WO2010136095A1

WO2010136095A1 - Vibration-isolated wheel axle for motor vehicle

Info

Publication number: WO2010136095A1
Application number: PCT/EP2010/001957
Authority: WO
Inventors: Gerd Bitz; Jürgen Siebeneick; Heribert Roth
Original assignee: Gm Global Technology Operations, Inc
Priority date: 2009-05-26
Filing date: 2010-03-27
Publication date: 2010-12-02
Also published as: DE102009022589A1

Abstract

The invention relates to a wheel axle (1) for a motor vehicle, comprising two independent wheel suspensions (2) each articulating a wheel carrier (7) at multiple locations on a vehicle body, and an auxiliary frame (3) attached to the vehicle body by means of damping elements (4), wherein each independent wheel suspension comprises a first wheel control linkage (8) having a first control arm (10) extending in a first extension direction (X) and a second control arm (11) rigidly connected to the first control arm and extending in a second extension direction (Y) and flexible in the first extension direction, wherein the first control arm is jointedly connected to the auxiliary frame by means of a first control arm bearing (14) and the second control arm is jointedly connected to the auxiliary frame by means of a second control arm bearing (16). The invention further relates to a wheel axle, wherein the first control arm is jointedly connected by means of a first control arm bearing to a bearing component (26) connected to the vehicle body by means of at least one damping element. The invention further relates to a vehicle equipped with at least one such wheel axle.

Description

Vibration-isolated axle for motor vehicles

description

The present invention is in the field of vehicle technology and relates to a wheel axle for a motor vehicle with independent wheel suspensions, each of which serves for multiple articulation of a wheel carrier on a vehicle body, and with a subframe attached to the vehicle body by means of damping elements. Furthermore, it relates to a motor vehicle which is equipped with at least one such wheel axle.

State of the art

In modern motor vehicles, increasing importance is attached to vehicle acoustics that are pleasant for vehicle occupants. Essential here is in addition to the noise level occurring during driving and the spectral composition of the interior noise, resulting in a typical vehicle sound from a characteristic mixture of different noise components. As practice shows, noticeable interior noise in the passenger compartment is essentially caused by the engine, exhaust system, tires and airstream.

task

In contrast, the object of the present invention is to provide a wheel axle for a motor vehicle, which enables a reduction of the interior noise in the passenger compartment and improved noise matching. This object is achieved according to the proposal of the invention by a wheel axle for a motor vehicle having the features of the independent claims. Advantageous embodiments of the invention are indicated by the features of the subclaims.

According to a first aspect of the invention, a wheel axle, in particular a rear axle, for a motor vehicle is shown. The wheel axle comprises two mutually oppositely arranged independent wheel suspensions, each of which serves for multiple articulation of a wheel carrier for a vehicle wheel, in particular rear wheel, on the vehicle body (vehicle body) of a motor vehicle. The wheel axle comprises, in addition to the two independent wheel suspensions, a subframe or subframe which is mounted on the vehicle body by means of a plurality of damping elements and which is considered as part of the wheel axle in the sense of the present invention.

The damping elements for supporting the subframe on the vehicle body have an elastically damping property at least in the vehicle vertical direction, so that the subframe is mounted at least approximately vibration-insulated with respect to the vehicle body and prevents transmission of vibrations from the chassis to the vehicle body via the subframe. is at least substantially inhibited.

The subframe thus serves as a vibration absorber for receiving chassis-side vibrations.

Furthermore, each independent wheel suspension on the wheel axle on a - for further reference for ease of reference

"First Radlenker" - which comprises an at least approximately along a first extension direction extending, first link arm and a rigidly connected to the first link arm, at least approximately along a direction different from the first direction of extension second extension direction extending, second link arm. For example, the first extension direction of the first link arm is directed at least approximately perpendicular to the second direction of extent of the second link arm, wherein the first direction of extension can be understood as the vehicle longitudinal direction and the second direction of extent as the vehicle transverse direction. The first link arm is articulated via a first link bearing on the subframe and the second link arm is articulated via a second link bearing on the subframe. In addition, the first link arm is articulated to the wheel carrier via a third link bearing and a fourth link bearing.

According to a second aspect of the invention, a wheel axle, in particular rear axle, for a motor vehicle is shown, which differs from the wheel axle according to the first aspect of the invention only in the articulation of the first link arm of the first link. The independent suspension of the wheel axle according to the second aspect of the invention has for this purpose on at least one damping element mounted on the vehicle body (different from the subframe) bearing member, wherein the first link arm via a first link bearing on the bearing component and the second link arm via a second link bearing on the subframe are articulated. In addition, the first link arm is articulated to the wheel carrier via a third link bearing and a fourth link bearing.

The at least one damping element, by which the bearing component is connected to the vehicle body, has an elastically damping property at least in the vehicle vertical direction, so that the bearing component is supported at least approximately vibration-insulated with respect to the vehicle body and prevents transmission of vibrations from the chassis to the vehicle body via the bearing component or at least substantially inhibited. The bearing component thus acts as the subframe as a vibration absorber for receiving chassis-side vibrations.

With the wheel axles according to the invention according to the first and second aspects of the invention, it is advantageously possible to obtain be enough that the independent suspensions are mounted vibration isolated from the vehicle body, thereby inhibiting excitation of vibrations or structure-borne noise in the vehicle body or at least substantially inhibit. With the invention, the noise level in the passenger cell can be reduced and the vehicle acoustics within the passenger cell can be specifically improved.

The first link is preferably designed in the form of a so-called "H-arm link" which, for connection to the wheel carrier, has a first holder which is rigidly connected to the first link arm and which is articulated to the wheel carrier via the third link bearing, and one with the first link arm rigidly connected second holder, which is hinged on the fourth link bearing on the wheel carrier, may include. Alternatively, it is also conceivable that the first linkage a rigidly connected to the first link arm first holder, which is articulated via the third link bearing on the wheel, and a rigidly connected to the second link arm second holder, which is articulated via the fourth link bearing on the wheel, includes. In both variants, the first holder and the second holder may each extend at least approximately along the second extension direction.

The term "H-arm handlebar" is derived from the special shape of the handlebar, which, despite the fact that the "H" shape is usually no longer recognizable used for handlebars with two body-side link bearings and two Radträgerseiti- gene Lenkerlagern becomes. The first link arm and the two holders can be made in one piece (for example, as a single cast component) or as rigidly interconnected components which are connected to one another via a conventional connection technique (eg, welding, screws, rivets). The second link arm may be attached to the first link arm by a conventional connection technique (eg, welding, screws, rivets). Similarly, it is possible that the second link arm is formed integrally with the first link arm. In particular, the first handlebar arm, the second link arm and the two holders be made in one piece.

The first link arm can in particular be designed so that the pivot axis of the first link bearing is set at a non-zero angle with respect to the vehicle longitudinal direction. In addition, the second link arm along the first direction of extension is yielding (or bend soft) executed. These measures can be counteracted when occurring by longitudinal and / or shear forces caused by the elastic arm bearing track adjustment of the vehicle (passive), since the vehicle is forced, for example, when acting on a side force in toe. This design of the H-arm handlebar corresponds to a so-called "Compliant H-arm handlebar".

Each independent suspension usually includes a further link - hereinafter for ease of reference referred to as a "second link" - which is arranged with respect to its installation position in the motor vehicle above the first Radlenker. The second link typically extends at least approximately along the second direction of extent. It serves, in particular, to support the wheel carrier when lateral forces act and for a fall adjustment of the vehicle wheel received by the wheel carrier.

In the wheel axle according to the invention in accordance with the first and second aspects of the invention, the first wheel link and the second wheel link of the independent wheel suspensions arranged above the first wheel link jointly enable an input or rebound movement of one of the wheel carriers at their construction and wheel carrier-side articulation points worn vehicle wheel.

The invention further extends to a motor vehicle which is equipped with at least one wheel axle as described above. It can be a steered or non-steered, as well as a driven or non-driven wheel axle act.

embodiments

The invention will now be explained in more detail by means of embodiments, reference being made to the accompanying drawings. Identical or equivalent components are designated by the same reference numerals. Show it:

1 is a perspective view obliquely from above of an embodiment of the wheel axle according to the invention of a motor vehicle according to the first aspect of the invention.

Fig. 2 is a perspective view obliquely from above of an embodiment of the wheel axle according to the invention of a motor vehicle according to the second aspect of the invention.

Referring first to Fig. 1, there is shown an embodiment of a vehicle (multi-link) rear axle generally designated by the reference numeral 1 according to the first aspect of the invention.

Accordingly, the rear axle 1 comprises two generally designated by the reference numeral 2 independent wheel suspensions, which each serve to support a wheel carrier 7 for a rear wheel on the vehicle body of the motor vehicle. With respect to a vehicle center plane spanned by the vehicle's vertical and vehicle longitudinal directions, the two independent wheel suspensions 2 have a symmetrical construction.

The two independent wheel suspensions 2 of the rear axle 1 are each articulated on an auxiliary frame 3, which in turn is mounted on a plurality of elastic damping bushes 4 on a vehicle body (not shown) is. In FIG. 1, the subframe 3 is mounted on the vehicle body via, for example, four damping bushings 4, however, more or less damping bushes 4 may equally be provided for supporting the subframe 3 on the vehicle body.

The subframe 3 is here, for example, composed of two approximately U-shaped curved frame parts 5, which are connected to one another via two transverse struts 6 extending in the vehicle transverse direction (y). The two frame parts 5 may each be formed, for example, from pipes or interconnected pipe shells or half-shells, optionally with cast nodes, which may consist in particular of steel or aluminum sheet, or as a monolithic cast part. The damping bushes 4 attached to the four end sections of the two frame parts 5 are fixedly connected to the substructure or base-side rigid framework of the vehicle bodywork, in particular to the side sills, longitudinal frames and cross members or supports connecting them in the vehicle longitudinal direction. They have an elastically damping property essentially in the vertical direction of the vehicle (z), so that the auxiliary frame 3 is mounted at least approximately vibration-isolated with respect to the vehicle body and a transmission of

Vibrations from the chassis on the subframe 3 is noticeably damped to the vehicle body. The damping bushings 4 can be designed, for example, as conventional rubber bearing bushes which are frequently used for this purpose in vehicle construction.

Each independent suspension 2 is provided with the wheel carrier 7 for receiving a rear wheel, not shown, which is articulated via a lower H-arm arm 8 and an upper tiller arm 9 on the subframe 3. The position information refers to the relative mounting position, which occupy these two handlebars in the usual vehicle position. The lower H-arm link 8, which is composed of a plurality of rigidly interconnected sections, comprises a first link arm 10 essentially extending in the vehicle longitudinal direction (x)

Vehicle transverse direction (y) extending, second link arm 11, a substantially in the vehicle transverse direction (y) extending, first holder 12 and a substantially in the vehicle transverse direction (y) extending, the second holder 13. The first link arm 10, the first Holder 12 and the second holder 13 may optionally consist of a single component or of a plurality of rigidly interconnected components. The first holder 12 and the second holder 13 serve as a holder for the first link arm 10 on the wheel carrier 7. It would also be conceivable to fasten the second holder 13 on the second link arm 11 or in one piece with this. The second link arm 11 is fixed to the first link arm 11 by a suitable connection technique, such as welding or screwing. Likewise, the first link arm 10 and the second link arm 11 may be made in one piece.

The first link arm 10 of the H-arm link 8 is pivotally mounted by means of an elastic, first bearing bush 14 on the subframe 3, wherein the first bearing bush 14 is attached via rigid mounting struts 15 near the damping bushing 4 at the end portion of the frame part 5. Each attachment strut 15 can be connected to the frame part 5 by a conventional connection technique, for example by welding, screwing or riveting. If the frame part 5 is shaped as a cast part, the fastening struts 15 can also be formed on the frame part 5. The first link arm 10 is curved so that a pivot axis of the first bearing bush 14 is set with respect to the vehicle longitudinal direction (x), whereby in cooperation with the vehicle longitudinal direction (x) compliant second link arm 11 can be achieved that the rear wheel at load changes in Toe pressed becomes. The second link arm 11 of the H-arm link 8 is rigidly connected at one end to the first link arm 10 (eg by welding, screws, rivets) and at its other end by means of an elastic second bearing bushing 16 on the subframe 3 pivoted.

The first holder 12 of the H-arm-arm 8 is here for example rigidly connected at one end to the first link arm 10 and pivotally mounted at its other end by means of a (hidden in the figures) elastic, third bearing bushing 17 on the wheel carrier 7 , The second holder 13 of the H-arm arm 8 is here rigidly connected, for example, at one end to the first link arm 10 and pivotally mounted at its other end by means of an elastic fourth bearing bushing 18 on the wheel carrier 7. Relative to the direction of travel of the motor vehicle, the third bearing bush 17 is located in front of a wheel center of the wheel carrier 7 and the fourth bearing bush 18 behind the wheel center of the wheel carrier 7.

The upper lintel 9 of the independent suspension 2 extends as a wishbone substantially in the vehicle transverse direction (y). It is pivotably mounted on the wheel carrier 7 via an elastic, fifth bearing bush 19 at a middle section 21 of the frame part 5 of the subframe 3 located on its side and via an elastic, sixth bearing bush 20. The lintel 9 is used in particular for lateral force support and for camber adjustment of the rear wheel received by the wheel carrier 7.

The pivot axes of the second to sixth bearing bush 16-20 extend according to the specific chassis requirements either in different directions.

The lower H-arm handlebar 8 and the lintel 9 allow together by their pivotable arm bearings a rebound and rebound movement of the wheel carrier 7 gene rear wheel, wherein the input or rebound movement is sprung by an axle spring 22 and a steamer 23. The axle spring 22 is here exemplarily mounted on a fortified on H-arm handlebar 8 plate 24 and is supported with its other end on the vehicle body, which is not shown in Fig. 1. Similarly, it would be possible, for example, to arrange the axle spring 22 concentrically on the steamer 23. The steamer 23 is fastened with its base 25 here, for example, to the wheel carrier 7 and braces with its other end against the vehicle body. It would also be conceivable that the base 25 of the steamer 23 braced on a handlebar.

The rear axle 1 of a motor vehicle shown in FIG. 1 enables a rearward movement of the independent wheel suspensions 2 by means of the two flexible second link arms 11, the two wheel carriers 7 interacting in particular during the action of lateral forces during a cornering and / or during braking Passively be brought into toe with the first two bushings 14. Since the independent wheel suspensions 2 are mounted exclusively on the subframe 3, which in turn is mounted in a vibration-isolated manner via the damping bushings 4 on the vehicle body, a

Transmission of vibrations from the independent wheel 2 to the vehicle body effectively prevented or at least substantially inhibited. In this way, an excitation of vibrations or body sound in the vehicle body can be prevented or at least reduced to reduce the noise level in the passenger cell as a whole and to improve or tune the vehicle acoustics targeted.

With reference to FIG. 2, an exemplary embodiment of the (multi-link) rear axle 1 of a motor vehicle according to the second aspect of the invention will be described, wherein to avoid unnecessary repetition only the unintended Differences are explained to the embodiment shown in Fig. 1 and reference is otherwise made to the statements made to Fig. 1 reference.

The rear axle 1 shown in FIG. 2 differs from the rear axle 1 shown in FIG. 1 only in the connection of the first link arm 10 of the H-arm link 8 to the vehicle body. For this purpose, a bearing block 26 is rigidly attached to the first bearing bushing 14 for each first link arm 10 of the two independent suspensions 2. At each bearing block 26, for example, two damping bushes 4 are mounted here, so that the bearing block 26 and the associated bearing bushes 4 form a unit. Likewise, a greater or lesser number of damping bushings 4 could be provided for each bearing block 26. The damping bushings 4, which are formed here, for example, equal to the damping bushings 4 of the subframe 3, are supported on the vehicle body, in particular on the side sills extending in the vehicle longitudinal direction, longitudinal frames, cross members, longitudinal frames, cross members or supports. They have an elastically damping property substantially in the vehicle vertical direction (z), so that the bearing blocks 26 are mounted at least approximately vibration-insulated with respect to the vehicle body and a transmission of

Vibrations on the vehicle body is prevented together with the subframe 3 or at least noticeably reduced. In this way, an excitation of vibrations or structure-borne noise of the vehicle body can be avoided or at least reduced in order to reduce the noise level in the passenger compartment as a whole and to improve or specifically tune the vehicle acoustics. LIST OF REFERENCE NUMBERS

1 rear axle

2 independent suspension 3 subframes

4 damping bush

5 frame part

6 cross strut

7 wheel carrier 8 H-arm handlebars

9 crash bar

10 first link arm

11 second link arm

12 first holder 13 second holder

14 first bearing bush

15 fixing strut

16 second bearing bush

17 third bushing 18 fourth bushing

19 fifth bushing

20 sixth bearing bush

21 middle section

22 Axle spring 23 Damper

24 plates

25 feet

26 storage block

Claims

claims

1. Wheel axle (1) for a motor vehicle, which two independent wheel suspensions (2), each serving for Mehrfachanlenkung a wheel carrier (7) on a vehicle body, and one on the vehicle body by means of damping elements (4) mounted subframe (3), wherein each independent suspension (2) has a first link (8) which is connected to a first link arm (10) extending substantially along a first extension direction (x) and rigidly connected to the first link arm (10) substantially along a second direction ( y) extending, second link arm (11) is provided, which is resilient in the first extension direction, characterized in that the first link arm (10) via a first link bearing (14) on the subframe (3) and a third Handlebar bearing (17) and a fourth link bearing (13) on the wheel carrier (7) is articulated and the second link arm (11) via a second link bearing (16) on the subframe (3) is articulated.

Second wheel axle (1) for a motor vehicle, which two independent wheel suspensions (2), each serving for Mehrfachanlenkung a wheel carrier (7) on a vehicle body, and one on the vehicle body by means of damping elements (4) mounted subframe (3), wherein each independent suspension (2) has a first Radlenker (8), with a substantially along a first extension direction (x) extending, first link arm (10) and one rigidly connected to the first link arm (10) substantially along a second Extending direction (y) extending, second link arm (11) is provided, which is resilient in the first direction of extension, characterized in that the first link arm (10) via a first link bearing (14) on at least one damping element ( 4) connected to the vehicle body bearing component (26) and a third link bearing (17) and a fourth link bearing (13) on the wheel carrier (7) angel is the second and the second Link arm (11) via a second link bearing (16) on the Hilfsrah- men (3) is articulated.

3. Wheel axle (1) according to one of claims 1 to 2, wherein the first extension direction (x) of the first link arm (10) is directed at least approximately perpendicular to the second extension direction (y) of the second link arm (11).

4. wheel axle (1) according to one of claims 1 to 3, in which more of the first Radlenker (8) one with the first link arm

(10) rigidly connected first holder (12) which is articulated on the third carrier bearing (17) on the wheel carrier (7), and one with the first link arm (10) rigidly connected second holder (13) via the fourth link bearing ( 18) is articulated on the wheel carrier (7).

5. wheel axle (1) according to claim 4, wherein the first link arm with the first holder (12) and the second holder (13) is made in one piece.

6. Wheel axle (1) according to one of claims 1 to 3, wherein the first link (8) connected to the first link arm (10) rigidly connected first holder (12) via the third link bearing (17) on the wheel carrier (7 ) and a second holder (13) rigidly connected to the second link arm (11) and articulated to the wheel carrier (7) via the fourth link bearing (18).

7. Wheel axle (1) according to one of claims 4 to 6, wherein more preferably the first link arm (10), the first holder (12), the second holder (13) and the second link arm (11) of the first link (8 ) are made in one piece.

8. Wheel axle (1) according to one of claims 4 to 7, wherein the first holder (12) and the second holder (13) each extend at least approximately along the second extension direction (y).

9. wheel axle (1) according to one of claims 1 to 8, wherein each independent suspension (2), based on the mounting position in the motor vehicle, above the first wheel link (8) arranged second Radlenker (9).

10. wheel axle (1) according to claim 9, wherein the second Radlenker (9) extends at least approximately along the second extension direction (y).

11. wheel axle (1) according to one of claims 1 to 10, wherein the second Radlenker (9) extends at least approximately along the second extension direction (y).

12. Wheel axle (1) according to one of claims 1 to 11, in which the first extension direction extend at least approximately in the vehicle longitudinal direction and the second extension direction at least approximately in the vehicle transverse direction.

13. Motor vehicle with at least one wheel axle (1) according to one of claims 1 to 12.