflection in its bending plane.

[0033] In this way, the height of the rectangular cross-section, which exceeds the width, can also compensate for any vertical offset of the force introduction point into the steering lever in the direction of the height of the cross-section. This always occurs if the force introduction into the steering lever is not at the level of its center of gravity or at the level of its bending plane.

[0034] In a further development of the invention, the steering knuckle can have a flange. In this context, the steering arm has a base corresponding to the flange. In this way, the steering lever can be connected to the flange of the steering knuckle via its base. Since the steering lever is a component manufactured separately from the steering knuckle, it must be subsequently connected to the steering knuckle. The arrangement of the flange and base advantageously enables a simple connection between the steering lever and steering knuckle. Due to the precise design of the base and flange during the manufacture of the steering lever and steering knuckle, a high level of process reliability is possible with regard to the coupling and, in particular, the alignment of the steering lever and steering knuckle.

[0035] The arrangement of the flange and base also allows for easy replacement of a defective steering arm, for example, without any calibration or alignment measures, as its position is clearly defined. Furthermore, this also provides a simple way to adapt the behavior of the steering arm to different models within a vehicle series. This allows for the specific behavior to be adjusted through simplified assembly of the steering arm adapted to the specific vehicle model. Simply replacing the steering arm during vehicle production also advantageously allows for the retention of the remaining steering knuckle.

[0036] The steering lever can be coupled to the steering knuckle via at least one connecting means. This is preferably a detachable connecting means. This advantageously enables a simple and reliable connection of the steering lever and steering knuckle. In particular, any replacement of the steering lever is thus carried out smoothly and without increased effort. Furthermore, the arrangement of the flange enables an otherwise slim design of the steering knuckle, since its remaining walls do not need to have unnecessary thickenings to accommodate the connecting means.

[0037] In this context, it is provided that a connecting plane located between the flange of the steering knuckle and the base of the steering lever runs, for example, perpendicular to the bending plane. In this way, a durable connection between the steering knuckle and the steering lever is realized, in which, in particular, the connecting means used are only subjected to tensile stress. The base of the steering lever can rest flatly on the flange of the steering knuckle in order to guarantee a high flexural rigidity of the connection. The flange is preferably designed such that it has at least one through-opening for receiving a connecting means, wherein the connecting means can be arranged in the base of the steering lever.

[0038] In an alternative embodiment, the connecting plane running between the flange of the steering knuckle and the base of the steering lever can of course also run parallel to the bending plane, for example.

[0039] The steering lever may preferably have a coupling section at its free end, which is provided for receiving the steering movement to be transmitted.

[0040] Particularly preferably, the coupling section of the steering lever is provided for its connection to a steering linkage of the vehicle.

[0041] As mentioned above, the steering knuckle is made of a different material than the steering arm. The material used to make the steering arm is more flexible than the material used to make the steering knuckle. For example, the material used to make the steering arm can be less brittle than the material used to make the steering knuckle.

[0042] By manufacturing the steering lever from a different material than the steering knuckle, the steering knuckle of the joint device can still be made of a more brittle material, such as cast iron. This is advantageous because such a brittle material cannot be subjected to high loads, particularly those requiring elastic compliance. By manufacturing the steering lever separately, a different, suitable, and flexible material can be used for it that is independent of the steering knuckle.

[0043] Materials with a high degree of flexibility are used to manufacture the steering lever. It is important to ensure that the material used does not produce hysteresis. Therefore, metals are particularly preferred for the steering lever. To enable a wide elastic deflection of the steering lever, it can be made of spring steel, for example. This allows for a high permissible deflection of the steering lever when required. At the same time, precisely tuned steering behavior can be achieved, since the metal used for the steering lever does not produce hysteresis within the steering chain.

[0044] The steering knuckle can be a cast, forged, or machined component. The material used for the steering knuckle can be, for example, GGG40 cast iron or aluminum. A combination of the above is also conceivable. Of course, the use of a composite material is also possible.

[0045] The articulated joint according to the invention is suitable as a front articulated joint in a vehicle's wheel suspension. Of course, the articulated joint can also be used in a vehicle's rear wheel suspension, provided that this is designed to be steerable and should exhibit the positive properties of the flexible steering lever. Due to the elastic deflectability of the steering lever, the transmission of any vibrations, for example, in a steering rear axle can be minimized. This advantage is also relevant when using the articulated joint according to the invention on the front wheel suspension.

[0046] The wheel suspension can be a McPherson front suspension. Alternatively, the wheel suspension can also be constructed from individual control arms, in which the spring element and shock absorber element are arranged separately from each other.

[0047] The present invention presents an improved joint compared to the prior art, which, while retaining the positive properties of the flexible steering arm, allows for finer adjustment of its stiffness to different force applications. This significantly facilitates finding a suitable compromise between agility and stability. Thanks to the subsequent connection of the steering knuckle and steering arm, these two components can be specifically adapted to the requirements placed on them without having to compromise on choosing a single material with the same properties.

[0048] In a further aspect, a flexible steering lever for such an articulated connection is also presented, which is designed to transmit the respective steering movement to the wheel of the vehicle. The steering lever can thus preferably be arranged on the steering knuckle of the articulated connection, so that the steering lever can be elastically deflected relative to the steering knuckle. The steering lever has a curved lever section along its extension.

[0049] The resulting advantages have already been explained in connection with the joint described above and apply accordingly to the steering lever. In this context, it is therefore conceivable that existing steering knuckles could be retrofitted with the steering lever in order to combine its advantageous properties with the remaining components to create an improved joint.

[0050] Further advantageous details and effects of the invention are explained in more detail below with reference to the exemplary embodiments illustrated in the figures. They show: Fig. 1 shows a joint connection according to the invention in a perspective view, Fig. 2 a plan view of a schematic representation of the joint connection from Fig. 1 in combination with a wheel and the section of a steering linkage of a vehicle, Fig. 3 two variants of steering levers as parts of the articulated connection according to the invention from the Fig. 1 and Fig. 2 in its extension within a bending plane, Fig. 4 an alternative embodiment of the articulated connection according to the invention Fig. 1 in the same representation and Fig. 5 shows a further alternative embodiment of the joint connection according to the invention Fig. 1 and Fig. 4 in a different perspective representation.

[0051] In the different figures, identical parts are always provided with the same reference symbols, so that they are usually only described once.

[0052] In Fig. Figure 1 shows a perspective view of an articulated joint 1 according to the invention. The articulated joint 1 comprises a steering knuckle 2 and a steering lever 3 connected to the steering knuckle 2. The steering lever 3 is made, in a manner not shown in detail, from a different material than the steering knuckle 2 and is designed to be flexible. Due to the targeted selection of the material for the steering lever 3, it can be elastically deflected relative to the steering knuckle 2 in at least one direction.

[0053] The steering knuckle 2 is provided with a first receiving opening 4 for a spring strut tube (not shown in detail), in which a shock absorber (also not shown in detail) is arranged. The spring strut tube has a spring plate (also not shown in detail). To complete the present joint 1 into a McPherson strut, a spring (not shown) is also required. This spring is arranged around a section of the shock absorber and can be placed on the spring plate.

[0054] Of course, a screw connection (not shown here in detail) between the steering knuckle 2 and the spring strut tube (not shown) is also conceivable, in which the receiving opening 4 can have a corresponding (not shown) internal thread or external thread.

[0055] In an orientation that is essentially offset at right angles to the first receiving opening 4 for the spring strut tube, the steering knuckle 2 has a second receiving opening 5, which serves to accommodate a wheel bearing (not shown in detail). In an alternative embodiment (not shown), the first receiving opening 4 and the second receiving opening 5 can, for example, also assume an orientation that differs from the perpendicularly offset orientation.

[0056] The steering lever 3 is manufactured as a component independent of the steering knuckle 2, which is subsequently connected to the steering knuckle 2. Looking at the steering lever 3, it becomes clear in this context that it has a base 6, via which the steering lever 3 is connected to the steering knuckle 2. At a free end 7 of the steering lever 3 opposite the base 6, the steering lever 3 also has a coupling section 8.

[0057] Between the base 6 and its free end 7, the steering lever 3 has a curved lever section 9. The curved lever section 9 of the steering lever 3 extends within a bending plane A, so that the steering lever 3 can be elastically deflected within the bending plane A in a manner not shown in detail. The cross-section of the curved lever section 9 tapers towards the free end 7 of the steering lever 3.

[0058] As can be seen, the curved lever section 9 has a substantially rectangular cross-section throughout its entire length. Only its corner regions have a chamfer or a rounded transition. The rectangular cross-section of the curved lever section 9 has a height b extending perpendicular to the bending plane A and a width c extending within the bending plane A. The height b of the cross-section is greater than its width c.

[0059] Of course, the cross-section of the steering lever 3 is not limited to a rectangular configuration, but can also have various other shapes not shown here, such as round, oval, triangular, polygonal, or trapezoidal. Combinations of the aforementioned cross-sectional shapes are also conceivable. The advantage of a rectangular cross-section lies in the ratio of cross-sectional area to strength and thus in its lower weight.

[0060] The rectangular cross-section of the curved lever section 9 extends into the base 6 of the steering lever 3, with the base 6 being thickened relative to the curved lever section 9 by a cross-sectional jump extending in a direction of the width c. Said thickening faces the free end 7 of the steering lever 3.

[0061] To connect the steering lever 3 to the steering knuckle 2, the steering knuckle 2 has a flange 10. The base 6 of the steering lever 3 is designed to correspond with the flange 10 of the steering knuckle 2. In this way, the steering lever 3 is in contact with the flange 10 of the steering knuckle 2 via its base 6, so that a connection between the steering knuckle 2 and the steering lever 3 is realized.

[0062] The flange 10 extends perpendicularly to the second receiving opening 5 away from the steering knuckle 2, which serves to accommodate the wheel bearing (not shown in detail). As a result, a connecting plane D located between the flange 10 and the base 6 runs perpendicular to the bending plane A. The flange 10 has two through-openings 11 in the form of holes, which serve to accommodate connecting means (not shown in detail). In this way, the steering lever 3 is coupled to the steering knuckle 2, for example, via two detachable connecting means arranged in the base 6 of the steering lever 3.

[0063] In Fig. 2 is the joint connection 1 from Fig. 1 is shown as a schematic representation in combination with other elements in a top view. In order to transmit a steering movement to a wheel 12, the wheel 12 is coupled to the steering knuckle 2 via a wheel axle 13. For this purpose, the wheel axle 13 is mounted within the wheel bearing (not shown in detail), which can be arranged in the second receiving opening 5. In this way, the wheel 12 is connected to the steering knuckle 2 and is rotatably guided thereon.

[0064] In order to transmit a steering movement initiated by a rotation of a steering wheel (not shown in detail) to the wheel 12, the rotational movement of the steering wheel is first translated into a translational movement E of a steering linkage 14. The steering linkage 14 is connected to the coupling section 8 of the steering lever 3 via a suitable connection 15. The connection 15 can, for example, be a design with a ball joint.

[0065] The translational movement E of the steering linkage 14 can now be translated again via the steering lever 3 into a rotational movement F of the articulated connection 1. This is possible by guiding the steering knuckle 2 in a manner not shown in detail, for example, so that it can rotate about a rotational axis running through the first receiving opening 4 for the spring strut tube. By connecting the steering linkage 14 to the steering lever 3, the latter's orientation can be changed, whereby the rotational movement F of the entire articulated connection 1 about said rotational axis occurs through its connection to the steering knuckle 2.

[0066] Out of Fig. 3 shows two variants of the steering lever 3 according to the invention, shown side by side. In this case, the curved lever sections 9 are particularly shown, which extend within the bending plane A. It is clearly visible that the curved lever section 9 maintains the length of the respective physical lever arm 16 of the steering lever 3, while the length of the real lever arm 17 in the form of the steering lever 3 is significantly increased. In other words, the length of the real lever arm 17 exceeds the length of the physical lever arm 16.

[0067] Fig. Figure 4 shows an alternative embodiment of the articulated connection according to the invention in a perspective view. This dispenses with the arrangement of a flange 10 on the steering knuckle 2, so that the steering lever 3 is fixed directly to the housing of the steering knuckle 2. The connection plane D also runs perpendicular to the bending plane A, as already shown in the first embodiment in Fig. 1. However, the connecting plane D extends in the direction of the orientation of the second receiving opening 5 for receiving the wheel bearing (not shown in detail).

[0068] Out of Fig. 5 shows a further embodiment of the articulated connection 1 according to the invention. Compared to the articulated connections from the Fig. 1 and Fig.4, this is tilted in perspective, allowing a clear view from below into the first receiving opening 4. In contrast to the previous embodiments, the connecting plane D between the flange 10 and the base 6 of the steering lever 3 does not extend perpendicular to the bending plane A, but rather parallel to it. Furthermore, a single through-opening 11 is provided within the flange 10 through which the connecting means (not shown in detail) can be arranged in the base 6 of the steering lever 3. List of reference symbols: 1 articulated connection 2 steering knuckles 3 steering levers 4 first receiving opening 5 second receiving opening 6 bases of 3 7 free end of 3 8 Coupling section 9 curved lever section of 3 10 flange of 2 11 passage opening in 10 12 wheels 13 Wheel axle 14 steering rods 15 Connection 16 physical lever arm of 2 17 real lever arm of 2 A bending plane b height c Width D Connection level between 2 and 3 E translational movement F rotational movement

Claims

[1] Articulated connection for transmitting a steering movement to a wheel (12) of a vehicle, comprising a steering knuckle (2) having a first receiving opening (4) for receiving a spring strut tube and having a second receiving opening (5) for receiving a wheel bearing, wherein the wheel (12) can be coupled to the steering knuckle (2), and a steering lever (3) connected to the steering knuckle (2) and provided for receiving and transmitting the steering movement to the steering knuckle (2), wherein the steering lever (3) is designed to be flexible so that it can be elastically deflected relative to the steering knuckle (2), wherein the steering knuckle (2) is formed from a different material than the steering lever (3), wherein the material of the steering lever (3) is more flexible than the material of the steering knuckle (2), wherein the steering lever (3) has a curved lever section (9), and wherein the steering lever (3) has a base (6) via which the steering lever (3) is connected to the steering knuckle (2),and wherein the curved lever section (9) has a rectangular cross-section over its extent, which has a height (b) extending perpendicular to a bending plane (A) and a width (c) extending within the bending plane (A), wherein the height (b) of the cross-section is greater than its width (c), and wherein the rectangular cross-section of the curved lever section (9) extends into the base (6) of the steering lever (3), wherein the base (6) is thickened relative to the curved lever section (9) via a cross-sectional jump extending in a direction of the width (c), wherein the thickening faces a free end (7) of the steering lever (3), and wherein the cross-section of the curved lever section (9) tapers towards the free end (7) of the steering lever (3). [2] Articulated connection according to claim 1, characterized bythat the steering lever (3) is elastically deflectable within the bending plane (A), wherein the curvature of the lever section (9) extends within the bending plane (A). [3] Articulated connection according to one of the preceding claims, characterized by that the steering knuckle (2) has a flange (10) and the steering lever (3) has the base (6) corresponding to the flange (10), wherein the steering lever (3) is connected via its base (6) to the flange (10) of the steering knuckle (2). [4] Articulated connection according to one of the preceding claims, characterized by that the steering lever (3) is coupled to the steering knuckle (2) via at least one connecting means. [5] Articulated connection according to one of the preceding claims, characterized by that the steering lever (3) has a coupling section (8) at its free end (7), wherein the coupling section (8) is provided for receiving the steering movement to be transmitted. [6] Articulated connection according to claim 5, characterized by that the coupling section (8) is provided for connecting the steering lever (3) to a steering linkage (14) of the vehicle.

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