DE1680696A1 - Driven rear independent vehicle wheel suspension with transverse and longitudinal suspension - Google Patents

Description

Driven rear Fahrzäugeinzelradaufhängung with transverse and longitudinal suspension. The invention relates to a suspension for high-speed gleisloae vehicles, preferably for cars »At today's vehicle is to combine the demand gestelltg driving behavior (as Sammelbegrift for self-steering behavior, Bodenhaftungg Richtungestabilität etc.) Pahrkomfort optimal. The rear wheel suspension plays a key role in solving this problem; optimal driving behavior requires a suspension in which the wheels are precisely guided (no uncontrolled self-steering movements) and the wheel elevation curve (toe and camber changes during compression, instantaneous pole height) with the other influencing variables of the vehicle to a large extent can be tuned, Optimal driving comfort requires a suspension that not only absorbs impacts in a vertical, but also in every possible horizontal direction. It is of crucial importance that the horizontal suspension has no influence on the running geometry of the wheel, i.e. it cannot cause any change in the self-steering behavior of the vehicle.

In order to meet the requirement for a defined transverse suspension, i.e. a transverse suspension determined according to size and direction, a solution was proposed in which a U-shaped curved rigid axle is suspended in a central point in # q whereby this point can be shifted in the middle of a special hanging device transversely to the direction of travel ( German Patent No. 888 217), Another suggestion also provides for longitudinal displaceability of the longitudinal or transverse control arms guided or rigidly connected to one another. Wheels before (German Patent No. 895 254) 0 In these solutions: Is to be regarded as disadvantageousg that 1. the horizontal suspension requires a number of additional components in addition to the actual suspension systemg 2, compliance with the running geometry must be enforced by special sliding guides and * support pieces » 3 * these parts are usually stressed by large bending elements introduced by the wheel forces, which forces a corresponding accumulation of material, "requires exact tension and increases wear and tear, and 4. the longitudinal suspension of a single wheel is usually not possible without influencing the other The object of the invention is to meet all of the above problems without the disadvantages listed. The basic solution is shown in plan view in Fig. Ia, plan view in Fig. Ib and elevation in Fig. Ic Components rotated by slight degrees in the drawing plane * The invention does not contain any new components, but what is new is the arrangement »Each wheel is individually guided by three components, which are arranged in three approximately perpendicular planes and a non-joint (1), a pod leg (2) and the axially stiff drive half-wool (3) 9 The spring strut is supported directly on the vehicle body abp while the length joint and drive half- shaft are connected to a star-shaped auxiliary frame (5) , for example, the latter via two universal joints (11) and the differential (4) included in the auxiliary frame.

Forces radial to the wheel are from the trailing arm acial to the wheel of added to the drive half-shaft.

Moments perpendicular to the wheel hub are assumed by the trailing arm (negligible small) and strut on, the drive and braking torques (the latter, as far as the brakes are advantageously connected to the differential, as shown in iii Fig. I) support themselves on the support frame.

Each occurring in the Pahrzeugaufstandeebene the wheel force can be decomposed into a Iängskraftkomponente in the driving direction and in a lateral force component perpendicular to the articulation point (8) is the length of the handlebar (1) on the auxiliary frame (5) in the length direction elastically ausgebildetg preferably rubber. In the event of a jerky longitudinal force component, the wheel can thus give way in the longitudinal direction (direction BB), whereby it maintains its toe angle through the guidance of the drive half-shaft (deviations due to the movement in the direction 0-0 can be neglected because they are within the range required for wheel guidance The auxiliary frame (5) is connected to the vehicle body in two front suspensions (6) and a rear suspension (7). These suspensions are designed, preferably using rubber, in such a way that they yield elastically in the transverse direction of the vehicle (direction AA).

Forces are introduced on the helper arms through the length joints and drive half-shafts. The longitudinal force of a trailing arm cannot cause a one-sided movement of the auxiliary frame, as it acts radially on the front suspension (6) without a moment and this is stiff in the radial direction evade (direction AA), Since the articulation points (8) of the trailing arm follow this movement, there is no change in the toe angle, By adjusting the spring constants of the suspensions (6) and (7) according to the equation 2ov / ch-b / a ( ov - spring constant of a suspension (6) in direction AA. a h - spring constant of the suspension (7) in direction AA. For stretching a and b see Fig must be enforced in the suspensions by guidance.

The present wheel guidance requires that both the trailing arm (1) and the strut (2) are hinged to the wheel bearing the respective other component is either articulated eccentrically to the wheel bearing (e.g., through the fork-shaped design of the trailing arm (Fig. I) or struts) or coaxially to the wheel bearing (e.g., by means of roller bearings (Fig. II) can be stored, which can be achieved with the invention advantage is especially daring that the construction requires only a minimum of components "to realize the transverse and longitudinal suspension are needed except a corresponding design of the suspensions (6) (7) and pivot points (8), no additional components, inebesondere no sliding guides u, ä, sliding pieces on the drive half-shafts are omitted despite the double AnlenkuÜg, track and camber changes during compression can be kept very small by appropriate choice of the ve The self-steering behavior can be optimally adapted to the various articulation points. By using spring struts (in addition to the elimination of separate shock absorbers), a combination with composite or level compensation systems is easily possible,

Claims (1)

Patent anUrüche 1, Driven rear independent vehicle suspension with transverse and longitudinal suspension "characterized in that the wheel is guided by three approximately perpendicular components, a longitudinal joint (1), a spring strut, (2) and the double-hinged, axially rigid drive half-shaft (3) the drive half-shaft arranged in the plane perpendicular to the direction of travel is supported via the differential (4) on a rapid frame (5) which is elastically connected to the vehicle body in two front suspensions (6) and one rear (7) transversely to the direction of travel, and wherein the longitudinal link (1) is linked to the auxiliary frame (5 ) in the immediate vicinity of the suspension (6) in only one articulation point (8), which yields elastically along the direction of travel and allows pivoting movements of the longitudinal linkage in all directions, 2, suspension after Claim 1 " characterized in that the spring constants on the suspensions (6) and (7) are coordinated and that the prod ukt from the sum of the spring constants of the front suspensions (6) with their perpendicular distance to the drive half-wool (3) is equal to the product of the spring constant of the rear suspension (7) with their perpendicular distance to the drive half-shaft, 3rd suspension according to claim 1 "characterized that the wheel bearing is rigidly connected to the trailing arm (1) , 4, suspension according to the claims 1. and 3 " characterized in that the suspension strut (2) on the longitudinal joint (1) is eccentric to the wheel bearing (Fig. I) 5. suspension according to claims 1, and 3 "characterized in that the storage of the strut on the longitudinal link takes place coamially to the wheel bearing, 6. suspension according to claim 1" characterized in that the wheel bearing is rigidly connected to the strut (9) . 7. A suspension according to Claims 1 and 6, "thereby identified that the bearing of the longitudinal arm on the suspension strut exzentrich to the wheel bearing If, 8. Suspension according to claims 1, and 6.9 characterized marked that the mounting of the longitudinal control arm (10) on Peder leg (9 ) is carried out coaxially to the wheel bearing (Fig, II),