DE102016220787A1 - Rear suspension for motor vehicles - Google Patents

Abstract

The invention relates to a wheel suspension for the rear wheels of motor vehicles, comprising a wheel carrier (1) for attaching a rear wheel, wherein the wheel carrier (1) via at least one upper camber rod (4), a lower control arm (3) and a lateral tie rod (5). is connected to the body or a subframe (2) of the motor vehicle. According to the invention, the wheel carrier (1) is connected to the lower cross member (3) via two connecting points, wherein a first connecting point is formed by at least one connecting element (6a; 6b) which is connected to the lower transverse link (3) via a first joint (61). and via a second hinge (62) to the wheel carrier (1) is connected, while the second connection point by a third joint (33) between the wheel carrier (1) and the lower arm (3) is formed.

Description

The invention relates to a suspension for the rear wheels of motor vehicles according to the preamble of claim 1, comprising a wheel carrier for attachment of a rear wheel, wherein the wheel carrier connected via at least one upper camber bar, a lower control arm and a lateral tie rod to the body or a subframe of the motor vehicle is.

Wheel suspensions for motor vehicle wheels provide a movable connection between the body and the wheels. Wheel suspensions are to ensure a safe handling and a high level of ride comfort and thus represent an essential part of the vehicle technology. This wheel carriers are used for attaching a wheel, various handlebars and joints. Furthermore, springs and shock absorbers are part of the suspension. These components can be designed and connected in various ways to meet the aforementioned suspension requirements.

For example, so-called integral suspensions for rear axles of motor vehicles are known, which have excellent properties in terms of driving dynamics and NVH behavior. However, such rear suspensions are heavier and more expensive than other designs.

From the DE 10 2008 037 925 A1 For example, a multi-link rear suspension with a suspension spring-damper unit is known, which is supported directly on a wheel in an attachment point. Furthermore, a stabilizer bar is provided, which is supported by a pendulum support on the wheel. The pendulum support can be mounted in the attachment point of the suspension spring-damper unit together with this on the wheel. In addition, at least two, preferably five wheel-guiding arm are provided on the wheel.

The EP 1 738 939 B1 discloses an independent suspension for the rear wheels of motor vehicles with a wheel carrier which is articulated on at least one upper and a lower control arm. The lower arm is articulated about two horizontal pivot axes forming link bearing on the body of the vehicle and the wheel. A steering arm of the wheel carrier is connected to a further link, further comprising a supported on the wheel support spring and a vertically oriented telescopic shock absorber.

The suspension for rear wheels according to the EP 1 937 498 B1 has a wheel, to which a torsionally stiff trained transverse link via a first bearing directly and via a second bearing with the interposition of a perpendicular to the plane of this control arm arranged so-called Integrallenkers is indirectly connected to the wheel carrier. Furthermore, two more wishbones are articulated. All three wishbones are supported with their end facing away from the wheel directly or indirectly on the vehicle body.

The US 8,267,416 B2 describes an independent rear suspension in which a lower wishbone is pivotally connected to the body via two hinges. In this case, the lower control arm is pivotable about an axis of rotation which forms an angle with a vertical plane extending through the longitudinal axis.

However, in the light of the prior art that has been pointed out, the field of wheel suspensions for motor vehicles still offers room for improvement.

The invention is in particular the object of providing a suspension for the rear wheels of motor vehicles, which is easily and cost-effectively executable.

According to the invention the object is achieved by a suspension with the features of claim 1. Advantageous embodiments show the subclaims.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The suspension of the invention for the rear wheels of motor vehicles has a wheel carrier for attaching a rear wheel. This wheel is connected via a plurality of links to the body or a subframe of the motor vehicle. In particular, the wheel carrier is connected via at least one upper camber bar, a lower control arm and a lateral tie rod to the body or a subframe.

According to the invention, an advantageous connection between the wheel carrier and the lower transverse link is provided. The wheel carrier is connected via two connection points with the lower cross member. A first connection point is formed by at least one connecting element which is connected via a first joint to the lower transverse link and via a second joint to the wheel carrier. The second junction is through a third joint directly between the Radträger and the lower wishbone formed. In this way, a space-saving and easy attachment of the wheel carrier can be provided on the lower arm. The lower wishbone itself can be connected, for example via two further joints with the body or a subframe of the motor vehicle.

In order to arrange the two connection points suitable and form the wheel carrier according to advantageous, the wheel carrier preferably has a receptacle with two side cheeks, and the first connection point is arranged on a first side cheek, while the second connection point is arranged on a second side cheek. For this purpose, the wheel carrier can be fork-shaped, for example, with two side cheeks or legs. In order to increase the stability and rigidity, however, the ends of the two side cheeks are preferably connected to one another via a web, so that in this way an all-round closed recess is formed in the wheel carrier.

The first connection point can be formed in various ways, wherein in particular one or more connection elements can be used. Preferably, two connecting elements are used, which receive the first side cheek between them. In one embodiment of the invention, the first connection point is formed for example by two flat elements which receive a first side wall of the receptacle between them, wherein the two flat elements are connected by the first hinge with the lower arm, while the second joint with the Wheel carrier are connected.

The lower wishbone can hereby be formed as a two-part metal housing with two connection points to the body and a further structure for connection to the wheel carrier. The lower wishbone may alternatively be formed as an aluminum casting.

Advantageously, the first joint and the third joint may be formed by a common bolt, wherein the lower arm has a tubular portion through which the bolt extends between the two flat elements and the second side cheek. This bolt is then rotatably connected on one side with the two flat elements, passes through the tubular portion of the lower arm and is rotatably connected on the opposite side with the second side cheek of the wheel carrier.

The lower wishbone is designed to be lightweight overall and cost-saving, but the joints to the body and the wheel can be made sufficiently stable. This can be realized in particular by the fork-shaped region on the wheel carrier with two side cheeks, between which the lower transverse link is received with said tubular portion. This tubular portion of the lower arm can be formed by the structure of the control arm itself. In one embodiment of the invention, the tubular portion is formed by a separate tubular structure incorporated into the lower control arm.

The lower wishbone may be formed overall trapezoidal, wherein it is connected at its wider end with two joints with the subframe / body and at its narrow end over the tubular portion and lateral joints with the wheel carrier. In contrast, known lower wishbones are usually formed with two individual arms, via which the lower wishbone is connected to a wheel carrier.

The first joint between the at least one connecting element and the lower wishbone is in the installed state above the second joint between the connecting element and the wheel carrier. The lower wishbone can also partially protrude into the receptacle of the wheel carrier. In particular, the lower arm protrudes with its tubular portion into the receptacle in the wheel. Furthermore, in one embodiment of the invention, the first connection point with the first and second articulations is outside the vehicle center. On the outside, the wheel carrier is then connected via the at least one connecting element and two joints to the lower transverse link, while the wheel carrier is internally connected directly via a joint to the lower transverse link.

So that the two flat elements on the one hand receive the first side wall of the receptacle of the wheel carrier between them, and at the same time can be connected in a suitable manner with the bolt, the two flat elements are preferably designed angled in opposite directions. In this way, the two flat elements in the region of the first joint, d. H. in the region of the bolt and the lower arm, abut each other. In the further course, d. H. Pointing away from the bolt, the two flat elements angle outwards so that a distance between the two elements is created, which allows a recording of the first side cheek between the two flat elements.

However, for these and also for alternative designs, the two connecting elements need not be flat, but other cross-sections may be used. With flat connecting elements, however, a possible space-saving embodiment can be realized.

In addition to the components described and their arrangement further measures can be provided to provide over known systems the lightest possible, space-saving and inexpensive suspension. For example, the suspension on at least one damper unit. This is preferably arranged in the direction of travel X behind the wheel center. The damper unit is arranged between the wheel suspension and the body or a subframe of the motor vehicle. In this case, the damper unit may be attached to different components of the suspension. In one embodiment, the damper unit is attached to the wheel carrier. So a damper ratio close to 1 can be achieved. However, it can also be attached to one of the links, in particular to the lower arm. Even if the damper unit is attached to the lower arm, the lower arm can be designed easily and cost-effectively. The damper unit is preferably arranged as deep as possible in order to achieve an efficient vertical suspension system.

In addition, the suspension on at least one spring unit, which is preferably mounted on the wheel carrier. The spring unit is typically formed by a spiral spring. Further, a horizontally extending stabilizer bar may be provided, which is connected to a component of the suspension. This stabilizer bar is connected, for example via a downward strut with the lower arm. In such an embodiment, provision is in particular made for the upper camber bar to be arranged behind the center of the wheel between the damper unit and this downwards strut in the direction of travel X.

The connecting elements between the three links (lower arm, upper camber rod, side tie rod) and the wheel or the body may be formed as a rubber bushings or ball joints. The associated connecting elements can be pressed into the respective component and then connected, for example via screws and nuts with a respective other component. In this way, the invention provides a weight and cost optimized rear suspension with bearing bushes.

• 1 ein Ausführungsbeispiel einer Aufhängung für ein linkes Hinterrad in einer Vorderansicht,
• 2 eine Aufhängung gemäß 1 in einer Rückansicht,
• 3 eine Aufhängung gemäß 1 in einer Seitenansicht,
• 4 eine Aufhängung gemäß 1 in einer Draufsicht,
• 5 eine Aufhängung gemäß 1 in einer Ansicht von schräg oben, und
• 6 eine Aufhängung gemäß 1 in einer Ansicht von schräg unten.

Further advantageous embodiments of the invention are disclosed in the subclaims and the following description of the figures. Show it:

• 1 an embodiment of a suspension for a left rear wheel in a front view,
• 2 a suspension according to 1 in a rear view,
• 3 a suspension according to 1 in a side view,
• 4 a suspension according to 1 in a plan view,
• 5 a suspension according to 1 in a view from diagonally above, and
• 6 a suspension according to 1 in a view from diagonally below.

In the different figures, the same parts are always provided with the same reference numerals, which is why these are usually described only once.

The suspension shown in the figures serves to support a left rear wheel of a motor vehicle. The right rear wheel can be suspended analogously. However, this opposite side is not shown in the figures. The direction of travel X of the motor vehicle is in 4 marked with an arrow. This is the direction of travel in the forward direction.

The suspension is connected to the body of a motor vehicle, which in the embodiment of the figures via a subframe 2 he follows. This is a wheel 1 over several handlebars 3 . 4 . 5 with the subframe 2 connected to the motor vehicle. There are three links in the form of a lower arm 3 , an upper camber bar 4 and a side tie rod 5 intended. The connection between these handlebars 3 . 4 . 5 and the wheel carrier 1 can be made for example by rubber bushes or ball joints. The corresponding connecting elements are typically pressed into the handlebar or the wheel and connected with screws and nuts with the other component. A hub and wheel bearing unit 11 is fixed to the wheel carrier 1 connected.

The lower wishbone 3 is trapezoidal in shape and can be at its wider side via two joints 31 and 32 with the body, ie the subframe 2 be connected (s. 5 ), these joints 31 . 32 in the lower wishbone 3 are pressed. With the wheel carrier 1 is the lower wishbone 3 also connected by several joints on its narrower side. There are two connecting elements 6a . 6b between the lower wishbone 3 and the wheel carrier 1 appropriate. For these fasteners 6a . 6b these are two flat elements. The wheel carrier 1 has a recording 12 on, on both side cheeks 13 and 13 ' an inner joint and an outer joint are provided. This recording 12 is in particular the views of 3 and 6 refer to. The recording 12 has a recess on the side of the two side cheeks or legs 13 . 13 ' is limited. Above the recess, a web is provided on which the hub and wheel bearing unit 11 is trained. Below the recess are the two side cheeks 13 . 13 ' also by a jetty 15 connected together, so that there is a completely closed recess 12 results in which the lower arm 3 at least partially included.

The two flat elements 6a . 6b form the outer joint between wheel carrier 1 and lower wishbone 3 , and the flat elements 6a . 6b take the outer side cheek 13 the recording 12 between themselves. The flat elements 6a . 6b are doing with a joint 62 with the wheel carrier 1 connected. At the same time they are over a joint 61 with the lower wishbone 3 connected. The inner joint between wheel carrier 1 and the lower wishbone 3 gets through a third joint 33 educated. The joints 61 and 33 are thereby formed by a common bolt passing through the lower wishbone 3 , the two flat elements 6a . 6b and the inner sidewall 13 ' runs. The bolt passes through a tubular area 14 of the lower arm 3 ,

How it in particular the 4 it can be seen, is the upper camber bar 4 about a joint 41 with the subframe 2 connected, this joint 41 in the upper camber bar 4 is pressed. With the wheel carrier 1 is the camber bar 4 about a joint 42 connected to either the camber bar 4 or in the wheel carrier 1 is pressed.

The side tie rod 5 is about a joint 51 with the subframe 2 connected, this joint 51 in the side tie rod 5 is pressed. With the wheel carrier 1 is the side tie rod 5 about a joint 52 connected to either the side tie rod 5 or in the wheel carrier 1 is pressed.

The suspension further comprises a spring unit 7 , This can be formed by a spiral spring. This spiral spring 7 is between the wheel carrier 1 and the body attached. For lower attachment of the spring unit 7 on the wheel carrier 1 is a kind of projection on this 16 educated. This lead 16 stands inward of the wheel carrier 1 from. Spring separators 71 and 72 (Spring plate) are in the end of the coil spring 7 provided to the coil spring 7 opposite the wheel carrier 1 and isolate the bodywork. Alternatively, the upper end of the coil spring 7 with the subframe 2 be connected. Instead of coil springs 7 Air springs or lateral leaf springs can also be used.

In addition, the suspension includes a damper unit 8th between the wheel carrier 1 and the body is attached. The damper unit 8th is in the embodiment of the figures at its lower end via a hinge element 83 with the wheel carrier 1 connected. However, it may also be provided that the lower end of the damper unit 8th with one of the handlebars 3 . 4 . 5 connected is. In particular, it can be with the lower wishbone 3 be connected. A connection with the wheel carrier 1 improves the damper ratio. A connection with the lower wishbone 3 has the advantage of a compact design in the vertical direction, however, compromises must be made in the damper translation.

An upper attachment for the damper unit 8th is in a damper holder 81 integrated. This damper holder 81 can be screwed to the body. A stop damper 82 is concentrically arranged around a damper rod and on the damper holder 81 appropriate. Optionally, a valve unit with the damper unit 8th be connected, for example, if it is a switchable or continuously adjustable damper system.

How the particular 4 it can be seen, is a drive shaft 9 between the hub and wheel bearing unit 11 and a rear drive unit (not shown) mounted in a conventional manner and drives the rear wheels. Further, a stabilizer bar 10 on the subframe 2 attached, which can be done via sockets or clamps. The figures show a left clamp 101 (S. 2 and 6 ), wherein a further clamp is provided on the unillustrated right side of the motor vehicle. With the lower wishbone 3 is the stabilizer bar 10 connected via downward struts. The figures show a downward strut 102 (S. 2 ). At the opposite wheel suspension for the right rear wheel another downsteam is provided as a connection to the opposite lower arm. Alternatively, the down struts 102 also with a wheel carrier 1 or an upper camber bar 4 be connected.

For all connections from the handlebars 3 . 4 . 5 to the subframe 2 Can the jacks or ball joints 31 . 32 . 41 and 51 either pressed into the handlebar or the subframe. For all connections from the handlebars 3 . 4 . 5 to the wheel carrier 1 Can the jacks or ball joints 33 . 42 . 52 and 61 either in the handlebars or the wheel carrier 1 be pressed.

LIST OF REFERENCE NUMBERS

1

wheel carrier

2

subframe

3

Handlebar, lower control arm

4

Handlebar, upper camber link (camber link)

5

Handlebar, side tie rod (toe link)

6a, 6b

Connecting element, flat element

7

Spring unit, spiral spring

8th

damper unit

9

drive shaft

10

stabilizer bar

11

Hub and wheel bearing unit

12

Recording, recess

13, 13 '

Sidewall, thighs

14

Tubular area

15

web

16

head Start

31, 32

Joint lower wishbone / body (subframe)

33

Third joint lower wishbones / wheel carrier

61

First joint lower wishbone / flat element

62

Second joint flat element / wheel carrier

41

Joint upper camber bar / subframe

42

Joint upper camber bar / wheel carrier

51

Joint lateral tie rod / subframe

52

Joint lateral tie rod / wheel carrier

71, 72

Spring separating element, insulator

81

damper holder

82

stop damper

83

Joint element damper unit / wheel carrier

101

clamp

102

down strut

X

direction of travel

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 102008037925 A1 [0004]
• EP 1738939 B1 [0005]
• EP 1937498 B1 [0006]
• US 8267416 B2 [0007]

Claims (10)

Wheel suspension for the rear wheels of motor vehicles, comprising a wheel carrier (1) for attaching a rear wheel, said wheel carrier (1) via at least one upper camber bar (4), a lower control arm (3) and a lateral tie rod (5) to the body or a subframe (2) of the motor vehicle is connected, characterized in that the wheel carrier (1) via two connection points with the lower cross member (3) is connected, wherein a first connection point by at least one connecting element (6a, 6b) is formed, which a first joint (61) is connected to the lower control arm (3) and a second joint (62) is connected to the wheel carrier (1), while the second connection point is connected by a third joint (33) between the wheel carrier (1) and the lower one Wishbone (3) is formed. Suspension to Claim 1 , characterized in that the wheel carrier (1) has a receptacle (12) with two side cheeks (13, 13 '), and the first connection point is arranged on a first side cheek (13), while the second connection point is arranged on a second side cheek (13 ') is arranged. Suspension to Claim 1 or 2 characterized in that the first connection point is formed by two flat elements (6a; 6b) sandwiching a first side wall (13) of the receptacle (12) of the wheel carrier (1), the two flat elements (6a; 6b ) are connected to the lower arm (3) by the first hinge (61) while being connected to the wheel carrier (1) via the second hinge (62). Wheel suspension according to one of the preceding claims, characterized in that the first joint (61) and the third joint (33) are formed by a common bolt, and the lower control arm (3) has a tubular portion (14) through which the bolt between the two flat elements (6a, 6b) and the second side cheek (13 '). Wheel suspension according to one of the preceding claims, characterized in that the first connection point with the first and second joint (61; 62) is located on the outside as seen from the vehicle center. Wheel suspension according to one of the preceding claims, characterized in that it comprises at least one damper unit (8), which is arranged seen in the direction of travel X behind the wheel center. Wheel suspension according to one of the preceding claims, characterized in that the damper unit (8) on the wheel carrier (1) is mounted. Wheel suspension according to one of the preceding claims, characterized in that it comprises at least one spring unit (7) which is mounted on the wheel carrier (1). Wheel suspension according to one of the preceding claims, characterized in that a horizontally extending stabilizer bar (10) is connected to the lower control arm (3) via a downwards strut (102), and the upper camber bar (4) is seen behind the center of the wheel in the direction of travel X Damper unit (8) and this downward strut (102) is arranged. Wheel suspension according to one of the preceding claims, characterized in that the lower transverse link (3) via two joints (31; 32) is connected to the body or a subframe (2) of the motor vehicle.

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