DE102017211277A1 - Wheel suspension for a motor vehicle - Google Patents

Abstract

The invention relates to a wheel suspension (1) for a motor vehicle, comprising a wheel carrier (2), with which a shock absorber (5) and a link (8) are pivotally connected. In order to provide a wheel suspension, which is optimized in terms of weight, cost and / or assembly costs, the invention provides that the shock absorber (5) and the handlebar (8) independently of each other about a common, axially extending pivot axis (S) relative to the Wheel carrier (2) are pivotable.

Description

The invention relates to a wheel suspension for a motor vehicle having the features of the preamble of claim 1.

In modern motor vehicles, all wheels are connected via a suspension with the body or the chassis of the vehicle. The respective wheel and a wheel carrier receiving this are part of the unsprung mass, which follows more or less the height profile of the respective running surface, while body and chassis form parts of the sprung mass, which should be at least largely decoupled from sudden movements of the unsprung mass. The effect of the springs is complemented by shock absorbers, which convert the energy of the movement between sprung and unsprung mass into heat and thus prevent unwanted vibration behavior. Since the motion of the sprung mass with respect to the unsprung mass is predominantly vertical, usually the orientation of springs and shock absorbers deviates only slightly from the vertical. In addition, the wheel carrier is connected by more or less horizontally extending links (eg wishbone or trailing arm) to the chassis. In addition to suspensions in which the spring is at least indirectly connected to the wheel, such designs are known in which the spring acts on a handlebar. The same applies to the shock absorber. The spring can surround the shock absorber concentrically or arranged offset to this. In order to follow the movements of the guided by the handlebar wheel carrier, the angle of inclination of the shock absorber must change with respect to the vertical often. It must therefore be pivotally mounted on the wheel or on a handlebar.

As with all components of the vehicle, there is also a general effort in suspension to reduce the overall weight, simplify assembly, and save costs. At least some, as far as possible all of the stated objectives should be realized simultaneously.

The JP H11-11222153 A shows a suspension with a wheel, which is connected via a lower wishbone with the vehicle body. The connection to the wishbone is given by a rubber-metal composite bearing. At a distance to this, the wishbone on a running in the X direction axle mount for a pivot axis, by means of a damper tube of a shock absorber is pivotally connected to the wishbone.

The CN 102216094 B shows a suspension in which a wheel carrier is connected via different links to a vehicle body. Furthermore, a shock absorber is connected to the wheel carrier via a pivot axis extending in the Y direction. In addition, means for adjusting the torsional stiffness between the shock absorber and the wheel carrier are interposed.

The JP 2931670 B2 discloses a suspension with a wheel carrier, which is connected via a lower wishbone and an upper link assembly to the vehicle body. The upper link assembly includes a plurality of hingedly interconnected members and is connected via a rocker member to a lower end of a spring-damper member and to the lower wishbone.

The US 2010/0117318 A1 shows a suspension with a wheel carrier, which is connected via a lower wishbone and an upper wishbone with a vehicle body. A shock absorber is passed through the upper wishbone and pivotally connected at a lower end to the lower wishbone. In the region of the connection, the shock absorber has a fork section, which is connected in an articulated manner to the lower wishbone at two points spaced apart in the X direction. A similar arrangement is from the US 2010/0094503 A1 known.

The CN 203511209 U shows a suspension unit with a control arm, which has a receptacle on which a damper spring is mounted. Furthermore, a stabilizer via a vertically extending coupling rod is pivotally connected to the wishbone.

The DE 10 2010 043 428 A1 discloses a suspension for a vehicle, comprising at least one control arm, which is pivotally connected by means of one or more bearings to a vehicle body, a steering knuckle, which is connected by means of a joint movable with the control arm, and a rotatably mounted on the steering knuckle vehicle. The wishbone comprises several, relatively adjustable wishbone parts, of which a first wishbone part is fixedly connected to the one or more bearings and a second wishbone part fixed to the joint.

The US 7,537,223 B2 describes a suspension assembly for a vehicle wheel having a wheel support unit, a control arm articulated to the wheel support unit and a chassis, and at least one actuator connected to the chassis and the wheel support unit opposite the wheel support unit to adjust the chassis. To a transversal load of the actuator to reduce by the wheel carrier, a connection arrangement between the wheel carrier and the chassis is provided in the vicinity of the actuator.

The DE 102 49 119 B4 discloses a shock absorber leg suspension for vehicles with a shock absorber, the lower damper tube end is connected to a wheel carrier and the piston rod is ultimately supported with its free end to the vehicle body, and with a pivotally mounted on the wheel arm control arm, which carries a structural element supporting the spring element. The spring element is supported at the end region of a rocker mounted on the control arm, which acts with its other, with respect to a rocking axis opposite end portion of a lever arm of the damper tube. As a result, a compensation torque is caused, which partially compensates for a bending moment acting on the shock absorber by the wheel contact force.

Various aspects of suspension, such as complexity, cost, weight, number of parts, and assembly effort, still provide room for improvement in the light of the prior art shown.

The invention has for its object to provide a suspension available, which is optimized in terms of weight, cost and / or assembly costs.

According to the invention the object is achieved by a suspension with the features of claim 1, wherein the dependent claims relate to advantageous embodiments of the invention.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The invention provides a wheel suspension for a motor vehicle. As motor vehicles in particular cars or trucks come into question. It may be the suspension of a front or rear wheel. The suspension has a wheel, with a shock absorber and a link are pivotally connected. The wheel carrier or stub axle is provided in a known manner to receive a wheel, which is thus rotatably mounted in the installed state with respect to the same. The shock absorber is also used in a known manner to dampen vibrations of the sprung mass against the unsprung mass. In principle, it can assume any design known in the prior art, for example it can be designed as a hydraulic shock absorber. The handlebar, which can also be referred to as a suspension arm, is at least indirectly connected to the vehicle body in the assembled state, with "vehicle body" serving here as a collective term for the body, the chassis and optionally an auxiliary frame. The handlebar serves (usually together with other arms) to guide the wheel carrier and thus the wheel. It may in principle be any type of handlebar, for example. A trailing arm, semi-trailing arm or wishbone. Likewise, it may be an upper or lower handlebar, although it will be explained below for reasons usually a lower handlebar. With regard to the materials of wheel and wishbone exist within the scope of the invention, no restrictions. Typically, it may be components made of metal, eg. Steel, aluminum or gray cast iron. In addition, however, composites such as, for example, fiber-reinforced plastic can be used.

Both the shock absorber and the handlebar are pivotally connected to the wheel carrier. On the other hand, a pivotal connection with the vehicle body is normally provided both the shock absorber and the handlebar, so that the wheel carrier can move in total over the vehicle body during compression. The pivotability of the shock absorber normally means that it is not oriented vertically, but at an angle to the vertical, which typically increases with increasing compression. Normally, however, the shock absorber takes a smaller angle to the vertical than the handlebars, which can be aligned depending on the compression state of the wheel in about or even exactly horizontal.

As already mentioned, the suspension can other components such. B. have more handlebars. In addition, at least one spring is usually provided, which may be formed, for example, as a helical spring. Such a spring can be supported on the one hand on the vehicle body and on the other hand either on the wheel or on one of the handlebars.

According to the invention shock absorbers and the handlebar are independently pivotable about a common, axially extending pivot axis relative to the wheel carrier. The axial direction is defined by the course of the pivot axis. D. h., If one considers the pivot axis as a geometric object with unlimited length, the pivot axis of the shock absorber is identical to that of the handlebar. This generally reduces the space required for the suspension, as the respective pivot axes do not have to be offset transversely to their course direction (that is, for example, in the direction of the Z axis of the vehicle). This can also bring advantages in terms of weight and complexity of the wheel carrier, since the force is introduced by the shock absorber and the handlebar at least approximately in the same area of the wheel carrier, which can be advantageous compared to a force in two different areas, which would have to be structurally reinforced accordingly. It benefits the structure of the invention that the shock absorber and the handlebar normally extend at significantly different angles to the vertical, whereby a collision of the two components is largely excluded.

Preferably, the pivot axis is parallel to the X-axis of the motor vehicle, wherein the link is designed as a wishbone. This is advantageous in that a lateral pivoting of the shock absorber (ie within the Y-Z plane) is preferred. Further preferably, the wishbone is designed as a lower wishbone, since in this case (in the vertical direction) a larger space for the shock absorber is present.

With regard to the physical realization of the common pivot axis, there are different possibilities. For example, on the wheel or one of the other two elements, an axle pin or the like could be formed or attached in some other way, for. B. welded. According to an advantageous embodiment, the wheel carrier, the shock absorber and the handlebar are mounted together on an axis body defining the pivot axis. The axle body may possibly be formed in several pieces, in each case it passes through all three components and thereby communicates the forces acting transversely to the pivot axis between the wheel, handlebar and shock absorber. The individual bearings of wheel, handlebar and shock absorbers are arranged along the axle body, with different arrangements or sequences are conceivable, some of which will be explained later. Due to the construction with a single axle body, the number of parts used can be reduced and the assembly can be simplified because both the handlebar and the shock absorber are effectively secured by a (possibly multi-piece) component relative to the wheel.

Preferably, the axle body is integrally formed as an axle pin. This further contributes to the simplification of the structure and to the cost reduction. For reasons of stability, the axle pin can typically consist of steel, but possibly also of aluminum or fiber-reinforced plastic. As part of the assembly, the possibly inexpensive to produce axle pin can be performed in one operation through this provided recesses of the wheel carrier, the handlebar and the shock absorber. As will be explained later, at least one of said elements can be mounted indirectly on the axle pin.

With regard to the storage of the individual components on the axle body or axle pin there are different possibilities. According to a preferred embodiment, one of the components wheel carrier, shock absorbers and handlebars is mounted on the axle body via a single bearing, while the other two are mounted axially on either side of the single bearing on the axle body via a double bearing formed on a fork portion. In this context, a fork section is a section of the respective component which branches fork-like into two sections. At this fork portion a double bearing is formed, which has two axially spaced apart individual bearings. Each of the individual bearings is of course formed on one of the sections, in particular the end. The single bearing as well as the double bearing in this case each have bearing eyes, for example. Within a bearing sleeve. Through this bearing eyes the axle body is passed. In this embodiment, the single bearing is as it were flanked by the double bearings. The design with double bearings allows better management of the respective components and better absorption of any forces occurring transversely to the axial direction. In addition, such forces act on both sides of the single bearing, so you could say in a "symmetrical" way, and therefore do not necessarily lead to a torque that would unnecessarily burden the axle or the single bearing.

According to a preferred embodiment, the wheel carrier has a wheel carrier bearing as a single bearing, the shock absorber has two formed on a first fork portion damper bearing as the first double bearing and the handlebar has two trained on a second fork portion link bearing as a second double bearing. Ie. Along the pivot axis or along the axle body, so to speak, inside the wheel carrier bearing is arranged, which is flanked on the outside, ie axially on both sides, by two damper bearings and two linkage bearings. Also in this embodiment, there are different possibilities with respect to the arrangement of the link bearings and the damper bearings. Thus, for example, both handlebar bearings could each be arranged in the axial direction in front of or behind a damper bearing. Preferably, the link bearings are arranged axially on the outside of the damper bearings. D. h., The damper bearings are effectively flanked by the handlebar bearings and are arranged between them. this leads to In addition, with a force acting transversely to the axial direction on the part of the handlebar or the shock absorber, the center of gravity always lies approximately in the same range, typically within the wheel carrier bearing.

According to a structurally simple and inexpensive, yet effective design of the axle is formed by a screw which cooperates with a nut. D. h., The axle pin corresponds to the screw shaft, by the o.g. Bearing is passed, wherein the screw shaft may lie directly or indirectly on the respective outermost bearing and on the opposite side of the nut, which is bolted to the screw, may also bear directly or indirectly on each outermost bearing. It is understood that a washer can be used to support the screw head and / or nut.

The wheel carrier is preferably mounted on the axle pin via a rubber-metal bushing. A corresponding rubber-metal bushing has a metallic inner sleeve which is concentrically surrounded by a rubber-elastic element (or simplifying: rubber element) and usually by a likewise metallic outer sleeve. The axle pin is guided through the inner sleeve and the outer sleeve (or the rubber-elastic element) is received in a bearing eye of the Radträger-bearing. Due to the elasticity of the rubber-elastic element, the wheel carrier and the axle pin are movable against each other to a limited extent. In this case, axial, radial, tangential and cardanic movements are conceivable. Thus, such a bearing can act to a limited extent similar to a ball joint. Apart from the fact that different degrees of freedom are created by the elasticity, the rubber-elastic element also serves to prevent the transmission of vibrations, which are undesirable under NVH aspects.

Furthermore, it is preferred that a spacing element is arranged axially between at least two adjacent bearings. Such a spacer element may, for example, be a washer which facilitates or permits independent pivoting movement of the components associated with the adjacent bearings.

• 1 eine rückwärtige Ansicht einer ersten erfindungsgemäßen Radaufhängung;
• 2 eine Schnittdarstellung gemäß der Linie II-II in 1; und
• 3 eine Schnittdarstellung gemäß der Linie III-III in 1.

Further advantageous details and effects of the invention are explained in more detail below with reference to an embodiment shown in the figures. Show it:

• 1 a rear view of a first suspension according to the invention;
• 2 a sectional view along the line II-II in 1 ; and
• 3 a sectional view along the line III-III in 1 ,

In the different figures, the same parts are always provided with the same reference numerals, which is why these are usually described only once.

1 to 3 show a schematic representation of a suspension of the invention 1 of a motor vehicle, for example. A car. It shows 1 a rear view, wherein the plane of the YZ plane of the vehicle corresponds. The suspension 1 will be described below with reference to the illustration in FIG 1 as well as the sectional views in 2 and 3 described.

The suspension 1 has a wheel carrier 2, which serves for the rotatable mounting of a vehicle wheel, not shown. He is on the vehicle side via a lower wishbone 8th (And via other, not shown handlebars) connected to a (also not shown) chassis of the motor vehicle. The wishbone 8th is opposite the wheel carrier 2 about a pivot axis S pivotable, which runs parallel to the X-axis. The wheel carrier 2 is sprung over a spring, not shown, relative to the chassis. The spring can on the one hand either on the wheel 2 itself or on a handlebar, for example. The illustrated control arm 8th and on the other hand supported on the chassis. Between the wishbone 8th and the chassis also has a pivotal connection, through the overall mobility of the wheel carrier 2 as part of the unsprung mass relative to the chassis as part of the sprung mass is ensured. Furthermore, the wheel suspension 1 a shock absorber 5 with a piston rod 7 and a damper cylinder 6 on. The shock absorber 5 serves to an undesirable vibration behavior of the wheel carrier 2 to prevent it from the chassis. As in 1 can be seen, for example, can correspond to a state of normal load, runs the shock absorber 5 not perpendicular along the Z Axis but is inclined to this. During compression, the angle of inclination must change, which is why the shock absorber 5 opposite the wheel carrier 2 is pivotable, and also about the pivot axis S ,

That means the wishbone 8th and the shock absorber 5 opposite the wheel carrier 2 around the same pivot axis S are pivotable. As from the comparison of 2 and 3 becomes clear, both partially take the same position along the X -Axis, but not to any Causes problems, since they are within the Y - Z Level are significantly differently inclined and thus do not collide with each other. Mechanically, the joint pivoting about the pivot axis S realized by both the wheel carrier 2 as well as the shock absorber 5 and the wishbone 8th on a screw shaft acting as an axle pin 14.1 a screw 14 are stored. The wheel carrier 2 is approximately in the middle of the screw shaft 14.1 over a wheel carrier bearing 2.1 stored, with a rubber-metal socket 9 with a metallic outer sleeve 10 in a bearing eye of the wheel carrier 2 is pressed. Concentric within the outer sleeve 10 is a metallic inner sleeve 12 arranged as well as an intermediate rubber element 11 , Through the rubber-metal socket 9 On the one hand, there is a certain amount of relative movement between the wheel carrier 2 and the screw 14 given, on the other hand, vibrations occurring on the part of the wheel can be damped and thus at most be transferred to the chassis to a lesser extent. While the wheel carrier bearing 2.1 is designed as a single bearing, the shock absorber 5 via a first double bearing on the screw shaft 14.1 stored. The first double bearing is at a first fork section 7.1 the piston rod 7 formed and has a first damper bearing 7.2 and a second damper bearing 7.3 on. The mentioned damper bearings 7.2 . 7.3 are approximately symmetrical axially on both sides of the wheel carrier bearing 2.1 arranged. This causes forces on the part of the shock absorber 5 , which are transverse to the pivot axis S act, the center of gravity within the Radträger-bearing 2.1 lies. To the pivoting of the shock absorber 5 opposite the wheel carrier 2 To improve, are between the wheel carrier bearing 2.1 and each of the damper bearings 7.2 . 7.3 washers 13 interposed.

The wishbone 8th is a second double bearing on the screw shaft 14.1 stored, that at a second fork section 8.1 of the control arm 8th is trained. It has a first handlebar bearing 8.2 and a second handlebar bearing 8.3 on. Also the handlebar bearings 8.2 . 8.3 are approximately symmetrical axially on both sides of the wheel carrier bearing 2.1 arranged, on the outside of the damper bearings 7.2 . 7.3 , This causes that at forces on the part of the wishbone 8th , which are transverse to the pivot axis S act, the center of gravity within the Radträger-bearing 2.1 lies. Also between the first damper bearing 7.2 and the first handlebar bearing 8.2 as well as between the second damper bearing 7.3 and the second handlebar bearing 8.3 are washers 13 interposed.

To the position of the screw 14 To secure, this is at one end of the screw shaft 14.1 that a screw head 14.2 opposite, with a mother 15 screwed.

The suspension shown 1 requires only a comparatively small space, since the connection of the shock absorber 5 as well as the wishbone 8th over one and the same wheel bearing 2.1 takes place. In addition, the total weight is generally lower than in designs in which shock absorbers and handlebar pivot about different pivot axes. Since both the shock absorber 5 and the wishbone 8th with one and the same screw 14 be secured to the wheel 2, the suspension 1 can be realized inexpensively and easy to assemble.

LIST OF REFERENCE NUMBERS

1

Arm

2

wheel carrier

2.1

Wheel support bearing

5

shock absorber

6

damper cylinder

7

piston rod

7.1,8.1

fork portion

7.2, 7.3

Damper bearing

8th

wishbone

8.2, 8.3

Handlebar-bearing

9

Rubber-metal bush

10

outer sleeve

11

rubber element

12

inner sleeve

13

washer

14

screw

14.1

screw shaft

14.2

screw head

15

mother

S

swivel axis

X

X axis

Y

Y-axis

Z

Z-axis

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

• JP H1111222153 A [0004]
• CN 102216094 B [0005]
• JP 2931670 B2 [0006]
• US 2010/0117318 A1 [0007]
• US 2010/0094503 A1 [0007]
• CN 203511209 U [0008]
• DE 102010043428 A1 [0009]
• US 7537223 B2 [0010]
• DE 10249119 B4 [0011]

Claims (10)

Wheel suspension (1) for a motor vehicle, with a wheel carrier (2) to which a shock absorber (5) and a handlebar (8) are pivotally connected, characterized in that the shock absorber (5) and the handlebar (8) independently a common, axially extending pivot axis (S) relative to the wheel carrier (2) are pivotable. Suspension to Claim 1 , characterized in that the pivot axis (S) extends parallel to the X-axis of the motor vehicle, wherein the link (8) is designed as a transverse link. Suspension to Claim 1 or 2 , characterized in that the wheel carrier (2), the shock absorber (5) and the handlebar (8) are mounted together on a pivot axis (S) defining the axle body (14.1). Suspension to Claim 3 , characterized in that the axle body (14.1) is integrally formed as an axle pin. Wheel suspension according to one of the preceding claims, characterized in that one of the components wheel carrier (2), shock absorber (5) and handlebar (8) via a single bearing (2.1) is mounted on the axle body (14.1), while the other two each have an on A double bearing (7.2, 7.3, 8.2, 8.3) formed on a fork section (7.1, 8.1) is mounted axially on both sides of the individual bearing (2.1) on the axle body (14.1). Suspension to Claim 5 , characterized in that the wheel carrier (2) has a Radträger bearing (2.1) as a single bearing, the shock absorber (5) has two at a first fork portion (7.1) formed damper bearing (7.2, 7.3) as the first double bearing and the handlebar (8) has two at a second fork portion (8.1) formed link bearing (8.2, 8.3) as a second double bearing. Suspension to Claim 6 , characterized in that the link-bearings (8.2, 8.3) axially on the outside of the damper bearings (7.1, 7.2) are arranged. Wheel suspension according to one of the preceding claims, characterized by an axle pin (14.1) which is formed by a screw (14) which cooperates with a nut (15). Wheel suspension according to one of the preceding claims, characterized in that the wheel carrier (2) via a rubber-metal bushing (9) on an axle pin (14.1) is mounted. Wheel suspension according to one of the preceding claims, characterized in that axially between at least two adjacent bearings (2.1, 7.2, 7.3, 8.2, 8.3), a spacer element (13) is interposed.

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