DE102007041731A1 - vehicle - Google Patents

Abstract

Vehicle having a vehicle body (6), at least one wheel carrier (3) on which a vehicle wheel (11) is rotatably mounted, at least two Radführungslenkern (4, 5), by means of which the wheel carrier (3) is articulated on the vehicle body (6) at least one shock absorber (20), by means of which a movement of the vehicle wheel (11) relative to the vehicle body (6) can be damped, and at least one vehicle spring (19) against whose force the vehicle wheel (11) is sprung relative to the vehicle body (6) can be, wherein two of the Radführungslenker (4, 5) are interconnected by means of a direction of action (25) variable length coupling member which comprises the shock absorber (20) and / or the vehicle spring (19), and wherein the coupling member (18, 19 , 20) with respect to its direction of action (25) substantially horizontally aligned between the two Radführungslenker (4, 5) is connected.

Description

The The invention relates to a vehicle having a vehicle body, at least a wheel, on which a vehicle wheel rotatably mounted is, at least two Radführungslenkern, by means of which the wheel carrier is articulated movably on the vehicle body, at least one shock absorber, by means of which a Movement of the vehicle wheel damped relative to the vehicle body can be, and at least one vehicle spring, against the force the vehicle wheel can be sprung relative to the vehicle body, wherein two of the Radführungslenker means of a in a Direction of action variable-length coupling link connected to each other, which is the shock absorber and / or the vehicle spring comprises.

The DE 34 42 682 C2 discloses a suspension for motor vehicles, with a wheel carrier which is articulated to an upper two-armed control arm and to a lower control arm, and with a telescopic shock absorber, in particular a spring-damper element, which on the one hand with the lower arm and on the other hand with the free Arm of the upper arm is hinged. The free arm is angled relative to the wishbone arm such that when rebounding the wheel of the shock absorber pivoted up inwards.

From the US 2,621,919 a suspension for a vehicle is known, wherein a steering knuckle is articulated by means of an upper and a lower arm to a vehicle frame. A spring-damper unit is arranged between the two links and connected to these, wherein the damper is secured with the interposition of a buffer on the lower arm. This is longer than the upper link, so that when a compression of the steering knuckle or a wheel mounted on this, the spring is compressed.

The GB 668 015 describes a suspension with a steering knuckle, which is articulated by means of an upper link and a lower link to a vehicle frame. The upper link is mounted with its one end to the steering knuckle and between its two ends to the vehicle frame. The lower arm is mounted with its one end to the steering knuckle and with its other end to the vehicle frame. Between the two links a shock absorber is arranged, which is connected at one end between the two ends of the lower arm with this. Further, the shock absorber is connected at its other end between the linkage of the upper link to the vehicle frame and the other end of the upper link with this. A spring is disposed between the vehicle body and the lower arm.

The GB 2 388 346 A describes a suspension for a vehicle, comprising a wheel carrier, upper and lower links, by means of which the wheel carrier is articulated to the vehicle body, and a spring-damper unit, which is connected to both the lower and the upper link. The upper link is articulated to the vehicle body with an articulation point and, beyond this articulation point, has an extension pointing away from the wheel carrier, to which the spring damper unit is articulated.

These known suspensions build relatively high, as usual Shock absorbers and / or vehicle springs a certain Minimum length not to fall below. Especially in vehicle vertical direction exists However, the need for a flat as possible construction.

outgoing From this prior art, the invention is based on the object a vehicle of the type mentioned in such a way that the suspension in relation to the vehicle's vertical axis in their entirety is formed as flat as possible.

These Task is according to the invention with a vehicle solved according to claim 1. Preferred developments are given in the dependent claims.

The Inventive vehicle, in particular motor vehicle, has a vehicle body, at least one wheel carrier, on which a vehicle wheel is rotatably mounted, at least two wheel guide links, by means of which the wheel carrier movable on the vehicle body is articulated, at least one shock absorber (vibration damper), by means of which a movement of the vehicle wheel relative to the vehicle body can be damped, and at least one vehicle spring against, against the force of the vehicle wheel relative to the vehicle body can be compressed, with two of the Radführungslenker by means of a variable length in a direction of action Coupling link are connected to each other, which is the shock absorber and / or the vehicle spring, and wherein the coupling member, in particular in construction position, with regard to its direction of effect in Aligned substantially horizontally between the two Radführungslenker is switched. In this case, the coupling member is preferably at least one or attached to each of the two Radführungslenker or hinged.

In the known from the prior art suspensions of the shock absorber and / or the vehicle spring is substantially vertically aligned between the upper and the lower wheel switched guide arm, so that a predetermined and / or construction-related minimum length of the shock absorber and / or the vehicle spring more in the vertical direction than in the horizontal direction. Therefore, the known wheel suspensions with respect to the vehicle's vertical axis build relatively large. In contrast, a predetermined and / or construction-related minimum length of the shock absorber and / or the vehicle spring in the vehicle according to the invention affects more in the horizontal direction and less in the vertical direction, so that the suspension in the vehicle according to the invention with respect to the vehicle's vertical axis are formed overall flatter can.

Under the expression "substantially horizontally aligned" is to be understood in particular that the coupling member is a horizontal Extension or component has the larger as a vertical extension or component of the coupling member. Thus, the coupling member closes in the direction of action with the Vertical, the vehicle's vertical axis or with a parallel to it Straight line prefers an angle of more than 45 °. This especially in the design situation, but preferably throughout Bumping area of the vehicle wheel. In particular, this is Angle between 60 ° and 70 °. Alternatively, the Arrangement of the coupling member but also be described thereby that the coupling member with respect to its direction of action opposite the horizontal, the vehicle transverse axis or a parallel to it Straight line is preferably inclined by less than 45 °.

Of the The term "vertical" preferably indicates the direction the vehicle's vertical axis, where the expression "horizontal" preferably denotes a direction perpendicular to the vehicle vertical axis direction, in particular the direction of the vehicle transverse axis.

Under The term "compression" is preferably a movement of the Vehicle wheel in or substantially in the direction of the vehicle vertical axis to understand relative to the vehicle body.

The Effective direction preferably represents that direction in which the vehicle spring and / or the shock absorber can change their or their length.

The Coupling link is preferably from the shock absorber, from the vehicle spring or from a spring damper unit formed the shock absorber and the vehicle spring includes. The shock absorber can be inside the spring can be arranged. In particular, the spring-damper unit from the shock absorber and the vehicle spring educated.

The two Radführungslenker are preferably each means at least one bearing on the vehicle body and by at least a joint hinged to the wheel carrier. It acts The joints are preferably ball joints. Also the bearings may be joints, in particular ball joints, preferred However, the bearings are designed as rubber bearings or elastomeric bearings. The two Radführungslenker are by means of the camp in particular pivotally hinged to the vehicle body or to a subframe, which is attached to the vehicle body.

one the two Radführungslenker can above the Radmitte be arranged and thus an upper arm, in particular one Form upper wishbone. Another of the two wheel control handlebars can be arranged below the wheel center and thus a lower Handlebar, in particular a lower wishbone form. The terms "up" and "down" are to be understood in particular with regard to the vehicle's vertical axis, where "below" a smaller distance to a substrate denotes as "above", and wherein the vehicle or the Vehicle z. B. gets up on the ground.

The Coupling link is preferably between the two Radführungslenker switched, that a deflection of the vehicle wheel to a compression of the coupling link leads. Preferably, at least extends one of the two Radführungslenker in one of the wheel pioneering direction with a Radführungslenkerabschnitt about be at least one, vehicle body side bearing addition, wherein the coupling member is connected to this Radführungslenkerabschnitt, in particular attached to this or hinged. The wheel guide link section can be compared to the remaining part of the at least one Radführungslenkers be angled.

One or each of the two Radführungslenker may have a plurality of control arms. In particular, one or each of the two wheel control arm can be designed as a wishbone or as a trapezoidal link. It is possible to arrange the coupling member between the control arms or within a lying between the control arms and extending in the direction of the vehicle vertical axis space. Thus, it is possible to attach or store the coupling member with one or both ends on both arms of the respective wheel control arm. However, this arrangement may result in a flat design that the coupling member abuts one of the two Radführungslenker. According to an alternative, therefore, the coupling member is not disposed between the handlebars. In particular, the coupling member is disposed outside the space between the control arms and extending in the direction of the vehicle vertical axis. For the coupling element z. B. flying on one or on each of the two Radführungslen stored ker. According to a further development, at least one of the two wheel guide links thus has at least two link arms, wherein the coupling link is arranged outside a space lying between the link arms and extending in the direction of the vehicle vertical axis and in particular is cantilevered on the at least one wheel control link.

The Vehicle wheel has in particular a wheel rim on which a tire sitting. For the behavior of the suspension has it proved to be advantageous if the wheel-side joints of the two or all Radführungslenker within an axial Radfelgenprojektionskontur lie. By the term "axial" is particular here to understand the direction of the wheel axle.

at the vehicle according to the invention it is possible a progressive wheel spring rate with a flat construction at the same time the suspension in the direction of the vehicle vertical axis with to achieve a typical vehicle spring. Preferably, the two Radführungslenker for different Lengths up. In particular, the distance between the body-side Bearings and the wheel carrier-side joint in the two Radführungslenkern different, with this distance preferred in the lower arm is larger.

The Invention will be described below with reference to preferred embodiments described with reference to the drawing. In the drawing demonstrate:

1 a schematic view of a suspension of a vehicle according to a first embodiment of the invention,

2 a schematic view of a suspension of a vehicle according to a second embodiment of the invention,

3 a schematic view of a suspension of a vehicle according to a third embodiment of the invention,

4 a sectional view of a bearing for the articulation of the vehicle spring,

5 a schematic plan view of the suspension according to 1 and

6 a schematic plan view of the suspension according to 1 according to a variant.

Out 1 is a schematic view of a suspension 1 a partially illustrated vehicle 2 it can be seen, with a wheel carrier 3 by means of a lower wishbone 4 and an upper control arm 5 to a vehicle body 6 of the vehicle 2 is articulated. The lower wishbone 4 is by means of rubber bearings 7 with the vehicle body 6 and by means of a ball joint 8th with the wheel carrier 3 connected. The upper wishbone 5 is by means of rubber bearings 9 with the vehicle body 6 and by means of a ball joint 10 with the wheel carrier 3 connected. A joint axis 40 runs through the two wheel-side joints 8th and 10 the wheel control handlebar 4 respectively. 5 ,

At the wheel carrier 3 is a vehicle wheel 11 around a wheel axle 12 rotatably mounted. The vehicle wheel 11 has a rim 13 and a sitting on this tire 14 on, by means of which the vehicle wheel 11 on a surface, especially on a roadway 15 gets up. The ball joints 8th and 10 lie within an axial Radfelgenprojektionskontur 16 , here by the term "axially" the direction of the wheel axle 12 to understand.

The upper wishbone 5 is about the rubber camp 9 out in a the wheel carrier 3 extended away direction and there has a handlebar section 17 on to which a spring-damper unit 18 is attached. The spring damper unit 18 has a trained as a coil spring vehicle spring 19 on, inside of a shock absorber 20 is arranged. The spring damper unit 18 is by means of a joint 21 on the upper wishbone 5 or on the handlebar section 17 and by means of a joint 22 on the lower wishbone 4 hinged. The linkage to the lower wishbone 4 takes place by means of a fixed to the lower arm 4 connected connector 23 so that the joint 22 below the wishbone 4 is arranged. Further, the spring-damper unit 18 with an optional auxiliary spring 24 fitted. The spring damper unit 18 is essentially horizontally aligned between the two handlebars 4 and 5 switched, wherein the horizontal direction is denoted by y and the vertical direction by z. The horizontal direction y here also corresponds to the vehicle transverse direction, whereas the vertical direction z corresponds to the vehicle vertical direction. The effective direction 25 the spring damper unit 18 closes with a straight line 26 , which runs in the vehicle vertical direction z, an angle α, which is greater than 45 ° and here is about 60 °. The effective direction 25 represents the direction in which the vehicle spring 19 and / or the shock absorber 20 can change their length.

Out 2 is a schematic view of a suspension 1 according to a second embodiment of the invention, wherein identical or similar features to the first embodiment are denoted by the same reference numerals as in the first embodiment. In contrast to the first embodiment is in 2 no shock absorber shown. This does not mean that the suspension according to the second embodiment has no shock absorber, but only that the shock absorber can be arranged at any point. According to the second embodiment, the effective direction closes 25 the feather 19 with the straight line 26 an angle α, which is greater than 45 °. The effective direction 25 represents the direction in which the vehicle spring 19 can change their length.

Out 3 is a schematic view of a suspension according to a third embodiment of the invention can be seen, wherein identical or similar features to the first embodiment with the same reference numerals as in the first embodiment. In 3 the vehicle spring is not shown. This does not mean that the vehicle spring is not present, but only that the vehicle spring can be arranged at any point. According to 3 is the shock absorber 20 arranged such that its effective direction 25 with the straight line 26 an angle α greater than 45 °. The effective direction 25 It represents the direction in which the shock absorber 20 can change its length.

Out 4 is a sectional view through a rubber mount 27 can be seen by means of which in the embodiment according to 2 the vehicle spring 19 on the upper wishbone 5 is connected. Furthermore, at the bottom of the 4 a sectional view of the upper view along the section line AA shown. The rubber camp 27 sits in a bearing eye 28 of the upper control arm 5 and has an inner part 29 on, with the interposition of an elastomer or rubber body 30 with the upper wishbone 5 connected is. The inner part 29 is with a spring clip 31 connected to which a clamping disc 32 is attached by means of the spring 19 at its upper end on the spring clip 31 is fixed. Thus, a departure of the spring 19 from the upper wishbone 5 prevents when the spring 19 is loaded on train.

Although according to the embodiment according to 2 described, the linkage according to 4 be implemented in the other embodiments.

Out 5 is a schematic plan view of the suspension after 1 it can be seen, the upper wishbone 5 two handlebar arms 33 and 34 each having one of the rubber mounts 9 on the vehicle body 6 are pivotally mounted. Furthermore, the lower wishbone 4 two handlebar arms 35 and 36 on top of each one of the rubber mounts 7 on the vehicle body 6 are pivotally mounted. The spring damper unit 18 is in a room 37 Arranged between the handlebars 33 and 34 as well as between the handlebars 35 and 36 lies and extends in the vertical direction z. Between the handlebars 33 and 34 extends a connected with these coupling piece 39 , It also extends between the handlebars 35 and 36 a connected with this coupling piece 38 which is the connector 23 includes. The spring damper unit 18 is to the coupling pieces 38 and 39 hinged and by means of this with the handlebars 4 respectively. 5 connected. Further, the vehicle longitudinal direction or direction of travel of the vehicle 2 represented and marked with x.

Out 6 is a schematic plan view of the suspension after 1 according to a variant, wherein the spring-damper unit 18 outside the room 37 arranged and over the coupling pieces 38 and 39 flying on the handlebars 4 respectively. 5 is stored. The coupling pieces 38 and 39 are in this case only on one of the handlebar arms 35 . 33 every handlebar 4 . 5 provided or attached.

The vehicle according to the invention 2 or the suspension of the invention 1 preferably consists of at least one above the wheel center substantially transverse to the direction x arranged Radführungslenker 5 , which at its ends articulates with the vehicle body 6 or with a connected to this subframe on the joint 9 and with the wheel carrier 3 over the joint 10 connected is. Here is the joint 10 within an axial projection structure 16 the wheel rim 13 positioned. On the other hand there is the suspension 1 preferably from at least one arranged below the wheel center Radführungslenker 4 , which is also articulated with the vehicle body 6 or with the subframe and with the wheel carrier 3 connected is. This is done via the joint 7 with the vehicle body 6 or with the subframe and over the joint 8th with the wheel carrier 3 , Also the joint 8th lies within the above-mentioned projection or rotation contour 16 , Depending on the construction of the above and below the Radmitte arranged Radführungslenker 4 and 5 can at the individual joint points 9 . 7 . 10 or 8th one or two joints are used. The feather 19 and the shock absorber (vibration damper) 20 are supported with both ends within this device at the respectively above and below the wheel center arranged Radführungslenkern 5 and 4 from. The arrangement of spring and vibration damper can be done in different ways. In 1 are vibration absorbers 20 , Feather 19 and additional spring 24 as assembly over the joint 22 with the wheel control handlebar 4 and over the joint 21 with the wheel control handlebar 5 connected. In the 2 and 3 are spring 19 and vibration absorbers 20 arranged separately from each other. This is supported by the additional spring 24 over the vibration damper 20 on the wheel steering handlebars. But it is also conceivable that the additional spring 24 is arranged separately and between Radführungslenker and vehicle body 6 or subframe supported. In the separate arrangement of the spring 19 between the wheel control handlebars 4 and 5 It may happen that due to a high bending load with correspondingly large angular movements of the Radführungslenker, especially at low spring forces, the spring is partially lifted from its base. This can lead to noise and damage to the surface protection. To avoid this, the spring can 19 by means of a clamping disc 32 , as in 4 represented, be braced with their support.

For the function of the Radführungsvorrichtung or suspension, it is important which position the ends of spring 19 and vibration absorbers 20 taking. In 1 this affects the positions of the joints 21 and 22 , Is the upper joint 21 near the handlebar bearing 9 and the lower joint 22 near the wheel joint 8th , then reduces the spring length with increasing Radeinfederung and increasing Radfederkraft. There is a so-called compression spring. In contrast, lies the upper joint 21 in the area of the wheel joint 10 and the lower joint 22 near the hinge point 7 , then the spring length increases with increasing Radeinfederung and increasing Radfederkraft. There is a so-called tension spring. To avoid lifting the tension spring from the spring pad, the spring is preferably firmly connected to the spring pad. This can be z. B. with the 4 apparent clamping disc 32 respectively. Similarly, the vibration damper 20 to be ordered. The vibration damper 20 and the spring 19 but can also be arranged in opposite directions in their effect and in such a way that the spring 19 shorter with increasing compression and the vibration damper 20 gets longer. In this case comes at a deflection of the wheel 11 at the vibration damper 20 the rebound effect and rebound the compression stage.

To achieve a good suspension comfort to the wheel 11 related construction mass and that on the wheel 11 related spring rate, the so-called Radfederrate, stand for all load conditions in a certain ratio. This ratio is expressed by the so-called built-up natural frequency. This natural built-up frequency corresponds to the natural frequency of a single-mass vibrator consisting of a spring and a mass body. The mass body corresponds to the wheel 11 related body mass and the spring with its spring rate of the wheel-related (axle) spring, expressed by the Radfederrate. Experience has shown that a good ride comfort can be achieved if the build-up natural frequency is as constant as possible under all load conditions. To achieve this, the wheel spring rate should increase with increasing wheel load. When using an (axle) spring 19 with independent of the load rate, which is comparatively easy and inexpensive to produce, the desired progressive Radfederkennlinie can be achieved that changes with increasing wheel load, the ratio between spring and wheel in the way that the translation increases with increasing wheel load. In this case, translation is to be understood as meaning the ratio of "spring travel" to "bicycle path in the z direction" with reference to the vehicle coordinates. By the appropriate positioning of the spring ends, in 1 z. B. through the joints 21 and 22 The translation and its change can be influenced with increasing wheel load. It should be noted that the ratio change and thus also the change of the wheel spring rate is greater for small transmission values than for larger ones. For this reason, it may be advantageous to arrange the spring and vibration damper separately, see, for. B. 2 and 3 , So can be implemented for the Radfederung and Raddämpfung the most favorable translation or translation change.

The Vehicle is in particular a passenger car or a light one Commercial vehicle. Furthermore, it is the two Radführungslenkern z. B. to Einarmlenker, wishbone or trapezoidal link.

The Spring and the vibration damper can as individual components be arranged so that the spring is compressed during compression and the damper is pulled apart or vice versa.

Due to the arrangement of spring and vibration damper, the attachment of the suspension to a floor assembly of the vehicle body exclusively on the arm bearings 7 and 9 take place, with a separate attachment of spring and vibration damper to the floor assembly is not carried out in particular.

On the vehicle body or on the floor assembly, a subframe may be attached, wherein the Radführungslenker 4 and 5 over the handlebar bearings 7 and 9 are hinged to the subframe. The subframe is firmly connected to the floor assembly or to the vehicle body. In particular, the attachment of the subframe to the undercarriage for transmitting the operating forces from the wheel to the vehicle body takes place exclusively via elastic subframe bearings and via optionally parallel damping elements.

The Spring can be used to avoid relative movements between spring and Spring support with the spring support by means of a clamping disc fixed but be detachably connected.

feather and dampers can be arranged together or separately be and have to achieve a flat design in the design situation prefers a tilt angle to the horizontal of a maximum of 60 °.

1

Arm

2

vehicle

3

wheel carrier

4

lower wishbone

5

upper wishbone

6

vehicle body

7

Rubber bearing

8th

ball joint

9

Rubber bearing

10

ball joint

11

vehicle

12

wheel axle

13

wheel rim

14

tires

15

Ground / road

16

Radfelgenprojektionskontur

17

arm section

18

Spring-damper unit

19

vehicle spring

20

shock absorber

21

joint

22

joint

23

joint

24

additional spring

25

effective direction

26

Even / vehicle vertical direction

27

Rubber bearing

28

bearing eye

29

inner part

30

elastomer or rubber body

31

spring clip

32

Verspannscheibe

33

control arm

34

control arm

35

control arm

36

control arm

37

room

38

coupling piece

39

coupling piece

40

joint axis

x

Direction of travel / vehicle longitudinal direction

y

Vehicle transverse direction

z

Vehicle vertical direction

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 3442682 C2 [0002]
• US 2621919 [0003]
• GB 668015 [0004]
• GB 2388346 A [0005]

Claims (7)

Vehicle with a vehicle body ( 6 ), at least one wheel carrier ( 3 ) on which a vehicle wheel ( 11 ) is rotatably mounted, at least two Radführungslenkern ( 4 . 5 ), by means of which the wheel carrier ( 3 ) movable on the vehicle body ( 6 ), at least one shock absorber ( 20 ), by means of which movement of the vehicle wheel ( 11 ) relative to the vehicle body ( 6 ) can be damped, at least one vehicle spring ( 19 ) against whose force the vehicle wheel ( 11 ) relative to the vehicle body ( 6 ), wherein two of the Radführungslenker ( 4 . 5 ) by means of one in a direction of action ( 25 ) variable-length coupling member are connected to each other, which the shock absorber ( 20 ) and / or the vehicle spring ( 19 ), characterized in that the coupling member ( 18 . 19 . 20 ) with regard to its direction of action ( 25 ) substantially horizontally aligned between the two Radführungslenker ( 4 . 5 ) is switched. Vehicle according to claim 1, characterized in that the coupling member of the shock absorber ( 20 ), from the vehicle spring ( 19 ) or one of the shock absorbers ( 20 ) and of the vehicle spring ( 19 ) formed spring damper unit ( 18 ) is formed. Vehicle according to claim 1 or 2, characterized in that the coupling member ( 18 . 19 . 20 ) with regard to its direction of action ( 25 ) with the vehicle vertical axis (z) or with a parallel straight line ( 26 ) includes an angle (α) of more than 45 °. Vehicle according to one of the preceding claims, characterized in that at least one of the two Radführungslenker ( 5 ) by means of at least one bearing ( 9 ) on the vehicle body ( 6 ) is articulated and in one of the wheel carrier ( 3 ) pioneering direction over the camp ( 9 ) with a Radführungslenkerabschnitt ( 17 ) extends, on which the coupling member ( 18 . 19 . 20 ) is attached or hinged. Vehicle according to one of the preceding claims, characterized in that at least one of the two Radführungslenker ( 4 ; 5 ) at least two link arms ( 33 . 34 ; 35 . 36 ) and the coupling member ( 18 . 19 . 20 ) outside one between the handlebars ( 33 . 34 ; 35 . 36 ) and extending in the direction of the vehicle vertical axis (z) space ( 37 ) and flying on the at least one Radführungslenker ( 4 ; 5 ) is stored. Vehicle according to one of the preceding claims, characterized in that the vehicle wheel ( 11 ) a rim ( 13 ) and the two Radführungslenker ( 4 . 5 ) each by means of at least one joint ( 8th . 10 ) with the wheel carrier ( 3 ), the joints ( 8th . 10 ) within an axial wheel rim projection contour ( 16 ) lie. Vehicle according to one of the preceding claims, characterized in that one of the two wheel guide links ( 4 . 5 ) an upper wishbone ( 5 ) and the other of the two wheel guide ( 4 . 5 ) a lower wishbone ( 4 ).