CN111660752A - 用于电驱动的机动车的扭力梁式车轴 - Google Patents
用于电驱动的机动车的扭力梁式车轴 Download PDFInfo
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Abstract
本发明涉及一种用于电驱动机动车(3)的扭力梁式车轴,所述机动车在机动车底部设有至少一个电池托盘(1),所述扭力梁式车轴具有分别配属于车轴的一个车轮支架(4、5)的两个纵向连杆(6、7),所述两个纵向连杆经由横梁(2)彼此连接并且在所述纵向连杆的一个端部上分别布置有一个车轮支架(4、5),其特征在于,所述纵向连杆(6、7)在与对应的车轮支架(4,5)相对置的端部上借助于橡胶轴承(8、9)与布置在所述机动车底部的至少一个电池托盘(1)、与在所述机动车(3)的底部区域中的纵梁或横梁或者与所述机动车(3)的框架连接。
Description
技术领域
本发明涉及一种用于电驱动的机动车的扭力梁式车轴(Verbundlenkerachse)。
背景技术
由DE 31 18 177 A1已知一种用于可转向的前轮的车轮悬架,在该车轮悬架中使用扭力梁式车轴,其中,铰接在车轮支架上的纵向连杆或者说倾斜连杆经由橡胶轴承被铰接在车身上。但在所述车轮悬架中也还存在机动车重心与侧倾中心之间的高度差问题,由此机动车在曲线行驶时又会产生强烈的摆动。
发明内容
因此,本发明的任务是,提供一种用于电驱动的机动车的车轮悬架或者说扭力梁式车轴,在所述机动车中,在曲线行驶时的强烈摆动被减小,所述车轮悬架或者说扭力梁式车轴还由少量的零件组成并且由此可简单地装配而无需复杂的装配工作,并且其还是成本有利的。此外,本发明的任务是,提供一种具有至少一个这种扭力梁式车轴的机动车,在该机动车中,在曲线行驶时强烈的摆动被减小。
在车轮悬架或者说扭力梁式车轴方面,该任务通过具有权利要求1的所有特征的扭力梁式车轴来解决。在机动车方面,该任务借助具有权利要求10的所有特征的机动车来解决。在从属权利要求中得到本发明的有利构型。
根据本发明的用于电驱动的机动车的车轮悬架或者说扭力梁式车轴具有分别配属于车轴的一个车轮支架的纵向连杆,所述纵向连杆经由横梁彼此连接并且在所述纵向连杆的一个端部上分别布置有一个车轮支架,所述机动车在机动车底部设有至少一个电池托盘(Batteriewanne),其中,纵向连杆在与对应的车轮支架相对置的端部上借助于橡胶轴承与布置在机动车底部的至少一个电池托盘、机动车底部区域中的纵梁或横梁或者机动车的框架连接。
在此,根据本发明的扭力梁式车轴如传统的扭力梁式车轴那样由横梁组成,该横梁将两个纵向连杆彼此连接。所述纵向连杆在此用于车轮悬架。由于在电驱动的机动车中用于储能的电池位于布置在机动车底部的电池托盘中并且布置在其中的电池占有机动车重量的相当大比重,因此通过将电池布置在安置在机动车底部的电池托盘中使机动车的重心明显朝电池托盘的方向向下移位。由此降低机动车的重心。在此仅示例性地列举,电驱动的机动车的重心位置目前平均大约处于540mm的高度处,而在传统的车轴系统中侧倾中心大约在80mm的高度处。由此得到大约460mm的摆动杠杆臂。相反,根据本发明的具有扭力梁式车轴的电驱动的机动车的重心大约处于450mm的高度处,而侧倾中心高度通常处于200mm至400mm之间。通过一方面降低机动车重心和另一方面提高侧倾中心,得到处于50mm至200mm之间的明显更有利的摆动杠杆臂。由此,在曲线行驶时的摆动运动明显更小。
通过机动车重心的这种移位或者说降低,也使机动车的重心与侧倾中心之间的高度差显著地最小化。尤其在将扭力梁式车轴用作前车轴时,明显地表现出该优点,因为这种前车轴具有高的侧倾中心。在与电动车的由于布置在电池托盘中的电池而形成的低重心高度共同作用下,显著地减小了摆动杠杆臂,并因此也减小了机动车在曲线行驶时的摆动运动。
然而,对根据本发明的扭力梁式车轴的使用不限于前车轴。而是,根据本发明的扭力梁式车轴也可以被用作机动车的后车轴。在此,该车轴被拉动,如同在具有内燃机的机动车中的扭力梁式车轴中所进行那样。在此,运动学机理具有转向不足的侧倾控制、高的侧倾中心和倾斜悬挂角。
与此相反,在使用根据本发明的扭力梁式车轴作为前车轴时,该车轴被推动。基于在使用根据本发明的扭力梁式车轴或车轮悬架作为机动车的前车轴时该前车轴被推动的事实,必须实现侧倾转向不足的特性(rolluntersteuerendes Verhalten)。侧倾中心与后车轴相比会更低,特别是该侧倾中心可以向前下方倾斜。在作为前车轴使用时也出现了倾斜悬挂角。
原则上,不仅电驱动机动车的前车轴而且后车轴都可以配备有根据本发明的扭力梁式车轴,其中,这两个扭力梁式车轴均可以构造为可转向。这尤其在所谓的人员运输工具(People-Mover)中是有利的,以便实现非常小的转弯圆周和良好的机动能力。这种人员运输工具部分地已经完全自主行驶,并且可以通过可转向的前车轴和后车轴在非常狭窄的空间上机动。然而也可以仅将前车轴或者后车轴构造为可转向。
根据本发明的第一有利构型设置,纵向连杆在对应的车轮支架和对应的橡胶轴承之间相对于机动车纵轴线弯曲地成型。扭力梁式车轴的这种构型尤其在该扭力梁式车轴设有可转向的车轮支架时是有意义的并且也是必要的。通过纵向连杆相对于机动车纵轴线弯曲的形状实现并且确保,机动车的布置在车轮支架上的车轮具有足够的间隙,从而转向运动可充分地实施并且不受纵向连杆限制。由此,具有至少一个这种车轮悬架或者说扭力梁式车轴的机动车的灵活性和机动能力也得到提高。
尤其在使用具有可转向的车轮支架的扭力梁式车轴时证明为有利的是,对应的车轮支架借助于球铰链和减振器单元耦合在对应的纵向连杆上。由此,一方面确保了车轮支架的可运动性,尤其针对转向运动而言。另一方面,通过减振器单元实现改进的行驶舒适性。在此,这种构型类似于麦弗逊车轴,然而其中,现在在扭力梁式车轴中不再需要横向连杆。这种附接装置在汽车领域中在许多应用情况中已经过检验并且可以可靠以及成本有效且时间有效地制造。
替代地,当然也可以借助于两个轴承或两个铰链将对应的车轮支架耦合在对应的纵向连杆上。借助于这种轴承也可以将车轮支架可靠地布置在纵向连杆上,其中,这尤其在扭力梁式车轴构造为不可转向的车轴时是有利的。尤其在这种实施方案中车轮导向装置的稳定性得到优化。这种附接装置在汽车领域中在许多应用中也已经过检验并且可以可靠地以及成本有效且时间有效地制造。如果使用两个铰链将对应的车轮支架与纵向连杆耦合,则证明为有利的是,这些铰链固定地耦合在纵梁上。并因此使车轮支架与车轴连接。由此还实现了一种转向节转向机构。
根据本发明的另一有利构型设置,横撑易扭转且抗弯地构造为扭转型材。通过将横撑抗弯且易扭转地构造为扭转型材,尤其实现,横撑能够由于弯曲强度而非常好地接收横向力,然而其中,另一方面由于其易扭转的构型也可以实现扭转运动,以便因此尤其可以平衡和吸收在转向时出现的应力。
此外也有利的是,构造为扭转型材的横撑弯曲地或者说拱曲地、尤其向上拱曲地构造。通过这种构型实现了侧倾中心与机动车重心的间距被进一步最小化并因此通过高度差再次被减小。因此,通过本发明的这这种构型也实现了进一步减小机动车在曲线行驶时的摆动。
尤其在使用扭力梁式车轴作为可转向的车轴时证明为有利的是,在横撑上装配或者说布置转向传动机构。由此实现了转向传动机构相对于扭力梁式车轴或车身位置固定地布置并且由此在悬挂弹簧伸出和压缩(Aus-und Einfedern)时不会出现卡住,因为(除了横梁的非干扰性的最小扭转运动外)不会发生转向传动机构相对于扭力梁式车轴的有效运动。在此当然也可以设置,转向传动机构不直接布置在扭力梁式车轴上或车身上,而是为此设置有至少一个辅助梁。
在此,还证明为有利的是,转向传动机构借助于转向拉杆与车轮支架作用连接。通过扭力梁式车轴或者说转向传动机构的这种构型使得能够以简单的方式通过转向传动机构使车轮支架或者说布置在其上的车轮相应地运动。
根据本发明的另一有利构型设置,车轮支架与用于驱动机动车的电动机尤其经由相应的轴作用连接。由此确保,在扭力梁式车轴的可驱动的车轮支架中,这些车轮支架能够有效且可靠地与为了驱动机动车而设置的电动机作用连接。
最后,还应单独地保护一种电驱动的机动车,在该电驱动的机动车中使用至少一个之前所说明的扭力梁式车轴。
在此证明为特别有利的是,电驱动的机动车具有两个之前所说明的扭力梁式车轴,其中,这两个扭力梁式车轴相对于机动车的中间横向平面镜像对称地布置,其中优选,机动车本身相对于它的中间横向平面也镜像对称地构造。由此,机动车能够在两个方向上以相同的行驶特性行驶。这意味着,严格地说车辆不必掉头。因此,这导致两个车轴相同地构造并且因此不会改变行驶特性。因此,能够容易地变换行驶方向。这尤其还通过使整个机动车关于它的中间横向平面镜像对称地构造来得到支持。
本发明的其它目的、优点、特征和应用可能性由以下根据附图对实施例的说明得出。在此,所说明和/或图示示出的所有特征单独地或以任意有意义的组合构成本发明的主题,而与其在权利要求中的总结或与其引用无关。
附图说明
附图示出:
图1电池托盘的俯视图,该电池托盘具有布置在其上的根据本发明的扭力梁式车轴或车轮悬架的实施例。
具体实施方式
唯一的附图1示出了借助电动机16驱动的机动车3的电池托盘1的俯视图,该机动车具有布置在其上的根据本发明的扭力梁式车轴。在此,在图1的图示中,仅左侧的扭力梁式车轴设有附图标记,因为右侧的扭力梁式车轴相应地仅与左侧的扭力梁式车轴镜像相反地构造。
在此,扭力梁式车轴基本上由两个纵向连杆6和7组成,所述纵向连杆经由横梁2彼此连接。横梁2在此构造为抗弯且易扭转的扭转型材。纵向连杆6和7借助于橡胶轴承8和9布置在电池托盘1上并且与它连接。纵向连杆6和7在其与橡胶轴承8和9相对置的端部上具有车轮支架4和5,在所述车轮支架上可分别装配车轮17和18。
纵向连杆6和7在其两个端部之间构造为相对于机动车纵轴线10弯曲,在所述两个端部上,一方面布置有车轮支架4和5,另一方面布置有橡胶轴承8和9。在本实施例中,纵向连杆6和7的这种弯曲的形状是必要的,从而车轮支架4和5或者说布置在其上的车轮17和18具有足够的间隙空间以实施转向运动。
为了能够实施车轮支架4和5或者说车轮17和18的相应转向运动,在横梁2上布置或装配有转向传动机构13。相应的转向拉杆14和15从该转向传动机构13连接至车轮支架4和5,使得由转向传动机构13发起的转向运动能够被传递到车轮支架4和5上或者说车轮17和18上。为了使车轮支架4和5或者说车轮17和18完全可转向,车轮支架4和5经由球铰链11与对应的纵向连杆6或7连接。为了在此提高机动车3的行驶舒适性,在此也还设置有减振器单元12。
为了驱动机动车而设置有电动机16,该电动机经由相应的轴19和20与对应的车轮支架4和5连接并且因此驱动机动车3或者说对应的车轮支架4和5。
布置在图1左侧的扭力梁式车轴是被推动的车轴(geschobeneAchse),该扭力梁式车轴构造为机动车3的前车轴。与此相反,在图1中右侧示出的未设置附图标记的扭力梁式车轴构造为后车轴。在本实施例中,该后车轴在此被拉动。被拉动的车轴(gezogeneAchse)和被推动的车轴在此具有不同的运动学机理,本领域技术人员在批量制造相应的车轴时考虑所述运动学机理。
在本实施例中,机动车3的两个车轴相同地并且可转向地构造,其中,所述车轴相对于电池托盘1的位于机动车纵轴线10上的中间横轴线镜像对称地布置。扭力梁式车轴的该实施例的这种布置尤其适合于公共城市交通中的所谓人员运输工具,尤其是当人员运输工具自主行驶时。通过这两个可转向的车轴,这种人员运输工具或者说机动车是特别易于驾驶的并且也可以在极狭窄的空间中特别好地机动。
通过在人员运输工具中应用扭力梁式车轴,尤其当两个扭力梁式车轴相对于机动车3的中间横向平面21镜像对称地构造时,机动车3能够在两个方向上以相同的行驶特性行驶。这意味着,严格的说车辆不必掉头。这是因为两个车轴相同地构造,并因此不改变行驶特性。因此,能够简单地变换行驶方向。这尤其还通过使整个机动车3关于它的中间横向平面21镜像对称地构造来得到支持。
附图标记列表
1 电池托盘
2 横梁
3 机动车
4 车轮支架
5 车轮支架
6 纵向连杆
7 纵向连杆
8 橡胶轴承
9 橡胶轴承
10 机动车纵轴线
11 球铰链
12 减振器单元
13 转向传动机构
14 转向拉杆
15 转向拉杆
16 电动机
17 车轮
18 车轮
19 轴
20 轴
21 中间横轴线
Claims (11)
1.一种用于电驱动的机动车(3)的扭力梁式车轴,所述机动车在机动车底部设有至少一个电池托盘(1),所述扭力梁式车轴具有两个分别配属于车轴的一个车轮支架(4、5)的纵向连杆(6、7),所述纵向连杆经由横梁(2)彼此连接并且在所述纵向连杆的一个端部上分别布置有一个车轮支架(4、5),其特征在于,所述纵向连杆(6、7)在与对应的车轮支架(4,5)相对置的端部上借助于橡胶轴承(8、9)与布置在所述机动车底部的至少一个电池托盘(1)、与处于所述机动车(3)的底部区域中的纵梁或横梁或者与所述机动车(3)的框架连接。
2.根据权利要求1所述的扭力梁式车轴,其特征在于,所述纵向连杆(6、7)在对应的所述车轮支架(4、5)和对应的所述橡胶轴承(8、9)之间相对于机动车纵轴线(10)弯曲地成型。
3.根据权利要求1或2所述的扭力梁式车轴,其特征在于,对应的所述车轮支架(4、5)借助于球铰链(11)以及减振器单元(12)耦合到对应的所述纵向连杆(6、7)上。
4.根据权利要求1或2所述的扭力梁式车轴,其特征在于,对应的所述车轮支架(4、5)借助于两个轴承或两个铰链耦合到对应的所述纵向连杆(6、7)上。
5.根据前述权利要求中任一项所述的扭力梁式车轴,其特征在于,所述横梁(2)易扭转且抗弯地构造为扭转型材。
6.根据权利要求5所述的扭力梁式车轴,其特征在于,所述扭转型材弯曲地或者说拱曲地构造、尤其向上拱曲地构造。
7.根据前述权利要求中任一项所述的扭力梁式车轴,其特征在于,在所述横梁(8)上装配或者说布置有转向传动机构(13)。
8.根据权利要求7所述的扭力梁式车轴,其特征在于,所述转向传动机构(13)借助于转向拉杆(14、15)和/或转向臂与所述车轮支架(4、5)作用连接。
9.根据前述权利要求中任一项所述的扭力梁式车轴,其特征在于,所述车轮支架(4、5)与用于驱动所述机动车的至少一个电动机(16)作用连接。
10.一种电驱动的机动车(3),其具有至少一个根据前述权利要求中任一项所述的扭力梁式车轴。
11.根据权利要求10所述的电驱动的机动车(3),其特征在于,设置有两个根据权利要求1至9中任一项所述的扭力梁式车轴,其中,这两个扭力梁式车轴相对于所述机动车(3)的中间横向平面(21)镜像对称地布置,其中优选,所述机动车(3)本身相对于它的中间横向平面(21)也镜像对称地构造。
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