DE102011079172A1 - Wheel suspension for vehicle, has upper spring receptacle, which is firmly connected to vehicle body, where continuous recess is provided in upper spring receptacle - Google Patents

Abstract

The wheel suspension (1) has a wheel carrier (4), where a link (2) is provided by which the wheel carrier is mounted on a vehicle body (10) in a movable manner. A damper (5) is provided, by which the wheel carrier or the link is connected to the vehicle body. An upper spring receptacle (8) is firmly connected to the vehicle body, where a continuous recess (11) is provided in the upper spring receptacle. The damper extends through the continuous recess which is laterally opened. The damper and upper spring receptacle are connected with respect to vehicle vertical direction at different heights.

Description

The invention relates to a suspension for a vehicle, comprising a wheel carrier, a handlebar, by means of which the wheel carrier is movably mounted on a vehicle body, a damper, by means of which the wheel carrier or handlebar is connected to the body, an integral with the body, upper Spring receptacle, in which a continuous recess is provided, through which the damper extends through, and supported on the upper spring receptacle spring, by means of which the wheel carrier or link is supported with the interposition of the upper spring receptacle on the body, wherein the damper and the spring arranged one inside the other and connected separately to the body.

Wheel suspensions are known from the prior art, in which the damper is arranged within the spring designed as a helical spring, which forms a so-called McPherson strut together with the damper, which on the one hand connected to the wheel or handlebar and on the other hand stored in a Federbeindom the body is. The strut has a very compact design and is relatively easy to assemble. The disadvantage, however, is that the space required for the overhead spring space in passenger cars reduces the trunk volume. Furthermore, the force is introduced into the body of the spring in a relatively soft body region (strut dome). Finally, the spring generates moments in the strut, which can lead to the generation of audible and / or noticeable vibrations for the vehicle occupants (NVH problematic). Alternatively, a separate arrangement of spring and damper is known, wherein the spring and the damper are arranged side by side. Although the above-described disadvantages can be avoided, however, the Achsbauraum is limited.

The DE 197 51 754 A1 discloses a suspension for the steered wheels of a motor vehicle, with a wheel, which is guided over at least two upper and two lower single links and an ideal, by graphic extensions of the single link through the intersection points steering axis is pivotally, one on a steering arm of the wheel carrier hinged tie rod for tracking the wheel is used, and with a suspension spring and a shock absorber, wherein indirectly or directly on the wheel via an upper and lower hinge an approximately C-shaped support member is prescribed with a support arm on which supported the suspension spring and / or the shock absorber are. The suspension spring is supported on the body side via a console attached to a longitudinal member, while the spring arranged in the shock absorber is articulated with its piston rod to a Radhauswand the body of the vehicle.

Due to the separate connection of the suspension spring and shock absorbers on the body can be reduced in this suspension, the problems explained in connection with the McPherson strut, although for mounting the suspension of the shock absorber from below through the console, which is associated with increased adjustment effort ,

Proceeding from this, the invention has the object to be able to simplify the installation of a suspension of the type mentioned.

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

The suspension for a vehicle, in particular a motor vehicle, comprises a wheel carrier, a link, by means of which the wheel carrier is movably mounted on a vehicle body, a damper, by means of which the wheel carrier or link is connected to the body, a fixed to the body connected, upper Spring receptacle in which a continuous recess is provided, through which the damper extends, and supported on the upper spring receptacle spring, by means of which the wheel carrier or link is supported with the interposition of the upper spring receptacle on the body, wherein the damper and the spring arranged one inside the other and are connected separately to the body and wherein the through recess is laterally open.

By the aforementioned embodiment of the recess, it is possible to introduce the damper laterally into the recess. Nevertheless, it is still possible to pass the damper from below through the recess. In both cases, the damper due to the configuration of the recess during assembly can be deflected laterally, so that the orientation of the damper during assembly may differ from its orientation in the mounted state. Thus, the adjustment effort is reduced during assembly of the suspension. Also, the damper is easier interchangeable, since it can be led out laterally from the recess.

Further, by separately connecting the damper and the spring to the body, moments exerted on the damper by the spring can be reduced, so that the generation of for Vehicle occupants audible and / or noticeable vibrations can be kept relatively low (convenient connection of the spring to the body with respect to NVH). There are thus advantages of a separate arrangement of the spring and damper achievable without having to accept the associated reduction in the Achsbauraums, since the damper and the spring are arranged one inside the other.

The damper and the spring are preferably connected to the body at different locations. In particular, the damper and the upper spring receptacle are connected at different locations with the body. Thus, the point at which the spring and / or the upper spring receptacle is connected to the body can be placed in a suitable place, which is favorable for the introduction of spring forces in the body. Preferably, the spring and / or the upper spring receptacle is connected in a stiffer body area with the body than the damper. Thus, the introduction of the spring force in soft body areas can be avoided. In particular, the spring and / or the upper spring receptacle is connected to a longitudinal member of the body.

Preferably, the damper and the spring with respect to the vehicle vertical direction are connected at different heights to the body. In particular, the damper and the upper spring receptacle are connected with respect to the vehicle vertical direction at different heights to the body. Preferably, the point at which the spring and / or the upper spring receptacle is connected to the body, arranged in the vehicle vertical direction below the point at which the damper is connected to the body. Advantageously, the spring is arranged with respect to the vehicle vertical direction in the lower region, in particular in the wheel carrier or handlebar end region, of the damper. As a result, a restriction of the usable trunk volume by the space required for the spring space can be avoided or at least reduced.

Advantageously, the upper spring receptacle is provided on or on a longitudinal member of the body, so that the spring is supported with the interposition of the upper spring receptacle on the longitudinal member. The upper spring receptacle is preferably rigidly connected to the body. Preferably, the upper spring receptacle is fixed, in particular rigid, connected to the side member. The continuous recess in the spring receptacle forms in particular a damper bushing. Preferably, the recess is continuous in or substantially in the vehicle vertical direction. Preferably, the recess is laterally open on one side or at least one side. In particular, the recess is open laterally in a direction which is transverse or substantially transverse to the vehicle vertical direction. For example, the recess in the vehicle transverse direction is open. Thus, the damper can be easily introduced into the recess. The recess forms z. B. a continuous and one-sided open slot in the upper spring retainer. The upper spring receptacle is for example U-shaped and / or formed as a recess provided with the spring plate.

The upper spring receptacle may be integrally formed or composed of a plurality of separate components which are fixed, in particular rigid, interconnected. It can also be a part of the body, such. B. the side members that form or part of the upper spring retainer. Preferably, the upper spring receptacle with the body, in particular with the side member, welded, screwed or otherwise firmly connected.

According to one embodiment, the upper spring receptacle comprises one or more stiffening ribs, which are arranged in particular on the edge regions of the upper spring receptacle delimiting the recess. The one or more stiffening ribs preferably extend in or substantially in the vehicle vertical direction. Additionally or alternatively, the one or more stiffening ribs preferably extend transversely or substantially transversely to the vehicle vertical direction. For example, the one or more stiffening ribs extend in the vehicle transverse direction. Preferably, the one or more stiffening ribs on the body, in particular on the side member, supported and / or fixedly connected to this or this. Advantageously, the one or more stiffening ribs are supported transversely or substantially transversely to the vehicle vertical direction on the body, in particular on the longitudinal member. For example, the one or more stiffening ribs in the vehicle transverse direction are supported on the bodywork, in particular on the longitudinal member.

The damper is preferably connected by means of a damper bearing with the body. The damper bearing z. B. be designed as a rolling bearing, as an elastomeric bearing or as a combination of elastomeric and rolling bearings. The damper bearing is advantageously arranged in the vehicle vertical direction above the upper spring retainer.

According to one embodiment, the damper and the spring are connected together with the wheel or handlebar. This connection can z. As a welded joint, a screw or an articulated connection. It is advantageous in Radträger- or handlebar end portion of the damper, a lower spring retainer, for. B. in the form of a spring plate provided, on which the spring is supported. The lower spring retainer is preferably fixed, in particular rigidly connected to the wheel carrier or handlebar end portion of the damper, preferably welded. Advantageously, the wheel carrier or handlebar end of the damper is attached to the wheel or handlebar, in particular welded, screwed or hinged thereto.

According to a development of the damper is disposed within the spring. Preferably, the spring forms a helical spring. In particular, the spring is a compression spring. The spring is preferably clamped between the spring receptacles.

The damper forms in particular a vibration damper. Preferably, the damper comprises at least two relatively displaceable in a damping direction parts, of which a first part with the wheel or handlebar and a second part is connected to the body. Preferably, one of these parts forms an outer part and another of these parts an inner part, which is guided displaceably in the damping direction in the outer part. In particular, the outer part forms the first part and the inner part forms the second part. The outer part includes z. B. a cylinder, and the inner part comprises z. B. a piston rod which is fixedly connected to a displaceably guided in the cylinder in the direction of damping piston. Advantageously, the damper and the spring are arranged concentrically, in particular with respect to the damping direction.

On the wheel carrier, a vehicle wheel is preferably rotatably mounted about a wheel rotation axis. The handlebar can be a wishbone. Preferably, the handlebar but forms a trailing arm.

• – platzsparende Anordnung von Feder und Dämpfer;
• – keine Beeinflussung des Kofferraumvolumens durch ein Federbein;
• – günstige Krafteinleitung in „steife” Karosseriestruktur;
• – günstige Anbindung bezüglich NVH;
• – günstige Raumverhältnisse im Fahrwerk für Fahrwerks- und/oder Antriebsbauteile.

According to one embodiment, the spring is supported at the lower end of the damper by means of the lower spring receptacle, wherein the spring is supported at its upper end by means of the upper spring receptacle on the body, in particular on the longitudinal member. Thus, a low positioning of the spring is possible, so that the loading volume of the luggage compartment (trunk) is not or only slightly affected. In addition, a compact and space-saving arrangement of spring and damper is possible, so that an optimal space situation for adjacent chassis and / or drive components is created. The free space can z. B. be used to optimize component geometries and / or arrangement of drive units and / or memory modules. The drive units include z. B. one or more electric motors and / or one or more transmissions. The memory modules include z. As a tank and / or a battery. The following advantages can be achieved in particular by the wheel suspension:

• - space-saving arrangement of spring and damper;
• - No influence on the trunk volume by a shock absorber;
• - favorable force application in "rigid" body structure;
• - convenient connection to NVH;
• - favorable spatial conditions in the chassis for suspension and / or drive components.

The suspension can be part of a multi-link axle. Preferably, a torsion beam axle comprising the handlebar and the wheel carrier is provided, whose link body is pivotally connected to the body. Since the torsion beam axle occupies a relatively small axle space, compared to multi-link axles a significant space savings can be achieved. Advantageously, the composite link body is pivotally mounted to the body about a pivot axis extending in the vehicle transverse direction.

According to one embodiment, the composite link axle comprises a second wheel carrier and a second link, by means of which the second wheel carrier is movably mounted on the vehicle body. In particular, the torsion beam axle comprises a rigid and torsionally soft cross member, by means of which the two links are firmly connected to each other, which preferably each form a trailing arm. The composite link body is formed by the two links and the cross member. On the second wheel carrier, a second vehicle wheel is preferably rotatably mounted about a second wheel rotation axis.

Preferably, a second damper is provided, by means of which the second wheel carrier or second link is connected to the body. Further, a second spring is preferably provided, by means of which the second wheel or second link, preferably with the interposition of a second upper spring receptacle, is supported on the body, wherein the second damper and the second spring in particular arranged inside each other and are separately connected to the body , The second upper spring receptacle is preferably fixed, in particular rigid, connected to the body. In particular, the second spring is supported on the second upper spring retainer. Preferably, a continuous recess is provided in the second upper spring receptacle through which the second damper extends. In particular, the continuous recess in the second upper spring receptacle is open at the side. For example, the two through recesses are open on mutually facing sides of the upper spring receptacles.

The invention further relates to a vehicle, in particular motor vehicle, with a body and at least one wheel suspension. This suspension can be developed according to all the embodiments explained.

The invention will be described below with reference to a preferred embodiment with reference to the drawing. In the drawing show:

1 a partial perspective view of a suspension according to an embodiment,

2 a partial view of the suspension from the in 1 marked A, the wheel carrier and the handlebar have been omitted, and

3 a schematic plan view of a suspension comprising the composite beam axle.

From the 1 to 3 are different representations of a suspension 1 according to an embodiment, wherein on a trailing arm 2 a torsion beam axle 3 a wheel carrier 4 is attached. At the trailing arm 2 is a damper 5 stored, at its handlebar-end portion designed as a spring plate, lower spring receptacle 6 is attached. The lower spring retainer 6 carries a spring 7 , which are together with the damper 5 in a direction substantially in the vehicle vertical direction z 16 extends upwards and spaced from the lower spring retainer 6 on an upper spring retainer 8th is supported, which is rigid with a side member 9 a vehicle body 10 connected is. In the upper spring retainer 8th is a continuous recess 11 provided in the form of a slot open on one side, through which the damper 5 extends through. Here is the recess 11 in the vehicle transverse direction y unilaterally open, so that the damper 5 in a simple way in the recess 11 can be introduced. Seen in the vehicle longitudinal direction x is on both sides of the recess 11 one stiffening rib each 12 on the spring receiver 8th provided, with the stiffening ribs 12 both up in the direction 16 extend as well as in the vehicle transverse direction y and in the vehicle transverse direction on the longitudinal member 9 are supported.

At his the handlebar 2 opposite, upper end is the damper 5 at the body 10 by means of a damper bearing 27 stored, which in vehicle vertical direction z above the spring retainer 8th is arranged. The damper 5 is within the designed as a helical spring 7 arranged and has at its handlebar end a connector 13 on, which in the mounted state of the damper 5 with the handlebar 2 is screwed. The handlebar side end of the damper 5 further comprises an outer part designed as a tube 14 , which with the lower spring receptacle 6 is firmly connected. In the outer part 14 is an interior part 15 of the damper 5 arranged, which with the damper bearing 27 firmly connected and relative to the outer part 14 in the direction 16 is movable, which is also referred to as a damping direction, with respect to which the spring 7 and the damper 5 are arranged concentrically. The from the damper 5 and the spring 7 formed arrangement is called spring-damper arrangement 17 designated. The outer part 14 includes or forms in particular a cylinder, and the inner part 15 In particular, has a piston rod with a piston in the direction 16 slidably guided in the cylinder.

The torsion beam axle 3 includes a second trailing arm 18 , on which a (second) wheel carrier 19 is attached. The trailing arm 18 is with the body 10 via a spring-damper arrangement 20 connected, which are similar to the spring-damper assemblies 17 is constructed. Furthermore, the trailing arm 2 and 18 via a torsionally flexible and rigid cross member 21 firmly connected, which together with the trailing arms 2 and 18 a composite link body 22 forms. The composite link body 22 is about two main camps 23 about a running in the vehicle transverse direction y pivot axis 24 swiveling on the body 10 stored. The main camp 23 are preferably formed as elastomeric bearings. At the wheel carriers 4 and 19 is each a vehicle wheel 25 around a wheel axis 26 rotatably mounted.

LIST OF REFERENCE NUMBERS

1

Arm

2

Trailing arm

3

Beam axle

4

wheel carrier

5

damper

6

lower spring retainer

7

feather

8th

upper spring retainer

9

Side member of the body

10

body

11

Recess in upper spring receptacle

12

stiffening rib

13

Connecting piece of the damper

14

Outer part of the damper

15

Inner part of the damper

16

damping direction

17

Spring-damper arrangement

18

Trailing arm

19

wheel carrier

20

Spring-damper arrangement

21

crossbeam

22

Torsion beam body

23

main bearing

24

swivel axis

25

vehicle

26

Radrehachse

27

top mounts

x

Vehicle longitudinal direction

y

Vehicle transverse direction

z

Vehicle vertical direction

A

line of sight

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 19751754 A1 [0003]

Claims (14)

Wheel suspension for a vehicle, with a wheel carrier ( 4 ), a handlebar ( 2 ), by means of which the wheel carrier ( 4 ) movable on a vehicle body ( 10 ), a damper ( 5 ), by means of which the wheel carrier ( 4 ) or handlebars ( 2 ) with the body ( 10 ), one fixed to the body ( 10 ), upper spring retainer ( 8th ), in which a continuous recess ( 11 ) is provided, through which the damper ( 5 ) and one at the upper spring retainer ( 8th ) supported spring ( 7 ), by means of which the wheel carrier ( 4 ) or handlebars ( 2 ) with the interposition of the upper spring receptacle ( 8th ) on the body ( 10 ) is supported, wherein the damper ( 5 ) and the spring ( 7 ) arranged one inside the other and separately from each other with the body ( 10 ), characterized in that the continuous recess ( 11 ) is open at the side. Wheel suspension according to claim 1, characterized in that the upper spring receptacle ( 8th ) in a bodywork area with the body ( 10 ), which is stiffer than the damper ( 5 ). Wheel suspension according to claim 1 or 2, characterized in that the damper ( 5 ) and the upper spring retainer ( 8th ) with respect to the vehicle vertical direction (z) at different heights with the body ( 10 ) are connected. Wheel suspension according to one of the preceding claims, characterized in that the upper spring receptacle ( 8th ) with a side member ( 9 ) of the body ( 10 ) connected is. Wheel suspension according to one of the preceding claims, characterized in that the recess ( 11 ) is open in or substantially in the vehicle vertical direction (z) continuously and laterally in a direction that is transverse or substantially transverse to the vehicle vertical direction (z). Wheel suspension according to one of the preceding claims, characterized in that the recess ( 11 ) a continuous and one-sided open slot in the upper spring receptacle ( 8th ). Wheel suspension according to one of the preceding claims, characterized in that the upper spring receptacle ( 8th ) one or more stiffening ribs ( 12 ), to which the recess ( 11 ) delimiting edge regions of the upper spring receptacle ( 8th ) are arranged. Wheel suspension according to claim 7, characterized in that the one or more stiffening ribs ( 12 ) extend in or substantially in the vehicle vertical direction (z). Wheel suspension according to claim 7 or 8, characterized in that the one or more stiffening ribs ( 12 ) transversely or substantially transversely to the vehicle vertical direction (z). Wheel suspension according to one of claims 7 to 9, characterized in that the stiffening ribs ( 12 ) on the body ( 10 ) and / or are firmly connected to this. Wheel suspension according to one of the preceding claims, characterized in that the damper ( 5 ) and the spring ( 7 ) together with the wheel carrier ( 4 ) or handlebars ( 2 ) are connected. Wheel suspension according to one of the preceding claims, characterized in that the damper ( 5 ) on the wheel carrier ( 4 ) or handlebars ( 2 ) is fastened with its wheel carrier or handlebar-side end region, on which a lower spring receiver ( 6 ) is provided, on which the spring ( 7 ) is supported. Wheel suspension according to one of the preceding claims, characterized in that the damper ( 5 ) within the spring designed as a helical spring ( 7 ) is arranged. Wheel suspension according to one of the preceding claims, characterized by a handlebar ( 2 ) and the wheel carrier ( 4 ) comprehensive torsion beam axle ( 3 ), whose handlebar body ( 22 ) pivoting with the body ( 10 ) connected is.

Images