DE102021125357A1 - Bearing unit for a chassis of a motor vehicle and wheel module - Google Patents

Abstract

Bearing unit (1) for a chassis of a motor vehicle, comprising - a chassis component (2) which is set up for connection to a vehicle body, and - a chassis arm (3), wherein - the bearing unit (1) has a shaft (4) with a longitudinal axis (5), wherein the chassis component (2) and the chassis link (3) are mounted on the shaft (4) in such a way that they can be pivoted relative to one another about the longitudinal axis (5), the chassis link (3) having a hub (6) in which the shaft (4) is mounted, the ends of the shaft (4) protruding from the hub (6) on both sides being rotatably mounted in a first and second receiving section (7, 8) of the chassis component (2). are, wherein- the shaft (4) is mounted in the first receiving section (7) by a first radial plain bearing (9) and in the second receiving section (8) by a second radial plain bearing (10), wherein- the chassis arm (3) on the Shaft (4) is secured on a first end face (11) of the hub (6) by a shaft collar (13) and on a second end face (12) of the hub (6) by an axial bearing arrangement (14).

Description

The invention relates to a bearing unit for a chassis of a motor vehicle according to the preamble of claim 1 and a wheel module.

When driving a motor vehicle, very high moments and lateral forces act on its wheels in certain driving situations, which must be absorbed by the components of the chassis, in particular by chassis links, for example in the form of wishbones. To ensure safe driving characteristics and a long service life of the chassis, the bearing of the chassis components in relation to the body is of crucial importance.

From the DE 10 2015 104 656 A1 it is known, for example, to fasten a chassis strut to a body via an elastomer bearing.

The object of the invention is to provide a bearing unit for a chassis of a motor vehicle that enables improved bearing of a chassis arm, and a corresponding wheel module.

The object is solved by the features of the independent claims. Further preferred embodiments of the invention can be found in the dependent claims, the figures and the associated description.

Accordingly, to achieve the object, a bearing unit for a chassis of a motor vehicle is proposed, comprising a chassis component that is set up for connection to a vehicle body, and a chassis link, the bearing unit comprising a shaft with a longitudinal axis, the chassis component and the chassis link being mounted in such a way are mounted on the shaft so that they can be pivoted relative to one another about the longitudinal axis, with the chassis link comprising a hub in which the shaft is mounted, with the ends of the shaft protruding from the hub on both sides being rotatably mounted in a first and second receiving section of the chassis component , wherein the shaft is mounted in the first mounting section by a first radial plain bearing and in the second mounting section by a second radial plain bearing, wherein the chassis control arm is mounted on the shaft on a first end face of the hub by a shaft collar and on a second end face of the hub by a e thrust bearing assembly is secured.

Some of the terms used in this application will first be explained. In the context of this application, the axial direction means the direction in which the longitudinal axis of the shaft is also aligned. Correspondingly, a radial direction means a direction orthogonal to the longitudinal axis of the shaft.

The property that the chassis component is set up for connection to a vehicle body means that the chassis component has a corresponding connection means, via which a direct or indirect connection to the vehicle body is made possible. In principle, it is therefore also possible for the chassis component to be attached to the vehicle body with the aid of additional components.

With the proposed bearing unit, the chassis control arm can be mounted without play in relation to the chassis component both in the axial direction and in the radial direction. Due to the fact that the chassis link can be pivoted relative to the chassis component, a low-friction pivoting movement of the chassis link relative to the chassis component about the longitudinal axis of the shaft can be made possible. This reliable mounting of the suspension arm allows the necessary rigidity of the chassis to be ensured during operation in order to ensure high directional stability of a wheel guided by the suspension arm even under high loads.

Furthermore, the two radial plain bearings in particular have a positive effect on the load-bearing capacity of the bearing unit. They prevent punctiform loads on the bearing raceway, as can occur with roller bearings, for example. In this way, the bearing unit can also withstand the high forces of any overloading that can occur, for example, when driving over a curb. Furthermore, the use of radial plain bearings has proven to be advantageous in practice, because during operation the angle of rotation of the chassis control arm relative to the chassis component about the longitudinal axis is relatively small.

The axial bearing arrangement provided only at one end of the shaft, ie one-sided, enables, together with the shaft collar, a mounting of the chassis control arm relative to the chassis component in which both tensile and compressive forces can be reliably absorbed in the axial direction.

Finally, the proposed bearing unit has a compact installation space due to the integral construction, which makes the components chassis component and chassis arm themselves functional parts of the bearing unit.

It is further proposed that a lock nut for adjustable axial securing of the Thrust bearing assembly is provided on the shaft. Due to the axial adjustability of the fuse, component tolerances of various components of the bearing unit can be compensated for, so that the axial bearing arrangement enables the chassis link to be supported without play in relation to the chassis component in the axial direction. Because component tolerances can be compensated for in this way, the manufacturing effort can also be reduced.

As an alternative to the shaft nut, an element in the form of a ring can also be provided, which is secured in the axial direction by means of a form fit.

It is further proposed that the shaft nut can be screwed onto a thread of the shaft in such a way that the chassis component is mounted without play in relation to the chassis link in the direction of the longitudinal axis. As a result, the prestressing force acting on the axial bearing arrangement through the shaft nut can be set precisely. The prestressing force can be set so low that the chassis control arm is just supported without play in relation to the chassis component. Excessive preload forces, which would lead to high bearing friction, can thus be avoided. Furthermore, high preload forces are disadvantageous because the bearing unit would have to be designed not only to absorb the operating loads, but also to absorb the preload forces. Due to the precise adjustability of the prestressing force in combination with the proposed arrangement of the radial bearings and the axial bearing arrangement, such an oversizing of the bearing unit can be prevented and the required installation space can thus be reduced.

It is further proposed that the axial bearing arrangement comprises at least one axial plain bearing. The at least one axial bearing in the form of a plain bearing means that greater forces can be supported in the same installation space. As with radial plain bearings, local peak loads on the bearing raceway, which can occur with rolling bearings, can be avoided.

It is further proposed that the axial bearing arrangement comprises two axial plain bearings, with a first axial plain bearing being arranged in the axial direction between the second end face of the hub and the second receiving section of the chassis component, and a second axial plain bearing being arranged between the second receiving section of the chassis component and the shaft nut. Such an embodiment of the axial bearing arrangement enables both an axial, low-friction mounting of the hub of the chassis component relative to the second receiving section of the chassis component and of the second receiving section of the chassis component relative to the shaft nut. In this way, a low-friction bearing is ensured with a compact design, regardless of the type of stress.

It is further proposed that the first radial plain bearing, which is assigned to the end of the shaft with the shaft collar, is secured in relation to the shaft in a first axial direction by the first end face of the hub and in a second axial direction by a retaining ring. This enables simple assembly of the radial plain bearing. The locking ring preferably engages in a groove of the shaft.

It is further proposed that the second radial plain bearing, which is assigned to the end of the shaft with the axial bearing arrangement, is secured in a first axial direction by the second end face of the hub and in a second axial direction by the axial bearing arrangement. By using the axial bearing arrangement to secure the second radial plain bearing, additional securing elements for securing the second radial plain bearing can be omitted.

It is further proposed that the first receiving section of the chassis component, which is assigned to the end of the shaft with the shaft collar, is mounted with axial play relative to the first end face of the hub. The play can prevent the first receiving section from jamming or rubbing against one another on the first end face of the hub of the chassis control arm. Consequently, bearing properties can be improved by the clearance.

The object mentioned at the outset is also achieved by a wheel module for a motor vehicle, which comprises a bearing unit according to one of claims 1 to 8 and a wheel which is pivotably attached to the chassis arm via a wheel mounting unit, so that it can perform a steering movement relative to the chassis arm . With regard to the technical effects and advantages associated with this wheel module, reference is made to the previous statements on the bearing unit.

It is further proposed that the wheel module includes an actuator, by means of which the wheel receiving unit can be rotated in such a way that the wheel completes the steering movement. With such an actuator, particularly large steering angles of the wheel can be achieved with compact dimensions of the wheel module. Preferably, the actuator includes an electric motor and a gear that deflects the torque of the electric motor at an angle of 90° to rotate the wheel mounting unit.

Preferably, the wheel module can also include a wheel hub motor, via which the wheel can be driven. In addition to the chassis component, the chassis link can also include a chassis strut, for example, via which the chassis link can be fastened to the body of the motor vehicle. More preferably, the wheel module can comprise a spring and damper unit, which is connected to the chassis component or to the chassis link via a first end and can be fastened to the vehicle body with an opposite second end.

• 1 eine perspektivische Ansicht eines Radmoduls;
• 2 eine perspektivische Ansicht einer Lagereinheit; und
• 3 eine Schnittansicht einer Lagereinheit.

The invention is explained below on the basis of preferred embodiments with reference to the accompanying figures. It shows:

• 1 a perspective view of a wheel module;
• 2 a perspective view of a storage unit; and
• 3 a sectional view of a bearing unit.

1 1 shows a wheel module 100 with a bearing unit 1 which in turn comprises a chassis component 2 and a chassis link 3 which is mounted such that it can pivot with respect to the chassis component 2 . The chassis link 3 has a fork-shaped geometry, so that a wheel mounting unit 102 can be rotatably mounted at two bearing points 109 and 110 that are spaced apart from one another. A wheel 101 is connected to the chassis link 102 via the wheel mounting unit 102 . Furthermore, the wheel module 100 includes a wheel hub motor 107, via which the wheel 101 can be driven. Due to the rotatable mounting of the wheel mounting unit 102 in the two bearing points 109 and 110, the wheel 101 can carry out a steering movement by means of an actuator 103. For this purpose, the actuator 103 includes an electric motor 105 in the form of a servo motor, the torque of which is deflected by 90° via a deflection gear 104 and is transmitted to the wheel mounting unit 102 in such a way that the steering angle of the wheel 101 can be adjusted. Furthermore, the wheel module 100 includes a spring and damper unit 108 which engages with a first end on the chassis component 2 and can be fastened with its second end opposite the first end to a vehicle body, not shown. Finally, the wheel module 100 includes a chassis strut 106 which can be fastened with a first end to the chassis link 3 and with a second end opposite the first end to the vehicle body, not shown.

2 shows a perspective view of the bearing unit 1, which shows the location of the rotatable mounting of the chassis component 2 in relation to the chassis link 3 on an enlarged scale. The chassis component 2 and the chassis link 3 are mounted on a shaft 4 in such a way that they are rotatable relative to one another about a longitudinal axis 5 of the shaft 4; there is therefore no non-rotatable connection between the chassis component 2 and the chassis link 3. For this purpose, the shaft 4 is mounted in a hub 6 of the chassis link 3, with the shaft 4 protruding from the hub 6 with two opposite ends. These protruding ends of the shaft 4 are supported by first and second receiving sections 7 and 8 of the chassis component 2 . It can also be seen that the suspension component 2 and the suspension arm 3 are mounted on the shaft 4 in such a way that there is axial play 21 and 22 is available.

3 also shows the bearing unit 1, wherein the mounting of the chassis arm 3 relative to the chassis component 2 by means of the shaft 4 is shown in a sectional view. The shaft 4 is mounted in the hub 6 formed by the suspension arm 3 , the shaft 4 protruding from the hub 6 with its two longitudinal ends. In this embodiment, the shaft 4 is mounted in the hub 6, for example by means of a transition fit. In principle, however, it would also be conceivable to mount the shaft 4 in the hub 6 so that it can rotate. The ends of the shaft 4 protruding from the hub 6 are rotatably mounted in the first and second receiving section 7 , 8 of the chassis component 2 with a respective radial slide bearing 9 , 10 . The shaft 4 has a shaft collar 13 on which a first face 11 of the hub 6 comes to rest. An axial bearing arrangement 14 for axially securing the chassis link 3 on the shaft 4 is provided on the opposite, second end face 12 of the hub 6 . The axial bearing arrangement 14 is in turn secured by a shaft nut 15 which can be screwed onto a thread 16 of the shaft 4 . The axial bearing arrangement 14 comprises a first and a second axial plain bearing 17 and 18. The first axial plain bearing 17 is arranged axially between the second end face 12 of the hub 6 of the chassis control arm 3 and the second receiving section 8 of the chassis component 2, so that the second end face 12 and the second Recording section 8 with the axial play 22 are spaced from each other. The second axial plain bearing 18 is arranged between the second receiving section 8 and the shaft nut 15 . The second receiving section 8 is thus rotatably mounted relative to the shaft 4 , the hub 6 and the shaft nut 15 via the two axial plain bearings 17 and 18 and via the second radial plain bearing 10 . Due to the axial adjustability of the shaft nut 15, the first end face 11 of the hub 6 can be brought to bear against the shaft collar 13 without play. Starting from the second face 12 of the hub 6, the first axial plain bearing 17, the second receiving section 8 and the second axial plain bearing 18 bear against one another without play due to the application of force to the shaft nut 15 in the axial direction. However, the shaft nut 15 makes it possible to set the preload force so precisely that excessive tensioning of the components is prevented. At the end of the shaft 4 with the shaft collar 13, the first radial plain bearing 9 is secured in a first axial direction by the first end face 11 of the hub 6 and in a second axial direction by a retaining ring 19 which engages in a groove 20 of the shaft 4. The components of the bearing unit 1 are dimensioned in such a way that the first receiving section 7 and the hub 6 are spaced apart axially, ie there is axial play 21 . The second radial plain bearing 10 is secured in the axial direction by the second end face 12 and by the axial bearing arrangement 14 .

Reference List

1

storage unit

2

chassis component

3

suspension arm

4

Wave

5

longitudinal axis

6

hub

7

first recording section

8th

second recording section

9

first radial plain bearing

10

second radial plain bearing

11

first face

12

second face

13

corrugated collar

14

thrust bearing assembly

15

shaft nut

16

thread

17

first thrust bearing

18

second thrust bearing

19

locking ring

20

groove

21

axial play

22

axial play

100

wheel module

101

wheel

102

wheel mounting unit

103

actuator

104

deflection gear

105

electric motor

106

landing gear strut

107

wheel hub motor

108

spring and damper unit

109

storage place

110

storage place

QUOTES INCLUDED IN DESCRIPTION

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

Patent Literature Cited

• DE 102015104656 A1 [0003]

Claims (10)

Bearing unit (1) for a chassis of a motor vehicle, comprising - a chassis component (2) which is set up for connection to a vehicle body, and - a chassis arm (3), characterized in that - the bearing unit (1) has a shaft (4) with a longitudinal axis (5), wherein the chassis component (2) and the chassis link (3) are mounted on the shaft (4) in such a way that they can be pivoted relative to one another about the longitudinal axis (5), wherein - the chassis link (3) a hub (6) in which the shaft (4) is mounted, with - the ends of the shaft (4) protruding from the hub (6) on both sides in a first and second receiving section (7, 8) of the chassis component (2) are rotatably mounted, wherein - the shaft (4) is mounted in the first mounting section (7) by a first radial plain bearing (9) and in the second mounting section (8) by a second radial plain bearing (10), wherein - the chassis link (3) on the shaft (4) on a first end face (11) the hub (6) is secured by a shaft collar (13) and on a second end face (12) of the hub (6) by an axial bearing arrangement (14). Bearing unit (1) after claim 1 , characterized in that - a shaft nut (15) for adjustable axial securing of the axial bearing arrangement (14) on the shaft (4) is provided. Bearing unit (1) after claim 2 , characterized in that - the shaft nut (15) can be screwed onto a thread (16) of the shaft (4) in such a way that the chassis component (2) is mounted without play in relation to the chassis link (3) in the direction of the longitudinal axis (5). Bearing unit (1) according to one of the preceding claims, characterized in that - the axial bearing arrangement (14) comprises at least one axial sliding bearing (17, 18). Bearing unit (1) after claim 4 with reference to claim 2 , characterized in that - the axial bearing arrangement (14) comprises two axial plain bearings (17, 18), wherein - a first axial plain bearing (17) in the axial direction between the second end face (12) of the hub (6) and the second receiving section (8) of the Chassis component (2) is arranged, and - a second axial slide bearing (18) is arranged between the second receiving section (8) of the chassis component (2) and the shaft nut (15). Bearing unit (1) according to one of the preceding claims, characterized in that - the first radial plain bearing (9), which is assigned to the end of the shaft (4) with the shaft collar (13), in a first axial direction through the first end face (11) the hub (6) and is secured in a second axial direction by a retaining ring (19) relative to the shaft (4). Bearing unit (1) according to one of the preceding claims, characterized in that - the second radial plain bearing (10), which is assigned to the end of the shaft (14) with the axial bearing arrangement (14), in a first axial direction through the second end face (12) the hub (6) and is secured in a second axial direction by the thrust bearing assembly (14). Bearing unit (1) according to one of the preceding claims, characterized in that - the first receiving section (7) of the running gear component (2), which is assigned to the end of the shaft (14) with the shaft collar (13), opposite the first end face of the hub (6) is mounted with an axial play (21). Wheel module (100) for a motor vehicle comprising a bearing unit (1) according to one of Claims 1 until 8th and a wheel (101) which is pivotably attached to the chassis link (3) via a wheel mounting unit (102) so that it can perform a steering movement relative to the chassis link (3). Wheel module (100) according to claim 9 , characterized in that - an actuator (103) is provided, by which the wheel receiving unit (102) can be rotated in such a way that the wheel (101) completes the steering movement.

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