EP3672816A1

EP3672816A1 - Vehicle axle having a centrally arranged drive unit

Info

Publication number: EP3672816A1
Application number: EP18742765.3A
Authority: EP
Inventors: Klaus Wallgren; Knut Heidsieck
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2017-08-22
Filing date: 2018-07-16
Publication date: 2020-07-01
Also published as: CN110997356B; DE102017214640A1; US11167609B2; CN110997356A; US20200290417A1; WO2019037946A1

Abstract

The invention relates to a vehicle axle (24) having a centrally arranged drive unit (22a, 22b) and a wheel suspension (1) which comprises a wheel carrier (2) for receiving a wheel (3), a lower wheel-guiding control arm (4) for the articulated connection of the wheel carrier (2) to a structure (6), a camber link (7) that can connect the wheel carrier (2) to the structure (6), and a steering means (8, 23) for steering the wheel (3), wherein the wheel carrier (2) is directly connected to the wheel-guiding control arm (4) in a first connection region (20) and is indirectly connected to the wheel-guiding control arm in a second connection region (21) via an integral controller (5), so that the wheel carrier (2) can pivot about a steering axis in relation to the wheel-guiding control arm (4). The wheel-guiding control arm (4) can be connected to the structure (6) in a front region (13) and a rear region (14) and has an axis of rotation (15) that extends obliquely with respect to the longitudinal axis (x) of the vehicle, wherein all connection regions (13, 14) of the wheel-guiding control arm (4) are positioned outside the centrally arranged drive unit (22) with respect to the transverse direction (y) of the vehicle.

Description

Vehicle axle with a centrally arranged drive unit

The present invention relates to a vehicle axle with a centrally arranged drive unit according to claim 1.

From DE 10 2016 200 096 A1 a drivable, steerable rear axle of a vehicle is known. 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.

The term "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 to the body axle or comparable connection components.

In DE 10 2016 200 096 A1, the wheel-guiding link and the wheel carrier are connected to one another in an articulated manner via a ball joint such 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 its position relative to the structure of the vehicle depending on the state of compression, ie it is a steering axle with a dynamic position relative to the vehicle body. 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. By translational Movement of the tie rod in the vehicle transverse direction of the wheel carrier is set in steering movement, that is pivoted about the steering axis described above.

To support the wheel carrier, in particular the driving or deceleration forces or moments acting thereon, the wheel carrier is coupled in a rear region via an integral link to the wheel-guiding link. For this purpose, 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. When performing steering movement, the upper end of the integral link is pivoted in the vehicle transverse direction.

From DE 10 2010 012 014 A1 a steerable rear axle of a motor vehicle with individual features of claim 1 is known. The vehicle axle has a designed as a mountable unit assembly spring-damper system, which is supported on the one hand on the wheel-guiding arm and on the other hand on the structure of the vehicle to dampen in this way operational vibrations of the wheel-guiding arm.

For a modular vehicle axle, which can be used for different vehicle variants, but a resolved construction with separate spring and damper is preferable. Because in particular in passenger cars can thus increase the usable through-loading width and / or the height of the hold of the vehicle concerned, furthermore can be achieved by choosing a particular type of spring tuned to the vehicle, possibly even adjustable spring behavior easier (and more cost-effective) because it the component separation gives fewer component variants.

For various reasons, it may be desirable to drive a vehicle axle via a centrally positioned, in particular electric drive unit, assigned to the vehicle axle. If the drive unit to provide a sufficient drive line, but a correspondingly large space is required. In particular, the transverse extent of the final drive unit, ie its dimension in the transverse direction of the vehicle ("y"), generally has a disadvantageous effect on the dynamic properties of the vehicle. Shafts of the vehicle axle, since this would be accompanied in a design according to DE 10 2010 012 014 A1 with a shortening of the lower wheel-guiding arm.

It is an object of the present invention to provide a vehicle axle of the type mentioned, which allows a drive and a steerability of the recorded wheel and next available space as efficiently as possible usable for other components, in particular the spring-damper system of the suspension. Furthermore, an increased variability should be created with regard to the type and arrangement of the spring-damper system.

The object is achieved by a vehicle axle according to the features of claim 1. It is inventively a vehicle axle with a centrally arranged, in particular electric drive unit and with a suspension, wherein the suspension a wheel carrier for receiving a wheel, a lower wheel-guiding arm for the articulated connection of the wheel carrier with a structure, a wheel carrier connectable to the structure with a strut and a steering means for steering the wheel, wherein the wheel carrier and the wheel-guiding arm are connected directly in a first connection area and indirectly in a second connection area via an integral link, so that the wheel carrier is pivotable relative to the wheel-guiding arm about a steering axis. It is therefore a rear axle, the optional active steerable steerable. The wheel-guiding arm is articulated in a front region and in a rear region of the structure in particular and has an opposite to the vehicle longitudinal axis oblique axis of rotation, wherein all connection areas of the wheel-guiding arm are positioned with respect to the vehicle transverse direction outside of the centrally arranged drive unit.

It is therefore a vehicle axle, in which according to the invention, the lower wheel-guiding arm is inclined with respect to its pivot axis with respect to the vehicle longitudinal direction. The terms "in a front area" and "in a rear area" are in the context of the formulation in claim 1 in Reference to the vehicle longitudinal direction to understand. The front area is therefore located farther forward than the rear area with respect to the vehicle's longitudinal direction. The oblique position relative to the vehicle longitudinal axis contributes advantageously to the improved use of space, first of all by providing favorable translations for other suspension elements, in particular the spring-damper system. Because the inclination ensures that the ratio between travel and / or damper on the one hand and Radhub on the other hand can be made large despite relatively small space in the vehicle transverse direction (due to the centrally arranged drive unit).

According to an advantageous embodiment of the invention, the drive unit comprises at least one electric drive motor, wherein between the drive unit and the wheel, a drive connection for driving the wheel can be produced.

A structurally advantageous design provides that on the suspension of the vehicle axle, a chassis-side articulated landing gear element is provided, which is directly connected to the wheel carrier. In general, this may be any functional element associated with the suspension, in particular, this contributes to the damping and / or suspension of the wheel relative to the structure of the vehicle. By this chassis element is directly connected to the wheel carrier, the vehicle axle described has advantages in terms of space utilization and the kinematic conditions. Due to the direct connection between the chassis element and the wheel carrier, a radträgerseitiges end of the chassis element at a relative to the center of the vehicle far outboard point, namely very close to the wheel, support. With appropriate design of the wheel-guiding link, this support point can advantageously contribute to the fact that the suspension element, which is directly connected to the wheel carrier, which is particularly preferably a damper, can be operated particularly effectively (directly) because a deflection of the wheel is kinematically conditionally leads to a relatively strong engagement of the chassis element, in particular damper ("sensitive response"). As already mentioned above, the suspension element, which is articulated on the side and directly connected to the wheel carrier, is preferably a damper.

According to an advantageous development of the invention, the suspension element, in particular in the form of a damper, is arranged with respect to a vehicle longitudinal direction in front of the center of the wheel or above a drive shaft driving the wheel. By this arrangement, there is the advantage that the space located behind the center of the wheel space for other components of the chassis is available.

In kinematic terms, it is expedient that the wheel carrier-side connection of the chassis element relative to the wheel carrier is formed in the vicinity of the first connection region in which the wheel carrier and the wheel-guiding link are directly connected to one another.

Expediently, the two connection regions (first connection region and second connection region) are spaced from each other, in particular in the vehicle longitudinal direction. Various arrangements and configurations of the connection areas are conceivable. According to a preferred development of the wheel suspension, one of the two attachment regions, in particular the first attachment region, is formed near the wheel center and the other, second attachment region is formed behind the wheel center. It should be noted that the first connection region relative to the vehicle longitudinal direction can therefore be arranged before or alternatively slightly behind the wheel center.

According to the invention, the wheel-guiding link has an axis of rotation oblique with respect to the vehicle's longitudinal axis. For this purpose, the wheel-guiding arm is advantageously 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 accordingly related to the vehicle longitudinal direction and the vehicle center further forward and further out than the rear inner area. The oblique axis of rotation of the wheel-guiding arm benefits in terms of space design are achieved, among other things.

Advantageously, the vehicle axle on a spring-damper system in dissolved construction, that is spring and damper are structurally separate suspension elements. In the chassis-side hinged chassis element, which may be directly connected to the wheel, it is preferably the damper.

A preferred development provides that - parallel to - the wheel-guiding arm is supported by means of a spring extending substantially in the vehicle vertical direction relative to the structure of the vehicle. Accordingly, the spring and damper are based as separate elements each one hand against the structure, the damper directly damps its movements by direct connection with the wheel, while the suspension is against the wheel-guiding handlebars.

A favorable space utilization achieves the vehicle axle by advantageously the spring is arranged with respect to a vehicle longitudinal direction behind the center of the wheel and / or behind a drive shaft driving the wheel. Generally speaking, advantageously, the spring can be arranged with respect to the center of the wheel and / or a drive shaft driving the wheel opposite the damper. In the arrangement of the spring behind the wheel center or behind the associated drive shaft has the particular advantage that for the spring - close to the wheel - a particularly large space (in vehicle longitudinal and transverse vehicle direction) is available. This particularly large space allows the use of large spring diameter and also allows the use of a special spring type, in particular an adjustable spring such as in particular a pneumatically or hydraulically adjustable spring. By an adjustability of the spring advantageous effects for the motor vehicle can be achieved, for example, the ride height of the motor vehicle can be actively influenced and / or can the suspension characteristic (spring hardness) influence, resulting in a desired driving comfort and also to actively change the vehicle stability. Technically, a pneumatically or hydraulically adjustable spring can advantageously be used. The space created by the dissolved construction allows in particular the use of a pneumatically adjustable spring, so-called air spring.

According to an advantageous structural design of the vehicle axle, this has a lying between 0.5 and 1, preferably about 0.7 amount of spring translation. Under the spring translation is the ratio of distance of the spring to the axis of rotation (the wheel-guiding arm) to distance the wheel from the axis of rotation to understand. Decisive for the size of the ratio (spring ratio) is the inclination of the axis of rotation of the wheel-guiding arm relative to the vehicle longitudinal direction. Due to the inclination, it is advantageously possible to use the wheel-guiding handlebar despite a low installation width in the vehicle transverse direction for a relatively high spring ratio.

The vehicle axle can generally be designed in different ways. According to a preferred refinement, the wheel-guiding link is arranged in a lower link plane relative to a vehicle vertical direction in a lower link plane and the lashed link connecting the wheel carrier to the link is arranged in an upper link plane.

An advantageous space design results by the integral link is disposed substantially within the wheel.

Preferably, the integral link is pivotally connected in a first connection with the wheel-guiding link and in a second connection with the wheel carrier.

In particular, in elastokinematischer regard, it is advantageous that the integral steering in the unguided state of the wheel is oriented substantially in the vehicle vertical direction. Advantageously, the vehicle axle is suitable for driving the wheel from the drive unit via a shaft extending essentially in the vehicle transverse direction. The shaft preferably extends between spring and suspension element, based on the vehicle longitudinal direction.

The invention will be described below with reference to the drawing. In the drawing shows:

1 shows a suspension (left) of a vehicle axle according to the invention in a perspective view obliquely from behind,

2 shows the suspension according to Figure 1 in plan view,

FIG. 3 shows the wheel suspension according to FIGS. 1 and 2 in a view from the vehicle center,

Figure 4 shows the suspension in the same view as in Figure 2 with auxiliary lines to

Clarification of the spring ratio,

5 shows a suspension (right) of a vehicle axle according to the invention in a perspective view from the front,

Figure 6 shows a (left) part of a vehicle axle according to the invention in plan view.

Figures 1 to 5 of the accompanying drawings relate to a suspension 1 of a vehicle axle according to an embodiment of the invention. Since all figures 1 to 5 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 to 5. To avoid repetition, reference is therefore made to the entire description of the embodiment. For orientation, each of FIGS. 1 to 6 contains a coordinate system which specifies at least two of the following directions for the respective representation: vehicle longitudinal direction x, vehicle transverse direction y, vehicle vertical direction z. The vehicle longitudinal direction x corresponds to the forward direction of travel of the vehicle.

FIGS. 1 to 5 show a wheel suspension 1 of a vehicle axle (not shown in its entirety) according to an embodiment of the invention from different perspectives. Specifically, it is the suspension of a rear wheel of a passenger vehicle. The suspension is part of the vehicle axle.

A wheel 3 is for this purpose received by a wheel carrier 2 and is rotatably mounted relative thereto about a wheel axle (not designated in detail). The suspension 1 further comprises a wheel-guiding arm 4 for articulated connection of the wheel carrier 2 with a structure 6. In the structure 6 (not shown for purposes of illustration) may be the bodywork or a so-called axle, which is firmly mounted to the body of a vehicle. The term "structure" in the context of this patent application is therefore to be construed broadly, in particular, it should be understood both the body of the vehicle and firmly associated assemblies such as a mountable to the body axle or comparable connection components.

In the wheel-guiding arm 4 is an approximately trapezoidal one-piece component having a front body side bearing 13 and a rear on-site bearing 14, wherein the wheel-guiding arm 4 by means of the bearings 13, 14 is pivotally mounted relative to the structure 6 such in that the wheel-guiding link 4 is pivotable relative to the body 6 about an axis of rotation 15 (cf. FIG. 4). As can be seen in the illustration in FIG. 4 (top view), the axis of rotation 15 has a skew with respect to the vehicle longitudinal axis x, which is between 10 ° and 45 °. Because of this skew relative to the vehicle longitudinal axis x, the wheel-guiding arm 4 can also be referred to as a "semi-trailing arm" - in contrast to a transverse link. The wheel-guiding arm 4 is connected in a special way with the wheel carrier 2. In a first connection region 20, the wheel carrier is connected directly to the wheel-guiding link 4 via a ball joint. This first connection region 20, indicated by arrows in FIGS. 2, 3 and 4, is located in front of the center of the wheel 3 with respect to the vehicle longitudinal direction x. Alternatively, positioning of the connection region 20 close to the center of the wheel 3 would be possible, in particular if it is sufficiently large Rim of the wheel 3. The wheel carrier 2 is further connected in a second connection region 21 (see FIG. 1) indirectly via an integral link 5 to the wheel-guiding link 4. In the integral link 5 is a two-point link, which is connected at its lower end via a first connection 17 articulated to the wheel-guiding arm 4. An upper end of the integral link 5 is connected via a second connection 18 articulated to the wheel carrier 2. The wheel 3 receiving the wheel carrier 2 is thus connected to a special, subsequently explained manner with the wheel-guiding arm 4 or coupled thereto.

To enable steerability of the wheel 3, the wheel carrier 2 is pivotable relative to the wheel-guiding link 4 about a steering axis which extends through wheel carrier connections of a lower link plane (first connection region 20) and an upper link plane (wheel carrier-side end of the crash link 7). The connection between the wheel carrier 2 and wheel guiding handlebar 4 via the first connection region 20 and the second connection region 21 is located in a lower link plane. In order to determine the camber angle of the wheel 3, the wheel suspension device furthermore has a lintel link 7, which is arranged in an upper link plane, on the other hand. The lintel 7, best seen in Figure 1, is an approximately C-shaped component which extends substantially in the vehicle transverse direction y. On the body side, the lintel link 7 is pivotally connected to the body 6, and the lashed arm 7 is connected to a bracket of the wheel carrier 2 projecting obliquely forward. In this way, the wheel carrier 2 is connected to the body 6 in the lower arm level via the wheel-guiding arm 4 and in the upper arm level via the tiller arm 7. The wheel carrier 2 is thereby pivotable about a steering axis, which through the first connection region 20 and a Sturzlenker 7 with the wheel carrier 2 connecting joint passes. Depending on the jounce state of the wheel-guiding arm 4, the steering axle thus formed (by the points described) can change its relative position with respect to the body 6 of the vehicle.

In order to support torques acting on the wheel carrier 2 about the axis of rotation of the wheel 3, the wheel carrier 2-in addition to the direct connection in the first connection region 20 -is indirectly coupled to the wheel-guiding link 4 in the second connection region 21. This indirect coupling takes place via the integral linkage 5 already described. In the unguided state of the wheel 3, the integral linkage 5 is aligned substantially in the vehicle vertical direction z, as shown in FIG. About the upper connection 18 of the integral link 5 is pivotally connected to a rearwardly projecting arm of the wheel carrier 2, while it is connected via the lower link 17 articulated to the wheel-guiding arm 4 in the rear area.

To steer the wheel 3, the wheel carrier 2, as can be seen, for example, in FIGS. 1 and 2, is connected in an articulated manner to a wheel carrier side end of a track link 8 by means of a rearwardly projecting arm. The toe link 8 is designed as an elongate component and extends substantially in the vehicle transverse direction y. For realizing an active steering of the wheel 3, the steering link 8 can be connected to a steering divider (actuator 23, only shown in FIG. 6) arranged on the body 6. In order to carry out active steering movements, the control arm 8 is then moved in the vehicle transverse direction y by means of the steering positioner, and the transverse movement is transmitted via the toe link 8 to the rear area of the wheel carrier 2. As a result of this transverse movement, the wheel carrier 2 pivots about its previously described steering axle.

It should be noted that the suspension 1 may alternatively be equipped with a passive steering. In this case, the proposed steering means is in each case designed as a track link. Such a steering arm is also connected to the wheel carrier side (as in the case of active steering of the steering link 8) with a rearwardly projecting arm of the wheel carrier. Also, the steering arm is as - similar to the tie rod - Elongated component executed and extends substantially in the vehicle transverse direction with a body-side articulated connection to the vehicle. A steering divider (actuator) is omitted in this case, the influence takes place, in the case of a passive steering exclusively on the Radhub.

The suspension 1 is provided with a spring-damper system. In the exemplary embodiment of the invention according to Figures 1-4, the spring-damper system of the suspension 1 a resolved construction, that is, that a spring 11 and a damper 12 are arranged separately from each other as separate components. The damper 12 is an elongated member oriented substantially in the vehicle vertical direction z. An upper end of the damper 12 is connected to the body 6 of the vehicle, while a lower end of the damper 12 is connected directly to the wheel carrier 2 via a damper bearing 16 (see FIG. 3). The damper 12 is thus arranged so that it follows all caused by compression or rebound height movements of the wheel carrier 2 by engagement or disengagement and dampens them. Due to the direct connection with the wheel carrier 2, the lifting movements of the wheel carrier 2 are transmitted directly to the damper 12, ie without the interposition of other chassis components. As can be seen from FIGS. 2 and 3, the damper 12 is arranged in front of the center of the wheel 3 in relation to the vehicle longitudinal direction x and at the same time in front of a drive shaft 9 which drives the wheel 3.

As best seen in FIG. 5, which shows an identical to the one shown in FIGS. 1 to 4 (now: right vehicle side viewed from vehicle longitudinal direction x) from the front, the wheel carrier side connection of the damper 12 is located with the wheel carrier 2 in the vicinity of the first connection region 20, in which the wheel carrier 2 is connected directly to the wheel-guiding link 4 (via a ball joint or a rubber mount).

The suspension 1 further comprises the spring 11, which is designed in the illustrated embodiment as an air spring. Unlike the damper 12, the spring 11 is in relation to the vehicle longitudinal direction x behind the center of the wheel 3 and at the same time arranged behind the drive shaft 9 driving the wheel 9, as can be seen for example in Figures 2 and 3. A lower end of the spring 11 rests on the wheel-guiding arm 4. An upper end of the spring 11 - based on the vehicle vertical direction z - is supported against the structure 6 of the vehicle. The spring 11 is thus arranged between wheel guiding link 4 and structure 6 and acts between them. In a compression of the wheel 3, the lower end of the spring 11 via the wheel-guiding arm 4, which is connected to the wheel carrier 2, raised in the direction of the structure 6 (in the vehicle vertical direction z). The spring 11 is compressed and develops a rising with increasing compression return force, which counteracts the deflection.

The fact that the damper 12 is arranged in front of the wheel center or in front of the drive shaft 9, the spring 11 is a relatively large space available, which in relation to the representation of Figure 2 in the vehicle longitudinal direction x forward through the drive shaft 9 and the lintel 7 and is limited to the rear by the steering arm 8. The spring 11 can continue to be placed far outside near the wheel 3, so that a good spring ratio is achieved. The relatively large space for the spring 11 also makes it possible to perform the spring 11 as adjustable with respect to the spring characteristic air spring. Alternatively, it could be a hydraulically adjustable spring. It should be noted that the advantages of the invention can be achieved in principle with a non-adjustable spring. However, an adjustable spring offers advantages in terms of comfort and adaptability to different operating situations. In the case of an air spring, for example, a change in the air pressure in the bellows can be used to adjust the height of the vehicle. In general, the space created that a spring - regardless of the type - can have a relatively large diameter, which is structurally advantageous even in the case of a coil spring.

It has already been mentioned that the wheel-guiding link 4 has an axis of rotation 15 running obliquely with respect to the vehicle longitudinal axis x, as can be seen in particular from FIG. Due to the skewing and the arrangement of spring 11 and damper 12 selected in the exemplary embodiment shown, the wheel Suspension 1 a favorable in relation to the spring 11 effectiveness. For explanation, three auxiliary lines are shown in FIG. These are first of all the axis of rotation 15 extending between the front bearing 13 and the rear bearing 14 of the wheel-guiding link 4. As further auxiliary lines, a distance Dfr of the spring 11 from the axis of rotation 15 and a distance Drr of the wheel 3 from the axis of rotation are indicated 15. From a length comparison of the two distances (spring 11 and wheel 3 in each case from the axis of rotation 15) results in the spring ratio for the spring 11. 1m in the embodiment shown this spring ratio is a value of about 0.7. This is in view of the relatively compact design of the suspension 1, in particular with respect to the relatively short extent of the wheel-guiding arm 4 in the vehicle transverse direction y comparatively high.

Due to the present in the embodiment shown direct connection of the damper 12 with the wheel carrier 2 a favorable effect is achieved in a similar manner for the damper 12. Due to the front and rear side arrangement of damper 12 and spring 11 (in front of and behind the drive shaft 9), the suspension 1 achieves a favorable space utilization.

Fig. 6 shows a part of a vehicle axle 24 according to an embodiment of the invention in plan view. The vehicle axle 24 comprises, as essential components, a central drive unit 22a, 22b and two wheel suspensions 1, of which, for reasons of representation, only the left-hand wheel suspension 1 can be seen with respect to the vehicle longitudinal direction x. The (left) wheel suspension 1 shown corresponds structurally and with regard to the reference numbers of the suspension 1 already described with reference to FIGS. 1 to 5, for which reason repeated explanations with reference to the statements there are avoided.

As already mentioned, the vehicle axle 24 has a centrally arranged drive unit 22a, 22b. In the exemplary embodiment shown, the drive unit contains two electric drive motors, for which purpose the drive unit is divided into a left part 22a and a right part 22b (viewed in the vehicle longitudinal direction x). The left part 22a is located to the left of the vehicle center and is on the Drive shaft 9 can be brought into drive connection with the wheel 3 of the (left) wheel suspension 1. The right part 22b is located to the right of the vehicle center and is also via a (not shown) drive shaft with a wheel of a (not shown) right suspension in drive connection brought. The components associated with the right-hand side of the vehicle correspond in terms of design and function to those of the left-hand side of the vehicle (shown), but are, in contrast, formed or arranged in mirror image form.

Since the wheel of each vehicle side can be driven via its own drive unit 22a (left) or 22b (right), the drive torque transmitted to the wheels can be influenced individually (so-called "torque vectoring"), whereby improved driving characteristics can be achieved in different driving situations.

The representation in Fig. 6 it can be seen that the drive unit 22a, 22b has a considerable structural width in the vehicle transverse direction y. The vehicle axle 24 is designed in such a way that, in spite of this constructive width, it has laterally each a wheel suspension 1 which makes possible a wheel drive which is steerable and satisfies the high driving dynamic demands. This is made possible in particular in that all connection regions 13, 14 of the lower wheel-guiding arm 4 are positioned outside the centrally arranged drive unit 22 with respect to the vehicle transverse direction y. So that the vehicle axle also has a high degree of suspension comfort, the lower wheel-guiding arm 4 can be connected to the body 6 in a front (outer) region 13 and in a rear (opposite inner) region 14 and has an axis of rotation oblique with respect to the vehicle longitudinal axis x on. Due to the oblique axis of rotation, the advantages already explained in the description with regard to the transmission ratios for spring 11 and damper 12 result.

In Fig. 6 is further seen that the vehicle axle 24 is equipped with an active steering. For this purpose, the wheel 3 remote from the end of the track link 8 of the left wheel suspension 1 is connected to a steering splitter 23, which is arranged centrally behind the drive unit 22a, 22b body side. The steering splitter 23 includes an electric actuator and is adapted to the associated end of the Spurlenkers 8 translationally (in the vehicle transverse direction y) to move, so as to cause a steering movement of the wheel 3. In the steering splitter 23 is a so-called central plate, that is, to the steering splitter 23 in a similar manner a track link of the (not fully shown in Fig. 6) right suspension is connected. An actuation of the steering actuator 23 thus simultaneously causes a steering movement of the left wheel suspension 1 and the right wheel suspension.

reference numeral

1 wheel suspension

wheel carrier

3 wheel

wheel guiding handlebar

5 integral link

6 construction

7 bump handlebar

8 track control

9 drive shaft

11 air spring

12 dampers

13 front bearing

14 rear warehouse

15 rotation axis

16 shock absorber bearings

17 first connection integral link

18 second connection integral link

20 first connection area

21 second connection area

22a electric drive unit (left part)

22b electric drive unit (right part)

23 steering dividers

24 vehicle axle

Dfr distance spring rotation axis

Drr distance wheel rotation axis

X vehicle longitudinal direction

y vehicle transverse direction

z vehicle vertical direction

Claims

claims

1. vehicle axle (24) having a centrally disposed, in particular electric drive unit (22a, 22b) and with a wheel suspension (1), wherein the suspension (1) comprises a wheel carrier (2) for receiving a wheel (3), a lower wheel-guiding arm (4) for pivotally connecting the wheel carrier (2) to a superstructure (6), a striker (7) connectable to the wheel carrier (2) with the superstructure (6) and a steering means (8, 23) for steering the wheel (3) having,

wherein the wheel carrier (2) and the wheel-guiding link (4) in a first connection region (20) directly and in a second connection region (21) indirectly via an integral link (5) are connected, so that the wheel carrier (2) relative to the wheel-guiding link (4) is pivotable about a steering axis,

wherein the wheel-guiding arm (4) in a front region (13) and in a rear region (14) to the structure (6) is connectable and with respect to the vehicle longitudinal axis (x) obliquely axis of rotation (15), and wherein all connection areas (13, 14) of the wheel-guiding arm (4) are positioned with respect to the vehicle transverse direction (y) outside the centrally arranged drive unit (22).

2. Vehicle axle according to claim 1, characterized in that the drive unit (22a, 22b) comprises at least one electric drive motor, wherein between drive unit (22a, 22b) and wheel (3) a drive connection (9) for driving the wheel (3) to produce is.

3. Vehicle axle according to one of the preceding claims, characterized by a body-side hinged chassis element (12) which is directly connected to the wheel carrier (2).

4. Vehicle axle according to claim 3, characterized in that it is the suspension element is a damper (12).

5. Vehicle axle according to claim 3 or 4, characterized in that the chassis element (12) with respect to a vehicle longitudinal direction (x) in front of the center of Wheel (3) or above a wheel (3) driving the drive shaft (9) is arranged.

6. Vehicle axle according to one of claims 3 to 5, characterized in that the wheel carrier-side connection of the chassis element (12) relative to the wheel carrier (2) in the vicinity of the first connection region (20) is formed.

7. Vehicle axle according to one of the preceding claims, characterized in that relative to the vehicle longitudinal direction (x) of the first connection region (20) near the center of the wheel (3) and the second connection region (21) formed behind the center of the wheel (3) is.

8. Vehicle axle according to one of the preceding claims, characterized in that the wheel-guiding link (4) by means of a substantially in the vehicle vertical direction (z) extending spring (11) relative to the structure (6) is supported.

9. Vehicle axle according to claim 8, characterized in that the spring (11) with respect to a vehicle longitudinal direction (x) behind the center of the wheel (3) and / or behind a wheel (3) driving the drive shaft (9) is arranged.

10. A vehicle axle according to claim 8 or 9, characterized in that the suspension (1) has a lying between 0.5 and 1, preferably about 0.7 amount of spring translation, wherein under the spring ratio, the ratio of distance (Dfr) of the spring ( 11) from the rotational axis (15) to distance (Drr) of the wheel (3) from the axis of rotation (15) is to be understood.

11. Vehicle axle according to one of the preceding claims, characterized in that the wheel-guiding arm (4) related to a vehicle vertical direction (z) in a lower link plane and the wheel carrier (2) with the structure (6) connecting lintel (7) in one are arranged to the upper link level.

12. Vehicle axle according to one of the preceding claims, characterized in that the integral link (5) is arranged substantially within the wheel (3).

13. Vehicle axle according to one of the preceding claims, characterized in that the integral link (5) is aligned in the unguided state of the wheel (3) substantially in the vehicle vertical direction (z).

14. Vehicle axle according to one of the preceding claims, characterized in that the integral link (5) in a first connection (17) articulated to the wheel-guiding arm (4) and in a second connection (18) is pivotally connected to the wheel carrier (2) ,

15. Vehicle axle according to one of the preceding claims, characterized in that the wheel (3) of the drive unit (22a, 22b) via a substantially in the vehicle transverse direction (y) extending shaft (9) can be driven, based on the vehicle longitudinal direction ( x) extends between the spring (11) and the chassis element (12).