WO2010136095A1 - Essieu antivibratile pour véhicule à moteur - Google Patents

Essieu antivibratile pour véhicule à moteur Download PDF

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Publication number
WO2010136095A1
WO2010136095A1 PCT/EP2010/001957 EP2010001957W WO2010136095A1 WO 2010136095 A1 WO2010136095 A1 WO 2010136095A1 EP 2010001957 W EP2010001957 W EP 2010001957W WO 2010136095 A1 WO2010136095 A1 WO 2010136095A1
Authority
WO
WIPO (PCT)
Prior art keywords
link
wheel
link arm
bearing
wheel axle
Prior art date
Application number
PCT/EP2010/001957
Other languages
German (de)
English (en)
Inventor
Gerd Bitz
Jürgen Siebeneick
Heribert Roth
Original Assignee
Gm Global Technology Operations, Inc
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 Gm Global Technology Operations, Inc filed Critical Gm Global Technology Operations, Inc
Publication of WO2010136095A1 publication Critical patent/WO2010136095A1/fr

Links

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
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/008—Attaching arms to unsprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of 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
    • B60G2200/182—Multilink suspensions, e.g. elastokinematic arrangements with one longitudinal arm or rod and lateral rods
    • 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
    • B60G2204/129—Damper mount on wheel suspension or knuckle
    • 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
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • 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
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • 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
    • B60G2204/15—Mounting of subframes
    • 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
    • B60G2206/10—Constructional features of arms
    • B60G2206/121—Constructional features of arms the arm having an H or X-shape

Definitions

  • 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.
  • 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.
  • a wheel axle in particular a rear axle, for a motor vehicle
  • 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.
  • 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.
  • 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.
  • the first link arm is articulated to the wheel carrier via a third link bearing and a fourth link bearing.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Raditatiseiti- 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).
  • the second link arm is formed integrally with the first link arm.
  • 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.
  • the second link arm along the first direction of extension is yielding (or bend soft) executed.
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • 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.
  • the two independent wheel suspensions 2 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.
  • 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
  • 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)
  • first link arm 10 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.
  • 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.
  • 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
  • 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.
  • 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.
  • two damping bushes 4 are mounted here, so that the bearing block 26 and the associated bearing bushes 4 form a unit.
  • 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

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

Abstract

L'invention concerne un essieu (1) pour véhicule à moteur, qui comporte deux suspensions de roue individuelles (2) qui servent respectivement à l'articulation multiple d'un support de roue (7) à une carrosserie de véhicule et un cadre auxiliaire (3) appliqué sur la carrosserie de véhicule au moyen d'éléments amortisseurs (4), chaque suspension de roue individuelle présentant un premier bras articulé (8) qui est pourvu d'un premier bras de suspension (10) s'étendant le long d'une première direction d'extension (X) et un deuxième bras de suspension (11) rigidement relié au premier bras de suspension, s'étendant dans une deuxième direction d'extension (X), flexible dans la première direction d'extension, le premier bras de suspension étant articulé par l'intermédiaire d'un premier palier (14) et le deuxième bras de suspension étant relié par l'intermédiaire d'un deuxième palier (16) au cadre auxiliaire. L'invention concerne également un essieu dans lequel le premier bras de suspension est articulé par l'intermédiaire d'un premier palier à un élément de palier (26) relié par au moins un élément amortisseur à la carrosserie de véhicule et le deuxième bras est articulé par l'intermédiaire d'un deuxième palier au cadre auxiliaire. L'invention s'étend également à un véhicule équipé d'un tel essieu.
PCT/EP2010/001957 2009-05-26 2010-03-27 Essieu antivibratile pour véhicule à moteur WO2010136095A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009022589.7 2009-05-26
DE200910022589 DE102009022589A1 (de) 2009-05-26 2009-05-26 Schwingungsisolierte Radachse für Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2010136095A1 true WO2010136095A1 (fr) 2010-12-02

Family

ID=42237155

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/001957 WO2010136095A1 (fr) 2009-05-26 2010-03-27 Essieu antivibratile pour véhicule à moteur

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Country Link
DE (1) DE102009022589A1 (fr)
WO (1) WO2010136095A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016222965A1 (de) * 2016-11-22 2018-05-24 Zf Friedrichshafen Ag Radaufhängung
DE102020113947A1 (de) 2020-05-25 2021-11-25 Audi Aktiengesellschaft Radaufhängung für eine Fahrzeug-Hinterachse
DE102020114437A1 (de) 2020-05-29 2021-12-02 Audi Aktiengesellschaft Radaufhängung für eine Fahrzeug-Hinterachse

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1422081A2 (fr) * 2002-11-22 2004-05-26 F.Tech Incorporation Suspension pour véhicule
EP1609631A1 (fr) * 2004-06-24 2005-12-28 GM Global Technology Operations, Inc. Suspension arrière pour automobile à roues arrières motrices
WO2008061618A1 (fr) * 2006-11-23 2008-05-29 Gm Global Technology Operations, Inc. Suspension à roues indépendantes pour véhicule automobile avec réglage actif du pincement
DE102006055295A1 (de) * 2006-11-23 2008-05-29 GM Global Technology Operations, Inc., Detroit Einzelradaufhängung für Kraftfahrzeug zur Mehrfachanlenkung eines Hinterradträgers
DE102006055293A1 (de) * 2006-11-23 2008-05-29 GM Global Technology Operations, Inc., Detroit Lagerbuchsenanordnung für Einzelradaufhängung mit Verstellmechanismus zur aktiven Spurverstellung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006055294A1 (de) * 2006-11-23 2008-05-29 GM Global Technology Operations, Inc., Detroit Einzelradaufhängung für Kraftfahrzeug mit aktiver Spurverstellung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1422081A2 (fr) * 2002-11-22 2004-05-26 F.Tech Incorporation Suspension pour véhicule
EP1609631A1 (fr) * 2004-06-24 2005-12-28 GM Global Technology Operations, Inc. Suspension arrière pour automobile à roues arrières motrices
WO2008061618A1 (fr) * 2006-11-23 2008-05-29 Gm Global Technology Operations, Inc. Suspension à roues indépendantes pour véhicule automobile avec réglage actif du pincement
DE102006055295A1 (de) * 2006-11-23 2008-05-29 GM Global Technology Operations, Inc., Detroit Einzelradaufhängung für Kraftfahrzeug zur Mehrfachanlenkung eines Hinterradträgers
DE102006055293A1 (de) * 2006-11-23 2008-05-29 GM Global Technology Operations, Inc., Detroit Lagerbuchsenanordnung für Einzelradaufhängung mit Verstellmechanismus zur aktiven Spurverstellung

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Publication number Publication date
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