ITRM20000366A1 - SUSPENSION FOR MOTOR VEHICLES. - Google Patents

Description

DESCRIPTION

From DE 197 33 033 A1 a single-seater motor vehicle is known which has a seat arranged on a chassis, a control device and wheels arranged in an adjustable or swiveling manner on the chassis, of which at least two are equipped with propellers which allow at least two driving speeds. gear. The chassis of this vehicle consists of a load-bearing body for the vehicle seat and load-bearing arms for the wheels, applied so that they can be moved and respectively oriented horizontally and vertically. By means of an automatic or manual adjustment of the wheelbase and / or the track width and / or the seat height it is possible to create, for this vehicle, different constellations of vehicles for different uses. In a particularly advantageous embodiment of this vehicle, the supporting arms and the supporting body are adjustable in at least three positions, where

a) in the first position, a maximum wheelbase is set and - at least on the rear wheels - a maximum track width as well as a minimum seat height is set (fast travel mode),

b) in the second position, a shorter wheelbase than in position a) and a reduced track width as well as a maximum seat height (slow travel mode) is set, and

c) in the third position, a minimum pitch and a minimum track as well as a minimum seat height (mode of transport) are set.

The present invention relates to a suspension of a motor vehicle of the type mentioned above, which has a device for adjusting the track which allows the gauge of the vehicle's wheels to be modified.

From US patent 4 613 151 a wheelchair is known, the front wheels of which are adjustable so as to be able to modify the track. For this purpose, each of the wheels has an axis which is telescopically adjustable in length transversely to the longitudinal direction of the vehicle, on which each wheel of the vehicle is arranged. Such a track adjustment is advantageous for slowly moving wheelchairs but is not suitable for relatively fast vehicles, in particular single-seater cars of the type described above, since, for example, a sprung support of the wheel to the chassis is problematic. .

The present invention deals with the problem of providing a suspension of the type mentioned above so as to determine, in a motor vehicle of the type described above, an improvement in the driving dynamics.

This problem is solved, according to the invention, with a suspension with the details of claim 1 as well as with a group of axles with the details of claim 13 and with a vehicle with the details of claim 15.

The invention is based on the general concept of arranging the wheel associated with the suspension on a hub and of arranging said hub in an oscillating way, by means of at least one oscillating arm, on a load-bearing frame so as to obtain a modular wheel support system, realized as a completely mountable structural unit, which is applied to the vehicle and is adjustable, as a whole, transversely to the longitudinal axis of the vehicle. Since all the structural elements of this wheel module are invariant with respect to each other or are permanent or fixed, the functionality of the individual elements of the wheel module can always be guaranteed.

The wheel module thus formed, fully adjustable from the point of view of the variation of the track, can have, for example, elastic-shock-absorbing means which support the wheel hub directly or indirectly on the supporting frame. The wheel support therefore takes place inside the wheel module so that the variation of the track does not affect the support function of the elastic-shock-absorbing means.

According to a particularly advantageous embodiment, the wheel hub can be arranged in a pivoting manner by means of a lateral wishbone system on the supporting frame in which an upper transverse arm acts on upper segments of the wheel hub and the supporting frame and a lower transverse arm acts on the lower segments of the wheel hub and the supporting frame. With such a lateral quadrilateral system, the wheel obtains, during compression and extension, a defined kinematics.

In addition, inclination adjustment means can be provided which, for example, on the one hand, can act on one of the swinging arms and, on the other side, on the supporting frame.

The wheel module can also have a propeller, for example an electric motor, which, on the wheel hub or on it, is made in such a way that driving torques that: act on the wheel support themselves to the wheel hub. Alternatively or additionally, the wheel module can have a brake on the wheel, for example, a disc brake, which is arranged on the wheel hub or therein so that braking torques acting on the wheel support the hub of the wheel. wheel. Furthermore, the wheel module can be equipped with a steering propeller, for example with an electric motor, which is made on the supporting frame or in it and, by means of the steering linkage, acts on the wheel hub for its steering actuation. . Even <'> in a complex structure of the wheel module, by means of which a number of functions, such as drive, braking, steering, can be integrated into the wheel module, it is possible to ensure the operational safety of these aggregates for each wheel gauge adjustment, since, according to the invention, the complete wheel module is arranged on the vehicle so that it can be adjusted transversely to the longitudinal direction of the vehicle.

Other important details and advantages of the present invention emerge from the dependent claims, the drawings and the relative description of the figures with reference to the drawings.

It is evident that the details cited hereinafter and still to be illustrated below can be used not only in the combination indicated each time but also in other combinations or alone without abandoning the scope of the present invention.

A preferred embodiment of the invention is shown in the drawings and is illustrated in more detail below in the following description. In the drawings, from time to time schematically.

Figure 1 shows a side view (Fig. La) and a front view (Fig. 1b) of a single-seater motor vehicle in a fast travel mode,

Figure 2 shows a side view (Fig. 2a) and a front view (Fig. 2b) of the vehicle according to Figure 1 in a slow travel mode,

Figure 3 shows a side view (Fig.3a) and a front figure (Fig.3b) of the vehicle according to Figure 1 in a transport mode,

Figure 4 shows a perspective view of a front axle assembly of the vehicle according to Figure 1, which is equipped with two suspensions made according to the invention.

According to Figures 1 to 3, a single-seater motor vehicle 1 has a chassis 2 on which a seat 3 is arranged. The seat 3 of the vehicle is equipped with at least one armrest 4, which, with respect to the direction of travel symbolized by an arrow 5 , is arranged on the left or right side of the vehicle seat 3. In the exemplary embodiment shown in Figures 1 to 3, the motor vehicle 1 has two of these armrests 4. At the ends 4 of the armrests 4, spaced from the seat 3 of the vehicle, there are operating elements 6 for controlling the motor vehicle 1. as well as various display tools 7. Here, the drive element 6 is formed by a so-called ,, side-stick ''.

A front axle assembly 9 distinguished by a clip is arranged on the chassis 2 by means of an extension 8 of the front axle. The front axle elongation 8 consists of a housing 12 connected to the front axle assembly, from which rods 13 are axially removable in their axial direction, which, at their opposite ends of the elongation housing 12, are fixed to the chassis. In this way, the distance of an ideal line 14 of the front axle from the chassis 2 can be modified from the point of view of the wheelbase adjustment.

A rear axle assembly 10, marked with a clip, is articulated to the chassis by means of a rocker arm 11. The rocker arm 11 contains actuation means, not shown, which allow, on the one hand, an adjustment of the oscillation of the rear axle assembly 10 with respect to the rocker arm 11 in which an ideal line of rear axle 15 is adjusted by rotation about an axis of oscillation 16 of the rear axle which extends parallel to said line. On the other hand, the rocker arm 11 is arranged in such a way as to be able to oscillate around a relative oscillation axis 17 on the chassis, wherein the rocker arm 11 with the rear axle assembly 10 arranged thereon is adjusted by rotation around the axis of relative oscillation 17 extending parallel to the rear axle line 15.

In figures la and lb, the motor vehicle 1 assumes a fast travel mode in which the motor vehicle 1 has a relatively large, in particular maximum, wheelbase, i.e. the ideal lines 14 and 15 of the axles have a relatively large mutual distance. Furthermore, the seat 3 of the vehicle, in this fast travel mode, is arranged relatively low so as to obtain, overall, a particularly low center of gravity of the vehicle. Furthermore, the motor vehicle 1 shown here has, both on its front axle assembly 9 and on its rear axle assembly 10, a relatively wide track, in particular maximum, i.e. a distance as large as possible between the front wheels 18 and 18 and respectively rear wheels 19 and 19 'associated with the respective groups of axles 9 and 10 respectively.

To bring the motor vehicle 1 into a slow travel mode, shown in Figures 2a and 2b, the rocker 11 oscillates clockwise around a relative axis of oscillation 17 so that the distance of the vehicle seat 3 from a road surface 20 on which the vehicle is located ί increases. At the same time, the pace, in this case, decreases slightly. Furthermore, the rear axle assembly 10 is oscillated clockwise around the axis of oscillation 16 of the rear axle where, furthermore, the wheelbase is reduced. Finally, for the slow travel mode, it is also possible to optionally reduce the track width of the front axle unit 9 as well as the track width of the rear axle unit 10, whereas the track adjustment means provided for this purpose, at least for the unit front axle 9, are illustrated in more detail below with reference to Figure 4. During the adjustment processes, means not described in more detail ensure that the seat 3 of the vehicle maintains its relative alignment with respect to the road surface 20.

In order to bring the motor vehicle 1 in a mode of transport that it presents in Figures 3a <:> and 3b, the rocker arm 11 is oscillated counterclockwise around the axis of oscillation of the rocker arm 17, where the height of the seat 3 of the vehicle is · Reduces again. In addition, the rear axle assembly 10 is oscillated in a maximum clockwise direction around the axis of oscillation of the rear axle 16 in order to obtain a minimum distance of the line 15 of the rear axle from the chassis 2. Furthermore, the elongation rods 13 in the exhaust casing 12, so that the line 14 of the front axle also has a minimum distance from the chassis 2 and, overall, a minimum wheelbase is obtained for the motor vehicle l.

Corresponding to figure 4, the front axle assembly 9 is substantially constituted by two wheel modules 21 and 21 ', which in figure 4 are marked by staples. Each wheel module 21 and 21 'respectively forms, in this case, a suspension for each associated wheel 18 and 18' respectively. Hereinafter, this module-like suspension 21 and 21 'respectively is referred to as both suspension and wheel module.

In figure 4 it should be noted that here the line of sight relating to the longitudinal direction 5 of the vehicle is directed from rear to front.

With respect to a vertical longitudinal plane of the vehicle, the modules 21 and 21 'of the wheels are made in a reflected image with respect to each other, where this specular symmetry is found again in the individual constituent elements of the wheel modules. The suspensions and respectively the modules 21 and 21 'of the wheels, as well as their constituent elements, therefore have the same reference numbers, where the reference numbers of the right-hand constituent elements in the direction of travel are always marked with an additional line. For reasons of simplification, the double indication is usually omitted thereafter so that, in constituent elements arranged both on the left and on the right, only a reference number is indicated.

Consequently, the module 21 has a supporting frame 22, arranged on the vehicle by means of more, in this case four, longitudinal rods: 23 which extend parallel to each other and transversely to the longitudinal direction 5 of the vehicle. The longitudinal rods 23 are coupled, in this case, with the casing 12 of the elongation so that the whole front axle assembly 9 is adjustable, from the point of view of the variation of the wheelbase, in the longitudinal direction 5 of the vehicle.

The supporting frame 22 is arranged so that it can be adjusted by sliding on these longitudinal rods 23 so that the supporting frame 22 can perform adjustment movements transversely to the longitudinal direction 5 of the vehicle. two threaded rods 24 extending parallel to each other and transversely to the longitudinal direction 5 of the vehicle. Here, the threaded rods 24 are divided into two parts and have two threaded half-rods 25 and 25 ', of which one is associated with the left module 21 of the wheel and the other is associated with the right module 21' of the wheel. The two threaded half-rods 25 and 25 'of a threaded rod 24 are connected by means of a joint 26 arranged in correspondence with the longitudinal median plane of the vehicle, where the joint 26 allows relative rotations of any kind between the two threaded half-rods 25 and 25'.

The suspension 21 has a thruster with a threaded rod 27 which comprises a motor 28 not shown in more detail, which is connected each time by means of flexible drive shafts 29 and 30 with the input side of a transmission gear 31 and 32 respectively. The threaded half-shaft 25 is connected each time to the output side of this idle gear 31 and 32. The threaded rods 24 pass through the bearing frame 22 in an opening 33 and 34 respectively in which a thread is formed which is not recognizable here, for example in the form of a nut. A rotary movement of the threaded rod 24 and respectively of the corresponding threaded half-rod 25 therefore causes an axial movement of the bearing frame 22 along the threaded rod 24.

A wheel hub 37 is arranged on the supporting frame 22 so that it can be adjusted in an oscillating manner by means of a lateral quadrilateral system, which is formed by a lower transverse arm 35 and an upper transverse arm 36. in this case, the oscillating arms 35 and 36 on the supporting frame 22 are adjustable so as to be able to oscillate from time to time around an axis of oscillation which extends parallel to the longitudinal direction 5 of the vehicle, while a spherical head support system 38 , realized on the wheel hub 37, furthermore allows a torsional adjustment of the wheel hub 37 around a normal axis which extends along the upper support point and the lower support point.

An elastic-shock absorber unit acts on the lower transverse arm 35 which supports the lower transverse arm 35 and therefore the hub 37 of the wheel arranged thereon on the supporting frame 22. Alternatively or in addition to the elastic-shock-absorber assembly 39, a device for adjusting the action of the inclination can be provided by means of which the inclination of the wheel 18 arranged on the hub 37 of the same can be modified. For the support of the wheel 18, the hub 37 of the same is equipped with a bearing not shown here.

The hub 37 of the wheel has, on the opposite side of the wheel 18, an electric motor 40 which forms a propulsion system for the wheel 18 which is associated in each case. Preferably, the wheel hub 37 forms, in this case, an assembly with the electric motor 40 arranged thereon so as to obtain an integral structure. It is evident that a gear mechanism can be interposed between an invisible driving shaft of the electric motor 40 and an equally invisible driving shaft of the wheel 18. Inside the wheel hub 37 there is arranged on the drive shaft of the wheel 18 a brake disc, not visible here, which cooperates with a brake shoe arrangement, also located in the wheel hub 37 and supported on it. it. In this way it is ensured that driving and braking torques act directly on the wheel hub 37.

The bearing frame 22 also has a steering propeller 41 which comprises an electric motor 42, located inside the bearing frame 22 and, in particular, enslaved by gears, which here is symbolized by a broken line. A driving shaft 43 of the steering propeller 41 protrudes from the supporting frame 22, corresponding to Figure 4 on an upper side, and drives a knuckle control arm 44 fixed thereon. This steering knuckle control arm 44 is coupled, in turn, by means of a longitudinal steering control rod 45 with the wheel hub 37, which has, for this purpose, a steering arm 46 on which the longitudinal steering control rod acts. 45. The drive shaft 43 of the electric motor 42 is furthermore non-rotatably coupled to a first toothed wheel 47 which drives, through a chain 48, a second toothed wheel 49. This second toothed wheel 49 forms, in this case , a constituent element of a damping joint 50, fixed to the supporting frame 22, which counteracts, in a damping way, the adjustment movements of the steering propeller 41.

The drive shaft 43 of the steering thruster 41 also projects on an opposite side of the steering knuckle arm 44, according to Figure 4 on a lower side, from the supporting frame 22 and is coupled there with an actual value emitter 51 of the steering angle which, for example, can be constituted by a potentiometer. In this way, the actual steering angle can be determined.

As clearly emerges from Figure 4, all the constituent elements of the wheel module and respectively of the suspension 21 are applied and respectively arranged on the relative bearing frame 22, so that a displacement of the bearing frame 22 along the threaded rod 24 produces a corresponding displacement of the whole module 21 of the wheel. Since the mutual association of the individual elements is not changed during this movement, the functions associated with these elements remain without limitation in order to ensure safe operation, safe braking and safe steering for each track adjustment. Since for each module 21 and 21 'of the wheel there is a separate track adjustment thruster 27, the modules 21 and 21' can be adjusted transversely to the longitudinal direction 5 of the vehicle both independently of each other and in a synchronized way.

The steering of the front wheels 18 takes place completely electronically, where the relative steering command in the event of cornering can certainly also produce different steering angles for the left front wheel 18 and for the right front wheel 18 ', which otherwise, it must be achieved mechanically through complicated steering kinematics. A particular advantage of steering on single wheels is also given by the fact that an incorrect steering angle on one of the wheels 8 and 1 'can be compensated for by an oversteer of each other wheel, increasing,

vehicle safety.

Claims (2)

CLAIMS 1. Suspension for motor vehicles with at least one seat (3) arranged on a chassis (2) and with wheels (18, 19) arranged in an adjustable or oscillating manner on the chassis (2), of which at least two are equipped with propellers (40) which allow at least two travel speeds, where the suspension (21) has a track adjustment device (27, 28, 31, 32, 23, 24, 25, 33) which allows to adjust the wheel (18) associated with the suspension ( 21) transversely to the longitudinal direction (5) of the vehicle, characterized in that a wheel hub (37) is provided, which is arranged so as to be able to swing, by means of at least one oscillating arm (35, 36), on a frame bearing (22) and on which the wheel (18) is arranged, where the track adjustment device is made due to the fact that the supporting frame <(> 22) is arranged on the vehicle (1) in such a way that it can swing transversely to the longitudinal direction (5) of the vehicle. Suspension according to claim 1, characterized in that elastic-shock-absorbing means (29) are provided which support the hub <(> 37 <)> of the wheel directly or indirectly on the supporting frame (22). Suspension according to claim 1 or 2, characterized in that the hub {37) of the wheel is arranged in such a way that it can oscillate by means of a lateral quadrilateral system (35, 36) on the supporting frame (22), which comprises an upper transverse arm (36), which acts on the upper segments of the wheel hub (37) and the supporting frame (22), and a lower transverse arm (35), which acts on the lower segments of the wheel hub (37) and on the supporting frame (22). Suspension according to claims 2 and 3, characterized in that the elastic shock-absorbing means (39) act on one of the transverse arms (35) and on the supporting frame (22). 5. Suspension according to one of the preceding claims, characterized in that inclination adjustment means are provided. 6. Suspension according to one of the dependent claims, characterized in that a wheel drive (40), for example an electric motor, is arranged on the wheel hub (37) or therein, so that torques are supported on the wheel hub (37) drive units acting on the wheel (18). 7. Suspension according to one of the preceding claims, characterized in that a brake, for example a disc brake, is arranged on the wheel hub (37) or therein, so that braking torques are supported on the wheel hub (37) which act on the wheel (18). Suspension according to one of the preceding claims, characterized in that the wheel hub (37) is arranged on at least one transverse arm (35, 36) for the execution of steering movements of the relative wheel (18) so as to being able to oscillate around a substantially vertical axis. Suspension according to one of the preceding claims, characterized in that a steering drive (41), for example an electric motor (42), which acts via a steering linkage ( 44, 45, 46), on the hub (37) of the wheel for its steering actuation. Suspension according to one of the preceding claims, characterized in that the supporting frame (22) is arranged on at least one longitudinal rod (23) which extends transversely to the longitudinal direction (5) of the vehicle. Suspension according to one of the preceding claims, characterized in that a screw drive with at least one threaded rod (24) is provided, the threaded rod (24) extending transversely to the longitudinal direction (5) of the vehicle or and, by rotation, it produces the transverse adjustment of the bearing frame (22). 2 . Suspension according to claims 1Q and 11, characterized in that for each threaded rod (24) two longitudinal rods (23) are provided, which are arranged so that the threaded rod (24) and the relative longitudinal rods (23) they are almost in a plane. 13. Axle assembly, in particular front axle assembly, with two wheels (18, 18 ') for a vehicle, in particular for a single-seater motor vehicle (1), with a seat (3) arranged on a chassis (2) and with wheels (18, 19) arranged in an adjustable or oscillating way on the chassis (2), of which at least two are equipped with propellers (40) which allow at least two travel speeds, characterized in that for each wheel (18) there is a suspension (21, 21 ') according to one of the preceding claims is provided, wherein the two suspensions (21, 21') on the wheels are made substantially in a reflected image with respect to a longitudinal median plane of the vehicle (1). 14. Axle assembly according to claim 13, characterized in that the two suspensions (21, 21 ') are arranged on the same and respectively on the same longitudinal rods (23) and cooperate with the same and respectively with the same threaded rods (24 ). 15. Single-seater motor vehicle with a seat (3) arranged on a chassis (2) and with wheels (18, 19) arranged in an adjustable or oscillating manner on the chassis (2), of which at least two are equipped with propellers (40) which allow at least two travel speeds, characterized in that the wheels (18) of at least one axle line (14) with an axle assembly (9) according to one of claims (13) and (14) are arranged on the vehicle (l ).