GB2577400A

GB2577400A - Crash Structure

Info

Publication number: GB2577400A
Application number: GB1913027.7A
Authority: GB
Inventors: Gemkow Simone; Annis Mark
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2018-09-13
Filing date: 2019-09-10
Publication date: 2020-03-25
Anticipated expiration: 2039-09-10
Also published as: GB201814901D0; GB2577400B; GB201913027D0

Abstract

The present invention relates to a wheel knuckle 13-n for supporting a wheel 3-n of a vehicle 1. The wheel knuckle 13-n includes a hub 20 and a knuckle extension member 30-n. The hub 20 is suitable for supporting a bearing assembly 17. The knuckle extension member 30-n is configured to extend inboard of a wheel flange 7A formed on an inboard side of the wheel 3-n, and comprises an inboard rim support 32 for engaging the rim 5 of the wheel 3-n. The rim support 32 may further comprise an inboard surface 32A inclined at an acute angle relative to a diametrical plane DPn of the wheel 3-n. Aspects of the present invention also relate to a knuckle extension member 30-n; and a vehicle 1 incorporating such a wheel knuckle. The extension member may also be detachable/removable and have an inboard load path face.

Description

CRASH STRUCTURE

TECHNICAL FIELD

The present disclosure relates to a crash structure. Aspects of the invention relate to a crash structure for a vehicle, particularly, but not exclusively, to a wheel knuckle and to a knuckle extension member. Aspects of the invention relate to a wheel knuckle, a vehicle, a wheel assembly, and to a knuckle extension member.

BACKGROUND

There is an ongoing desire to improve vehicle safety. This is reflected in the continuing development of crash structures provided in vehicles to dissipate collision energy. In the event of a collision, the crash structure may absorb some of the collision energy, for example as they undergo deformation. Alternatively, or in addition, the crash structures may transmit the collision energy through the vehicle structure for dissipation.

It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a wheel knuckle for supporting a wheel of a vehicle; a wheel assembly; a vehicle; and a knuckle extension member according to the appended claims.

According to an aspect of the present invention there is provided a wheel knuckle for supporting a wheel of a vehicle, the wheel knuckle comprising: a hub for supporting a bearing assembly; and a knuckle extension member. The knuckle extension member may be suitable for engaging an inboard (lateral) surface of the wheel. The knuckle extension member may be configured to extend inboard of a wheel flange formed on an inboard side of the wheel. At least in certain embodiments, the knuckle extension member may extend out of an internal volume of the wheel (formed by the wheel rim). In the event of a collision, the knuckle extension member may be operable to absorb crash energy. Alternatively, or in addition, the knuckle extension member may be operable to transmit crash energy to the wheel knuckle. The knuckle extension member may provide an alternate load path in the event of a collision, particularly a frontal collision. At least in certain embodiments, the resulting load path may be in parallel with a load path established by the wheel. Alternatively, or in addition, the knuckle extension member may be operable to control deflection of the wheel. Alternatively, or in addition, the knuckle extension member may help to maintain tracking of the wheel in the event of a collision.

At least in certain embodiments, the knuckle extension member may improve the transmittal of collision energy. In the event of a collision, the knuckle extension member may extend inboard of the wheel and may contact the tyre prior to engaging other features of the vehicle and/or an object. The knuckle extension member may be spaced apart from the wheel, for example the wheel rim. This allows the wheel knuckle to be used in conjunction with a wide range of wheel sizes and configurations, thereby reducing or avoiding the need to develop a range of derivatives for different vehicles.

The knuckle extension member may be sized in dependence on an available package space. The knuckle extension member may be sized in dependence on kinematic requirements to avoid contacting an adjacent component or structure, for example as a steering angle of the wheel changes.

The knuckle extension member may comprise a proximal end and a distal end. An inboard extension may be formed at the distal end of the knuckle extension member. In use, the inboard extension may be disposed inboard of the wheel flange. The inboard extension may be configured to extend inboard of a plane coincident with an inboard edge of the wheel flange.

The knuckle extension member may be configured to extend towards a front of the vehicle.

The inboard extension may be configured to extend alongside at least a portion of the wheel flange. In use, the inboard extension may be spaced apart from an inboard side of the wheel flange in a transverse direction.

The inboard extension may comprise a front face. The front face may be formed at the distal end of the knuckle extension member. The front face may comprise a forwardmost surface of the knuckle extension member. The front face may be configured to extend substantially perpendicular to a diametrical plane of the wheel.

The inboard extension may comprise an inboard side load path face. The inboard side load path face may be configure to extend inboard of the wheel.

The knuckle extension member may be configured to remain clear of the wheel flange and/or the wheel rim. Thus, the knuckle extension member may not be operable to support (or may be operable to provide limited support for) the wheel flange and/or the wheel rim in the event of a collision. The knuckle extension member could, for example be disposed in an inboard position separated from the wheel flange and/or the wheel rim.

The knuckle extension member may comprise a flange engagement section for engaging the wheel flange. The flange engagement section may be configured to engage an inboard edge of the wheel rim. This may enable earlier engagement in the event of a collision. At least in certain embodiments, the flange engagement section may provide improved trajectory control. In the event of a collision, the wheel flange may undergo deformation and engage the flange engagement section. The flange engagement section may control deformation of the wheel flange disposed on the inboard side of the wheel. A wheel flange disposed on an outboard side of the wheel is typically supported by one or more wheel spoke. The knuckle extension member may help to distribute crash energy between the inboard and outboard sections of the wheel. In certain scenarios, the knuckle extension member may help to preserve integrity of the wheel.

The flange engagement section may comprise a flange engagement surface. The flange engagement surface may optionally be oriented at an acute angle relative to a diametrical plane of the wheel. The flange engagement surface may be oriented at an acute angle relative to the diametrical plane of less than or equal to one of the following: 40°, 30°, 20° or 10° There may be an angular offset between the flange engagement surface and a radially inner surface of the wheel flange (when in an un-deformed state). The angular offset may be defined as a difference in the angular orientation of the flange engagement surface and the radially inner surface of the wheel flange relative to a diametrical plane of the wheel. The angular offset may be less than 20°, 10 ° or 5°. In certain embodiments, the flange engagement surface may be configured to extend substantially parallel to the radially inner surface of the wheel flange (when in an un-deformed state). The angular offset may be substantially equal to 0°.

The knuckle extension member may be configured such that, in use, the distal end thereof is disposed forward of a rim sidewall of the wheel. The distal end of the knuckle extension member may be disposed inboard of the wheel flange formed on the inboard side of the wheel.

The knuckle extension member may comprise an inboard rim support for engaging a rim of the wheel. The inboard rim support may comprise an inboard surface for engaging the wheel rim. A front surface of the knuckle extension member may form the inboard surface. The inboard surface may be inclined at a taper angle relative to the diametrical plane of the wheel.

The taper angle may be an acute angle relative to the diametrical plane of the wheel. The taper angle may, for example, be in the range 45° to 90 °; or 60° to 90°.

In use, the inboard rim support may be at least partially aligned with a tyre retention means formed on an inboard side of the wheel. The inboard rim support may be operable to support the tyre retention means on the inboard side of the wheel. The inboard rim support may extend laterally to align at least partially with the tyre retention means. The inboard rim support may be disposed on a track rod arm. The inboard rim support may extend in an inboard direction from the track rod arm. At least in certain embodiments, the inboard rim support may provide support for the inboard section of the wheel. The inboard rim support may be at least partially aligned with the tyre retention means in a longitudinal direction. In use, the inboard rim support and the tyre retention means may be disposed in a common diametrical plane of the wheel.

The knuckle extension member may be releasably fastened to the wheel knuckle.

According to a further aspect of the present invention there is provided a wheel assembly comprising a wheel and a wheel knuckle as described herein.

According to a further aspect of the present invention there is provided a vehicle comprising a wheel knuckle as described herein.

According to a further aspect of the present invention there is provided a knuckle extension member for mounting on a wheel knuckle. In use, the knuckle extension member may be configured to extend inboard of a wheel flange formed on an inboard side of a wheel supported by the wheel knuckle. In the event of a collision, the knuckle extension member may be operable to absorb crash energy. The knuckle extension member may be operable to transmit crash energy to the wheel knuckle. The knuckle extension member may provide an alternate load path in the event of a collision, particularly a frontal collision. At least in certain embodiments, the resulting load path may be in parallel with a load path established by the wheel.

The knuckle extension member may comprise a proximal end and a distal end. In use, the distal end of the knuckle extension member may be disposed inboard of the wheel flange. The knuckle extension member may be configured to extend inboard of a plane coincident with an inboard edge of the wheel flange. At least in certain embodiments, the knuckle extension member may extend out of an internal volume of the wheel (formed by the wheel rim).

The knuckle extension member may comprise an inboard extension. The inboard extension may be disposed inboard of the wheel flange, i.e. inset from the wheel in a transverse direction towards a longitudinal centreline of the vehicle.

The knuckle extension member may be configured to extend alongside at least a portion of the wheel flange. The knuckle extension member may be disposed in an overlapping arrangement with the wheel flange. In use, the knuckle extension member may be spaced apart from an inboard side of the wheel flange in a transverse direction.

The knuckle extension member may optionally comprise a flange engagement section for engaging the wheel flange. The flange engagement section may comprise a flange engagement surface.

The flange engagement surface may optionally be oriented at an acute angle relative to a diametrical plane of the wheel. There may be an angular offset between the flange engagement surface and a radially inner surface of the wheel flange (when in an un-deformed state). The angular offset may be defined as a difference in the angular orientation of the flange engagement surface and the radially inner surface of the wheel flange relative to a diametrical plane of the wheel. The angular offset may be less than 20°, 10° or 5°. In certain embodiments, the flange engagement surface may be configured to extend substantially parallel to the radially inner surface of the wheel flange (when in an un-deformed state). The angular offset may be substantially equal to 0°.

The knuckle extension member comprises a proximal end and a distal end. The knuckle extension member may be configured such that, in use, a distal end thereof is disposed forward of a rim sidewall of the wheel. The distal end of the knuckle extension member may be disposed inboard of the wheel flange formed on the inboard side of the wheel.

The knuckle extension member may comprise a front face. The front face may be formed at the distal end of the knuckle extension member. The front face may be configured to extend substantially perpendicular to a diametrical plane of the wheel.

The knuckle extension member may comprise an inboard rim support for engaging a rim of the wheel. The inboard rim support may comprise an inboard surface inclined at an acute angle relative to a diametrical plane of the wheel. A front surface of the knuckle extension member may form the inboard surface. The inboard surface may be inclined at a taper angle relative to the diametrical plane of the wheel. The taper angle may be an acute angle relative to the diametrical plane of the wheel. The taper angle may, for example, be in the range 45° to 90°: or 60° to 90°.

The knuckle extension member may comprise an inboard side load path face.

The knuckle extension member may be configured to be releasably fastened to the wheel knuckle.

According to a further aspect of the present invention there is provided a wheel knuckle comprising a knuckle extension member as described herein.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the present invention will now be described, by way of example only, with reference to the accompanying figures, in which: Figure 1 shows a schematic representation of a vehicle comprising wheel mounting assemblies in accordance with an embodiment of the present invention; Figure 2 is a perspective view of a wheel knuckle of the wheel mounting assembly shown in Figure 1 in combination with a wheel; Figure 3 is a side elevation of the wheel knuckle and the wheel shown in Figure 2; Figure 4 is a sectional view along a horizontal plane of the wheel knuckle and the wheel shown in Figures 2 and 3; Figure 5 is an enlarged view of the knuckle extension member shown in Figure 4; Figure 6 is a schematic representation of the vehicle in a frontal collision with a rigid obstacle; Figure 7A shows a partial sectional plan view of the wheel and the wheel knuckle in accordance with an embodiment of the present invention in an in-deformed state; Figure 7B shows a partial sectional view of the wheel and the wheel knuckle shown in Figure 7A in a deformed state; Figure 8 is a plan view of a knuckle extension member in accordance with a further embodiment of the present invention; Figure 9 is a perspective view of the knuckle extension member shown in Figure 8 mounted to a track rod arm; Figure 10 is a plan view of a variant of the knuckle extension member shown in Figures 8 and 9; and Figure 11 is a perspective view of the knuckle extension member shown in Figure 10 mounted to a track rod arm.

DETAILED DESCRIPTION

A vehicle 1 having a plurality of wheel mounting assemblies 2-n in accordance with an embodiment of the present invention is described herein with reference to the accompanying figures.

The vehicle 1 in the present embodiment is a motor vehicle, such as an automobile, as illustrated in Figure 1. The vehicle 1 is illustrated as a sports utility vehicle (SIN) but aspects of the invention described herein may be implemented in other types of automobile and, indeed, other types of vehicle. The vehicle 1 is described herein with reference to a frame comprising a longitudinal axis X, a transverse axis Y and a vertical axis Z. The term "inboard" is used herein to refer to a feature disposed proximal to a longitudinal centre line of the vehicle 1. Conversely, the term "outboard" is used herein to refer to a feature disposed distal from a longitudinal centre line of the vehicle 1. The references herein to the left and right sides of the vehicle 1 are in relation to the vehicle 1 when viewed along the longitudinal axis X from behind the rear of the vehicle 1.

With reference to Figure 1, the vehicle 1 comprises an internal combustion engine (not shown), but aspects of the invention could be implemented in a vehicle 1 comprising one or more electric traction motor, for example an electric vehicle (EV) or a hybrid electric vehicle (HEV).

As shown in Figure 1, the vehicle 1 comprises four wheels 3-n (the suffix "n' being used herein to identify relative location on the vehicle 1). The vehicle 1 has a left front wheel 3-1, a right front wheel 3-2, a left rear wheel 3-3 and a right rear wheel 3-4. The vehicle 1 is a four-wheel drive and, in use, torque is output to each of the wheels 3-n. The vehicle 1 may have permanent four-wheel drive, or a decoupling mechanism may be provided selectively to engage/disengage the four-wheel drive. It will be understood that aspects of the invention described herein may be implemented in a two-wheel drive vehicle having either a front-wheel drive or a rear-wheel drive configuration.

The wheels 3-n are each rotatable about a rotational axis Rn (where n corresponds to the reference number of the associated wheel 3-n), as shown in Figure 2. The rotational axis Fin is disposed on a horizontal wheel centre line CL, as shown in Figure 3. The wheels 3-n each have a diametrical plane DPn disposed orthogonal to the rotational axis Rn of the wheel 3-n, as shown in Figure 4. The diametrical plane DPn extends in the plane of the page in the side elevation of the wheel 3-n shown in Figure 3. With reference to Figures 2, 3 and 4, each wheel 3-n comprises a wheel disc 4 and a wheel rim 5 for supporting a tyre (not shown). The wheel disc 4 may, for example, comprise a plurality of radial spokes. The wheel rim 5 comprises an inboard portion 5A and an outboard portion 5B. The wheel disc 4 is connected to the outboard portion 5B of the wheel rim 5 and connects the wheel rim 5 to a bearing assembly for mounting the wheel 3-n. Each wheel rim 5 comprises a rim sidewall 6. The wheel 3-n comprises means for retaining a tyre on the wheel 3-n. In particular, the wheel 3-n comprises inboard and outboard tyre retention means. The inboard tyre retention means is configured to retain an inboard sidewall of the tyre on the wheel rim 5. The outboard tyre retention means is configured to retain an outboard sidewall of the tyre on the wheel rim 5. The inboard tyre retention means comprises an inboard wheel flange 7A and an inboard bead seat 8A. An inboard retaining hump 9A is also formed in the rim sidewall 6. The outboard tyre retention means comprises an outboard wheel flange 7B and an outboard bead seat 8B. An outboard retaining hump 9B is also formed in the rim sidewall 6. The inboard wheel flange 7A and the inboard retaining hump 9A are provided on opposing sides of the inboard bead seat 8A and are arranged to locate an inboard tyre bead (not shown). The outboard wheel flange 7B and the outboard retaining hump 9B are provided on opposing sides of the outboard bead seat 8B and are arranged to locate an outboard tyre bead (not shown). It will be understood that, in use, the inboard wheel flange 7A and the outboard wheel flange 7B engage respective inboard and outboard sidewalls of the tyre supported on the wheel rim 5. The rim sidewall 6 comprises a circular cylinder which may be tapered outwardly towards the inboard portion 5A of the wheel rim 5. The taper angle of the rim sidewall 6 is relatively small and may, for example, correspond to a release angle for releasing the wheel 3-n from a mould.

The wheel mounting assemblies 2-n mount the wheels 3-n to the vehicle 1. Each wheel mounting assembly 2-n comprises a hub assembly 12-n (shown in Figure 1) having a wheel knuckle 13-n (also known as an axle carrier) and an axle hub 14-n. The left and right front wheels 3-1, 3-2 are mounted to left and right front hub assemblies 12-1, 12-2 respectively; and the left and right rear wheels 3-3, 3-4 are mounted to left and right rear hub assemblies 12-3, 12-4 respectively. The left and right front hub assemblies 12-1, 12-2 are steering hub assemblies which are mounted in a swivelling arrangement to enable the direction of the left and right front wheels 3-1, 3-2 to be controlled to steer the vehicle 1. As described herein, the left and right front wheel knuckles 13-1, 13-2 are connected to left and right track rods 15-1 (only the left track rod 15-1 is shown in the Figures) to provide steering inputs. The axle hubs 14-n each comprise a wheel bearing (not shown) which defines the rotational axis Rn about which the associated wheel 3-n rotates. The axle hubs 14-n are of conventional design and each comprise a plurality of mechanical fasteners for fastening a brake disc (shown in dashed lines in Figure 3) and the associated wheel 3-n.

As shown in Figure 1, the vehicle 1 comprises a chassis (not shown) having a front subframe 18 for mounting the engine. The left and right front hub assemblies 12-1, 12-2 are mounted on respective sides of the front subframe 18. The vehicle 1 comprises suspension units (not shown) to control vertical movement of the hub assemblies 12-n. Left and right front suspension units control vertical movement of the left and right front hub assemblies 12-1, 12- 2. The left and right front suspension units each comprise a front strut assembly (not shown) which is connected to the left and right front wheel knuckles 13-1, 13-2. Left and right rear suspension units control vertical movement of the left and right rear hub assemblies 12-3, 124. The left and right front suspension units may have the same configuration as the left and right rear suspension units, or a different configuration.

The configuration of the left front hub assembly 12-1, which mounts the left front wheel 3-1, will now be described in more detail. It will be understood that the right front hub assembly 122 has substantially the same configuration. The left front hub assembly 12-1 comprises the left front wheel knuckle 13-1 and the left front axle hub 14-1. The left front wheel knuckle 13- 1 is a forged component having a unitary (one-piece) construction. The left front wheel knuckle 13-1 may be composed of a metal, such as steel or aluminium, or a metal alloy. As shown in Figure 2, the left front wheel knuckle 13-1 comprises a centre hub 20 for mounting a wheel bearing assembly 17 (shown in Figure 4); an upper arm 21 for connection to the first front suspension unit 19-1; first and second bosses 22 for mounting a brake calliper 23; a bottom bracket 24 for mounting the left front wheel knuckle 13-1; and a track rod arm 25 for connection to the left track rod 15-1. The upper arm 21 comprises at least one bore 26 for receiving a bolt to connect the left front wheel knuckle 13-1 to the front strut assembly. The first and second lateral bosses are disposed at the rear of the left front wheel knuckle 13-1 to mount the brake calliper 23 in an aft position. A vertical bore 27 is formed in the bottom bracket 24 to mount the left front wheel knuckle 13-1 to a control arm (not shown) pivotally connected to the front subframe 18. A bushing (not shown) is provided in the vertical bore 27 to mount the left front wheel knuckle 13-1 in a swivelling arrangement.

The track rod arm 25 is disposed at the front of the left front wheel knuckle 13-1 and extends towards a front of the vehicle 1. In the present embodiment the track rod arm 25 extends in a substantially radial direction from the rotational axis Ri of the left front wheel 3-1. The track rod arm 25 is substantially parallel to the longitudinal axis X of the vehicle 1 when the left front hub assembly 12-1 is installed. The track rod arm 25 comprises a joint 28 for connecting an outboard end of the left track rod 15-1 (shown in Figure 3) to the left front wheel knuckle 13- 1. The joint 28 in the present embodiment comprises a ball joint, but other joints are contemplated. In the present embodiment, the brake calliper 23 and the track rod arm 25 are diametrically opposed from each other. It will be appreciated that the position of the brake calliper 23 and/or the track rod arm 25 may vary. A centre bore 29 is formed in the centre hub 20 of the left front wheel knuckle 13-1 for mounting the left front axle hub 14-1. The left front axle hub 14-1 comprises a bearing assembly 17 to enable rotation of the left front wheel 3-1.

A front stub axle (not shown) extends through the centre bore 29 to transmit torque to the left front wheel 3-1.

The left front hub assembly 12-1 comprises a first knuckle extension member 30-1. The right front hub assembly 12-2 comprises a second knuckle extension member 30-2. The first and second knuckle extension members 30-1, 30-2 have substantially the same configuration. The configuration of the first knuckle extension member 30-1 associated with the left front hub assembly 12-1 will now be described.

With reference to Figures 2, 3, 4 and 5, the first knuckle extension member 30-1 comprises a proximal end 30-1A and a distal end 30-1B. The first knuckle extension member 30-1 forms an extension of the left front wheel knuckle 13-1. In the present embodiment, the first knuckle extension member 30-1 is formed as a separate component and releasably fastened to a distal end of the track rod arm 25. The first knuckle extension member 30-1 could optionally include inter-locking features for engaging cooperating features formed on the track rod arm 25. The proximal end 30-1A of the first knuckle extension member 30-1 is fastened to the track rod arm 25; and the distal end 30-1 B of the first knuckle extension member 30-1 extends alongside the inboard flange 7A of the wheel 3-1. It will be understood that in a variant the first knuckle extension member 30-1 may be formed integrally with the track rod arm 25. It will be understood that in another variant the first knuckle extension member 30-1 may be formed integrally with the wheel knuckle 13-1 at a location other than the track rod arm 25. The first knuckle extension member 30-1 comprises a mounting portion 31 formed at the proximal end 30-1A; and an inboard rim support 32 formed at the distal end 30-1 B. The mounting portion 31 and the inboard rim support 32 are formed integrally, but they could be formed as separate components which are fastened together. As shown in Figure 4, the mounting portion 31 comprises a through bore 33 for receiving a mechanical fastener 34 for mounting the first knuckle extension member 30-1 to the track rod arm 25.

The first knuckle extension member 30-1 is configured to engage the wheel rim 5 in the event of a collision. The inboard rim support 32 is at least partially aligned with the inboard tyre retention means in a longitudinal direction. As shown in Figure 5, the inboard rim support 32 is aligned with the inboard wheel flange 7A and the inboard bead seat 8A. The inboard rim support 32 comprises an inboard surface 32A disposed on a front face thereof. The inboard surface 32A in the present embodiment comprises a substantially planar profile. The inboard surface 32A is operable to engage the wheel rim 5 in the event of a collision resulting in deformation of the wheel rim 5. In the present embodiment, the inboard surface 32A is configured to extend in a plane substantially perpendicular to the diametrical plane DPn of the wheel 3-n. A radial gap G is maintained between the inboard surface 32A of the first knuckle extension member 30-1 and a radially inner surface of the rim sidewall 6. As shown in Figure 5, the radial gap G is substantially uniform along its length. The radial gap G ensures that the first knuckle extension member 30-1 does not impinge on the wheel rim 5 during normal use.

However, in the event of a collision which causes the wheel rim 5 to deform, the first knuckle extension member 30-1 operatively engages the wheel rim 5 as it deforms. In a variant, the radially outer surface of the first knuckle extension member 30-1 may be profiled at least substantially to match the profile of the radially inner surface of the wheel rim 5. The inboard surface 32A of the knuckle extension member 30-1 may be part-cylindrical and define a circular arc which is concentric with the rotational axis R, of left front wheel 3-1. It will be understood that the right front wheel knuckle 13-2 has substantially the same configuration as the left front wheel knuckle 13-1.

The inboard rim support 32 of the first knuckle extension member 30-1 comprises a flange engaging section 35 for engaging a radially inner flange surface 36 of the inboard wheel flange 7A. As shown in Figure 5, the radially inner flange surface 36 extends at a first angle (31 relative to the diametrical plane DPn of the wheel 3-n. The flange engaging section 35 comprises a flange engagement surface 35A for engaging the radially inner flange surface 36 of the inboard wheel flange 7A. The flange engagement surface 35A extends at a second angle p2 relative to the diametrical plane DPn of the wheel 3-n. In the present embodiment the first and second angles pl, p2 are at least substantially supplementary. When the wheel 3-1 is mounted on the left front hub assembly 12-1, the radially inner flange surface 36 and the flange engagement surface 35A are substantially parallel to each other. In the event of a frontal collision resulting in deformation of the wheel rim 5, the inboard rim support 32 is operable to engage the radially inner flange surface 36 of the inboard wheel flange 7A. The first knuckle extension member 30-1 may thereby absorb energy from the collision and may also provide a load path for transmittal of collision loads to the left front hub assembly 12-1.

The first knuckle extension member 30-1 is configured to extend inboard of the inboard wheel flange 7A. In particular, the first knuckle extension member 30-1 comprises an inboard extension 38 which is configured to locate inboard of the inboard wheel flange 7A. In the event of a frontal collision which results in deformation of the wheel rim 5, the inboard extension 38 is operable to extend past an inboard side of the wheel 3-1. The inboard extension 38 may provide a load path for transmittal and/or absorption of collision loads. The resulting load path may be independent of the wheel 3-1.

The inboard extension 38 may comprise an inboard side load path face 43 that is configured such that in the event of a collision the inboard side load path face 43 may establish an alternative and/or additional load path to or from other components (not shown), for example between the inboard side load path face 43 and one or more of; a suspension component, a chassis component, a body component, and a powertrain component of the vehicle 1. The alternative and/or additional load path may enable collision energy to be transmitted via the established load path.

The embodiment shown in Figure 5 shows an inboard extension 38 of the knuckle extension member (30-1) further comprises a protruding portion 38-1. The protruding portion 38-1 is configured such that in use the front face 39 of the inboard extension 38 faces towards the front of a vehicle 1 and a rear face 42 faces towards the rear of the vehicle 1. The length, width and depth of the protruding portion 38-1 may be configured to take into account one or more of; the design gap in use between the inboard side load face 43 and other components (not shown) of the vehicle 1 in the vicinity, the flange engagement surface 35A of the flange engagement section 35 and the wheel rim 5A, and the anticipated collision energy in certain scenarios of collision. Therefore it is to be appreciated that in some embodiments inboard extension 38 may be of differing shapes or profile depending on the considerations applied to its design.

The collision loads can be transmitted directly into the left front hub assembly 12-1. The inboard extension 38 comprises a front face 39 which is disposed inboard of the wheel 3-n. In the present embodiment, the front face 39 extends substantially perpendicular to the diametrical plane DPn of the wheel 3-n. It will be understood that the front face 39 may be inclined at an acute angle or at an oblique angle to the diametrical plane DPn.

The operation of the first knuckle extension member 30-1 in the event of a frontal collision with an obstacle 0 having a small lateral overlap on the left hand side of the vehicle 1 will now be described with reference to Figures 6, 7A and 7B. It will be understood that the right front wheel knuckle 13-2 and the right front wheel 3-2 behave in a similar manner. The obstacle 0 is in the form of a rigid barrier. The vehicle 1 travelling in a straight line coincident with the longitudinal axis X, as illustrated by an arrow D. A partial sectional plan view of the left front wheel 3-1 in an un-deformed state is shown in Figure 7A. The first knuckle extension member 30-1 is disposed proximal to, but spaced apart from, an inner surface of the left front wheel 31. The flange engaging section 35 extends alongside a portion of the inner flange surface 36 of the inboard wheel flange 7A such that there is a transverse offset. The energy transmitted during the collision (referred to herein as the "collision energy") is transmitted through the left hand side of the vehicle 1, for example through a front bumper and a left wing, and into the left front wheel 3-1. For the purposes of describing the function of the first knuckle extension member 30-1, the collision energy is sufficient to deform the left front wheel 3-1 and also to displace the left front wheel 3-1. As a result of the collision with the object 0, the wheel rim 5 of the impacted wheel is deformed and the first knuckle extension member 30-1 is engaged by the deformed wheel rim 5. Specifically, the radially inner surface of the wheel rim 5 is displaced in a rearwards direction, closing the radial gap G and causing the inboard portion 5A of the deformed wheel rim 5 to engage the first knuckle extension member 30-1. A partial sectional plan view of the left front wheel 3-1 in a deformed state is shown in Figure 7B. The inboard wheel flange 7A is deformed and the radially inner flange surface 36 engages the flange engagement surface 35A of the first knuckle extension member 30-1. The first knuckle extension member 30-1 may help to control deformation of the wheel rim 5 and/or may maintain tracking of the left front wheel 3-1. At least in certain scenarios, the flange engaging section 35 may reduce or suppress lateral deformation of the inboard wheel flange 7A in an inboard direction (i.e. inwardly towards the longitudinal centre line of the vehicle 1). The flange engaging section 35 may thereby help to preserve the integrity of the wheel rim 5, particularly the inboard portion 5A. The first knuckle extension member 30-1 is operative to absorb some of the collision energy and may also establish an additional load path for the collision energy. The first knuckle extension member 30-1 may help to control the subsequent deformation of the wheel rim 5, for example by reducing deformation of the inboard portion 5A of the wheel rim 5.

A further embodiment of a knuckle extension member in accordance with an embodiment of the present invention will now be described with reference to Figures 8 and 9. Like reference numerals are used for like components. The first knuckle extension member 30-1 of the left front hub assembly 12-1 is described herein. It will be understood that the second knuckle extension member 30-2 of the right front hub assembly 12-2 has a corresponding configuration.

The first knuckle extension member 30-1 is incorporated into the left front wheel knuckle 131. In the present embodiment, the first knuckle extension member 30-1 is formed as a separate component and fastened to the track rod arm 25. The first knuckle extension member 30-1 comprises a mounting portion 31, an inboard rim support 32 and a flange engaging section 35. In the present embodiment, the mounting portion 31, the inboard rim support 32 and the flange engaging section 35 are formed integrally, but they could be formed as separate components which are fastened together. The mounting portion 31 comprises a through bore 33 for receiving a mechanical fastener (not shown) for mounting the first knuckle extension member 30-1 to the left front hub assembly 12-1.

The mounting portion 31 is configured to form a rim engagement portion of the first knuckle extension member 30-1 for engaging the wheel rim 5 in the event of a collision. The inboard rim support 32 comprises an inboard surface 32A having a substantially planar profile. The inboard surface 32A forms a rim engagement surface operable to engage a radially inner surface of the wheel rim 5. As shown in Figure 8, the inboard surface 32A is aligned with the inboard bead seat 8A in a longitudinal direction. The inboard surface 32A in the present embodiment is inclined at a first taper angle y1 relative to the diametrical plane DPn of the wheel 3-n. The first taper angle y1 is an acute angle. The first taper angle y1 in the present embodiment is approximately 60°. A radial gap G is maintained between the inboard surface 32A of the first knuckle extension member 30-1 and a radially inner surface of the rim sidewall 6. As shown in Figure 8, the size of the radial gap G reduces in an inboard direction such that the radial gap G is smallest proximal to the inboard wheel flange 7A. The inclined inboard surface 32A may help to control deformation of the wheel rim 5 in the event of a collision.

The inboard rim support 32 of the first knuckle extension member 30-1 comprises a flange engaging section 35 for engaging a radially inner flange surface 36 of the inboard wheel flange 7A. The radially inner flange surface 36 extends outwardly at a first angle [31 relative to the diametrical plane DPn of the wheel 3-n. The flange engaging section 35 comprises a flange engagement surface 35A for engaging the radially inner flange surface 36 of the inboard wheel flange 7A. The flange engagement surface 35A extends at a second angle 132 relative to the diametrical plane DPn of the wheel 3-n. In the present embodiment the first and second angles 131, 132 are at least substantially supplementary. When the wheel 3-1 is mounted on the left front hub assembly 12-1, the radially inner flange surface 36 and the flange engagement surface 35A are substantially parallel to each other. In the event of a frontal collision resulting in deformation of the wheel rim 5, the inboard rim support 32 is operable to engage the radially inner flange surface 36 of the inboard wheel flange 7A. The first knuckle extension member 30-1 may thereby absorb energy from the collision and may also provide a load path for transmittal of collision loads to the left front hub assembly 12-1.

The first knuckle extension member 30-1 is configured to extend inboard of the inboard wheel flange 7A. In particular, the first knuckle extension member 30-1 comprises an inboard extension 38 which is disposed inboard of the inboard wheel flange 7A. In the event of a frontal collision which results in deformation of the wheel rim 5, the inboard extension 38 is operable to extend past an inboard side of the wheel 3-1. The inboard extension 38 may provide a load path for transmittal and/or absorption of collision loads. At least in certain scenarios, the resulting load path may be independent of the wheel 3-1. The collision loads can be transmitted directly into the left front hub assembly 12-1. The inboard extension 38 comprises a front face 39 which is disposed inboard of the wheel 3-n. As shown in Figure 6, the front face 39 is offset from an innermost section of the inboard wheel flange 7A in a rearwards direction. In a variant, the inboard extension 38 may extend forward of the innermost section of the inboard wheel flange 7A, for example to a position alongside the tyre mounted on the wheel rim 5. In the present embodiment, the front face 39 extends substantially perpendicular to the diametrical plane DPn of the wheel 3-n. It will be understood that the front face 39 may be inclined at an acute angle or an oblique angle to the diametrical plane DPn.

A variant of the embodiment of the knuckle extension member shown in Figures 8 and 9 will now be described with reference to Figures 10 and 11. Like reference numerals are used for like components. The mounting portion 31 is configured to form a rim engagement portion of the first knuckle extension member 30-1 for engaging the wheel rim 5 in the event of a collision.

The mounting portion 31 of the first knuckle extension member 30-1 comprises an inboard surface 32A inclined at a second taper angle y2 relative to the diametrical plane DPn of the wheel 3-n. The inboard surface 32A forms a rim engagement surface operable to engage the wheel rim 5 in the event of a collision. The second taper angle y2 is an acute angle. It will be appreciated that the second taper angle y2 is larger than the first taper angle y1. The second taper angle y2 in the present embodiment is approximately 70°. This arrangement is suitable for use with a wheel rim 5 having a smaller diameter. The first knuckle extension member 301 comprises an inboard surface 40 which is inclined at an acute angle relative to the diametrical plane DPn of the wheel 3-n. The inboard surface 40 is substantially planar in the present variant. It will be understood that the second knuckle extension member 30-2 has substantially the same configuration. The operation of the first and second knuckle extension members 30-1, 30-2 in the event of a collision is unchanged from the above embodiment(s).

It will be appreciated that various modifications may be made to the embodiment(s) described herein without departing from the scope of the appended claims.

In the embodiments described herein the knuckle extension member 30-1 is formed as a separate component and fastened to the track rod arm 25. In alternate embodiments, the knuckle extension member 30-1 may be formed integrally with the track rod arm 25.

One or more spacer element may be provided between the knuckle extension member 30-1 and the track rod arm 25. The spacer element may be provided to change the longitudinal position of the knuckle extension member 30-1, for example to accommodate wheel rims 5 having different diameters.

The first and second knuckle extension members 30-1, 30-2 have been described with particular reference to the left and right front wheels 3-1, 3-2 of the vehicle 1. It will be understood that the invention may be implemented in the left and right rear wheels 3-3, 3-4.

In particular, first and second knuckle extension members may be incorporated into the rear wheel hub assemblies. For example, the left and right rear wheel knuckles may each comprise a support member arranged to support the wheel rim 5 of the associated rear wheel.

Claims

CLAIMS1. A wheel knuckle for supporting a wheel of a vehicle, the wheel knuckle comprising: a hub for supporting a bearing assembly; and a knuckle extension member; wherein the knuckle extension member is configured to extend inboard of a wheel flange formed on an inboard side of the wheel.
2. A wheel knuckle according to claim 1, wherein the knuckle extension member comprises a proximal end and a distal end; an inboard extension being formed at the distal end of the knuckle extension member, the inboard extension being disposed inboard of the wheel flange.
3. A wheel knuckle according to claim 2, wherein the inboard extension is configured to extend alongside at least a portion of the wheel flange.
4. A wheel knuckle according to claim 2 or claim 3, wherein the inboard extension has a front face configured to extend substantially perpendicular to a diametrical plane of the wheel.
5. A wheel knuckle according to any of claims 2 to claim 4 wherein the inboard extension comprises an inboard side load path face.
6. A wheel knuckle according to any one of claims 1 to 5, wherein the knuckle extension member comprises a flange engagement section for engaging the wheel flange.
7. A wheel knuckle according to claim 6, wherein the flange engagement section comprises a flange engagement surface.
8. A wheel knuckle according to claim 7, wherein the flange engagement surface is oriented at an acute angle relative to a diametrical plane of the wheel.
9. A wheel knuckle according to any one of the preceding claims, wherein the knuckle extension member comprises an inboard rim support for engaging a rim of the wheel.
10. A wheel knuckle according to claim 9, wherein the inboard rim support comprises an inboard surface inclined at an acute angle relative to a diametrical plane of the wheel.
11. A wheel knuckle according to any proceeding claim wherein the knuckle extension member is releasably fastened to the wheel knuckle.
12. A wheel assembly comprising a wheel and a wheel knuckle according to any one of the preceding claims.
13. A vehicle comprising a wheel knuckle according to any one of claims 1 to 11.
14. A knuckle extension member for mounting on a wheel knuckle, wherein the knuckle extension member is configured to extend inboard of a wheel flange formed on an inboard side of a wheel supported by the wheel knuckle.
15. A knuckle extension member according to claim 14, wherein the knuckle extension member is configured to extend alongside at least a portion of the wheel flange.
16. A knuckle extension member according to claim 14 or claim 15, wherein the knuckle extension member comprises a flange engagement section for engaging the wheel flange.
17. A knuckle extension member according to claim 16, wherein the flange engagement section comprises a flange engagement surface.
18. A knuckle extension member according to claim 17, wherein the flange engagement surface is oriented at an acute angle relative to a diametrical plane of the wheel.
19. A knuckle extension member according to any one of claims 14 to 18 wherein the knuckle extension member comprises a front face configured to extend substantially perpendicular to a diametrical plane of the wheel.
20. A knuckle extension member according to any one of claims 14 to 19 comprising an inboard rim support for engaging a rim of the wheel.
21. A knuckle extension member according to claim 20, wherein the inboard rim support comprises an inboard surface inclined at an acute angle relative to a diametrical plane of the wheel.
22. A knuckle extension member according to any of claims 14 to claim 21, wherein the knuckle extension member comprises an inboard side load path face.
23. A wheel knuckle according to any of claims 14 to claim 22 wherein the knuckle extension member is configured to be releasably fastened to the wheel knuckle.