DE102013216029B4 - Steerable front axle for wheels of a two-track motor vehicle and two-track motor vehicle with such a front axle - Google Patents

Abstract

Steerable front axle (1) for wheels of a two-track motor vehicle, wherein the front axle (1) has a steering gear (13), a wheel carrier (2), a lower wishbone (3), a spring strut (5) and a steering linkage (4), wherein the lower wishbone (3) is connected to the wheel carrier (2) on the wheel carrier side and is designed to be connected to the vehicle body on the vehicle body side, wherein the spring strut (5) has a lower end region (5a) and an upper end region in relation to a functionally installed state and is supported by the lower end region (5a) on the lower wishbone (3), and the upper end region is designed to be connected to a vehicle body, and wherein the steering linkage (4) is connected to a track lever arranged on the wheel carrier (2) on the wheel carrier side and is connected to the steering gear (13) on the steering gear side, wherein the steering linkage (4) consists of at least one intermediate lever (6) and at least two Tie rods (7a, 7b) are formed, and wherein the intermediate lever (6) is designed as a coupling and effects a kinematic coupling of the two tie rods (7a, 7b), characterized in that the intermediate lever (6) is arranged on the spring strut (5) and/or is a part of the spring strut (5).

Description

The invention relates to a steerable front axle for wheels of a two-track motor vehicle, wherein the front axle has a steering gear, a wheel carrier, a lower wishbone, a spring strut and a steering linkage, wherein the lower wishbone is connected to the wheel carrier on the wheel carrier side and is designed to be connected to the vehicle body on the vehicle body side, wherein the spring strut has a lower end region and an upper end region in relation to a functionally installed state and is supported by the lower end region on the lower wishbone, and the upper end region is designed to be connected to a vehicle body, and wherein the steering linkage is connected to a track lever arranged on the wheel carrier on the wheel carrier side and is connected to the steering gear on the steering gear side, wherein the steering linkage is formed from at least one intermediate lever and at least two tie rods each connected to the intermediate lever, and wherein the intermediate lever is designed as a coupler and effects a kinematic coupling of the two tie rods. The invention further relates to a two-track motor vehicle with such a front axle.

Regarding the state of the art, particular reference is made to the EN 10 2006 044 151 A1 , the EN 10 2005 046 895 A1 , the EN 10 2004 003 395 A1 , the EP 1 500 575 B1 as well as the DE 100 39 088 A1 pointed out.
In such front axles in two-track motor vehicles, especially in passenger cars, the steering movement initiated by the driver on the steering wheel or the steering gear is transmitted to the vehicle wheels via the steering linkage. The steering linkage is usually designed in such a way that a desired "steering function" is established, ie a specific, desired relationship between the turning angle of the wheel on the inside of the curve and the turning angle of the wheel on the outside of the curve.

For a two-track, two-axle vehicle to corner precisely, i.e. for all four wheels to roll precisely on a circular path around a common curve center, the extended wheel axles of all four wheels must intersect at one point. For a corresponding vehicle with a steerable front axle, for example, this requires different path radii for the inside and outside front wheels and therefore different wheel turning angles on the front wheels, in particular a larger wheel turning angle for the inside wheel.

The function that describes the relationship between the turning angle of the inside wheel and the turning angle of the outside wheel for precise cornering when cornering very slowly, i.e. when the wheels roll without slip angle, is also known as the Ackermann function. The corresponding turning angles of the wheels that result when cornering precisely without slip angle are accordingly known as the Ackermann angle.

The Ackermann error is the angular deviation from the Ackermann angle or the Ackermann function that occurs when the steering linkage does not implement the Ackermann function exactly, i.e. when the steering linkage creates a relationship between the turning angle of the inside front wheel and the turning angle of the outside front wheel that deviates from the Ackermann function when driving very slowly, so that the extended wheel axes do not intersect in the center of the curve or at a common point.

For the overall driving behavior, especially for the driving behavior at higher speeds when all wheels roll at a slip angle, it has proven to be advantageous, especially in two-track, two-axle vehicles, to design the kinematics of the steering linkage to the parallel steering of the wheels so that it deviates slightly from the Ackermann function. This can increase the cornering potential of the front axle. It also reduces the space required for the inside wheel in the wheel house. However, too great a deviation from the Ackermann function can have a detrimental effect on the steering return.

In order to achieve advantageous driving behavior in two-track, two-axle motor vehicles, the front axle or the steering linkage is preferably designed in such a way that an Ackermann error occurs, in particular an Ackermann error of zero degrees (0°) to five degrees (5°).

The steering function or the Ackermann error depend in particular on the position of the connection points of the steering linkage, i.e. on the position of the connection point of the steering linkage on the steering gear and on the position of the connection point of the steering linkage on the wheel carrier or on the track lever attached to the wheel carrier, as well as on the kinematics of the steering linkage itself. It follows that in order to adjust or adapt the steering function or the Ackermann error, either the wheel carrier-side connection point or the steering gear-side connection point of the steering linkage must be relocated, or the kinematics of the steering linkage itself must be changed.

Particularly with front-mounted steering arms, i.e. with a wheel carrier-side connection of the steering linkage in the longitudinal direction of the vehicle in front of the wheel center, it is often not possible to shift the wheel carrier-side connection point of the steering linkage outwards in favor of a desired Ackermann error due to the installation space required for the brake disc or the brake. Shifting it forward in favor of a desired Ackermann error is often not possible due to the installation space required for the rim.

A shift of the steering gear and thus the steering gear-side connection of the steering rod in the x-direction backwards, i.e. backwards in the longitudinal direction of the vehicle, is often not possible because of the front axle transmission located in this area. A shift of the steering gear upwards in the z-direction is also usually not possible because of the installation space required for a drive motor. In many cases, the desired Ackermann error can therefore only be achieved by adjusting the kinematics of the steering rod.

Various steering rod arrangements with different steering rod kinematics for independent wheel suspensions are known from the state of the art. In particular, it is known from the state of the art, for example from DE 42 43 267 B4 or the EN 10 2006 044 151 A1 to provide a steering linkage between the steering gear and the steering arm, which comprises several tie rods and intermediate levers.

In the latter, EN 10 2006 044 151 A1 In particular, a double wishbone axle with a steering linkage is described, wherein the steering linkage has a plurality of tie rod elements that are coupled to one another via intermediate levers mounted on the vehicle body. The steering linkage described has in particular a central tie rod element that extends essentially transversely to the longitudinal direction of the vehicle and two outer tie rod elements that also extend essentially transversely to the longitudinal direction of the vehicle. The two outer tie rod elements are each coupled to the central tie rod element via an intermediate lever mounted on the vehicle body.

With the help of intermediate levers, the kinematics of the steering linkage can usually be adjusted according to a desired kinematics, i.e. so that a desired steering function or a desired Ackermann error is achieved. However, the intermediate levers require a certain amount of installation space. In addition, for the satisfactory function of the intermediate levers or a steering linkage with intermediate levers, appropriate mounting of the intermediate levers is usually required, for which appropriate installation space must also be provided.

However, the space required for the intermediate levers, particularly the space required for sufficient clearance when the intermediate levers move, is not always available. The space available is often very limited, particularly in the area of the spring strut. This can severely limit the freedom in the kinematic design of the steering linkage, particularly in relation to the design and arrangement of intermediate levers and thus in relation to the setting of the desired steering function, so that under certain circumstances the desired steering function or a desired Ackermann error can no longer be set.

The object of the present invention is to provide a steerable front axle for a two-track motor vehicle, which allows a flexible axle design even with only a small installation space available for the steering linkage, in particular a flexibly adaptable setting of a desired steering function to the kinematics and elastokinematics of the front axle.

This object is achieved by a steerable front axle with the features of claim 1 and by a two-track vehicle with the features of claim 7. Advantageous and preferred embodiments of the invention are the subject of the further claims and are explained in more detail below. The wording of the claims is made part of the content of the description by express reference.

A steerable front axle according to the invention is characterized in that the intermediate lever is arranged on the spring strut and/or is part of the spring strut.

A two-track vehicle according to the invention is characterized in that it has a steerable front axle according to the invention as described above.

The arrangement or connection of the intermediate lever to the spring strut has the particular advantage that it is no longer necessary to provide a space between the spring strut and the intermediate lever to ensure sufficient clearance for the intermediate lever during a steering movement. Furthermore, the arrangement of the intermediate lever on the spring strut means that no additional bearings are required. and no space is required for additional storage.

By using a steering linkage with an intermediate lever, the number of degrees of freedom for setting a desired steering function is increased in a simple manner. The greater number of degrees of freedom for setting the steering function increases the flexibility in axle design, in particular the number of control variables or parameters for setting a desired steering function, for example a desired Ackermann error.

In particular, a front axle according to the invention enables a variable steering gear position, in particular in the x and z directions, without necessarily negatively affecting the steering function, in particular the Ackermann error. With a front axle according to the invention, the effects of a different steering gear position can be easily compensated, preferably by adjusting the intermediate lever. For example, the distance between the tie rod connections on the intermediate lever can be changed, or a pivot point of the intermediate lever around which it moves during a steering movement. The invention thus enables a more variable steering gear position that is more independent of the remaining axle kinematics compared to a comparable axle with a steering linkage without an intermediate lever.

Due to the inventive connection of the intermediate lever to the spring strut, this advantage can also be used in cases of limited installation space or in particular in front axles, which otherwise have too little installation space in the area of the spring strut for an intermediate lever.

Thus, a steerable front axle according to the invention enables a flexible axle design even when only a small amount of space is available for a steering linkage with intermediate levers. In particular, a front axle according to the invention also enables the setting of a desired steering function in conjunction with a rack and pinion steering gear, for example the setting of a desired Ackermann error.

The steering linkage in a front axle according to the invention is preferably designed such that, in a functionally installed state in a two-lane, two-track motor vehicle, it reduces the Ackermann error by more than two degrees (2°), preferably by more than four degrees (4°), compared to a corresponding front axle with geometrically identically arranged connection points of the steering linkage and with a substantially straight steering linkage, i.e. with only one substantially straight tie rod.

Preferably, a steerable front axle according to the invention, in a functionally installed state in a two-lane, two-track motor vehicle, leads to an Ackermann error of less than five degrees (5°) per wheel, in particular to an Ackermann error of less than three degrees (3°) per wheel, wherein the Ackermann error in a particularly advantageous embodiment is approximately 1 degree (1°) per wheel.

A steerable front axle according to the invention is particularly suitable as an axle for passenger cars or is preferably designed for passenger cars, wherein the steerable front axle according to the invention can be designed as a drivable or non-drivable axle.

A steerable front axle according to the invention preferably has a rack and pinion steering system, i.e. a rack and pinion steering gear or a steering gear. The rack and pinion steering system can be designed as a front rack and pinion steering system or as a rear rack and pinion steering system. In the following, a front rack and pinion steering system refers to a rack and pinion steering system in which the kinematically acting rack axis of the rack and pinion steering gear runs in the longitudinal direction of the vehicle in front of the wheel center of the associated wheels, based on a functional installation state of the front axle according to the invention in a two-lane vehicle. In a rear rack and pinion steering system, the steering gear is accordingly arranged behind the wheel center in the longitudinal direction of the vehicle. A front rack and pinion steering system can be advantageous in particular in rear-wheel drive vehicles.

The steering linkage is preferably connected to the steering gear in a conventional manner known from the prior art. If the steering linkage is connected to a rack and pinion steering gear or steering gear, the connection is preferably made by means of conventional articulated connections known from the prior art, wherein these articulated connections are preferably designed in such a way that only linear movements of the steering gear-side tie rod are possible, in particular only along the longitudinal axis of the rack and pinion.

The intermediate lever, which can also be referred to as a reversing lever, acts as a kinematic coupling between a part of the steering linkage on the steering gear side and a part of the steering linkage on the wheel carrier side, in particular between a tie rod arranged on the steering gear side and a tie rod arranged on the wheel carrier side, and via transfers a steering movement applied via the steering gear to the steering gear-side part of the steering linkage to the wheel carrier-side part.

The wheel carrier of a steerable front axle according to the invention is designed to support one wheel at a time, with the wheel preferably being supported in a conventional, known manner. The wheel carrier, which can also be referred to as a pivot bearing, is mounted so that it can rotate or pivot about a so-called spreading axis, so that when the front axle according to the invention is installed correctly, a steering movement transmitted to the wheel carrier by the steering linkage causes the wheel to turn.

On the wheel carrier side, the steering linkage is preferably connected in a conventional manner known from the prior art to a track lever arranged on the wheel carrier, particularly preferably via a ball joint. In a particularly advantageous embodiment, the track lever forms the joint head or has a corresponding ball head. The track lever is advantageously part of the wheel carrier or is formed by the wheel carrier. The track lever can also be designed as a separate component from the wheel carrier and attached to the wheel carrier.

The steering lever preferably extends forwards in the longitudinal direction of the vehicle, so that the wheel carrier-side connection point of the steering linkage is located in front of a wheel center of a wheel mounted on the wheel carrier in a functional installation state of the front axle according to the invention in a two-track vehicle. This means that a movement of the steering linkage, in particular of the wheel carrier-side tie rod, to the outside of the vehicle causes a movement of a wheel carrier front edge or a wheel front edge outwards as a result of a steering movement, and a movement to the inside of the vehicle leads to a movement of the wheel carrier front edge inwards. If, on the other hand, the steering lever extends backwards or the wheel carrier-side connection point of the steering linkage is behind the wheel center, a movement of the steering linkage to the outside of the vehicle leads to a movement of the wheel front edge inwards.

The spring strut serves to mechanically decouple the wheels from the rest of the vehicle in terms of vibrations and, in a functionally installed state of a front axle according to the invention in a two-track motor vehicle, is connected to the vehicle body or the vehicle body with its end area on the vehicle body side. On the wheel carrier side, the spring strut is connected to the lower wishbone in an axle according to the invention, with the spring strut being supported by its lower end area on the lower wishbone.

The lower wishbone, which is arranged in a lower control arm plane, can be a wishbone or, together with a longitudinal control arm, form a lower control arm plane, in particular a separated lower control arm plane in which the lower wishbone and the longitudinal control arm are not in a common plane. The lower wishbone essentially serves to absorb wheel transverse forces or to transmit them to the vehicle body and extends at least partially transversely to the vehicle's longitudinal direction. The lower wishbone is preferably connected to the wheel carrier side with its wheel carrier side end region by means of an articulated connection, so that the wheel carrier can rotate or pivot relative to the lower control arm plane and a wheel turn is made possible.

If a front axle according to the invention has a lower control arm level with a lower wishbone and a trailing arm, in particular a separated lower control arm level, the trailing arm, which essentially serves to absorb wheel longitudinal forces or to transmit them to the vehicle body, can be designed as a tension strut or compression strut. The trailing arm is preferably designed as a tension strut, in particular in a steerable front axle according to the invention with a tie rod at the front or a rack and pinion gear at the front. The design of the trailing arm as a tension strut can also be advantageous if a large-volume hydro bearing is provided for the vehicle body-side connection of the trailing arm, since this can generally prevent a lowering of the longitudinal pole and thus a deterioration in the braking dive behavior.

An axle according to the invention is preferably designed as a double wishbone axle.

A characteristic feature of a double wishbone axle is that in addition to the lower control arm level or the lower wishbone, it also has an upper control arm level or an upper wishbone, which is arranged at a height of the end area of the suspension strut on the vehicle body side, essentially parallel to the lower wishbone, and is also connected to the wheel carrier on the wheel carrier side. In steerable double wishbone axles, the wheel carrier-side connection of the upper wishbone is usually designed to be rotatable, just like the wheel carrier-side connection of the lower wishbone, so that the wheel can be turned.

In a particularly preferred embodiment, the front axle according to the invention is designed as a double wishbone axle with a separated lower control arm level and the spring strut is connected to the lower wishbone with its wheel carrier-side end region and is supported on the latter.

A front axle according to the invention preferably has exactly two tie rods, with one tie rod particularly preferably forming the wheel carrier-side part of the steering linkage and the other tie rod the steering gear-side part of the steering linkage. The wheel carrier-side tie rod is preferably connected to the tie rod lever with its end region facing the wheel carrier and to the intermediate lever with its end region facing away from the wheel carrier. The steering gear-side tie rod is preferably connected to the intermediate lever with its end region facing the wheel carrier and to the steering gear with its end region facing away from the wheel carrier and facing the steering gear.

The tie rods are preferably connected to the intermediate lever in a rotationally movable manner and the intermediate lever is designed as a rigid element. In a preferred embodiment of a front axle according to the invention, the tie rods are each connected to the intermediate lever by means of a ball joint. The joint heads, i.e. the "balls", are particularly preferably steel balls.

The connection point of the wheel carrier-side tie rod and/or the connection point of the steering gear-side tie rod on the intermediate lever is preferably selected such that, in a functionally correct installation state of the front axle in a two-track motor vehicle, a desired Ackermann error occurs for each front wheel.

The intermediate lever can be a separate component from the spring strut and can be connected to the spring strut, for example by means of a screw connection or the like. If the intermediate lever is a separate component, the intermediate lever is connected to the spring strut in a preferred embodiment of a steerable front axle according to the invention in a rotatable manner, wherein the intermediate lever is preferably connected to the spring strut in a rotatable manner by means of a ball joint. In this case, the spring strut does not have to be mounted so that it can rotate about its longitudinal axis in order to enable the intermediate lever to move as a result of a steering movement.

In an alternative, particularly preferred embodiment, the intermediate lever is connected to the suspension strut in a rotationally fixed manner, whereby the suspension strut can rotate about its suspension strut longitudinal axis when the front axle is installed in a two-track vehicle in a functionally correct state. The suspension strut can be rotatably mounted, for example, via a roller bearing and/or a ball joint. The suspension strut is preferably rotatably mounted on the vehicle body side by means of a roller bearing. For a rotatable connection of the lower end region of the suspension strut, i.e. for the wheel carrier-side connection of the suspension strut, the use of a ball joint has proven to be particularly advantageous, in particular when the suspension strut is connected to the lower wishbone with its lower end region and is supported on it. Conventional roller bearings or ball joints known from the prior art can be used. The intermediate lever can either be a separate component that is attached to the suspension strut in a rotationally fixed manner, or it can be formed by the suspension strut or be part of the suspension strut.

In a further development of the invention, the steerable front axle according to the invention is designed as a drivable or driven front axle.

In a preferred embodiment, the spring strut is C-shaped or sickle-shaped in its lower end region, in particular such that in a functionally installed state of the front axle in a two-lane vehicle, it at least partially surrounds an output shaft arranged substantially transversely to a vehicle longitudinal direction.

Due to the C-shaped or sickle-shaped design of the lower end area of the suspension strut, the connection of the trailing arm according to the invention can also be implemented with a drivable or driven axle. In particular, sufficient space can be created between the suspension strut and the output shaft, even when the suspension strut rotates about its longitudinal axis as a result of a steering movement.

These and other features emerge not only from the claims and the description but also from the drawings, wherein the individual features can be implemented individually or in combination in the form of sub-combinations in an embodiment of the invention and can represent advantageous and individually protectable embodiments for which protection is claimed here.

In the following, the invention is further explained using a preferred embodiment, the invention being shown schematically in the accompanying drawings. 1 shows a preferred embodiment of the front axle according to the invention in a perspective view from the front outside, and 2 the front axle according to the invention 1 in plan view, but only with some of the 1 shown axle components. All features described in more detail can be essential to the invention.

1 shows a particularly preferred embodiment of a steerable front axle 1 according to the invention. 1 The front axle 1 according to the invention shown is designed as a driven front axle 1 for a passenger car and has a front steering gear 13.

The front axle 1 is a double wishbone axle 1 and has a wheel carrier 2 as well as an upper control arm level with an upper wishbone 12 and a separated, lower control arm level, which is formed by a lower wishbone 3 and a longitudinal control arm not shown in this illustration (cf. 2 ). The front axle 1 also has a suspension strut 5, which is mounted with its lower end region 5a via a ball joint 10 so that it can rotate about a suspension strut longitudinal axis 8 and is connected and supported on the lower wishbone 3. The lower wishbone 3 is connected with its wheel carrier side end region 3a via a ball joint so that it can rotate or pivot on the wheel carrier 2. A wheel (not shown here) which is connected to the wheel carrier 2 and mounted via a wheel bearing can be driven via the output shaft 9.

The wheel carrier 2 or a wheel (not shown) mounted on the wheel carrier can be pivoted by a movement of the steering linkage 4, which is connected to the rack and pinion steering gear or steering gear 13 on the steering gear side, i.e. with its side facing the steering gear 13, and is connected to the wheel carrier 2 on the wheel carrier side, i.e. with its side facing the wheel carrier 2, so that a steering movement transmitted to the wheel carrier 2 via the steering gear 13 by means of the steering linkage 4 leads to a wheel turning. The steering linkage 4 is connected to the wheel carrier 2 in front of a wheel center in the vehicle's longitudinal direction L by means of an articulated connection, more precisely by means of a ball joint. The connection to the wheel carrier 2 is made via a track lever arranged on the wheel carrier 2, not described in more detail here. In this embodiment, the track lever is integrally connected to the wheel carrier 2 or is a part of the wheel carrier 2. However, the track lever can also be a separate component from the wheel carrier 2 and be attached to the wheel carrier 2.

In this embodiment shown, the steering linkage 4 is formed from two tie rods 7a and 7b, which are coupled to one another by means of an intermediate lever 6 arranged on the spring strut 5. The tie rod 7a forms a wheel carrier-side part 4a of the steering linkage 4 and the tie rod 7b forms a steering gear-side part 4b. The intermediate lever 6 thus couples the steering gear-side part 4b of the steering linkage 4 with the wheel carrier-side part 4a of the steering linkage 4.

The two tie rods 7a, 7b are each connected to the intermediate lever 6 by means of a ball joint 11. In this embodiment shown, the intermediate lever 6 is part of the suspension strut 5 or is formed in one piece with the lower end region 5a of the suspension strut 5, i.e. the intermediate lever 6 is connected to the suspension strut 5 in a rotationally fixed manner. So that a steering movement applied to the steering linkage 4 or the tie rod 7a via the steering gear 13 can also be transmitted to the tie rod 7b and thus to the wheel carrier 2 via the intermediate lever 6, the suspension strut 5 is in this case mounted so as to be rotatable about its suspension strut longitudinal axis 8. In this embodiment, the suspension strut 5 is connected to the lower wishbone 3 on the wheel carrier side via a ball joint 10 and to the vehicle body via a roller bearing (not shown here).

The intermediate lever 6 can also be designed as a separate component and, for example, be screwed onto the spring strut 5. If a separate intermediate lever is connected in a rotationally fixed manner to the lower end region 5a of the spring strut 5 or to the spring strut 5, as in the embodiment shown, it is imperative that the spring strut 5 is mounted so that it can rotate about its longitudinal axis 8. If, on the other hand, the intermediate lever is connected to the spring strut 5 so that it can rotate, it is not imperative that the spring strut 5 is mounted so that it can rotate about its longitudinal axis 8.

In the embodiment shown, the spring strut 5 is also advantageously designed in a C-shaped or sickle-shaped manner in its lower end region 5a, so that it at least partially surrounds the output shaft 9, in particular the part located at the front in a vehicle longitudinal direction L, or so that the spring strut 5 surrounds the output shaft 9 from front to back. By designing the lower end region 5a of the spring strut 5 in this way, the spring strut 5 can rotate around the spring strut longitudinal axis 8 in the event of a steering movement without colliding with the output shaft 9.

In 2 For better understanding, is a part of the components of the 1 shown in a top view of the steerable front axle 1 according to the invention. Shown are the steering linkage 4, the lower end region 5a of the spring strut 5 and the lower wishbone 3, which together with the longitudinal control arm 14 forms a separated lower control arm plane.

In this embodiment, the lower wishbone 3 and the trailing arm 14 are arranged in such a way that they do not lie in a common plane. In the embodiment shown, the trailing arm 14 extends to the rear and inwards and thus acts as a pressure strut, ie the inventive The front axle 1 according to the invention is designed as a strut axle.

The connection of the trailing arm 14 to the vehicle body, which is not shown in detail here, is preferably carried out via a large-volume hydro mount which is dampened in the vehicle's longitudinal direction L.

In this illustration, it is clearly visible that the steering linkage 4 is formed from the two tie rods 7a, 7b, which are coupled via the intermediate lever 6, which is a part of the spring strut 5, in particular the lower end region 5a of the spring strut 5.

List of reference symbols:

1

steerable front axle

2

Wheel carrier

3

lower wishbone

3a

wheel carrier end area of the lower wishbone

4

Steering linkage

4a

wheel carrier side part of the steering linkage

4b

Steering gear side part of the steering linkage

5

Suspension strut

5a

lower end of the shock absorber

6

Intermediate lever

7a

Tie rod

7b

Tie rod

8

Strut longitudinal axis

9

Output shaft

10

Ball joint (strut - wishbone)

11

Ball joints (tie rod - intermediate lever)

12

upper handlebar level

13

Steering gear

14

Trailing arm

L

Vehicle longitudinal direction

Claims (7)

Steerable front axle (1) for wheels of a two-track motor vehicle, wherein the front axle (1) has a steering gear (13), a wheel carrier (2), a lower wishbone (3), a spring strut (5) and a steering linkage (4), wherein the lower wishbone (3) is connected to the wheel carrier (2) on the wheel carrier side and is designed to be connected to the vehicle body on the vehicle body side, wherein the spring strut (5) has a lower end region (5a) and an upper end region in relation to a functionally installed state and is supported by the lower end region (5a) on the lower wishbone (3), and the upper end region is designed to be connected to a vehicle body, and wherein the steering linkage (4) is connected to a track lever arranged on the wheel carrier (2) on the wheel carrier side and is connected to the steering gear (13) on the steering gear side, wherein the steering linkage (4) consists of at least one intermediate lever (6) and at least two Tie rods (7a, 7b) are formed, and wherein the intermediate lever (6) is designed as a coupling and effects a kinematic coupling of the two tie rods (7a, 7b), characterized in that the intermediate lever (6) is arranged on the spring strut (5) and/or is a part of the spring strut (5). Steerable front axle (1) after Claim 1 , characterized in that the two tie rods (7a, 7b) are each connected to the intermediate lever (6) by means of a ball joint (11). Steerable front axle (1) after Claim 1 or 2 , characterized in that the intermediate lever (6) is rotatably connected to the spring strut (5). Steerable front axle (1) after Claim 1 or 2 , characterized in that the intermediate lever (6) is connected to the spring strut (5) in a rotationally fixed manner, wherein the spring strut (5) is rotatable about a spring strut longitudinal axis (8) in a functionally correct installation state of the front axle (1) in a two-track vehicle. Steerable front axle (1) after Claim 4 , characterized in that the spring strut (5) is connected and supported by its lower end region to the lower wishbone (3), wherein the spring strut (5) is connected to the lower wishbone by means of a ball joint (10). Steerable front axle (1) according to one of the preceding claims, characterized in that the front axle (1) is designed as a drivable front axle (1) and the spring strut (5) is C-shaped or sickle-shaped in its lower end region (5a). Two-track vehicle with a steerable front axle (1), characterized in that the front axle (1) is arranged according to one of the Claims 1 until 6 is trained.

Images