Handlebars for a wheel suspension

Abstract

Linkage (1) for a wheel suspension, with at least one body attachment point (5, 6) for a vehicle body and at least one wheel carrier attachment point (7) for a wheel carrier, which are arranged on a linkage body (2) extending along a linkage plane, which has a base body (3) formed from discontinuously reinforced plastic, which is a fiber-reinforced plastic with fiber pieces of a maximum length of 50 mm, and a reinforcement (4) containing continuous fibers that is bonded thereto, characterized in that the reinforcement (4) is limited to a first region of the linkage body (2) with respect to the linkage plane, while the base body (3) extends into a second region, wherein the first region with respect to the linkage plane is designed as an edge region (2.1) of the linkage body (2) and the second region as an inner region (2.2) of the handlebar body, wherein the edge region (2.1) is an outer edge or edge or side surface of the handlebar body (2) with respect to the XY plane.

Description

[0001] The invention relates to a steering linkage for a wheel suspension according to the preamble of claim 1.

[0002] DE 10 2011 003 971 A1, which can be considered a generic prior art, discloses a steering element comprising at least two end regions, each with a bearing section, and at least one strut region connecting the end regions. The end regions and strut region are formed by a profile carrier, essentially deep-drawn in a box shape from a sheet-like plastic semi-finished product with continuous fiber reinforcement. A filler element made of an injection-molded plastic is arranged inside this profile carrier, the filler element connecting the inner surfaces of the profile carrier in a shear-resistant manner. Optionally, the filler element can consist of a short-fiber-reinforced or long-fiber-reinforced thermoplastic material.

[0003] DE 10 2016 203 853 A1 discloses a suspension control arm for a vehicle, comprising a control arm body made of fiber-reinforced plastic, which includes several joint mounts spaced apart from one another. The control arm body is designed as a core composite with fiber-reinforced thermoplastic outer layers and at least one thermoplastic foam core arranged between these layers. Optionally, the control arm body can be partially reinforced with unidirectional fiber tapes.

[0004] DE 20 2015 103 764 U1 discloses a wheel suspension for a motor vehicle, comprising a steering unit which includes a steering link section made at least partially of fiber-reinforced plastic, which has a wheel mounting point for a wheel carrier and at least one body mounting point for a vehicle body, for pivotable mounting about a pivot axis. The steering unit includes an inherently elastic spring section made at least partially of fiber-reinforced plastic, rigidly connected to the steering link section, which has a spring mounting point spaced from the pivot axis for connection to the vehicle body.

[0005] US 2007 / 0 264 470 A1 generally concerns composite materials and processes for manufacturing composite materials. Specifically, the composite material described in US 2007 / 0 264 470 A1 uses combinations of continuous fibers in the form of loops, short fibers, woven fibers, and foams.

[0006] In modern motor vehicles, all wheels are connected to the vehicle body, i.e., the chassis, via a wheel suspension. Such a suspension fulfills two main tasks: firstly, guiding the wheel carrier and the wheel itself, and secondly, providing its suspension. The guidance of the wheel carrier is primarily ensured by more or less horizontally running control arms (e.g., lateral or longitudinal control arms), through which the wheel carrier is connected to the vehicle body, usually the chassis. One or more lateral control arms connect the wheel carrier to body-side components, such as a longitudinal member, a subframe, or similar structures. The main function of the lateral control arm, together with other suspension components, is to absorb horizontal forces (i.e., forces lying in the XY plane).Typically, such a control arm has two body-side mounting points and one or two wheel-side mounting points, although there may also be only one mounting point of each type. The body-side mounting points, which provide a pivot connection (e.g., via metal-rubber composite bearings), define a pivot axis by their arrangement relative to each other. In the installed state, this axis normally corresponds to the X-axis (i.e., the longitudinal axis) of the vehicle or is arranged at an angle to it in the XY plane. When the wheel's suspension compresses, the control arm pivots around this axis relative to the chassis. The wheel-side mounting point(s) allow the wheel carrier to pivot relative to the control arm.

[0007] Besides forged control arms, especially transverse control arms, which are usually made of light metal or steel, control arms manufactured as single- or double-shell sheet metal forming parts are also known in the prior art. To give such a control arm the necessary strength, the sheet metal is provided with a profile through a suitable forming process (e.g., drawing) that gives it a shell-like structure. Furthermore, control arms are also known that consist at least partially of fiber-reinforced plastic.

[0008] A key advantage of metal handlebars is the isotropic property of the material, meaning it can withstand stresses in all directions. This is often desirable because handlebars are subjected to stresses in various directions. However, metal parts are relatively heavy, and steel parts in particular are susceptible to corrosion, necessitating additional corrosion protection and / or limiting the component's lifespan. Corrosion is usually negligible with aluminum components; however, these are typically cast or forged, which leads to high tooling costs, especially in mass production. Fiber-reinforced plastic components are lightweight, highly resilient, damping, and have a long lifespan. However, they are generally expensive, have a long manufacturing time, and their material behavior is anisotropic (direction-dependent) due to the fiber orientation.

[0009] From DE 10 2011 010 367 A1, a chassis component for a motor vehicle is known, comprising a base body and a reinforcing structure made of plastic by which the base body is reinforced. The base body is formed from a fiber-reinforced plastic with at least one fiber insert. The reinforcing structure can consist of short-fiber-reinforced plastic, which is, for example, injected into a shell-like structure of the base body.

[0010] German patent application DE 10 2009 014 194 A1 discloses a chassis component, in particular a transverse control arm, for a motor vehicle. This component comprises a base body and a plurality of bearing points for mounting on the body of the motor vehicle or for receiving another chassis component. The base body, which may be made of metal, in particular, is reinforced by a plastic reinforcement structure. The plastic may, in particular, be a glass fiber reinforced plastic. The reinforcement structure may have a plurality of ribs.

[0011] From WO 2012 / 107 272 A1, a linkage element for coupling two assemblies is known, comprising at least two end sections, each with a bearing section, and at least one strut section connecting the end sections. The end sections and the strut section are formed by a profile carrier, essentially deep-drawn in a box shape from a plate-shaped, continuous fiber-reinforced plastic semi-finished product. Inside this profile carrier is a filler element made of an injection-molded plastic, which shear-resistantly connects the inner surfaces of the profile body. The filler element can itself consist of a short-fiber-reinforced or long-fiber-reinforced thermoplastic material.

[0012] WO 2016 / 015 933 A1 discloses a method for manufacturing a control arm for a motor vehicle, in particular a transverse control arm, which is essentially formed from a fiber-reinforced plastic composite structure. First, a preform structure with load-adapted fiber orientation is created and then placed in a mold. The preform structure is then consolidated within the mold by applying pressure and / or heat. During consolidation, a matrix material can be injected into the mold, which infiltrates the preform structure. After consolidation, a mounting element for another chassis component can be attached to the control arm by assembly injection molding.

[0013] US Patent 9,168,801 B2 discloses a fiber-reinforced plastic control arm for a vehicle wheel suspension, comprising at least two bearing elements connected by a single-shell connecting element having at least two connecting arms to at least one bearing element that incorporates a ball joint bearing. The bearing elements and the connecting element are components of a one-piece plastic molded part produced by extrusion of fiber-containing plastic. The bearing elements have bearing bushings or bearing shells seamlessly integrated by extrusion of the plastic, the ball joint bearing comprising a bearing bushing or a shell-shaped sliding capsule made of plastic and seamlessly integrated with the connecting element.

[0014] US Patent 7,083,199 B2 discloses a chassis component for connecting and transmitting forces between a vehicle chassis and at least one wheel of a motor vehicle. The chassis component consists of fiber-reinforced plastics or plastic composite systems. For example, to detect potential material fatigue at an early stage, at least one means for measuring forces acting on the chassis component, such as a strain gauge, is integrated into the plastic components of the chassis component.

[0015] Given the current state of the art, there is still room for improvement in providing a steering linkage, especially a transverse control arm, that is lightweight, durable and inexpensive to manufacture.

[0016] The invention is based on the objective of providing a cost-effectively manufactured handlebar with low weight and long service life.

[0017] According to the invention, the problem is solved by a handlebar with the features of claim 1.

[0018] A control arm for a wheel suspension is shown, with at least one body attachment point for a vehicle body and at least one wheel carrier attachment point for a wheel carrier, which are arranged on a control arm body extending along a control arm plane, which has a base body formed from discontinuously reinforced plastic, which is a fiber-reinforced plastic with fiber pieces of a maximum length of 50 mm, and a reinforcement containing continuous fibers that is materially bonded to it.According to the invention, the reinforcement with respect to the handlebar plane is limited to a first region of the handlebar body, while the base body extends into a second region, wherein the first region with respect to the handlebar plane is formed as an edge region of the handlebar body and the second region is formed as an inner region of the handlebar body bounded by this, wherein the edge region comprises edges or corners or side surfaces of the handlebar body lying outside with respect to the XY plane.

[0019] The dependent claims relate to advantageous embodiments of the invention.

[0020] It should be noted that the features and measures listed individually in the following description can be combined in any technically sensible way and, within the scope of the claims, demonstrate further embodiments of the invention. The description further characterizes and specifies the invention, particularly in conjunction with the figures.

[0021] The invention provides a steering linkage for a wheel suspension. The wheel suspension is normally part of a road vehicle. It can be, in particular, the wheel suspension of a motor vehicle, especially a car or truck; however, use on a trailer, for example, is also conceivable.

[0022] The steering linkage has at least one mounting point for a vehicle body and at least one wheel carrier mounting point for a wheel carrier. At the at least one mounting point, the steering linkage is directly or indirectly connected to the vehicle body. "Vehicle body" is a collective term for the body, chassis, and, where applicable, subframe of the respective vehicle—that is, those parts that normally constitute the sprung mass. At the at least one wheel carrier mounting point, the steering linkage is directly or indirectly connected to a wheel carrier, to which a wheel of the vehicle is rotatably mounted.

[0023] The attachment points are arranged on a handlebar body extending along a steering plane. This body comprises a base formed from discontinuously reinforced plastic and a reinforcement containing continuous fibers, which is bonded to it. The steering plane is normally defined by the relative positions of the attachment points; that is, the attachment points are arranged within the steering plane relative to each other. The handlebar body itself extends along the steering plane, although this does not necessarily imply that it is planar and thus lies entirely within the steering plane. Normally, the steering plane corresponds—depending on the suspension state of the vehicle wheel—at least approximately to the XY plane of the vehicle. All references to the X-axis (longitudinal axis), Y-axis (transverse axis), and Z-axis (vertical axis) of the vehicle, both here and in the following, refer to the handlebar in its intended installed state.

[0024] Since the steering linkage serves as the movable connection between the wheel carrier and the vehicle body, a pivotable connection is provided at each attachment point. A pivot axis parallel to the steering linkage plane can be defined by at least one body attachment point or at least one wheel carrier attachment point. However, configurations are also conceivable where, for example, a ball joint is provided at one attachment point, which does not define a clear pivot axis. The connection can also be elastic, for example, via a rubber-metal composite bearing.

[0025] The handlebar body forms the main part of the handlebar and determines the relative position of the attachment points. It is primarily responsible for the handlebar's mechanical stability. At the same time, the overall mass of the handlebar depends significantly on the mass of the handlebar body. To keep the latter low, the handlebar body has a base made of discontinuously reinforced plastic. Fibers are embedded in a matrix of plastic or resin. The fibers are present as fiber segments, meaning they have a limited length. These can be short fibers, preferably up to 1 mm in length, and / or long fibers, preferably between 1 mm and 50 mm in length. In general, it is a fiber-reinforced plastic with fibers or fiber segments whose length is preferably a maximum of 50 mm.A wide variety of materials are suitable for the fibers and the polymer matrix, with glass fibers and / or carbon and / or aramid fibers in a matrix of, for example, polyamide being particularly suitable. The base body is preferably manufactured by primary forming and can be cast, for example, by injection molding or compression molding. Generally, the polymer material, together with the fibers it contains, is placed in a mold and solidifies there (e.g., in the case of thermoplastic polymers) or hardens there (e.g., in the case of thermosetting polymers). This allows for particularly simple and cost-effective manufacturing.

[0026] To meet the mechanical demands of vehicle operation, the mechanical stability of the base body may be insufficient. Therefore, the steering body is further reinforced with continuous fibers. These continuous fibers can be in the form of a non-woven fabric or a woven fabric. In particular, the reinforcement can be in the form of a tape. The actual length of the individual continuous fibers can vary within the scope of the invention, as it depends directly on the component dimensions. The fibers typically run continuously from one end of the component or tape to the other. Various materials are suitable for the continuous fibers, with carbon fibers being preferred due to their high stiffness and low weight. However, other materials are also usable.Since the continuous fibers are highly resilient in the longitudinal direction, the reinforcement (and thus the handlebar body) exhibits excellent mechanical stability in the corresponding direction, in particular high tensile strength and stiffness.

[0027] The reinforcement is bonded to the base body by a material bond. It is possible for the reinforcement to be placed in a mold, such as a casting mold, before the base body is cast or pressed. During the filling or demolding of the base body, the reinforcement is cast onto or into it, thus creating a material bond. This single-stage process is preferred. Alternatively, the reinforcement can be subsequently glued or welded to the base body. In the latter case, the surfaces of the plastics are melted by heat, thereby bonding them together. The continuous fibers of the reinforcement can be embedded in a separate plastic or resin matrix, which is shaped as intended before the material bond with the base body is created.Alternatively, it is also possible for the continuous fibers to be placed in a mold without their own matrix and then bound by the plastic matrix of the base body.

[0028] As mentioned above, the reinforcement with respect to the handlebar plane is limited to a first region of the handlebar body, while the base body extends into a second region. That is, if the entire handlebar body is projected onto the handlebar plane, the reinforcement is only located in a first region, or one could say a first sub-region. In contrast, the base body extends into a second region of the handlebar body. This means that the base body is not reinforced across its entire extent, but only selectively, or in sections, within the aforementioned first region. The first and second regions need not be contiguous; each of these regions can form individual sub-regions within the handlebar plane. In any case, the first and second regions are distinct from one another.It has been shown that to ensure sufficient mechanical stability, it is enough to selectively reinforce the handlebar body in specific areas or locations. In particular, due to the high tensile strength of the continuous fibers, forces acting in the X-direction and / or Y-direction can be effectively absorbed.

[0029] The reinforcement can be arranged at least partially around the second region. For example, it can surround the second region (at least partially) in a band-like shape. Although the base body extends into the second region, it is generally also partially located in the first region, where, as described above, it can enclose the reinforcement in a materially bonded manner.

[0030] By limiting the reinforcement to the first area, a material-bonded connection to the base body is easier to achieve, or the reinforcement can be more easily integrated into the base body. Under certain circumstances, the production or preparation of the reinforcement is less complex than in prior art designs where a corresponding reinforcement is shell-shaped and cast with plastic. In the solution according to the invention, the base body forms at least predominantly, and possibly even completely, the outer surface of the handlebar body. That is, the surface of the handlebar body and its geometric shape are defined by the shaping, e.g., by the casting process, of the base body. Thus, the reinforcement typically only needs to be manufactured with comparatively low precision. All these simplifications have a positive effect on manufacturing costs.

[0031] The first area, relative to the handlebar plane, comprises an edge region of the handlebar body, and the second area comprises an inner region of the handlebar body bounded by this edge region. The first area is designed as an edge region, and the second as an inner region. That is, if the entire handlebar body is projected onto the handlebar plane, the reinforcement is located (possibly exclusively) in an edge region, or one could also say in an outer region. The reinforcement can extend over the entire edge region or only over a portion of it. In contrast, the base body extends into an inner region of the handlebar body, which is bounded or limited externally by the aforementioned edge region. That is, the base body is specifically reinforced in or along its edge region. The reinforcement can at least partially surround this inner region. The edge region refers to edges that lie externally with respect to the XY plane.Edges or side surfaces of the handlebar body.

[0032] The control arm can be designed as a longitudinal control arm or a diagonal control arm. Preferably, it is designed as a transverse control arm. It can, in particular, have at least three, and optionally four, attachment points, i.e., two body attachment points and / or two wheel carrier attachment points. Specifically, two body attachment points and one wheel carrier attachment point can be provided. The body attachment points can, for example, have aligned pivot bearings, while the wheel carrier attachment point can have a bearing for a ball joint. While embodiments are conceivable in which the transverse control arm has a U-shape or V-shape in the XY plane, with each leg extending from the wheel carrier attachment point to a body attachment point, it is preferred that the control arm body extends over at least a predominant part of the interior of the triangle or quadrilateral defined by the attachment points, and is thus designed as a flat surface.

[0033] In many cases, neither the discontinuously reinforced plastic of the base body nor the continuous fiber reinforcement is stable enough to withstand the local stresses at the connection points. Therefore, according to a preferred embodiment, a separately manufactured bearing element is positively and / or materially bonded to the base body at at least one connection point. The bearing element can be made of metal, for example, or another suitable, sufficiently strong material. This bearing element is prefabricated separately and can, for example, be partially cast into the base body during casting, thereby creating the materially and / or positively bonded connection. Alternatively, subsequent bonding to the base body would also be conceivable, but this is not preferred. It is understood that a materially bonded connection can be effectively supplemented by a positive-locking connection.Conversely, this generally results in a more stable connection between the bearing element and the base body. A positive-locking connection is preferred, which can be supplemented by a material-bonded connection. If a bearing element is made of steel, for example, it may need to be protected against corrosion by a coating. This corrosion protection can, under certain circumstances, impair a purely material-bonded connection. However, it can also improve the material-bonded connection. Additionally, a positive-locking connection can be achieved with the continuous fibers of the reinforcement, for example, by wrapping at least one bearing element, at least partially, with continuous fibers of the reinforcement. In this way, tensile forces acting on the bearing element can be transferred directly to the reinforcement, thus relieving the base body of this load.The connection can be further improved by initially positioning the bearing element at a 90° angle to its intended final position while it is wrapped with the continuous fibers, after which it is rotated into its final position. This can lead to a rearrangement of the continuous fibers, which can have a stabilizing effect.

[0034] To optimally achieve a material-bonded and, if applicable, form-fit connection, preferably at least one bearing element can have a bearing section and at least one extension extending from it, which is materially bonded to the base body. The bearing section is the part of the bearing element that serves to directly or indirectly connect it to the vehicle body or the wheel carrier. It is normally located at least predominantly outside the plastic matrix of the base body. The at least one extension is typically formed integrally with the bearing section, e.g., cast or forged together with it. The connection can be further improved by having a plurality of extensions extending from a single bearing section, which can, in particular, run in different directions.Particularly when a connection with the continuous fibers of the reinforcement is intended, the orientation of at least one extension can correspond to the orientation of the reinforcement. The extension can have a recess or through-opening through which the positive fit with the plastic matrix of the base body is further improved. It would also be possible to guide the continuous fibers through the corresponding recess.

[0035] Often, other suspension components are attached to the control arm, especially if it is designed as a transverse control arm. These components include springs and / or shock absorbers or vibration dampers, which are connected to both the control arm and the vehicle body. The connection to such a component often results in high local stress, which could potentially damage or at least wear down the base body. For this reason, it is preferable that at least one separately manufactured insert is bonded to the base body internally. This insert is designed to connect a suspension component to the control arm. The exact design of the insert naturally depends on the suspension component to be attached to the control arm. For example, the insert may have a through-opening or a blanked opening into which a complementary part of the suspension component engages.Such an opening can also have an internal thread that interacts with an external thread on the suspension component. The insert is metallurgically bonded to the base body, preferably being cast in during the casting of the base body. To facilitate a better connection of the insert, the base body can form an adjacent sleeve or collar section that encloses the insert. The insert, particularly if it has an opening as described, can be characterized by an axial direction, to which it may be symmetrical. It can extend perpendicular to the linkage plane from one side of the base body to the other. A through-opening of the insert can simultaneously form a through-opening through the base body. In addition to a metallurgical bond with the base body, the insert can form a positive connection with it, e.g.,This is achieved through undercuts, grooves, slots, ribs, or similar features. A positive fit can be provided transversely to the linkage plane, typically in the Z-direction. Additionally, a positive fit can be provided within the XY plane, preventing the insert from rotating around the Z-axis. The surface of the insert can have a profile to facilitate a certain degree of positive fit. With respect to the aforementioned axial direction, the insert can be continuously rotationally symmetrical, resulting in a circular cross-section. Alternatively, the cross-section can also be polygonal, such as square or hexagonal. Such a cross-section also prevents rotation relative to the base body.

[0036] Of particular importance is the absorption of forces acting along the line connecting a wheel carrier mounting point and a body mounting point. In the case of a control arm, these are forces acting predominantly in the Y-direction. Preferably, the reinforcement extends continuously from each wheel carrier mounting point to at least one body mounting point. For example, in the embodiment of a control arm with two body mounting points and one wheel carrier mounting point described above, it can extend from a first body mounting point to the wheel carrier mounting point and from there to the second body mounting point. In this case, all three mounting points are connected to each other by the reinforcement. This allows the reinforcement to absorb force components acting in the XY plane in particular. Additionally, the reinforcement can also extend between two body mounting points or...extend to two bicycle carrier connection points, where available.

[0037] Overall, a material-saving, weight-optimized design of the base body is naturally advantageous. According to one embodiment, this can be achieved by the base body having a surface section extending along the handlebar plane and a plurality of reinforcing ribs molded onto this section. The surface section has a comparatively small dimension transverse to the handlebar plane, which can be significantly smaller than any dimension within the handlebar plane; it could thus be described as flat or thin-walled. It can run parallel to the handlebar plane or, for example, have a certain curvature, which further stabilizes it structurally. The base body (and thus the handlebar as a whole) is further stabilized by the multiple reinforcing ribs molded onto the surface section.These can usually be formed together with the surface section during the initial shaping of the base body. The reinforcing ribs can project from the surface section, particularly perpendicular to the linkage plane. The reinforcing ribs stabilize the linkage body overall, especially increasing its bending stiffness.

[0038] Furthermore, at least one flange extending perpendicular to the linkage plane, incorporating the reinforcement, can be formed in the edge region of the surface section. The flange can extend completely or partially around the inner area. It can be mechanically stabilized by the reinforcement either entirely or only in sections. If the surface section is curved as described above, the curvature can form a transition zone to the flange. Overall, the flange, like the reinforcing ribs, also serves to improve the bending stiffness of the linkage.

[0039] Regarding the orientation of the reinforcing ribs, various configurations are conceivable. According to one advantageous embodiment, a reinforcing rib extends from an insert to the edge region. This allows the reinforcing rib to optimally absorb forces that are introduced into the linkage at the insert through the connection of the other suspension component. The force can be distributed by extending the reinforcing rib to the edge region. If a sleeve section is formed on the insert, the reinforcing rib can either enter or originate from this section. If a flange is arranged in the corresponding part of the edge region, the reinforcing rib can extend to and connect with the flange.

[0040] According to a further advantageous embodiment, at least one reinforcing rib terminates on both sides in at least one flange. A flange is arranged on each of the two sides of the surface section that are opposite each other. The corresponding reinforcing rib extends from one side to the other and is bonded to the flange in each case. This allows forces to be transferred from the reinforcing rib to the respective flange, and forces from the flange on one side can also be transferred to the other side. Overall, this results in improved coupling, with each reinforcing rib acting as a transverse connection between the flanges.

[0041] Regarding the orientation of the reinforcing rib, various options exist, which can be adapted to the respective expected load. Preferably, at least one reinforcing rib in a control arm runs at an angle of less than 45° to the Y-axis, preferably less than 30°. This orientation significantly improves the bending stiffness of the control arm about the X-axis. At the same time, the reinforcing rib can better absorb any tensile forces along the Y-axis.

[0042] Further advantageous details and effects of the invention are explained in more detail below with reference to an embodiment illustrated in the figures. The figures show: Fig. 1 a perspective view of a transverse control arm according to a first embodiment according to the invention; Fig. 2. an underside view of the control arm Fig. 1; Fig. 3 a perspective view of a bearing element of the control arm made of Fig. 1 and Fig. 2 Fig. 4 a perspective view of a control arm according to a second embodiment according to the invention; Fig. 5 - 7 perspective views of bearing components for a control arm according to the invention; as well as Fig. 8 - 9 perspective views of insert parts for a control arm according to the invention.

[0043] In the different figures, identical parts are always provided with the same reference symbols, which is why they are usually only described once.

[0044] Fig. Figure 1 shows a perspective view of a control arm 1 for the wheel suspension of a motor vehicle, e.g., a passenger car. The X, Y, and Z axes are shown in the drawing in the installed position of the control arm 1. The control arm 1 comprises a link body 2, which extends along a link plane that is identical to the XY plane. A total of three connection points 5-7 are arranged on the link body 2, which are positioned relative to each other in the link plane. These include two body connection points 5 and 6, and one wheel carrier connection point 7.

[0045] The steering body 2 is predominantly formed by a base body 3, which is manufactured by injection molding from discontinuously (short fibers and / or long fibers) reinforced plastic, e.g., glass fiber-reinforced polyamide. The base body 3 has an approximately triangular, planar shape. To create the connection points 5–7, a first and a second mounting bearing element 8, 9, as well as a wheel carrier bearing element 10 made of metal, are each partially cast into the plastic matrix of the base body 3. As shown in the isolated representation of Fig. As can be seen in Figure 3, the first mounting bearing element 8 has an eyelet-like bearing section 8.1, into which, for example, a rubber-metal bearing can be pressed, as well as a projection 8.2 extending from the bearing section 8.1. The latter primarily serves to connect to the base body 3 and is positively and materially bonded to it. The second mounting bearing element 9 can be identical or mirror-symmetrical to the first mounting bearing element 8. The wheel carrier bearing element 10 is designed to accommodate a ball joint and therefore has a different configuration. However, it too can have a bearing section and at least one projection extending from it.

[0046] You can at the in Fig. In the two crossarms 1 shown in a bottom view, an edge region 2.1 of the link body 2 and an inner region 2.2 are distinguished with respect to the link plane, whereby the edge region 2.1 occupies only a relatively small area in the link plane (XY plane). The base body 3 extends over both the edge region 2.1 and the inner region 2.2. In contrast, a reinforcement 4 (in Fig. 1 and Fig. 2 (indicated by the dashed line), which has continuous carbon fibers, is cast into the base body 3 only at its edge. This band-shaped reinforcement 4 is incorporated into a first flange 3.2, which is formed in the edge region 2.1 and extends approximately from the first body mounting point 5 via the wheel carrier mounting point 7 to the second body mounting point 6. This first flange 3.2 adjoins a surface section 3.1 of the base body 3, which extends over a surface approximately parallel to the handlebar plane and is comparatively thin-walled. This means that the extent of surface section 3.1 in the Z-direction is significantly smaller than its extent in the X-direction or Y-direction.

[0047] The first flange 3.2 and a second flange 3.3, which extends from the first mounting point 5 to the second mounting point 6, contribute significantly to improving the bending stiffness of the control arm body 2. Furthermore, the tensile strength of the first flange 3.2 in both the Y and X directions is considerably increased by the positively integrated reinforcement 4. During the casting of the base body 3, the reinforcement 4 can be pre-positioned in the mold, after which it is encased by the plastic matrix of the base body 3.

[0048] To enable the connection of (not shown) suspension components such as a strut and / or a shock absorber, the control arm 1 has several metal insert parts 11 that are positively and materially connected to the base body 3. These insert parts 11 have a roughly cylindrical shape and are each at least partially cast into a sleeve section 3.7 of the base body 3. The exact shape of the insert parts 11 can vary and, for example, may differ from the shape shown in the figure. Fig. 8 and Fig. The 9 depicted designs resemble each other.

[0049] To further improve the stability of the control arm 1, a series of reinforcing ribs 3.4–3.6 are provided, projecting perpendicularly from the surface section to the plane of the control arm and running predominantly, but not exclusively, at an angle of less than 30° to the Y-axis. A group of first reinforcing ribs 3.4 extends from each insert 11 or sleeve section 3.7 to the edge region 2.1 of the control arm body 2 and can connect there to a flange 3.2, 3.3. These reinforcing ribs 3.4 better absorb the force acting on the respective insert 11 from an attached suspension component and distribute it across the control arm body 2. A group of second reinforcing ribs 3.5 connects to a flange 3.2, 3.3 on both sides and thus serves to stabilize the surface section 3.1 against the flanges 3.2, 3.3 and these against each other. A group of third reinforcing ribs 3.6 in turn connects the first reinforcing ribs 3.4 with the first flange 3.2 with a similar function.

[0050] Fig. Figure 4 shows a perspective view of a second embodiment of a transverse control arm 1 according to the invention, which is based on the basic structure of the one described in Figure 4. Fig. 1 and Fig. The embodiment shown in Figure 2 is similar and will not be discussed again in this respect. In this case, the band-shaped reinforcement 4 is not completely embedded in the plastic matrix of the base body 3, but lies open on the outside in the edge region 2.1, whereby the base body 3 can, in a sense, be cast onto the reinforcement 4. Alternatively, it would also be possible to bond or vulcanize the reinforcement 4 to the base body 3 after it has been cast. The control arm 1 shown here has, among other things, a different number and configuration of reinforcing ribs 3.4, 3.6, whereby no reinforcing ribs are provided that directly connect the two flanges 3.2, 3.3. Of course, these could also be added to the embodiment shown.

[0051] Fig. 5 and Fig. Figure 6 shows isolated representations of embodiments of a first assembly-bearing element 8, which is used in the Fig. The control arm 1 shown in Figure 4 can be used. One or two extensions 8.2 are molded onto a bearing section 8.1, which can serve to receive a rubber-metal bearing. Each extension has a continuous recess 8.3. The respective extensions 8.2 are integrally embedded in the plastic matrix of the base body 3, with the discontinuously reinforced plastic also penetrating the respective recess 8.3, thereby creating an additional positive fit. In particular, the long fibers of the reinforcement 4 can be wrapped around the extensions 8.2 or guided through the recesses 8.3. The in Fig. 5 and Fig. The 6 shown assembly support elements 8 can also be used in identical or mirrored form for the second assembly connection point 6.

[0052] Fig. Figure 7 shows a wheel carrier bearing element 10, which has a bearing section 10.1 for receiving a ball joint. Three extensions 10.2 extend from this bearing section 10.1, each having through-holes 10.3. Here, too, the function consists of a material- and form-fitting connection with the plastic of the base body. The wheel carrier bearing element 10 shown here can also be used in identical or slightly modified form for the [unclear - possibly "in the context of the figure shown"]. Fig. 1 and Fig. The 2 shown wishbone 1 can be used.

[0053] Fig. Figure 8 shows a first embodiment of an insert part 11, which is intended for the Fig. The 4 depicted wishbone 1 as well as (possibly slightly modified) for the one in Fig. 1 and Fig. The insert part 11 can be used with the control arm 1 shown in Figure 2. The insert part 11 has an approximately cylindrical shape with a through-opening 11.1, which can be smooth or have an internal thread. This through-opening 11.1 defines an axial direction that runs at least approximately in the Z-direction, i.e., perpendicular to the control arm plane. To supplement the material-fit connection with the base body 3 by means of a positive fit, tangentially circumferential grooves 11.2 are provided, which prevent axial displacement of the insert part 11 relative to the base body 3. Furthermore, the outer surface of the insert part 11 has a profile 11.3, which primarily creates a positive fit in the tangential direction and thus prevents or at least hinders rotation relative to the base body 3.

[0054] Fig.Figure 9 shows a second embodiment of an insert 11, which roughly has a hexagonal-prismatic shape. This insert also has an axial through-opening 11.1 and tangentially circumferential grooves 11.2. The hexagonal shape already provides a positive fit in the tangential direction, which is further improved by axial grooves 11.4. These axial grooves 11.4 also serve to improve the positive fit in the axial direction. Reference symbol list: 1 wishbone 2 handlebar bodies 2.1 Edge area 2.2 Interior 3 basic bodies 3.1 Area section 3.2, 3.3 Flange 3.4, 3.5, 3.6 Reinforcing rib 3.7 Sleeve section 4 Reinforcement 5, 6 Assembly connection point 7 Bicycle carrier connection point 8, 9 Mounting bearing element 8.1, 10.1 Storage section 8.2, 10.2 continuation 8.3, 10.3 Exclusion 10 Wheel carrier bearing element 11 Insert part 11.1 Passage opening 11.2, 11.4 Nut 11.3 Profile X X-axis Y Y-axis Z Z-axis

Claims

Linkage (1) for a wheel suspension, with at least one body attachment point (5, 6) for a vehicle body and at least one wheel carrier attachment point (7) for a wheel carrier, which are arranged on a linkage body (2) extending along a linkage plane, which has a base body (3) formed from discontinuously reinforced plastic, which is a fiber-reinforced plastic with fiber pieces of a maximum length of 50 mm, and a reinforcement (4) containing continuous fibers bonded thereto, characterized in that the reinforcement (4) is limited to a first region of the linkage body (2) with respect to the linkage plane, while the base body (3) extends into a second region, wherein the first region with respect to the linkage plane is designed as an edge region (2.1) of the linkage body (2) and the second region as an inner region (2.2) of the handlebar body, wherein the edge region (2.1) is an outer edge or edge or side surface of the handlebar body (2) with respect to the XY plane. Handlebar according to claim 1, characterized in that the fiber pieces are short fibers with a length of up to 1 mm, and / or long fibers with a length between 1 mm and 50 mm. Handlebar according to one of the preceding claims, characterized in that at at least one connection point (5, 6, 7) a separately manufactured bearing element (8, 9, 10) is positively connected and / or materially connected to the base body (3). Handlebar according to one of the preceding claims, characterized in that at least one bearing element (8, 9, 10) has a bearing section (8.1, 10.1) and at least one extension (8.2, 10.2) extending therefrom, which is materially bonded to the base body (3). Handlebar according to one of the preceding claims, characterized in that in the second area at least one separately manufactured insert part (11) is materially bonded to the base body (3), which insert part (11) is designed for connecting a suspension component to the handlebar (1). Handlebar according to one of the preceding claims, characterized in that the reinforcement (4) extends continuously from each wheel carrier connection point (7) to at least one superstructure connection point (5, 6). Handlebar according to one of the preceding claims, characterized in that the base body (3) has a surface section (3.1) extending along the plane of the handlebar and a plurality of reinforcing ribs (3.4, 3.5, 3.6) formed thereon. Handlebar according to one of the preceding claims, characterized in that at least one flange (3.2, 3.3) extending perpendicularly to the handlebar plane is formed in the edge region (2.1) on the surface section (3.1), which has the reinforcement (4). Handlebar according to one of the preceding claims, characterized in that at least one reinforcing rib (3.4, 3.5, 3.6) extends from an insert part (11) to the edge area (2.1). Handlebar according to one of the preceding claims, characterized in that at least one reinforcing rib (3.4, 3.5, 3.6) opens on both sides into at least one flange (3.2, 3.3).

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