WO2008046474A1

WO2008046474A1 - Vehicle wheel suspension having a bearing spring which can be moved by means of a rotary mechanism

Info

Publication number: WO2008046474A1
Application number: PCT/EP2007/007739
Authority: WO
Inventors: Alfred Pruckner
Original assignee: Bayerische Motoren Werke Aktiengesellschaft
Priority date: 2006-10-21
Filing date: 2007-09-05
Publication date: 2008-04-24
Also published as: DE102006049726A1; DE102006049726B4

Abstract

The invention relates to a vehicle wheel suspension having a bearing spring (4) braced between the body (1) of the vehicle and a wheel-guiding link (3), which bearing spring (4) is supported on the link via a rotary mechanism (5) in such a manner that the spacing between the body-side link articulation point (1a) and the point of intersection (6) of the line of force action (4a) of the bearing spring with a substantially horizontal link plane (3*), which contains the body-side link articulation point and the wheel-side (2a) link articulation point, can be varied by rotating the bearing spring about a first rotational axis (5a) which runs substantially perpendicular to said link plane and which is predominantly spaced apart from said line of force action. It is proposed to provide a second rotary mechanism (9) between said first rotary mechanism, which is supported on the link, and the bearing spring, which second rotary mechanism (9), during operation of the first rotary mechanism, rotates the bearing spring relative to said first rotary mechanism about a second rotational axis (9a) in such a way that the point of intersection of the line of force action of the bearing spring with said link plane is moved substantially along the connecting line (8), projected in said plane, between the body-side link articulation point and the wheel-side link articulation point.

Description

Vehicle suspension with a displaceable via a rotating mechanism suspension spring

The invention relates to a vehicle suspension with a clamped between the construction of the vehicle and a wheel-guiding arm suspension, which is supported via a rotating mechanism in such a way on the handlebar, that the distance between the body-side linkage pivot point and the intersection of the line of action of the suspension spring with a in the Essential horizontal link plane, which contains the body-side and the wheel-arm link point, by rotation or displacement of the suspension spring to a substantially perpendicular to said link plane extending and predominantly spaced from the said force line of action first axis of rotation is variable. The prior art, in addition to DE 37 07 085 A1, reference is made in particular to EP 0 639 123 B1.

In vehicle suspensions, it is known that the so-called road excitations and shocks emanating from the road are intercepted by the suspension springs in the chassis. The suspension springs transmit the forces introduced from the roadway via the wheel into a so-called wheel carrier or the like, either directly, namely when the suspension spring is supported on the wheel carrier, or indirectly via a wheel-guiding link, when the suspension spring is supported on the latter A vehicle structure. In the latter case, ie when the suspension spring acts via a link, the position of the suspension spring support point on this link determines the height of the forces to be absorbed by the suspension spring. The closer this support point is at the articulation point of the handlebar on the vehicle body, the greater the spring force required to carry the Fzg. -Aufbau. For example, in the first-mentioned DE 37 07 085 A1 describes that by a translational displacement of the support point of the suspension spring, for example. On a transverse link, the force in the suspension spring varies and thus the ride height of the vehicle body can be changed. However, a translational displacement of the suspension spring or the (lower) suspension spring support point relative to the handlebar requires a relatively high force, which is why it has already been proposed to make this displacement by means of a practically provided between the suspension spring and the handlebar rotation mechanism, see. the initially mentioned EP 0 639 123 B1. However, a simple rotary mechanism has the disadvantage that in this case in unfavorable position of the suspension spring a torsional moment is introduced into the handlebars, which has a negative effect on the bearing elements of the handlebar both on the wheel and on the Fzg. -Building. This is briefly explained below with reference to the appended FIG. 5 c, but will be discussed in advance briefly on the two appended FIGS. 5 a, 5 b, in which two possible principles are illustrated, such as by displacing or rotating one on a transverse link of a vehicle. - Suspension supported by a rotation mechanism support spring, the distance between the body-side link pivot point and the intersection of the line of action of the suspension spring with a substantially horizontal link plane containing the body-side and the wheel-arm link point is changeable.

The figures 5a, 5b show as known prior art in each case in a schematic representation of the suspension of the left rear wheel of a two-lane vehicle in rear view. While the construction of this vehicle is designated by the reference numeral 1, the wheel carries the reference numeral 2. An unrepresented wheel carrier for this wheel 2 is articulated, inter alia, via a here designed as a wishbone link 3 on Fzg. -Aufbau, the body-side handlebar Anlenkpunkt the reference numeral 1a and the wheel-side linkage pivot point, the reference numeral 2a carries. The Fzg. -Aufbau 1 is supported inter alia via a suspension spring 4 on the handlebar 3, wherein between the lower end of the suspension spring 4 and the handlebar 3, a rotating mechanism 5, for example. In the form of a simple turntable, is provided with the aid of which the suspension spring 4 about a here vertical and thereby perpendicular to the horizontal link plane 3 ^* , which contains the two linkage pivot points 1a, 2a, extending axis of rotation 5a is rotatable. Between the upper end of the suspension spring 4 and the vehicle body 1 is also a turntable 5 * or the like. Provided, which together with the rotation mechanism 5, the said rotation or displacement of the suspension spring 4 allows.

In the embodiment according to FIG. 5a, the suspension spring 4 is designed in the form of a conventional helical spring, which, however, is arranged eccentrically on the rotary mechanism 5 (and analogously eccentrically on the turntable 5 ^* ), such that the force-action line 4a coinciding with the spring-center line Suspension spring 4 is laterally spaced from the axis of rotation 5a parallel thereto. Now, if the suspension spring 4, for example, rotated by 180 ° about the rotation axis 5a starting from the position shown, the force action line 4a comes in the figure representation on the left side of the axis of rotation 5a to lie, so that in this way the distance between the body-side linkage pivot point 1a and the (respective) intersection point 6 of the force action line 4a of the suspension spring 4 with the substantially horizontal link plane 3 ^* , which contains the body-side link pivot point 1a and the wheel-link linkage point 2a and coincides in this figure representation with the link 3, is increased relative to the figured suspension spring position. The same applies to the embodiment according to Fig.5b, according to which the suspension spring 4 is one in which the force action line 4a deviates from the geometric spring center line. The latter coincides here with the axis of rotation 5a. For this known prior art will refer to DE 10 2004 058 698 B3. Referring now to Fig.5c reference is now made to the above-mentioned disadvantage of this known prior art. 5c shows, using the same reference numbers, the plan view of the handlebar 3 with the rotary mechanism 5 without the suspension spring 4, for both embodiments according to FIGS. 5a, 5b. The reference numeral 5b denotes a suitable bearing which is part of the rotating mechanism 5 and via which the turntable or the like not marked with a separate reference number is supported on the handlebar 4. A plurality of points (6) lying on a semicircular arc about the axis of rotation 5a characterize the individual points of intersection 6 of the line of action 4a of the suspension spring 4, not shown, with the link plane 3 ^* , when the suspension spring 4, starting from that shown in FIG. 5a shown displaced position, as described in the preceding paragraph, namely rotated by 180 ° about the axis of rotation 5a. Obviously it follows from this FIG. 5c that in the course of this displacement a torsional moment illustrated by the arrow 7 about the connecting line 8 of the body-side linkage point 1a with the wheel-side linkage point 2a via the body-side linkage point 1a into the vehicle. Structure 1 is initiated, which may be detrimental in particular for the (not shown) bearing in this body-side linkage pivot point 1a.

To point out a remedy for this problem is the object of the present invention.

The solution to this problem is for a vehicle suspension according to the preamble of claim 1, characterized in that between the said first, supported on the handlebar rotation mechanism and the suspension spring, a second rotation mechanism is provided, the support spring in operation of the first rotation mechanism in relation to this first Rotating mechanism rotated about a second axis of rotation that the cutting point of the force line of action of the suspension spring with the said link plane is displaced substantially along the projected into this plane connecting line between the body-side and the wheel-arm link point. The direction of rotation of the second rotation mechanism is preferably opposite to that of the first rotation mechanism, and the rotational movements of the two rotation mechanisms are mechanically coupled to one another, in particular via a toothing, while an advantageous further development is specified in claim 3.

This is explained in more detail with reference to the attached figures, namely Fig.1, Fig.2a - 2c, and Figures 3 and 4, wherein in each case the same reference numerals as in the already explained and the prior art reproducing Figures 5a - 5c used for the same elements are.

Referring first to Fig. 1, there is shown a view and illustration analogous to Fig. 5c. Notwithstanding FIG. 5c, a second rotary mechanism 9 is present here in addition to the rotary mechanism 5 illustrated by the bearing 5b, which is why the rotary mechanism 5 is also referred to below as the first rotary mechanism 5. The suspension spring (4), not shown in this Fig.1 is completely on the second rotating mechanism 9, which (also) a turntable, for example. In the form of the smaller circular area shown here, supported. This second rotating mechanism 9 is in turn supported on the first rotating mechanism 5 shown in the form of a larger circular area (see reference numeral 5b). As shown in FIG. 3, which shows only the two rotary mechanisms 5, 9 in a view analogous to FIG. 1, the second rotary mechanism 9 can be mechanically coupled to the first rotary mechanism 5 via a toothing, such that the second rotary mechanism 9 similarly as a planetary gear of a planetary gear on the inside of the ring gear (s) formed by the first rotating mechanism 5 rolls when this ring gear or the first rotating mechanism 5 rotates about its axis of rotation 5a. The rotation axis 9a of the second rotation mechanism 9 can-but does not have to-be parallel to the rotation axis 5a of the first rotation mechanism 5, so that this so-called second rotation axis 9a of the rotation mechanism 9 in FIGS. 1, 3 and in the sequence of figures 2a explained below - 2c is visible only as a dot. However, the second axis of rotation 9a should be spaced apart from the first axis of rotation 5a in the region of the link plane 3 ^{* in} order to achieve the effect explained with reference to the sequence of figures 2a-2c. In this figure sequence 2a - 2c, the second rotating mechanism 9 is shown in different positions, when the first rotating mechanism 5, for example, starting from the position shown in Fig.5a according to arrow 10 is rotated by 180 ° about its axis of rotation 5a. Because of the above-mentioned movement coupling of the two rotary mechanisms 5, 9 then takes the second, according to arrow 10 'twisted rotating mechanism 9 successively, namely at a twist angle of the first rotating mechanism 5 of 0 °, 90 ° and 180 °, which in Figures 2a -. 2c positions shown and between them, of course, corresponding intermediate positions, wherein for the respective position (0 °: Fig.2a, 90 °: Fig.2b, 180 °: Fig.2c) applicable intersection point 6 of the force line of action (4a) not illustrated, supported on the second rotating mechanism 9 suspension spring (4) is shown as a larger circular point 6. In the form of slightly smaller square points 6 ', the position of said intersecting point 6 is shown in respective intermediate positions of the second rotating mechanism 9. As can be seen clearly from this sequence of figures 2a-2c, the point of intersection 6 of the force action line 4a of the suspension spring 4 moves with the link plane 3 ^* in the described displacement of the suspension spring 4 along a line 8 ^* , the in the link plane 3rd * projected or here in the link plane 3 ^* lying connecting line 8 between the body-side link pivot point 1a and the wheel-side link pivot point 2a corresponds, see. See also Fig.1. A moment as in Fig. 5c (see local torque arrow 7) can not arise here so. At this point, again briefly pointed to the already mentioned Fig.3, from which (in connection with Fig.2b) not only shows that the direction of rotation of the second rotating mechanism 9 is opposite to that of the first rotating mechanism 5 and the rotational movements of the two rotating mechanisms 5, 9 can be mechanically coupled to each other via a toothing, but in the intersection of the 6 spring-force action line 4a is shown with the handlebar level 3 ^* in the starting position according to Fig.5a.

An advantageous development is shown in FIG. 4 in a highly abstracted side view, cf. 5a, wherein the second rotary mechanism 9 is inclined relative to the first rotary mechanism 5 and thus the two axes of rotation 9a, 5a extend at an angle to each other, so that at substantially unchanged body-side, ie in the top 4 lying support point 11 of the suspension spring 4 via their possible Veriagerυngsweg a substantially constant Feäeriänge or length L of the force action line 4a between the two ends of the suspension spring 4 and thus practically gives a substantially constant spring length. 4 thus shows a possible variant without upper turntable 5 ^* (cf., FIGS. 5a, 5b) with a fixed upper suspension spring support point 11 and a movable lower suspension spring support point 12, wherein the suspension spring support point (12 ') set in parenthesis illustrated by 180 ° suspension spring position, ie the point 12 represents a position according to Figure 2c and the point (12 ') for a position according to Fig.2a. In the figures, not shown in the other, a suitable drive, for example. In the form of an electric motor which can attack on one of the two rotary mechanisms 5, 9 or the suspension spring 4 otherwise twisted, for example. By driving an upper turntable (5 ^* in Fig. 5a), whereby the two rotary mechanisms 5, 9 are forcibly also set in motion. Finally, it should be noted that quite a variety of details may deviate from the above explanations, without departing from the content of the claims.

Claims

claims

1. Vehicle suspension with a between the structure (1) of the vehicle and a wheel-guiding arm (3) clamped suspension spring (4) via a rotation mechanism (5) in such a manner on the handlebar (3) is supported, that the distance between the aufbausei - The handlebar articulation point (1a) and the intersection (6) of the line of action (4a) of the suspension spring (4) with a substantially horizontal arm level (3 *), the body side (1a) and the radseiti- gene (2a ) Comprises, by turning the suspension spring (4) about a substantially perpendicular to said link plane (3 *) extending and predominantly from said force line of action (4a) spaced first axis of rotation (5a) is variable, characterized in that between the said first, on the handlebar (3) supported rotary mechanism (5) and the suspension spring (4), a second rotating mechanism (9) is provided, the support spring (4) in operation of the first rotary mechanism (5) relative to this first Turning mechanism (5) about a second axis of rotation (9a) rotates that the intersection (6) of the force line of action (4a) of the suspension spring (4) with said link plane (3 ^* ) substantially along the in this link plane (3 ^* ) projected connection line (8) between the body side (1a) and the wheel side (2a) handlebar articulation point is shifted.

2. Vehicle wheel suspension according to claim 1, characterized in that the direction of rotation (10 ') of the second rotary mechanism (9) of that (10) of the first rotary mechanism (5) is opposite and the rotational movements of the two rotary mechanisms (5, 9) in particular over a toothing are mechanically coupled together.

3. Vehicle suspension according to claim 1 or 2, characterized in that the second rotation mechanism (9) relative to the first rotation mechanism (5) is set so inclined and thus the two axes of rotation (5a, 9a) are at an angle to each other, so that at substantially unchanged body-side support point (11) of the suspension spring (4) via their possible displacement path results in a substantially constant spring length.