DE102019208444A1 - Wheel carrier for a vehicle - Google Patents

Abstract

The invention relates to a wheel carrier (1) for a vehicle which is constructed in one piece and a wheel connection section (10) for a wheel, a first lower link connection section (15) and a second lower link connection section (16) spaced apart therefrom in the longitudinal direction of the vehicle ) for a lower wishbone and a spring support section (20) for a spring element, which extends inwardly from the first lower link connection section (15) towards the center of the vehicle. In order to provide a stable, weight-optimized wheel suspension, the invention provides that a first stiffening section (21) connects the second lower link connecting section (16) to the spring support section (20).

Description

The invention relates to a wheel carrier for a vehicle, with the features of the preamble of claim 1.

In motor vehicles, the wheels are normally rotatably mounted on wheel carriers, which in turn are connected to the vehicle body. The wheel carrier forms, so to speak, a stable receptacle for the axle of the respective wheel. The connection between the wheel carrier and the vehicle body can in particular take place via various links which are movably connected on the one hand to the wheel carrier and on the other hand, for example, to the chassis or an auxiliary frame. The type and number of links per wheel carrier can be different, for example one or more transverse links, trailing links and / or trailing arms can be provided. The function of the handlebars consists in guiding the wheel carrier and thus the wheel as well as in a movable connection with the vehicle body. The wheel carrier is usually part of the unsprung mass, while the vehicle body is part of the sprung mass. Spring elements and dampers can be connected to the vehicle body on the one hand and either to the wheel carrier itself or to one of the links on the other.

In many cases, both the handlebars and the wheel carrier are made of metal, for example steel, gray cast iron or aluminum. In addition, composite materials such as fiber-reinforced plastic are sometimes used. In general, the choice of material is made in such a way that the stability required for safety and driving comfort is guaranteed. On the other hand, particularly recently, there has been an increased requirement to reduce the weight of all vehicle components in order to save fuel and reduce CO ₂ emissions.

The US 9 855 806 B1 shows a wheel carrier which connects a plurality of control arms to one another. The wheel carrier has a wheel bearing mounting portion, an upper control arm mounting portion which is formed at an upper portion of the wheel bearing mounting portion and is connected to an upper control arm, and a lower control arm mounting portion which is integrally formed on a first side towards a rear of the vehicle from a lower portion of the wheel bearing mounting section is formed. A reinforcing portion extends from the wheel bearing mounting portion to a front of the vehicle, and a trailing arm mounting portion is integrally connected to the reinforcing portion and fixed to a trailing arm. An auxiliary arm mounting portion is formed integrally with a lower portion of the reinforcement portion and connected to an auxiliary arm.

The US 9 333 824 B2 discloses an independent wheel suspension, having a wheel carrier which is articulated to a torsion-resistant transverse link with two body-side link bearings for articulation on a vehicle body and two wheel-carrier-side link bearings for articulation on the wheel carrier and on at least two further wishbones, each with a body-side link bearing and a wheel-carrier-side link bearing. Furthermore, the wheel suspension has a suspension spring supported on the vehicle body and on the wheel carrier, the suspension spring being arranged in front of the wheel center axis and the two further wishbones behind the wheel center axis in a longitudinal direction of the vehicle.

From the DE 10 2015 202 373 A1 a wheel carrier for a chassis of a motor vehicle is known which comprises at least one outer ring of a wheel bearing or a wheel bearing which is integrated into the wheel carrier made from a light metal alloy or from a plastic having a metal coating. In particular, the wheel carrier can be designed as an injection molded part and have a first closed side and a second side having ribs opposite the first side. Integrated attachment points for attaching chassis components can optionally be provided.

The U.S. 4,618,159 A discloses a device for mounting a suspension component suitable for attaching a suspension component to a steering knuckle assembly comprising a housing with a peripheral edge flange portion extending from the housing, the suspension component comprising a ball joint or steering linkage with a protruding mounting bolt that engages a bore formed within the peripheral edge flange portion. The suspension component is connected to the steering knuckle by means of a hemispherical receptacle which is formed in the edge flange section to surround the bore. The fastening bolt has a threaded bolt portion, a first washer attached to the bolt which forms a hemispherical surface which corresponds to the hemispherical receptacle, a second disk element which can be fitted onto the bolt and has a hemispherical surface which corresponds to the hemispherical receptacle, and fastening means for clamping the first and second disk means against the steering knuckle housing, whereby the fastening bolt can be rigidly attached to the steering knuckle assembly.

The US 7 270 340 B2 discloses an independent suspension with a wheel guide on the Vehicle body mounted oblique, longitudinal or twist beam, which has a wheel carrier mounted in several elastic pivot bearings, the elastic pivot bearings at least partially consist of two concentric rings or a ring and a bolt, between which an elastomer body is inextricably integrated at least partially. The wheel carrier is supported on the handlebar in front of the wheel axis of rotation via at least one elastic control bearing, the center line of which is in a vertical plane that forms an angle of 20 ° to 50 ° with the direction of travel. The wheel carrier is movably mounted on the handlebar behind the wheel axis of rotation and above the horizontal wheel center transverse plane via at least one pendulum support link articulated in pivot bearings and with center lines in an at least approximately vertical plane. The wheel carrier is movably mounted on the handlebar behind the wheel rotation axis and below the horizontal wheel center transverse plane via a support bearing designed as a pivot bearing with at least approximately a center line parallel to the direction of travel.

From the US 9 643 647 B2 A known a wheel carrier for a steerable wheel. This has a body portion to which an axle is attached, an arm portion, one end of which is formed integrally with an outer periphery of the body portion and extends outward from the body portion along an extension axis, and a connecting portion for connection to a vehicle component. The arm section has a first area, a second area and a hollow area. The first area has an edge-side wall which is designed to be closed around the axis of extension. The second area has an edge-side wall with an opening that is partially open around the axis of extension. In a cross section which intersects the axis of extension, an end section of the edge-side wall of the second region on the side of the opening has an enlarged section which is enlarged in width compared to the thickness of side regions which are adjacent to the end section.

In view of the prior art shown, the provision of a wheel suspension which is optimized with regard to its weight and at the same time has sufficient stability still offers room for improvement.

The invention is based on the object of providing a stable, weight-optimized wheel suspension.

According to the invention, the object is achieved by a wheel carrier with the features of claim 1, the subclaims relating to advantageous embodiments of the invention.

It should be pointed out that the features and measures listed individually in the following description can be combined with one another in any technically meaningful way and show further embodiments of the invention. The description additionally characterizes and specifies the invention, particularly in connection with the figures.

The invention provides a wheel carrier for a vehicle. The wheel carrier is intended in particular for motor vehicles such as trucks or cars. However, it can also be used for trailers, for example. The wheel carrier is used for the rotatable mounting of a wheel and is provided to be movably connected to a vehicle body, for example a chassis or an auxiliary frame, via one or more control arms. It is designed in one piece, which in particular includes the possibility that it is manufactured in one piece, in particular by primary molding and, if necessary, subsequent machining. It can be made of metal, for example steel, gray cast iron and / or aluminum. In particular, it can be cast in one piece. Alternatively, the wheel carrier could also be made from a composite material, for example fiber-reinforced plastic.

The wheel carrier has a wheel connection portion for a wheel, i. a wheel or vehicle wheel is directly or normally indirectly connected to the wheel carrier in the wheel connection section. The wheel connection section can have a wheel hub recess in which a wheel hub can be at least partially received. The actual vehicle wheel is rotatably mounted on the wheel hub. A plurality of bores, which serve to accommodate connecting means between the wheel carrier and the wheel hub, can be arranged around such a wheel hub recess.

Furthermore, the wheel carrier has a first lower link connecting section and a second lower link connecting section for a lower transverse link, spaced apart therefrom in the vehicle longitudinal direction. Two lower link connecting sections are therefore provided which are spaced apart from one another in the longitudinal direction of the vehicle (along the X axis) and which are both designed to connect a lower transverse link. Such a lower wishbone is normally designed as a four-point link, ie it has two connection points on the vehicle side and two connection points on the wheel carrier side. Usually the guiding function of the lower wishbone is performed by at least one, usually two additional wishbones added, as will be discussed below. The terms “first” and “second lower link connection section” are used in this context only to distinguish between different terms and generally do not define any sequence or arrangement with regard to the X-axis or the direction of travel of the vehicle. E.g. the first lower link connection section can be in front of the second lower link connection section in the direction of travel, but the reverse order is also possible.

The lower link connecting sections are arranged in a lower area of the wheel carrier and are normally at least predominantly, in particular completely, arranged lower than the wheel connecting section. Each of the lower link connecting sections can be designed to accommodate a bearing via which the transverse link is connected to the wheel carrier. The bearing can be, for example, a pivot bearing or a ball joint. Overall, the lower link connecting sections define a pivot axis of the lower transverse link relative to the wheel carrier. The respective lower link connecting section has in this case a recess for receiving the corresponding bearing. With regard to the intended installation position of the wheel carrier, the recesses of the two lower link connecting sections can be arranged in alignment with one another in the longitudinal direction of the vehicle, so that the corresponding pivot axis runs parallel to the X-axis; be offset from one another in the vertical direction of the vehicle (along the Z axis).

The wheel carrier also has a spring support section for a spring element which extends inwardly from the first lower link connection section towards the center of the vehicle. The spring support section starts from the handlebar connection section and is therefore directly connected to it. It extends inward from the first lower link connecting section, that is to say with respect to the transverse direction of the vehicle (or the Y-axis) to the center of the vehicle (or to the center of the vehicle). In particular, it can be designed in the manner of a cantilever, which extends inward from the first lower link connection section. In general, the spring support section does not run parallel to the Y-axis, but it can, for example, run within the X-Y plane. The spring support section is designed to support a spring element, for example a helical spring. The spring element is thus supported on the one hand on the wheel carrier and on the other hand on the vehicle body, whereby the suspension of the vehicle wheel is implemented. The spring element can optionally also be supported indirectly on the spring support section, for example via an intermediate elastic pad. In particular if the spring element is a helical spring, the spring support section can be designed at least in sections like a plate or a circular disk. Furthermore, it can have one or more recesses, which can be used, for example, to save weight or to produce a form fit with the spring element or with interposed connecting elements. The spring support section does not have to be designed in its entirety to support the spring element; rather, parts of it can also be used to connect to the first lower link connecting section or to establish a designated distance between this and the spring element.

According to the invention, a first stiffening section connects the second lower link connecting section to the spring support section. That is to say, the first stiffening section produces a connection extending in the longitudinal direction of the vehicle between the second lower link connecting section and the spring support section. The latter is in turn connected to the first lower link connecting section, which is spaced from the second lower link connecting section in the longitudinal direction of the vehicle. Thus, the first stiffening section also provides an at least indirect connection between the two lower link connecting sections. Overall, a structural stiffening of the lower part of the wheel carrier is achieved, while the integration of the spring support section simplifies assembly and generally also leads to lower production costs, especially if the wheel carrier including the spring support section is originally formed. In order to save weight, it is preferred that the first stiffening section has a smaller thickness than the spring support section. The thickness is of course to be measured perpendicular to the direction of extent of the first stiffening section, for example in the Z direction. In a typical configuration, the first stiffening section can also be referred to as flat.

To save weight, at least one recess extending from the outside inward can advantageously be formed on the edge of the wheel connection section. The corresponding recess is arranged on the edge of the wheel connection section, so it is either on the edge of the same or in the vicinity of the edge. The corresponding recess can also be viewed as a groove or depression that is open to the outside and extends inward (that is, toward the center of the vehicle). Usually it is a discontinuous recess.

The wishbone preferably has a camber bar connecting section for a camber bar, which is arranged above the wheel connecting section. The camber bar connection section is provided for connecting a camber bar. The camber bar can also be referred to as an upper wishbone, it being possible for example to adjust the length of the camber bar in order to change the camber of the vehicle wheel. The camber rod connection section can form part of a bearing or it can be designed, for example, as a bushing into which a bearing can be pressed, via which the camber rod is movably mounted on the wheel carrier. In general, the camber bar connection section can connect directly or indirectly above the wheel connection section. It is arranged higher in relation to the vertical axis of the vehicle (Z-axis) than the wheel connection section, whereby it can additionally be offset along the X-axis and / or the Y-axis to the wheel connection section. As a result of the one-piece integration of the camber rod connection section, production is further simplified and costs are further reduced. In order to save weight, a recess or groove or depression extending from the outside inward can be arranged, in particular in the area of the transition from the wheel connection section to the bumper connection section.

It is further preferred that the wheel carrier has a tie rod connection section for a tie rod that is offset in the vehicle longitudinal direction with respect to the wheel connection section. The tie rod connection section can be arranged either in front of or behind the wheel connection section with respect to the X axis. Depending on the case, the tie rod can also be referred to as the front or rear wishbone. Their length can be adjustable in order to adjust the track of the vehicle wheel. With regard to the Z-axis, the tie rod connection section can be arranged at least partially at the level of the wheel connection section. The tie rod connection section can also have one or more recesses which form part of a bearing or are designed to accommodate a bearing via which the tie rod is movably mounted on the wheel carrier.

The wheel carrier advantageously also has a brake caliper connection section for a brake caliper. This is therefore designed to be connected to a brake caliper. One or more recesses or bores can be formed which serve to connect the brake caliper to the wheel carrier. The brake caliper connection section is normally arranged opposite the tie rod connection section with respect to the wheel connection section. That is, if the tie rod connection section is arranged in front of the wheel connection section, the brake caliper connection section is arranged behind it and vice versa.

While the above As a rule, a shock absorber or vibration damper separate from the spring element is provided in order to prevent unnecessarily long vibration processes. For this purpose, the wheel carrier can have a damper connection section for a shock absorber, which is connected to the second lower link connection section and is arranged on the inside thereof (that is, offset towards the center of the vehicle with respect to the Y axis). One could therefore say that the damper connection section is assigned to the second lower link connection section, while the spring support section is assigned to the first lower link connection section. As a rule, the spring support section and the damper connection section are spaced apart from one another along the X-axis and, in this regard, are arranged on opposite sides of the wheel connection section. Thus, during compression, the forces acting on the part of the spring element and on the part of the shock absorber can at least partially compensate each other, which counteracts an undesired rotation of the wheel carrier about the Y-axis. The damper connection section can be connected directly or indirectly to the second lower link connection section. A bore for connection to a pivot bearing for the shock absorber can be formed on the damper connection section.

If the damper connection section is not directly connected to the second lower link connection section, but is spaced from it, it is preferred that at least one recess or groove is formed between these two sections. This enables a stable connection to be achieved while saving weight at the same time. The recess mentioned is usually not continuous (in the longitudinal direction of the vehicle). Above or below the recess, a rib section or flange section can be formed in each case, which connects the second lower link connecting section to the damper connecting section.

As described above, the first stiffening section primarily connects the spring support section to the second lower link connecting section. According to a preferred embodiment, it also connects the lower link connecting sections to one another. By connecting the lower handlebar connection sections the wheel carrier as a whole is further structurally stabilized. The connection can in particular be provided on the underside or at a lower edge of the respective link connecting sections, whereby a free space remains above the first stiffening section in which the transverse link is arranged in the assembled state. Usually, the first stiffening section is also formed continuously from the spring support section to the first lower link connecting section. In particular, the first stiffening section can be designed to be flat, possibly even. Depending on the type of loads to be expected, however, it would also be conceivable that the first stiffening section has, for example, at least one curvature or arch. In addition to the stabilizing effect, the first stiffening section can serve as protection against moisture, dirt and small objects (sand or the like) thrown up, especially in this embodiment, whereby parts of the wishbone or other components are protected, for example.

The first stiffening section preferably merges into a second stiffening section which connects the two lower link connecting sections and extends upwards from the first stiffening section. Viewed in cross section in the Y-Z plane, the two stiffening sections can together form an approximately L-shaped structure. The first stiffening section can extend essentially horizontally, that is to say in the X-Y plane, while the second stiffening section extends upwards, that is to say along the Z-axis (although not necessarily parallel to this). The second stiffening section can also preferably - at least partially - be designed to be flat in order to save weight. Alternatively or additionally, at least one recess or groove can be formed on the outside of the second stiffening section, which recess extends from the outside inwards, but is preferably not formed continuously. The second stiffening section preferably extends upwards to the wheel connection section, so that the latter is connected to the first stiffening section by the second stiffening section. The second stiffening section can be angled with respect to the first stiffening section, but preferably the first stiffening section merges into the second stiffening section in the form of a curvature. In addition to further structural stabilization of the wheel carrier, the second stiffening section also improves the protective effect mentioned above.

In the embodiments described above, particular attention is paid to providing protection against dirt, moisture, etc. on the underside. The large-area formation of the first stiffening section associated with this, possibly combined with the second stiffening section, inevitably ensures a higher weight of the entire wheel carrier. In particular when weight minimization is given a higher priority, it is preferred that a continuous recess is formed on the outside of the first stiffening section between the lower link connecting sections. Optionally, the upwardly extending second stiffening section can be present in this embodiment, but it is separated from the first stiffening section by the said recess, i. E. the two stiffening sections do not merge into one another.

The tie rod connection section is advantageously connected to the wheel connection section by a first connection section which, transversely to the longitudinal direction of the vehicle, has a cross section that is reduced compared to the tie rod connection section. The first connecting section can in particular extend along the X axis. It can be flat at least in sections. The tie rod connection section is arranged offset in relation to the wheel connection section in the vehicle longitudinal direction (along the X axis), whereby the first connection section extends in the vehicle longitudinal direction. Its cross-section transverse to the longitudinal direction of the vehicle, i.e. within the Y-Z plane, is reduced compared to the tie rod connection section. This is primarily used to reduce weight. The first connecting section can be at least partially flat or rib-shaped.

In particular, the first connection section can start from a lower edge and / or an outer edge of the tie rod connection section. The lower edge of the tie rod connection section is that edge which is arranged at the bottom with respect to the Z axis, while the outer edge is arranged on the outside with respect to the Y axis, that is, towards the outside of the vehicle. In particular, the first connecting section can start both from the lower edge and from the outer edge and have a structure that is L-shaped in cross section. This structure enables high structural stability to be achieved with a low weight.

Alternatively or normally in addition to the first connecting section, the tie rod connection section can be connected to the wheel connection section at least indirectly by a second connection section which extends obliquely upward from the tie rod connection section. The second connection section starts from the tie rod connection section and extends in the direction of the X-axis Wheel connection section. If the tie rod connection section is thus arranged, for example, in front of the wheel connection section, the second connection section extends to the rear with respect to the X axis. In addition, it extends upward in the direction of the wheel connection section. The second connecting section is preferably designed to be weight-saving and can, for example, be designed like ribs or webs. According to a preferred embodiment, the second connection section is separated from the first connection section. According to another embodiment, the two connecting sections can also be connected to one another. In this case, a free space can be formed adjacent to the tie rod connection section, which is delimited downwards and outwards by the first connection section and upwards by the second connection section. This free space is open inwards so that, for example, the tie rod can protrude from the inside into this free space.

• 1 eine erste perspektivische Darstellung einer ersten Ausführungsform eines erfindungsgemäßen Radträgers;
• 2 eine zweite perspektivische Darstellung des Radträgers aus 1;
• 3 eine Draufsicht des Radträgers aus 1;
• 4 eine Untersicht des Radträgers aus 1;
• 5 eine erste perspektivische Darstellung einer zweiten Ausführungsform eines erfindungsgemäßen Radträgers;
• 6 eine zweite perspektivische Darstellung des Radträgers aus 5;
• 7 eine Draufsicht des Radträgers aus 5; sowie
• 8 eine Untersicht des Radträgers aus 5.

Further advantageous details and effects of the invention are explained in more detail below with reference to the exemplary embodiments shown in the figures. Show it

• 1 a first perspective view of a first embodiment of a wheel carrier according to the invention;
• 2 a second perspective view of the wheel carrier 1 ;
• 3 a top view of the wheel carrier 1 ;
• 4th a bottom view of the wheel carrier 1 ;
• 5 a first perspective view of a second embodiment of a wheel carrier according to the invention;
• 6th a second perspective view of the wheel carrier 5 ;
• 7th a top view of the wheel carrier 5 ; such as
• 8th a bottom view of the wheel carrier 5 .

In the different figures, the same parts are always provided with the same reference numerals, which is why they are usually only described once.

1 - 4th show a first embodiment of a wheel carrier according to the invention 1 a vehicle, e.g. a car. For better orientation, the X, Y and Z axes of the vehicle of the intended installation position of the wheel carrier are shown in the figures 1 drawn. 1 shows the wheel carrier 1 in a perspective from inside above behind while 2 shows it from the outside above in front. The wheel carrier 1 is cast in one piece from metal, e.g. steel, gray cast iron or aluminum. Alternatively, production from composite material, for example fiber-reinforced plastic, would also be conceivable.

The wheel carrier 1 has a wheel connection section 10 on which a wheel hub of a vehicle wheel with the wheel carrier 1 can be connected. A wheel hub recess 11 serves to accommodate part of the wheel hub, while four first holes 12 serve to hold screws by means of which the wheel hub on the wheel connection section 10 is screwed on. The term “hole” used now and in the following is not to be interpreted restrictively to the effect that the corresponding recess must be made by drilling, but rather it can also be completely in the course of the original shaping of the wheel carrier 1 be made. The wheel connection section connects to the rear along the X axis 10 a caliper attachment section 50 on, the second holes 51 for screwing on a brake caliper. Below the bike connection section 50 are two lower handlebar connection sections 15th , 16 designed, which are provided for connection to a lower wishbone, for example. A four-point link. A front lower handlebar connection section 15th has a bushing into which a pivot bearing can be pressed, while a rear lower link connecting section 16 has another socket for receiving a ball joint. The two lower handlebar connection sections 15th , 16 are spaced from one another along the X-axis. With regard to the Y-axis on the inside of the front lower link connecting section 15th is a spring support section 20th formed on which a helical spring can be supported, which is used to suspend a vehicle body relative to the wheel carrier 1 serves. The spring support section 20th is partially designed like a plate and has a central through opening 37 on, which can serve to reduce weight or the form fit with one between the helical spring and the spring support section 20th intermediate element, for example an elastomeric cushion.

A flat first stiffening section 21st connects the rear lower handlebar connection section 16 with the spring support section 20th as well as with the front lower handlebar connection section 15th . This first stiffener section 21st goes in the form of a curve into an upwardly extending second stiffening section 22nd about the two lower handlebar connection sections 15th , 16 connects with each other and connects to the bike connection section 10 extends. Through the two stiffening sections that merge into one another 21st , 22nd is an area between the lower handlebar connection sections 15th , 16 downwards and outwards against moisture, dirt and particles thrown up. To Weight saving is on the outside of the second stiffening section 22nd a first recess 23 intended. This is just like a second recess 24 and a third recess 25th on the edge of the wheel connection section 10 educated. The recesses mentioned 23 , 24 , 25th serve to reduce weight. Above the bike connection section 10 is a crash bar connection section 35 formed, the third holes 36 has through which, for example, an axle bolt for a pivotable mounting of a camber bar can be guided.

Regarding the X-axis in front of the wheel connection section 10 is a tie rod connection section 40 formed a fourth hole 41 has, which as well as the third holes 36 extends exactly or at least approximately parallel to the X-axis. In this fourth hole 41 For example, an axle bolt can be arranged for the pivotable connection of a tie rod to the wheel carrier. The tie rod connection section 40 is through a first connecting section 45 with the rest of the wheel carrier 1 connected. In particular, this creates an at least indirect connection to the wheel connection section 10 given. The first connection section 45 starts from a lower edge as well as from an outer edge of the tie rod connection section. In comparison to the tie rod connection section, it thus has a transverse to the X axis 40 reduced, approximately L-shaped cross-section. In this way, on the one hand, a minimization of weight is achieved, while on the other hand, a high structural stability for the connection of the tie rod connection section 40 given is. The latter is further improved in that an arm-shaped or web-shaped second connecting section 46 from an upper edge of the tie rod connection section 40 goes out and extends obliquely backwards and upwards. The first 45 and second connecting sections 46 are separated from each other by gaps, which results in a relatively high weight saving.

Inside of the lower rear handlebar connection section 16 is a damper connection section 30th formed a fifth hole 31 has, which also extends approximately in the direction of the X-axis. It can accommodate an axle pin, which is used to pivot a shock absorber with the wheel carrier 1 serves. The damper attachment section 30th is through a third connecting section 26th with the rear lower handlebar connection section 16 connected. To save weight is on the third connection section 26th another recess 29 formed, the top by a first web portion 28 and on the underside by a second web section 29 is limited. The two web sections 28 , 29 ensure high rigidity of the third connecting section 26th with low weight at the same time.

5 - 8th show a second embodiment of a wheel carrier according to the invention 1 , whose basic structure is largely identical to the first embodiment and is therefore not explained again. A first difference is that the damper connection section 30th almost directly to the rear lower handlebar connection section 16 adjoins, with which the third connecting section 26th not applicable. Furthermore, the crash bar connection section 35 In this embodiment, a bushing into which a bearing can be pressed.

In the embodiment shown here, in favor of a greater saving in weight, the underside and outside protection of the area between the lower link connecting sections is used 15th , 16 dispensed with, ie on the outside of the first stiffening section 21st a continuous recess 32 is formed. The first stiffening section 22nd thus does not connect the two lower link connecting sections in this embodiment 15th , 16 as the second stiffening section 22nd is missing.

The tie rod connection section 40 is also in this embodiment by a first connecting section 45 with an L-shaped cross section and a second connecting section extending obliquely upward 46 with the rest of the wheel carrier 1 connected. However, in this case the first connection section 45 and the second connecting portion 46 interconnected, which generally increases stability at the expense of (albeit limited) weight gain. Overall, however, it should be noted that the first connection section 45 and the second connecting portion 46 a comparatively large recess 48 Limit the edge, which has a positive effect on the total weight of the wheel carrier 1 affects.

List of reference symbols

1

Wheel carrier

10

Wheel connection section

11

Wheel hub recess

12, 31, 36, 41, 51

drilling

15th

front lower handlebar connection section

16

rear lower handlebar connection section

20th

Spring support section

21, 22

Stiffening section

23, 24, 25

Recess

26th

Connection section

27

Recess

28, 29

Web section

30th

Damper connection section

35

Camber connection section

37

Through opening

40

Tie rod connection section

45, 46

Connection section

48

Recess

50

Brake caliper connection section

X

X axis

Y

Y axis

Z

Z axis

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 9855806 B1 [0004]
• US 9333824 B2 [0005]
• DE 102015202373 A1 [0006]
• US 4618159 A [0007]
• US 7270340 B2 [0008]
• US 9643647 B2 [0009]

Claims (10)

Wheel carrier (1) for a vehicle, which is constructed in one piece and has a wheel connection section (10) for a wheel, a first lower link connection section (15) and a second lower link connection section (16) for a lower one, spaced apart from this in the longitudinal direction of the vehicle Transverse control arm and a spring support section (20) for a spring element extending inwardly from the first lower arm connection section (15) towards the center of the vehicle, characterized in that a first stiffening section (21) with the second lower arm connection section (16) the spring support portion (20) connects. Wheel carrier after Claim 1 , characterized by a camber rod connection section (35) for a camber rod arranged above the wheel connection section (10). Wheel carrier after Claim 1 or 2 , characterized by a tie rod connection section (40) for a tie rod which is offset in the vehicle longitudinal direction to the wheel connection section (10). Wheel carrier according to one of the preceding claims, characterized by a damper connection section (30) for a shock absorber, which is connected to the second lower link connection section (16) and is arranged on the inside thereof. Wheel carrier according to one of the preceding claims, characterized in that the first stiffening section (21) connects the lower link connecting sections (15, 16) to one another. Wheel carrier according to one of the preceding claims, characterized in that the first stiffening section (21) merges into a second stiffening section (22) which connects the two lower link connecting sections (15, 16) and extends upwards from the first stiffening section (21). Wheel carrier according to one of the preceding claims, characterized in that a continuous recess (32) is formed on the outside of the first stiffening section (21) between the lower link connecting sections (15, 16). Wheel carrier according to one of the preceding claims, characterized in that a tie rod connection section (40) is connected to the wheel connection section (10) by a first connection section (45) which reduces a tie rod connection section (40) transversely to the longitudinal direction of the vehicle Has cross section. Wheel carrier according to one of the preceding claims, characterized in that a first connecting section (45) extends from a lower edge and / or an outer edge of a tie rod connecting section (40). Wheel carrier according to one of the preceding claims, characterized in that a tie rod connection section (40) is connected to the wheel connection section (10) at least indirectly by a second connection section (46) which extends obliquely upwards from the tie rod connection section (40) .

Images