EP3544836A1 - Suspension de roue - Google Patents

Suspension de roue

Info

Publication number
EP3544836A1
EP3544836A1 EP17790721.9A EP17790721A EP3544836A1 EP 3544836 A1 EP3544836 A1 EP 3544836A1 EP 17790721 A EP17790721 A EP 17790721A EP 3544836 A1 EP3544836 A1 EP 3544836A1
Authority
EP
European Patent Office
Prior art keywords
wheel
guiding
link
steering
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17790721.9A
Other languages
German (de)
English (en)
Inventor
Klaus Wallgren
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3544836A1 publication Critical patent/EP3544836A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
    • B60G3/265—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement with a strut cylinder contributing to the suspension geometry by being linked to the wheel support via an articulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/143—Independent suspensions with lateral arms with lateral arms crossing each other, i.e. X formation as seen along the longitudinal axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/17—Independent suspensions with a strut contributing to the suspension geometry by being articulated onto the wheel support
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/445—Self-steered wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/129—Damper mount on wheel suspension or knuckle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/121—Constructional features of arms the arm having an H or X-shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/22—Arrangements for reducing or eliminating reaction, e.g. vibration, from parts, e.g. wheels, of the steering system
    • B62D7/228—Arrangements for reducing or eliminating reaction, e.g. vibration, from parts, e.g. wheels, of the steering system acting between the steering gear and the road wheels, e.g. on tie-rod

Definitions

  • the present invention relates to a wheel suspension for a motor vehicle according to the preamble of patent claim 1.
  • a wheel suspension for a motor vehicle which can be used in particular for a drivable, steerable rear axle.
  • a wheel carrier which receives a drivable via a drive shaft wheel, is pivotally connected to a wheel-guiding handlebar.
  • the wheel-guiding arm consisting of a substantially extending in the vehicle longitudinal direction component and an associated, extending substantially in the vehicle transverse direction component is articulated via two body-side bearing with a body of the vehicle and thus can perform in the wheel carrier side height movements.
  • structure is to be interpreted broadly in the context of this patent application, in particular, it should be understood both the body of the vehicle as well as firmly connected assemblies such as a mounted on the body axle or comparable connection components.
  • the wheel-guiding link and the wheel carrier are articulated to one another via a ball joint in such a way that the wheel carrier is pivotable relative to the wheel-guiding link about a steering axis.
  • the steering axis extends through just this ball joint and another hinge point at an upper end of the wheel carrier, in which the wheel is pivotally connected to a crash handlebar, which in turn is hinged at its end facing away from the wheel carrier to the body of the vehicle.
  • the steering axle of the wheel carrier thus formed, extending through the lower and upper attachment point of the wheel carrier can change their position relative to the structure of the vehicle depending on the jounce state, it is thus a steering axle with a dynamic position relative to the vehicle body.
  • the wheel carrier To enable steering movements of the wheel carrier about the steering axle thus formed engages in the vehicle transverse direction track rod at a rear end of the wheel carrier.
  • translational movement of the tie rod in the vehicle transverse direction of the wheel is set in steering movement, that is pivoted about the steering axis described above.
  • the wheel carrier is coupled in a rear region via an integral link to the wheel-guiding link.
  • a lower end of the integral link is pivotally connected to the wheel-guiding link, while an upper end of the integral link is pivotally connected to a rear end of the wheel carrier.
  • the upper end of the integral link is pivoted in the vehicle transverse direction.
  • a further improved space utilization is to be created first, also the possibility should be created to improve the kinematic properties of the suspension.
  • a self-adjusting in semi-trailing arm suspensions rotation of the wheel carrier during compression of the wheel in the vehicle vertical direction (unwanted) should be reduced or even completely eliminated.
  • the object is achieved by a wheel suspension according to claim 1. It is a suspension for a motor vehicle with a wheel carrier for receiving a wheel, a wheel-guiding arm for articulating the wheel carrier with a structure and a steering means for steering the wheel.
  • the wheel carrier and the wheel-guiding arm are connected in such an articulated manner for steering the wheel that the wheel carrier is pivotable relative to the wheel-guiding arm about a steering axis.
  • the wheel carrier In a first connection area, the wheel carrier is directly connected to the wheel-guiding link.
  • the wheel suspension is characterized in that, in a second connection region, the wheel carrier is indirectly coupled to the wheel-guiding link via an integral link connected to a suspension element.
  • the wheel carrier is indirectly coupled in a second connection region to the wheel-guiding link.
  • the solution according to the invention provides that the coupling takes place via an integral link which is connected to a chassis element.
  • wheel carriers and wheel-guiding links are therefore not coupled directly (in the sense of "alone") via the integral link, but rather via a kinematic chain which is formed from the integral link and a chassis element connected to it the coupling according to the invention has a favorable influence on the kinematics of the wheel suspension, the order within the kinematic chain being fundamentally exchangeable.
  • the integral link is connected by means of a first joint with the chassis element.
  • the suspension element is connected to the wheel-guiding link and the integral link is connected to the wheel carrier by means of a second joint.
  • the chassis element is connected to the wheel carrier and the integral link is connected to the wheel-guiding link by means of a second joint.
  • the suspension element is in the suspension element to which the integral link is connected to an on-site connected component, in particular a damper or a spring-damper unit for vibration damping of the wheel.
  • an on-site connected component in particular a damper or a spring-damper unit for vibration damping of the wheel.
  • the chassis element is connected to the structure of the vehicle, this advantageously comes to the function of a handlebar, that is, the chassis element influences the position of the wheel carrier.
  • the suspension element is a variable-length ("telescoping") component the suspension element in a point located outside the tilting axis results in a change in position of the lower connection point of the integral link to the suspension element as a function of both the wheel stroke and the tilt angle of the suspension element.
  • the integral link is articulated to the chassis element in a coupling region that is further spaced from the vehicle center, as a coupling region for the articulated connection of the chassis element with the wheel-guiding link.
  • the suspension element when it comes to the suspension element is a damper or a spring-damper unit, this expediently extends substantially in the vehicle vertical direction.
  • the wheel carrier with the wheel-guiding arm according to the invention is directly connected in a first connection area and indirectly coupled in a second connection area.
  • the two connection regions are spaced from each other, in particular in the vehicle longitudinal direction.
  • connection areas are conceivable.
  • one of the two attachment regions in particular the first attachment region, is formed in front of the wheel center and the other (then second attachment region) behind the wheel center.
  • first connection area with respect to the vehicle longitudinal direction could also be arranged close to or even behind the wheel center.
  • the integral link is advantageously aligned in the vertical direction of the vehicle in the unencountered state of the wheel.
  • the wheel-guiding arm has an axis of rotation oblique with respect to the vehicle longitudinal axis, in that the wheel-guiding arm is connected to the body (of the vehicle) in two areas, in particular a front outer area and a rear inner area.
  • the terms “front” and “rear” or “outer” and “inner” are to be understood in relation to the vehicle longitudinal direction or vehicle center.
  • the front outer area is thus located farther forward and farther outward than the rearward inner area with respect to the vehicle's longitudinal direction and the vehicle center.
  • the oblique axis of rotation of the wheel-guiding handlebar advantages are achieved in terms of space design.
  • a receptacle for a Radippolager and a receptacle for a damper bearing are formed on the wheel-guiding arm.
  • An additional Recording for the integral link eliminates the invention due to the connection of the integral link to the chassis element.
  • the wheel-guiding link is arranged with respect to a vehicle vertical direction in a lower link plane and a lintel link connecting the wheel carrier to the link in an upper link plane.
  • the suspension can be designed actively or passively steerable. Accordingly, it is conceivable that the steering means is designed for passive steering over the Radhub as a steering arm. According to a preferred alternative, the steering means is designed for active steering via a steering splitter as a tie rod.
  • integral link, the chassis element and a spring assigned to the wheel-guiding link are arranged in a plan view, with reference to the vehicle vertical direction, approximately on a line preferably running in the vehicle transverse direction.
  • integral link, suspension element and spring could be arranged in plan view between the lintel, possibly a drive shaft, and the tie rod (active steering).
  • the suspension may be used to suspend a non-driven wheel or a driven wheel.
  • the wheel can be driven via a shaft extending essentially in the vehicle transverse direction. It should be noted, however, that the described suspension can be designed to achieve comparable effects and benefits for a non-drivable wheel, or for designs with wheel hub motor.
  • FIG. 1 shows a suspension for a motor vehicle according to an embodiment of the invention in plan view
  • FIG. 4 shows a wheel-guiding link used obliquely from the wheel suspension shown above
  • FIG. 5 the suspension from obliquely below
  • Figure 7 shows a suspension according to another embodiment in a schematic view from behind.
  • FIG. 1 The figures 1-6 included in the drawing relate to a suspension according to a preferred embodiment of the invention. While Figures 1, 2, 3, 5, 6 show the same suspension in different views in the assembled state, Figure 4 contains a detail of a wheel-guiding arm used for this suspension. Since all figures 1-6 refer to the same embodiment, the same components are provided with the same reference numerals in the various representations. Already made explanations to individual components or with respect to the interaction and the function of the suspension are thus applicable to all figures 1-6. To avoid repetition, reference is therefore made to the entire description of the embodiment of the invention.
  • each of FIGS. 1-6 contains a coordinate system which, with respect to the respective representation, indicates the vehicle longitudinal direction x, the vehicle transverse direction y and the vehicle vertical direction z.
  • the vehicle longitudinal direction x corresponds to the forward direction of travel of the vehicle.
  • a wheel suspension 1 for a motor vehicle according to a first and only embodiment of the present invention is shown from different perspectives. Specifically, it is the suspension of a rear wheel in particular a passenger car.
  • a wheel 3 is added to a wheel carrier 2 and is rotatably mounted relative to this about a wheel axis.
  • the suspension 1 further comprises a wheel-guiding arm 4 for articulated connection of the wheel carrier 2 with a structure 6.
  • the wheel-guiding arm 4 is shown as a single component in Figure 4. This is a component which is essentially formed from two intersecting struts 22, 23. Of these, a longitudinal strut 22 extends substantially in the vehicle longitudinal direction x (between the front body-side bearing 13 and damper bearing 16), while a transverse strut 23 extends substantially in the vehicle transverse direction y (between the rear body-side bearing 14 and Radismelager 15).
  • a front body-side bearing 13 is formed in the form of a sleeve, while at the body-side end of the cross member 23, a rear body-side bearing 14 is formed in the form of a bearing eye.
  • the two struts 22, 23 are connected to each other between the front body-side bearing 13 and the rear body-side bearing 14 by an additional auxiliary strut for stiffening.
  • a spring plate 19 is based on the vehicle longitudinal direction x behind the intersection of the struts 22, 23 is formed. This spring plate 19 serves to receive a lower end of a spring 11 of the suspension.
  • a receptacle for a Radmé larger 15 is formed.
  • the longitudinal strut 22 running in the vehicle longitudinal direction x is formed laterally opposite the spring plate 19, a receptacle for a shock absorber bearing 16.
  • the receptacle for the Radismelager 15 and the receptacle for the damper bearing 16 are part of a first connection region 20 and a second connection region 21 for connection or coupling of the wheel carrier 2 with the wheel-guiding arm. 4
  • the wheel-guiding arm 4 is pivotally connected to the body 6 via the front body-side bearing 13 and the rear body-side bearing 14.
  • the wheel-guiding arm 4 has an obliquely running axis of rotation relative to the vehicle longitudinal axis x.
  • an imaginary line connecting the front body-side bearing 13 and the rear body-side bearing 14 extends approximately parallel to another imaginary line connecting the likewise received from the wheel-guiding arm 4 Raditatilager 15 and the damper bearing 16.
  • the wheel-guiding handlebar 4 can also be described as a trapezoidal link.
  • the wheel-guiding link 4 is pivotably mounted relative to the axle carrier 6 about a pivot axis extending through the front body-side bearing 13 and the rear body-side bearing 14.
  • the wheel-guiding arm 4 is sprung relative to the vehicle body.
  • a damper 12 is used to dampen the spring movements of the wheel-guiding arm 4.
  • the damper 12 extends, as can be seen for example in FIGS. 2, 3, 5, substantially in the vehicle vertical direction z. At its lower end, the damper 12 is pivotally connected via a damper bearing 16 with the rear end of the wheel-guiding arm 4.
  • a body-side end of the damper is supported on the vehicle body (not shown in detail for purposes of illustration). Based on the passing through the bearing points 13 and 14 pivot axis of the wheel-guiding arm 4 thus the spring 11 is arranged closer to the pivot axis than the damper 12th
  • the wheel 3 receiving the wheel carrier 2 is connected according to the invention in a particular manner explained below with the wheel-guiding arm 4 or coupled thereto.
  • the wheel carrier 2 is pivotable relative to the wheel-guiding arm 4 about a steering axis.
  • the wheel carrier 2 is connected directly to the wheel-guiding link 4 in a first connecting region 20, namely via a wheel carrier bearing 15 designed as a ball joint.
  • This ball joint has three degrees of freedom, the wheel carrier 2 is compared to the wheel-guiding arm 4 thus basically pivotable about all three axes of rotation.
  • the connection between the wheel carrier 2 and wheel guiding handlebar 4 via the Radismelager 15 is located in a lower arm level.
  • the suspension 1 further comprises a crash bar 7, which is arranged in a contrast upper arm level.
  • the lintel 7, visible in Figures 1, 2, 3 and 6, is an approximately c-shaped component which extends substantially in the vehicle transverse direction y.
  • the lintel 7 is pivotally connected to the axle carrier 6, wheel carrier side of the lintel 7 is connected to an upwardly projecting arm of the wheel carrier 2.
  • the wheel carrier 2 is connected in a lower arm level via the wheel-guiding arm 4 and in an upper arm level via the crash bar 7 with the axle 6.
  • the wheel carrier 2 is in this case pivotable relative to the wheel-guiding link 4 about a steering axis which passes through the wheel carrier bearing 15 and a hinge connecting the lashed link 7 to the wheel carrier 2.
  • the steering axle formed in this way can change its relative position with respect to the axle carrier 6 or the vehicle body.
  • the wheel carrier 2 is in addition to the direct connection in the first connection. tion area 20 - in a second connection region 21 indirectly coupled to the wheel-guiding arm 4. This indirect coupling takes place via a hinged to the wheel 2 Integralenker 5, which is coupled in a special way, namely indirectly to the wheel-guiding arm 4.
  • the integral link 5 is an elongated link component which, in the unsteered state of the wheel 3, is oriented essentially in the vehicle vertical direction z. Via an upper connection 18, cf. 3 and 5, the integral link 5 is pivotally connected to a rearwardly projecting arm of the wheel carrier 2. About a lower connection 17 of the integral link 5 is pivotally connected to the damper 12.
  • the lower connection 17 of the integral link 5 is arranged on the damper 12 laterally next to the damper bearing 16.
  • the resulting by the lower connection 17 coupling region between integral handlebar 5 and damper 12 is thus from the vehicle center (relative to the vehicle transverse direction y) further spaced than the coupling formed by the damper bearing 16 for articulated connection of the damper 12 with the wheel-guiding arm 4.
  • the integral link 5 is not directly coupled in this way, but with the interposition of the pivotally connected to the wheel-guiding arm 4 damper 12 to the wheel-guiding arm 4.
  • the bearing mount for the damper bearing 16 can be used in addition to the damper support at the same time for the coupling between wheel guiding handlebar 4 and integral link 5.
  • this design makes it possible for the integral link 5, the damper 12 and the spring 11 to be arranged approximately in a line running in the vehicle transverse direction y in plan view of the wheel suspension 1 (see FIG. 1).
  • This results in an advantageous space utilization in particular can be a drive wheel 9 driving the drive shaft 9, which extends substantially in the vehicle transverse direction y, collision free on integral link 5, damper 12, spring 11 pass.
  • Another effect of the inventively provided connection of the integral link 5 to the damper 12 is that the kinematic influence of the damper 12 can be used advantageously. Namely, the position of the lower link 17 of the integral link 5 is influenced both by the jounce state of the wheel-guiding link 4 and by an inclination angle of the damper 12 with respect to the xz plane. This kinematic influence is advantageous in that the wheel carrier 2 largely maintains its steering angle independently of the jounce state of the wheel-guiding link 4.
  • the suspension 1 shown is a steerable wheel suspension.
  • the first connection region 20 lies in front of the center of the wheel 3 with respect to the vehicle longitudinal direction x, while the second connection region 21 is arranged behind the center of the wheel 3.
  • the first connection area with respect to the vehicle longitudinal direction x could also be arranged near the center of the wheel or even behind the center of the wheel.
  • the wheel carrier 2 For steering the wheel 3, the wheel carrier 2, as best seen in Figure 5, connected with a projecting rearwardly arm pivotally connected to a wheel carrier end of a tie rod 8.
  • the tie rod 8 is designed as a substantially elongate member and extends substantially in the vehicle transverse direction y. As indicated, for example, in FIG. 1, the tie rod 8 is operatively connected to a steering splitter (actuator) arranged centrally on the axle carrier 6. To carry out active steering movements, the tie rod 8 is moved in the vehicle transverse direction y by means of the steering actuator 10, the transverse movement is transmitted via the tie rod 8 to the rear region of the wheel carrier 2. As a result of this transverse movement, a pivoting of the wheel carrier 2 about the steering axis (described above) is effected.
  • the suspension may alternatively (not shown in the figures) be equipped with a passive steering.
  • the steering means provided according to the invention is in each case designed as a track link.
  • a sol- more control arm is also wheel carrier side (as in the case of active steering the tie rod 8) connected to a rearwardly projecting arm of the wheel carrier.
  • the toe link is designed as a substantially elongated component and extends substantially in the vehicle transverse direction with an achsange nursed connection to the vehicle.
  • a steering divider is omitted in this case, the influence over the Radhub.
  • the indirect coupling according to the invention between the wheel carrier 2 and the wheel-guiding link 4 is designed such that the damper 12 is pivotably connected to the wheel-guiding link 4 by means of the bearing 16 and the integral link 5 is connected at its upper end End is connected by means of the joint 18 with the wheel carrier 2.
  • FIG. 7 schematically shows another embodiment of the invention in a rear view. Again, it is a suspension for a motor vehicle. This can basically have the same features as described with reference to the previous figures. Reference is therefore made to the statements there. Deviating from the embodiment shown in Figure 7, however, includes a kinematic reversal with respect to the indirect coupling between the wheel carrier 2 and wheel guiding handlebar 4. Thus, indirectly serves for indirect coupling again a kinematic chain consisting of an integral link 5 and a hinged chassis member 12th (in the form of a damper).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

L'invention concerne une suspension de roue (1) pour un véhicule à moteur, comprenant un support de roue (2) destiné à recevoir une roue (3), un bras de suspension (4) guidant la roue et servant à relier de manière articulée le support de roue (2) à une carrosserie (6), et un moyen de direction (8) servant à diriger la roue (3), le support de roue (2) et le bras de suspension (4) guidant la roue étant reliés l'un à l'autre de manière articulée pour diriger la roue (3) de telle manière que le support de roue (2) peut pivoter par rapport au bras de suspension (4) guidant la roue autour d'un axe de direction, le support de roue (2) étant relié directement au bras de suspension (4) guidant la roue dans une première zone de raccordement (20). La suspension de roue selon l'invention est caractérisée en ce que le support de roue (2) est accouplé au bras de suspension (4) guidant la roue dans une deuxième zone de raccordement (21) par l'intermédiaire d'un bras intégral (5) raccordé à un élément de train de roulement (12).
EP17790721.9A 2016-11-22 2017-10-16 Suspension de roue Withdrawn EP3544836A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016222965.6A DE102016222965A1 (de) 2016-11-22 2016-11-22 Radaufhängung
PCT/EP2017/076279 WO2018095656A1 (fr) 2016-11-22 2017-10-16 Suspension de roue

Publications (1)

Publication Number Publication Date
EP3544836A1 true EP3544836A1 (fr) 2019-10-02

Family

ID=60182547

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17790721.9A Withdrawn EP3544836A1 (fr) 2016-11-22 2017-10-16 Suspension de roue

Country Status (5)

Country Link
US (1) US11142032B2 (fr)
EP (1) EP3544836A1 (fr)
CN (1) CN109982873A (fr)
DE (1) DE102016222965A1 (fr)
WO (1) WO2018095656A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102017214639A1 (de) * 2017-08-22 2019-02-28 Zf Friedrichshafen Ag Radaufhängung für ein Kraftfahrzeug
CN113771611B (zh) * 2020-06-10 2022-08-30 上海汽车集团股份有限公司 轮毂电机驱动后桥系统
CN114633594B (zh) * 2020-12-15 2023-05-23 沃尔沃汽车公司 用于车辆的悬架系统和车辆

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EP3118032A1 (fr) * 2015-07-14 2017-01-18 FCA Italy S.p.A. Suspension de roue de véhicule à moteur, avec un dispositif de réglage d'angle de pincement

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US20190315172A1 (en) 2019-10-17
CN109982873A (zh) 2019-07-05
WO2018095656A1 (fr) 2018-05-31
US11142032B2 (en) 2021-10-12

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