DE102021122934A1 - Wheel suspension and running gear for vehicles - Google Patents

Abstract

The invention relates to a wheel suspension (2) for a vehicle, comprising: a wheel carrier (6) which is set up to be coupled to a wheel (3) in a torque-transmitting manner, a first link (7) which is connected via a first articulation point (10 ) is articulated to the wheel carrier (6), a second link (8) which is articulated to the wheel carrier (6) via a second pivot point (11); and a third link (9) which is articulated to the wheel carrier (9) via a third pivot point (12), the first link (7) and the second link (8) being arranged in a first link plane and the third link (9) is arranged in a second link plane, with a steering axis (13) running through a first point (P1) in the first link plane and a second point (P2) in the second link plane, the first point (P1) being an intersection of the center lines (M7, M8) of the first link (7) and the second link (8), and the second point (P2) corresponds to the third pivot point (12). The invention also relates to a chassis (1) for a vehicle with such a wheel suspension (2).

Description

The present invention relates to a wheel suspension for a vehicle, a chassis for a vehicle, and a use of a chassis in a vehicle.

State of the art

Wheel suspensions for vehicles are well known in the prior art. There are wheel suspensions for an Ackermann steering as well as for wheel-selective individual wheel steering.

With wheel-selective individual wheel steering, the wheel suspension absorbs forces that act on the wheel suspension through contact between a wheel and the road. These forces are usually introduced from the wheel suspension above the wheel into a frame of the vehicle. This requires a corresponding rigidity and strength in this area of the frame, which increases the weight of the frame and thus of the vehicle. Alternatively, the wheel suspension can also introduce the forces into the vehicle frame below the highest point of the wheel. For this purpose, the wheel suspension is connected, for example, within an installation space present between an inside diameter of a rim of the wheel and an outside diameter of a wheel hub drive.

It has now been found that there is a further need to improve a known wheel suspension for a vehicle. In particular, there is a further need to provide a wheel suspension which, for smaller wheel diameters, enables force to be introduced below the highest point of the wheel.

Against this background, it is an object of the present invention to provide an improved wheel suspension for a vehicle which, in particular, enables force to be introduced in a space-saving manner below the highest point of the wheel.

Disclosure of Invention

These and other objects that may be mentioned or recognized by a person skilled in the art upon reading the following description are solved by the subject-matters of the independent claims. Advantageous embodiments and developments can be found in the dependent claims and the following description.

The wheel suspension according to the invention for a vehicle, which in particular enables wheel-selective vehicle steering and alternatively central steering, has a wheel carrier, a first link, a second link and a third link. The wheel carrier is set up to be coupled to a wheel in a torque-transmitting manner. The first arm is articulated to the wheel carrier via a first pivot point, the second arm is articulated to the wheel carrier via a second articulation point, and the third arm is articulated to the wheel carrier via a third articulation point. The first link and the second link are arranged in a first link plane, and the third link is arranged in a second link plane. A steering axis runs through a first point in the first link plane and a second point in the second link plane, the first point being an intersection of the center lines of the first link and the second link, and the second point corresponding to the third pivot point.

The advantage of the solution according to the invention lies in particular in the fact that the wheel suspension enables force to be introduced into the frame below the highest point of the wheel, even with small wheel diameters. The course of the steering axis makes it possible to keep a roll radius small, in particular to achieve a roll radius of 0. This means that only a small actuating torque is required to steer the wheel. Furthermore, the second link level enables a substantially vertical movement of the wheel during the compression and rebound movement. In this way, caster can be kept constant, as a result of which a steering torque does not vary during cornering with a combined compression and rebound movement.

The first point, which corresponds to the intersection of the center lines of the first and second links, forms an instantaneous center, which is preferably arranged along a wheel center axis. As a result, the steering roll radius can be kept small, in particular zero.

The first and the third articulation point are set up to enable pivoting or twisting of the first or third link in a compression or rebound direction of the wheel and in the direction of the steering movement of the wheel. In particular, the first articulation point and/or the third articulation point can be designed as a combination joint, which comprises two hinge joints, with a first of the two hinge joints permitting pivoting or rotation in a first direction and the second of the two hinge joints permitting pivoting or the Allows twisting in a second direction.

The second articulation point is set up to prevent the second link from twisting in all spatial directions to enable services. In particular, the second pivot point can be designed as a ball joint.

In other words, one can say that the wheel suspension according to the invention, especially with small wheel diameters where a connection between an inner diameter of the rim and an outer diameter of the wheel hub drive is not possible for reasons of space, forces are introduced into the frame of the vehicle below the highest point of the wheel allows and / or allows a low steering roll radius. The introduction of force below the highest point makes it possible to reduce the required rigidity and strength of the frame of the vehicle in the area where the force is introduced, and thus to reduce the weight of the frame and the vehicle. In addition, such a force introduction improves the effects of a vehicle crash on the vehicle frame. A low scrub radius makes it possible to keep the steering torque required to steer the wheel low. Thus, the steering actuator only has to have a low actuating torque and can therefore be designed to be smaller, i.e. more space-saving.

According to one embodiment, the first link, the second link and the third link are each arranged laterally, in particular on a side of the wheel carrier facing away from the wheel. This results in a short force introduction path, via which the forces can be introduced, in particular at the level of the frame of the vehicle.

According to one embodiment, the first link and the third link are arranged parallel to one another. Since the first link plane and the second link plane are arranged at a predetermined fixed distance from one another and the first link and the third link are arranged parallel to one another, the first and second link planes form a parallelogram. A movement resulting from this makes it possible to keep the caster of the wheel constant via a compression movement and/or a rebound movement, as a result of which the wheel executes a substantially vertical movement during such a movement.

According to one embodiment, the first link, the second link and the third link are each set up to be coupled or coupled at an angle other than 90° to a chassis, in particular a body or a chassis. The oblique connection to the chassis enables a steering angle range of around 135° to 180°, in particular for wheel-selective steering.

A further aspect of the invention relates to a chassis for a vehicle, in particular for wheel-selective vehicle steering. The chassis has at least one wheel, a wheel carrier, a first link, a second link and a third link.

The wheel includes a tire and a rim. The wheel carrier is coupled to the wheel in a torque-transmitting manner. The first link is pivotally connected to the wheel carrier via a first pivot point, the second link is pivotally connected to the wheel carrier via a second pivot point, and the third link is pivotally connected to the wheel carrier via a third pivot point. The first link and the second link are arranged in a first link level and the third link is arranged in a second link level. A steering axis passes through a first point in the first link plane and a second point in the second link plane, the first point being an intersection of the centerlines of the first link and the second link, and the second point corresponding to the third pivot point.

On the one hand, the chassis enables force to be introduced into the frame below the highest point of the wheel, especially with small wheel diameters. On the other hand, the course of the steering axis makes it possible to keep a roll radius small, in particular to achieve a roll radius of zero. This means that only a small actuating torque is required to steer the wheel. Furthermore, the second link level enables a substantially vertical movement of the wheel during the compression and rebound movement. In this way, caster can be kept constant, as a result of which a steering torque does not vary during cornering with a combined compression and rebound movement.

The first point, which corresponds to the intersection of the center lines of the first and second links, forms an instantaneous center, which is preferably arranged along a wheel center axis. As a result, the steering roll radius can be kept small, in particular zero.

In other words, one can say that the chassis, especially with small wheel diameters where a connection between an inner diameter of the rim and an outer diameter of the wheel hub drive is not possible for reasons of space, enables a force to be introduced into the frame of the vehicle below the highest point of the wheel and/or allows a low steering roll radius. The introduction of force below the highest point makes it possible to achieve the required rigidity and strength of the vehicle frame in the area where the force is introduced to reduce and thus reduce the weight of the frame and the vehicle. In addition, such a force introduction improves the effects of a vehicle crash on the vehicle frame. A low scrub radius makes it possible to keep the steering torque required to steer the wheel low. Thus, the steering actuator only has to have a low actuating torque and can therefore be designed to be smaller, i.e. more space-saving.

According to one embodiment, the chassis also has a wheel hub drive for driving the wheel and a steering actuator for generating a steering torque. The wheel hub drive is arranged between the wheel carrier and the wheel, and the steering actuator is coupled to the wheel carrier in a torque-transmitting manner. Due to the low steering roll radius, the steering actuator can be designed to save space. The wheel hub drive is connected to the wheel in a torque-transmitting manner and is preferably arranged within an inner diameter of the rim of the wheel.

According to one embodiment, the first link, the second link and the third link are each arranged laterally, in particular on a side of the wheel carrier facing away from the wheel. This results in a short force introduction path, via which the forces can be introduced, in particular at the level of the frame of the vehicle.

According to one embodiment, the first link and the third link are arranged parallel to one another. Since the first link plane and the second link plane are arranged at a predetermined fixed distance from one another and the first link and the third link are arranged parallel to one another, the first and second link planes form a parallelogram. A movement resulting from this makes it possible to keep the caster of the wheel constant via a compression movement and/or a rebound movement, as a result of which the wheel executes a substantially vertical movement during such a movement.

According to one embodiment, the first link and/or the second link and/or the third link are each set up to be able to be/coupled to the chassis at an angle other than 90°. The oblique connection to the chassis enables a steering angle range of around 135° to 180°, in particular for wheel-selective steering.

A further aspect of the invention relates to the use of a chassis described above and below for wheel-selective steering in a vehicle. In particular, the chassis can be used in vehicles with so-called corner modules.

With regard to the possible configurations and/or variations of the wheel suspension and/or the running gear, the statements above and those described below apply.

character list

• 1 eine schematische perspektivische Darstellung eines Fahrwerks gemäß einer Ausführungsform der Erfindung, und
• 2 eine schematische Draufsicht des Fahrwerks aus 1.

Further measures improving the invention are presented in more detail below together with the description of a preferred exemplary embodiment of the invention with reference to the figures. It shows:

• 1 a schematic perspective view of a chassis according to an embodiment of the invention, and
• 2 a schematic plan view of the landing gear 1 .

The figures are only of a schematic nature and only serve to understand the invention, the same elements are provided with the same reference symbols.

1 shows a schematic representation of a chassis 1 according to an exemplary embodiment of the invention in a perspective view. The chassis 1 has a wheel suspension 2 according to an exemplary embodiment of the invention, a wheel 3 and a steering actuator 4 . The wheel suspension 2 is used to connect the wheel 3 to a chassis 5, such as a vehicle frame, and to introduce forces, which are caused in particular by the contact of the wheel with a ground, into the chassis 5.

The wheel suspension 2 has a wheel carrier 6 , a first link 7 , a second link 8 and a third link 9 . The first link 7 and the second link 8 are arranged in a first link level (not shown) and the third link 9 is arranged in a second link level (not shown), the first link level and the second link level being in a vertical direction (z- direction in 1 ) are spaced apart.

The wheel carrier 6 is coupled to the wheel 3 in a torque-transmitting manner in order to transmit an actuating torque generated by the steering actuator 4 to the wheel 3 as a steering torque. The first link 7 is connected laterally to the wheel carrier 6 via a first pivot point 10 . The second link 8 is laterally connected to the wheel carrier 6 via a second pivot point 11 , the second pivot point 11 being a pivot point separate from the first pivot point 10 . The third link 9 is laterally connected to the wheel carrier 6 via a third articulation point 12 . As a result, force is introduced below the highest point of the wheel 3 and in particular at the height of the chassis 5, as a result of which the force path is very short. The lateral arrangement of the links 7, 8, 9 on the wheel carrier 6 makes it possible to use the wheel suspension 2 together with smaller wheels, ie wheels with a smaller tire and rim combination. Smaller wheels are increasingly preferred in order to reduce costs and/or the space required for the wheels.

The first link 7 and the second link 8 are arranged in the first link plane such that a center line M7 of the first link 7 and a center line M8 of the second link 8 meet at a first point P1 serving as an instantaneous center. The arrangement of the first link 7 and the second link 8 is selected such that the first point P1 is located at or near a wheel contact point P _R . In the 1 and 2 the first point P1 is arranged, for example, on a central axis M of the wheel 3 . A resulting steering axis 13 runs firstly through the first point P1 and secondly through a second point P2, which corresponds to the third articulation point 12. With the help of the positioning of the first point P1, a steering roll radius can be reduced or even minimized despite a lateral arrangement of the links 7, 8, 9 on the wheel carrier 6. The smaller the roll radius, the smaller the steering torque required to steer the wheel 3. Due to the low steering torque required, the steering actuator 4 can be made smaller, which means that costs, installation space and/or weight can be further reduced.

As in 1 and 2 can be seen, the first link 7 and the third link 9 are arranged parallel to one another, so that the first link level and the second link level form a parallelogram. As a result, the wheel 3 can only perform this movement in the vertical direction (z-direction) during a compression and/or rebound movement. The caster remains constant, which means that the steering torque does not vary even when the vehicle is cornering with a combined compression and/or rebound movement.

In addition, the first link 7, the second link 8 and the third link 9 are each inclined at an angle α, ie at an angle α not equal to zero, articulated on the chassis 5. This ensures a steering angle range for the wheel 3 of approximately 135° to 180°, which is why the wheel suspension 2 is used in particular in chassis with so-called corner modules. A corner module is a separately controllable wheel module that also allows the vehicle to drive sideways.

Reference List

1

landing gear

2

suspension

3

wheel

4

steering actuator

5

chassis

6

wheel carrier

7

first handlebar

8th

second handlebar

9

third handlebar

10

first pivot point

11

second pivot point

12

third pivot point

13

steering axle

M

central axle wheel

M7

Central axis of the first link

M8

Central axis of the second link

P1

first point

p2

second point

PR

wheel contact point

Claims (10)

Wheel suspension (2) for a vehicle, comprising: a wheel carrier (6) which is set up to be coupled to a wheel (3) in a torque-transmitting manner, a first link (7) which is articulated to the wheel carrier (6) via a first pivot point (10), a second link (8) which is connected in an articulated manner to the wheel carrier (6) via a second pivot point (11); and a third link (9) which is articulated to the wheel carrier (9) via a third pivot point (12), wherein the first link (7) and the second link (8) are arranged in a first link level and the third link (9) is arranged in a second link level, wherein a steering axis (13) runs through a first point (P1) in the first link plane and a second point (P2) in the second link plane, the first point (P1) being an intersection of the center lines (M7, M8) of the first link (7) and the second link (8), and the second point (P2) corresponding to the third articulation point (12). Wheel suspension (2) after claim 1 , wherein the first link (7), the second link (8) and the third link (9) are each arranged laterally, in particular on a side of the wheel carrier (6) facing away from the wheel (3). Wheel suspension (2) after claim 1 or 2 , wherein the first link (7) and the third link (9) are arranged parallel to each other. Wheel suspension (2) according to one of Claims 1 until 3 , wherein the first link (7), the second link (8) and the third link (9) are each set up to be coupled to a chassis (5) at an angle (α) other than 90°. Chassis (1) for a vehicle, comprising: at least one wheel (3); a wheel carrier (6) which is coupled to the wheel (3) in a torque-transmitting manner, a first link (7) which is articulated to the wheel carrier (6) via a first pivot point (10), a second link (8) which is connected in an articulated manner to the wheel carrier (6) via a second pivot point (11); and a third link (9) which is articulated to the wheel carrier (6) via a third pivot point (12), wherein the first link (7) and the second link (8) are arranged in a first link level and the third link (9) is arranged in a second link level, wherein a steering axis (13) runs through a first point (P1) in the first link plane and a second point (P2) in the second link plane, the first point (P1) being an intersection of the center lines (M7, M8) of the first link (7) and the second link (8), and the second point (P2) corresponding to the third articulation point (12). Chassis (1) after claim 5 , further comprising: a wheel hub drive, which is arranged between the wheel carrier (6) and the wheel (3), and a steering actuator (4) for generating a steering torque, which is coupled to the wheel carrier (6) in a torque-transmitting manner. Chassis (1) after claim 5 or 6 , wherein the first link (7), the second link (8) and the third link (9) are each arranged laterally, in particular on a side of the wheel carrier (6) facing away from the wheel (3). Suspension (1) according to one of Claims 5 until 7 , wherein the first link (7) and the third link (9) are arranged parallel to each other. Suspension (1) according to one of Claims 5 until 8th , wherein the first link (7) and/or the second link (8) and/or the third link (9) are each set up to be coupled to a chassis (5) at an angle (α) other than 90°. Use of a chassis (1) according to one of Claims 5 until 9 for wheel-selective steering in a vehicle.

Images