WO2005051687A1 - Independent suspension for a motor vehicle wheel, particularly a non directed motor vehicle wheel - Google Patents

Independent suspension for a motor vehicle wheel, particularly a non directed motor vehicle wheel Download PDF

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Publication number
WO2005051687A1
WO2005051687A1 PCT/EP2004/013193 EP2004013193W WO2005051687A1 WO 2005051687 A1 WO2005051687 A1 WO 2005051687A1 EP 2004013193 W EP2004013193 W EP 2004013193W WO 2005051687 A1 WO2005051687 A1 WO 2005051687A1
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WO
WIPO (PCT)
Prior art keywords
wheel
spring
suspension
motor vehicle
wishbone
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PCT/EP2004/013193
Other languages
German (de)
French (fr)
Inventor
Ludwig Seethaler
Roland König
Jan Eilers
Roland Schmidt
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Bayerische Motoren Werke Aktiengesellschaft
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Publication of WO2005051687A1 publication Critical patent/WO2005051687A1/en

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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
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/22—Resilient suspensions characterised by arrangement, location or kind of springs having rubber springs only
    • B60G11/24—Resilient suspensions characterised by arrangement, location or kind of springs having rubber springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the 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
    • 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
    • B60G2204/124—Mounting of coil springs
    • 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
    • B60G2204/126—Mounting of pneumatic springs
    • 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

Definitions

  • the invention relates to an independent wheel suspension for an in particular non-steered motor vehicle wheel with its handlebars guiding the wheel carrier, a lower wishbone plane and an upper wishbone plane lying vertically above the wheel being provided.
  • a lower wishbone plane and an upper wishbone plane lying vertically above the wheel being provided Regarding the technical environment, reference is made to DE 195 24 106 A1 in addition to DE 199 03 435 A1.
  • Double-wishbone axles and their variants have established themselves in motor vehicles with high demands on driving dynamics and driving comfort, because they offer the best conditions for the kinematic and elastokinematic fine-tuning.
  • a suspension spring arrangement and damper arrangement are usually realized next to the wheel, either from the wheel carrier directly to the vehicle body or from a wishbone to the body or also a so-called rear axle carrier, which in turn is used for acoustic decoupling and to achieve good longitudinal suspension large-volume rear axle support rubber bearing is connected to the vehicle body.
  • These rubber mounts perform their function the better, the less static preload from the wheel load they have to bear and the less the influence of the load in the body on this preload.
  • the suspension spring and the associated damper are arranged concentrically above the output shaft for driving the respective rear wheel between the wheel carrier and the vehicle body.
  • the distance from the center of the wheel in the side view must not be too large, so as not to introduce any moments around the wheel axis.
  • the shock absorber is thus relatively high next to the tire envelope and significantly affects the maximum through-loading width of the trunk provided in this area in the vehicle body. To create more through-loading width, you can put the damper on a lower wishbone and try to position the damper support bearing below the level of the trunk floor.
  • axle concept or independent wheel suspension which conceptually creates a lot of free space in the wheel suspension area and in particular between the left and right wheel suspension of a motor vehicle, in particular a passenger car, namely with regard to the largest possible interior space to achieve a large through-loading width and a large one Trunk volume, with high demands on suspension comfort, driving comfort and driving dynamics.
  • an independent wheel suspension known from DE 195 24 106 A1 mentioned at the beginning cannot adequately meet the second-mentioned requirement.
  • the suspension spring designed as a leaf spring is arranged essentially directly above the wheel and thus takes up virtually no installation space between the left-hand and right-hand wheel suspension of the motor vehicle.
  • the solution to this problem is for an independent wheel suspension for an in particular non-steered motor vehicle wheel with its handlebars guiding the wheel carrier, a lower wishbone plane and an upper wishbone plane lying vertically above the wheel being provided, characterized in that a suspension spring for the vehicle Body is arranged substantially directly above the wheel.
  • a suspension spring for the vehicle Body is arranged substantially directly above the wheel.
  • the suspension spring designed in the form of a coiled steel spring (coil spring or spiral spring) or an air spring is supported on a rigid arm of the wheel carrier which is suitably shaped with regard to a spring arrangement directly above the wheel, near the articulated connection of an upper wishbone.
  • a damper connected in parallel with the suspension spring can also be arranged essentially concentrically with the suspension spring. This arrangement creates a little more space besides the wheel, when damper and spring are arranged as a shock absorber above the wheel. Except for the already mentioned, rigid support of the suspension spring and here the damper above the wheel of the wheel carrier towards the upper wishbone, there is no longer any component next to the wheel and above the drive shaft driving it. However, this boom must then be dimensioned for the high additional spring forces.
  • a low-lying spring which is supported on the body by a narrow support pot, has a favorable effect on the space requirement near the damper support bearing.
  • a possible arrangement of the spring or strut between the upper wishbone and the vehicle body enables a translation smaller than "1" and thus reduces the overall length of the spring or strut, ie the space required upwards.
  • the upper wishbone is then however, no longer free of lateral forces and must be dimensioned stronger.
  • the upper wishbone has a fixed axis of rotation on the body side, while the dissolved lower wishbone plane is formed by three individual links (wishbone, tension strut and tie rod).
  • a relatively short upper wishbone with a fixed axis of rotation enables a favorable position of the elastokinematic steering axis of rotation (negative caster, negative steering roll radius) as well as a sufficient change in camber over the spring travel.
  • other variants with a wishbone each in each wishbone level or with a lower wishbone as well as with a dissolved upper wishbone level are also conceivable.
  • the reference number 1 designates the wheel carrier of a non-steered wheel 2 of a passenger car, which has three links 3a, 3b, 3c arranged in a so-called lower wishbone plane, which, viewed in the vertical direction, below an output shaft which emanates from a rear axle transmission 4 and drives this wheel 2 5 are arranged, and a wishbone 6 arranged in the vertical direction above the wheel 2 is guided.
  • the links 3a, 3b, 3c are articulated on the wheel carrier on the one hand and articulated on the rear axle carrier, not shown in the figure.
  • a damper 7 is also articulated to the wheel carrier 1 and, as usual, can have a so-called additional spring and, on the other hand, is attached to the body of the motor vehicle, not shown. Also attached to the body via a fixed axis of rotation 8 is the upper wishbone 6, which is above the wheel 2 and thus describes a so-called upper wishbone plane, and which has its other end articulated on a so-called boom 1a of this wheel carrier 1, which is rigidly connected to the wheel carrier 1 is attached.
  • This outgoing arm 1 a from the actual wheel carrier 1 is shaped such that it leads on the inside of the wheel 2 out of the so-called wheel disc around the wheel tire into an area which, viewed in the vertical direction, lies directly above the wheel 2.
  • this boom 1a At its end section located directly above the wheel 2, this boom 1a is provided with a so-called support section 1b for a support spring 9 which is in the form of a wound steel spring, here a coil spring, and which can be designed, for example, in the manner of a spring plate or the like.
  • this suspension spring 9 at the end of which the vehicle body is supported opposite the support section 1b, is arranged directly above the wheel 2.
  • the damper 7 connected in parallel with the suspension spring 9 lies on the inside next to the wheel 2, it is nevertheless described by the latter Arrangement of the suspension spring 9 between the figurative wheel 2 and the other (not shown) wheel of the rear axle of this two-track motor vehicle without comfort-reducing preloads on the bearings of the rear axle support created a lot of space which can be used particularly well, for example, for a trunk of the passenger car.
  • An independent wheel suspension according to the invention is thus characterized by a large number of advantages, such as, in particular, a large interior space (this enables a low trunk floor and a large loading width), but also by an excellent tuning potential for good driving dynamics.
  • Good comfort properties result from elastokinematic longitudinal suspension and low preloads on the bearings of a rear axle support which may be provided, which advantageously only has to accommodate the so-called lower control arm level and the rear axle gear 4. Due to the possibility of a high damper ratio, the response is good.
  • the so-called lower wishbone level is free of lateral forces, so that light stabilizer links can be used, but the upper wishbone is also subjected to low loads in the exemplary embodiment shown, so that a light design is possible, although it should also be pointed out that by a large number of details deviating from the above explanations can be designed without leaving the content of the claims.

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

Abstract

The invention relates to an independent suspension for a motor vehicle wheel, particularly a non-directed motor vehicle wheel, comprising transversal swinging arms (3a, 3b, 3c, 6) guiding a wheel support (1). Said suspension comprises a lower transversal link plane and an upper transversal link plane, arranged above the wheel (2) in a vertical direction, and a suspension spring (9) for the motor vehicle body arranged essentially directly above the wheel. Preferably, the suspension spring, which is embodied in the form of a helical spring or pneumatic spring, is supported by a rigid extension arm (1a) of the wheel support in the vicinity of the articulated connection of the upper transversal link (6). A damper (7), which is mounted in a parallel manner in relation to the suspension spring, can be supported, essentially in a direct manner on the wheel support or, essentially in a concentric manner in relation to the suspension spring. Preferably, the upper transversal link, which is disposed on the body side, comprises a solid rotational axis (8) and the lower transversal link plane is made of three independent transversal swinging arms (3a, 3b, 3c,).

Description

Einzelradaufhängung für ein insbesondere nicht gelenktes Kfz-RadIndependent wheel suspension for a particularly non-steered motor vehicle wheel
Die Erfindung betrifft eine Einzelradaufhängung für ein insbesondere nicht gelenktes Kraftfahrzeug-Rad mit dessen Radträger führenden Lenkern, wobei eine untere Querlenkerebene und eine obere, in Vertikalrichtung oberhalb des Rades liegende Querlenkerebene vorgesehen ist. Zum technischen Umfeld wird neben der DE 199 03 435 A1 auf die DE 195 24 106 A1 verwiesen.The invention relates to an independent wheel suspension for an in particular non-steered motor vehicle wheel with its handlebars guiding the wheel carrier, a lower wishbone plane and an upper wishbone plane lying vertically above the wheel being provided. Regarding the technical environment, reference is made to DE 195 24 106 A1 in addition to DE 199 03 435 A1.
Bei Kraftfahrzeugen mit gehobenen Ansprüchen an Fahrdynamik und Fahrkomfort haben sich Doppelquerlenker-Achsen und deren Varianten durchgesetzt, da sie für die kinematische und elastokinematische Feinab- Stimmung die besten Voraussetzungen bieten. An Hinterachsen ist dabei üblicherweise eine Tragfederanordnung und Dämpferanordnung neben dem Rade realisiert, entweder vom Radträger direkt an den Fahrzeug-Aufbau oder von einem Querlenker an den Aufbau oder auch einen sog. Hinterachsträger, der dann seinerseits zur akustischen Entkopplung und zur Erzielung einer guten Längsfederung über großvolumige Hinterachsträger-Gummilager mit dem Fzg.-Aufbau verbunden ist. Diese Gummilager erfüllen ihre Funktion um so besser, je weniger statische Vorlast aus der Radlast sie tragen müssen und je geringer der Einfluss von Zuladung in den Aufbau auf diese Vorlast ist. Um die Vorlast auf die Lager eines Hinterachsträgers zu reduzieren, ist es günstig, wenn die Tragfeder und der zugeordnete Dämpfer konzentrisch oberhalb der Abtriebswelle zum Antrieb des jeweiligen Hinterrads zwischen dem Radträger und dem Fzg.-Aufbau angeordnet sind. Der Abstand von Mitte Rad in der Seitenansicht darf dabei nicht zu groß werden, um keine Momente um die Radachse einzuleiten. Damit steht das Federbein relativ hoch neben dem Reifenhüllgebirge und beeinträchtigt die maximale Durchladebreite des in diesem Bereich im Fzg.-Aufbau vorgesehenen Kofferraums erheblich. Um mehr Durchladebreite zu schaffen, kann man den Dämpfer auf einen unteren Querlenker setzen und versuchen, das Dämpfer-Stützlager unter dem Niveau des Kofferraumbodens zu positionieren. Das ist aber nur bei relativ schlechter Dämpferübersetzung (nämlich bei schrägstehendem Dämpfer) und hohem Kofferraumboden möglich, was Einschränkungen im Fahrkomfort und Gepäckraumvolumen mit sich bringt. Als weitere Möglichkeit kommt ein langer, tief und außen angebrachter Dämpfer mit guter Übersetzung in Verbindung mit einer kurzen Tragfeder in Betracht, die sich entweder am Fzg.-Aufbau oder am Hinterachsträger abstützt. Damit ist gutes Ansprechverhalten des Dämpfers gewährleistet, allerdings wieder verbunden mit reduzierter Durchladebreite im Fzg.- Kofferraum wegen der Dämpferposition neben dem Rad.Double-wishbone axles and their variants have established themselves in motor vehicles with high demands on driving dynamics and driving comfort, because they offer the best conditions for the kinematic and elastokinematic fine-tuning. On rear axles, a suspension spring arrangement and damper arrangement are usually realized next to the wheel, either from the wheel carrier directly to the vehicle body or from a wishbone to the body or also a so-called rear axle carrier, which in turn is used for acoustic decoupling and to achieve good longitudinal suspension large-volume rear axle support rubber bearing is connected to the vehicle body. These rubber mounts perform their function the better, the less static preload from the wheel load they have to bear and the less the influence of the load in the body on this preload. In order to reduce the preload on the bearings of a rear axle carrier, it is advantageous if the suspension spring and the associated damper are arranged concentrically above the output shaft for driving the respective rear wheel between the wheel carrier and the vehicle body. The distance from the center of the wheel in the side view must not be too large, so as not to introduce any moments around the wheel axis. The shock absorber is thus relatively high next to the tire envelope and significantly affects the maximum through-loading width of the trunk provided in this area in the vehicle body. To create more through-loading width, you can put the damper on a lower wishbone and try to position the damper support bearing below the level of the trunk floor. However, this is only possible with a relatively poor damper ratio (namely with an inclined damper) and a high trunk floor, which places restrictions on driving comfort and luggage space volume. Another option is a long, deep and externally mounted damper with good gear ratio in connection with a short suspension spring, which is supported either on the vehicle body or on the rear axle beam. This ensures good responsiveness of the damper, but again combined with a reduced through-loading width in the vehicle trunk due to the damper position next to the wheel.
Allen geschilderten Ausführungsformen mit optimierter Durchladebreite gemeinsam ist eine höhere Belastung der Lager des Hinterachsträgers. Es werden nämlich die Kräfte des Dämpfers und einer üblicherweise an diesem vorgesehenen Zusatzfeder bei querlenkerfester Anordnung immer zum Teil in dessen Lager eingeleitet; sitzt ferner auch die Tragfeder auf einem Querlenker, so tragen die Lager des Hinterachsträgers auch eine statische Vorlast aus der Radlast. Das steht einer hinsichtlich Komfort und Akustik optimierten, weichen Abstimmung der genannten Lager im Wege. Gefragt ist also ein Achskonzept bzw. eine Einzelradaufhängung, das bzw. die konzeptionell viel Freiraum im Radaufhängungsbereich und insbesondere zwischen der linken und rechten Radaufhängung eines Kraftfahrzeugs, insbesondere Personenkraftwagens schafft, nämlich im Hinblick auf einen möglichst großen Innenraum zur Erzielung einer großen Durchladebreite und eines großen Kofferraumvolumens, wobei gleichzeitig hohe Ansprüche an Federungskomfort, Fahrkomfort und Fahrdynamik gestellt sind. Der zweitgenannten Anforderung kann bspw. eine aus der eingangs genannten DE 195 24 106 A1 bekannte Einzelradaufhängung nicht ausreichend genügen. Bei diesem bekannten Stand der Technik ist die als Blattfeder ausgebildete Tragfeder im wesentlichen direkt oberhalb des Rades angeordnet und beansprucht somit praktisch keinen Bauraum zwischen der linksseitigen und der rechtsseitigen Radaufhängung des Kraftfahrzeugs. Weiteren bekannten Stand der Technik bildet die sog. Doppelquerlenker- achse mit hoher Basis, bei welcher die obere Querlenkerebene in Vertikalrichtung betrachtet im wesentlichen oberhalb des Rades liegt. Diese Bauweise (vgl. bspw. die DE 199 03 435 A1) kommt vorzugsweise an Fzg.- Vorderachsen, d.h. in Verbindung mit lenkbaren Rädern zum Einsatz.Common to all the described embodiments with an optimized through-loading width is a higher load on the bearings of the rear axle support. This is because the forces of the damper and an additional spring usually provided on it in the case of a wishbone-fixed arrangement are always partially introduced into its bearing; If the suspension spring also sits on a wishbone, the bearings of the rear axle support also bear a static preload from the wheel load. This stands in the way of a soft coordination of the named bearings that is optimized with regard to comfort and acoustics. What is needed is an axle concept or independent wheel suspension, which conceptually creates a lot of free space in the wheel suspension area and in particular between the left and right wheel suspension of a motor vehicle, in particular a passenger car, namely with regard to the largest possible interior space to achieve a large through-loading width and a large one Trunk volume, with high demands on suspension comfort, driving comfort and driving dynamics. For example, an independent wheel suspension known from DE 195 24 106 A1 mentioned at the beginning cannot adequately meet the second-mentioned requirement. In this known prior art, the suspension spring designed as a leaf spring is arranged essentially directly above the wheel and thus takes up virtually no installation space between the left-hand and right-hand wheel suspension of the motor vehicle. Another known prior art is the so-called double wishbone axle with a high base, in which the upper wishbone plane, viewed in the vertical direction, lies essentially above the wheel. This design (cf., for example, DE 199 03 435 A1) is preferably used on vehicle front axles, ie in conjunction with steerable wheels.
Hiermit soll nun eine hinsichtlich des Bauraumbedarfs im Raum zwischen den beiden Radaufhängungen insbesondere im Bereich der Hinterachse eines zweispurigen Fahrzeugs besonders vorteilhafte Einzelradaufhängung aufgezeigt werden, mit der sich gleichzeitig höchste Anforderungen an Federungskomfort, Fahrkomfort und Fahrdynamik befriedigen lassen (= Aufgabe der vorliegenden Erfindung)The aim of this is to show an individual wheel suspension which is particularly advantageous with regard to the space requirement in the space between the two wheel suspensions, in particular in the area of the rear axle of a two-track vehicle, with which the highest demands on suspension comfort, driving comfort and driving dynamics can be satisfied at the same time (= object of the present invention)
Die Lösung dieser Aufgabe ist für eine Einzelradaufhängung für ein insbesondere nicht gelenktes Kraftfahrzeug-Rad mit dessen Radträger führenden Lenkern, wobei eine untere Querlenkerebene und eine obere, in Vertikalrichtung oberhalb des Rades liegende Querlenkerebene vorgesehen ist, dadurch gekennzeichnet, dass eine Tragfeder für die Fahrzeug- Karosserie im wesentlichen direkt oberhalb des Rades angeordnet ist. Ausgehend vom bekannten Konzept der Doppelquerlenker-Achse mit hoher Basis, d.h. mit der oberen Querlenkerebene oberhalb des Rades, wird vorgeschlagen, die Position der Tragfeder für die Karosserie von wie bisher üblich „neben dem Rad" zu „über dem Rad" zu ändern, d.h. die Tragfeder im wesentlichen direkt oberhalb des Rades anzuordnen. Damit wird der Bauraum neben dem Reifenhüllgebirge frei und bietet gute Voraussetzungen für einen großen Innen- oder Zwischenraum zwischen den beiden Rädern des zweispurigen Kraftfahrzeugs. Dabei sind Fahrzeuge mit hohem Innenraumangebot üblicherweise ausreichend hochbauend gestaltet, um oberhalb des Rades genügend Raum für die Tragfeder zu bieten.The solution to this problem is for an independent wheel suspension for an in particular non-steered motor vehicle wheel with its handlebars guiding the wheel carrier, a lower wishbone plane and an upper wishbone plane lying vertically above the wheel being provided, characterized in that a suspension spring for the vehicle Body is arranged substantially directly above the wheel. Starting from the well-known concept of the double wishbone axle with a high base, ie with the upper wishbone plane above the wheel, it is proposed to change the position of the suspension spring for the bodywork from "next to the wheel" to "above the wheel" as usual, ie to arrange the suspension spring essentially directly above the wheel. This frees up the installation space next to the tire envelope and offers good conditions for a large interior or space between the two wheels of the two-lane motor vehicle. Vehicles with a large interior space are usually designed to be high enough to provide enough space for the suspension spring above the wheel.
Bevorzugt ist die in Form einer gewickelten Stahlfeder (Schraubenfeder oder Spiralfeder) oder einer Luftfeder ausgebildete Tragfeder auf einem starren, im Hinblick auf eine Federanordnung direkt oberhalb des Rades geeignet geformten Ausleger des Radträgers nahe der gelenkigen Anbindung eines oberen Querlenkers abgestützt. Eine solche Abstützung der Tragfeder quasi auf einem oberen Teil des Radträgers in der Nähe der oberen Querlenker- anbindung ermöglicht eine gute Federübersetzung nahe „1", d.h. ein relativ geringes Kraftniveau, und vermeidet vorteilhafterweise statische Vorlasten auf den Lagern eines Hinterachsträgers oder dgl.. Wird ein der Tragfeder parallel geschalteter Dämpfer (ggf. mit Zusatzfeder) im wesentlichen direkt am Radträger abgestützt und ist dabei neben dem Rad zwischen dem Radträger und Karosserie angeordnet, so wird eine ebenfalls gute Dämpferübersetzung nahe „1 " erreicht, die sich günstig auf das Ansprechverhalten auswirkt. Karosserieseitig ist dabei eine gemeinsame, kompakte Aufnahme von Dämpfer-Stützlager und oberem Querlenker möglich.Preferably, the suspension spring designed in the form of a coiled steel spring (coil spring or spiral spring) or an air spring is supported on a rigid arm of the wheel carrier which is suitably shaped with regard to a spring arrangement directly above the wheel, near the articulated connection of an upper wishbone. Supporting the suspension spring in this way, as it were, on an upper part of the wheel carrier in the vicinity of the upper wishbone connection enables a good spring ratio close to "1", ie a relatively low level of force, and advantageously avoids static preloads on the bearings of a rear axle carrier or the like A damper connected in parallel with the suspension spring (possibly with an additional spring) is supported essentially directly on the wheel carrier and is arranged next to the wheel between the wheel carrier and body, so a good damper ratio close to “1” is achieved, which has a favorable effect on the response behavior , On the body side, a common, compact mounting of damper support bearing and upper wishbone is possible.
In einer alternativen Ausführungsform kann jedoch auch ein der Tragfeder parallel geschalteter Dämpfer im wesentlichen konzentrisch zur Tragfeder angeordnet sein. Diese Anordnung schafft noch etwas mehr Bauraum neben dem Rade, wenn nämlich Dämpfer und Feder als Federbein oberhalb des Rades angeordnet werden. Außer dem bereits genannten, der Abstützung der Tragfeder und hier des Dämpfers oberhalb des Rades dienenden starren Ausleger des Radträgers zum oberen Querlenker hin ist dabei kein Bauteil mehr neben dem Rade und oberhalb der dieses antreibenden Abtriebswelle vorhanden. Allerdings muss dann dieser Ausleger auf die hohen Zusatzfederkräfte dimensioniert werden. Eine tiefliegende Feder, die sich über einen schmalen Stütztopf an der Karosserie abstützt, wirkt sich hier günstig auf den Platzbedarf in der Nähe des Dämpfer-Stützlagers aus. Eine in diesem Zusammenhang mögliche Anordnung von Feder bzw. Federbein zwischen dem oberen Querlenker und der Fzg.-Karosserie ermöglicht eine Übersetzung kleiner „1" und reduziert damit die Baulänge von Feder bzw. Federbein, also den Platzbedarf nach oben. Der obere Querlenker ist dann allerdings nicht mehr querkraftfrei und muss stärker dimensioniert werden.In an alternative embodiment, however, a damper connected in parallel with the suspension spring can also be arranged essentially concentrically with the suspension spring. This arrangement creates a little more space besides the wheel, when damper and spring are arranged as a shock absorber above the wheel. Except for the already mentioned, rigid support of the suspension spring and here the damper above the wheel of the wheel carrier towards the upper wishbone, there is no longer any component next to the wheel and above the drive shaft driving it. However, this boom must then be dimensioned for the high additional spring forces. A low-lying spring, which is supported on the body by a narrow support pot, has a favorable effect on the space requirement near the damper support bearing. A possible arrangement of the spring or strut between the upper wishbone and the vehicle body enables a translation smaller than "1" and thus reduces the overall length of the spring or strut, ie the space required upwards. The upper wishbone is then however, no longer free of lateral forces and must be dimensioned stronger.
Nach einer bevorzugten Ausführungsform besitzt der obere Querlenker karosserieseitig eine feste Drehachse, während die aufgelöste untere Querlenkerebene durch drei Einzel-Lenker (Querlenker, Zugstrebe und Spurstange) gebildet ist. Ein relativ kurzer oberen Querlenker mit fester Drehachse ermöglicht eine günstige Lage der elastokinematischen Lenkdrehachse (negativer Nachlauf, negativer Lenkrollradius) sowie eine ausreichende Sturzänderung über dem Federweg. Andere Varianten mit jeweils einem Dreieckslenker in jeder Querlenkerebene oder mit einem unteren Dreieckslenker sowie mit aufgelöster oberer Querlenkerebene sind jedoch ebenfalls vorstellbar.According to a preferred embodiment, the upper wishbone has a fixed axis of rotation on the body side, while the dissolved lower wishbone plane is formed by three individual links (wishbone, tension strut and tie rod). A relatively short upper wishbone with a fixed axis of rotation enables a favorable position of the elastokinematic steering axis of rotation (negative caster, negative steering roll radius) as well as a sufficient change in camber over the spring travel. However, other variants with a wishbone each in each wishbone level or with a lower wishbone as well as with a dissolved upper wishbone level are also conceivable.
Ein bevorzugtes Ausführungsbeispiel gemäß der im vorangegangenen Absatz erstgenannten Ausführung ist in der beigefügten einzigen Figur auf die wesentlichen Elemente beschränkt dargestellt und' wird im weiteren erläutert: Mit der Bezugsziffer 1 ist der Radträger eines nicht gelenkten Rades 2 eines Personenkraftwagens bezeichnet, der über drei in einer sog. unteren Querlenkerebene angeordnete Lenker 3a, 3b, 3c, die in Vertikalrichtung betrachtet unterhalb einer von einem Hinterachsgetriebe 4 abgehenden und dieses Rad 2 antreibenden Abtriebswelle 5 angeordnet sind, sowie einen in Vertikalrichtung oberhalb des Rades 2 angeordneten Querlenker 6 geführt ist. Hierfür sind die Lenker 3a, 3b, 3c einerseits am Radträger gelenkig angebunden und anderseits an einem figürlich nicht dargestellten Hinter- achsträger gelenkig befestigt. Gelenkig am Radträger 1 befestigt ist ferner ein Dämpfer 7, der wie üblich eine sog. Zusatzfeder aufweisen kann, und der andererseits an der nicht dargestellten Karosserie des Kraftfahrzeugs befestigt ist. Ebenfalls an der Karosserie befestigt ist über eine feste Drehachse 8 der oberhalb des Rades 2 liegende und damit eine sog. obere Querlenkerebene beschreibende obere Querlenker 6, der mit seinem anderen Ende an einem starr mit dem Radträger 1 verbundenen sog. Ausleger 1a dieses Radträgers 1 gelenkig befestigt ist. Dieser vom eigentlichen Radträger 1 abgehende Ausleger 1 a ist dabei so geformt, dass er auf der Innenseite des Rades 2 aus der sog. Radschüssel heraus um den Radreifen herum in einen Bereich führt, der in Vertikalrichtung betrachtet direkt oberhalb des Rades 2 liegt.A preferred embodiment according to the first-mentioned in the previous paragraph is illustrated embodiment limited in the accompanying single figure of the essential elements and 'will be explained further: The reference number 1 designates the wheel carrier of a non-steered wheel 2 of a passenger car, which has three links 3a, 3b, 3c arranged in a so-called lower wishbone plane, which, viewed in the vertical direction, below an output shaft which emanates from a rear axle transmission 4 and drives this wheel 2 5 are arranged, and a wishbone 6 arranged in the vertical direction above the wheel 2 is guided. For this purpose, the links 3a, 3b, 3c are articulated on the wheel carrier on the one hand and articulated on the rear axle carrier, not shown in the figure. A damper 7 is also articulated to the wheel carrier 1 and, as usual, can have a so-called additional spring and, on the other hand, is attached to the body of the motor vehicle, not shown. Also attached to the body via a fixed axis of rotation 8 is the upper wishbone 6, which is above the wheel 2 and thus describes a so-called upper wishbone plane, and which has its other end articulated on a so-called boom 1a of this wheel carrier 1, which is rigidly connected to the wheel carrier 1 is attached. This outgoing arm 1 a from the actual wheel carrier 1 is shaped such that it leads on the inside of the wheel 2 out of the so-called wheel disc around the wheel tire into an area which, viewed in the vertical direction, lies directly above the wheel 2.
An seinem direkt oberhalb des Rades 2 liegenden Endabschnitt ist dieser Ausleger 1a mit einem sog. Stützabschnitt 1b für eine in Form einer gewickelten Stahlfeder, hier einer Schraubenfeder, ausgebildeten Tragfeder 9 versehen, der bspw. nach Art eines Federtellers oder dgl. ausgebildet sein kann. Somit ist diese Tragfeder 9, an deren dem Stützabschnitt 1 b gegenüberliegenden Ende die Fzg.-Karosserie abgestützt ist, direkt oberhalb des Rades 2 angeordnet. Wenngleich bei diesem figürlich dargestellten Ausführungsbeispiel der der Tragfeder 9 parallel geschaltete Dämpfer 7 innenseitig neben dem Rade 2 liegt, so wird doch durch diese beschriebene Anordnung der Tragfeder 9 zwischen dem figürlich dargestellten Rad 2 und dem anderen (nicht dargestellten) Rad der Hinterachse dieses zweispurigen Kraftfahrzeugs ohne komfortmindernde Vorlasten auf die Lager des Hinterachsträgers viel Freiraum geschaffen, der besonders gut bspw. für einen Kofferraum des Personenkraftwagens genutzt werden kann.At its end section located directly above the wheel 2, this boom 1a is provided with a so-called support section 1b for a support spring 9 which is in the form of a wound steel spring, here a coil spring, and which can be designed, for example, in the manner of a spring plate or the like. Thus, this suspension spring 9, at the end of which the vehicle body is supported opposite the support section 1b, is arranged directly above the wheel 2. Although in this exemplary embodiment shown in the figures, the damper 7 connected in parallel with the suspension spring 9 lies on the inside next to the wheel 2, it is nevertheless described by the latter Arrangement of the suspension spring 9 between the figurative wheel 2 and the other (not shown) wheel of the rear axle of this two-track motor vehicle without comfort-reducing preloads on the bearings of the rear axle support created a lot of space which can be used particularly well, for example, for a trunk of the passenger car.
Eine erfindungsgemäße Einzelradaufhängung zeichnet sich somit durch eine Vielzahl von Vorteilen aus, wie insbesondere ein großes Innenraumangebot (dies ermöglicht einen niedrigen Kofferraumboden und eine große Durchla- debreite), aber auch durch ein hervorragendes Abstimmpotential für gute Fahrdynamik. Gute Komforteigenschaften ergeben sich durch elastokinema- tische Längsfederung und geringe Vorlasten auf den Lagern eines ggf. vorgesehenen Hinterachsträgers, der vorteilhafterweise nur noch die sog. untere Querlenkerebene und das Hinterachsgetriebe 4 aufnehmen muss. Aufgrund der Möglichkeit einer hohen Dämpferübersetzung ergibt sich ein gutes Ansprechverhalten. Vorteilhafterweise ist die sog. untere Querlenkerebene querkraftfrei, so dass leichte Stablenker verwendet werden können, aber auch der obere Querlenker ist beim gezeigten Ausführungsbeispiel niedrig belastet, so dass eine leichte Ausführung möglich ist, wobei noch darauf hingewiesen sei, dass durch aus eine Vielzahl von Details abweichend von obigen Erläuterungen gestaltet sein kann, ohne den Inhalt der Patentansprüche zu verlassen. An independent wheel suspension according to the invention is thus characterized by a large number of advantages, such as, in particular, a large interior space (this enables a low trunk floor and a large loading width), but also by an excellent tuning potential for good driving dynamics. Good comfort properties result from elastokinematic longitudinal suspension and low preloads on the bearings of a rear axle support which may be provided, which advantageously only has to accommodate the so-called lower control arm level and the rear axle gear 4. Due to the possibility of a high damper ratio, the response is good. Advantageously, the so-called lower wishbone level is free of lateral forces, so that light stabilizer links can be used, but the upper wishbone is also subjected to low loads in the exemplary embodiment shown, so that a light design is possible, although it should also be pointed out that by a large number of details deviating from the above explanations can be designed without leaving the content of the claims.

Claims

Patentansprüche claims
Einzelradaufhängung für ein insbesondere nicht gelenktes Kraftfahrzeug-Rad mit dessen Radträger (1 ) führenden Lenkern (3a, 3b, 3c, 6), wobei eine untere Querlenkerebene und- eine obere, in Vertikalrichtung oberhalb des Rades (2) liegende Querlenkerebene vorgesehen und eine Tragfeder (9) für die Fahrzeug-Karosserie im wesentlichen direkt oberhalb des Rades (2) angeordnet ist.Independent wheel suspension for a particularly non-steered motor vehicle wheel with its wheel carrier (1) guiding arms (3a, 3b, 3c, 6), with a lower wishbone plane and - an upper wishbone plane lying vertically above the wheel (2) and a suspension spring (9) for the vehicle body is arranged substantially directly above the wheel (2).
2. Einzelradaufhängung nach Anspruch 1 , dadurch gekennzeichnet, dass die in Form einer gewickelten Stahlfeder (Schraubenfeder oder Spiralfeder) oder einer Luftfeder ausgebildete Tragfeder (9) auf einem starren Ausleger (1a) des Rad- trägers (1 ) nahe der gelenkigen Anbindung eines oberen Querlenkers (6) abgestützt ist.2. Independent wheel suspension according to claim 1, characterized in that in the form of a coiled steel spring (coil spring or spiral spring) or an air spring formed suspension spring (9) on a rigid arm (1a) of the wheel carrier (1) near the articulated connection of an upper Wishbone (6) is supported.
3. Einzelradaufhängung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass ein der Tragfeder (9) parallel geschal- teter Dämpfer (7) im wesentlichen direkt am Radträger (1 ) abgestützt ist.3. Independent wheel suspension according to claim 1 or 2, characterized in that a damper (7) connected in parallel to the suspension spring (9) is supported essentially directly on the wheel carrier (1).
4. Einzelradaufhängung nach Anspruch 1 oder 2, . dadurch gekennzeichnet, dass ein der Tragfeder parallel geschalteter Dämpfer im wesentlichen konzentrisch zur Tragfeder angeordnet ist.4. Independent suspension according to claim 1 or 2,. characterized in that a damper connected in parallel with the suspension spring is arranged essentially concentrically with the suspension spring.
5. Einzelradaufhängung nach einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass der obere Querlenker (6) karosserieseitig eine feste Drehachse (8) besitzt und die aufgelöste untere Quer- lenkerebene durch drei Einzel-Lenker (3a, 3b, 3c) gebildet ist. 5. Independent wheel suspension according to one of the preceding claims, characterized in that the upper wishbone (6) on the body side has a fixed axis of rotation (8) and the dissolved lower wishbone plane is formed by three individual links (3a, 3b, 3c).
PCT/EP2004/013193 2003-11-26 2004-11-20 Independent suspension for a motor vehicle wheel, particularly a non directed motor vehicle wheel WO2005051687A1 (en)

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DE102015210853A1 (en) 2015-06-12 2016-12-15 Ford Global Technologies, Llc Wheel suspension for a motor vehicle
DE102015210850A1 (en) 2015-06-12 2016-12-15 Ford Global Technologies, Llc Wheel suspension for a motor vehicle

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DE102005044222A1 (en) * 2005-09-16 2007-08-30 Audi Ag Independent wheel suspension for rear wheel of motor vehicle, has upper wishbone is projecting upwards and is connected to neighboring wheel passing by arm of wheel carrier above wheel
US8267416B2 (en) * 2010-05-26 2012-09-18 Ford Global Technologies, Llc Independent rear suspension

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EP0412322A1 (en) * 1989-08-07 1991-02-13 Volkswagen Aktiengesellschaft Independent suspension for a steered wheel of a motor vehicle
EP0437255A2 (en) * 1990-01-09 1991-07-17 Yamaha Hatsudoki Kabushiki Kaisha Suspension mechanism for vehicles
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DE202015103114U1 (en) 2015-06-12 2015-06-29 Ford Global Technologies, Llc Wheel suspension for a motor vehicle
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DE102015210850A1 (en) 2015-06-12 2016-12-15 Ford Global Technologies, Llc Wheel suspension for a motor vehicle

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