EP3672816A1 - Essieu de véhicule doté d'une unité d'entraînement montée de manière centrale - Google Patents

Essieu de véhicule doté d'une unité d'entraînement montée de manière centrale

Info

Publication number
EP3672816A1
EP3672816A1 EP18742765.3A EP18742765A EP3672816A1 EP 3672816 A1 EP3672816 A1 EP 3672816A1 EP 18742765 A EP18742765 A EP 18742765A EP 3672816 A1 EP3672816 A1 EP 3672816A1
Authority
EP
European Patent Office
Prior art keywords
wheel
vehicle
vehicle axle
spring
wheel carrier
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Withdrawn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
EP18742765.3A
Other languages
German (de)
English (en)
Inventor
Klaus Wallgren
Knut Heidsieck
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 EP3672816A1 publication Critical patent/EP3672816A1/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Withdrawn legal-status Critical Current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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/001—Arrangements for attachment of dampers
    • B60G13/005—Arrangements for attachment of dampers characterised by the mounting on the axle or suspension arm of the damper unit
    • B60G13/006—Arrangements for attachment of dampers characterised by the mounting on the axle or suspension arm of the damper unit on the stub axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
    • 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
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/184—Assymetric arrangements
    • 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
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • 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
    • 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
    • B60G2204/4222—Links for mounting suspension elements for movement on predefined locus of, e.g. the wheel center
    • 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
    • B60G2206/011—Modular constructions
    • 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
    • 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
    • B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/50—Electric vehicles; Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric

Definitions

  • Vehicle axle with a centrally arranged drive unit 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.
  • 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 to the body axle or comparable connection components.
  • 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.
  • 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 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.
  • 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.
  • the drive unit 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • the 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 radffy workedes end of the chassis element at a relative to the center of the vehicle far outboard point, namely very close to the wheel, support.
  • 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").
  • the suspension element, which is articulated on the side and directly connected to the wheel carrier is preferably a damper.
  • 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.
  • 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.
  • 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 near the wheel center and the other, second attachment region is formed behind the wheel center.
  • first connection region relative to the vehicle longitudinal direction can therefore be arranged before or alternatively slightly behind the wheel center.
  • the wheel-guiding link has an axis of rotation oblique with respect to the vehicle's longitudinal axis.
  • 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.
  • the vehicle axle on a spring-damper system in dissolved construction that is spring and damper are structurally separate suspension elements.
  • 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.
  • the spring can be arranged with respect to the center of the wheel and / or a drive shaft driving the wheel opposite the damper.
  • a particularly large space in vehicle longitudinal and transverse vehicle direction
  • 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.
  • 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.
  • 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.
  • this has a lying between 0.5 and 1, preferably about 0.7 amount of spring translation.
  • 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.
  • 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.
  • the integral link is pivotally connected in a first connection with the wheel-guiding link and in a second connection with the wheel carrier.
  • the integral steering in the unguided state of the wheel is oriented substantially in the vehicle vertical direction.
  • 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.
  • FIG. 1 shows a suspension (left) of a vehicle axle according to the invention in a perspective view obliquely from behind
  • 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
  • FIG. 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.
  • FIGS. 1 to 6 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.
  • 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.
  • the structure 6 may be the bodywork or a so-called axle, which is firmly mounted to the body of a vehicle.
  • 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.
  • 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).
  • the axis of rotation 15 has a skew with respect to the vehicle longitudinal axis x, which is between 10 ° and 45 °.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the steering axle thus formed can change its relative position with respect to the body 6 of the vehicle.
  • 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.
  • 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.
  • 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.
  • the steering link 8 can be connected to a steering divider (actuator 23, only shown in FIG. 6) arranged on the body 6.
  • the control arm 8 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.
  • the wheel carrier 2 pivots about its previously described steering axle.
  • the suspension 1 may alternatively be equipped with a passive steering.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the spring 11 is compressed and develops a rising with increasing compression return force, which counteracts the deflection.
  • 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.
  • a change in the air pressure in the bellows can be used to adjust the height of the vehicle.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the vehicle axle 24 has a centrally arranged drive unit 22a, 22b.
  • 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.
  • 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 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.
  • 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.
  • Fig. 6 is further seen that the vehicle axle 24 is equipped with an active steering.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un essieu de véhicule (24) comprenant une unité d'entraînement (22a, 22b) montée de manière centrale et une suspension de roue (1), qui comprend un support de roue (2) destiné à recevoir une roue (3), un bras de suspension inférieur (4) guidant la roue, destiné à relier de manière articulée le support de roue (2) à une carrosserie (6), une biellette de carrossage (7), apte à relier le support de roue (2) à la carrosserie (6), et un moyen de direction (8, 23) 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 directement dans une première zone de liaison (20) et indirectement dans une seconde zone de liaison (21) par l'intermédiaire d'un bras intégral (5), de telle sorte 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 bras de suspension (4) guidant la roue pouvant être fixé à la carrosserie (6) dans une zone avant (13) et dans une zone arrière (14) et présentant un axe de rotation (15) s'étendant de manière oblique par rapport à l'axe longitudinal (x) du véhicule, et toutes les zones de liaison (13, 14) du bras de suspension (4) guidant la roue étant positionnées à l'extérieur de l'unité d'entraînement (22) montée de manière centrale par rapport à la direction transversale (y) du véhicule.
EP18742765.3A 2017-08-22 2018-07-16 Essieu de véhicule doté d'une unité d'entraînement montée de manière centrale Withdrawn EP3672816A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017214640.0A DE102017214640A1 (de) 2017-08-22 2017-08-22 Fahrzeugachse mit einer zentral angeordneten Antriebseinheit
PCT/EP2018/069185 WO2019037946A1 (fr) 2017-08-22 2018-07-16 Essieu de véhicule doté d'une unité d'entraînement montée de manière centrale

Publications (1)

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EP3672816A1 true EP3672816A1 (fr) 2020-07-01

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EP18742765.3A Withdrawn EP3672816A1 (fr) 2017-08-22 2018-07-16 Essieu de véhicule doté d'une unité d'entraînement montée de manière centrale

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Country Link
US (1) US11167609B2 (fr)
EP (1) EP3672816A1 (fr)
CN (1) CN110997356B (fr)
DE (1) DE102017214640A1 (fr)
WO (1) WO2019037946A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111055663A (zh) * 2019-12-27 2020-04-24 奇瑞汽车股份有限公司 电驱动后桥总成
DE102021207285A1 (de) 2021-07-09 2023-01-12 Zf Friedrichshafen Ag Radaufhängung für ein Kraftfahrzeug

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DE102005049947A1 (de) * 2005-10-19 2007-05-16 Bayerische Motoren Werke Ag Radaufhängung für die angetriebenen Hinterräder eines Kraftfahrzeugs
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Publication number Publication date
US11167609B2 (en) 2021-11-09
DE102017214640A1 (de) 2019-02-28
CN110997356B (zh) 2023-05-02
CN110997356A (zh) 2020-04-10
WO2019037946A1 (fr) 2019-02-28
US20200290417A1 (en) 2020-09-17

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