DE10338625A1 - Individual wheel suspension for vehicle axle has one cross rod per wheel curved between two articulated points on vehicle structure to help break down front impact crash forces - Google Patents

Abstract

The wheel suspension has wheel-guiding cross or inclined rods (50) which support the wheels on wheel supports (80) and of which one rod per wheel is curved between two articulated points (21, 41) on the vehicle structure. The rod has a curved section along at least two thirds of the distance between two articulated points. The centre line (1) of the curved section from an imaginary connecting line (4) between two end points (2, 3) of the curved section has a maximum distance (6) amounting to at least 20% of the length of the connecting line. The part of the joint on the structural side has a bearing sleeve arranged roughly coaxial with a swivel pin on the rod side.

Description

The The invention relates to an independent wheel suspension for a vehicle axle with wheel-guiding transverse or semi-trailing arms, the wheels on wheel carriers store articulated and of which at least one handlebar per wheel between two on the vehicle body - in Driving direction at least approximately one after the other Curved joints or bent executed is.

at the accident mechanical processes in the area of head-on collisions means the block formation of the chassis a special risk of injury for the front seated vehicle occupants. The creaking of the front end is often obstructed in the area of the chassis connection. The relatively stiff Chassis parts together with the handlebar connections form a block, which can be deformed only a little and often as a whole presses on the front wall of the passenger compartment. In The result is reduced to a little impact energy and the other reduces the suspension pressing against the front wall footwell, which There is an elevated there Injury risk results.

This is from the DE 44 13 636 A1 a handlebar of a suspension known. This handlebar is designed as a bending strut so that it changes its cross section in the buckling zone during buckling under overload. The change causes a lowering of the moment of resistance, so that the buckling accelerates.

Of the The present invention is therefore based on the problem of developing an independent suspension, their wheel-bearing and wheel-guiding Components are attached to the vehicle body so that they in the case of Accident without block formation assisting the crash process by consuming shot energy. Also should the independent suspension economical to be finished and easy to assemble.

The Problem is solved with the features of the main claim. To the driver points to at least two thirds of one between two Joint located distance on a curved portion. The centerline of the curved section has an imaginary one Connecting line between two endpoints of the curved section a maximum distance of at least 20% of the length of the Connecting line is.

Of the curved portion of the handlebar is with respect to its curvature, its Material and its cross-section dimensioned so that the handlebar accident in the area of the curved Section buckles and folds, provided the crash direction by less as 50 degrees of angle from the direction of the connecting line between deviates two end points of the bent portion and the the Handlebars bearing joints due to their structural design Do not release from the vehicle body. The curvature direction of the section can be chosen arbitrarily.

is the handlebar with the curved Section e.g. Part of a strut, the curvature can be added a one-sided accidental Ausknüpfbarkeit a joint warehouse used to prevent the accidental deformation of the front end to influence at least in certain areas. The corresponding vehicle body side Joint part moves with the shortening of the front car relative to Chassis side hinge part on a curved path on the front wall the passenger compartment too. With the curvature of the track, the position of the strut for certain deformation processes be manipulated.

Further Details of the invention will become apparent from the dependent claims and the following description of schematically illustrated embodiments:

1 : Independent suspension with two wishbones;

2 : Lower wishbone;

3 : Lower wishbone with pushed-off bearing sleeve.

The 1 shows an independent suspension of a steered double pendulum axle with different lengths, for example, not parallel to each other wishbones ( 10 . 50 ). Both wishbones ( 10 . 50 ) are via a wheel carrier ( 80 ) coupled to each other articulated. The lower wishbone ( 10 ) is supported by a spring shock absorber leg ( 90 ) on the vehicle body.

In the 2 and 3 is the lower wishbone ( 10 ). He's after 1 two body-side joints ( 21 . 41 ), a joint ( 43 ) for the spring-damper leg coupling and a wheel-side joint ( 46 ). The wishbone ( 10 ) is, for example, a wishbone, the front body-side triangle tip in the region of the joint ( 21 ) in a, for example, slim, curved longitudinal arm ( 12 ), whose joints ( 21 . 41 ) are aligned approximately one behind the other in the vehicle longitudinal direction. For example, the center of the front joint ( 21 ), of which in 1 only the joint sleeve is shown, ge over an imaginary straight line that passes through the middle of the joint ( 41 ), about 15% of the shortest, between the joints ( 21 . 41 ) Distance offset in the vertical and / or horizontal direction are offset.

The wishbone ( 10 ) consists primarily of three arms ( 12 . 14 . 15 ). Between the joint sleeves ( 21 ) and ( 41 ) is the longitudinal arm ( 12 ), while between the joint sleeve ( 41 ) and the joint sleeve ( 44 ) the rear cross arm ( 14 ) is arranged. For mutual support of the longitudinal arm ( 12 ) and the rear transverse arm ( 14 ) starts at the joint sleeve ( 44 ) another transverse arm ( 15 ), for example, in the middle region of the longitudinal arm ( 12 ) ends. The poor ( 12 . 14 . 15 ) have, for example, over wide areas of their longitudinal extent circular, oval or elliptical cross-sections. The areas of the cross sections sway here, for example, in a 10% range. The individual adjacent cross-sections have centroids, for example, the longitudinal arm ( 12 ) on its center line ( 1 ) or neutral phase.

The longitudinal arm ( 12 ) as a largely oriented in the vehicle longitudinal direction part of eg lower arm ( 10 ) has a centerline ( 1 ) which lies in a vertical plane and is curved upwards there. Thus, if the curvature is constant, the center of curvature of the midline bend lies in said vertical plane below one through the ends (FIG. 2 . 3 ) of the center line ( 1 ) connecting line ( 4 ). The curvature does not have to be over the whole between the joint sleeves ( 21 ) and (41). The connecting line ( 4 ) may be 33% shorter than that between the sleeves ( 21 . 41 ) located distance.

Of Furthermore, it is not necessary for the curvature to have a constant radius has or lies in one plane.

If the vehicle experiences an accidental deformation from the front in the vehicle's longitudinal direction, the joint moves ( 21 ) on the joint ( 41 ) too. The preset curvature of the section ( 13 ) leads to a buckling of the longitudinal arm ( 12 ) in this area. In the exemplary embodiment, the longitudinal arm bulges ( 12 ) upwards and folds together. As a result, a so-called. Block formation of the chassis is avoided.

The in the 2 and 3 illustrated handlebars ( 10 ) is also curved, but should not bump in an accident in the first place. For this purpose, the joint ( 21 ) in combination with the longitudinal arm ( 12 ) a special design.

The joint ( 21 ) is primarily a pivot joint, the handlebar side of a on the control arm ( 10 ) integrally formed pivot pin ( 11 ) consists. The pivot pin ( 11 ) lies here in the extension of the longitudinal arm ( 12 ). On the cylindrical pivot ( 11 ) sits a rubber-elastic intermediate element ( 31 ), see. 3 , The intermediate element ( 31 ) is for example a rubber element ( 32 ), which via a plain bearing sleeve ( 33 ) pivotable on the pivot pin ( 11 ) is arranged.

The rubber element ( 32 ) sits in the normal state in a bearing sleeve ( 23 ), the part of the vehicle body by means of screws ( 25 ) fixed bearing blocks ( 22 ). To 3 For example, it is a two-waisted component, which, for example, on its outer contour two annular grooves concentric with its center line (FIG. 35 . 36 ) having. The annular grooves ( 35 . 36 ) divide the rubber element ( 32 ) in three areas. The front ( 37 ) and the rear area ( 39 ) are disk-shaped, while the middle area ( 38 ) is executed crowned. The rubber element ( 32 ) sits in the assembled state so in the cylindrical inner bore ( 24 ) of the bearing sleeve ( 23 ) that all three areas ( 37-39 ) non-positively - eg by vulcanization on the bearing sleeve ( 23 ) - at the inner bore ( 24 ) issue. The areas ( 37 ) and ( 39 ) close the bearing sleeve ( 23 ) in the area of their faces against the ingress of dirt.

Instead of a conventional elastomeric bearing can also be a hydraulic steamed Rubber-metal bearings are used.

at The latter is at least part of the cavities of the bearing with a hydraulic Liquid filled.

Possibly. can the areas ( 37-39 ) at least partially positively in the bore ( 24 ) can be arranged.

At the wheel-side bar tip are two holes ( 44 . 47 ) and a clamp ( 18 ) arranged. The seated at the free end, approximately vertically aligned bore ( 47 ) serves to receive a joint ball ( 48 ) for mounting the wheel carrier ( 80 ), see. 1 , The approximately horizontally oriented bore is superimposed on a rubber element, a spring-strut ( 90 ) extending fork ( 93 ). The cavity of the fork, for example, penetrates a drive shaft.

Between the holes ( 44 ) and ( 47 ) is from the wishbone ( 10 ) forward a clamp ( 18 ). The clamp ( 18 ) closes with the vehicle longitudinal direction an angle of about 45 °. It has a half cylinder shell-shaped inner contour ( 19 ) and serves to connect a stabilizer arm, not shown. The stabilizer arm then sits over Rubber bearing in this clamp ( 18 ). By means of another - not shown - clamp the rubber bearing is surrounded annularly.

Above the wishbone ( 10 ) is the horseshoe-shaped, for example, the spring-strut ( 90 ) guided around open wishbones ( 50 ) arranged. This wishbone ( 50 ), which has an I-shaped cross-sectional profile, is supported by two equivalent body-side joints ( 51 ) and ( 52 ) on the vehicle body. The wheel-side joint ( 53 ) of the control arm ( 50 ) is in the zone of maximum steering curvature. There is a spherical cap arranged in the one on Radler ( 80 ) engages attached ball head.

Between the spherical cap of the upper arm ( 50 ) and the ball ( 48 ) of the lower arm ( 10 ) is the wheel carrier ( 80 ) pivotally mounted. The wheel carrier ( 80 ) consists of a ring ( 81 ) for receiving the wheel bearing, on which three cantilevers ( 82-84 ) are formed. An upwardly directed cantilever ( 82 ) carries at its free end in the spherical cap of the wishbone ( 50 ) matching ball joint. A downwardly oriented shorter cantilever ( 83 ) carries a the ball ( 48 ) surrounding spherical cap ( 86 ). A third cantilever arm ( 84 ) stands to the rear of the ring ( 81 ). He is a lane lever.

In the case of an accident-related shortening of the front suspension supporting the suspension prevents, inter alia, the body-side linkage of the lower arm ( 10 ) a so-called. Block formation of the chassis. In a corresponding shortening process of the front vehicle body of the bearing block ( 22 ) is moved in the direction of the passenger compartment front wall. The bearing sleeve ( 23 ) of which on the pivot pin ( 11 ) seated rubber element ( 32 ) deported. The bearing sleeve ( 23 ) slides on the longitudinal arm ( 12 ) until they reach the rearward widening arm ( 12 ) possibly also comes under a self-deformation to the plant. The front end can be shortened almost unhindered by the chassis. As a result, the suspension can create a relatively large area on the front wall of the passenger compartment, without penetrating into this as a bulky block.

While the bearing block ( 22 ) on the longitudinal arm ( 12 ) slides along, is - if the bearing block due to a corresponding attachment in the front end in the vertical direction only slightly accidentally moved - the handlebar ( 10 ) due to the upwardly curved curvature in the section ( 13 ) around the joints ( 41 ) and ( 44 ) pivoting pivot axis pivoted downwards. As a result, tilted forward in the lower part of the shock absorber, causing a lower deformation of the footwell in the pedals. Furthermore, this additional impact energy is consumed when the bearing block ( 22 ) due to the curvature when sliding along the longitudinal arm ( 12 ) about its transverse axis - deforming its suspension - pivots.

For greater destruction of the impact energy, the rubber element ( 32 ) also over the pivot pin ( 11 ), whereby also the longitudinal arm ( 12 ) can be covered with one or more rubber elements or other anti-slip materials. In this case, even when sliding along the bearing sleeve ( 23 ) on the pivot ( 11 ) achieves a further braking effect.

Also, the cross section of the longitudinal arm ( 12 ) following the pivot pin ( 11 ) are designed to be continuously enlarged, so that the displacement force with increasing displacement on the longitudinal arm ( 12 ) increases.

Alternatively, the parting line in the joint ( 21 ) also between the pivot pins ( 11 ) and the rubber element ( 32 ) be placed.

Then, in the event of a crash, the rubberized bearing sleeve slips ( 23 ) braking on the arm ( 12 ) along.

The on the pivot ( 11 ) subsequent arm ( 12 ) can be curved more or less sickle-shaped depending on the handlebar type. The curvature may increase with increasing distance from the releasable joint ( 21 ) enlarge.

The location of the releasable joint ( 21 ) can be both in front of and behind the wheel center transverse plane. It can be seen in the direction of travel, the front or rear joint.

Also The connection of the U-stabilizer to the independent wheel suspensions with the help of attached to the lower wishbones clamp contributes to a Great accidental deformation course at. In an accident with a Chassis displacement shifts the free end of the stabilizer easily in his gripped by the clamps rubber storage, so too here an unfavorable block formation is avoided.

1

Centerline of ( 13 )

2

Endpoint of ( 1 ), front

3

Endpoint of ( 1 ), behind

4

Connecting line of points ( 2 ) and ( 3 )

5

Length of connecting line

6

Distance, max. between ( 1 ) and ( 4 )

10

Wishbone, below

11

pivot pin

12

longitudinal arm

13

Section, bent

14

cross arm, behind

15

cross arm, front

18

clamp

19

inner contour

21

Joint, Floating bearing, joint sleeve

22

bearing block

23

bearing sleeve

24

internal bore

25

screw

31

intermediate element

32

rubber element

33

plain bearing sleeve

35, 36

ring grooves, groove

37

Area, front

38

Area, center

39

Area, behind

41

Joint, Fixed bearing, joint sleeve

43

joint for, spring shock absorber leg

44

Drilling, joint sleeve

46

Joint, Wheel

47

drilling

48

joint ball

50

Wishbone, above

51 52

joints, body side

53

Joint, Wheel

80

wheel carrier

81

ring

82

cantilever, above

83

cantilever, below

84

cantilever, laterally; knuckle arm

86

spherical cap

90

Spring-damper strut

93

fork

Claims (8)

Independent wheel suspension for a vehicle axle with wheel-guiding transverse or oblique links ( 10 . 50 ), which attaches the wheels to wheel carriers ( 80 ) and at least one handlebar ( 10 ) per wheel between two hinge points on the vehicle body (at least approximately one behind the other in the direction of travel) ( 21 . 41 ) is curved, - wherein the handlebar ( 10 ) on at least two-thirds of one between two joints ( 21 . 41 ) spaced a curved portion ( 13 ) and - wherein the center line ( 1 ) of the bent portion ( 13 ) from an imaginary connecting line ( 4 ) between two endpoints ( 2 . 3 ) of the bent portion ( 13 ) a maximum distance ( 6 ) which is at least 20% of the length ( 5 ) of the connecting line ( 4 ) is. Independent wheel suspension according to claim 1, characterized in that the center line ( 1 ) lies in one plane. Independent wheel suspension according to claim 1, characterized in that the center line ( 1 ) lies in a vertical plane oriented in the direction of travel. Independent wheel suspension according to claim 1, characterized in that the curvature of the center line ( 1 ) is constant. Independent wheel suspension according to claim 1, characterized in that the body-side part of the joint ( 21 ) a bearing sleeve ( 23 ), which is approximately coaxial with a handlebar side pivot ( 11 ) is arranged. Independent wheel suspension according to claim 5, characterized in that the parts ( 11 ) 23 ) and between these parts arranged elastic intermediate element ( 31 ) are aligned in the normal state at least approximately parallel to the vehicle longitudinal direction. Independent wheel suspension according to claim 5, characterized in that an accidental parting line between the intermediate element ( 31 ) and the bearing sleeve ( 23 ) is arranged. Independent wheel suspension according to claim 5, characterized in that the parts ( 11 ) 23 ) and ( 31 ) form a hydraulic bearing, wherein at least a part of the between the parts ( 31 ) and ( 23 ) located cavities is filled with a hydraulic fluid.