vehicle

Abstract

The invention relates to a vehicle (1). According to the invention, the vehicle (1) has a front spring strut dome (2) and a wishbone (4) connected to the spring strut dome (2) by means of at least one screw connection (SV1), wherein - an axial direction of a screw (S1) of the screw connection (SV1) is aligned parallel to a vehicle longitudinal axis, - an end wall (6) is arranged behind the screw (S1) in the direction of the vehicle's longitudinal axis, and a further vehicle component (7) is arranged between the screw (S1) and the end wall (6), - a screw shaft (SS1) of the screw (S1) is passed through a screw receptacle (VSAF1, HSAF1) in the strut dome (2) and through a screw receptacle (SAQ1) in the wishbone (4), - a screw head (SK1) of the screw (S1) is arranged in front of the screw receptacles (SAQ1, VSAF1, HSAF1) in the direction of the vehicle's longitudinal axis, and - the screw (S1) has a predetermined breaking point (9) which is formed in an end section of the screw (S1) projecting rearward from the spring strut dome (2) and the wishbone (4) in the direction of the vehicle's longitudinal axis and is spaced from an end (E1) of the screw (S1) opposite the screw head (SK1).

Description

[0001] The invention relates to a vehicle according to the features of the preamble of claim 1.

[0002] Vehicles are generally known from the state of the art.

[0003] US 2020 / 0 072 271 A1 describes a pin with a break notch. The pin comprises a head and a threaded portion. One end of the head forms an end surface in a first plane perpendicular to the major axis. The pin further comprises a handling component that is an integral part of the head. A connection between this head and the handling component includes the break notch, which has a shape of revolution. A portion of the break notch has a circular arc section whose center lies primarily in the first plane, such that a plane containing the surface of the break notch coincides with the first plane.

[0004] JP 2014 201 265 A discloses a structure for supporting a suspension section of a vehicle, comprising extension ribs at a front and rear end portion of a first vertical wall portion located in the vehicle width direction inside the strut tower body. The extension ribs project inward in the vehicle width direction, extend in the vehicle height direction, and are connected at their lower end portions to the upper surface of a front side member.

[0005] US 6,665,922 B2 describes an assembly fastener that can be mounted into a workpiece using either a swage or torque method. The fastener has an enlarged, protruding head located proximal to a substantially cylindrical, smooth shank portion.

[0006] A threaded shank section positioned distal to the smooth shank section has an external thread sufficiently strong to compress a collar. Distal to the threaded shank section is a pin end with a surface suitable for tool engagement. A predetermined breaking point is located between the threaded shank section and the pin end section.

[0007] The invention is based on the object of providing a vehicle that is improved compared to the prior art.

[0008] The object is achieved according to the invention by a vehicle having the features of claim 1.

[0009] Advantageous embodiments of the invention are the subject of the subclaims.

[0010] A vehicle according to the invention has a front suspension strut tower and a control arm, in particular an upper one, connected to the suspension strut tower by means of at least one screw connection. The suspension strut tower and control arm are thus arranged in particular in a front region of the vehicle, i.e., in particular in a front region of the vehicle in the direction of travel. The direction of travel is the direction in which the vehicle travels when traveling straight ahead.

[0011] A front wheel of the vehicle is connected to the vehicle body via the wishbone and, in particular, via a wheel carrier connected to the wishbone. The strut tower is, in particular, a component of this body. The strut tower, or a region of the strut tower to which the wishbone is attached by means of at least one screw connection, is also referred to, for example, as a strut bracket.

[0012] For example, the strut tower is a left front strut tower, and the control arm is therefore a left control arm. The strut tower and control arm are therefore located in a front left area of the vehicle. The front wheel mentioned above is then a front left wheel of the vehicle.

[0013] The axial direction of a screw of the screw connection connecting the control arm to the strut tower is aligned parallel to a vehicle's longitudinal axis. The vehicle's longitudinal axis runs, in particular, parallel to the vehicle's direction of travel.

[0014] A bulkhead of the vehicle is arranged behind the bolt in the vehicle's longitudinal axis direction, in particular both in the axial direction of the bolt and in the vehicle's longitudinal axis direction, and thus in particular also in the direction of travel. It is thus arranged further towards a vehicle rear area than the bolt. The bulkhead is also referred to, for example, as a firewall. It separates, in particular, the vehicle front area from a passenger compartment of the vehicle, in particular from a footwell of this passenger compartment. The bulkhead is arranged, in particular, radially overlapping the bolt, i.e., it covers the bolt in the vehicle's vertical axis direction and the vehicle's transverse axis direction.

[0015] A further vehicle component of the vehicle is arranged between the screw and the bulkhead, in particular in the axial direction of the screw between the screw and the bulkhead, i.e., in particular, a vehicle component not yet mentioned. The further vehicle component is arranged, in particular, radially overlapping the screw, i.e., it covers the screw in the vehicle's vertical and transverse axis directions. The bulkhead is arranged, in particular, radially overlapping the further component, i.e., it covers the further component in the vehicle's vertical and transverse axis directions.

[0016] This additional vehicle component is, in particular, a stable, particularly rigid, vehicle component. The additional vehicle component is, in particular, more stable, particularly more rigid, than the bulkhead, in particular such that upon movement of the additional vehicle component against the bulkhead, in particular with a force exceeding a predetermined force limit, the additional vehicle component intrudes into the bulkhead, in particular deforms the bulkhead, and, in particular together with the deforming bulkhead, penetrates the passenger compartment of the vehicle.

[0017] The further vehicle component is, for example, a vehicle braking system component of a vehicle braking system of the vehicle, in particular a braking device of the vehicle. The braking device is, for example, an auxiliary unit of the vehicle braking system. The braking device is, for example, a brake booster or brake cylinder, in particular a master brake cylinder, or a pressure cylinder.

[0018] A screw shaft of the screw connection, by means of which the wishbone is connected to the suspension strut dome, passes through a screw receptacle in the suspension strut dome and through a screw receptacle in the wishbone. A screw head of the screw is arranged in front of the screw receptacles in the vehicle's longitudinal axis direction, i.e. further forward than the screw receptacles in the direction of the front of the vehicle. The screw has a predetermined breaking point, which is formed in an end section of the screw that projects rearward from the suspension strut dome and the wishbone in the vehicle's longitudinal axis direction, i.e. towards the rear of the vehicle, and is spaced from an end of the screw opposite the screw head.

[0019] This inventive solution prevents or at least reduces the above-described intrusion of the bulkhead by the additional vehicle component in the event of a frontal collision. In such a frontal collision, particularly when a predetermined collision severity is exceeded, the screw, with its end opposite the screw head, strikes the additional vehicle component due to a collision-induced deformation of the front area of the vehicle. This means that the screw then collides with this additional vehicle component. Without the inventive solution, there would be a risk that this additional vehicle component would be displaced toward the bulkhead and intrude into the bulkhead in the manner described above.

[0020] By means of the solution according to the invention, this intrusion is avoided or at least reduced in that a screw part which is arranged behind the predetermined breaking point in the direction of the vehicle's longitudinal axis, ie is arranged further in the direction of the rear of the vehicle than the predetermined breaking point, breaks off at the predetermined breaking point when it collides with the further vehicle component arranged between the screw and the bulkhead with a predetermined force or with a force which is higher than this predetermined force.

[0021] If the collision is sufficiently severe when the vehicle collides head-on with an obstacle, the front of the vehicle will be deformed to such an extent that this part of the screw will collide with the other vehicle component located between the screw and the firewall with the specified force or with a force greater than this specified force, and will therefore break off at the predetermined breaking point. This will prevent the other vehicle component from shifting towards the firewall, at least until further deformation of the front area causes the remaining part of the screw to strike the other component. The breaking off of the screw part will create additional space for further deformation of the front of the vehicle, allowing further energy absorption through this further deformation.The intrusion of the further component into the bulkhead is thus prevented up to a higher collision severity of the frontal collision and is further reduced even when this higher collision severity occurs due to the greater deformation and greater energy absorption enabled.

[0022] In order to ensure the described mode of operation, it is provided in particular that the screw and its predetermined breaking point are designed in such a way that the screw part which is arranged behind the predetermined breaking point in the direction of the vehicle's longitudinal axis breaks off at the predetermined breaking point when it collides with the further vehicle component arranged between the screw and the bulkhead with the predetermined force or with a force which is higher than this predetermined force.

[0023] The described solution, in particular the screw, is simple and cost-effective to manufacture, can be used in various vehicle models and contributes to increasing the safety of vehicle occupants in the event of a frontal collision.

[0024] In particular, it is provided that the predetermined breaking point is spaced from the screw receptacles, with the screw having an external thread in front of the predetermined breaking point in the direction of the vehicle's longitudinal axis. The external thread is thus arranged further toward the front of the vehicle than the predetermined breaking point. The external thread extends, in particular, to an outer edge of the screw receptacle closest to the predetermined breaking point or into this screw receptacle.

[0025] In particular, it is provided that a screw nut is arranged on the screw, starting from the end opposite the screw head, and is screwed onto the external thread of the screw, with the end section of the screw protruding from the screw nut at least as far as the predetermined breaking point. The predetermined breaking point is thus arranged behind the screw nut in the direction of the vehicle's longitudinal axis, i.e., further toward the rear of the vehicle than the screw nut. The screw nut rests in particular on the outer edge of the screw receptacle closest to the predetermined breaking point. The screw nut is tightened in particular with a predetermined tightening torque.

[0026] In this way, the screw connection is formed, and the wishbone is connected to the strut tower via this screw connection. The above-described breaking of the screw section at the predetermined breaking point occurs behind the screw nut in the direction of the vehicle's longitudinal axis, i.e., the screw nut then remains connected to the remaining part of the screw, and the screw connection thus remains intact. The wishbone therefore remains connected to the strut tower via this screw connection even after the screw section has broken off at the predetermined breaking point. This prevents the wishbone and thus the front wheel from becoming loose during a frontal collision, and the resulting uncontrolled movement, or at least reduces this risk.

[0027] In one embodiment, a tool engagement recess for temporary positive connection to a tool is formed between the end of the screw opposite the screw head and the predetermined breaking point. This tool engagement recess is designed, for example, as a hexagon, in particular as an external hexagon. The screw thus has a hexagonal cross-section at least in sections between the end of the screw opposite the screw head and the predetermined breaking point. As a result, the screw can be held in place, in particular secured against rotation, by means of a correspondingly designed tool, in particular a wrench, while the screw nut is being tightened.

[0028] This is particularly advantageous if the screw head is not accessible when the screw is arranged on the vehicle in the manner described above, in particular if it is not accessible by means of a tool for holding the screw while the screw nut is being tightened. With this solution, the screw shaft is pushed through the screw receptacles from front to rear in the direction of the vehicle's longitudinal axis and the screw nut is pushed onto the screw via the end of the screw opposite the screw head up to its external thread and screwed onto the external thread, wherein for screwing onto the external thread or at least for screwing the screw nut tight, the tool is pushed positively onto the tool engagement formation and the screw is held by means of the tool, in particular is secured against twisting.

[0029] To ensure this, it is provided in particular that the screw and its predetermined breaking point are designed in such a way that the screw part arranged behind the predetermined breaking point in the direction of the vehicle's longitudinal axis does not break off when the screw nut is tightened with the specified tightening torque and the screw is held in place at the tool engagement formation by means of the tool.

[0030] The screw part could, for example, also be broken off by a mechanic immediately after the screw nut has been tightened. This would then eliminate the need to design the screw and its predetermined breaking point in such a way that the screw part breaks off at the predetermined breaking point if it collides with the other vehicle component arranged between the screw and the bulkhead with the predetermined force or with a force greater than this predetermined force. However, this would be less advantageous because it would then no longer be possible to unscrew the screw nut from the screw, for example to replace the wishbone in a workshop due to wear or damage, or this risk would at least be very high because if the mechanic were to break off the screw head, the screw could no longer be held in place with the tool and secured against twisting.

[0031] In the described solution, it is therefore particularly provided that the screw is designed such that, in the event of a frontal collision, it impacts the other vehicle component and breaks off in a targeted manner, as described above. This reduces the energy of the impact on the other vehicle component and prevents or at least reduces bulkhead intrusion.

[0032] The screw is made of a particularly high-strength material. At the same time, the screw features the predetermined breaking point described above, at which the part of the screw that impacts the other vehicle component in the manner described above during a head-on collision will break off.

[0033] The screw is made of steel, for example, carbon steel, especially with various additives, such as boron, manganese, and / or chromium. A tempering temperature of, for example, 340°C is used. This gives the screw high strength.

[0034] The screw, for example, has a high-strength strength class, such as strength class 10.9, in particular according to DIN, in particular according to DIN EN ISO 898-1. It has, for example, a tensile strength of 1000 N / mm 2 and, for example, a yield strength, also known as 0.2% proof strength, of 900 N / mm 2 on.

[0035] In one embodiment, the wishbone is connected to the strut dome by means of a further screw connection, wherein the screw connection described above is arranged behind the further screw connection in the vehicle longitudinal axis direction, ie is arranged further in the direction of the vehicle rear than the further screw connection.

[0036] Embodiments of the invention are explained in more detail below with reference to drawings.

[0037] Showing: Fig. 1 schematically shows a view from below of a section of a left front area of a vehicle and an obstacle in front of the vehicle in a sectional view, Fig. 2 schematically shows a sectional view of a first screw connection of the wishbone of the vehicle with a spring strut dome of the vehicle, Fig. 3 schematically shows a section of Fig. 1 in the area of the wishbone and the strut tower before a frontal collision of the vehicle with the obstacle, and Fig. 4 schematically shows the section from Fig. 1 in the area of the wishbone and the strut tower during the frontal collision of the vehicle with the obstacle.

[0038] Corresponding parts are provided with the same reference numerals in all figures.

[0039] Fig. 1 shows a schematic representation of a section of a left front area of an exemplary embodiment of a vehicle 1 and an obstacle H in front of the vehicle 1. The vehicle 1 is shown in a view from below. The representation is a sectional view or at least a partial sectional view.

[0040] A direction of travel arrow shows the direction of travel R of vehicle 1. Vehicle 1 is in Fig. 1 immediately before a frontal collision with the obstacle H, for example designed as a barrier.

[0041] The design described below in this Fig. 1 can, in possible embodiments of the vehicle 1, alternatively or additionally, for example in the same or similar manner, in particular in an analogous manner, also be present in a right front area of the vehicle 1 not shown.

[0042] In the illustrated front area, the vehicle 1 has a front suspension strut tower 2, in which a suspension strut 3 of the vehicle 1 is arranged. The vehicle 1 further has an upper wishbone 4 connected to the suspension strut tower 2 by means of a first screw connection SV1 and a second screw connection SV2. A front wheel 5 of the vehicle 1 is connected to a body of the vehicle 1 via the wishbone 4. The suspension strut tower 2 is a component of this body.

[0043] Fig. 2 shows a schematic sectional view of the first screw connection SV1. Fig. 3 shows schematically a section of Fig. 1 in the area of the wishbone 4 and the strut dome 2 before the frontal collision of the vehicle 1 with the obstacle H. Fig. 4 shows schematically the section from Fig. 1 in the area of the wishbone 4 and the strut dome 2 during the frontal collision of the vehicle 1 with the obstacle H.

[0044] The axial direction of a screw S1 of the first screw connection SV1 is aligned parallel to a vehicle's longitudinal axis. The vehicle's longitudinal axis runs parallel to the direction of travel R of vehicle 1.

[0045] A bulkhead 6 of the vehicle 1 is arranged behind the screw S1 of the first screw connection SV1. A further vehicle component 7 of the vehicle 1, designed in the example shown as a braking device, is arranged between the screw S1 of the first screw connection SV1 and the bulkhead 6. This further vehicle component 7 is in particular a stable, in particular solid, vehicle component. The further vehicle component 7 is in particular more stable, in particular more solid, than the bulkhead 6, in particular such that upon movement of the further vehicle component 7 against the bulkhead 6, in particular with a force that exceeds a predetermined force limit, the further vehicle component 7 intrudes into the bulkhead 6, in particular deforms the bulkhead 6, and, in particular together with the deforming bulkhead 6, penetrates into a passenger compartment of the vehicle 1.

[0046] A screw shank SS1 of the screw S1 of the first screw connection SV1 is passed through a first screw receptacle in the spring strut dome 2 and through a first screw receptacle SAQ1 in the wishbone 4. In the example shown, the first screw receptacle in the spring strut dome 2 is split in two and has a front first screw receptacle VSAF1 and a rear first screw receptacle HSAF1. The first screw receptacle SAQ1 in the wishbone 4 is arranged between the front first screw receptacle VSAF1 and the rear first screw receptacle HSAF1 of the spring strut dome 2. A screw head SK1 of the screw S1 of the first screw connection SV1 is arranged in front of the first screw receptacles SAQ1, VSAF1, HSAF1 in the vehicle's longitudinal axis direction, i.e. further in the direction of a vehicle front end 8 of the vehicle 1.In the example shown, the screw head SK1 of the screw S1 of the first screw connection SV1 is arranged in particular directly in front of the front first screw receptacle VSAF1 of the spring strut dome 2.

[0047] The screw S1 of the first screw connection SV1 has a predetermined breaking point 9, which is formed in an end section of the screw S1 projecting rearward from the spring strut dome 2 and the wishbone 4, in particular from their screw receptacles SAQ1, VSAF1, HSAF1, and is spaced from an end E1 of the screw S1 opposite the screw head SK1.

[0048] This solution avoids or at least reduces the above-described intrusion of the bulkhead 6 by the additional vehicle component 7 in the event of a frontal collision of the vehicle 1. In such a frontal collision, particularly when a predetermined collision severity is exceeded, the screw S1 of the first screw connection SV1, with its end E1 opposite the screw head SK1, strikes the additional vehicle component 7 due to a collision-induced deformation of the front area of the vehicle 1. Fig. 4 shows this moment of impact.

[0049] The screw S1 of the first screw connection SV1 thus collides with this further vehicle component 7. Without the described solution, there would be a risk that this further vehicle component 7 would be displaced in the direction of the front wall 6 and intrude into the front wall 6 in the manner described above.

[0050] By means of the described solution, this intrusion is avoided or at least reduced in that a screw part 10, which is arranged behind the predetermined breaking point 9 in the direction of the vehicle's longitudinal axis, breaks off at the predetermined breaking point 9 when it collides with the further vehicle component 7 arranged between the screw S1 of the first screw connection SV1 and the front wall 6 with a predetermined force or with a force which is higher than this predetermined force.

[0051] If the collision severity of the frontal collision of the vehicle 1 with an obstacle H is sufficiently high, the front area of the vehicle 1 is deformed to such an extent that this screw part 10 of the screw S1 of the first screw connection SV1 collides with the further vehicle component 7 arranged between the screw S1 of the first screw connection SV1 and the bulkhead 6 with the predetermined force or with a force that is higher than this predetermined force and thereby breaks off at the predetermined breaking point 9. This prevents the further vehicle component 7 from being displaced in the direction of the bulkhead 6, at least until the remaining part of the screw S1 of the first screw connection SV1 strikes the further component 7 due to further deformation of the front area.

[0052] By breaking off the screw part 10, additional space is created for further deformation of the front area of the vehicle 1, which enables further energy absorption through this further deformation. The intrusion of the additional component 7 into the bulkhead 6 is thus prevented up to a higher collision severity and, even when this higher collision severity occurs, is further reduced due to the greater deformation and greater energy absorption enabled.

[0053] In order to ensure the described mode of operation, it is provided in particular that the screw S1 of the first screw connection SV1 and its predetermined breaking point 9 are designed such that the screw part 10, which is arranged behind the predetermined breaking point 9, breaks off at the predetermined breaking point 9 when it collides with the further vehicle component 7 arranged between the screw S1 of the first screw connection SV1 and the front wall 6 with the predetermined force or with a force which is higher than this predetermined force.

[0054] As particularly in the Fig. 2 to 4, it is provided in particular that the predetermined breaking point 9 is spaced from the first screw receptacles SAQ1, VSAF1, HSAF1, in particular from the rear first screw receptacle HSAF1 of the suspension strut dome 2, wherein the screw S1 of the first screw connection SV1 has an external thread in front of the predetermined breaking point 9 in the direction of the vehicle's longitudinal axis. The external thread extends in particular to an outer edge of the first screw receptacle SAQ1, VSAF1, HSAF1 closest to the predetermined breaking point 9, in the example shown thus to the outer edge of the rear first screw receptacle HSAF1 of the suspension strut dome 2, or into this screw receptacle HSAF1.

[0055] As particularly in the Fig. 2 to 4, it is provided in particular that a screw nut SM1 of the first screw connection SV1 is arranged, starting from the end E1 opposite the screw head SK1, on the screw S1 of the first screw connection SV1 and is screwed onto the external thread of the screw S1, wherein the end section of the screw S1 protrudes from the screw nut SM1 at least as far as the predetermined breaking point 9. The screw nut SM1 bears in particular on the outer edge of the first screw receptacle SAQ1, VSAF1, HSAF1 closest to the predetermined breaking point 9, in the example shown thus on the outer edge of the rear first screw receptacle HSAF1 of the spring strut dome 2. The screw nut SM1 is tightened in particular with a predetermined tightening torque.

[0056] In this way, the first screw connection SV1 is formed, and the wishbone 4 is connected to the spring strut dome 2 via this first screw connection SV1. The above-described breaking off of the screw part 10 at the predetermined breaking point 9 occurs behind the screw nut SM1 in the direction of the vehicle's longitudinal axis, i.e., the screw nut SM1 then remains connected to the remaining part of the screw S1, and the first screw connection SV1 thus remains intact. The wishbone 4 thus remains connected to the spring strut dome 2 via this first screw connection SV1 even after this breaking off of the screw part 10 at the predetermined breaking point 9.

[0057] In the illustrated embodiment, a tool engagement recess W1 is formed on the screw S1 of the first screw connection SV1 between the end E1 of the screw S1 opposite the screw head SK1 and the predetermined breaking point 9 for a temporary, positive connection with a tool (not shown). This tool engagement recess W1 is designed, for example, as an external hexagon. As a result, the screw S1 of the first screw connection SV1 can be held in place, in particular secured against rotation, using a correspondingly designed tool, in particular a wrench, while the screw nut SM1 is being tightened.

[0058] This is particularly advantageous if the screw head SK1 is not accessible when the screw S1 of the first screw connection SV1 is arranged on the vehicle 1 in the manner described above, in particular if it is not accessible by means of a tool for holding the screw S1 while tightening the screw nut SM1.In this solution, the screw shaft SS1 of the screw S1 of the first screw connection SV1 is pushed from front to back through the first screw receptacles SAQ1, VSAF1, HSAF1 and the screw nut SM1 is pushed onto the screw S1 up to its external thread via the end E1 of the screw S1 of the first screw connection SV1 opposite the screw head SK1 and screwed onto the external thread, wherein for screwing onto the external thread or at least for tightening the screw nut SM1, the tool is pushed positively onto the tool engagement formation W1 and the screw S1 is held by means of the tool, in particular is secured against twisting.

[0059] To ensure this, it is provided in particular that the screw S1 of the first screw connection SV1 and its predetermined breaking point 9 are designed such that the screw part 10 arranged behind the predetermined breaking point 9 in the direction of the vehicle's longitudinal axis does not break off during the tightening of the screw nut SM1 with the predetermined tightening torque and the resulting holding of the screw S1 on the tool engagement formation W1 by means of the tool.

[0060] The screw S1 of the first screw connection SV1 is made, in particular, of a material with high strength. At the same time, the screw S1 of the first screw connection SV1 has the described predetermined breaking point 9, at which the screw part 10, which impacts the other vehicle component 7 in the manner described during a frontal collision of the vehicle 1, deliberately breaks off.

[0061] As already mentioned above, the wishbone 4 is additionally connected to the strut dome 2 by means of the second screw connection SV2, wherein the first screw connection SV1 is arranged behind the second screw connection SV2 in the vehicle longitudinal axis direction.

[0062] An axial direction of a screw S2 of the second screw connection SV2 is aligned parallel to the vehicle's longitudinal axis. In the example shown, it is particularly provided that the two screws S1, S2 are arranged on a common virtual axis, i.e., they are arranged axially one behind the other in the direction of travel R and thus in the direction of the vehicle's longitudinal axis.

[0063] A screw shaft SS2 of the screw S2 of the second screw connection SV2 passes through a second screw receptacle in the strut tower 2 and through a second screw receptacle SAQ2 in the control arm 4. In the example shown, the second screw receptacle in the strut tower 2 is split in two and has a front second screw receptacle VSAF2 and a rear second screw receptacle HSAF2. The second screw receptacle SAQ2 in the control arm 4 is arranged between the front second screw receptacle VSAF2 and the rear second screw receptacle HSAF2 of the strut tower 2.

[0064] A screw head SK2 of the screw S2 of the second screw connection SV2 is arranged behind the second screw receptacles SAQ2, VSAF2, HSAF2 in the vehicle's longitudinal axis direction. In the example shown, the screw head SK2 of the screw S2 of the second screw connection SV2 is arranged, in particular, directly behind the rear second screw receptacle HSAF2 of the suspension strut dome 2. An end section of the second screw S2 protrudes forward from the suspension strut dome 2 and the wishbone 4, in particular from their second screw receptacles SAQ2, VSAF2, HSAF2, in the vehicle's longitudinal axis direction, in particular projecting forward beyond the front second screw receptacle VSAF2 of the suspension strut dome 2.

[0065] As particularly in the Fig. 3 and Fig. 4, it is particularly provided that the screw S2 of the second screw connection SV2 has an external thread. The external thread extends in particular to an outer edge of the second screw receptacle SAQ2, VSAF2, HSAF2 closest to an end E2 of the screw S2 opposite the screw head SK2, thus in the example shown to the outer edge of the front second screw receptacle VSAF2 of the strut dome 2, or into this screw receptacle VSAF2.

[0066] As particularly in the Fig.2 to 4, it is provided in particular that a screw nut SM2 of the second screw connection SV2 is arranged, starting from the end E2 opposite the screw head SK2, on the screw S2 of the second screw connection SV2 and is screwed onto the external thread of the screw S2, wherein the end section of the screw S2 protrudes from the screw nut SM2. The screw nut SM2 bears in particular on the outer edge of the second screw receptacle SAQ2, VSAF2, HSAF2 closest to the end E2 opposite the screw head SK2, in the example shown thus on the outer edge of the front second screw receptacle VSAF2 of the spring strut dome 2. The screw nut SM2 is tightened in particular with a predetermined tightening torque. In this way, the second screw connection SV2 is formed and the wishbone 4 is connected to the spring strut dome 2 via this second screw connection SV2.

[0067] In the illustrated embodiment, a tool engagement recess W2 is formed between the end E2 opposite the screw head SK2 and the external thread of the screw S2 of the second screw connection SV2 for a temporary, positive connection with a tool (not shown). This tool engagement recess W2 is designed, for example, as an external hexagon. As a result, the screw S2 of the second screw connection SV2 can be held in place, in particular secured against rotation, using a correspondingly designed tool, in particular a wrench, while the screw nut SM2 is being tightened.

[0068] This is particularly advantageous if the screw head SK2 is not accessible when the screw S2 of the second screw connection SV2 is arranged on the vehicle 1 in the manner described above, in particular if it is not accessible by means of a tool for holding the screw S2 while tightening the screw nut SM2.In this solution, the screw shaft SS2 of the screw S2 of the second screw connection SV2 is pushed from back to front through the second screw receptacles SAQ2, VSAF2, HSAF2 and the screw nut SM2 is pushed onto the screw S2 up to its external thread via the end E2 of the screw S2 of the second screw connection SV2 opposite the screw head SK2 and screwed onto the external thread, wherein for screwing onto the external thread or at least for tightening the screw nut SM2, the tool is pushed positively onto the tool engagement formation W2 and the screw S2 is held by means of the tool, in particular is secured against twisting.

Claims

[1] Vehicle (1), with a front spring strut dome (2) and a wishbone (4) connected to the spring strut dome (2) by means of at least one screw connection (SV1), wherein - an axial direction of a screw (S1) of the screw connection (SV1) is aligned parallel to a vehicle longitudinal axis, - an end wall (6) is arranged behind the screw (S1) in the direction of the vehicle's longitudinal axis, and a further vehicle component (7) is arranged between the screw (S1) and the end wall (6), - a screw shaft (SS1) of the screw (S1) is passed through a screw receptacle (VSAF1, HSAF1) in the strut dome (2) and through a screw receptacle (SAQ1) in the wishbone (4), - a screw head (SK1) of the screw (S1) is arranged in front of the screw receptacles (SAQ1, VSAF1, HSAF1) in the direction of the vehicle's longitudinal axis, characterized bythat the screw (S1) has a predetermined breaking point (9) which is formed in an end section of the screw (S1) projecting rearward from the spring strut dome (2) and the wishbone (4) in the direction of the vehicle's longitudinal axis and is spaced from an end (E1) of the screw (S1) opposite the screw head (SK1). [2] Vehicle (1) according to claim 1, characterized by that the screw (S1) and its predetermined breaking point (9) are designed such that a screw part (10) which is arranged behind the predetermined breaking point (9) in the direction of the vehicle's longitudinal axis breaks off at the predetermined breaking point (9) when it collides with the further vehicle component (7) arranged between the screw (S1) and the front wall (6) with a predetermined force or with a force which is higher than this predetermined force. [3] Vehicle (1) according to one of the preceding claims, characterized by that the further vehicle component (7) is a vehicle braking system component. [4] Vehicle (1) according to claim 3, characterized by that the vehicle braking system component is a braking device. [5] Vehicle (1) according to one of the preceding claims, characterized by that the predetermined breaking point (9) is spaced from the screw receptacles (SAQ1, VSAF1, HSAF1), wherein the screw (S1) has an external thread in front of the predetermined breaking point (9) in the direction of the vehicle's longitudinal axis. [6] Vehicle (1) according to claim 5, characterized by that a screw nut (SM1) is arranged on the screw (S1) starting from the end (E1) opposite the screw head (SK1) and is screwed onto the external thread of the screw (S1), wherein the end section (E1) of the screw (S1) protrudes from the screw nut (SM1) at least up to the predetermined breaking point (9). [7] Vehicle (1) according to one of the preceding claims, characterized bythat between the end (E1) of the screw (S1) opposite the screw head (SK1) and the predetermined breaking point (9) a tool engagement formation (W1) is formed for the temporary positive connection with a tool. [8] Vehicle (1) according to claim 7, characterized by that the tool engagement formation (W1) is designed as a hexagon. [9] Vehicle (1) according to one of the preceding claims, characterized by that the screw (S1) and its predetermined breaking point (9) are designed in such a way that the screw part (10) arranged behind the predetermined breaking point (9) in the direction of the vehicle's longitudinal axis does not break off when the screw nut (SM1) is tightened with a predetermined tightening torque and the screw (S1) is held in place by means of the tool at the tool engagement formation (W1). [10] Vehicle (1) according to one of the preceding claims, characterized bythat the wishbone (4) is connected to the spring strut dome (2) by means of a further screw connection (SV2), wherein the screw connection (SV1) is arranged behind the further screw connection (SV2) in the direction of the vehicle's longitudinal axis.

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