WO2014202301A1 - Suspension à ressort à lames transversal - Google Patents

Suspension à ressort à lames transversal Download PDF

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Publication number
WO2014202301A1
WO2014202301A1 PCT/EP2014/060182 EP2014060182W WO2014202301A1 WO 2014202301 A1 WO2014202301 A1 WO 2014202301A1 EP 2014060182 W EP2014060182 W EP 2014060182W WO 2014202301 A1 WO2014202301 A1 WO 2014202301A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
leaf spring
region
transverse leaf
transverse
Prior art date
Application number
PCT/EP2014/060182
Other languages
German (de)
English (en)
Inventor
Klaus Wallgren
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 WO2014202301A1 publication Critical patent/WO2014202301A1/fr

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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
    • B60G3/28—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/08—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially transverse to the longitudinal axis of the vehicle
    • 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
    • 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
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/184—Assymetric arrangements
    • 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
    • B60G2200/422—Driving wheels or live axles
    • 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
    • B60G2204/422—Links for mounting suspension elements
    • 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
    • B60G2206/011—Modular constructions
    • B60G2206/0114—Independent suspensions on 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
    • B60G2206/12—Constructional features of arms with two attachment points on the sprung part of the vehicle
    • 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
    • B60G2206/122—Constructional features of arms the arm having L-shape
    • 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
    • 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
    • B60G2206/70—Materials used in suspensions
    • B60G2206/71—Light weight materials
    • B60G2206/7101—Fiber-reinforced plastics [FRP]

Definitions

  • the present invention relates to a suspension for a motor vehicle according to the closer defined in the preamble of claim 1. Art.
  • an axle for a motor vehicle which comprises at least one transverse leaf spring, two links and two wheel carriers attached via two first bearings directly or via an auxiliary frame to a body of the motor vehicle.
  • Each one of a wheel of the motor vehicle facing the end of the transverse leaf spring is rigidly connected to one of the links, said links are aligned substantially in the longitudinal direction of the motor vehicle and are each connected via a second bearing directly or via an auxiliary frame with the structure and each have at least one third bearing are connected to one of the wheel carrier.
  • a suspension for a motor vehicle comprising two arranged in the vehicle transverse direction wheel carrier.
  • the two wheel carriers are each articulated via at least one wheel-guiding link with a structure.
  • the handlebars can be directly connected to the structure articulated. Alternatively, these can also be hinged to a subframe, which in turn is connected to the structure.
  • the suspension comprises a transverse leaf spring extending between these two wheel carriers.
  • the transverse leaf spring thus extends substantially in the vehicle transverse direction.
  • the transverse leaf spring is mounted in the region between its two ends spaced therefrom.
  • the wheel carrier or the wheel completes a lifting movement.
  • the transverse leaf spring in this area is directly connected to the structure articulated or alternatively stored in an auxiliary frame which is mounted on the structure.
  • the transverse leaf spring is connected in the region of its two ends with the respective associated wheel carrier.
  • the transverse leaf spring can be coupled directly or else alternatively indirectly to the wheel carriers.
  • the transverse leaf spring may for example be connected to a handlebar, which in turn is attached to the respective wheel carrier.
  • the wheel-guiding arm is arranged in the vehicle vertical direction in a lower link plane and the transverse leaf spring in an upper or overlying link level.
  • the transverse leaf spring is thus very well protected against mechanical and thermal influences.
  • the exhaust system usually arranged in the area of the lower link level has no influence on the transverse leaf spring spaced therefrom.
  • more temperature-sensitive materials, in particular fiber-reinforced plastics can be used for the transverse leaf spring in comparison with metals, by means of which the weight of the suspension can be greatly reduced.
  • the suspension can be very space-saving, simple and lightweight by means of such overhead cross-blade guide.
  • a driven axle can be realized easily.
  • Another advantage of the overhead transverse leaf spring is that it is loaded during cornering in the region of the outer wheel facing the area to train. This will become one to be avoided bending of the transverse leaf spring due to Radquer latern counteracted.
  • an improved compared to the underlying transverse leaf spring wheel guidance can thus be realized.
  • the transverse leaf spring is formed wheel guiding.
  • the transverse leaf spring may be connected to the body and the wheel side in such a way with the respective wheel carrier, that by means of which in particular in the vehicle transverse direction and / or longitudinal direction occurring forces can be absorbed or supported by the transverse leaf spring.
  • the transverse leaf spring may be designed to support drive and braking torques.
  • the transverse leaf spring is formed by their arrangement and upper position substantially as upper wishbone or essentially takes over its function.
  • additional handlebars can be saved, whereby the suspension is very simple, easy and inexpensive to implement.
  • the suspension is a double wishbone suspension, wherein preferably the upper arm is formed by the transverse leaf spring. This makes it possible to realize a very light, low-cost suspension to be assembled and mounted.
  • the transverse leaf spring in the region of its two ends is hingedly and / or directly connected to the respective wheel carrier.
  • the transverse leaf spring not only takes over the suspension of the suspension, but also at least partially the wheel guide.
  • the design complexity of the suspension is greatly reduced.
  • the articulated connection takes place by means of a rotary joint whose axis of rotation is preferably aligned substantially in the vehicle longitudinal direction.
  • wheel guidance can be realized by means of the transverse bi-tone spring, in particular in the vehicle vertical direction.
  • an elastomer bearing in particular rubber bearings can alternatively be used.
  • transverse leaf spring For the leadership properties of the transverse leaf spring, it is advantageous if this, in particular torsionally stiff, transverse leaf spring in the vehicle transverse direction and / or longitudinal direction is stiff and compliant formed in the vehicle vertical direction.
  • transverse leaf spring in the vehicle vertical direction both a suspension and a guide of the two associated with the transverse leaf spring wheel carrier done. As a result, no additional components, especially handlebars, are required for this task.
  • transverse leaf spring is directly connected or connectable to the structure or the body or indirectly by means of the subframe or a bearing housing via a first and a second bearing.
  • Rolling is basically to be understood as pivoting of the vehicle about its longitudinal direction, e.g. due to a cornering.
  • a wheel In a curve, a wheel is deflected at least from the tendency on the outside of the curve and bounced on the outside of the curve side.
  • a stabilizer limits the roll or the sway of a vehicle, because through this the wheel carriers are connected to each other and thus prevents one wheel extremely springing in and the other wheel springs down extremely.
  • the transverse leaf spring thus eliminates an additional stabilizer, whereby the cost and design complexity of the suspension can be reduced.
  • the first and second bearings in particular each have an axis of rotation parallel to the vehicle longitudinal direction.
  • the two bearings are preferably designed as a rubber bearing, spaced from each other and / or arranged symmetrically to the vehicle longitudinal axis.
  • the transverse leaf spring may be a fiber composite component reinforced in particular with carbon, glass and / or aramid fibers.
  • the transverse leaf spring in the region of its ends and / or the first and second bearing on an insert, which is in particular during the curing process with the fiber structure positively and / or non-positively connected.
  • such functional elements can also be bonded to the fiber composite component, eg be glued.
  • the insert advantageously forms at least partially the first and second bearings.
  • the insert is connected to the first or second bearing or to at least one part of such a bearing, in particular in a form-locking manner, so that the transverse leaf spring is essentially fixed in the vehicle transverse direction.
  • the transverse leaf spring preferably elevations and / or depressions in the storage areas, which engage positively in corresponding elevations and / or depressions of a rubber bearing.
  • the link is at least partially designed as a wishbone.
  • the link preferably has a transverse link region extending substantially in the vehicle transverse direction and / or a trailing link region extending essentially in the vehicle longitudinal direction.
  • the free end of the trailing arm portion is in the vehicle longitudinal direction in front of the wheel center.
  • the wishbone region is preferably arranged in the vehicle longitudinal direction behind the center of the wheel, in the region of the center of the wheel, in particular in all-wheel drive vehicles, sufficient free space can be created for the drive means, in particular engines and / or transmissions.
  • a arranged in and / or near the wheel center wishbone area, especially seen in the vehicle longitudinal direction, has the advantage that caused by Radquer mechanism negative influences can be avoided.
  • a larger steering lever could be realized at a arranged in front of the wheel center wishbone area, whereby the applied steering forces could be reduced to a arranged behind the wheel center steering linkage.
  • the handlebar is substantially L-shaped, preferably the trailing arm area of the wishbone area, in particular of the end, starting substantially in the direction of travel extends.
  • the trailing arm region is made longer compared to the wishbone region.
  • the camber behavior of the suspension can also be positively influenced if the transverse leaf spring and the transverse link region of the link, in particular behind, in or in front of the center of the wheel, are arranged substantially one above the other in the vehicle vertical direction.
  • the handlebar is structurally connected on the body side in the region of one end of the trailing arm region and in the region of one end of the wishbone region with the body and / or subframe.
  • the wheel carrier with the handlebar in particular in the region of the trailing arm region and / or the cross member in the vehicle longitudinal direction spaced, via at least one joint, in particular pivot, is connected, the axis of rotation preferably obliquely is arranged to the vehicle longitudinal direction.
  • the handlebar is designed as a four-point link, which then has two such mutually coaxially arranged joints on the wheel side. It is also advantageous if the handlebar is bent and / or formed zugsteif.
  • the suspension has a, in particular two-part, mounting bracket with a first holder for supporting the transverse leaf spring and / or with a second bracket for pivotally receiving the handlebar, in particular in the wishbone area has.
  • the two-part design of the mounting bracket can be done a very quick and easy installation of the transverse leaf spring.
  • the transverse leaf spring is clamped between the two parts of the mounting bracket in the region of the first and second bearing.
  • the mounting effort of the suspension can be reduced by such a mounting bracket, since this modular can be very quickly and easily mounted to the body or subframe of the motor vehicle.
  • the mounting bracket thus reduces the number of interfaces, whereby a fast and cost-effective installation of the module is guaranteed.
  • an exhaust system can be easily mounted because the lying construction below the mounting bracket sufficient construction space offers.
  • the exhaust system is located in this area correspondingly far from the vehicle body.
  • the heat protection costs compared to the body can be lower than when the exhaust system runs in this area directly under the vehicle body along.
  • the suspension is designed to be steerable.
  • the suspension has a steering arm.
  • Under a control arm or tie rod is a wheel guiding handlebar to understand that transmits the steering movement of the body-mounted steering gear on the wheel and thus steers the wheel.
  • the toe link may also have an actuator, so that the track link is itself adjustable in its length.
  • the toe link can in this case initiate a steering movement into the wheel carrier itself via the actuator.
  • the tie rod or the steering arm are wheel-guiding components.
  • the wheel carrier with a drive unit in particular a wheel hub motor or an electric motor and / or internal combustion engine, formed and / or with such a drive unit, in particular via an axle, for example by means of drive shafts, connectable.
  • the rotatably mounted on the wheel carrier wheel is thus driven.
  • additional handlebars can be saved, so that sufficient space can be created for such a drivable solution.
  • parts of the drive unit or even this can be completely attached to the mounting bracket. As a result, the assembly effort of the module designed as a suspension together with the drive unit can be greatly reduced.
  • Figures 1 and 2 a first embodiment of a suspension with a handlebar and a transverse leaf spring, wherein the handlebar is pivotally connected to a wheel by means of an oblique to the vehicle longitudinal axis of rotation
  • Figures 3 to 5 an alternative steerable embodiment of the suspension with a toe link.
  • Figures 1 and 2 show a simplified perspective view of a first embodiment of a suspension 1 in the half-view.
  • the representation is reduced to the essential components in order to be able to better see in particular the connection areas of the components.
  • the suspension 1 has two in the vehicle transverse direction opposite arranged wheel carrier 2, wherein due to the half-view only one of these two wheel carrier is shown.
  • the wheel carrier 2 receives a wheel 3 rotatably mounted.
  • For damping vibrations on each of the wheel carrier 2 engages a damper 1 to 6.
  • the wheel carrier 2 is coupled to a wheel-guiding arm 4.
  • the link 4 is articulated in the joints 1 5a, 15b with a construction, not shown here, as well as a mounting bracket 7 and wheel carrier side in the joints 14a, 14b with the wheel carrier 2.
  • the link 4 is bent and tension-resistant in the longitudinal direction.
  • the mounting bracket is connected via body connections 7a with the structure, not shown here.
  • this has a transversely extending in the vehicle transverse direction transverse leaf spring 5.
  • the transverse leaf spring 5 is in the region between its two ends 6 - wherein in the present case only one of these two ends 6 is shown due to the half-view - spaced therefrom connected to the mounting bracket 7.
  • the transverse leaf spring 5 has a two-point bearing in the area of the mounting bracket.
  • the transverse leaf spring 5 is mounted with a first bearing 8 and a second bearing 9 in the mounting bracket 7 such that the ends 6 are able to pivot about the respective adjacent bearing 8, 9 at least slightly.
  • the transverse leaf spring 5 is connected in the region of its ends 6 with the respective associated wheel carrier 2.
  • the transverse leaf spring 5 thus acts as a lift and roll suspension.
  • the suspension 1 can be formed with low weight.
  • the first and second bearings 8, 9 of the two-point bearing of the transverse leaf 5 preferably formed as a rubber bearing.
  • the two bearings 8, 9 are arranged symmetrically to the vehicle longitudinal axis. With uniform deflection of the two wheel carrier 2, the transverse leaf spring 5 thus assumes a U-shape. The transverse leaf spring 5 in this case pushes the structure of the vehicle over both bearings 8, 9 in the rest position. The transverse leaf spring 5 thus assumes the task of lifting suspension.
  • transverse leaf spring 5 seen in the direction of travel approximately an S-shape. Also in this case, the transverse leaf spring 5 pushes the structure of the vehicle via the bearings 8, 9 in the rest position. The transverse leaf spring 5 thus assumes the role of a stabilizer.
  • the wheel-guiding arm 4 is, as can be seen in particular in Figure 2, arranged in a lower arm level.
  • the transverse leaf spring 5 is arranged in an upper link plane. Since the exhaust system of the motor vehicle, not shown here, is usually arranged in the region of the lower link level, the transverse leaf spring 5 is advantageously protected by the heat emitted by the latter. This is particularly advantageous when the transverse leaf spring 5 is formed as a fiber composite part.
  • the transverse leaf spring 5 is preferably made of carbon, glass and / or aramid fibers, which are incorporated in a thermosetting and / or thermoplastic matrix.
  • the transverse leaf spring 5 or the fiber composite component can have inserts which are suitable for connection to the particular component provided for this purpose, ie. H. form at least parts of the storage with the wheel carrier 2 and the mounting bracket 7.
  • the transverse leaf spring 5 is torsionally rigid. Furthermore, it is stiff for receiving transverse vehicle forces in the vehicle transverse direction. For suspension of the suspension 1, the transverse leaf spring 5 is formed compliant in the vehicle vertical direction. In addition to the wheel-guiding arm 4 and the transverse leaf spring 5 is formed wheel guiding in the present embodiment. Due to their design and arrangement in the upper arm level, the transverse leaf spring 5 takes over the tasks of an upper arm. For wheel guidance, the transverse leaf spring 5 is articulated in the region of its ends 6 with the respective wheel carrier 2. As in the exemplary embodiment illustrated in FIGS. 3 to 5, it may comprise a rotary joint 10 which connects the transverse leaf spring 5 to the wheel carrier 2 in an articulated manner.
  • the axis of rotation of the rotary joint 10 is aligned substantially in the vehicle longitudinal direction.
  • the wheel-guiding leaf spring 5 can absorb in particular transverse and / or longitudinal forces.
  • the transverse leaf spring 5 is coupled directly, ie, without the interposition of an additional link component with the wheel carrier 2. Only one insert 6a is necessary to represent the compound Querblattfeder- wheel carrier.
  • the suspension 1 essentially corresponds to a double wishbone suspension, in which the wheel-guiding transverse leaf spring 5 takes over the task of the upper transverse link.
  • the handlebar 4 is formed in a first embodiment substantially L-shaped.
  • the link 4 has a transverse link region 1 1 and a trailing link region 12.
  • the trailing arm region 12 extends from the transverse link region 1 1 starting substantially in the vehicle longitudinal direction.
  • the wishbone region 1 1 is shorter compared to the trailing arm region 12.
  • the trailing arm region 12 extends from the transverse link region 1 1, in particular starting from the end, substantially in the direction of travel.
  • the wishbone area 1 1 is arranged in the vehicle longitudinal direction behind the wheel center.
  • the transverse leaf spring 5 wherein the transverse leaf spring 5 and the transverse link region 1 1 are further arranged in the vehicle vertical direction substantially one above the other.
  • the wheel side of the handlebar 4 is radacted coupled to the wheel carrier 2 in a connecting region 13.
  • the connecting portion 13 is spaced from the cross member 1 1 in the vehicle longitudinal direction in the trailing arm portion 12 is formed.
  • the connection between the link 4 and wheel 2 via two spaced joints 14 a, 14 b, the axes of rotation are arranged coaxially and obliquely to the vehicle longitudinal direction to each other.
  • the first joint 14a located behind the center of the wheel is essentially unyielding (harder), whereas the second joint 14b lying in front of the wheel center is designed to be yielding (softer), in particular as a rubber bearing. This can be effected via the utilization of Elastokinematik the desired toe over the Radhub.
  • the handlebar 4 is thus formed by means of the two wheel-side joints 14a, 14b and the two body-side joints 15a, 15b of the action as a trapezoidal link.
  • the mounting bracket 7 comprises with the first and second bearings 8, 9, a first holder for receiving the transverse leaf spring 5 and for receiving the body-side joint 15a of the respective arm 4, a second holder.
  • FIGS. 3-5 show a second alternative embodiment of the wheel suspension 1, wherein the same reference numerals are used for the same features as in the first embodiment. Unless these are discussed again in detail, their design and mode of action corresponds to the features already described above.
  • the embodiment shown in Figures 3-5 has a better adjustability of the self-steering behavior or the toe change in compression and rebound of the rear axle.
  • the suspension 1 a toe link 17.
  • the toe link 17 is the body side connected to the mounting bracket 7 and the wheel side with the wheel carrier 2.
  • the arranged in front of the wheel center wheel-side joint 14b is formed as a ball joint.
  • the wheel 3 can be pivoted essentially in the vehicle vertical direction for setting a steering angle.
  • the first joint 14a located behind the center of the wheel is compliant, in particular as a rubber bearing, in contrast to the first embodiment. Further, the second joint 14b located in front of the wheel center is unyielding. This can be effected via the utilization of Elastokinematik the desired toe over the Radhub. The setting of this self-steering behavior can be done via the toe link 17.
  • the suspension 1 can also be actively steered in an embodiment not shown here, wherein the toe link 17 is replaced by a tie rod, which is the body side coupled to an actuator, in particular a servomotor, which may be attached to the mounting bracket 7.
  • the exhaust system 19 is formed in the vehicle vertical direction in the region of the arranged in the lower arm level arm 4.
  • the transverse leaf spring 5 thus has a sufficiently large distance to the exhaust system 19, so that the radiated heat from the exhaust system 19 does not have a negative influence on the transverse leaf spring 5.
  • the transverse leaf spring 5 can thus be formed as a fiber composite component, whereby the suspension 1 can be formed very weight-saving.
  • the second embodiment is further formed as a driven axle.
  • the axle module according to FIG. 5 has a drive unit 20, which is fastened to the mounting bracket 7.
  • the drive unit 20 is connected to a drive shaft 21 in the region of the wheel hub with the wheel 3.

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

Abstract

L'invention concerne une suspension pour un véhicule automobile, comprenant deux supports de roue (2) montés face à face dans le sens transversal de marche, qui peuvent être raccordés chacun par l'intermédiaire d'au moins un bras de suspension (4), guidant la roue, à une carrosserie prévue à cet effet, et comprenant en outre un ressort à lames transversal (5) qui s'étend entre ces deux supports de roue (2), et qui, pour assurer la suspension des supports de roue (2), est monté dans la zone située entre leurs deux extrémités (6) à distance de ces derniers et qui est raccordé, dans la zone de leurs extrémités (6), au support de roue (2) respectivement associé. Selon l'invention, le bras de suspension (4), guidant la roue, est monté, dans le sens de la hauteur du véhicule, dans un plan de bras de suspension inférieur et le ressort à lames transversal (5) est monté dans un plan de bras de suspension supérieur.
PCT/EP2014/060182 2013-06-19 2014-05-19 Suspension à ressort à lames transversal WO2014202301A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013211538.5A DE102013211538A1 (de) 2013-06-19 2013-06-19 Radaufhängung mit Querblattfeder
DE102013211538.5 2013-06-19

Publications (1)

Publication Number Publication Date
WO2014202301A1 true WO2014202301A1 (fr) 2014-12-24

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/060182 WO2014202301A1 (fr) 2013-06-19 2014-05-19 Suspension à ressort à lames transversal

Country Status (2)

Country Link
DE (1) DE102013211538A1 (fr)
WO (1) WO2014202301A1 (fr)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
CN109070671A (zh) * 2016-05-03 2018-12-21 宝马股份公司 具有由纤维复合材料制成的车轮导向板簧元件的车辆独立悬架
DE102017219825A1 (de) 2017-11-08 2019-05-09 Ford Global Technologies, Llc Hinterrad-Einzelaufhängung eines Kraftfahrzeugs mit einem elektrischen Antriebsstrang

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Publication number Priority date Publication date Assignee Title
DE102017205358A1 (de) * 2017-03-29 2018-10-04 Deutsches Zentrum für Luft- und Raumfahrt e.V. Fahrwerksachse und Fahrzeug
CN110435372A (zh) * 2019-07-11 2019-11-12 浙江亚太机电股份有限公司 集成多连杆和横置板簧的后悬结构

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