VEHICLE AXLE WITH AIR DEFLECTION ELEMENTS AND ANTI-STRIKE PROTECTION

Abstract

The invention relates to a vehicle axle for a motor vehicle. Two wheel carriers, each guided on an axle guide and pivotable by a tie rod, each having a wheel brake. At least one air deflection element per wheel brake, which deflects a travel air flow in the direction of the wheel brake for brake cooling. The air deflection element is fastened on the wheel carrier, on an axle guide, or on the tie rod. A stabilizer for reducing rolling movements of the motor vehicle. The stabilizer includes protective elements arranged in the area of the air deflection elements, which prevent direct striking of the air deflection elements on the stabilizer during steering and/or spring movements.

Claims

1-10. (canceled)

11. A vehicle axle for a motor vehicle, comprising: two wheel carriers, each guided on an axle guide and pivotable by a tie rod, each having a wheel brake; at least one air deflection element per wheel brake, which deflects a travel air flow in the direction of the wheel brake for brake cooling, wherein the air deflection element is fastened on the wheel carrier, on an axle guide, or on the tie rod; a stabilizer for reducing rolling movements of the motor vehicle; wherein the stabilizer includes protective elements arranged in the area of the air deflection elements, which prevent direct striking of the air deflection elements on the stabilizer during steering and/or spring movements.

12. The vehicle axle as claimed in claim 11, wherein the protective elements are designed in such a way that a minimum distance of 5 mm to 10 mm is ensured between the air deflection elements and the stabilizer.

13. The vehicle axle as claimed in claim 11, wherein the stabilizer is formed from a stabilizer tube, wherein the protective elements are arranged on the outer circumference of the stabilizer tube.

14. The vehicle axle as claimed in claim 11, wherein the stabilizer is formed from metal and includes a corrosion protection coating.

15. The vehicle axle as claimed in claim 11, wherein the stabilizer is formed having angled stabilizer ends, wherein the protective elements are arranged at the angled stabilizer ends.

16. The vehicle axle as claimed in claim 11, wherein the protective elements are designed as elastomer or plastic pads.

17. The vehicle axle as claimed in claim 11, wherein the protective elements are designed as elastomer or plastic rings.

18. The vehicle axle as claimed in claim 11, wherein the protective elements are formed from elastomer or plastic and are vulcanized or sprayed onto the stabilizer.

19. The vehicle axle as claimed in claim 11, wherein the protective elements are designed having shape-matched strike surfaces for the air deflection elements.

20. The vehicle axle as claimed in claim 11, wherein the vehicle axle is a front axle.

21. The vehicle axle as claimed in claim 12, wherein the stabilizer is formed from a stabilizer tube, wherein the protective elements are arranged on the outer circumference of the stabilizer tube.

22. The vehicle axle as claimed in claim 12, wherein the stabilizer is formed from metal and includes a corrosion protection coating.

23. The vehicle axle as claimed in claim 13, wherein the stabilizer is formed from metal and includes a corrosion protection coating.

24. The vehicle axle as claimed in claim 12, wherein the stabilizer is formed having angled stabilizer ends, wherein the protective elements are arranged at the angled stabilizer ends.

25. The vehicle axle as claimed in claim 13, wherein the stabilizer is formed having angled stabilizer ends, wherein the protective elements are arranged at the angled stabilizer ends.

26. The vehicle axle as claimed in claim 14, wherein the stabilizer is formed having angled stabilizer ends, wherein the protective elements are arranged at the angled stabilizer ends.

27. The vehicle axle as claimed in claim 12, wherein the protective elements are designed as elastomer or plastic pads.

28. The vehicle axle as claimed in claim 13, wherein the protective elements are designed as elastomer or plastic pads.

29. The vehicle axle as claimed in claim 14, wherein the protective elements are designed as elastomer or plastic pads.

30. The vehicle axle as claimed in claim 15, wherein the protective elements are designed as elastomer or plastic pads.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0026] FIG. 1 shows a perspective illustration in detail of the left-side area of the vehicle axle according to the invention.

[0027] FIG. 2 shows another perspective illustration (according to arrow A in FIG. 1) of the left-side air deflection element of the vehicle axle of FIG. 1 and a first preferred possible embodiment of the invention.

[0028] FIG. 3 shows a second preferred possible embodiment of the invention analogously to FIG. 2.

DETAILED DESCRIPTION

[0029] FIG. 1 shows the left-side area of a vehicle axle 100 according to the invention, which is designed, for example, as a McPherson axle. The axle 100 shown is a front axle. The forward travel direction of the motor vehicle is indicated by the arrow F. The right-side area of the vehicle axle 100 is constructed substantially mirror symmetrically, i.e., the following explanations apply analogously to the right-side axle area. Furthermore, reference is also made to the prior art, in particular to DE 10 2005 005 113 A1.

[0030] The vehicle axle 100 shown includes an auxiliary frame 110, on which multiple lower axle guides 121 are movably fastened on the left axle side shown (possible upper axle guides are not shown). A lift wheel carrier (not shown) having a left wheel brake is fastened and guided on these axle guides 121, wherein the wheel brake is designed in particular as a disk brake (as shown, for example, in DE 10 2005 005 113 A1). The left wheel carrier is pivotable or steerable by means of a tie rod (also not shown). As already explained, the right axle side (not shown) is constructed essentially mirror symmetrically.

[0031] The vehicle axle 100 furthermore includes a stabilizer 130, which is formed from a stabilizer tube and includes angled stabilizer ends 131. The stabilizer ends 131 are connected directly or indirectly (for example via a coupling rod) to a bumper or an upper axle guide, wherein other stabilizer attachments known from the prior art are also possible.

[0032] Furthermore, a left-side air deflection element 140 is provided, which deflects a travel air flow incoming counter to the travel direction F in the direction of the left wheel brake for the purpose of brake cooling. The dimensionally stable air deflection element 140 is fastened on the tie rod 130. The fastening is carried out by clipping on (see clip bracket 141 in FIGS. 2 and 3) and/or screwing on. With corresponding axle construction, fastening on the wheel carrier, on one of the lower axle guides 121, on an upper axle guide, or the like is also possible in principle. Similarly thereto, a right-side air deflection element is also provided, which deflects the travel air flow in the direction of the right wheel brake. Multiple such air deflection elements can also be provided per wheel brake.

[0033] In order that the air deflection element 140 does not strike against the stabilizer or the stabilizer tube 130 during steering and/or spring movements, it is provided that a protective element 150 functioning as a quasi-anti-strike protection or strike buffer is attached to the stabilizer 130 in the area or in a possible contact area of the air deflection element 140, thus at the angled stabilizer and/or leg 131. Multiple such protective elements 150 can also be attached, wherein in particular as few protective elements as possible are provided. The protective element 150 prevents direct striking of the air deflection element 140 on the stabilizer 130. This also applies analogously to the right air deflection element (not shown).

[0034] FIG. 2 shows a first possible embodiment in which the protective element 150 is designed as a crescent-like elastomer or plastic pad, which encloses part of the circumference of the stabilizer or the stabilizer tube 130 and quasi-protrudes into the empty space between the air deflection element 140 and the stabilizer end 131. The pad 150 is preferably adhesively bonded or vulcanized or sprayed onto the stabilizer or the stabilizer tube 130, as explained above.

[0035] FIG. 3 shows a second possible embodiment, in which the protective element 150 is designed as an elastomer or plastic ring, which encloses the entire circumference of the stabilizer or the stabilizer tube 130. The ring 150 is preferably pulled or vulcanized or sprayed (extrusion coating) onto the stabilizer or the stabilizer tube 130, as explained above.

[0036] The protective element 150 designed as a pad or ring can have a height (in the radial direction) of 5 mm to 10 mm, in particular of 5 mm to 8 mm, by which a corresponding minimum distance is insured between air deflection element 140 and stabilizer 130 or stabilizer end 131. The protective element 150 can have a width (in the axial direction) of 3 to 15 mm, in particular of 5 mm to 10 mm. The width has influence on the holding force, which is to be sufficiently high that twisting and/or displacement is prevented. The protective element 150 is preferably designed to be as small and light as possible.

[0037] As explained above, the protective element 150 can also be designed having a defined shape-matched or contour-matched strike surface for the air deflection element 140, so that the air deflection element 140 does not strike in points, but rather in a planar manner.