DE102020200478A1 - Wheel suspension for a vehicle - Google Patents

Abstract

Wheel suspension for a vehicle, with a steering knuckle (3), a vehicle wheel (4) which is rotatably mounted on the steering knuckle (4) about a wheel axis of rotation (5), at least one suspension arm (6, 7) articulated to the steering knuckle (3) ), by means of which the steering knuckle (3) is connected to a vehicle body (8) and can be moved relative to this in a vertical vehicle direction (z), a steering device (9) connected to the steering knuckle (3), by means of which the steering knuckle (3) is relatively is pivotable to the vehicle body (8) about a steering axis (10), the steering device (9) having an actuator (11) provided on the vehicle body (8) and a tie rod (12) articulated to it, by means of which the actuator (11 ) is connected to the steering knuckle (3), and a tie rod inclination detection unit (18), by means of which an inclination (α) of the tie rod (12) in the vertical direction of the vehicle (z) relative to the actuator (11) can be detected and at least one of these inclinations ng (a) characterizing inclination signal (Sn) can be generated.

Description

The invention relates to a wheel suspension for a vehicle, with a steering knuckle, a vehicle wheel which is rotatably mounted on the steering knuckle about a wheel axis of rotation, at least one suspension arm articulated to the steering knuckle, by means of which the steering knuckle is connected to a vehicle body and relative to this in a Vehicle vertical direction is movable, and a steering device connected to the steering knuckle, by means of which the steering knuckle is pivotable relative to the vehicle body about a steering axis, the steering device having an actuator provided on the vehicle body and a tie rod articulated therewith, by means of which the actuator is connected to the steering knuckle connected is.

The DE 10 2005 028 501 A1 discloses a wheel suspension for a vehicle, with a carrier element, a wheel carrier arranged at a distance from the carrier element, which is pivotable about a steering axis, a wheel rotatably mounted on the wheel carrier, a steering wheel rotatably mounted at least indirectly on the carrier element, by means of which the wheel carrier is rotatable about the steering axis is pivotable, at least one joint connected to the wheel carrier, which has a housing, a pivot pin pivoted in this and an angle measuring device with a magnet and a magnetic field-sensitive sensor assembly, and at least one guide means designed as a transverse link, via which the joint is connected to the carrier element , whereby a deflection of the pivot pin relative to the housing in at least two different spatial directions can be detected by means of the angle measuring device, and the magnetization of the magnet is oriented obliquely to the steering axis.

The disadvantage of this wheel suspension is that a steering angle of the wheel about the steering axis influences the measurement by means of the angle measuring device, so that a height level obtained from the measurement can have inaccuracies as a function of the steering angle.

Starting from this, the invention is based on the object of creating a possibility of reducing the dependence of the ride height measurement on the steering angle of the vehicle wheel about the steering axis.

This object is achieved according to the invention with a wheel suspension according to claim 1. Preferred developments of the invention are given in the subclaims and in the following description.

A wheel suspension for a vehicle, with a steering knuckle, a vehicle wheel which is rotatably mounted on the steering knuckle about a wheel axis of rotation, at least one suspension arm articulated to the steering knuckle, by means of which the steering knuckle is connected to a vehicle body and can be moved relative to this in a vertical direction of the vehicle , and a steering device connected to the steering knuckle, by means of which the steering knuckle can be pivoted relative to the vehicle body about a steering axis, the steering device having an actuator provided on the vehicle body and a tie rod articulated therewith, by means of which the actuator is connected to the steering knuckle, According to the invention comprises in particular a tie rod inclination detection unit, by means of which an inclination of the tie rod in the vertical direction of the vehicle relative to the actuator can be detected and at least one inclination signal characterizing this inclination can be generated.

The inclination of the tie rod in the vertical direction of the vehicle relative to the actuator is a measure of the height of the vehicle wheel and in particular not or only slightly dependent on the steering angle of the vehicle wheel about the steering axis.

The inclination of the tie rod in the vertical direction of the vehicle relative to the actuator preferably characterizes the position of the steering knuckle relative to the vehicle body in the vertical direction of the vehicle. The position of the steering knuckle relative to the vehicle body in the vertical direction of the vehicle preferably represents and / or characterizes the position of the vehicle wheel relative to the vehicle body in the vertical direction of the vehicle. Advantageously, the position of the vehicle wheel relative to the vehicle body in the vertical direction of the vehicle defines and / or characterizes the height or height of the vehicle wheel. The inclination of the tie rod in the vertical direction of the vehicle relative to the actuator thus particularly characterizes the height or height of the vehicle wheel.

The steering knuckle is preferably supported on the vehicle body by means of a vehicle spring. The steering knuckle is preferably connected to the vehicle body by a damper. The vehicle is in particular a motor vehicle.

The steering axis preferably runs in or essentially in the vertical direction of the vehicle. The axis of rotation of the wheel runs or lies preferably in or essentially in a plane running in the longitudinal direction of the vehicle and in the transverse direction of the vehicle. The wheel axis of rotation of the non-deflected vehicle wheel preferably runs in or essentially in the transverse direction of the vehicle.

According to one embodiment, the actuator is or forms or comprises a steering gear and / or an actuator. The steering gear forms or includes, for example, a rack and pinion gear. The actuator is or forms, for example, a linear actuator.

The position of the actuator is preferably defined by a reference direction and / or by a reference plane. The tie rod inclination detection unit can preferably be used to detect the inclination of the tie rod in the vertical direction of the vehicle relative to the reference direction or a reference direction and / or relative to the reference plane or plane. The reference direction is defined e.g. by a reference position of the tie rod. For example, the reference direction runs in the transverse direction of the vehicle. The reference plane is preferably defined by a plane running in the longitudinal direction of the vehicle and in the transverse direction of the vehicle.

According to a further development, the actuator is connected to the tie rod by a joint. The joint preferably has a first joint part and a second joint part which can be rotated and / or deflected relative to it. The actuator is preferably connected to the first joint part, in particular in a fixed and / or rigid manner. The tie rod is advantageously connected to the second joint part, in particular in a fixed and / or rigid manner.

The tie rod inclination detection unit preferably comprises at least one angle sensor, by means of which a rotation and / or deflection of the second joint part relative to the first joint part can be detected. The inclination signal can preferably be generated on the basis of and / or taking into account the or a rotation and / or deflection of the second joint part relative to the first joint part. The or a rotation and / or deflection of the second joint part relative to the first joint part advantageously characterizes the or an inclination of the tie rod relative to the actuator, in particular in the vertical direction of the vehicle.

According to one embodiment, the joint is or forms or comprises a ball joint. The first joint part is preferably or forms or comprises a ball socket. Preferably, the second joint part is or forms or comprises a ball pivot. The ball stud advantageously has a joint ball, in particular at one end. The ball stud preferably comprises a stud extending away from the joint ball. The ball stud is preferably mounted in the ball socket with its joint ball, in particular so as to be rotatable and / or slidable and / or rotatable and / or deflectable. The ball stud advantageously extends in a longitudinal direction. A longitudinal center axis extending in the longitudinal direction is preferably assigned to the ball stud. The ball stud is preferably rotationally symmetrical or essentially rotationally symmetrical with respect to the longitudinal center axis. The ball joint is in particular an axial ball joint.

According to a further development, the angle sensor is integrated into the joint. A particularly compact design of the tie rod inclination detection unit and / or the angle sensor is thus possible.

According to one embodiment, the angle sensor comprises one or at least one magnetic field sensor as a first component and one or at least one magnet as a second component, wherein a magnetic field generated and / or generated by the magnet can be detected by means of the magnetic field sensor. The magnet is e.g. an electromagnet or a permanent magnet. In particular, the second joint part, preferably the ball stud, is designed as a second component. The second joint part, in particular the ball pivot, can be magnetized or magnetized. This means that a separate magnet can be dispensed with as an additional component.

One of the components is preferably provided on the first joint part and / or connected to the first joint part, in particular fixed and / or rigid, and / or stationary relative to the first joint part. Another of the components is preferably provided on the second joint part and / or connected to the second joint part, in particular fixed and / or rigid, and / or fixed relative to the second joint part. The first component is advantageously provided on the first joint part and / or connected to the first joint part, in particular fixed and / or rigid, and / or stationary relative to the first joint part. The second component is preferably provided on the second joint part and / or connected to the second joint part, in particular fixed and / or rigid, and / or fixed relative to the second joint part. The second component is preferably provided on the joint ball and / or connected to the joint ball, in particular fixed and / or rigid, and / or fixed relative to the joint ball. The second component is advantageously provided and / or arranged on a pole of the joint ball facing away from the journal.

The magnet is preferably provided on the ball stud and / or connected to the ball stud, in particular in a fixed and / or rigid manner, and / or fixed relative to the ball stud. The magnet is preferably provided on the joint ball and / or connected to the joint ball, in particular fixed and / or rigid, and / or fixed relative to the joint ball. The magnet is advantageously provided and / or arranged on a pole of the joint ball facing away from the pin. The magnetic field sensor is preferably provided on the ball socket and / or connected to the ball socket, in particular fixed and / or rigid, and / or stationary relative to the ball socket. However, a reverse arrangement of the magnet and magnetic field sensor is also possible.

The magnet is preferably magnetized in the longitudinal direction and / or in the direction of the longitudinal center axis. Alternatively, the magnet is z .B. magnetized transversely to the longitudinal direction and / or transversely to the direction of the longitudinal center axis. The or a magnetic field generated or generated by the magnet, in particular with respect to the longitudinal center axis, is preferably rotationally symmetrical or essentially rotationally symmetrical. Thus, for example, there is no or only a slight change in the signal when the non-deflected ball stud is rotated about the longitudinal center axis. The longitudinal center axis advantageously runs centrally through the magnet and / or through the magnetic field generated or generated by it.

According to one development, the tie rod inclination detection unit and / or the angle sensor has several acceleration sensors and / or rotation rate sensors, of which at least one first acceleration sensor and / or one rotation rate sensor is arranged on the tie rod and at least one second acceleration sensor and / or a second rotation rate sensor is arranged on the actuator / or is provided. Alternatively, the second acceleration sensor and / or the second rotation rate sensor can be arranged and / or provided on a vehicle body. An acceleration acting on the tie rod can preferably be detected by means of the first acceleration sensor. An acceleration acting on the actuator can preferably be detected by means of the second acceleration sensor. In particular, a first rotation rate of the tie rod can be detected by means of the first rotation rate sensor and / or a second rotation rate of the actuator can be detected by means of the second rotation rate sensor.

A first acceleration signal characterizing an acceleration acting on the tie rod can preferably be generated by means of the first acceleration sensor. A second acceleration signal characterizing an acceleration acting on the actuator can preferably be generated by means of the second acceleration sensor. In particular, the tie rod inclination detection unit can be used to determine and / or calculate an angle between a sensor arranged on the tie rod and a sensor arranged on the actuator or on a vehicle body, in particular the respective acceleration sensor and / or the respective yaw rate sensor. Advantageously, by means of the tie rod inclination detection unit, a difference can be formed from the accelerations and / or from the acceleration signals and / or a difference signal characterizing this or a difference from the accelerations and / or from the acceleration signals can be generated. The difference characterizes in particular the inclination of the tie rod, in particular in the vertical direction of the vehicle, relative to the actuator and / or a change in the inclination of the tie rod, in particular in the vertical direction of the vehicle, relative to the actuator. The difference signal forms, in particular, the inclination signal or its time derivative. The inclination signal can preferably be formed from the difference signal and / or on the basis of the difference signal. In the event that the difference signal forms the time derivative of the inclination signal, the inclination signal can be formed, for example, by integrating the difference signal over time, in particular by means of an integrator. The tie rod inclination detection unit preferably comprises a subtracter, by means of which the difference signal can be generated.

According to one embodiment, an evaluation unit is provided, in particular connected to the tie rod inclination detection unit, by means of which a level signal characterizing the position of the steering knuckle and / or the vehicle wheel relative to the vehicle body in the vertical direction of the vehicle can be generated from the inclination signal. The evaluation unit is in particular connected to and / or integrated into the tie rod inclination detection unit. According to an alternative, the inclination signal forms, for example, the level signal characterizing the position of the steering knuckle and / or the vehicle wheel relative to the vehicle body in the vertical direction of the vehicle.

The steering device preferably comprises a control unit, in particular an electronic control unit, which is connected to the evaluation unit and / or comprises the evaluation unit and / or forms the evaluation unit.

The invention also relates to a method for determining the height of a vehicle wheel of a wheel suspension for a vehicle, wherein the wheel suspension has a steering knuckle, a vehicle wheel which is rotatably mounted on the steering knuckle about a wheel axis of rotation, at least one suspension link articulated to the steering knuckle, by means of which the steering knuckle with a vehicle body is connected and is movable relative to this in a vertical direction, and a steering device connected to the steering knuckle, by means of which the steering knuckle is pivotable relative to the vehicle body about a steering axis, wherein the steering device is provided on the vehicle body actuator and an articulated thereto Has tie rod, by means of which the actuator is connected to the steering knuckle, and wherein, in particular by means of the or a tie rod inclination detection unit, an inclination of the tie rod in the vertical direction of the vehicle relative to the actuator is detected and at least one inclination signal characterizing this inclination is generated.

In particular, the tie rod inclination detection unit can be used to determine and / or calculate an angle between at least one first sensor arranged on the tie rod and at least one second sensor arranged on the actuator or on a vehicle body, in particular a respective acceleration sensor and / or a respective yaw rate sensor. This can be used to determine the height of the assigned vehicle wheel.

The wheel suspension according to the method is preferably a wheel suspension according to the invention. In particular, the method can be developed in accordance with all of the configurations explained in connection with the wheel suspension according to the invention. Furthermore, the wheel suspension according to the invention can be developed in accordance with all of the configurations explained in connection with the method.

The steering knuckle is preferably supported on the vehicle body by means of a vehicle spring. The steering knuckle is preferably connected to the vehicle body by a damper. The vehicle is in particular a motor vehicle.

The steering axis preferably runs in or essentially in the vertical direction of the vehicle. The axis of rotation of the wheel runs or lies preferably in or essentially in a plane running in the longitudinal direction of the vehicle and in the transverse direction of the vehicle. The wheel axis of rotation of the non-deflected vehicle wheel preferably runs in or essentially in the transverse direction of the vehicle.

According to one embodiment, the actuator is or forms or comprises a steering gear and / or an actuator. The steering gear forms or includes, for example, a rack and pinion gear. The actuator is or forms, for example, a linear actuator.

The position of the actuator is preferably defined by a reference direction and / or by a reference plane. The tie rod inclination detection unit is preferably used to detect the inclination of the tie rod in the vertical direction of the vehicle relative to the or a reference direction and / or relative to the or a reference plane. The reference direction is defined e.g. by a reference position of the tie rod. For example, the reference direction runs in the transverse direction of the vehicle. The reference plane is preferably defined by a plane running in the transverse direction of the vehicle and in the longitudinal direction of the vehicle.

According to a further development, the actuator is connected to the tie rod by a joint. The joint preferably has a first joint part and a second joint part which can be rotated and / or deflected relative to it. The actuator is preferably connected to the first joint part, in particular in a fixed and / or rigid manner. The tie rod is advantageously connected to the second joint part, in particular in a fixed and / or rigid manner.

A rotation and / or deflection of the second joint part relative to the first joint part is preferably detected, in particular by means of at least one angle sensor. The inclination signal is preferably generated on the basis of and / or taking into account the rotation and / or deflection of the second joint part relative to the first joint part. The or a rotation and / or deflection of the second joint part relative to the first joint part advantageously characterizes the or an inclination of the tie rod relative to the actuator. In particular, the tie rod inclination detection unit comprises the angle sensor.

According to one embodiment, the joint is or forms or comprises a ball joint. The first joint part is preferably or forms or comprises a ball socket. Preferably, the second joint part is or forms or comprises a ball pivot. The ball stud advantageously has a joint ball, in particular at one end.

The ball stud preferably comprises a stud extending away from the joint ball. The ball stud is preferably mounted in the ball socket with its joint ball, in particular so as to be rotatable and / or slidable and / or rotatable and / or deflectable. The ball stud advantageously extends in a longitudinal direction. A longitudinal center axis extending in the longitudinal direction is preferably assigned to the ball stud. The ball stud is preferably rotationally symmetrical or essentially rotationally symmetrical with respect to the longitudinal center axis. The ball joint is in particular an axial ball joint.

According to a further development, the angle sensor is integrated into the joint. A particularly compact design of the tie rod inclination detection unit and / or the angle sensor is thus possible.

According to one embodiment, the angle sensor comprises one or at least one magnetic field sensor as a first component and one or at least one magnet as a second component, wherein a magnetic field generated and / or generated by the magnet can be detected by means of the magnetic field sensor. The magnet is e.g. an electromagnet or a permanent magnet.

One of the components is preferably provided on the first joint part and / or connected to the first joint part, in particular fixed and / or rigid, and / or stationary relative to the first joint part. Another of the components is preferably provided on the second joint part and / or connected to the second joint part, in particular fixed and / or rigid, and / or fixed relative to the second joint part. The first component is advantageously provided on the first joint part and / or connected to the first joint part, in particular fixed and / or rigid, and / or stationary relative to the first joint part. The second component is preferably provided on the second joint part and / or connected to the second joint part, in particular fixed and / or rigid, and / or fixed relative to the second joint part. The second component is preferably provided on the joint ball and / or connected to the joint ball, in particular fixed and / or rigid, and / or fixed relative to the joint ball. The second component is advantageously provided and / or arranged on a pole of the joint ball facing away from the journal.

The magnet is preferably provided on the ball stud and / or connected to the ball stud, in particular in a fixed and / or rigid manner, and / or fixed relative to the ball stud. The magnet is preferably provided on the joint ball and / or connected to the joint ball, in particular fixed and / or rigid, and / or fixed relative to the joint ball. The magnet is advantageously provided and / or arranged on a pole of the joint ball facing away from the pin. The magnetic field sensor is preferably provided on the ball socket and / or connected to the ball socket, in particular fixed and / or rigid, and / or stationary relative to the ball socket. However, a reverse arrangement of the magnet and magnetic field sensor is also possible.

The magnet is preferably magnetized in the longitudinal direction and / or in the direction of the longitudinal center axis. Alternatively, the magnet is magnetized, for example, transversely to the longitudinal direction and / or transversely to the direction of the longitudinal center axis. The or a magnetic field generated or generated by the magnet, in particular with respect to the longitudinal center axis, is preferably rotationally symmetrical or essentially rotationally symmetrical. Thus, for example, there is no or only a slight change in the signal when the non-deflected ball stud is rotated about the longitudinal center axis. The longitudinal center axis advantageously runs centrally through the magnet and / or through the magnetic field generated or generated by it.

According to a further development, several acceleration sensors and / or yaw rate sensors are provided, of which at least one first acceleration sensor and / or at least one first yaw rate sensor is arranged and / or provided on the tie rod and at least one second acceleration sensor and / or at least one second yaw rate sensor is arranged and / or provided on the actuator. Alternatively, the second acceleration sensor and / or the second rotation rate sensor can be arranged and / or provided on a vehicle body. In particular, the tie rod inclination detection unit and / or the angle sensor has the acceleration sensors. An acceleration acting on the tie rod is preferably detected by means of the first acceleration sensor. An acceleration acting on the actuator is preferably detected by means of the second acceleration sensor. In particular, a first rotation rate of the tie rod is detected by means of the first rotation rate sensor and / or a second rotation rate of the actuator is detected by means of the second rotation rate sensor.

A first acceleration signal characterizing an acceleration acting on the tie rod is preferably generated by means of the first acceleration sensor. A second acceleration signal characterizing an acceleration acting on the actuator is preferably generated by means of the second acceleration sensor. In particular, the tie rod inclination detection unit is used to determine and / or calculate an angle between a sensor arranged on the tie rod and a sensor arranged on the actuator or on a vehicle body, in particular the respective acceleration sensor and / or the respective yaw rate sensor. Advantageously, a difference is formed from the accelerations and / or from the acceleration signals and / or a difference signal characterizing this or a difference from the accelerations and / or from the acceleration signals is generated, in particular by means of the tie rod inclination detection unit and / or by means of the subtracter or subtracter. The difference characterizes in particular the inclination of the tie rod, in particular in the vertical direction of the vehicle, relative to the actuator and / or a change in the inclination of the tie rod, in particular in the vertical direction of the vehicle, relative to the actuator. The difference signal forms, in particular, the inclination signal or its time derivative. The inclination signal is preferably formed from the difference signal and / or on the basis of the difference signal. In the event that the difference signal forms the time derivative of the inclination signal, the inclination signal is formed, for example, by integrating the difference signal over time, in particular by means of an integrator.

According to one embodiment, the position of the steering knuckle and / or the vehicle wheel relative to the vehicle body in the vertical direction of the vehicle is derived from the inclination signal, in particular by means of the or an evaluation unit characterizing level signal generated. The evaluation unit is in particular connected to and / or integrated into the tie rod inclination detection unit. According to an alternative, the inclination signal forms, for example, the ride height signal characterizing the position of the steering knuckle and / or the vehicle wheel relative to the vehicle body in the vertical direction of the vehicle.

The steering device preferably comprises a control unit, in particular an electronic control unit, which is connected to the evaluation unit and / or comprises the evaluation unit and / or forms the evaluation unit.

• 1 eine Draufsicht auf einen Teil eines Fahrzeugs mit einer Radaufhängung gemäß einer ersten Ausführungsform,
• 2 eine Ansicht der Radaufhängung in Richtung des aus 1 ersichtlichen Pfeils A,
• 3 eine Ansicht einer aus 1 ersichtlichen Lenkvorrichtung,
• 4 eine Ansicht einer Spurstange der aus 3 ersichtlichen Lenkvorrichtung,
• 5 eine teilweise geschnittene Ansicht eines Kugelgelenks der aus 4 ersichtlichen Spurstange und
• 6 eine Ansicht einer Lenkvorrichtung einer Radaufhängung gemäß einer zweiten Ausführungsform.

The invention is described below on the basis of preferred embodiments with reference to the drawing. In the drawing show:

• 1 a plan view of part of a vehicle with a wheel suspension according to a first embodiment,
• 2 a view of the suspension in the direction of from 1 apparent arrow A,
• 3 a view one off 1 apparent steering device,
• 4th a view of a tie rod from 3 apparent steering device,
• 5 a partially sectioned view of a ball joint from 4th apparent tie rod and
• 6th a view of a steering device of a wheel suspension according to a second embodiment.

Out 1 Figure 3 is a plan view of part of a vehicle 1 with a wheel suspension 2 can be seen according to a first embodiment, wherein the wheel suspension 2 also in 2 is shown looking in the direction of arrow A. The suspension 2 has a steering knuckle 3 , a vehicle wheel 4th , which around a wheel axis of rotation 5 rotatable on the steering knuckle 3 is mounted, several articulated with the steering knuckle 3 connected suspension arms 6th and 7th , by means of which the steering knuckle 3 with a vehicle body 8th connected and relative to this in a vehicle vertical direction z is movable, and one with the steering knuckle 3 connected steering device 9 on, by means of which the steering knuckle 3 relative to the vehicle body 8th around a steering axis 10 is pivotable, the steering device 9 one on the vehicle body 8th intended actuator 11 and a tie rod articulated to this 12th has, by means of which the actuator 11 with the steering knuckle 3 connected is. The actuator 11 forms a steering gear here. Furthermore, the suspension arm forms 6th an upper wishbone and the suspension arm 7th a lower wishbone. The steering knuckle 3 is also by means of a vehicle spring 25th on the vehicle body 8th supported. In addition to the vehicle vertical direction z are also the longitudinal direction of the vehicle x and the transverse direction of the vehicle y shown.

The location of the vehicle wheel 4th relative to the vehicle body 8th in the vertical direction of the vehicle 7th defines in particular a level of the vehicle wheel 4th . For example, the vehicle wheel moves in the direction of the arrow when it is compressed and when it is rebounded 14th and changes his height.

Out 3 Fig. 3 is a view of the steering device 9 visible, where 4th the tie rod 12th shows that through a ball joint 13th with the actuator 11 connected is. A partially sectioned view of the ball joint 13th is off 5 evident. The ball joint 13th has a ball socket 14th and a ball stud 15th with a joint ball 16 on which of the ball studs 15th rotatable in the ball socket 14th is stored. The ball stud 15th shows one away from the joint ball 16 away extending tenons 17th on that firmly with the tie rod 12th connected is. Furthermore, the ball socket 14th firmly to the actuator 11 connected.

The suspension 2 comprises a tie rod inclination detection unit 18th with an angle sensor, the one on the joint ball 16 attached magnets 19th and one on the ball socket 14th attached magnetic field sensor 20th includes. A deflection is made by means of the angle sensor α of the ball stud 15th relative to the ball socket 14th in the vertical direction of the vehicle z detectable, this deflection α an inclination of the tie rod 12th relative to the actuator 11 in the vertical direction of the vehicle z corresponds to. The magnetic field sensor 20th generates the deflection α and / or inclination characterizing inclination signal Sn and sends this to an evaluation unit 21 from, by means of which from the inclination signal Sn on the position of the vehicle wheel 4th relative to the vehicle body 8th in the vertical direction of the vehicle z characterizing ride height signal Sh is produced. The evaluation unit 21 is in particular by a control unit of the steering device 9 educated.

Out 6th Fig. 3 is a view of a steering device 9 according to a second embodiment can be seen, features identical or similar to the first embodiment being denoted by the same reference numerals as in the first embodiment.

In contrast to the first embodiment, the tie rod inclination detection unit 18th instead of the angle sensor comprising the magnet and the magnetic field sensor, two acceleration sensors 22nd and 23 on, one of which first accelerometer 22nd on the tie rod 12th and a second accelerometer 23 on the actuator 11 is arranged. Using the first acceleration sensor 22nd becomes one on the tie rod 12th , especially in the vertical direction of the vehicle z , acting acceleration detected and by means of the second acceleration sensor 23 one on the actuator, especially in the vertical direction of the vehicle z , effective acceleration detected. The tie rod inclination detection unit 18th has a subtracter 24 on, by means of which a difference signal characterizing a difference from the accelerations is generated, which the inclination signal Sn or its time derivative. In the event that the difference signal forms the time derivative of the inclination signal, the inclination signal can be obtained, for example, by integrating the difference signal over time, which is possible in particular by means of an integrator which is shown in FIG 6th for example together with the subtracter in the box 24 is provided. The tilt signal Sn is connected to an evaluation unit 21 delivered, by means of which from the inclination signal Sn on the position of the vehicle wheel 4th relative to the vehicle body 8th in the vertical direction of the vehicle z characterizing ride height signal Sh is produced.

For a further description of the second embodiment, reference is made to the description of the first embodiment. In particular, the steering device 9 according to the second embodiment replace the steering device according to the first embodiment.

List of reference symbols

1

vehicle

2

Suspension

3

Steering knuckle

4th

Vehicle wheel

5

Wheel rotation axis

6th

Suspension arm

7th

Suspension arm

8th

Vehicle body

9

Steering device

10

Steering axle

11

Actuator

12th

Tie rod

13th

Ball joint

14th

Ball socket

15th

Ball stud

16

Joint ball

17th

Cones

18th

Tie rod inclination detection unit

19th

magnet

20th

Magnetic field sensor

21

Evaluation unit

22nd

Accelerometer

23

Accelerometer

24

Subtracter

25th

Vehicle spring

α

Tie rod inclination

Sn

Tilt signal

Sh

Level signal

x

Vehicle longitudinal direction

y

Vehicle transverse direction

z

Vehicle vertical direction

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed 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 102005028501 A1 [0002]

Claims (13)

Wheel suspension for a vehicle, with a steering knuckle (3), a vehicle wheel (4) which is rotatably mounted on the steering knuckle (4) about a wheel axis of rotation (5), at least one suspension arm (6, 7) articulated to the steering knuckle (3) ), by means of which the steering knuckle (3) is connected to a vehicle body (8) and can be moved relative to this in a vertical vehicle direction (z), and a steering device (9) connected to the steering knuckle (3), by means of which the steering knuckle (3) is pivotable about a steering axis (10) relative to the vehicle body (8), the steering device (9) having an actuator (11) provided on the vehicle body (8) and an articulated tie rod (12) by means of which the actuator ( 11) is connected to the steering knuckle (3), characterized by a tie rod inclination detection unit (18), by means of which an inclination (a) of the tie rod (12) in the vertical direction of the vehicle (z) relative to the actuator (11) can be detected and little At least one inclination signal (Sn) characterizing this inclination (a) can be generated. Suspension after Claim 1 , characterized in that the actuator (11) forms a steering gear or an actuator. Suspension after Claim 1 or 2 , characterized in that the actuator (11) is connected to the tie rod (12) by a joint (13) which has a first joint part (14) and a second joint part (15) which can be rotated and / or deflected relative to this, wherein the tie rod inclination detection unit (18) comprises at least one angle sensor, by means of which a rotation and / or deflection (a) of the second joint part (15) relative to the first joint part (14) can be detected. Suspension after Claim 3 , characterized in that the joint (13) is a ball joint, the first joint part (14) forming a ball socket and the second joint part (15) forming a ball pivot which has a joint ball (16) with which the ball pivot is rotatable in the ball socket is stored. Suspension after Claim 3 or 4th , characterized in that the angle sensor is integrated into the joint (13). Suspension according to one of the Claims 3 to 5 , characterized in that the angle sensor comprises at least one magnet (19) as a first component and at least one magnetic field sensor (20) as a second component, by means of which a magnetic field generated and / or generated by the magnet (19) can be detected, wherein a of the components (20) is provided on the first joint part (14) and / or is stationary relative to this and another of the components (19) is provided on the second joint part (15) and / or is stationary relative to this. Suspension according to one of the Claims 1 to 5 , characterized in that the tie rod inclination detection unit (18) and / or the angle sensor has several acceleration sensors (22, 23) and / or rotation rate sensors, of which at least one first acceleration sensor (22) and / or at least one first rotation rate sensor on the tie rod (12) and at least one second acceleration sensor (23) and / or at least one second rotation rate sensor is arranged on the actuator (11), in particular an acceleration acting on the tie rod (12) can be detected by means of the first acceleration sensor (23) and by means of the second acceleration sensor (23) ) an acceleration acting on the actuator (11) can be detected, and a difference signal characterizing a difference from the accelerations can be generated which forms the inclination signal (Sn) or from which the inclination signal (Sn) can be formed. Wheel suspension according to one of the preceding claims, characterized by an evaluation unit (21) connected to the tie rod inclination detection unit (18), by means of which the position of the vehicle wheel (4) relative to the vehicle body (8) in the vertical direction (z) of the vehicle is derived from the inclination signal (Sn). characterizing level signal (Sh) can be generated. Method for determining the height of a vehicle wheel (4) of a wheel suspension (2) for a vehicle (1), the wheel suspension (2) having a steering knuckle (3), a vehicle wheel (4) which is rotatable about a wheel axis (5) on the steering knuckle ( 3) is mounted, at least one suspension arm (6, 7) articulated to the steering knuckle (3), by means of which the steering knuckle (3) is connected to a vehicle body (8) and can be moved relative to it in a vertical vehicle direction (z), and comprises a steering device (9) connected to the steering knuckle (3), by means of which the steering knuckle (3) can be pivoted relative to the vehicle body (8) about a steering axis (10), the steering device (9) being provided on the vehicle body (8) Actuator (11) and an articulated tie rod (12) connected to this, by means of which the actuator (11) is connected to the steering knuckle (3), characterized in that an inclination of the tie rod (12) in the vertical direction of the vehicle (z) relative to the actuator (11) detected and at least one inclination signal characterizing this inclination (Sn) is generated. Procedure according to Claim 9 , characterized in that the actuator (11) is connected to the tie rod (12) by a joint (13) which has a first joint part (14) and a second joint part (15) which can be rotated and / or deflected relative to this, wherein the tie rod inclination detection unit (18) comprises at least one angle sensor, by means of which a rotation and / or deflection (a) of the second joint part (15) relative to the first joint part (14) is detected. Procedure according to Claim 10 , characterized in that the angle sensor comprises at least one magnet (19) as a first component and at least one magnetic field sensor (20) as a second component, by means of which a magnetic field generated and / or generated by the magnet (19) is detected, with a of the components (20) is provided on the first joint part (14) and / or is stationary relative to this and another of the components (19) is provided on the second joint part (15) and / or is stationary relative to this. Method according to one of the Claims 9 to 11 , characterized in that several acceleration sensors (22, 23) and / or rotation rate sensors are provided, of which at least one first acceleration sensor (22) and / or at least one first rotation rate sensor on the tie rod (12) and at least one second acceleration sensor (23) and / or at least one second rotation rate sensor is arranged on the actuator (11), in particular an acceleration acting on the tie rod (12) is detected by means of the first acceleration sensor (22) and an acceleration acting on the actuator (11) by means of the second acceleration sensor (23) Acceleration is detected, a difference signal characterizing a difference from the accelerations being generated which forms the inclination signal (Sn) or from which the inclination signal (Sn) is formed. Method according to one of the Claims 9 to 12th , characterized in that a level signal (Sh) characterizing the position of the vehicle wheel (4) relative to the vehicle body (8) in the vertical direction (z) of the vehicle is generated from the inclination signal (Sn).

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