Wheel carrier of a vehicle, vehicle with such a wheel carrier, and the use of a pin on such a wheel carrier

Abstract

Wheel carrier (28) of a vehicle (10), wherein at least one pin (46, 52) is provided on the wheel carrier (28) for the purpose of deflecting a wheel (40), which is attached to the wheel carrier (28) via a wheel bearing (30), in a predefined direction of deflection in the event of an accident-related force acting on the wheel (40).

Description

[0001] The invention relates to a wheel carrier of a vehicle. Furthermore, the invention relates to a vehicle with such a wheel carrier and to the use of a pin on such a wheel carrier.

[0002] In a frontal collision between a vehicle, especially a passenger car, and an obstacle with low overlap, the kinematics of the front wheels present a significant challenge. This kinematics is a major source of variation in vehicle deformation and the resulting energy dissipation. Consequently, these deformations are difficult to predict accurately, which considerably complicates the design of the overall system at the front of the vehicle and its functionality in a frontal impact.

[0003] This also makes it difficult to achieve the set goals regarding improved crash protection in a frontal impact. Especially in a small-overlap crash, i.e., an impact with minimal overlap or contact between the struck object and the vehicle when viewed in the main direction of travel, the wheel behavior of known vehicles remains comparatively unstable. At the same time, there is a risk that unforeseen deformations will occur at the front wheel in real-world conditions or realistic tests.

[0004] Accordingly, there is a general tendency to make the body structure at the front wheels excessively strong. This leads to increased weight and higher costs.

[0005] From DE 10 2006 023 550 A1, a front body structure of a motor vehicle is known which has a component at the height of a front wheel. This component is positioned in the longitudinal direction of the vehicle in front of the front wheel and has a first section which, in the event of a frontal collision in which the motor vehicle has a lateral structural overlap of at least 30% with the other vehicle, can be displaced due to deformation towards a tire mounted on the front wheel and is sufficiently sharp to penetrate the tire. The component also has a second, rearward-facing and projecting section which, in the aforementioned frontal collision, can be displaced due to deformation to the inside of the rim flange associated with the front wheel.

[0006] According to the invention, a wheel carrier of a vehicle is created to solve these problems, wherein at least one pin is provided on the wheel carrier for the targeted deflection of a wheel, which is attached to the wheel carrier via a wheel bearing, in a predefined deflection direction in the event of an accident-related force acting on the wheel.

[0007] With the mandrel according to the invention, particularly in the case of a small-overlap crash, the associated wheel, and especially its rim, is reliably deflected from a previously unsafe branching situation into a defined direction and position. This results in the wheel being branched into a functionally advantageous kinematic path, which then allows for a clear, predictable, and appropriate deformation of the vehicle.

[0008] Overall, this results in far more stable boundary conditions for designing the function of components in the wheel area during a frontal impact. Furthermore, solutions for achieving the defined objectives for such a frontal impact can be found more efficiently. The consequence is reduced expenditure for the development and design of wheel assemblies on vehicles, as well as savings in weight and costs for the wheel assemblies manufactured as a result.

[0009] To achieve this defined wheel deflection, the at least one mandrel according to the invention is preferably directed forward and inward relative to the vehicle and its main direction of travel, originating from the wheel carrier. With this orientation of the mandrel, in the event of a frontal impact, the corresponding wheel is steered from the front inward and from the rear outward. The wheel is thus deliberately positioned at an angle to the main direction of travel, pointing inward at the front. Such an angled wheel has a beneficial effect on the further deformation of the vehicle body.

[0010] To further improve the targeted deflection of a corresponding wheel, including its rim and tire, by means of the mandrel according to the invention, the at least one mandrel of the wheel carrier according to the invention is advantageously designed with a deflection surface oriented obliquely to the main direction of travel, extending from the wheel carrier relative to the vehicle and its main direction of travel. The deflection surface is particularly advantageously aligned substantially parallel to a vertical axis of the vehicle. With the deflection surface oriented in this way, the wheel, and especially its rim, is deflected exclusively laterally, but not upwards or downwards, which further improves the effect of the targeted wheel deflection according to the invention in a frontal collision.

[0011] The wheel carrier according to the invention advantageously features a pin, here referred to as the first pin, which is arranged above a wheel bearing supporting the wheel on the wheel carrier with respect to a vertical axis of the vehicle. This pin particularly assists in deflecting the wheel when a force is applied to it obliquely from above. Such an oblique force applied to the wheel, which is located directly above the road surface, is particularly common in a frontal collision. Alternatively or additionally, a second pin is advantageously provided on the wheel carrier according to the invention, which is arranged below a wheel bearing supporting the wheel on the wheel carrier with respect to a vertical axis of the vehicle. This pin also assists in deflecting the wheel when a force is applied obliquely from below.

[0012] The invention is accordingly also specifically directed towards a vehicle with such a wheel carrier according to the invention, as well as towards the use of a mandrel for the targeted deflection of a wheel attached to a wheel carrier in a predefined direction of deflection in the event of an accident-related force impact on the wheel.

[0013] An exemplary embodiment of the solution according to the invention is explained in more detail below with reference to the accompanying schematic drawings. It shows: Fig. 1 a sectional top view of an embodiment of a vehicle according to the invention with its wheel carrier at the front left, Fig. 2 a perspective view of the wheel carrier according to Fig. 1 from the inside and Fig. 3 a perspective view of the wheel carrier according to Fig. 1 from the outside.

[0014] In Fig. Figure 1 illustrates a vehicle 10, partially depicted with its body 10. The body 10 is formed by a longitudinal member 14, to which a front section 16 is attached. Part of the front section 16 forms a wheel arch 18, in which a longitudinal control arm 20, a transverse control arm 22, a shock absorber 24, a steering lever 26, and a wheel carrier 28 of a wheel suspension are located.

[0015] A wheel bearing 30 is arranged in the wheel carrier 28, with which a brake disc 32 is rotatably mounted. A brake caliper 34, also attached to the wheel carrier 28, can engage the brake disc 30 for braking purposes. The brake disc 30, in turn, supports a rim 36 on which a tire 38 is located. The tire 38, together with the rim 36, forms a wheel 40, which is rotatably mounted on the wheel carrier 28.

[0016] The wheel 40 is equipped with its wheel carrier 28, which is particularly suitable for the Fig. 2 and Fig. Figure 3 illustrates this in more detail, and it is adapted so that in the event of a partial frontal impact, it is specifically pivoted or deflected in the wheel arch 18 and thus moved into a functionally favorable kinematic position. The frontal impact is according to Fig. 1 simulated by moving an object 44 against a main direction of travel 42 of the vehicle 10 with overlap only in the area of ​​the wheel arch 18 relative to the vehicle 10.

[0017] For the described pivoting of the wheel 40, a first pin 46 is fixedly attached to the wheel carrier 28 slightly above the wheel bearing 30, directed obliquely forwards and inwards. The pin 46 thus extends obliquely inwards into the wheel housing 18 and has an obliquely directed deflection surface 48 aligned parallel to a vehicle vertical axis. In the specified frontal impact, the rim 36 then comes into contact with this deflection surface 48 with its inner surface 50, causing the rim 36, and with it the wheel 40, to pivot inwards at the front and outwards at the rear relative to the main direction of travel 42. The wheel 40 is thus tilted in a defined manner by the pin 46 in a frontal impact.

[0018] This tilting of the wheel 40 during a frontal impact is further supported by a second pin 52, which is fixedly arranged on the wheel carrier 28 slightly below the wheel bearing 30, also directed obliquely forward and inwards. This second pin 52 also has an oblique deflecting surface 54, which acts similarly to the deflecting surface 48. This deflecting surface 48 is formed by the angle of the particularly slender pin 52, whereas the deflecting surface 48 on the first pin 46 is formed by a rounding of the pin 46 itself and its solid material. Reference symbol list 10 vehicles 12 Bodywork 14 longitudinal beams 16 Extension 18 wheel arch 20 trailing arms 22 wishbones 24 shock absorbers 26 Steering levers 28 bike carriers 30 wheel bearings 32 brake disc 34 brake calipers 36 rim 38 tires 40 wheel 42 Main direction of travel 44 Item 46 first thorn 48 Deflection area 50 Inside of the rim 52 second thorn 54 Deflection area

Claims

[1] Wheel carrier (28) of a vehicle (10), wherein at least one pin (46, 52) is provided on the wheel carrier (28) for the purpose of deflecting a wheel (40) which is attached to the wheel carrier (28) via a wheel bearing (30) in a predefined direction of deflection in the event of an accident-related force acting on the wheel (40). [2] Wheel carrier according to claim 1, wherein the at least one pin (46, 52) extends from the wheel carrier (28) towards the front inwards relative to the vehicle (10) and its main direction of travel (42). [3] Wheel carrier according to claim 1 or 2, wherein the at least one mandrel (46, 52) extending from the wheel carrier (28) relative to the vehicle (10) and its main direction of travel (42) is designed with a deflecting surface (48, 54) directed obliquely to the main direction of travel (42). [4] Wheel carrier according to claim 3, wherein the deflection surface is oriented substantially parallel to a vertical axis of the vehicle. [5] Wheel carrier according to one of claims 1 to 4, wherein a first mandrel (46) is arranged above a wheel bearing (30) supporting the wheel (40) on the wheel carrier (28) with respect to a vertical axis of the vehicle (10). [6] Wheel carrier according to one of claims 1 to 5, wherein a second mandrel (52) is arranged below a wheel bearing (30) supporting the wheel (40) on the wheel carrier (28) with respect to a vertical axis of the vehicle (10). [7] Vehicle (10) with a wheel carrier (28) according to one of claims 1 to 6. [8] Use of a mandrel (46, 52) for the targeted deflection of a wheel (40) attached to a wheel carrier (28) via a wheel bearing (30) in a predefined direction of deflection in the event of an accident-related force acting on the wheel (40).

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