Wheel Support of a Vehicle, Comprising a Receiving Area for a Track Rod

Abstract

A wheel support or a pivot bearing of a vehicle includes a receiving molding for a ball-joint pin of a track rod for changing the toe angle of a wheel rotatably secured to the wheel support or pivot bearing. The receiving molding is provided with an elastomer layer which lies at least partly in a force transmission path from the ball-joint pin to the wheel support or pivot bearing. The elasticity or possible elastic deformability of the elastomer layer is lower in the receiving molding sections via which a greater force component is transmitted, in particular in the range of smaller track angles, when the track rod is moved in order to steer the wheel than in receiving molding sections via which a smaller force component or no force component is transmitted when the track rod is moved in order to steer the wheel.

Claims

1.-4. (canceled)

5. A wheel support or a pivot bearing of a vehicle, comprising: a receiving molding for a ball-joint pin of a track rod provided to change a toe angle of a wheel rotatably secured to the wheel support or pivot bearing; and an elastomer layer provided on the receiving molding, which elastomer layer lies at least partly in a force transmission path from the ball-joint pin to the wheel support or pivot bearing.

6. The wheel support or pivot bearing according to claim 5, wherein an elasticity or possible elastic deformability of the elastomer layer is lower in sections of the receiving molding via which a higher proportion of force is transmitted as the track rod is displaced in order to steer the wheel than in sections of the receiving molding via which a lower or no proportion of force is transmitted as the track rod is displaced in order to steer the wheel.

7. The wheel support or pivot bearing according to claim 6, wherein the sections with the higher proportion are those in a range of smaller track angles.

8. The wheel support or pivot bearing according to claim 5, wherein an at least approximately hollow-cylindrical bush element is provided in the receiving molding, which has the elastomer layer, at least in some sections, between an inner bush provided to receive the ball-joint pin and an outer bush resting on the receiving molding.

9. The wheel support or pivot bearing according to claim 5, wherein the elastomer layer is vulcanized onto the receiving molding.

10. The wheel support or pivot bearing according to claim 6, wherein an at least approximately hollow-cylindrical bush element is provided in the receiving molding, which has the elastomer layer, at least in some sections, between an inner bush provided to receive the ball-joint pin and an outer bush resting on the receiving molding.

11. The wheel support or pivot bearing according to claim 6, wherein the elastomer layer is vulcanized onto the receiving molding.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0010] FIG. 1 is a schematic sectional plane view of a wheel support in a vertical and in a vehicle transverse direction in a neutral position of the steering.

DETAILED DESCRIPTION OF THE DRAWINGS

[0011] In the FIGURE, it is possible to see a few sections of a wheel support 1 and an end section of a track rod 2, on or in which a conventional ball joint 3 is fixed, having a ball-joint pin 3a. The ball-joint pin 3a is plugged into a receiving molding 4 of the wheel support 1, which is provided in the form of a continuous receiving bore in a steering arm section 1a of the wheel support, likewise visible only fragmentarily. However, the ball-joint pin 3a does not rest directly on the wall of the receiving molding 4; instead a substantially hollow-cylindrical bush element 5 is inserted into the latter, which comprises an inner bush 5a and an outer bush 5b, between which an elastomer layer 6 is provided. (The latter is a constituent part of the bush element 5 despite the independent reference number, i.e. despite a reference number not equal to 5). The outer bush 5b is shaped to match the receiving molding 4, while the inner bush 5a receives the ball joint pin 3a. In particular, as can be seen, the matching to the receiving molding 4 and to the ball-joint pin 3a comprises a shield-like shape in the region of the bush element 5 that is at the bottom here, while the inner bush 5a has a collar B which is directed outward in the upper end region and which extends virtually as far as the outer diameter of the outer bush 5b. As can be seen, supported on this collar B of the inner bush 5a is that nut 7 which is screwed onto the free end section of the ball joint pin 3a and which clamps or braces the ball-joint pin 3a in cooperation with its lower likewise shield-like thickening V, matched to which the already mentioned shield-like shape of the lower end section of the bush element 5 is provided, in the receiving molding 4 and in the steering arm section 1a of the wheel support 1. In particular also underneath the collar B (in the drawing and in the installed state on the vehicle), the elastomer layer 6 according to the invention is provided between the inner bush 5a and the outer bush 5b, which is particularly efficient with regard to a desired impedance jump for a transmission of vibrations, in particular in this axial clamping region with respect to the cylindrical axis of the bush element 5.

[0012] It is not possible to see from the FIGURE that the thickness and/or elasticity of the elastomer layer 6 can be different, as viewed over the circumference of the bush element 5, but this has already been explained before the FIGURE description. Accordingly, in the illustration of the FIGURE, during a steering movement and thus during a lateral displacement of the track rod 2, in particular a higher proportion of force is transmitted in the transverse direction (in the drawing plane) than in the vehicle longitudinal direction, which is at right angles to the drawing plane. Therefore, the elastomer layer 6 can, for example, be thicker in a front and rear region with respect to the drawing plane than in the section plane illustrated.