CN102729755B - The wheel suspension of vehicle - Google Patents
The wheel suspension of vehicle Download PDFInfo
- Publication number
- CN102729755B CN102729755B CN201210086964.3A CN201210086964A CN102729755B CN 102729755 B CN102729755 B CN 102729755B CN 201210086964 A CN201210086964 A CN 201210086964A CN 102729755 B CN102729755 B CN 102729755B
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- China
- Prior art keywords
- wheel
- hub carrier
- wheel suspension
- vehicle body
- shock absorbers
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- Expired - Fee Related
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- 239000000725 suspension Substances 0.000 title claims abstract description 109
- 230000001154 acute effect Effects 0.000 claims abstract description 6
- 230000035939 shock Effects 0.000 claims description 125
- 239000006096 absorbing agent Substances 0.000 claims description 123
- 230000008878 coupling Effects 0.000 claims description 15
- 238000010168 coupling process Methods 0.000 claims description 15
- 238000005859 coupling reaction Methods 0.000 claims description 15
- 238000002360 preparation method Methods 0.000 claims 8
- 238000010276 construction Methods 0.000 description 6
- 238000004519 manufacturing process Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 2
- 239000002131 composite material Substances 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000000750 progressive effect Effects 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 102000004315 Forkhead Transcription Factors Human genes 0.000 description 1
- 108090000852 Forkhead Transcription Factors Proteins 0.000 description 1
- 230000037396 body weight Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
- B60G13/001—Arrangements for attachment of dampers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
- B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
- B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/20—Type of damper
- B60G2202/21—Type of damper with two dampers per wheel, arranged before and after the wheel axis
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses a kind of wheel suspension (1) of vehicle, its have for supporting wheel (3) wheel hub frame (2), comprise the first wheel control setup (5) of at least two attenuators (6,7) and comprise the second wheel control setup (8) of connecting device (9), wherein wheel hub frame (2) under any circumstance can be pivoted on vehicle body by wheel control setup (5,8) or be pivoted to and be connected on the subframe of vehicle body, and is bearing on vehicle body or on subframe by support spring (10).The mode that attenuator (6,7) forms acute angle (β) with its longitudinal axis (12,13) is arranged.The feature of wheel suspension of the present invention is good wheel controller characteristic curve and compact and simple structure, and has general applicability and be more conducive to produce.
Description
Technical Field
The invention relates to a wheel suspension for a vehicle, in particular a motor vehicle, having a wheel hub carrier for supporting a wheel, a first wheel control device comprising at least two shock absorbers and a second wheel control device comprising a coupling device, wherein the wheel hub carrier can be pivoted in each case via the wheel control devices to a vehicle body or a subframe connected to the vehicle body and is supported on the vehicle body or the subframe via support springs.
Background
The macpherson (McPherson) front wheel suspension known in the art features a macpherson suspension strut which not only provides rebound and hydraulic damping of the wheel, but is also rotatably mounted on the vehicle body or a sub-carrier attached to the vehicle body at upper and lower attachment points. In particular, for front wheel drive vehicles this offers the possibility of stabilizing the steering knuckle and thus the wheel directly on the suspension strut and thus integrating the steering knuckle and the suspension strut. Furthermore, the wheels are usually guided on long lower transverse links or transverse a-arms, on which lower fulcrums of the suspension struts are also provided.
A macpherson wheel suspension of this type provides good wheel control and a compact structure, since steering, rebound, shock absorption and some actual wheel control can be accommodated in a relatively small space. Furthermore, they can be used in some cases also on the (non-steered) rear axle of the vehicle, due to their low manufacturing costs.
However, a disadvantage of the macpherson wheel suspension is that the position of its attachment point to the upper part of the vehicle body is relatively high. This drawback results from the fact that: the spring/damper unit of the mcpherson wheel suspension strut is arranged on the drive shaft, in particular in front-wheel-drive vehicles. In particular, this results in a limitation of the pedestrian protection measures provided in the front of the vehicle. Thus, in general, such a limitation may exist in the field of vehicle design, which is often directed to the front of a vehicle such as a hood disposed at a low level.
Furthermore, there are other known types of wheel suspensions than the macpherson wheel suspension. Thus, for example, DE3734212a1 discloses a wheel suspension for steered or non-steered axles on buses, trucks, trailers and semi-trailers, military and special vehicles, in which a swivel bearing threaded with a bolt shaft is supported on a wheel housing by means of a suspension strut, which according to one of the embodiments provides two shock absorbers, and on the other hand is connected to the steering and chassis by means of a tie rod and an a-arm, respectively. A shock absorber extends between the swivel bearing and the upper spring bellows support with the axis of the shock absorber extending approximately parallel.
DE4413412a1 discloses a similar independent wheel suspension at the rear axle of a bus, in which each wheel has two suspension brackets arranged in parallel one behind the other, one in front of the axle centre and the other behind the axle centre.
US2,953,395 discloses a front wheel suspension for a motorcycle in which the axle of the front wheel is held on one side only by means comprising two parallel telescopic tubes, one of which houses a spring to absorb the wheel load and the other houses a hydraulic shock absorber for shock absorption. The upper end of the extension tube is fixed on the fork head. The lower end of the extension tube keeps the wheel axle.
Disclosure of Invention
In view of the above technical background, it is an object of the present invention to provide a wheel suspension for a vehicle, in particular for a motor vehicle, which allows for increased protection of pedestrians, for example by a low vehicle front, and which generally allows a vehicle design with a low vehicle body as low as possible. Moreover, the wheel suspension according to the invention, like the macpherson wheel suspension, is characterized by good wheel control properties and a compact and simple structure, with universal applicability and better production.
The object of the invention is achieved by a wheel suspension for a vehicle, in particular for a motor vehicle, having the features of independent claim 1. Further, the dependent claims disclose preferred embodiments of the invention.
A wheel suspension for a vehicle has a wheel carrier 2 for supporting a wheel 3, a first wheel control device 5 comprising at least two shock absorbers 6, 7, and a second wheel control device 8 comprising a coupling device 9, wherein the wheel carrier 2 is supported on a vehicle body or a sub-frame by means of support springs 10, wherein the shock absorbers 6 are arranged in such a way that their longitudinal axes 12, 13 form an acute angle β.
Further, the ends of the shock absorbers 6, 7 abutting the vehicle body have a shorter distance from each other than the ends of the shock absorbers 6, 7 abutting the hub carrier.
Further, the shock absorbers 6, 7 are in any case mounted on the body or sub-frame and on the hub carrier 2 by means of joints and/or bushes in such a way that: they can rotate independently of one another about at least one spatial axis (X, Y, Z).
Further, with respect to the longitudinal direction of the vehicle, the shock absorber 6 is disposed on the hub carrier in front of the wheel center 17, and the shock absorber 7 is disposed on the hub carrier behind the wheel center 17.
Further, the supporting spring 10 surrounds the shock absorbers 6, 7 in the circumferential direction and extends at least partially in the longitudinal direction thereof.
Further, the supporting spring 10 is of helical design.
Further, the support springs 10 are supported at the vehicle body end on the vehicle body or the sub-frame and at the hub carrier end on the hub carrier 2.
Further, the assembly consisting of the shock absorbers 6, 7, the supporting spring 10 and the hub carrier 2 is rotatable about an axis 23 defined by the body end connection point 14 of the first wheel control device 5 and the coupling end connection point 24 of the hub carrier 2 and the second wheel control device 8.
Further, the device composed of the shock absorbers 6, 7, the support spring 10 and the hub carrier 2 forms a suspension strut.
It should be noted that the features specified individually in the claims can be combined with one another in any technically meaningful way and form further embodiments of the invention. Furthermore, the detailed description, particularly when taken in conjunction with the drawings, characterize and explain in detail the present invention.
The invention relates to a wheel suspension for a vehicle, in particular for a motor vehicle, having a wheel carrier for supporting a wheel, a first wheel control device comprising at least two shock absorbers and a second wheel control device comprising a coupling device, wherein the wheel carrier is in each case pivoted to the vehicle body or to a subframe connected to the vehicle body by means of the wheel control devices and is supported on the vehicle body or the subframe by means of supporting springs which bear a proportion of the weight of the vehicle body. Furthermore, the shock absorber of the wheel suspension according to the present invention is arranged in such a way that its longitudinal axis forms an acute angle. The shock absorbers of the wheel suspension according to the invention are therefore not essentially parallel to one another but are arranged in an inclined manner to one another.
An acute angle means an angle greater than 0 ° and less than 90 ° in the intended sense of the invention. Determining the angle formed by the longitudinal axes of the associated shock absorbers involves considering the intersection of these longitudinal axes. The design of the intersection point is simple if the shock absorbers spatially arranged in the wheel suspension extend in a common plane. However, if the shock absorbers are not located in the same plane, it is necessary to select a suitable plane, such as the plane in which one of the shock absorbers extends, and project the longitudinal axis of the other shock absorber or shock absorber onto this plane. In this case, the angle can be obtained from the intersection of the longitudinal axis of the shock absorber or its projection on the selected plane.
For example, the wheel suspension according to the invention provides a considerably higher degree of freedom in the configuration of the shock absorber, i.e. the configuration of the first wheel control means in the wheel suspension, than in a conventional mcpherson wheel suspension. By a suitable choice of the position and the connecting point of the shock absorber, it is possible in a particularly advantageous manner to reduce the connecting point of the body end, in particular of the first wheel control device, and thus the entire vehicle section supported by the wheel suspension or the entire vehicle body supported by the wheel suspension, which is particularly advantageous for increasing the protection of pedestrians. Thus, for example, when using the wheel suspension according to the invention as a front wheel suspension, it is possible to achieve a vehicle with a particularly low front of the vehicle, for example with the hood arranged at a low level. In addition, the present invention enables a wheel suspension with a considerable spring travel by a more flexible shock absorber configuration.
In another preferred embodiment of the present invention, the ends of the shock absorber abutting the vehicle body are at a shorter distance from each other than the ends of the shock absorber abutting the hub carrier. In this embodiment, the shock absorber or the first wheel control device is thus essentially arranged in an a-shape in the wheel suspension to allow the shock absorber to save space and thus allow a compact construction of the wheel suspension. Accordingly, the ends of the shock absorbers abutting the vehicle body are preferably as small as possible from each other, and are therefore disposed as close as possible to each other.
Another preferred embodiment of the invention is conceived as: the shock absorber is in any case mounted on the vehicle body or the sub-frame and the hub carrier simultaneously by means of joints and/or bearing shells in such a way that: they can rotate independently of one another about at least one spatial axis. Mounting the shock absorbers in this way prevents them from jamming during similar shearing movements during inward and outward deflections of the wheel suspension. In a particularly simple embodiment, the joints can be designed as simple pivot joints or as rotatable bearing shells, for example, and the shock absorbers can therefore be connected to the vehicle body or sub-frame and the hub carrier in any case in such a way that they can rotate about a spatial axis.
In another preferred embodiment, the shock absorbers are rotatably connected to the body at the body end attachment points of the first wheel control device by only one common joint or common bushing in the manner described, thereby enabling the number of attachment points to be reduced from typically four to three when two shock absorbers are used. It is thus possible to further reduce the assembly expenditure of the wheel suspension according to the invention and to achieve a more compact construction of the wheel suspension according to the invention.
The idea of another preferred embodiment of the invention is: one shock absorber is disposed on the hub carrier in front of the wheel center and one shock absorber is disposed on the hub carrier behind the wheel center with respect to the longitudinal direction of the vehicle. This means that the length of the shock absorber need not be limited by the components that may be provided in the central region of the wheel, in particular the drive shaft that drives the axle of the vehicle, for example. The wheel suspension according to the invention can thus provide a long spring travel and/or have the effect of greatly reducing the body end connecting point of the first wheel control device.
According to another preferred invention, the supporting spring surrounds the shock absorber in the circumferential direction and extends at least partially in the longitudinal direction thereof. For example, when two shock absorbers are used, the supporting spring thus surrounds both shock absorbers in the circumferential direction and extends at least partially in the longitudinal direction of the shock absorbers. The nested arrangement of the supporting spring and the shock absorber makes a particularly space-saving construction of the wheel suspension according to the invention possible, since the supporting spring and the shock absorber occupy only a small space.
In a further preferred embodiment of the invention, the supporting spring is preferably of helical design and made of steel or a composite material. It is further advantageous if the shock absorber is designed hydraulically or pneumatically. The vehicle suspension according to the invention can thus be realized in a simple manner using known and proven technology. The helical shape of the supporting spring has the further advantage that: such a supporting spring can be arranged in a simple manner around the shock absorber in the circumferential direction, that is to say, for example, can be arranged around both shock absorbers simultaneously. The inner diameter of the helical support spring can thus be designed in this way: the part of the shock absorber which extends within the supporting spring moves unimpeded during inward and outward deflection of the wheel suspension, i.e. its movement is not impeded by the supporting spring. In particular, the inner diameter of the support spring should be dimensioned for maximum inward deflection of the wheel suspension and for maximum extension movement of the shock absorber during inward and outward deflection.
The idea of a further embodiment of the invention is: the support springs are supported at the body end on the body or subframe and at the hub carrier end on the hub carrier, so that no connection to one or more shock absorbers is necessary. Thus, the support spring does not have to widen or narrow during inward and outward deflection for a shear-like movement of the shock absorber. As already mentioned above, the inner diameter of the supporting spring only has to be designed to be adapted to the maximum inward deflection travel and thus to the maximum extension movement of the shock absorber. The construction of the wheel suspension according to the invention can thus be further simplified by supporting the supporting spring in the manner described above.
According to another preferred embodiment of the present invention, the assembly consisting of the shock absorber, the supporting spring and the hub carrier is rotatable about an axis defined by the aforementioned body end connection point of the first wheel control device and the coupling end connection point of the hub carrier to the second wheel control device. The wheel suspension according to the invention can therefore be used in a preferred manner on steered and non-steered wheels of an axle and therefore has a wide range of applications.
The assembly and production of the wheel suspension according to the invention is particularly advantageous if the device consisting of the shock absorber, the supporting spring and the hub carrier is designed as a so-called suspension strut. The term "suspension strut" means that the above-mentioned components are combined to form one whole, i.e. the hub carrier in the wheel suspension according to the invention is integrated into a single module with a shock absorber and a supporting spring. In this case, the suspension strut formed in this way can be quickly and easily added to the wheel suspension according to the invention, for example as a pre-assembled module, which has the effect of reducing the assembly expenditure and production costs of the vehicle as a whole.
Drawings
The details and effects of the invention are explained in more detail below with reference to the embodiments shown in the drawings.
In the drawings:
fig. 1 shows a schematic front view of an embodiment of a wheel suspension according to the invention, an
Fig. 2 shows a schematic side view of the wheel suspension according to the invention in fig. 1.
Description of the reference numerals
1 wheel suspension
2 wheel hub frame
3 wheel
4 wheel hub
5 first wheel control device
6 primary shock absorber
7 secondary shock absorber
8 second wheel control device
9 coupling device
10 support spring
11 vehicle body end rotation axis of second wheel control device 8
12 longitudinal axis of the first shock absorber 6
13 longitudinal axis of the secondary shock absorber 7
14 body end connection point of the first wheel control device 5
15 first hub carrier end connection point of first wheel control device 5
16 second hub carrier end connection point of first wheel control device 5
17 center of wheel
18 drive shaft
19 supporting spring seat
20 steering arm of hub carrier 2
21 draw bar
22 steering device
232. 3, 4, 6, 7, 10 and 19, respectively
24 coupling end connection point of hub carrier 2
Beta angle between longitudinal axis 12 of the primary shock absorber and longitudinal axis 13 of the secondary shock absorber
XX axis
YY axis
ZZ shaft
Detailed Description
In the figures, identical components have the same reference numerals throughout and are therefore also explained only once in their entirety.
Fig. 1 shows a schematic front view of an embodiment of a wheel suspension 1 according to the invention, while fig. 2 shows a schematic side view of the same wheel suspension 1.
The wheel suspension 1 shown in fig. 1 and 2 comprises a hub carrier 2 for supporting a wheel 3 via a hub 4, and further comprises a first wheel control device 5 and a second wheel control device 8, the first wheel control device 5 in turn comprising at least two shock absorbers 6 and 7, the second wheel control device 8 comprising a coupling device 9, such as a transverse coupling, a longitudinal coupling, one or more links, etc., as well as any combination thereof. The hub carrier 2 is in each case pivoted to the vehicle body (not explicitly shown in fig. 1 and 2) or to a subframe connected to the vehicle body by means of the wheel control devices 5 and 8 and is supported on the vehicle body or subframe by means of support springs 10, which support springs 10 bear a proportion of the vehicle body weight. In the exemplary embodiment shown, the second wheel control device 8 is mounted on the vehicle body or the subframe in such a way that: which can pivot or rotate about the axis of rotation 11 at the body end.
As can be seen from fig. 2, the shock absorbers 6 and 7 of the wheel suspension 1 are arranged in such a way that their respective longitudinal axes 12 and 13 form an acute angle β. The shock absorbers 6 and 7 according to the present invention are thus not arranged parallel to each other but are arranged in an inclined manner to each other. Specifically, as is apparent from fig. 2, the ends of the shock absorber 6 and the shock absorber 7 abutting the vehicle body are at a shorter distance from each other than the ends of the shock absorber 6 and the shock absorber 7 abutting the hub carrier. The shock absorbers 6 and 7 are thus arranged substantially in an a-shape within the wheel suspension 1, allowing a particularly space-saving arrangement of the shock absorbers 6 and 7 compared to, for example, a parallel arrangement of the shock absorbers 6 and 7, and thus allowing a compact construction of the wheel suspension 1 as a whole.
Depending on the available installation space of the wheel suspension 1 and/or depending on the location of the suitable attachment point for the shock absorbers 6 and 7, it is advantageous for the ends of the shock absorbers 6 and 7 adjoining the vehicle body to have as small a distance as possible between each other, as can be seen in the embodiment shown in fig. 2, in which case the distance between the ends of the shock absorbers 6 and 7 adjoining the vehicle body is close to zero. This is accomplished by mounting the shock absorbers 6 and 7 at the body end junction 14 of the first wheel control device 5 adjacent the end of the vehicle body by means of a common joint or bushing adjacent the vehicle body (not expressly shown in fig. 1 and 2) to the vehicle body or sub-frame in the following manner: which are rotatable independently of one another about at least one spatial axis.
Suitable joints for coupling the shock absorbers 6 and 7 in a manner that allows rotation about a spatial axis are, for example, conventional pivot joints or rotatable bearing shells. It is also possible to use universal and/or ball-and-socket joints or the like for coupling the shock absorbers 6 and 7 to the vehicle body or to the subframe and to the hub carrier 2, if simultaneous rotation about a plurality of spatial axes is required.
As can be further seen from fig. 2, the hub carrier end of the shock absorber 6 is mounted on the hub carrier 2 via a further joint or bushing at a first hub carrier end attachment point 15 of the wheel control device 5 in such a way that it can rotate about at least one spatial axis, in the case shown in the figure the Y axis. The shock absorber 7 is also mounted on the hub carrier 2 at the hub carrier end, via a further joint or bushing, at a second hub carrier end connection point 16 of the wheel control device 5, in such a way that it can rotate about at least one spatial axis, in the case shown in the figures the Y axis. Mounting the shock absorbers 6 and 7 in this manner prevents the shock absorbers 6 and 7 from being jammed during a shear-like movement during inward and outward deflections of the wheel suspension.
The first wheel control device 5 in the exemplary embodiment of the wheel suspension 1 shown in fig. 1 and 2 therefore has a total of only three connecting points 14, 15 and 16 for mounting the shock absorbers 6 and 7 on the vehicle body and the hub carrier 2 in such a way that they can rotate about at least one spatial axis, so that a particularly compact design of the wheel suspension 1 according to the invention is achieved.
As can further be seen from fig. 2, the shock absorber 6 is arranged on the hub carrier in front of the wheel centre 17 and the shock absorber 7 is arranged on the hub carrier behind the wheel centre 17, with respect to the longitudinal direction of the vehicle. Due to this arrangement, the shock absorbers 6 and 7 do not have to be limited by the drive shaft 18 (visible in fig. 1) driving the vehicle axle, in particular with respect to its longitudinal length. Thus, the wheel suspension 1 can provide a large spring travel and/or have the effect of lowering the body end tie point 14 of the first wheel control device 5, since the shock absorbers 6 and 7 can be guided laterally past the drive axle 18.
As shown in fig. 1 and 2, a particularly space-saving construction of the wheel suspension 1 is also achieved in that the supporting spring 10 surrounds both the shock absorber 6 and the shock absorber 7 in the circumferential direction and extends at least partially in its longitudinal direction. In the wheel suspension 1 shown in the figures, it is more expedient if the supporting spring 10 has a spiral design. For example, the support spring 10 is preferably made of steel or a composite material. The shock absorbers 6 and 7 can also be of hydraulic or pneumatic design. The wheel suspension 1 can thus be realized in a simple manner using known and proven technology.
The helical shape of the supporting spring 10 also has the following advantages: such a support spring 10 may be disposed around both the shock absorber 6 and the shock absorber 7 in the circumferential direction in the above-described manner. In the wheel suspension 1 as shown in the figures, the inner diameter of the helical support spring 10 is thus designed in such a way that: during inward and outward deflections of the wheel suspension 1, in particular during the greatest possible inward deflection of the wheel suspension 1, the parts of the shock absorber 6 and of the shock absorber 7 which extend in the supporting spring 10 can move unimpeded, i.e. unimpeded by the supporting spring 10 in their movement.
In the exemplary embodiment of the wheel suspension 1 shown in fig. 1 and 2, the supporting springs 10 are supported at the vehicle body end, for example at the vehicle body end connecting point 14 of the first wheel control device 5, on the vehicle body or the subframe and at the hub carrier end on the hub carrier 2. For this purpose, for example, a support spring seat 19 is formed on the hub carrier 2, on which support spring seat 19 a lower spring plate for mounting the support spring 10 can be supported. Therefore, it is not necessary to connect the supporting spring 10 to one or both of the shock absorbers 6 and/or the shock absorbers 7. In this case, therefore, the supporting spring 10 does not have to widen or narrow during the inward and outward deflection of the wheel suspension 1 during the shear-like movement of the shock absorbers 6 and 7. As mentioned before, the inner diameter of the supporting spring 10 only needs to be designed to match the maximum inward deflection travel of the wheel suspension 1 during inward and outward deflection and thus to match the maximum extension movement of the shock absorber 6 and the shock absorber 7.
The embodiment of the wheel suspension 1 shown in fig. 1 and 2 is designed for use on a steering axle. For this purpose, the hub carrier 2 has a steering arm 20 (visible in fig. 2), the distal end of which is connected in an articulated manner to a tie rod 21 (shown in fig. 1). The tie rod 21 is in turn connected at the body end to a steering device 22 of the vehicle (which steering device is only shown in fig. 1), for example to the end of a rack of the steering device 22, which rack is movable in the transverse direction of the vehicle. During a steering operation, the device of the wheel suspension 1, which essentially comprises the shock absorbers 6 and 7, the supporting spring 10 and the hub carrier 2, is rotated about an axis 23 by means of a force in the transverse direction of the vehicle, which is applied to the steering arm 20 of the hub carrier 2 by means of a steering device 22, which axis 23 is defined by the body end connection point 14 of the first wheel control device 5 and the coupling end connection point 24 of the hub carrier 2 on the second wheel control device 8. Therefore, the wheels 3 coupled to the hub carrier 2 are pivoted in accordance with the steering input, and thus the vehicle is steered.
For the assembly and manufacture of the wheel suspension 1 it is very advantageous if the above-described arrangement comprising the shock absorbers 6 and 7, the supporting springs 10 and the hub carrier 2 is designed as a so-called suspension strut. Such a suspension strut is characterized in that the above-mentioned components are integrated into one piece. The suspension strut can then be added to the wheel suspension 1 in a simple manner, e.g. as a pre-assembled module, which has the effect of reducing the assembly costs of the wheel suspension 1 and the manufacturing costs of the vehicle in any case.
For example, the wheel suspension 1 provides a considerably higher degree of freedom in the configuration of the shock absorber 6 and the shock absorber 7, i.e. the configuration of the first wheel control device 5 in the wheel suspension 1, compared to a conventional mcpherson wheel suspension. By a suitable choice of the positions and connecting points 14, 15 and 16 of the shock absorber 6 and of the shock absorber 7, the upper, in particular body-end connecting point 14 of the first wheel control device 5 and thus the entire vehicle body supported by the wheel suspension 1 can be lowered in a particularly advantageous manner. Lowering the vehicle body is particularly helpful in improving pedestrian protection. Thus, for example, when using the wheel suspension 1 as a front wheel suspension, it is possible to obtain a vehicle with a particularly low vehicle front and thus for example with a hood set at a low level. Furthermore, by virtue of the possibility of a more flexible arrangement of the shock absorbers 6 and 7 on the hub carrier 2, the wheel suspension 1 is able to achieve a considerable spring travel.
The wheel suspension of the invention described above is not limited to the embodiments disclosed herein, but encompasses other embodiments which function in a similar manner. Thus, for example, the supporting spring can be provided separately from the shock absorber in the wheel suspension. Also, for example, it could equally be supported on an attachment of the second wheel control device, such as a transverse attachment, a longitudinal attachment, a link, etc., rather than on the hub carrier.
Furthermore, it is likewise conceivable to provide the wheel suspension with a progressive spring characteristic, for example, in order to ensure a transition in compliance when the wheel suspension bottoms out, in addition to the supporting spring, a further elastic element, for example an additional spring or an elastic rubber damper. Of course, support springs that have progressive spring characteristics themselves may also be used.
The shock absorber of the first wheel control unit may also be arranged in a V-shape, in contrast to the a-shaped configuration described herein. In this case, the lower ends of the shock absorbers adjacent to the hub carrier have a shorter distance from each other than the upper ends of the shock absorbers adjacent to the vehicle body.
In a preferred embodiment, the wheel suspension of the invention is used for driving the steered front wheels of an axle of a motor vehicle.
Claims (9)
1. Wheel suspension for a vehicle, characterized by a hub carrier (2) for supporting a wheel (3), a first wheel control device (5) comprising at least two shock absorbers (6, 7) and a second wheel control device (8) comprising a coupling device (9), wherein the hub carrier (2) is supported on a vehicle body or a subframe by means of support springs (10),
wherein,
the shock absorbers (6, 7) are arranged in such a way that their longitudinal axes (12, 13) form an acute angle (beta);
the shock absorbers (6, 7) are in any case mounted on the vehicle body or sub-frame and on the hub carrier (2) by means of joints and/or bearing bushes in such a way that they can rotate independently of one another.
2. The wheel suspension as claimed in claim 1,
it is characterized in that the preparation method is characterized in that,
the ends of the shock absorbers (6, 7) adjacent the vehicle body are at a shorter distance from each other than the ends of the shock absorbers (6, 7) adjacent the hub carrier.
3. Wheel suspension according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the shock absorbers (6, 7) are in each case mounted on the vehicle body or subframe and on the hub carrier (2) via joints and/or bearing shells in such a way that: they can rotate independently of one another about at least one spatial axis (X, Y, Z).
4. Wheel suspension according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the shock absorber (6) is disposed on the hub carrier in front of the wheel center (17) and the shock absorber (7) is disposed on the hub carrier behind the wheel center (17) with respect to the longitudinal direction of the vehicle.
5. Wheel suspension according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the supporting spring (10) surrounds the shock absorber (6, 7) in the circumferential direction and extends at least partially in the longitudinal direction thereof.
6. Wheel suspension according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the support spring (10) is of helical design.
7. Wheel suspension according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the support spring (10) is supported at the vehicle body end on the vehicle body or the subframe and at the hub carrier end on the hub carrier (2).
8. Wheel suspension according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the device consisting of the shock absorbers (6, 7), the supporting spring (10) and the hub carrier (2) is rotatable about an axis (23) defined by the body end connection point (14) of the first wheel control device (5) and the coupling end connection point (24) of the hub carrier (2) with the second wheel control device (8).
9. Wheel suspension according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
the suspension strut is formed by a device consisting of shock absorbers (6, 7), a supporting spring (10) and a hub carrier (2).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE201110006555 DE102011006555A1 (en) | 2011-03-31 | 2011-03-31 | Wheel suspension i.e. front wheel suspension, for guided and unguided axels of e.g. motor vehicle, has wheel control device provided with two shock absorbers whose longitudinal axes enclose acute angle |
| DE102011006555.5 | 2011-03-31 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102729755A CN102729755A (en) | 2012-10-17 |
| CN102729755B true CN102729755B (en) | 2016-03-23 |
Family
ID=46844802
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210086964.3A Expired - Fee Related CN102729755B (en) | 2011-03-31 | 2012-03-28 | The wheel suspension of vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN102729755B (en) |
| DE (1) | DE102011006555A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013211458B4 (en) * | 2013-06-19 | 2024-06-20 | Ford Global Technologies, Llc | Independent suspension for the driven wheels of a vehicle |
| DE102014213111B4 (en) * | 2013-07-15 | 2020-06-18 | Ford Global Technologies, Llc | Device for stabilizing a motor vehicle against roll movements |
| CN106080076B (en) * | 2016-01-26 | 2018-09-28 | 王学民 | Mechanical automatic compensation damping device |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2953395A (en) * | 1958-01-08 | 1960-09-20 | Triumph Engineering Company Lt | Motorcycle front wheel suspension |
| SU742217A1 (en) * | 1977-11-01 | 1980-06-25 | Кузбасский Политехнический Институт | Mine car shock-absorber |
| SU1236035A1 (en) * | 1984-04-21 | 1986-06-07 | Ленинградский ордена Трудового Красного Знамени технологический институт целлюлозно-бумажной промышленности | Vibration-type thickener |
| DE3734212A1 (en) * | 1986-12-10 | 1989-04-20 | Sterki Ag | AXIS |
| DE4413412A1 (en) * | 1994-04-18 | 1995-10-19 | Daimler Benz Ag | omnibus |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2517556B2 (en) * | 1986-07-25 | 1996-07-24 | マツダ株式会社 | Suspension device for automobile |
-
2011
- 2011-03-31 DE DE201110006555 patent/DE102011006555A1/en not_active Withdrawn
-
2012
- 2012-03-28 CN CN201210086964.3A patent/CN102729755B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2953395A (en) * | 1958-01-08 | 1960-09-20 | Triumph Engineering Company Lt | Motorcycle front wheel suspension |
| SU742217A1 (en) * | 1977-11-01 | 1980-06-25 | Кузбасский Политехнический Институт | Mine car shock-absorber |
| SU1236035A1 (en) * | 1984-04-21 | 1986-06-07 | Ленинградский ордена Трудового Красного Знамени технологический институт целлюлозно-бумажной промышленности | Vibration-type thickener |
| DE3734212A1 (en) * | 1986-12-10 | 1989-04-20 | Sterki Ag | AXIS |
| DE4413412A1 (en) * | 1994-04-18 | 1995-10-19 | Daimler Benz Ag | omnibus |
Also Published As
| Publication number | Publication date |
|---|---|
| CN102729755A (en) | 2012-10-17 |
| DE102011006555A1 (en) | 2012-10-04 |
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