Abstract
A wheel link device for a motor vehicle has a wheel link as a first component, and a vibration absorber designed as a rotational absorber, wherein the vibration absorber has an absorber mass as a second component, which can be pivoted relative to the wheel link about a pivot axis, and has at least one coupling element, which is elastically deformable to damp the vibrations in the event of a respective relative rotation between the components about the pivot axis. At least one elastically deformable first buffer is provided, which in an idle position of the wheel link device is spaced apart from at least one of the components and therefore the first buffer prevents the wheel link from directly hitting the absorber mass. An elastically deformable second buffer is provided, which in the idle position is supported on both components.
Claims
1.-10. (canceled)
11. A wheel link device for a motor vehicle, comprising: a wheel link as a first component for guiding a wheel of the motor vehicle; a vibration absorber, which is in the form of a rotational absorber, to damp vibrations of the wheel link, wherein the vibration absorber comprises an absorber mass as a second component that is pivotable about a pivot axis relative to the wheel link, and at least one coupling element, which, for purposes of damping the vibrations, is elastically deformable in an event of a respective relative rotation between the first or second components about the pivot axis; at least one elastically deformable, first buffer, which in an inactive position of the wheel link device is spaced apart from at least one of the first or second components, whereby the first buffer is useable to prevent the wheel link from directly striking the absorber mass; and at least one elastically deformable, second buffer, which in the inactive position is supported on both of the first and second components.
12. The wheel link device according to claim 11, wherein the first buffer and/or the second buffer is made of an elastically deformable material.
13. The wheel link device according to claim 11, the first buffer has a first damper characteristic curve, and the second buffer has a second, different, damper characteristic curve to the first damper characteristic curve.
14. The wheel link device according to claim 13, wherein each respective damper characteristic curve describes a relationship between an external force acting on the respective buffer and a travel, through which the external force acting on the respective buffer causes the respective buffer to elastically deform and thus buckle.
15. The wheel link device according to claim 11, wherein the first and second buffers have different external shapes and/or different external dimensions, and/or the first and second buffers are arranged on a same side of the second component.
16. The wheel link device according to claim 11, wherein the first and second buffers are held on at least one component, as a result of which: the buffers are conjointly pivotable with the at least one component; in the inactive position, the first buffer is supported on the at least one component and spaced apart from the other component; and in the inactive position, the second buffer is supported on both components.
17. The wheel link device according to claim 16, wherein the at least one component is the absorber mass.
18. The wheel link device accordingly to claim 11, wherein the first buffer in the inactive position is spaced apart from the first component by a spacing, the spacing being at least one centimeter.
19. The wheel link device according to claim 18, wherein the spacing is at least two centimeters.
20. The wheel link device according to claim 19 wherein the spacing is at least three centimeters.
21. A motor vehicle comprising at least one wheel link device according to claim 11.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] FIG. 1 is a schematic perspective view of a detail of a wheel link device for a motor vehicle; and
[0026] FIG. 2 shows damper characteristic curves of buffers of the wheel link device.
[0027] In the figures, elements that are the same or have the same function are provided with the same reference signs.
DETAILED DESCRIPTION OF THE DRAWINGS
[0028] FIG. 1 shows a schematic perspective view of a detail of a wheel link device 1 for a motor vehicle, also referred to as vehicle. This means that the motor vehicle, which is preferably in the form of a passenger car, in its finished state comprises the wheel link device 1. In its finished state, the motor vehicle comprises for example at least or exactly two vehicle axles, which are arranged one behind the other in the longitudinal direction of the motor vehicle and can also be referred to simply as axles. The respective vehicle axle has at least or exactly two vehicle wheels, which are also simply referred to as wheels. The respective vehicle wheels of the respective vehicle axis are arranged on opposite sides of the motor vehicle in the transverse direction of the motor vehicle. The vehicle wheels are ground contact elements, via which the vehicle can be or is supported downwardly, in the vertical direction of the motor vehicle, on the ground. If the motor vehicle is driven along the ground while the motor vehicle is supported downwardly, in the vertical direction of the motor vehicle, on the ground via the ground contact elements, the ground contact elements roll, in particular directly, on the ground.
[0029] The motor vehicle also comprises a structure, which is in the form for example of a self-supporting body and which also forms or delimits an interior space, referred to as passenger compartment or passenger space, of the motor vehicle. While the motor vehicle is traveling, individuals, such as the driver of the motor vehicle, can be accommodated in the interior space. For example, the vehicle wheels of at least or exactly one of the vehicle axles may be attached in articulated fashion to the structure by means of a wheel link device, such as the wheel link device 1. It is also conceivable for the vehicle wheels of both axles to be attached in articulated fashion to the structure by means of a respective wheel link device, such as the wheel link device 1. This means that the wheel link device 1 is assigned in particular exactly one of the vehicle wheels, the vehicle wheel assigned to the wheel link device 1 being attached in articulated fashion to the structure by means of the wheel link device 1. When the following text refers to the vehicle wheel, this is understood, unless stated otherwise, to mean the vehicle wheel which is assigned to the wheel link device 1 and is attached in articulated fashion to the structure by means of the wheel link device 1.
[0030] The wheel link device 1 has a wheel link 2, by means of which the vehicle wheel is to be or is guided relative to the structure. This means that the wheel link 2 is used to prevent or at least delimit first relative movements between the vehicle wheel and the structure, the wheel link 2 selectively permitting second relative movements between the vehicle wheel and the structure. The second relative movements result for example from inward and outward deflection movements of the vehicle wheel that occur in particular in the vehicle vertical direction relative to the structure.
[0031] The wheel link device 1 is a constituent part of a chassis of the motor vehicle. The chassis also comprises a wheel carrier 3, which is assigned to the vehicle wheel and on which the vehicle wheel is rotatably mounted about an axis of rotation of the wheel relative to the wheel carrier 3. For this, the wheel carrier 3 is assigned a wheel hub, which is rotatably mounted on the wheel carrier 3 about the axis of rotation of the wheel relative to the wheel carrier 3 in particular via at least or exactly one rolling bearing. The vehicle wheel is connected, in particular nondestructively detachably, to the wheel hub for conjoint rotation, with the result that the vehicle wheel and the wheel hub can rotate together, which is to say at the same time, about the axis of rotation of the wheel relative to the wheel carrier 3, in particular whenever the vehicle is driven along the ground while the vehicle is supported downward, in the vehicle vertical direction, on the ground via the ground contact elements. For example, the vehicle wheel is a front wheel, and therefore the vehicle axle comprising the vehicle wheel is a front axle. For example, the wheel carrier 3 is pivotably coupled to the wheel link 2 about a steering axis relative to the wheel link 2, with the result that for example the vehicle wheel is a steerable vehicle wheel. The wheel carrier 3 and therewith the vehicle wheel can be pivoted about the steering axis relative to the wheel link 2 and relative to the structure, in order to thereby be able to bring about changes in driving direction, lane changes and cornering of the motor vehicle. For example, the steering axis runs obliquely or perpendicularly or askew to the axis of rotation of the wheel.
[0032] The wheel link 2 is assigned for example a spring and damper device, not illustrated in the figures, via which the wheel link 2 and thus the vehicle wheel are resiliently supported with damping action in particular in the vehicle vertical direction, in such a way that the vehicle wheel is resiliently supported with damping action on the structure via the spring and damper device in terms of the inward and outward deflection movement of the wheel relative to the structure. Therefore, the vehicle wheel is attached in articulated fashion to the structure via the wheel link 2 in such a way that the wheel link 2 permits the inward and outward deflection movements of the vehicle wheel relative to the structure. For this, for example the wheel link 2 is pivotably attached at least indirectly to the structure about an axis of rotation of the wheel link relative to the structure.
[0033] The wheel link device 1 furthermore comprises a vibration absorber 4 for damping vibrations of the wheel link 2, the vibration absorber 4 being in the form of a rotational absorber, and therefore a rotational damper. In the exemplary embodiment shown in the figures, the wheel link 2 is a transverse link.
[0034] In order to now be able to realize a particularly high level of driving comfort for individuals accommodated in the interior space of the motor vehicle, the vibration absorber 4 has an absorber mass 5, the mass of which is preferably greater than that of the wheel link 2. The wheel link 2 is also referred to as first component, and the absorber mass 5 is also referred to as second component. The absorber mass 5 is pivotable about a pivot axis relative to the wheel link 2. In particular, the absorber mass 5 is pivotably coupled to the wheel link 2 about the pivot axis relative to the wheel link 2. In particular, it is provided that the absorber mass 5 is pivotably held, in particular mounted, on the wheel link 2 about the pivot axis relative to the wheel link 2. It is contemplated for the aforementioned axis of rotation of the wheel link to coincide with the pivot axis. It is also contemplated for the pivot axis to run perpendicularly or parallel or askew to the axis of rotation of the wheel link. With preference, the absorber mass 5 is attached to the structure exclusively via the wheel link 2, and therefore the absorber mass 5 is attached to the structure preferably in no other way than via the wheel link 2, which is to say not circumventing the wheel link 2.
[0035] The vibration absorber 4 also has at least one coupling element 6, which is partially shown in FIG. 1. For example, the vibration absorber 4 has at least or exactly two coupling elements, it being possible to transfer the preceding and following statements relating to the coupling element 6 readily also to the at least or exactly two coupling elements, and vice versa. To damp the vibrations of the wheel link 2, the coupling element 6 is elastically deformable in the event of a respective relative rotation between the components about the pivot axis. The respective relative rotation between the components about the pivot axis can be or is brought about by the respective inward deflection movement and the respective outward deflection movement. The inward deflection movement and the outward deflection movement of the vehicle wheel are also referred to in summary as wheel movements. Therefore, in particular the following is provided: If the vehicle wheel performs its respective wheel movement, as a result the wheel link 2 is pivoted relative to the structure about the axis of rotation of the wheel link, which can bring about a pivoting movement of the absorber mass 5 about the pivot axis and relative to the wheel link 2, and therefore the absorber mass 5 can be pivoted about the pivot axis relative to the wheel link 2. Expressed differently still, a pivoting of the wheel link 2 about the axis of rotation of the wheel link and relative to the structure makes it possible to bring about a pivoting of the absorber mass 5 about the pivot axis and relative to the wheel link 2. Therefore, the respective wheel movement can cause a relative rotation between the components about the pivot axis. As a result of this relative rotation between the components about the pivot axis, the coupling element 6, which is preferably made of an elastically deformable material, in particular of an elastomer, is elastically deformed, and this causes vibrations of the wheel link 2 in particular about the pivot axis to be damped. For example, the coupling element 6 is coupled to the components, in particular for conjoint rotation, so as to transmit torque with respect to the pivot axis, which is to say torques that act about the pivot axis, with the result that, as it were, in the event of the respective relative rotation between the components about the pivot axis, the coupling element 6 is inherently twisted and thus elastically deformed, in particular about the pivot axis.
[0036] In FIG. 1, the absorber mass 5 assumes its starting position with respect to the wheel link. The absorber mass 5, in particular the vibration absorber 4 overall, assumes its starting position in particular whenever the wheel link device 1 assumes its inactive position, which is to say whenever the wheel link device 1 is inactive, this being the case in particular when the motor vehicle is at a standstill on a horizontal plane and there are no relative movements between the vehicle wheel and the structure, and therefore there are also no relative movements between components of the wheel link device 1. In the starting position, the coupling element 6 is slightly elastically deformed, and thus biased, for example at least with respect to the pivot axis, which is to say at least when considered about the pivot axis. If now, for example, the vehicle wheel performs its inward deflection movement, as a result the wheel link 2 pivots upward, in the vehicle vertical direction, relative to the structure about the axis of rotation of the wheel link, and the wheel link device 1 is moved out of its inactive position. In particular owing to the inertia of the absorber mass due to the elastic coupling of the components via the coupling element 6, the absorber mass 5 is moved, in particular initially, not to the same extent as the wheel link 2, such that the absorber mass 5 is moved out of its starting position relative to the wheel link 2, in particular in such a way that at least respective, first partial regions of the components are pivoted toward one another and respective, second partial regions of the components are pivoted away from one another. In other words, for example the inward deflection movement brings about a relative rotation between the components about the pivot axis, as a result of which the coupling element 6 is elastically deformed at least when considered about the pivot axis, which is to say at least with respect to the pivot axis, in particular in such a way that the coupling element 6 is elastically deformed to a greater extent than in the inactive position when considered about the pivot axis. The same applies for the respective outward deflection movement of the vehicle wheel. If, for example, the absorber mass 5 is initially in its starting position shown in FIG. 1 relative to the wheel link 2, and if the vehicle wheel performs for example its outward deflection movement, such that the wheel link 2 is pivoted downward relative to the structure about the axis of rotation of the wheel link, as a result for example a relative rotation between the components about the pivot axis is brought about in particular owing to the inertia of the absorber mass 5. In this case, for example the two partial regions of the components are pivoted toward one another, and the first partial regions of the components are pivoted away from one another. This causes the coupling element 6 to be elastically deformed at least when considered about the pivot axis, in particular in such a way that the coupling element 6 is elastically deformed to a greater extent than in the inactive position when considered about the pivot axis. As a result, the vibrations of the wheel link 2 are damped.
[0037] Furthermore, the wheel link device 1, in particular the vibration absorber 4, has two elastically deformable first buffers 7a and 7b. Furthermore, the wheel link device 1, in particular the vibration absorber 4, has two elastically deformable second buffers 8a and 8b. FIG. 1 shows that at least one partial region T1 of the wheel link 2 is arranged between partial regions T2, T3, T4 and T5 of the absorber mass 5 in the vehicle vertical direction, in such a way that the partial regions T2 and T3 are arranged above the partial region T1 in the vehicle vertical direction and that the partial regions T4 and T5 are arranged below the partial region T1 in the vehicle vertical direction. In particular, for example the partial region T1 is overlapped upwardly, in the vehicle vertical direction, at least partially by the partial regions T2 and T3. As an alternative or in addition, for example the partial region T1 is overlapped downwardly, in the vehicle vertical direction, at least partially by the partial regions T4 and T5. This is discussed in more detail below. For example, the partial regions T2 and T3 are the first partial regions of the absorber mass 5, which in the event of the inward deflection movement of the vehicle wheel are pivoted toward the first partial regions of the wheel link 2. For example, the partial regions T4 and T5 are the second partial regions of the absorber mass 5, which in the event of the outward deflection movement of the vehicle wheel are pivoted toward the second partial regions of the wheel link 2. The first partial regions of the wheel link 2 are formed for example by the partial region T1, in particular by a first side S1 of the partial region T1 facing the partial regions T2 and T3. The second partial regions of the wheel link 2 are formed for example by the partial region T1, in particular by a second side S2 of the partial region T1 facing the partial regions T4 and T5, the second side S2 of this partial region facing away from the side S1, in particular downward in the vehicle vertical direction.
[0038] The respective first buffer 7a, b is spaced apart, in particular completely, from the wheel link 2 in the inactive position shown in FIG. 1 and thus in the starting position shown in FIG. 1 of the absorber mass 5, with the result that the first buffers 7a and 7b can be used to prevent the wheel link 2 from directly striking the absorber mass 5, specifically both when the wheel link 2 pivots upward in the vehicle vertical direction about the pivot axis and when the wheel link 2 pivots downward in the vehicle vertical direction about the pivot axis, which is to say both in the event of the respective inward deflection movement and in the event of the respective outward deflection movement of the vehicle wheel. The respective second buffer 8a, b is supported on both components, which is to say both on the absorber mass 5 and on the wheel link 2, in the inactive position and thus in the starting position of the absorber mass 5, with the result that the elastically deformable second buffers 8a and 8b can be used to damp vibrations of the wheel link 2 already when, and also whenever, the absorber mass 5 is pivoted only so slightly relative to the wheel link 2 that although the partial region T1 is pivoted toward the partial regions T2 and T3 or toward the partial regions T4 and T5 and thus the buffer 8b or 8a, respectively, is elastically deformed, the buffers 7a and 7b are each still completely spaced apart from the wheel link 2 and thus do not adversely affect the damping of vibrations of the wheel link 2 brought about by the buffer 8b or 8a, respectively. The buffer 7a, b becomes active only whenever the absorber mass 5 is pivoted far enough or to a great enough extent toward the wheel link 2 that the partial region T1 is pivoted toward the partial regions T2 and T3 or toward the partial regions T4 and T5 that the partial region T1 and thus the wheel link 2 comes into supporting contact with the buffer 7a or 7b, respectively. Then, the buffer 7a or 7b, respectively, is (also) elastically deformed, the buffer 7a or 7b preventing the partial region T1 from directly striking the partial regions T2 and T3 or the partial regions T4 and T5, respectively.
[0039] With preference, the buffers 7a and 7b and 8a and 8b are made of an elastically deformable material, in particular of an elastomer. FIG. 1 shows that the buffers 8a and 8b have the same external shape and the same external dimensions. The buffers 7a and 7b have the same external shape and the same external dimensions. However, the respective buffer 7a, b and the respective buffer 8a, b have different shapes and different external dimensions.
[0040] FIG. 1 shows that the buffer 7a is held, in particular directly, on the partial region T3 and thus on the absorber mass 5, and the buffer 8b is held, in particular directly, on the partial region T2 and thus on the absorber mass 5. The buffer 8a is held, in particular directly, on the partial region T5 and thus on the absorber mass 5, and the buffer 7b is held, in particular directly, on the partial region T4 and thus on the absorber mass 5. Therefore, the buffer 8b can advantageously damp vibrations of the wheel link 2 whenever the wheel link 2 is pivoted upward about the pivot axis relative to the structure, and therefore whenever the vehicle wheel performs its respective inward deflection movement. Accordingly, the buffer 7a can prevent the wheel link 2 from directly striking the absorber mass 5 when the wheel link 2 is pivoted upward about the axis of rotation of the wheel link relative to the structure, and therefore the vehicle wheel performs its inward deflection movement. Accordingly, the buffer 8a can damp vibrations of the wheel link 2 when the wheel link 2 is pivoted downward about the axis of rotation of the wheel link relative to the structure, and therefore the vehicle wheel performs its outward deflection movement. Accordingly, the buffer 7b can prevent the wheel link 2 from directly striking the absorber mass 5 when the wheel link 2 is pivoted downward about the axis of rotation of the wheel link relative to the structure, and therefore the vehicle wheel performs its outward deflection movement. The partial region T1, in particular the side S1, is overlapped upward, in the vehicle vertical direction, partially by the partial region T3 and thus by the buffer 7a and partially by the partial region T2 and thus by the buffer 8b. The partial region T1, in particular the side S2, is overlapped downward, in the vehicle vertical direction, partially by the partial region T4 and thus by the buffer 7b, and the partial region T1 is overlapped downward, in the vehicle vertical direction, partially by the partial region T5 and thus by the buffer 8a. It is evident that the buffers 7a, 7b, 8a and 8b are held, in particular directly, on the absorber mass 5 and thereby can be conjointly pivoted with the absorber mass 5, in particular relative to the wheel link 2. Moreover, as a result, in the inactive position and thus in the starting position the buffers 7a and 7b are supported, in particular directly, on the absorber mass 5 and spaced apart, in particular completely, from the wheel link 2, and in the inactive position and thus in the starting position the second buffers 8a and 8b are supported, in particular directly, on the components, in particular in such a way that in the inactive position and thus in the starting position the second buffers 8a and 8b rest, in particular directly, on both components.
[0041] FIG. 1 particularly clearly shows that in the inactive position and thus in the starting position the respective first buffer 7a, b is spaced apart from the wheel link 2, which is to say from the side S1 or S2, respectively, by a respective spacing. The respective spacing is particularly clearly shown by means of the buffer 7b and is denoted by A. With preference, the respective spacing A is at least one centimeter. Very preferably, the respective spacing A is at least two centimeters, in particular at least three centimeters, it very preferably being provided that the spacing A is greater than three centimeters and preferably less than ten centimeters, in particular less than five centimeters. As a result, in the event of small vibration travels through which the absorber mass 5 is outwardly deflected relative to the wheel link 2 about the pivot axis, the wheel link 2 remains reliably spaced apart from the buffers 7a and 7b, whereas the buffers 8a and 8b are supported on both components and thus damp vibrations of the wheel link 2 already in the event of the small vibrations.
[0042] FIG. 2 shows a graph, on the abscissa axis 9 of which a travel, denoted by x, is plotted. On the ordinate axis 10 of the graph, a force denoted by F is plotted. In the graph shown in FIG. 2, a first damper characteristic curve 11 and a second damper characteristic curve 12 are plotted. The damper characteristic curve 11 is for example a damper characteristic curve of the respective second buffer 8a, b. The damper characteristic curve 12 is for example a respective damper characteristic curve of the respective first buffer 7a, b. The force F is for example an external force acting on the respective buffer 7a, b and 8a, b, respectively, in particular along a straight line of action. The travel x is for example a travel which runs in particular along the line of action and through which the respective buffer 7a, b or 8a, b is elastically deformed and thereby made to buckle, which is to say compressed and thus longitudinally shortened, by the external force acting on the respective buffer 7a, b or 8a, 8b, in particular along the line of action. As an alternative, for example the travel x is a travel or a pivot angle through which the absorber mass 5 is pivoted about the pivot axis relative to the wheel link 2 or the wheel link 2 is pivoted about the axis of rotation of the wheel link relative to the structure.
[0043] The damper characteristic curves 11 and 12 make it clear that the buffers 8a and 8b damp vibrations of the wheel link 2, in particular by the buffers 8a and 8b being elastically deformed, while the wheel link 2 is still spaced apart from the buffers 7a and 7b and thus a force does not yet act on the buffers 7a and 7b. This is realized in that the buffers 8a and 8b rest against both components already in the inactive position and thus in the starting position and in particular at all times, which is to say preferably in any situation or position in which the absorber mass 5 can be pivoted about the pivot axis relative to the wheel link 2. Only whenever the components are pivoted to a great enough extent relative to one another about the pivot axis that the respective spacing A is eliminated, and therefore the wheel link 2 comes into supporting contact with the buffer 7a, b, does a force act on the buffer 7a, b and is the buffer 7a, b elastically deformed, as a result of which the buffer 7a, b prevents the wheel link 2 from directly striking the absorber mass 5, or vice versa. This makes it possible to ensure a particularly high level of driving comfort.
List of Reference Signs
[0044] 1 Wheel link device [0045] 2 Wheel link [0046] 3 Wheel carrier [0047] 4 Vibration absorber [0048] 5 Absorber mass [0049] 6 Coupling element [0050] 7a, b First buffer [0051] 8a, b Second buffer [0052] 9 Abscissa axis [0053] 10 Ordinate axis [0054] 11 Damper characteristic curve [0055] 12 Damper characteristic curve [0056] F Force [0057] T1 Partial region [0058] T2 Partial region [0059] T3 Partial region [0060] T4 Partial region [0061] T5 Partial region [0062] x Travel
