DE102017201614A1 - Wheel suspension for a driven wheel of an axle of a motor vehicle - Google Patents

Abstract

The invention relates to a wheel suspension (10) for a driven wheel of an axle of a motor vehicle, comprising a wheel carrier (12) which can pivot about a steering axle (L) and a drive shaft (18) operatively connected to the wheel hub (24) ), wherein the drive shaft (18) is divided, a hub side and a drive side shaft portion (18-1, 18-2) formed having, and the hub side shaft portion (18-1) via a first joint (20-1) with the wheel hub (24) and the drive-side shaft portion (18-2) via a second joint (20-2) with the hub side shaft portion (18-1) is rotatably connected. The invention is characterized in that the wheel hub side or the drive side shaft portion (18-1, 18-2) of the drive shaft (18) in a steering movement and / or a compression / compression movement of the wheel mitausführendem holding part (22) is rotatably mounted ,

Description

The invention relates to a suspension for a driven wheel of an axle of a motor vehicle according to the specified in the preamble of claim 1. Art.

As a rule, torque is transmitted to a driven wheel of an axle via a drive shaft which is connected to the wheel hub via a joint. The wheel-side joint undergoes a flexion angle both when springs and when steering. That The maximum bending angle of the wheel-side joint often has a limiting effect both for the maximum steering angle and for the maximum rebound travel.

The limited steering angle has the disadvantage that in this way the maneuverability of the motor vehicle is limited, which has a particularly negative effect, especially in vehicles with a long wheelbase. The limited rebound travel proves to be particularly applicable to vehicular derivatives having poor travel requirements such as e.g. SUVs or Allroad derivatives as disadvantageous, since for these, if necessary, an increased ground clearance should be adjustable, which is usually achieved by a rebound.

A generic suspension for a driven, steered wheel of an axle of a motor vehicle is from the DE 10 2014 224 296 B4 known. The disclosed suspension is characterized inter alia by the fact that the transmission shaft for transmitting a torque to the wheel has a hinge device which connects the transmission shaft as a first joint partner with a second joint partner, wherein the second joint partner is formed as an intermediate shaft, which via another Joint device is pivotally connected to the Raddrehachse.

The invention is based on the object, a suspension for a driven wheel of an axle of a motor vehicle according to the type specified in the preamble of claim 1 such that a larger steering angle and / or Ausfederweg is possible.

This object is achieved by the characterizing features of claim 1 in conjunction with its generic features.

The dependent claims form advantageous developments of the invention.

In known manner, the suspension for a driven wheel of an axle of a motor vehicle comprises a wheel hub having a wheel hub pivotable for steering movement about a steering axis and a drive shaft operatively connected to the wheel hub. In this case, the drive shaft is formed in a divided manner and comprises a wheel hub on a first joint with the hub and rotatably connected hub side shaft portion and a second joint with the hub side shaft portion hinged and rotationally fixed drive-side shaft portion. In addition, in a known manner, the drive-side shaft portion via a third joint with the drive shaft of the transmission / differential articulated and rotatably connected.

According to the wheel hub side shaft portion or the drive-side shaft portion is rotatably mounted in a holding part, wherein the holding part in turn coupled, a steering movement of the wheel and / or a compression / compression movement of the wheel mitausführend is stored.

The embodiment of the invention has the effect that the two joints are partially decoupled with respect to the steering movement and / or rebound, so that a joint is mainly diffracted during steering operations and the other joint substantially at Aus- / Federations. Since due to the decoupling both joints are each subject to lower flexion angles, advantageously a larger steering angle and / or greater spring travel is made possible.

Preferably, in this case, the holding part is mounted on a wheel, a wishbone, a stabilizer, a stabilizer coupling and / or a Dämpferstelze. The number of couplings, i. the number of attachment points of the holding part to one of the above-listed components of the suspension, can be influenced by the choice of joint type, namely formation of the first, second third joint as a sliding or fixed joint.

According to a particularly advantageous embodiment of the invention, the wheel hub-side shaft portion is mounted in the holding part. The holding part in turn is about a first wheel-side bearing and seen in the vehicle vertical direction overlying arranged second Radseitiges bearing with respect to the wheel to the defined by the two wheel side bearing, extending in the vertical axis of the vehicle axis (A) pivotable and a stop-side bearing, a coupling and a handlebar-side bearing about the axis (A) rotatably mounted on a about a pivot axis (S) pivotally mounted on the motor vehicle body mounted wishbone. This embodiment is characterized in particular by the fact that the first joint is as far as possible decoupled from the spring deflection angle. This means that the first joint is almost only bent during steering and the second joint is bent almost exclusively during the spring. The resulting reduced flexion angles at the first joint thus advantageously allow larger steering angle and / or suspension travel.

Preferably, in the above embodiment, viewed in the vehicle transverse direction, the first joint is positioned such that the axis (A) extends through the joint center of the first joint. This advantageously ensures that the first joint can be designed as a fixed joint (i.e., without a displacement path).

A further advantageous embodiment of the above embodiment provides that viewed in the axial direction, the first and second wheel-side bearings are softer than in the radial direction. The axially soft configuration of the first and second wheel-side bearing has the consequence that the first joint is loaded less, which has a positive effect on the life of the joint.

Preferably, the second joint is arranged so that the second joint has a deflection angle ≤ 8 ° when driving straight ahead and in the main spring position.

In order to prevent dirt and water from penetrating into the first and second joints, the first and the second joint are each assigned a collar comprising the joint. In this case, the sleeve associated with the first joint can be designed such that it does not rotate with the wheel speed.

A further advantageous embodiment of the invention provides that the shaft portion rotatably mounted in the holding part is mounted via a rolling bearing. As a result, a low-friction bearing of the wheel hub side or drive-side shaft section is ensured in an advantageous manner.

The suspension of the invention can be used in various types of axle, such as. a McPherson axle, a double wishbone or even a multi-link axle realize.

To initiate a steering movement of the wheel carrier about the steering axis, the wheel carrier is operatively connected to a tie rod. Seen in the vehicle longitudinal direction while the tie rod can be arranged in front of or behind the axis of rotation of the wheel.

Further advantages and possible applications of the present invention will become apparent from the following description in conjunction with the embodiment shown in the drawing.

• 1 eine Radaufhängung für ein angetriebenes Rad einer Achse eines Kraftfahrzeugs nach dem Stand der Technik;
• 2 eine Ausführungsform einer erfindungsgemäßen Radaufhängung für ein angetriebenes Rad eines Kraftfahrzeugs, und
• 3 eine Schnittdarstellung der Radaufhängung aus 2.

In the drawing:

• 1 a wheel suspension for a driven wheel of an axle of a motor vehicle according to the prior art;
• 2 an embodiment of a wheel suspension according to the invention for a driven wheel of a motor vehicle, and
• 3 a sectional view of the suspension from 2 ,

1 shows a total with the reference numeral 10 designated wheel suspension for a driven wheel of an axle of the motor vehicle. The suspension is designed in the form of a McPherson axle here.

The suspension 10 comprises a wheel carrier pivotally mounted about a steering axis L. 12 as well as the wheel carrier 12 leading lower wishbone 14 pivoting in a known manner about a pivot axis S on the motor vehicle body 15 is articulated. Furthermore, the suspension includes 10 a tie rod 16 and a drive shaft 18 that have an outer joint 20 with one in the wheel carrier 12 about a rotational axis R rotatably mounted wheel hub is operatively connected.

The inner joint of the drive shaft 18 , So that the drive or transmission / differential zugeordnete joint - also referred to as a third joint - is not shown here for reasons of clarity.

How out 1 seen, experiences the outer joint 20 both when springs and when steering a flexion angle. The outer joint 20 thus often limiting both the maximum steering angle and the maximum travel.

This is where the invention begins: how 2 it can be seen, is the drive shaft 18 formed divided and includes one in a holding part 22 rotatably mounted and over the first joint 20 - 1 with the wheel hub 24 connected hub side shaft portion 18 - 1 and a drive-side shaft portion 18 - 2 that has a second joint 20 - 2 with the hub side shaft portion 18 - 1 connected is.

According to the in 2 illustrated embodiment is the holding part 22 on the wheel carrier 12 via a first wheel carrier bearing 26 - 1 and a viewed in the vehicle vertical direction overlying second Radträgerseitiges bearing 26 - 2 in relation to the wheel carrier 12 around the through the two wheel carrier bearing 26 - 1 . 26 - 2 defined, in vehicle vertical direction FH extending axis A pivotally mounted, and the wishbone 14 about a halt-side camp 28 , a handlebar bearing 30 and one between the haltungseitigen camp 28 and the handlebar side bearing 30 arranged paddock 32 mounted rotatably about the axis A.

This embodiment has the effect that the first joint 20 - 1 as far as possible from the spring-related flexion angle and the second joint 20 - 2 is largely uncoupled from the steering operation-related flexion angle, so that the first joint 20 - 1 almost only when steering and the second joint 20 - 2 is bent almost exclusively when springs. As a result, get the first joint 20 - 1 and the second joint 20 - 2 significantly lower flexion angles than the outer joint 20 in the prior art according to 1 , The reduced flexion angles now advantageously allow larger steering angles and / or spring travel.

To the load on the first joint 20 - 1 to reduce, are the two wheel carrier bearing 26 - 1 . 26 - 2 each formed axially soft.

The present is the first joint 20 - 1 designed as a fixed joint. In addition - as in particular 3 it can be seen - the first joint 20 - 1 arranged such that the axis A through the joint center of the first joint 20 - 1 runs. It makes sense, moreover, the second joint 20 - 2 arranged so that when driving straight and in the main spring position the smallest possible flexion angle, preferably a flexion angle ≤ 8 °, has. The second joint 20 - 2 can be designed as a fixed joint, if the third joint (not shown in the picture) allows a displacement.

In addition, are - like 3 can be seen further - the first and the second joint 20 - 1 and 20 - 2 each from a cuff 34 - 1 . 34 - 2 enclosed to the two joints 20 - 1 . 20 - 2 to protect against dirt entry. While the first joint 20 - 1 associated cuff 34 - 1 due to their arrangement between wheel carrier 12 and holding part 22 is fixed, which rotates the second joint 20 - 2 associated cuff 34 - 2 due to their immediate arrangement on the second joint 20 - 2 and the drive-side shaft portion 18-2 at the wheel speed. It is also conceivable, however, an arrangement of the cuff 34 - 1 directly at the joint 20 - 1 and the hub side shaft portion 18 - 1 so that too the cuff 34 - 1 according to the second joint 20 - 2 associated cuff 34 - 2 rotated at the wheel speed.

Furthermore, in 3 another one the wheel hub 24 in the wheel carrier 12 rotatably supporting wheel bearing 36 , an associated seal 38 and a rolling bearing 40, via which the wheel carrier-side shaft portion 18 - 1 in the holding part 22 is rotatably mounted, and an associated seal 42 shown.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been 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.

Cited patent literature

• DE 102014224296 B4 [0004]

Claims (10)

Wheel suspension (10) for a driven wheel of an axle of a motor vehicle, comprising a wheel hub (24), about a steering axis (L) pivotable wheel carrier (12), and with the wheel hub (24) operatively connected drive shaft (18), wherein the Drive shaft (18) divided, a wheel hub side and a drive side shaft portion (18-1, 18-2) is formed comprising, and the hub side shaft portion (18-1) via a first joint (20-1) with the hub (24) and the drive-side shaft portion (18-2) via a second joint (20-2) rotatably connected to the hub side shaft portion (18-1), characterized in that the wheel hub side or the drive side shaft portion (18-1, 18-2) of Drive shaft (18) in a steering movement and / or a compression / compression movement of the wheel mitausführendem holding part (22) is rotatably mounted. Suspension (10) to Claim 1 , characterized in that the holding part (22) is mounted on a wheel carrier (12), on a transverse link (14), a stabilizer, a stabilizer coupling and / or a shock absorber. Suspension (10) to Claim 1 , Characterized in that the hub-side shaft portion (18-1) is mounted in the holding part (22), wherein the holding part (22) via a first wheel-side bearing (26-1) and in the vehicle vertical direction (FH) considered disposed above the second wheel-side bearing (26-2) with respect to the wheel carrier (12) about a by the two wheel side bearing (26-1, 26-2) defined, in the vehicle vertical direction (FH) extending axis (A) pivotally mounted and a retaining side bearing (28 ), a coupling (32) and a handlebar side bearing (30) about the axis (A) rotationally fixed to a about a pivot axis (S) pivotally mounted on the motor vehicle body (15) articulated transverse link (14) is mounted. Suspension (10) to Claim 3 characterized in that the first hinge (20-1) is positioned such that the axis (A) passes through the hinge center of the first hinge (20-1). Suspension (10) to Claim 3 or 4 , characterized in that the first and second wheel-side bearings (26-1, 26-2) are softer in the axial direction than in the radial direction. Wheel suspension (10) according to any one of the preceding claims, characterized in that the second joint (20-2) is arranged so that when driving straight ahead and in the main spring position, the second joint (20-2) has a bending angle ≤ 8 °. Wheel suspension (10) according to any one of the preceding claims, characterized in that the first and the second joint (20-1, 20-2) each associated with a joint comprising sleeve (34-1, 34-2). Wheel suspension (10) according to one of the preceding claims, characterized in that the wheel hub side or the drive-side shaft portion (18-1, 18-2) via a roller bearing (40) in the holding part (22) is mounted. Wheel suspension (10) according to any one of the preceding claims, characterized in that the axis is designed as McPherson axle, double wishbone or multi-link axle. Wheel suspension (10) according to one of the preceding claims, characterized in that the wheel carrier (12) engages a tie rod (16), by means of which the wheel carrier (12) about the steering axis (L) is rotatable.

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