WO2009155911A1 - Essieu orientable composite - Google Patents

Essieu orientable composite Download PDF

Info

Publication number
WO2009155911A1
WO2009155911A1 PCT/DE2009/050031 DE2009050031W WO2009155911A1 WO 2009155911 A1 WO2009155911 A1 WO 2009155911A1 DE 2009050031 W DE2009050031 W DE 2009050031W WO 2009155911 A1 WO2009155911 A1 WO 2009155911A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
actuator
beam axle
twist
cross member
Prior art date
Application number
PCT/DE2009/050031
Other languages
German (de)
English (en)
Inventor
Christoph Elbers
Jens Vortmeyer
Marc Wiesenthal
Simon Aramah
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 WO2009155911A1 publication Critical patent/WO2009155911A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/051—Trailing arm twist beam axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/20—Semi-rigid axle suspensions
    • B60G2200/23—Trailing arms connected by a U-shaped torsion bar
    • 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
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/462—Toe-in/out
    • 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
    • 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
    • B60G2204/416—Ball or spherical joints
    • 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
    • B60G2204/421—Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
    • 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
    • B60G2204/61—Adjustable during maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle

Definitions

  • the invention relates to a torsion beam axle according to the preamble of claim 1.
  • the torsion beam axle has features of trailing arm and conventional rigid axle. It is simple and consists essentially of two torsion and rigid longitudinal members, which are connected to each other via a likewise rigid, but torsionally soft cross member with U or V-profile. Due to the torsionally soft design of the cross member, an interlocking of the handlebar is made possible against each other. At the same time, the crossbeam assumes the role of a stabilizer.
  • the connection with the vehicle body we made in part by large-volume guide bearing and mostly on the springs and / or auxiliary springs and dampers. The body structure must be designed in these areas with a very high rigidity, since all longitudinal, lateral and high forces are introduced into the vehicle body.
  • the torsion beam axle allows a good straight-ahead, which is guaranteed by the fact that both side members lead their wheel very rigid in the longitudinal direction. In the case of balanced rebound and rebound, they pivot with the crossbeam like a horizontal pendulum around the articulation points on the vehicle floor without the wheel track changing. In mutual compression springs the cross member and compensates for height differences between the two side members. Both wheels can thus spring in almost independently of each other while keeping full ground contact.
  • the advantages of the torsion beam axle are in particular their high level of grip in curves, their good handling properties and predictable driving behavior even when the vehicle is fully loaded.
  • the known disadvantages of a torsion beam axle are, in particular, that it has a high stiffness for reasons of driving precision and driving stability and thus brings comfort losses with it, which can be felt especially in jerky road excitations.
  • the torsion beam axle is considered a cost-effective solution, since this largely consists only of a welded assembly with two rubber bearings. This type of axle is also easy to assemble and saves space, so that many passenger cars up to the compact class have this type of axle. Disadvantages, however, are known in the driving dynamics of the torsion beam axle, in particular due to lack of conceptual direct lateral force support, resulting in a tendency to Sokraftüber Kunststoffn and a difficult decoupling of vibrations.
  • a generic twist beam axle is already known from WO 2004/089665 Al for a motor vehicle.
  • Twist-beam axle has a hollow cross member, which couples the rear wheels of the motor vehicle with each other in a torsionally soft manner.
  • the cross member is connected on each side of the vehicle with a trailing arm, to each of which a vehicle wheel is attached.
  • a wheel carrier For receiving the vehicle wheel and the connection between the trailing arm and the vehicle wheel is used in a conventional manner, a wheel carrier, by the pivotal mounting a steering movement of the vehicle wheel is made possible.
  • an active actuator To generate the steering movement is an active actuator, which thus forms an actuator.
  • the known from the document torsion beam axis thus represents an active kinematics.
  • the actuator is here separated from the cross member attached to the torsion beam axle.
  • a lever mechanism represents a structurally complex coupling of the wheel carrier.
  • the lever mechanism has a central joint, which is arranged centrally of the torsion beam axis and on which in addition to a joint for connection to the actuator two tie rods on each another joint to connect each to a vehicle.
  • the invention has for its object to provide a torsion beam axle, which is simple in construction and thus inexpensive to manufacture and allows the setting of the toe of the vehicle wheels with low installation costs.
  • a vehicle may mean both a motor vehicle equipped with a drive and, for example, a non-driven trailer on which a torsion-beam axle is present.
  • the lever mechanism consists of a coupling rod connecting both vehicle wheels.
  • a first embodiment of the invention consists in that the connection between the actuator and the tie rod consists of a joint arranged centrally in the vehicle transverse direction of the tie rod.
  • the joint for connecting the actuator to the tie rod should advantageously have two degrees of freedom and thus may be, for example, a ball joint, a sleeve joint or an elastomeric bearing that allows rotational movements and, to a limited extent, gimbal deflections.
  • the actuator is an electromotive, a hydraulic or pneumatic actuator.
  • auxiliary energy is present in the motor vehicle or is simply usable for the invention in order to serve as a drive of the actuator, so that an additional structural or constructive effort is largely avoidable.
  • the actuator can be optimally integrated into the system taking into account these boundary conditions.
  • the actuator can be attached to one of the trailing arm. This has the significant advantage that here there is a region of high stability of a torsion beam axle, so that there are no fears of distortion or deformation caused by the operation of the actuator to be feared.
  • the invention works with it trouble-free.
  • the attachment of the actuator is variable within limits, so that an adaptation to the available space in the vehicle is possible.
  • a special feature of the torsion beam axle is known to be that the cross member is made torsionally soft. This results in the movement of the axle deformations of the cross member, which usually complicate the attachment or installation of additional components, at least considerably.
  • the invention goes a new way and provides to arrange the actuator wheel side with a small distance to the vehicle on one of the trailing arm. In this area, the cross member is designed stiff, so that only a small deformation takes place here. The actuator thus remains almost unaffected by the movements of the cross member.
  • connection between the actuator and trailing arm consists of a sleeve joint or a rubber bearing. This is not only a comfort improvement but also a reduction of
  • the existing electronics in the motor vehicle can be used according to a further proposal in an advantageous manner for improving the present invention.
  • the actuator by means of a control unit of the
  • Motor vehicle is controlled in dependence on predefined parameters.
  • the steerability of the rear vehicle wheels can be made very flexible and adapted to changing conditions in this way.
  • the vehicle speed, the steering angle of the front wheels, the yaw rate or the lateral acceleration of the motor vehicle can be used.
  • the cross member of a torsion beam axle according to the invention can be executed in a conventional manner in cross-section approximately U- or V-shaped.
  • Such a design of the cross member improves its torsional softness, yet ensures sufficient stability and low space requirements.
  • a particularly useful development can be seen in that the actuator is received protected directly in the hollow profile of the cross member. This has the advantage that the actuator is protected from the external influences occurring in a vehicle. Thus, the dangers of mechanical damage, for example by stone chipping or the negative influence of water spray or chemicals can be reduced or avoided altogether.
  • the cross member is a torsionally soft executed profile or has at least partially on such a profile in order to use the advantages given by a torsion beam axle.
  • the actuator in order to achieve a sufficient stiffness of the torsion beam axis on the wheel side and / or for the introduction of the actuator in the cross member, it is advantageous to provide a stiffening element in the transition region between the cross member and trailing arm.
  • This can be a welded sheet metal in the simplest case.
  • the assembly of the actuator can thus take place in a reinforced by the reinforcing element area, which is not affected by torsion.
  • the new twist beam axle and the advantage that the toe of the vehicle wheels, which is defined by the included angle of both vehicle wheels, can be adjusted when the tie rod is adjustable in length, for example, to make corrections to the wheel position assembly and workshop side ,
  • the figure shows schematically a simplified embodiment of a preferred embodiment of a torsion beam axle according to the invention.
  • This first comprises a cross member 1, which extends in the transverse direction of the vehicle, ie transverse to the direction of travel.
  • the cross member is connected to the wheel side each with a trailing arm 2, 3 and forms with these trailing arms 2, 3 a structural unit.
  • the production of such a torsion beam axle can be made in one piece or, for example, by material connection, such as welding.
  • the torsion beam axle shown in the figure further has on each side of the vehicle to a wheel carrier 13, 14, to each of which a vehicle wheel 6, 7 is attached.
  • the wheel carrier 13 takes on the vehicle wheel 6 and the wheel carrier 14, the vehicle wheel 7.
  • a total of 8 designated lever mechanism according to the invention consists of a tie rod 10, which couples the vehicle wheels 6 and 7 with each other.
  • an active actuator which thus forms an actuator 9
  • the tie rod can be moved back and forth, thereby an adjustment of the wheel position is possible.
  • the torsion beam axle according to the invention consequently has steerable vehicle wheels 6, 7 to a limited extent.
  • the actuator 9 is attached via a hinge 11 in the middle of the tie rod 10.
  • the joint 11 is a joint with two degrees of freedom. In the present case, a ball joint is used.
  • the actuator 9 On the side opposite the joint 11, the actuator 9 is fastened to the trailing arm 3 by means of an elastomer bearing 12 in the form of a sleeve joint.
  • the control of the actuator 9 designed as a servo motor takes place on the basis of predefined parameters and under the control of a control unit of the on-board electronics of the vehicle. LIST OF REFERENCE NUMBERS

Abstract

L'invention concerne un essieu orientable composite pour un véhicule comprenant une traverse (1), un bras oscillant longitudinal (2, 3) de chaque côté du véhicule et une roue de véhicule (6, 7) fixée sur chaque bras oscillant longitudinal (2, 3) respectif de manière à pouvoir pivoter autour d'un axe de pivotement (4, 5). Selon l'invention, les roues de véhicule (6, 7) sont reliées par le biais d'un mécanisme à levier (8) avec un élément de commande sous la forme d'un actionneur (9) qui permet un mouvement oscillant des roues de véhicule (6, 7) autour de leur axe de pivotement (4, 5). L'invention est caractérisée en ce que le mécanisme à levier (8) se compose d'une barre d'accouplement (10) qui relie les deux roues de véhicule (6, 7).
PCT/DE2009/050031 2008-06-25 2009-06-17 Essieu orientable composite WO2009155911A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008002639.5 2008-06-25
DE102008002639A DE102008002639A1 (de) 2008-06-25 2008-06-25 Verbundlenkerachse

Publications (1)

Publication Number Publication Date
WO2009155911A1 true WO2009155911A1 (fr) 2009-12-30

Family

ID=41057324

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2009/050031 WO2009155911A1 (fr) 2008-06-25 2009-06-17 Essieu orientable composite

Country Status (2)

Country Link
DE (1) DE102008002639A1 (fr)
WO (1) WO2009155911A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9073402B2 (en) 2011-09-15 2015-07-07 Zf Friedrichshafen Ag Steerable twist-beam rear suspension

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2973734B1 (fr) * 2011-04-06 2013-05-17 Renault Sa Essieu arriere directeur de vehicule automobile
JP2021084504A (ja) * 2019-11-27 2021-06-03 本田技研工業株式会社 操舵機能付ハブユニット

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3808490A1 (de) * 1987-03-25 1988-10-13 Volkswagen Ag Kraftfahrzeug-hinterradaufhaengung
US20020117829A1 (en) * 2001-02-26 2002-08-29 Meritor Heavy Vehicle Technology, Llc Steerable independent air suspension system
EP1245473A2 (fr) * 2001-03-28 2002-10-02 Delphi Technologies, Inc. Direction pour roues arrière
WO2004089665A1 (fr) * 2003-04-04 2004-10-21 Renault S.A.S. Essieu souple arriere a palonnier, et vehicule correspondant

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3118177A1 (de) * 1981-05-08 1982-11-25 Volkswagenwerk Ag, 3180 Wolfsburg "radaufhaengung fuer lenkbare vorderraeder eines kraftfahrzeuges"
DE4214790C2 (de) * 1992-05-04 1995-04-27 Heinz Suelzer Deaktivierbare Achslenkung
JP3139852B2 (ja) * 1992-09-30 2001-03-05 マツダ株式会社 車両の操舵装置
JP2938806B2 (ja) * 1996-05-27 1999-08-25 本田技研工業株式会社 車両用舵角制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3808490A1 (de) * 1987-03-25 1988-10-13 Volkswagen Ag Kraftfahrzeug-hinterradaufhaengung
US20020117829A1 (en) * 2001-02-26 2002-08-29 Meritor Heavy Vehicle Technology, Llc Steerable independent air suspension system
EP1245473A2 (fr) * 2001-03-28 2002-10-02 Delphi Technologies, Inc. Direction pour roues arrière
WO2004089665A1 (fr) * 2003-04-04 2004-10-21 Renault S.A.S. Essieu souple arriere a palonnier, et vehicule correspondant

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9073402B2 (en) 2011-09-15 2015-07-07 Zf Friedrichshafen Ag Steerable twist-beam rear suspension

Also Published As

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