Crashanordnung

Abstract

Crash arrangement with a crash strut (56, 70) for a wheel (46, 62) of a motor vehicle, which is connected to a tie rod arrangement having two tie rod struts (50, 52, 64, 66), wherein the tie rod struts (50, 52, 64, 66) are connected to a first end of the crash strut (56, 70) via at least one tie rod-side connection module, wherein a second end of the crash strut (56, 70) is connected to a body (44) of the motor vehicle via a body-side connection module, wherein the wheel (46, 62) is connected to a rack (48) via the tie rod arrangement having the two tie rod struts (50, 52, 64, 66), wherein a first tie rod strut (50, 52, 64, 66) is connected to the rack (48). and a second tie rod strut (50, 52, 64, 66) is connected to the wheel (46, 62), wherein the two tie rod struts (50, 52, 64, 66) are connected to each other via a tie rod connecting bearing point (51, 65), wherein the crash strut (56,70) is connected via a tie rod-side connecting module to only one of the two tie rod struts (50, 52, 64, 66).

Description

[0001] The invention relates to a crash arrangement for a wheel of a motor vehicle.

[0002] For a "small-overlap" crash involving a motor vehicle, measures are known for the wheel suspension that are intended to ensure wheel guidance in the event of an impact through a crash barrier. This is designed to direct the movement of the wheel, particularly the wheel hub and brake disc, as far outside the vehicle as possible, in order to prevent any force from being transferred to a sill or even endangering the footwell.

[0003] Furthermore, there are known body-mounted additional elements in front of the wheel, which are intended to ensure that a tire is hit and / or caught in a favorable position in a crash, or that individual components of the wheel suspension are cut or bent.

[0004] The disadvantage here is that the wheel can only be moved into a desired position very late and to a limited extent. This desired position could, for example, be toe-in.

[0005] This involves attempting to impose a steering angle or wheel center offset on the wheel, but this is only possible once a crash barrier is already in contact with the tire. The wheel is already guided by the crash barrier, so no significant steering angle or wheel center offset can be imposed. Furthermore, significant forces are required to sever or bend components of the wheel suspension, as well as to influence wheel guidance after contact with the crash barrier. These forces only occur after overcoming elastic and plastic deformation of rubber bushings, a control arm, a wheel carrier, and body mounting points. However, because the wheel suspension is generally designed with a soft longitudinal profile for comfort reasons, this force transmission is only established relatively late.

[0006] Furthermore, ensuring the robustness of the measures is difficult due to a dependence on force directions, suspension and steering state of an axle, material quality and tolerances, e.g. of rubber bearings and a steering linkage, and slippage of contact surfaces, which is why a clearly defined position of the wheel in the event of a crash cannot usually be guaranteed.

[0007] A tie rod for a motor vehicle, consisting of at least two telescopically arranged tie rod sections for changing its length, is described in German patent application DE 100 32 711 C2. Inside the tie rod is a propellant or explosive charge controlled by an acceleration sensor, the explosive action of which causes the change in length of the tie rod.

[0008] In the publication DE 10 2014 211 631 A1, the closest prior art is described a two-track motor vehicle with a body, a wheel suspension, a wheel carrier for the rotatable mounting of a wheel, a steering system with a tie rod for steering the wheel and at least one actuating element, wherein, in the event of a crash and a resulting deformation of the motor vehicle, the at least one actuating element is used to deform the tie rod or to displace a steering gear of the steering system and thus to steer the wheel in a targeted manner.

[0009] The publication EP 1 748 911 B1 describes a deflector device for a partially overlapping frontal collision of a motor vehicle whose front end has a left and a right longitudinal member. The deflector device is arranged in front of a front wheel and protects the front wheel in the event of a collision, the deflector device forming a kinematic chain lying approximately in a horizontal plane.

[0010] A front structure of a motor vehicle with a cross member supporting a steering rack, which has a swing arm at each of its ends pivotally connected to a front wheel of the vehicle, is known from EP 1 780 102 B1. Here, guide means are provided for a rearward displacement of the rack, which acts on the swing arms, enabling the displacement of the rack to be guided along an inclined path directed rearward and to the side of the vehicle opposite a driver's cab, whereby in the event of a frontal impact of the vehicle, the rear of a wheel located on the side of a steering column of the vehicle is displaced towards the outside of the vehicle.

[0011] The publication DE 10 2015 106 972 A1 describes a protective device for a motor vehicle.

[0012] Document US 1 251 639 A shows an automatic control mechanism for a vehicle.

[0013] A control system is known from publication US 2007 / 029748 A1.

[0014] Against this background, the task arises to avoid uncontrolled movement of a wheel in the event of a motor vehicle crash and to maintain a favorable position of the wheel in the event of a crash.

[0015] This problem is solved by a crash arrangement having the features of claim 1. Embodiments of the crash arrangement are described in the dependent claims and the description.

[0016] The crash arrangement according to the invention comprises, as at least one component, a crash strut and is intended for a wheel of a motor vehicle, which is connected to a tie rod assembly having at least one tie rod strut. The at least one tie rod strut, which can also be designed as a component of the crash arrangement, is connected to a first end of the crash strut via at least one tie rod-side connection module, e.g., at least one tie rod-side bearing point, which can be designed as a tie rod-side bearing point. A second end of the crash strut is connected directly or indirectly to the body of the motor vehicle via a body-side connection module, e.g., a body-side bearing point or a body-side coupling module, e.g., rotatably attached to the body.The crash arrangement is designed for a wheel connected to the rack via a tie rod assembly comprising two tie rod ends. A first tie rod end is connected to the rack, and a second tie rod end is connected to the wheel. The crash link is connected to the vehicle body via a body-side connection module and to at least one of the tie rod ends via at least one tie rod-side connection module. These connection modules are typically designed as bearing points.

[0017] It is possible that the wheel can be steered using the tie rod assembly, and the crash arrangement is designed for a steerable wheel whose axis of rotation can be turned or pivoted relative to the vehicle body. However, the crash arrangement can also be used for a wheel that is not steered during normal vehicle operation and whose axis of rotation is rigidly fixed relative to the vehicle body during normal operation.

[0018] Alternatively or additionally, the steerable wheel, for example, is connected to a rack of the motor vehicle's steering system via the tie rod arrangement.

[0019] The crash system is designed to reduce the impact of a crash or accident on the wheel. In a crash, the vehicle collides with a crash barrier, and thus with an obstacle that can also affect the wheel. Any movement of the wheel resulting from the collision is controlled and / or directed by the crash system.

[0020] A known prior art crash arrangement is provided for a wheel that is connected to the rack via a tie rod assembly comprising only one tie rod end, wherein the single tie rod end is connected to the rack on one side and to the wheel on the other. The crash link is connected to the body via a body-side connection module and to the single tie rod end via a tie rod-side connection module. At least one of the two connection modules is designed as a coupling module whose length can be varied. In this known crash arrangement, where the crash link is connected to the single tie rod end via the single connection module, it is possible for a first end of the crash link to be connected to the single tie rod end via only a tie rod-side connection module, e.g., a tie rod-side bearing or a tie rod-side coupling module.

[0021] In one embodiment of the crash arrangement according to the invention, the first end of the crash strut is connected to the two tie rod struts via two connecting modules on the tie rod side. This means that the first end is connected to a first tie rod strut via a first connecting module and to a second tie rod strut via a second connecting module. The two tie rod struts are connected to each other via the first end of the crash strut.

[0022] In a further embodiment of the crash arrangement according to the invention, the two tie rod stays are connected to each other via a tie rod-connecting bearing point. The crash stay is connected to only one of the two tie rod stays via a tie rod-side connecting module, e.g., a tie rod-side bearing point. The crash stay can be connected either to the tie rod stay connected to the rack or to the tie rod stay connected to the wheel. It is provided that the crash stay is connected to only one tie rod stay via a connecting module.

[0023] In one embodiment of the crash arrangement according to the invention, in which each tie rod strut is connected to the crash strut, it is also possible that the first end of the crash strut is connected to each of the two tie rod struts via two tie rod-side connection modules, which are designed as bearing points.

[0024] In this embodiment of the crash arrangement according to the invention, the two tie rod struts can be connected to each other via the first end of the crash strut, wherein each of the two tie rod struts is connected to the first end of the crash strut via a tie rod-side connecting module, usually a tie rod-side bearing point.

[0025] The wheel can be steered relative to the body regardless of the number of tie rod ends in the tie rod assembly. A wheel that is not steered under normal operating conditions, and whose axis of rotation is rigidly fixed relative to the body, can be connected to a one-piece or a two-piece tie rod assembly.

[0026] The crash arrangement includes at least one tie rod end and / or is designed for a tie rod arrangement with at least one tie rod end, wherein the at least one tie rod end, e.g., one tie rod end of two tie rod ends, is optionally designed as an actuator whose length can be changed.

[0027] The body-side connection module can be designed as a body-side bearing point, via which the second end of the crash strut is directly connected to the body. Such a body-side bearing point can be provided for a two-part tie rod assembly with two tie rod ends.

[0028] Alternatively, the body-side connection module can be designed as a coupling module, via which the second end of the crash strut is indirectly connected to the body.

[0029] Typically, at least one tie rod-side connection module is designed for a two-part tie rod assembly with two tie rod struts as a bearing point.

[0030] Alternatively or additionally, at least one tie rod-side connection module is designed as a coupling module for a two-part tie rod arrangement with two tie rod struts.

[0031] Such a body-side and / or tie-rod-side coupling module can be provided for a one-piece tie rod assembly with a tie rod end. The coupling module may have multiple coupling elements, for example, two. In a body-side coupling module, a first coupling element is connected to the body and a second coupling element to the second end of the crash strut. In a tie-rod-side coupling module, a first coupling element is connected to a tie rod end and a second coupling element to the first end of the crash strut. The length of the coupling module is variable, and the coupling module may, for example, be telescopic. In this case, it is possible that both coupling elements are at least partially designed as tubes with different diameters.In this arrangement, the first of the two tubes, which has a smaller diameter, is guided telescopically within the second of the two tubes, which has a larger diameter.

[0032] Typically, at least one tie rod end of the tie rod assembly is connected to a wheel carrier of the wheel. Depending on the definition, the wheel carrier can be designed and / or described as part of the wheel or as a component associated with the wheel.

[0033] In all crash configurations, it is possible that at least one tie rod-side connection module is arranged between the body-side connection module, i.e., the body-side bearing point or the body-side coupling module, and a sill of the motor vehicle.

[0034] The crash arrangement can be used for any wheel, and therefore also for a wheel that is steerable relative to the body or for a wheel that is rigidly arranged relative to the body and not steered. The wheel can be arranged on a generally steerable front axle of the vehicle, with the body-side connection module, i.e., the body-side bearing or the body-side coupling module, being located in a forward direction of travel of the vehicle in front of the at least one tie-rod-side connection module.

[0035] However, it is also possible for the crash arrangement to be used for, for example, a steerable wheel located on a steerable rear axle of the vehicle. In this case, the body-side connection module, i.e., the body-side bearing or coupling module, is located behind the at least one tie-rod-side connection module in the forward direction of travel of the vehicle. The crash arrangement is designed for a wheel located on a front axle. However, the crash arrangement can also be used for a wheel on a rear axle.

[0036] The wheel crash arrangement comprises the crash strut, which connects a tie rod assembly located at the front of the wheel (or in the forward direction of travel), comprising at least one tie rod link, to the vehicle body. The at least one tie rod link can be connected to the wheel either in front of or behind its center point, typically via a wheel carrier. Thus, depending on the requirements, the front or rear axle can be connected to the crash strut via a tie rod link located behind or in front of the wheel's center point. This allows the crash arrangement to achieve appropriate toe-in or, if necessary, toe-out steering of the wheel, depending on the requirements, for example, in a small-overlap crash.

[0037] The tie rod assembly according to the invention has two tie rod struts. The at least one tie rod strut can also be referred to as a tie rod segment.

[0038] The tie rod assembly is connected to the rack via the rack-side bearing point and to the wheel, e.g., the wheel carrier, via the wheel-side bearing point, either directly or indirectly, depending on the definition. The tie rod assembly known from the prior art comprises only one tie rod link, which is connected to the rack via the rack-side bearing point and to the wheel, e.g., via its wheel carrier, either directly or indirectly. In the tie rod assembly according to the invention, which comprises two tie rod links, one of the two tie rod links is connected to the rack via the rack-side bearing point, and the other of the two tie rod links is connected to the wheel, e.g., via its wheel carrier, either directly or indirectly, via the wheel-side bearing point. The wheel-side bearing point faces the wheel and / or is associated with it.This also includes the possibility that the wheel-side bearing point is explicitly connected to the wheel carrier or another component of the wheel.

[0039] Accordingly, the crash brace is attached to the at least one tie rod end as an additional element. It is mounted to the at least one tie rod end (i.e., one or two tie rod ends) via at least one tie rod-side connection module (i.e., a tie rod-side bearing point, a tie rod-side coupling module, or two tie rod-side bearing points) and connected to the tie rod assembly. The crash brace extends forward from the at least one tie rod end in the forward direction of travel and is attached to the vehicle body via the body-side connection module (i.e., either via the body-side bearing point, e.g., a body-side bearing point, or via the body-side coupling module).

[0040] In a crash, the crash brace initially causes the body-side connecting module, e.g., the body-side bearing or the body-side coupling module, to be pushed rearward for a wheel on the front axle or forward for a wheel on the rear axle. This causes the crash brace to press against at least one tie rod end of the tie rod assembly, reducing the distance between the rack-side bearing and the wheel-side bearing. The rack-side bearing, e.g., a rack-side bearing point, is located between the rack and the at least one tie rod end.

[0041] The wheel-side bearing point, e.g., a wheel-side bearing point, is located between at least one tie rod end and, for example, a wheel carrier of the wheel. This steers the wheel, provided it is located on the front axle and the at least one tie rod end is positioned in front of the wheel's center, in the direction of toe-in. In such a toe-in position, in the event of a crash, the wheel will indeed be struck by the crash barrier, but will also be pushed further rearward by the crash arrangement onto a sill of the vehicle.

[0042] The crash barrier can be designed as a hard test block or impact object, such as a tree or the corner of a building, which collides with the vehicle in the event of a crash. In a small-overlap crash, the crash barrier impacts the vehicle with minimal overlap, whereby the energy generated in the crash is absorbed by the crash structure, as a primary energy absorber, such as a longitudinal member in a small-overlap crash, is not engaged. The vehicle impacts the crash barrier and deforms. In this configuration, a front module of the vehicle, such as a front body module, deforms first. Subsequently, the crash brace and / or the body-side connecting module come into contact with the crash barrier. The crash brace is then designed to engage at least one tie rod end, i.e.,a tie rod end or two tie rod ends bend, thus setting the wheel into a steering movement before the wheel hits the crash barrier.

[0043] Alternatively, if the wheel is located on the rear axle and at least one tie rod end is positioned behind the wheel's center, it may be steered in a toe-out position. In such a toe-out position, the wheel is then struck by the crash device and pushed even further forward onto the vehicle's rocker panel, potentially rotating in the toe-out direction.

[0044] This results in a very early effect, even before the crash barrier makes contact with the wheel and any tire mounted on it, although this effect is reduced by the crash setup. Furthermore, a defined and robust preconditioning of the axle on which the wheel is suspended is achieved through guided kinematics and unambiguous force application. The rack and steering wheel are subjected to little or no stress. Maximum wheel steering angles can also be achieved, thus ensuring that no force is transferred to the sill. The crash setup remains robust even in crash scenarios outside of standard conditions, regardless of suspension and steering state, varying degrees and angles of contact between the crash setup and ambient temperature. The crash setup can withstand the effects of all frontal crashes.Frontal collisions where the wheel is impacted, e.g. in a small-overlap crash, are reduced.

[0045] The crash arrangement comprises, in its embodiment, at least one tie-rod-side connection module, i.e., the first tie-rod-side bearing point or a tie-rod-side coupling module, and therefore optionally also the two tie-rod-side bearing points that are located approximately in the middle of the tie-rod arrangement, i.e., approximately in the middle of only one tie-rod strut or between two tie-rod struts, as well as the body-side connection module, e.g., the body-side bearing point or the body-side coupling module, which has approximately the same distance to a forward-oriented central axis of the motor vehicle as the at least one tie-rod-side connection module, which can be designed as a bearing point or coupling module, and is located significantly in front of the at least one tie-rod-side connection module in the forward direction.

[0046] If the tie rod assembly is a single unit and has only one tie rod end, the second end of the crash strut can be connected to the vehicle body via the body-side connection module, which is designed as a coupling module and is adjustable in length. A first coupling element of the coupling module is connected to the second end of the crash strut, and the vehicle body is connected to a second coupling element of the coupling module. The two coupling elements are movable relative to each other, allowing for length compensation between the crash strut and the vehicle body via the coupling module. In this case, the crash strut is indirectly connected to the vehicle body. The crash strut and the vehicle body can also be decoupled via the coupling module. During operation of the crash assembly, the crash strut transmits any force that may occur in a crash due to an interaction with the crash barrier.This force does not act on the wheel but on at least one tie rod end, whereby the force acts only on one tie rod end of a one-piece tie rod assembly or on at least one tie rod end of a two-piece tie rod assembly, e.g., on one tie rod end or on both tie rod ends. The at least one tie rod end can then buckle, thereby applying a different force to the wheel.

[0047] In an exemplary embodiment, the coupling module comprises two coupling elements and is designed in two parts, with the coupling elements being slidable relative to each other like a telescope. Here, both coupling elements are, for example, designed as tubes with different diameters, with the coupling element with the smaller diameter being slidably or telescopically arranged within the coupling element with the larger diameter. This coupling module, which can be adjusted in length, compensates for a gap between the vehicle body, where one of the two coupling elements is located, and the other end of the crash strut, where the other coupling element is located. Such a gap can occur during steering and suspension movements of the axle on which the wheel is mounted. In a crash, the telescopic coupling module is compressed until the two coupling elements, which are slidable relative to each other, reach a stop.In its compressed state, the coupling module has a minimal length. Furthermore, it is possible that the crash strut is designed, for example, with a variable length, such that the force flows into the first end of the crash strut and / or the tie rod-side bearing point located thereon, whereas the telescopic coupling module itself is not involved in such a force flow, only the tie rod-side end of the crash strut.

[0048] Alternatively, a coupling module, e.g., a body-side coupling module and / or, if necessary, at least one tie-rod-side coupling module, can also be designed as a single component. This single-piece coupling module has a defined axis of rotation and is rotatably mounted on the body, relative to the body and / or opposite the body along the defined axis of rotation. This coupling module also comprises two coupling elements, e.g., two bearing points, with a first coupling element located on the body and a second coupling element on the crash brace. This single-piece coupling module connects the crash brace to the body and is preferably arranged so that, in the event of a crash, it is not in the force path between the crash barrier and the crash brace.

[0049] In one possible embodiment, it is conceivable that a crash strut, the first end of which is connected to a two-part tie rod assembly via at least one tie rod strut, is connected to the body via a connecting module, which can be designed as a coupling module that is variable in length, e.g. telescopic, instead of a bearing point.

[0050] The crash test setup can be used for different wheel suspensions and axles. This applies, for example, to an axle designed as a front axle with the steering system or steering mechanism positioned in front of the wheel's center in the forward direction of travel. Steering located behind the wheel's center will result in a shortening of the tie rod assembly, typically the length of at least one tie rod link, and thus an increased toe-out angle. Furthermore, the crash test setup can be used for a steered or unsteered rear axle. For the axle designed as a rear axle, a rear-end collision is the relevant crash scenario, in which the body-side connection module, i.e., the body-side bearing or coupling module, is positioned significantly behind the at least one tie rod-side connection module in the forward direction of travel.

[0051] Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawing.

[0052] The invention is schematically illustrated with reference to embodiments in the drawings and is described schematically and in detail with reference to the drawings. Fig. 1a, Fig. Figure 1b shows a schematic representation of a first crash arrangement known from the prior art. Fig. Figure 2 shows a schematic representation of a second crash arrangement known from the prior art. Fig. Figure 3 shows a schematic representation of a third crash arrangement known from the prior art. Fig. Figure 4 shows a schematic representation of a first embodiment of the crash arrangement according to the invention. Fig. 5a, Fig. 5b, Fig. 5c, Fig. 5d, Fig. 5e, Fig. 5f, Fig. Figure 5g shows a schematic representation of a second embodiment of the crash arrangement according to the invention.

[0053] The figures are described in a coherent and comprehensive manner. Identical components are assigned the same reference numbers.

[0054] The first known crash arrangement 2 from the state of the art is in Fig. 1a schematically represented, wherein Fig. 1b a detail from Fig. Figure 1a shows this first crash arrangement 2, which can also be described as a first variant of the crash arrangement. Figure 1a shows this first crash arrangement 2. Fig. 1a a part of a body 4 of a motor vehicle, a rack 6 and a tie rod 8 or a tie rod segment of a one-piece tie rod assembly of a steering system of the motor vehicle, and a wheel 10 of the motor vehicle, wherein a wheel carrier 11 is assigned to the wheel 10. The rack 6 is connected to a first end of the tie rod 8 via a rack-side bearing 7. The wheel 10, here the wheel carrier 11 of the wheel 10, is connected to a second end of the tie rod 8 via a wheel-side bearing 9. In Fig. 1a is indicated by an arrow 12 as a forward direction of travel for the motor vehicle; it is in the Fig. 1 around a left, front wheel 10.

[0055] Furthermore, a tie rod-side connecting module, here a tie rod-side bearing 13, is arranged along the tie rod 8, approximately in the middle of the tie rod 8. A first end of a crash strut 14 is connected to the tie rod 8 via this connecting module. A second end of the crash strut 14 is connected to the body 4 via a body-side connecting module, here a body-side coupling module 15 whose length can be varied. The body-side coupling module 15 is arranged in the forward direction of travel in front of the tie rod-side bearing 13. The tie rod-side bearing 13 and the body-side coupling module 15 at the ends of the crash strut 14 are approximately equidistant from a central axis of the vehicle that is oriented parallel to the forward direction of travel.

[0056] Fig. Figure 1b shows in detail how the second end of the crash brace 14 is mounted to the body 4 by means of the connecting module, which is designed as a body-side coupling module 15. This coupling module 15, which can be adjusted in length, compensates for length differences between the body 4 and the crash brace 14 and / or the tie rod 8 in a longitudinal direction of the vehicle, because the crash brace 14 moves when the wheel 10 is steered or the suspension is compressed.

[0057] Length compensation is in Fig. Figure 1b is shown schematically, where the coupling module is rotatable and telescopic. The coupling module 15 has two coupling elements that are displaceable relative to each other, with a first coupling element connected to the body 4 and a second coupling element to the crash strut 14. In a crash, any force acting on the module is transferred to the crash strut 14, e.g., to its first end. The force does not transfer to the coupling module 15. Such length compensation can also be achieved via the tie rod-side connection module if it is designed as a coupling module with variable length instead of as a tie rod-side bearing point 13.

[0058] The in Fig. 2. A second crash arrangement 16, schematically depicted and known from the prior art, is provided for a steering system which, in addition to a rack 18, has a first tie rod 20 and a second tie rod 22, which, depending on the definition, are made of a single-piece tie rod 8. Fig. 1 may also be designed and / or designated as a two-part tie rod assembly with two tie rod struts 20, 22 or tie rod segments.

[0059] Fig. Figure 2 also shows a part of a motor vehicle body 24. The rack 18 is connected to a first end of the first tie rod 20 via a rack-side bearing 19. At a second end of the first tie rod 20, a first tie rod-side bearing 21 is arranged as a first tie rod-side connecting module, to which the first tie rod 20 is connected to a first end of a crash strut 26. Furthermore, a second tie rod-side bearing 23 is arranged at the first end of the crash strut 26 as a second tie rod-side connecting module, via which the crash strut 26 is connected to a first end of the second tie rod 22, whereas a second end of the second tie rod 22 is connected to a wheel 28 of the motor vehicle via a wheel carrier 29 and a wheel-side bearing 25.In this case, the wheel 28 is indirectly connected to the wheel-side bearing point 25 via the wheel carrier 29.

[0060] Here, the two tie rod stays 20, 22 are connected to each other via the first end of the crash strut 26. A second end of the crash strut 26 is connected to the body 24 via a body-side bearing point 27 as a body-side connecting module. Here, the body-side bearing point 27 is arranged in a forward direction of travel (arrow 30) of the vehicle in front of both tie rod-side bearing points 21, 23.

[0061] The in Fig. Figure 3 schematically depicts the third crash arrangement 32, known from the prior art, and is, as in the case of the second crash arrangement 16 known from the prior art, provided for a steering system of a motor vehicle with a tie rod arrangement that, depending on the definition, is designed in two parts and / or can be described as two parts, comprising two tie rod struts 34, 36 or tie rod segments. Figure 3 shows in detail Fig. 3 A rack-side bearing point 33, via which a first end of a first tie rod link 34 is connected to a rack of the steering system (not shown). A second end of the first tie rod link 34 is connected via a first tie rod-side bearing point 35, as a first tie rod-side connecting module, to a first end of a crash link 38. Furthermore, a second tie rod-side bearing point 37, as a second tie rod-side connecting module, is arranged at the first end of the crash link 38, via which the crash link 38 is connected to a first end of the second tie rod link 36. The two tie rod links 34, 36, or tie rod segments, are connected to each other via the first end of the crash link 38. A second end of the second tie rod link 36 is connected via a wheel-side bearing point 39 to a wheel 40 of the motor vehicle.

[0062] A second end of the crash strut 38 is connected via a body-side bearing point 41 as a body-side connecting module to a body of the motor vehicle (not shown here). Here too, the body-side bearing point 41 is arranged in a forward direction of travel of the motor vehicle in front of both tie rod-side bearing points 35, 37.

[0063] Depending on the definition, the in the Fig. 2 and Fig. The 3 presented crash arrangements 16, 32 are also referred to as second variants of the crash arrangement 16, 32.

[0064] The in Fig. Figure 4, schematically depicted, is a first embodiment of the crash arrangement 42 according to the invention, designed for a motor vehicle with a body 44, a wheel 46, and a steering system with a two-part tie rod assembly. A wheel carrier 47 is assigned to the wheel 46. This steering system comprises a rack 48, a first tie rod end 50, and a second tie rod end 52 of the two-part tie rod assembly. The rack 48 is connected to a first end of the first tie rod end 50 via a rack-side bearing 49. A second end of the first tie rod end 50 is connected to a first end of the second tie rod end 52 via a tie rod-connecting bearing 51. A second end of the second tie rod end 52 is connected to the wheel 46 via the wheel carrier 47 via a wheel-side bearing 53.

[0065] Furthermore, a tie rod-side bearing 55 is arranged along the first tie rod 50, approximately between the midpoint of the first tie rod 50 and its second end, or the tie rod connecting bearing 51. This bearing 55 acts as a tie rod-side connecting module, connecting the first tie rod 50 to the first end of a crash strut 56. Alternatively, the tie rod-side bearing 55, and thus the tie rod-side connecting module, can also be located on the second tie rod 52. A second end of the crash strut 56 is connected to the vehicle body 44 via a body-side bearing 57, which acts as a body-side connecting module. The body-side bearing 57 is located in front of the tie rod-side bearing 55 in the forward direction of travel (arrow 58) of the vehicle.

[0066] The in the Fig. The second embodiment of the crash arrangement 60 according to the invention, shown schematically in Figures 5a to 5f, is intended for a motor vehicle with a body (not shown in detail here), a wheel 62, and a steering system with a two-part tie rod assembly. This steering system comprises a rack (not shown in detail here), a first tie rod link 64 (which can also be referred to as the first tie rod segment), and a second tie rod link 66 (which can also be referred to as the second tie rod segment) of the two-part tie rod assembly.

[0067] The rack is connected to a first end of the first tie rod end 64 via a rack-side bearing 63. A second end of the first tie rod end 64 is connected to a first end of the second tie rod end 66 via a tie rod-connecting bearing 65. A second end of the second tie rod end 66 is connected to the wheel 62 via a wheel-side bearing 67.

[0068] Furthermore, a tie rod-side bearing 69 is arranged along the first tie rod strut 64, approximately between the midpoint of the first tie rod strut 64 and its second end or the tie rod connecting bearing point 65, as a tie rod-side connecting module, which connects the first tie rod strut 64 to a first end of a crash strut 70. A second end of the crash strut 70 is connected to the body via a body-side bearing 71 as a tie rod-side connecting module.

[0069] Fig. Figure 5b shows the crash arrangement 60 in an operating position designed as a basic position from above. Fig. Figure 5c shows the crash arrangement 60 in a first operating position configured as a steering position of the wheel 62 with an inward steering angle, whereby the rack is moved in the direction of arrow 72 towards the wheel 62. In a second operating position configured as a steering position with an outward steering angle, as shown in Figure 5c, the following applies: Fig. As shown in Figure 5d, the rack is moved away from the wheel 62 in the direction of arrow 74. In all three figures, this is illustrated by the... Fig. The operating positions shown in 5b to 5d provide that the body-side bearing point 71 at the second end of the crash strut 70 has a fixed, unmoved and therefore unchanged position.

[0070] Fig. Figure 5e also shows the crash arrangement 60 in its operating position, designed as the basic position, from above. Fig. 5f and Fig. Figure 5g shows the crash arrangement 60 in a position occurring in a crash. The crash strut pushes or pulls the body-side bearing point 71 backwards, with the body-side bearing point 71 at the second end of the crash strut 70 in Fig. 5f by approximately 50 mm (arrow 76) and in Fig. The tie rod assembly is displaced by approximately 100 mm (arrow 78) by 5g. In the event of a crash, the tie rod assembly is bent by the crash strut 70, and a steering angle is applied to the wheel 62 without moving the rack and even before a crash barrier collides with the wheel 62. It is possible that the two tie rod struts 64, 66 may become twisted relative to each other when the tie rod assembly is bent.

[0071] Depending on the definition, the in the Fig. 4 and Fig. The five embodiments of the crash arrangement 42, 60 presented in the invention may also be referred to as third variants of the crash arrangement 42, 60.

[0072] At least one bearing point 13, 21, 23, 27, 35, 41, 55, 57, 69, 71, i.e. at least one tie rod-side bearing point 13, 21, 35, 55, 69 or the body-side bearing point 27, 41, 57, 71 as a possible connecting module at each end of the crash strut 14, 26, 38, 56, 70 of a presented variant of the crash arrangement 2, 16, 32, 42, 60 can be designed as a ball joint, e.g. axial joint, sliding bearing, rolling bearing or rubber-metal bearing. Depending on the variant of the crash arrangement 2, 16, 32, 42, 60, a bearing point 13, 21, 23, 27, 35, 41, 55, 57, 69, 71 can have adjustable stiffness and adjustable bearing travel as a connecting module, which are designed differently depending on the requirements. If a connecting module, e.g., in the first variant of the crash arrangement 2, is designed as a coupling module 15, its length can be changed.

[0073] In the first variant of the crash arrangement 2, where only a tie-rod-side connection module, e.g., a tie-rod-side bearing point 13, is arranged at the first end of the crash strut 14, at least one of the two connection modules, or possibly both connection modules, is designed as a coupling module 15 at both ends of the crash strut 14. This coupling module has a variable and adjustable length and thus a variable bearing travel. A first bearing travel of the tie-rod-side connection module allows relative movement between the first end of the crash strut 14 and one tie rod 8. A second bearing travel of the body-side connection module, i.e., a body-side bearing point or the body-side coupling module 15, allows relative movement between the second end of the crash strut 14 and the body 4, thereby compensating for any offset during suspension and steering.

[0074] In the first and second embodiments and the third variant of the crash arrangement 42, 60, in which a tie-rod-side connecting module, e.g., a tie-rod-side bearing point 55, 69, is arranged at the first end of the crash strut 55, 70, the tie-rod-side connecting module is designed as a tie-rod-side bearing point 55, 69 and the body-side connecting module as a body-side bearing point 57, 71. The crash strut 55, 70 is rigidly clamped to the first tie-rod strut 50, 64 via the tie-rod-side bearing point 55, 69 and to the body 44 via the body-side bearing point 57, 71, or rigidly clamped between the first tie-rod strut 50, 64 and the body 44.

[0075] Furthermore, in the first and second embodiments or the third variant of the crash arrangement 42, 60, it is provided that the first end of the crash strut 56 is connected or attached to only one of the two tie rod struts 50, 52, here the first tie rod strut 50, 52, which is also connected to the rack 48 via a rack-side bearing point 49, 63.

[0076] In the second variant of the crash arrangement 16, 32, in which two tie-rod-side bearing points 21, 23, 35, 37 are arranged as connecting modules at the first end of the crash strut 26, 38, connecting the crash strut 26, 38 to two tie-rod struts 20, 22, 50, 52, the two tie-rod struts 20, 22, 50, 52 being connected via the first end of the crash strut 26, 38, a high stiffness is provided for the tie-rod-side bearing points 21, 23, 35, 37 located in the force flow of the two tie-rod struts 20, 22, 50, 52 or tie-rod segments, thereby preventing the tie-rod-side bearing points 21, 23, 35, 37 “fall down”.

[0077] In the first variant of the crash setup 2 ( Fig. 1a, Fig. 1b), in which the tie rod assembly has only one tie rod end 8 or one tie rod segment, it follows that the single tie rod end 8 exhibits no or only minor losses in stiffness compared to a conventionally designed axle of a motor vehicle. Furthermore, the steering kinematics remain unchanged or the same. In this first variant, the tie rod end 8 can also have or be provided with a predetermined bending point to minimize the forces required to bend the tie rod end 8. However, the predetermined bending point, compared to a predetermined breaking point, prevents the tie rod end 8 from breaking.

[0078] In the second variant of the crash arrangement 16, 32, a relatively small force is required in the event of a crash to shorten at least one of the two tie rod ends 20, 22, 34, 36, e.g., the first or possibly the second tie rod end 20, 34, and thus to rotate the wheel 28, 40. This means that the rack 18 is not subjected to force by the two tie rod ends 20, 22, 34, 36, usually by the first tie rod end 20, 34 of the tie rod arrangement. Consequently, a steering wheel connected to the rack 18 of the motor vehicle is also not subjected to force, or only minimally, thus increasing occupant protection.

[0079] Furthermore, in the second variant of the crash arrangement 16, 32, compared to the first variant of the crash arrangement 2, there is no risk of uncontrolled component bending, thus ensuring the safe guidance of the wheel 40 into a desired position.

[0080] In the first and second embodiments, or the third variant, of the crash arrangement 42, 60, compared to the second variant of the crash arrangement 16, 32, only one tie-rod-side bearing point 69 is located in a force flow of the tie rod arrangement, i.e., at least one tie rod strut 64, 66, generally the first tie rod strut 64. Therefore, it is possible that at least one of the two tie rod struts 64, 66, generally the first tie rod strut 64, can be stiffer than at least one of the tie rod struts 20, 22, 34, 36 of the second variant of the crash arrangement 16, 32. Consequently, the steering system of a motor vehicle equipped with the crash arrangement 42, 60 can react more directly and / or quickly to a steering command or steering input.

[0081] The at least one tie rod-side connection module or the at least one tie rod-side bearing point 13, 21, 23, 35, 37, 50, 51, 69 and / or the crash strut 14, 26, 38, 56, 70 can also be designed such that, for example, further elements of a wheel suspension of the wheel 10, 28, 40, 46, 62 of the motor vehicle can be deliberately separated and / or brought into collision. For example, a damper strut, a driveshaft, or a rim of the wheel 10, 28, 40, 46, 62 can be subjected to the at least one tie rod-side bearing point 13, 21, 23, 35, 37, 50, 51, 69.

[0082] It is possible that at least in the first and second embodiments and thus in the third variant of the crash arrangement 42, 60 at least one bearing point 33, 35, 37, 39, 49, 51, 53, 55, 63, 65, 67, 69 on at least one tie rod strut 34, 36, 50, 52, 64, 66 or on at least one tie rod segment of a respective two-part tie rod arrangement is designed as a rubber-metal bearing or a double-shear joint instead of as a ball joint.

[0083] The crash strut 14, 26, 38, 56, 70 of each crash arrangement 2, 16, 32, 42, 60 is free-moving under normal operating conditions, e.g., during suspension and steering. Furthermore, in the second and third variants of the crash arrangement 16, 32, 42, 60, each with a two-part tie rod assembly, the toe curve, Ackermann angle, and steering ratio can be adjusted and / or redesigned accordingly. Additionally, new degrees of freedom are available, among other things, with regard to the positions of the bearing points 19, 21, 23, 25, 33, 35, 37, 39, 49, 51, 53, 55, 63, 65, 67, 69.

[0084] In the first variant of the crash arrangement 2, the body-side coupling module 15 can be used as a connecting module compared to the representation from Fig. 1b may be arranged even closer to the body 4 and generally have a smaller distance to the central axis of the motor vehicle than the connecting module designed as the tie rod-side bearing point 13. However, it is alternatively possible that the body-side coupling module 15 is located at a greater distance from the body 4 than in Fig. 1a shows, so that a force flow can be closed with the crash strut 14 via this.

Claims

[1] Crash arrangement with a crash strut (56, 70) for a wheel (46, 62) of a motor vehicle, which is connected to a tie rod assembly having two tie rod struts (50, 52, 64, 66), wherein the tie rod struts (50, 52, 64, 66) are connected to a first end of the crash strut (56, 70) via at least one tie rod-side connection module, wherein a second end of the crash strut (56, 70) is connected to a body (44) of the motor vehicle via a body-side connection module, wherein the wheel (46, 62) is connected to a rack (48) via the tie rod assembly having the two tie rod struts (50, 52, 64, 66), wherein a first tie rod strut (50, 52, 64, 66) is connected to the rack (48) and a second tie rod strut (50, 52, 64, 66) is connected to the wheel (46, 62), wherein the two tie rod struts (50, 52, 64, 66) are connected to each other via a tie rod connecting bearing point (51, 65), wherein the crash strut (56,70) is connected via a tie rod-side connecting module to only one of the two tie rod struts (50, 52, 64, 66). [2] Crash arrangement according to claim 1, wherein the first end of the crash strut (56, 70) is connected to the tie rod struts (50, 52, 64, 66) via two tie rod-side connecting modules. [3] Crash arrangement according to claim 1 or 2, wherein at least one tie rod strut (50, 52, 64, 66) is designed as an actuator whose length can be changed. [4] Crash arrangement according to one of the preceding claims, wherein the body-side connection module is designed as a bearing point (57, 71). [5] Crash arrangement according to one of claims 1 to 3, wherein the body-side connection module is designed as a coupling module. [6] Crash arrangement according to one of the preceding claims, wherein the at least one tie rod-side connection module is designed as a bearing point (55, 69). [7] Crash arrangement according to one of the preceding claims, wherein the at least one tie rod-side connection module is designed as a coupling module. [8] Crash arrangement according to one of the preceding claims, wherein at least one tie rod strut (50, 52, 64, 66) of the tie rod arrangement is connected to a wheel carrier (11, 29, 47) of the wheel (46, 62). [9] Crash arrangement according to one of the preceding claims, wherein the at least one tie rod-side connecting module is arranged between the body-side connecting module and a sill of the motor vehicle. [10] Crash arrangement according to one of the preceding claims for a wheel (46, 62) which is arranged on a front axle of the motor vehicle, wherein the body-side connecting module is arranged in a forward direction of travel of the motor vehicle in front of the at least one tie rod-side connecting module. [11] Crash arrangement according to one of claims 1 to 9 for a wheel (46, 62) which is arranged on a rear axle of the motor vehicle, wherein the body-side connecting module is arranged behind the at least one tie rod-side connecting module in a forward direction of travel of the motor vehicle.

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