DE102022105772A1 - Lever eccentric for a wheel suspension for changing a wheel position of a vehicle wheel - Google Patents

Abstract

The invention relates to a lever eccentric (1) for a wheel suspension (2) for changing a wheel position of a vehicle wheel (3), having at least the following components: - a housing (4) for connecting to a vehicle body (5); - a handlebar (6 ) with a handlebar axle (7) for steering a vehicle wheel (3); - an eccentric (8) with an axis of rotation (9) and a first eccentric lever (10) and a second eccentric lever (11), via which the eccentric (8) in two bearing receptacles (12, 13) of the housing (4) are mounted and are connected in a force-transmitting manner to articulate the handlebar (6) via the first eccentric lever (10); and- a linear actuator (14), which is connected to the eccentric (8) in a force-transmitting manner via the second eccentric lever (11) for adjusting the eccentric (8). The lever eccentric (1) is characterized above all by the fact that the housing (4) comprises two housing halves (15, 16), which are arranged rotationally and axially next to one another. With the inexpensively manufactured lever eccentric proposed here, changes can be made quickly and efficiently in a compact installation space a wheel position allows.

Description

The invention relates to a lever eccentric for a wheel suspension for changing a wheel position of a vehicle wheel, a wheel suspension with such a lever eccentric for a vehicle body for holding a vehicle wheel with a changeable wheel position, and a motor vehicle with such a wheel suspension.

It is known from the prior art to equip a wheel suspension with a camber for a vehicle wheel that can be adjusted by means of a lever eccentric. This means that lateral dynamics can be adjusted or lateral dynamics can be dynamically improved by correcting or even overcompensating the wheel contact for the respective tilting of the camber of the vehicle wheel caused by the lateral acceleration and the steering angle. For dynamic control of the fall, a high level of control dynamics is desired or required and at the same time a compact and lightweight design is desired. At the same time, it should be noted that the components of the wheel suspension are exposed to external influences, such as splash water, road salt, dust and dirt. In addition, it is desirable to achieve the most cost-effective construction possible. It should be noted that an alternative solution with a potentially compact design is a variable-length handlebar, although use in confined spaces is often difficult because a curved handlebar has to be used there. In addition, such a variable-length handlebar is heavy and disadvantageous in a sporting application because the mass of a handlebar is attributed to the vehicle wheel (which bounces up and down).

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention result from the independent claims, to which advantageous embodiments are shown in the dependent claims. The features of the claims can be combined in any technically sensible manner, for which the explanations from the following description and features from the figures, which include additional embodiments of the invention, can also be consulted.

• - ein Gehäuse zum Anbinden an einen Fahrzeugkörper;
• - einen Lenker mit einer Lenkerachse zum Anlenken eines Fahrzeugrads;
• - einen Exzenter mit einer Drehachse und einen ersten Exzenterhebel sowie einen zweiten Exzenterhebel, über welche der Exzenter in zwei Lageraufnahmen des Gehäuses gelagert und zum Anlenken des Lenkers über den ersten Exzenterhebel kraftübertragend verbunden ist; und
• - einen Linearaktuator, welcher zum Verstellen des Exzenters über den zweiten Exzenterhebel mit dem Exzenter kraftübertragend verbunden ist.

The invention relates to a lever eccentric for a wheel suspension for changing a wheel position of a vehicle wheel, having at least the following components:

• - a housing for connecting to a vehicle body;
• - a handlebar with a handlebar axle for steering a vehicle wheel;
• - an eccentric with an axis of rotation and a first eccentric lever and a second eccentric lever, via which the eccentric is mounted in two bearing receptacles of the housing and is connected in a force-transmitting manner to articulate the handlebar via the first eccentric lever; and
• - a linear actuator, which is connected to the eccentric in a force-transmitting manner for adjusting the eccentric via the second eccentric lever.

The lever eccentric is primarily characterized in that the housing comprises two housing halves, which are arranged rotationally and axially next to one another.

Ordinal numbers used in the preceding and following descriptions, unless explicitly stated to the contrary, only serve to clearly distinguish them and do not reflect the order or ranking of the designated components. An ordinal number greater than one does not mean that another such component must necessarily be present.

A lever eccentric for a wheel suspension is proposed here, with which a wheel position, for example a relative angle, of a vehicle wheel can be changed relative to a vehicle body. It should be noted that in one embodiment this lever eccentric can be used to adjust a camber of the vehicle wheel in question. In another or similar embodiment, the lever eccentric can be used to adjust a steering angle, preferably in a rear axle of a motor vehicle.

In a motor vehicle, a vertical axis is usually defined around which a steering movement or steering angle is possible. In a static state and on level, slope-free ground, the vertical axis is parallel to the earth's gravity field. Furthermore, a longitudinal axis is defined which runs through the motor vehicle from front to back and around which a rolling movement of the motor vehicle can occur. The camber is the angle between the center plane of the wheel and a vertical line to the road. Transverse to the vertical axis and the longitudinal axis, a transverse axis is defined as the third spatial axis, around which the motor vehicle can pitch, for example when the motor vehicle is braking or accelerating.

The housing is designed to be connected to a vehicle body, for example for screwing and/or welding. The handlebar forms the core element of the lever eccentric with its handlebar axis (here a theoretical spatial axis and not necessarily a tendon of the handlebar). The wheel position of the vehicle wheel can be changed by moving the handlebar along its handlebar axis. It should be noted that a movement of the handlebar along the handlebar axis is often superimposed by a height shift and/or tilting transversely to the handlebar axis.

The eccentric is set up to change the position of the handlebar and has an axis of rotation for this purpose, the axis of rotation preferably running centrally through the bearing receptacles of the housing. With their respective lever ends (rotational axially external end), the eccentric levers are formed at a distance from the axis of rotation, so that the eccentric is rotated about its axis of rotation to shift the lever ends relative to the housing and thus relative to the vehicle body. The lever ends are the (theoretical) connection points or connection axes to the handlebar or to the actuator end of the linear actuator.

In an advantageous embodiment, the eccentric levers are designed with a different relative length, i.e. a different relative distance between their lever ends located on the outside in relation to the axis of rotation, so that a transmission ratio is formed. In one embodiment, it is desired to use a weak linear actuator, so that a longer second eccentric lever (compared to the other eccentric lever) is advantageous. In one embodiment, a long handlebar travel and/or a fast handlebar movement is desired, so that a longer first eccentric lever is advantageous.

The first eccentric lever is connected to the handlebar in a force-transmitting manner, so that the relative position of the handlebar to the housing and thus to the vehicle body is effected when the first eccentric lever is pivoted.

The linear actuator is set up for motorized adjustment of the handlebars. Such a linear actuator is, for example, a hydrostatically operated piston, an electric linear motor or a rotating motor with a spindle drive. The linear actuator is supported on its counter-bearing side directly or indirectly to the vehicle body, preferably supported firmly (i.e. without actuator-axial movement, but preferably with the possibility of rotational compensating movement).

The actuator end of the linear actuator is connected in a force-transmitting manner to the second eccentric lever or to its rotationally axially external end. Thus, by means of the linear actuator or the movement of the actuator end (for example the movement of a spindle), the eccentric can be pivoted about the axis of rotation in accordance with the length of the second eccentric lever and thus the handlebar can be displaced in a motion-coupled manner in accordance with the length of the first eccentric lever, i.e. about the axis of rotation of the Eccentrically pivotable.

It is suggested here that the housing comprises two housing halves. These housing halves are arranged next to one another in a rotation-axial manner (i.e. axially relative to the axis of rotation of the eccentric). This means that a structure can be made compact. This means that the lever eccentric can be constructed cost-effectively due to simple assembly. For example, the two housing halves are arranged on the left and right (along the axis of rotation) of the eccentric, so that the eccentric is arranged rotationally axially between the two housing halves. In this embodiment, easy-to-implement bearings and a simple sealing concept can be implemented. Alternatively or additionally, costs can be saved through the same, preferably identical, components, with the housing halves preferably being mirrored and identical to one another. As a result of an (optional) rotary-axial screw connection of the housing halves, assembly is easy and at the same time a high level of rigidity can be achieved.

In one embodiment, the housing halves are formed mirror-symmetrically, preferably relative to the handlebar axis (at least in a neutral position or rest position). In one embodiment, the housing comprises further housing elements in addition to the housing halves mentioned.

It is further proposed in an advantageous embodiment of the lever eccentric that the eccentric comprises two eccentric halves, which are arranged axially on both sides of the handlebar, wherein preferably the linear actuator is axially connected to the eccentric between the two eccentric halves in a force-transmitting manner, and/or wherein preferably the blank for both eccentric halves are identical.

By dividing the eccentric into two eccentric halves, a simple structure can be achieved in that the handlebar can be mounted between the two eccentric halves. The eccentric halves, like particularly preferably the housing halves, are preferably designed to be mirrored to form a common central plane, with the two halves particularly preferably each being designed to be mirror-symmetrical.

Preferably, the handlebar axis (technically) runs exactly through the said central plane, which means that a torsional moment is small to negligible. Preferably, the actuator axis (technically) runs exactly through the said central plane, which means that a torsional moment is small to negligible.

Preferably, the raw parts for the two eccentric halves do not differ from each other, but are manufactured identically, for example by cold forming or by casting. This means that costs can be significantly reduced due to the smaller number of (mold or casting) tools. The lever ends of the eccentric levers are created, for example, for the handlebar and/or for the linear actuator by providing several connection points and/or by means of simple post-processing (for example drilling). In one embodiment, such a blank is a disk-like component, preferably with the radial extension to the axis of rotation of the longest of the eccentric levers.

In one embodiment, the eccentric halves are formed solely from correspondingly different raw parts in a mirror-symmetrical manner.

It is further proposed in an advantageous embodiment of the lever eccentric that at least one, preferably both, of the two eccentric halves has a first stop shoulder for rotation-axial support on the housing, preferably offset towards the rotation-axial center of the eccentric with respect to the first stop shoulder a first seal shoulder is formed, and/or wherein preferably a first seal of the eccentric to the housing is a hybrid seal.

This first stop shoulder is therefore set up to support the eccentric transversely to the axis of rotation, for example by means of a diameter shoulder. The housing, preferably the respective housing half, then has a corresponding (first) counter-stop, although this is not necessarily formed in one piece. In one embodiment, a (first) thrust washer is provided so that a sufficient diameter overlap can be achieved and/or a suitable material pairing, for example with a suitable corrosion quality gradient and/or with low friction. Such a first stop shoulder is preferably provided on both rotation-axial sides. Due to the two housing halves, the lever eccentric is also easy to install.

In an advantageous embodiment, a first sealing shoulder is also formed, which is offset in the center in terms of rotation and axial rotation relative to the first stop shoulder. A (first) seal inserted there is thus well protected from rotational-axial forces and from tilting moments to a transverse axis to the rotation axis. As mentioned at the beginning, the components are exposed to the influences of the environment. By means of the seal on the first seal shoulder, a bearing point can be well protected against the ingress of dirt and water, as well as well against the escape of lubricant. Such a first sealing shoulder is preferably provided on both rotation-axial sides. Due to the two housing halves, the lever eccentric is also easy to install.

In an advantageous embodiment, the first seal is a hybrid seal, with on the one hand a sealing effect to a static seal seat via a sealant sleeve (preferably made of a metal) and a dynamic seal seat via a sealing lip (preferably made of an elastomeric plastic) to, preferably to immediate contact with a component that can be rotated relative to it (here around the axis of rotation). Such a hybrid seal is in two parts with an elastomer sealing lip and a metal ring that protects this sealing lip and is known, for example, under the name Gamma seal or RT seal. In one embodiment, the rotational-axial force (lateral force) for supporting the eccentric is absorbed by the sealant sleeve itself. Such a hybrid seal is preferably provided on both rotation-axial sides. Due to the two housing halves, the lever eccentric is also easy to install.

In one embodiment, no separate stop shoulder and/or sealing shoulder are provided. The seal is then preferably in force-transmitting contact with the respective counter-stop of the housing.

It is further proposed in an advantageous embodiment of the lever eccentric that the linear actuator comprises a spindle drive with a spindle axis,
wherein the spindle drive comprises a spindle axially fixed spindle nut and a spindle-axially movable spindle with an actuator-side spindle end and an eccentric-side spindle end, the spindle being connected to the second eccentric lever in a force-transmitting manner,
wherein the actuator-side spindle end preferably has an axially movable support bearing.

The design of the linear actuator as a spindle drive with a spindle-axially movable spindle allows efficient use of a rotary drive (preferably an electric drive machine) and at the same time a compact structure. To actuate the handlebar, the spindle nut is rotated by the drive around the spindle axis and the spindle, which is supported against rotation, is in the As a result of the thread pitch, the screw is displaced axially. With the eccentric-side spindle end, the spindle is connected to the second eccentric lever in a force-transmitting manner, so that the linear movement of the spindle along the spindle axis is converted into a pivoting movement of the eccentric and this in turn is converted into a linear movement of the handlebar along the handlebar axis. In an advantageous embodiment, the spindle between the drive and the eccentric-side spindle end is protected against influences from the environment by means of a bellows.

In one embodiment, the spindle drive is designed with a trapezoidal thread and can therefore easily be designed with intrinsic self-locking. In one embodiment, the spindle drive is a ball screw drive and therefore has low intrinsic friction. In one embodiment, a planetary rolling gear is used as a spindle drive, with which a torque transmission for a weak drive and/or for a large travel or a quick actuation can be achieved.

In an advantageous embodiment, the actuator-side spindle end is supported inside the spindle drive by means of an axially movable support bearing. This means that a tipping load on the spindle nut can be reduced transversely to the spindle axis. This is particularly advantageous in an embodiment of the spindle drive with a trapezoidal thread.

In a preferred embodiment, the spindle drive is designed to be self-locking, so that a set wheel position can be maintained without the power output of a drive. In an embodiment of the spindle drive with low intrinsic friction, for example as a ball screw drive, for example, a supplementary, preferably switchable, braking element is provided.

It is further proposed in an advantageous embodiment of the lever eccentric that at least one, preferably both, of the two bearing receptacles of the housing for the eccentric are designed to be closed in a rotationally axially external direction relative to the eccentric.

In one embodiment, a through hole for at least one of the bearing receptacles is formed in the housing for easy assembly. This through hole is closed, for example, by means of a cap, for example with a static seal (preferably an O-ring) and/or with a snap closure. Such a cap is preferably formed from or at least comprising a hard, preferably thermoplastic, plastic.

In the embodiment proposed here, the bearing receptacles are both designed to be closed, i.e. as a blind hole or as a recess. This reduces assembly effort in terms of the number of steps compared to an embodiment with a cap and at the same time creates an intrinsic seal with respect to the environment. Such a component, i.e. the respective housing half, can be produced inexpensively, for example, as a sheet metal part (preferably cold formed) or as a cast part (preferably without post-processing).

In the embodiment with closed bearing receptacles, the eccentric is preferably mounted in a rotationally and axially floating manner, i.e. on the left against an axial force acting to the right and vice versa.

It is further proposed in an advantageous embodiment of the lever eccentric that the handlebar is connected to one another in a force-transmitting manner via its handlebar eye and the first eccentric lever by means of a handlebar bolt with a bolt axis parallel to the axis of rotation, a bolt center and two bolt ends,
wherein at least one, preferably both, of the two bolt ends has a second stop shoulder for rotationally axial support on the eccentric, and / or wherein a second sealing shoulder is preferably formed in a bolt-axially offset manner relative to the second stop shoulder towards the bolt center of the handlebar bolt , and or
wherein preferably a second seal of the handlebar bolt is a hybrid seal.

This second stop shoulder is therefore set up to support the handlebar bolt transversely to the bolt axis, for example by means of a diameter shoulder. The eccentric, preferably the respective eccentric half, then has a corresponding (second) counter-stop, although this is not necessarily formed in one piece. In one embodiment, a (second) thrust washer is provided so that a sufficient diameter overlap can be achieved and/or a suitable material pairing, for example with a suitable corrosion quality gradient and/or with low friction. Such a second stop shoulder is preferably provided on both rotation-axial sides. Due to the (preferably) two eccentric halves, the lever eccentric is also easy to assemble.

In an advantageous embodiment, a second sealing shoulder is also formed, which is offset axially in the center relative to the second stop shoulder. A (second) seal inserted there is therefore well protected from rotational-axial forces and from tilting moments to a transverse axis to the bolt axis. As mentioned at the beginning, the components are exposed to the influences of the environment. By means of the seal on the second seal shoulder, a bearing point can be well protected against the ingress of dirt and water, as well as well against the escape of lubricant. Such a second sealing shoulder is preferably provided on both rotation-axial sides. Due to the (preferably) two eccentric halves, the lever eccentric is also easy to assemble.

In an advantageous embodiment, the second seal is a hybrid seal. Reference is made analogously to the above description of the hybrid seal of the first seal. In one embodiment, the bolt-axial force (lateral force) for supporting the handlebar bolt is absorbed by the sealant sleeve itself. Such a hybrid seal is preferably provided on both sides of the bolt axially. Due to the (preferably) two eccentric halves, the lever eccentric is also easy to assemble.

In one embodiment, no separate stop shoulder and/or sealing shoulder are provided. The seal is then preferably in force-transmitting contact with the respective counter-stop of the eccentric.

It is further proposed in an advantageous embodiment of the lever eccentric that the handlebar can be tilted about the handlebar axis relative to the handlebar bolt.

In this embodiment, the handlebar is supported with its (actuator-side) handlebar eye via a tilting-soft bearing. For example, an elastomeric plastic is used, for example using a sheet metal sleeve, which is preferably overmolded or vulcanized. This sheet metal sleeve is arranged between two layers of an elastomeric plastic. The handlebar bolt is accommodated centrally, with a bolt-axial (position) securing for the handlebar preferably being formed exclusively via the tilt-soft bearing. By means of the tiltable handlebar, the remaining components of the lever eccentric are decoupled from corresponding loads on the handlebar and are therefore well protected from them.

It is further proposed in an advantageous embodiment of the lever eccentric that the linear actuator is counter-mounted on the housing by means of at least one actuator receptacle,
wherein preferably at least one of the bearing receptacles and at least one of the actuator receptacles are enclosed in one piece by the housing, particularly preferably one in each of the housing halves.

In this embodiment, the linear actuator is supported on the vehicle body by means of the housing, i.e. counter-positioned, in order to apply the actuator force to the eccentric.

In an advantageous embodiment, the corresponding receptacles (bearing receptacles and/or actuator receptacles) are formed in one piece with the housing, for example during casting or sheet metal forming. In a particularly preferred embodiment, one housing half comprises the respective receptacle of the relevant side (relative to a central plane).

• - einen Radträger mit einer Radachse zum Aufnehmen eines Fahrzeugrads;
• - eine Fahrzeugkörperanbindung zum Anbinden an einen Fahrzeugkörper und zum relativ zu dem betreffenden Fahrzeugkörper bewegbaren Halten des Radträgers;
• - eine zwischen einem betreffenden Fahrzeugkörper und dem Radträger angeordnete Radfederung für eine gedämpfte Federbewegung des Radträgers relativ zu dem Fahrzeugkörper; und
• - einen Hebelexzenter nach einer Ausführungsform gemäß der obigen Beschreibung zum Anlenken eines auf dem Radträger aufgenommenen Fahrzeugrads mittels seines Lenkers, womit eine Radstellung des aufgenommenen Fahrzeugrads relativ zu dem betreffenden Fahrzeugkörper veränderbar ist.

According to a further aspect, a wheel suspension for a vehicle body for holding a vehicle wheel with a changeable wheel position is proposed, comprising at least the following components:

• - a wheel carrier with a wheel axle for receiving a vehicle wheel;
• - a vehicle body connection for connecting to a vehicle body and for holding the wheel carrier movable relative to the vehicle body in question;
• - a wheel suspension arranged between a relevant vehicle body and the wheel carrier for a damped spring movement of the wheel carrier relative to the vehicle body; and
• - a lever eccentric according to an embodiment according to the above description for articulating a vehicle wheel received on the wheel carrier by means of its handlebar, whereby a wheel position of the received vehicle wheel can be changed relative to the vehicle body in question.

The wheel suspension proposed here is set up for a vehicle wheel, preferably an articulated vehicle wheel, particularly preferably for a propulsion wheel, for example of a motor vehicle. In one embodiment, the articulation by means of the lever eccentric is a changeable wheel position of the steering angle and/or the camber. In an embodiment with adjustability (by means of articulation) of the steering angle, a fixed mechanical coupling between the steering angle and the camber is set via a corresponding lever mechanism. It should be noted that this does not necessarily mean that a fixed positioning ratio is set via the positioning path. Rather, a fixed mechanical coupling can also be used to set a ratio that can be changed via the adjustment path, although a fixed ratio is set for each position. In one embodiment, there are two lever eccentrics for each vehicle wheel to adjust the camber and/or the steering angle seen, with one lever eccentric being assigned to a (covered) handlebar.

The wheel carrier, for example, is of conventional design or at least conventional in terms of its function. For example, by means of the wheel carrier, a wheel, commonly referred to as a wheel rim, can be picked up and detached with little effort for a (for example tire) change. In an advantageous embodiment, the wheel position of the wheel carrier and the vehicle wheel accommodated is identical, i.e. the wheel carrier (or its wheel side) and the vehicle wheel are fixed to one another. The wheel carrier (or its side of the vehicle) and the vehicle wheel can then only be moved relative to one another around their wheel axis (that is: rotatable around the wheel axis). A change in the wheel position then only concerns a change in one (single of possibly several) angles between the wheel axle and the vehicle body.

The wheel suspension allows movement of the vehicle wheel relative to the vehicle body, for example along a single (spring) axis. In one embodiment, this single axis is parallel to the vertical axis or slightly inclined thereto, for example along a normal camber of the vehicle wheel, about which the wheel position can be changed in one or in both angular directions by means of the lever eccentric. In one embodiment, this axis with vector component is tilted in the longitudinal direction, for example (in a side view from the outside of the vehicle and designation of the angle as positive in the clockwise direction) with a positive inclination, relative to the vehicle body connection (a so-called lead or lag). For example, the wheel suspension is formed by a spring strut and the wheel suspension is designed as a double wishbone suspension or multi-link suspension or 5-link suspension. It should be noted that, if necessary, a toe angle deviating from a parallel alignment to the longitudinal axis is formed, preferably variable via a steering angle between two vehicle wheels of a common vehicle axle. These angles on the vehicle wheel influence the design and/or operation of the lever eccentric.

The vehicle body connection is preferably formed by the housing, preferably each housing half is connected directly to the vehicle body. The vehicle body connection has a suitable rigidity so that forces can be absorbed sufficiently elastically, but a relative movement between the housing and the vehicle body is negligible for a regular load.

• - einen Fahrzeugkörper;
• - eine Mehrzahl von Fahrzeugrädern, von welchen zumindest eines mittels einer Radaufhängung nach einer Ausführungsform gemäß der obigen Beschreibung an dem Fahrzeugkörper gehalten ist;

• - eine Lenkeinrichtung; und
• - einen Antriebsstrang mit zumindest einer Traktionsmaschine,

wobei zum Vortrieb des Kraftfahrzeugs ein Drehmoment von der zumindest einen Traktionsmaschine des Antriebsstrangs an zumindest eines der Fahrzeugräder abgebbar ist, und
wobei eine zu dem Fahrzeugkörper relative Radstellung des zumindest einen mittels der Radaufhängung gehaltenen Fahrzeugrads mittels der Lenkeinrichtung veränderbar ist.According to a further aspect, a motor vehicle is proposed having at least the following components:

• - a vehicle body;
• - a plurality of vehicle wheels, at least one of which is held on the vehicle body by means of a wheel suspension according to an embodiment as described above;

• - a steering device; and
• - a drive train with at least one traction machine,

wherein to propel the motor vehicle, a torque can be delivered from the at least one traction machine of the drive train to at least one of the vehicle wheels, and
wherein a wheel position relative to the vehicle body of the at least one vehicle wheel held by the wheel suspension can be changed by means of the steering device.

The motor vehicle is, for example, a passenger car, a truck or a motorized two-wheeler. The vehicle body includes or carries, for example, a passenger cell for at least one passenger. Alternatively or additionally, a cargo cell for goods is included or carried by the vehicle body. The vehicle body can be set up in a rollable manner on a surface by means of the vehicle wheels, with at least one of the vehicle wheels, preferably at least two vehicle wheels of a common vehicle axle, being fastened in an adjustable manner relative to the vehicle body by means of the wheel suspension, as described above.

The motor vehicle has a drive train for propelling the motor vehicle, for which purpose at least one of the vehicle wheels is designed as a propulsion wheel and is connected to the drive train in a torque-transmitting manner with the at least one traction machine. The torque that can be delivered by the at least one traction machine is delivered directly (for example in the case of a wheel hub drive) or via a transmission to the at least one driving wheel.

The motor vehicle proposed here is equipped with a compact, preferably light, and agile lever eccentric, which enables the camber and/or the steering angle of one of the vehicle wheels to be dynamically changed. At the same time, the lever eccentric is an assembly that can be produced cost-effectively.

• 1: ein Hebelexzenter in einer seitlichen Schnittansicht in einer ersten Stellung;
• 2: der Hebelexzenter gemäß 1 in einer seitlichen Schnittansicht in einer zweiten Stellung;
• 3: der Hebelexzenter gemäß 1 und 2 in einer räumlichen Schnittansicht;
• 4: der Hebelexzenter gemäß 3 in einer Schnittansicht von außen bei dem Hebel-Ende des ersten Exzenterhebels;
• 5: eine Detailansicht der linken Lageraufnahme gemäß 4;
• 6: der Hebelexzenter gemäß 1 und 2 in einer Schnittansicht von oben bei dem Hebel-Ende des zweiten Exzenterhebels;
• 7: der Hebelexzenter gemäß 6 in einer Schnittansicht von außen bei dem Hebel-Ende des ersten Exzenterhebels;
• 8: eine Detailansicht der linken Lageraufnahme gemäß 7; und
• 9: ein Kraftfahrzeug mit einer Mehrzahl von Radaufhängungen.

The invention described above is discussed below in the relevant technical background Reason explained in detail with reference to the associated drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, although it should be noted that the drawings are not true to size and are not suitable for defining size relationships. It is presented in

• 1 : a lever eccentric in a side sectional view in a first position;
• 2 : the lever eccentric according to 1 in a side sectional view in a second position;
• 3 : the lever eccentric according to 1 and 2 in a spatial sectional view;
• 4 : the lever eccentric according to 3 in a sectional view from the outside at the lever end of the first eccentric lever;
• 5 : a detailed view of the left bearing mount according to 4 ;
• 6 : the lever eccentric according to 1 and 2 in a sectional view from above at the lever end of the second eccentric lever;
• 7 : the lever eccentric according to 6 in a sectional view from the outside at the lever end of the first eccentric lever;
• 8th : a detailed view of the left bearing mount according to 7 ; and
• 9 : a motor vehicle with a plurality of wheel suspensions.

In 1 a lever eccentric 1 is shown in a side sectional view in a first position. In the illustration, on the left, the vehicle body connection 41 is formed by the housing 4 (here the right housing half 16, referred to only once pars-pro-toto in the following figures). In the illustration, the handlebar 6 is on the right with its handlebar axle 7 directed outwards.

The linear actuator 14 here is a spindle drive 22 with a spindle 25 which can be moved along its spindle axis 23 (up and down as shown here), which has an actuator-side spindle end 26 (at the bottom as shown) and an eccentric-side spindle end 27 (at the top as shown). ), wherein the eccentric-side spindle end 27 is connected to the lever end of the second eccentric lever 11 in a force-transmitting manner. The spindle nut 24 is fixed axially in the spindle and can be rotated by a rotary electric drive machine 47 for moving the spindle 25 by means of the thread (here trapezoidal thread). In the (purely optional) embodiment shown, a support bearing 28 is provided on the actuator-side spindle end 26, which is also fixed against rotation about the spindle axis 23, here by means of a rail aligned axially with the spindle. The linear actuator 14 is counter-supported by means of an actuator receptacle 38 (the right one visible here), this actuator receptacle 38 being formed by the housing 4 (or here the right actuator receptacle 38 by the right housing half 16), so that the linear actuator 14 is connected indirectly via the housing 4 the vehicle body 5 (not shown, compare 9 ) is supported. Preferably, the left housing half 15 is formed with the corresponding elements in a mirror-symmetrical manner. The spindle 25 or its thread, which, depending on the position, is also located outside the electric drive machine 47, is here encapsulated from the environment 49 by a bellows 48.

The eccentric 8 is designed here as a round disc-like element. Central to the eccentric 8 is the axis of rotation 9, around which a pivoting movement 50 can be carried out and can be initiated by the linear actuator 14. With a corresponding lever length, the first eccentric lever 10 is connected with its lever end by means of a handlebar bolt 29 to the handlebar 6 via its handlebar eye 34 in a force-transmitting manner. With a corresponding lever length, the second eccentric lever 11 is connected with its lever end to the eccentric-side spindle end 27 in a force-transmitting manner. In the embodiment shown, the lever length of the two eccentric levers 10, 11 is different (purely optional), namely the first eccentric lever 10 of the handlebar 6 is significantly shorter, for example by a factor of 5, than the second eccentric lever 11 of the linear actuator 14. It should be noted that that due to the eccentric 8, the spindle force is almost constant over an adjustment path for the handlebar 6. This is a clear advantage of this arrangement compared to an eccentric-axial rotary drive.

In the (first) position shown, the spindle 25 of the linear actuator 14 is maximally extended along the spindle axis 23 and thus the handlebar 6 is displaced maximally outward (to the right as shown) along the handlebar axis 7.

In 2 is the lever eccentric 1 according to 1 shown in a side sectional view in a second position. Please refer to the previous description for details. In the (second) position shown, the spindle 25 of the linear actuator 14 is approximately halfway retracted along the spindle axis 23 and the handlebar 6 is thus arranged centrally in its actuating movement along the handlebar axis 7.

In 3 is the lever eccentric 1 according to 1 and 2 shown in a spatial sectional view, with the handlebar axle 7, the bolt axle 30 and the articulation axis 51 of the connection of the spindle 25 to the second eccentric lever 11 lie in the (kinked) cutting plane and the spindle axis 23 can also be clearly seen. The basic functionality and connections can be found in the description above 1 and 2 referred. It should be noted that mirrored components in this and the following figures are each provided with only a single reference number for better clarity.

Here you can also see the left housing half 15 of the housing 4 (as shown and therefore designated as such here and throughout the description) as well as the right eccentric half 18. The two housing halves 15,16 are screwed together here. In this (purely optional) embodiment, the eccentric halves 17, 18 are aligned with one another solely by means of the housing 4 and aligned with one another (synchronized) by means of the handlebar 6 (or its handlebar bolt 29) and by means of the eccentric-side spindle end 27. In this embodiment, the left housing half 15 has a left bearing holder 12 for the left eccentric half 17, and the right housing half 16 has a right bearing holder 13 for the right eccentric half 18. The bearing receptacles 12, 13 are designed as through holes, which are closed with a snap lock relative to the environment 49 by means of (for example thermoplastic) caps 52 and sealed by means of an O-ring 53 each. In this advantageous embodiment, within the space enclosed by the respective cap 52, a locking ring 54 (here purely optionally by means of a third thrust washer 57) secures the respective eccentric half 17, 18 in a rotation-axial manner to the associated housing half 15, 16.

In this embodiment, a first sealing shoulder 20 or a second sealing shoulder 36 is formed on both eccentric halves 17, 18 corresponding to the bolt-axial outside, as well as the handlebar bolt 29, on the left (at the left bolt end 32) and on the right (at the right bolt end 33). , in which a first seal 21 designed as a hybrid seal is accommodated. The sealing lip 58 of the first seal 21 interacts directly with a corresponding (here integrally formed) first counter-stop 59 of the respective housing half 15, 16. The first seal 21, with its (first) sealant sleeve 60, forms the static sealing seat on the respective first seal shoulder 20 of the respective eccentric half 17, 18. The sealing lip 61 of the second seal 37 interacts directly with a corresponding (here integrally formed) second counter-stop 62 of the respective eccentric half 17, 18. The second seal 37, with its (second) sealant sleeve 63, forms the static sealing seat on the respective second seal shoulder 36 on the respective bolt-axial side of the handlebar bolt 29.

In the embodiment shown, each eccentric half 17, 18 is mounted (purely optionally) to the respective housing half 15, 16 on the corresponding bearing holder 12, 13 by means of a locking ring 54.

Furthermore, it can be seen here that the handlebar eye 34 is connected to the handlebar bolt 29 in a force-transmitting manner by means of a tiltable elastomeric joint. The elastomeric joint has a first and a second layer of an elastomeric plastic (in the rest position) concentric to the bolt axis 30, which are separated from one another by a, preferably overmolded, (sheet metal) sleeve. Due to the shape of the handlebar pin 29 and the elastomeric joint, the handlebar 6 is bolt-axially secured relative to the handlebar pin 29, but at the same time can be tilted about the handlebar axis 7.

The eccentric-side spindle end 27 is here pivotally mounted relative to the eccentric halves 17, 18 by means of a T-piece, of which an articulation axis 51 is formed transversely to the spindle axis 23. In another advantageous embodiment, a bolt with the articulation axis 51 is formed by at least one eccentric half instead of the T-piece, this bolt particularly preferably being provided with an internal thread for fixing the two eccentric halves to one another by means of a screw. The eccentric-side spindle end 27 then has a corresponding sleeve. The actuator mount is also in an analogous manner (compare 1 and 2 ) can be designed with a sleeve or a T-piece.

In the exemplary embodiment shown, all bearing points are formed by bearing bushes, which also have an axially inner edge (towards the center of the bolt 31 or to the central plane of the housing 4), by means of which a low-friction axial bearing is formed for the respective element. For example, the bearing bushes are sintered parts that are soaked with a lubricant, such as bearing grease.

In 4 is the lever eccentric 1 according to 3 shown in a sectional view from the outside at the lever end of the first eccentric lever 10. Please refer to the previous description for details. In this sectional plane it can be clearly seen that no explicit sealing shoulders are formed for the seals 21,37 and therefore the seals 21,37 directly (via their sealant sleeves 60,63, compare 5 ) with the respective counter stop 59.62 in force transmitted are in contact. Here it can also be clearly seen how, in the space enclosed by the respective cap 52, the locking ring 54 (here purely optionally by means of a third thrust washer 57) secures the respective eccentric half 17, 18 to the associated housing half 15, 16 in a rotation-axial manner.

In 5 is a detailed view of the left bearing holder 12 according to 4 , i.e. with a cap 52 and a locking ring 54, and without a separate stop shoulder and sealing shoulder for the first seal 21 and for the second seal 37. Here you can also see the first bearing bushing 64 for the (here left) eccentric half 17 and the second bearing bushing 65 for the (here left) bolt end 32. The bearing bushes 64,65 are each designed with an edge 66,67, on which the respective seal 21,37 is supported and above that the (left) eccentric half 17 or the handlebar bolt 29. The force transmission is carried out by the sealant sleeve 60,63, which at the same time also forms the static seal. The dynamic seal is formed by the sealing lip 58.61 to the respective counter-stop 59.62. The (left) eccentric half 17 opens into the space sealed by the cap 52 using an O-ring 53, which is secured in a rotation-axial manner by means of the locking ring 54 and a (third) thrust washer 57. The (left) bolt end 32 of the handlebar bolt 29 also opens into this space sealed by the cap 52. The description preferably applies analogously to the right side.

In 6 is the lever eccentric 1 according to 1 and 2 shown in a sectional view from above at the lever end 2 of the second eccentric lever 11. The embodiment is (purely for the sake of clarity and easier understanding) without excluding the generality as far as possible with that in 3 Embodiment shown is identical, so that reference is made to the description there.

Here (even if not cut through the center of the eccentric 8) the first seal 21 can be clearly seen, from which a static sealing seat is formed on a first seal shoulder 20 of the respective eccentric half 17, 18. Here too, the first seal 21 is designed as a hybrid seal. Furthermore, here (unlike in the embodiment according to 3 ) a first stop shoulder 19 is formed on the respective eccentric half 17,18, so that the tasks of sealing and axial storage are clearly separated from one another here. In this embodiment, a first thrust washer 55 is provided (purely optionally), specifically for a larger contact surface with good mountability and good compactness, a better material pairing and/or lower friction.

In 7 is the lever eccentric 1 according to 6 shown in a sectional view from the outside at the lever end 1 of the first eccentric lever 10. Please refer to the previous description for details. Here the second seal 37 can be clearly seen, from which a static sealing seat is formed on a second seal shoulder 36 bolt-axially on both sides of the bolt center 31 of the handlebar bolt 29. Here too, the second seal 37 is designed as a hybrid seal. Furthermore, here (unlike in the embodiment according to 3 ) a second stop shoulder 35 is formed towards the respective eccentric half 17,18, so that the tasks of sealing and axial storage are clearly separated from one another here too. In this embodiment, a second thrust washer 56 is provided (purely optionally), specifically for a larger contact surface with good mountability and good compactness, a better material pairing and/or lower friction.

In this sectional plane it can also be clearly seen that the eccentric halves 17, 18 are formed from identical raw parts, with the respective (lower) recess with a rotation-axial extension being prepared to form a bearing opening for the handlebar bolt 29, as shown on the each other side (based on the bolt center 31) is formed. This bearing opening is lined with a bearing bush.

With reference to the same sectional view as in 4 It should be noted that the embodiment with cap 52 and locking ring 54 (compare there) and the embodiment with sealing shoulders 20,36 and/or stop shoulders 19,35 can be combined with one another. In an embodiment without a rigid connection between the eccentric halves 17, 18, the use of a locking ring 54 is advantageous in order to prevent independent slipping and/or tilting of the eccentric halves 17, 18 relative to one another.

In 8th is a detailed view of the left bearing holder 12 according to 7 , i.e. with a closed (here left) housing half 15, as well as with a separate first stop shoulder 19 and first seal shoulder 20 for the first seal 21 of the (here left) eccentric half 17 and a separate second stop shoulder 35 and second seal shoulder 36 for the second seal 37 of the (here left) bolt end 32, shown. Here you can also see the first bearing bushing 64 for the (here left) eccentric half 17 and the second bearing bushing 65 for the (here left) bolt end 32. The bearing bushes 64.65 are also each designed with an edge 66.67. The first edge 66 is supported on the first stop shoulder 19 of the (left) eccentric half 17 by means of a (purely optional) first thrust washer 55. The second edge 67 is by means of a (purely optional) second thrust washer 56 is supported on the second stop shoulder 35 of the (left) bolt end 32. The power transmission is not carried out by the respective sealant sleeve 60,63. Rather, the first seal 21 is accommodated in a statically sealing manner on a separate first sealing shoulder 20 and the second seal 37 on a separate second sealing shoulder 36. It should be noted that a simple seal 21,37 without a sealant sleeve 60,63 can also be used here; because between the respective sealant sleeve 60,63 and the associated thrust washer 55,56 a game is preferably provided to avoid a double fit. The dynamic seal is formed by the sealing lip 58.61 to the respective counter-stop 59.62. The description preferably applies analogously to the right side.

It should be noted that for each seal 21, 37 and for each stop, regardless of the embodiment of the mounting of the eccentric 8 or the handlebar bolt 29, the variant according to 5 or this one 8th is usable. In addition, this is independent of the choice with or without locking ring 54.

In 9 a motor vehicle 43 with a plurality of wheel suspensions 2 is shown in a schematic plan view, the longitudinal axis 68 of the motor vehicle 43 running horizontally as shown and being shown at the right rear and left front. The motor vehicle 43 shown has a steering device 44 at the front for a front vehicle axle with two vehicle wheels 3 (here with reference numbers to the purely schematic steering wheel as an optional embodiment). At the rear, the motor vehicle 43 has a drive train 45 with a traction machine 46 for its propulsion, which transmits torque to two vehicle wheels 3 on a rear vehicle axle by means of a transmission 69 (preferably including a differential). Each vehicle wheel 3 is suspended from the vehicle body 5 via a wheel suspension 2 by means of a central wheel carrier 39 with a wheel axle 40 (shown here only on the front vehicle wheels 3). Wheel suspension 42 is also only indicated at the front with a circle. In this motor vehicle 43, for example, there is a lever eccentric 1 at the front left and right of the longitudinal axis 68 (compare one of 1 until 7 ) from the wheel suspension 2, in order to adjust a camber depending on the existing steering angle (here a steering angle is indicated by means of the steering device 44 to the right), i.e. the inclination of the vehicle wheel 3 to the vertical on a driving surface or the vertical axis (perpendicular to the image plane) of the motor vehicle 43 to adapt highly dynamically. For example, at the rear of the respective wheel suspension 2 there is a lever eccentric 1 (compare one of 1 until 7 ) in order to dynamically adapt a steering angle (in this case for a right turn) on the rear vehicle wheels 3 to the steering angle of the front vehicle wheels 3 (compared to that output by the steering device 44). If necessary, the camber is also adjusted on the rear vehicle wheels 3, using the same lever eccentric 1 for a (smaller) steering angle as described above, an additional or only a lever eccentric 1 intended for this purpose. In one embodiment, a tie rod is articulated by the lever eccentric 1 and This means that a sufficiently large angle can be achieved so that the (at least one) lever eccentric 1 can be used in addition to or instead of a conventional steering device 44 on a vehicle wheel 3, for example for a steer-by-wire application.

The inexpensively manufactured lever eccentric proposed here makes it possible to change a wheel position quickly and efficiently in a compact installation space.

Reference symbol list

1

Lever eccentric

2

suspension

3

vehicle wheel

4

Housing

5

vehicle body

6

Handlebars

7

Handlebar axle

8th

eccentric

9

Axis of rotation

10

first eccentric lever

11

second eccentric lever

12

left bearing mount

13

right bearing mount

14

Linear actuator

15

left half of the housing

16

right half of the housing

17

left eccentric half

18

right eccentric half

19

first landing paragraph

20

first seal paragraph

21

first seal

22

Spindle drive

23

Spindle axis

24

spindle nut

25

spindle

26

actuator-side spindle end

27

eccentric-side spindle end

28

Support bearing

29

Handlebar bolt

30

Bolt axle

31

Bolt center

32

left bolt end

33

right bolt end

34

Handlebar eye

35

second landing paragraph

36

second seal paragraph

37

second seal

38

right actuator mount

39

Wheel carrier

40

wheel axle

41

Vehicle body connection

42

Wheel suspension

43

motor vehicle

44

Steering device

45

Drivetrain

46

Traction machine

47

electric drive machine

48

Bellows

49

Vicinity

50

Pivoting movement

51

Articulation axle

52

cap

53

O-ring

54

Circlip

55

first thrust washer

56

second thrust washer

57

third thrust washer

58

first sealing lip

59

first counter attack

60

first sealant sleeve

61

second sealing lip

62

second counterattack

63

second sealant sleeve

64

first bearing bush

65

second bearing bush

66

first edge

67

second edge

68

Longitudinal axis

69

transmission

Claims (10)

Lever eccentric (1) for a wheel suspension (2) for changing a wheel position of a vehicle wheel (3), having at least the following components: - a housing (4) for connecting to a vehicle body (5); - a handlebar (6) with a handlebar axle (7) for steering a vehicle wheel (3); - an eccentric (8) with an axis of rotation (9) and a first eccentric lever (10) and a second eccentric lever (11), via which the eccentric (8) is mounted in two bearing receptacles (12, 13) of the housing (4) and to Articulation of the handlebar (6) via the first eccentric lever (10) is connected in a force-transmitting manner; and - a linear actuator (14), which is connected to the eccentric (8) in a force-transmitting manner for adjusting the eccentric (8) via the second eccentric lever (11), characterized in that the housing (4) comprises two housing halves (15, 16). , which are arranged rotationally axially next to each other. lever eccentric (1). Claim 1 , wherein the eccentric (8) comprises two eccentric halves (17, 18), which are arranged axially on both sides of the handlebar (6), the linear actuator (14) preferably being axially between the two eccentric halves (17, 18) with the eccentric (8). is connected in a force-transmitting manner, and/or wherein preferably the blank for both eccentric halves (17, 18) is identical. lever eccentric (1). Claim 2 , wherein at least one, preferably both, of the two eccentric halves (17, 18) has a first stop shoulder (19) for rotation-axial support on the housing (4), preferably in relation to the first stop shoulder (19) towards the rotation-axial A first sealing shoulder (20) is formed offset in the middle of the eccentric (8), and/or wherein preferably a first seal (21) of the eccentric (8) to the housing (4) is a hybrid seal. Lever eccentric (1) according to one of the preceding claims, wherein the linear actuator (14) comprises a spindle drive (22) with a spindle axis (23), wherein the spindle drive (22) comprises a spindle-axially fixed spindle nut (24) and a spindle-axially movable spindle (25) with an actuator-side spindle end (26) and an eccentric-side spindle end (27), wherein the spindle (25) is connected to the second eccentric lever (11) in a force-transmitting manner, the actuator-side spindle end (26) preferably having an axially movable support bearing (28). Lever eccentric (1) according to one of the preceding claims, wherein at least one, preferably both, of the two bearing receptacles (12, 13) of the housing (4) for the eccentric (8) are closed in a rotationally axially outward direction relative to the eccentric (8). are carried out. Lever eccentric (1) according to one of the preceding claims, wherein by means of a handlebar bolt (29) with a bolt axis (30) parallel to the axis of rotation (9), a bolt center (31) and two bolt ends (32,33) of the handlebar (6) via its handlebar eye (34) and the first eccentric lever (10) are connected to each other in a force-transmitting manner, wherein at least one, preferably both, of the two bolt ends (32, 33) has a second stop shoulder (35) for rotation-axial support on the eccentric (8), and/or wherein a second sealing shoulder (36) is preferably formed axially offset from the second stop shoulder (35) towards the bolt center (31) of the handlebar bolt (29), and/or wherein preferably a second seal (37) of the handlebar bolt (29) is a hybrid seal. Lever eccentric (1) according to one of the preceding claims, wherein the handlebar (6) can be tilted relative to the handlebar pin (29) about the handlebar axis (7). Lever eccentric (1) according to one of the preceding claims, wherein the linear actuator (14) is counter-mounted on the housing (4) by means of at least one actuator receptacle (38), wherein preferably at least one of the bearing receptacles (12, 13) and at least one of the actuator receptacles (38) are integrally enclosed by the housing (4), particularly preferably one in each of the housing halves (15, 16). Wheel suspension (2) for a vehicle body (5) for holding a vehicle wheel (3) with a changeable wheel position, comprising at least the following components: - a wheel carrier (39) with a wheel axle (40) for receiving a vehicle wheel (3); - a vehicle body connection (41) for connecting to a vehicle body (5) and for holding the wheel carrier (39) movable relative to the relevant vehicle body (5); - a wheel suspension (42) arranged between a relevant vehicle body (5) and the wheel carrier (39) for a damped spring movement of the wheel carrier (39) relative to the vehicle body (5); and - a lever eccentric (1) according to one of the preceding claims for articulating a vehicle wheel (3) received on the wheel carrier (39) by means of its handlebar (6), whereby a wheel position of the received vehicle wheel (3) can be changed relative to the vehicle body (5) in question is. Motor vehicle (43), comprising at least the following components: - a vehicle body (5); - A plurality of vehicle wheels (3), at least one of which has a wheel suspension (2). Claim 9 is held on the vehicle body (5); - a steering device (44); and - a drive train (45) with at least one traction machine (46), wherein a torque can be delivered from the at least one traction machine (46) of the drive train (45) to at least one of the vehicle wheels (3) to propel the motor vehicle (43), and wherein a wheel position relative to the vehicle body (5) of the at least one vehicle wheel (3) held by the wheel suspension (2) can be changed by means of the steering device (44).

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