WO2016116294A1

WO2016116294A1 - Multi-link suspension

Info

Publication number: WO2016116294A1
Application number: PCT/EP2016/050184
Authority: WO
Inventors: Konrad Weiss
Original assignee: Volkswagen Aktiengesellschaft
Priority date: 2015-01-23
Filing date: 2016-01-07
Publication date: 2016-07-28
Also published as: DE102015201136A1

Abstract

The invention relates to a multi-link suspension (1), in particular a four-link rear suspension for a motor vehicle, comprising a wheel carrier (10) for suspending a wheel, especially a rear wheel, of the motor vehicle, and at least one lower transverse link (20) for supporting a suspension spring (2) for a motor vehicle body. According to the invention, an adjusting device (30) is tied directly to the wheel carrier (10) or the spring link (21) in order to hingedly connect the wheel.

Description

description

Multi-arm axle

The invention relates to a multi-link axle, in particular a four-link rear axle of a motor vehicle, according to the preamble of claim 1. The multi-link axle is in this case with a wheel carrier for suspending a wheel, in particular a rear wheel

Motor vehicle, and designed at least one lower wishbone for supporting a suspension spring for a body of the motor vehicle.

There are known multi-link axles, which serve to hang the vehicle wheels individually on the body or on the subframe of a motor vehicle. The multi-link axles are often used for suspension on the rear axle. Known multi-link axles have several, for example three to five, individual links per wheel. The

Multi-link axles usually include a trailing arm and several wishbones, including also wishbone or trailing arm, for each wheel. Of the wishbones, the rear lower wishbone is usually mechanically adjustable in order to set the correct toe-in of the wheels on the rear axle. The rear lower wishbone also serves as a wheel-side support of the vehicle body supporting the suspension spring and a shock absorber.

Usually, the rear lower arm is also used to turn the wheels. By the other wishbones also the fall of the wheel can be adjusted. The attachment points of the other wishbones on the wheel can also define the pivot axis about which the wheel is articulated by the rear lower control arm. Four-link axles are common among multi-link axles. To the rear lower

To control the control arm, known multi-link axles have an adjusting device, usually in the form of a linear motor, for example a servomotor.

In the known multi-link axles, however, has proven to be a disadvantage that when articulated the rear lower arm, the suspension spring and the shock absorber can be deflected. This adversely affects the statics of the motor vehicle. Moreover, it is disadvantageous in the known multi-link axles that the wheel-side bearings of the

Wishbone because of their deformability can not ensure accurate kinematic steering. In order to achieve a better driving dynamics and steering of the wheels through the wishbones, the bearings are usually tightened comparatively hard to the wheels. However, driving comfort suffers disadvantages because the wheel suspension is also too hard. Moreover, it is disadvantageous that in such a suspension negative acoustic interference effects in Radeinfederung can arise. It is therefore the object of the present invention to overcome at least in part a disadvantage known from the prior art. In particular, it is the object of the present invention to provide a multi-link axle, which allows improved articulation of the wheels and improved ride comfort

guaranteed.

The above object is achieved by a multi-link axle with the features of

Claim 1 solved. Further advantages, features and details of the invention will become apparent from the dependent claims, the description and the drawings.

The invention hereby provides a multi-link axle, which with a wheel carrier for

Suspension of a wheel, in particular a rear wheel of the motor vehicle, and at least one lower wishbone (hereinafter wishbone) is designed for supporting a suspension spring for a body of the motor vehicle, wherein an adjusting device is provided which is connected directly to the wheel or the spring arm to to turn the wheel.

According to the invention, it is conceivable that the adjusting device has a central

Adjustment device is that is suitable for the articulation of both wheels, in particular both rear wheels.

The inventive idea lies therein, the functions of the suspension and

Radeinfederung (so-called lifting kinematics) of the function of the articulation of the wheel (so-called driving dynamics) to decouple. This is achieved by the invention

Adjustment device ensures that in contrast to the known multi-link axles not the wishbone and this indirectly only the wheel, but directly the wheel or the spring link articulates. The function of the articulation of the wheel is thus, in particular exclusively, fulfilled by the adjustment device according to the invention, which ensures a kinematically exact articulation of the wheel and thus improved driving dynamics. Consequently, the wishbone, in particular exclusively, serve for suspending the wheel carrier and for supporting the suspension spring and possibly a shock absorber. This results in the following advantages: first, the connection of the wishbone to the wheel or to the wheel "softer" are running as the connection of conventional wishbones that are actively articulated and the functions of the suspension and Radeinfederung and the function of Radanlenkung must meet simultaneously The invention makes it possible to achieve a more stable statics of the motor vehicle since, in contrast to conventional multi-link axles, the suspension spring and the shock absorber are not deflected with respect to the spring link.

Consequently, it can be stated that considerable advantages arise over the known multi-link axles in the multi-link axle according to the invention. In particular, the Invention to optimize comfort and driving dynamics claims independently. A softer suspension and a more stable Radeinfederung are comfortable in terms of comfort, while the driving dynamics without active steering intervention on and through the wishbone does not suffer because the adjustment device provides for improved Radanlenkung. Furthermore, it is advantageous that the adjustment device according to the invention enables better maneuverability and driving stability of the motor vehicle by setting appropriate toe-in.

Furthermore, it is particularly advantageous that is reduced by a soft Radträgeraufhängung and a more stable Radeinfederung the spread of disturbing noise to the passenger compartment and thus negative acoustic effects are prevented.

Advantageously, the adjusting device may comprise a handlebar which may engage directly on the wheel carrier or on the spring link in order to steer the wheel. Under the

Spring link according to the invention an insert for the suspension spring and / or the shock absorber can be understood. The extra trained active handlebar can thus according to the invention take over the articulation of the wheel carrier or the spring link. The articulation of the wheel carrier or the spring link through the handlebar can advantageously be done completely independent of the lifting kinematics of the wheel carrier. This means easier maneuvering of the

Motor vehicle when cornering, especially at low speeds, and a more stable handling, especially at high speeds. The handlebar can be about a pivot point (steering bearings) in operative connection with the wheel.

The handlebar according to the invention so articulated with the wheel or the

Spring link be connected to move the wheel or the spring link substantially in a vehicle transverse direction, in particular translationally. The steering rod according to the invention can be linearly displaced by the adjusting device, essentially in the vehicle transverse direction. In the steering rod according to the invention, the one

provides separate pivot point for the wheel or the spring link, already low angle of the wheel sufficient to perform the cornering optimally. Consequently, the handlebar allows improved steering of the wheel. The adjusting device according to the invention can thus at low speeds by countersteering for better agility and at high speeds by Mitlenken for a better

Driving stability (directional stability) help. In addition, the adjusting device according to the invention, in particular with the help of the handlebar, the electronic stability program (ESP) support, for example, in the opposite direction when understeer and in the same direction when oversteer.

According to the invention it can be provided that the adjusting device can be designed electromechanically or hydraulically. Basically, the adjusting device a

Linear drive or a linear drive system of any kind, which is or which is suitable, the handlebar substantially in the vehicle transverse direction, in particular translationally, drive. Advantageously, the adjustment device according to the invention can be implemented with different technologies, used in different vehicle models, adapted to technical and structural conditions and customer requirements.

Advantageously, the adjusting device can have a motor, in particular a linear motor, preferably a servo motor, in order to drive the steering rod, in particular in a translatory manner. In this case, the adjusting device may comprise an electromechanical linear motor, for example a servo motor, which can work with a threaded rod, a multi-unit gear or with a telescopic gear for driving the steering days.

It is likewise conceivable for the adjusting device to comprise a linear motor, for example a servomotor, with electrodynamic, piezoelectric, electrostatic,

Electromagnetic action or the like may include. Alternatively, the

Adjustment device have a hydraulic drive or a pneumatic actuator.

Advantageously, thus the possible uses of the invention

Adjustment device can be extended even wider.

Furthermore, it can be provided according to the invention that the wishbone can be so articulated connected to the wheel carrier that the wishbone can be displaced substantially in a vehicle transverse direction. In other words, the wishbone when driving the wheel carrier or the spring link can be quasi moved without being actively driven. This can be enabled that the wishbone without active for

Contribute to power transmission, which does not hinder articulation of the wheel. At the same time, the usual geometry of the suspension and Radeinfederung be maintained, the adjusting device according to the invention, in particular with the handlebar, can be retrofitted in existing rear axles easily and without much effort. Consequently, the invention can not only help to replace the conventional multi-link axles but also to upgrade and improve.

Furthermore, it can be provided according to the invention that the spring link such on

Wishbone may be arranged that the spring link can be displaceable substantially in a vehicle transverse direction, for example, together with the wishbone. It is advantageous that the suspension spring and optionally the shock absorber with respect

Wishbone or the spring link are not deflected. The Radeinfederung can thus be performed completely independent of the Radanlenkung.

Furthermore, according to the invention, a suspension spring may be provided, which may be in the form of a helical spring. Advantageously, the suspension spring can serve to intercept shocks that act on the motor vehicle in uneven roads, and in To convert vibrations so that the vehicle does not lose ground contact and remains on the track. The suspension spring can be clamped between two spring plates or

be compressed, with a lower spring plate can be supported on the spring link and the upper spring plate can be arranged on the body or the vehicle body. The suspension spring can have a linear spring characteristic. This can be advantageous in order to counteract impacts of different forces with a corresponding, corresponding spring force.

In addition, according to the invention, a shock absorber may be provided, which may be mounted on the spring link. Advantageously, the shock absorber can serve to dampen or amortize vibrations of the suspension spring. The shock absorber and the suspension spring can together make up a strut. In this case, the shock absorber may be arranged in the center of a suspension spring. Alternatively, the shock absorber and the suspension spring can be arranged side by side and both are supported on the spring link. The bumps through

Road bumps are introduced into the vehicle are advantageously initially intercepted by the suspension spring and transformed into vibrations, the shock absorber can serve to ensure that these vibrations decay quickly. The spring and the

Shock absorbers can be aligned according to the invention in one direction. However, the shock absorber and the suspension spring may have different directions of extension. This can be advantageous to relieve the shock absorber of lateral forces.

In addition, it can be provided according to the invention that a trailing arm for the wheel for supporting longitudinal forces can be provided, which can be arranged pivotably on the body and / or on a subframe of the motor vehicle. The trailing arm may be aligned substantially in the vehicle longitudinal direction. Beside supporting of

Longitudinal forces of the trailing arm can advantageously serve to support moments that can act as a result of braking on the motor vehicle. In addition, the

Trailing arm take over the longitudinal guidance of the wheel.

Further measures which improve the invention are described in more detail below with the description of the preferred exemplary embodiments of the invention with reference to the figures. The features mentioned in the claims and in the description may each be essential to the invention individually or in any desired combination. It should be noted that the figures have only descriptive character and are not intended to limit the invention in any way.

Show it: 1 a is a schematic representation of a known multi-link axle as seen from above parallel to the road,

1 b shows a schematic illustration of the multi-link axle according to FIG. 1 a from the rear to the front in the direction of travel perpendicular to the roadway,

Fig. 2 is a schematic representation of a multi-link axle according to the invention according to a first embodiment of the invention, shown in the

Direction of travel, and

Fig. 3 is a schematic representation of the multi-link axle according to the invention

according to a second embodiment of the invention, also shown in the direction of travel.

In the different figures, the same parts are always provided with the same reference numerals, which is why they are usually described only once.

In Figures 1 a and 1 b, a known multi-link axle 1 is shown, the

Suspension can be used on the rear axle. FIG. 1a shows the multi-link axle 1 in the horizontal plane (x, y) parallel to the roadway and FIG. 1b in the vertical plane (z, y) perpendicular to the roadway, shown from the rear to the front in FIG the direction of travel x of the motor vehicle. The multi-link axle 1 may be a four-link axle 1, which may have four individual links per wheel. Out

For simplicity, three links are shown in Figures 1 a and 1 b: a lower rear wishbone 20, an upper arm 23 and a trailing arm 24. The rear lower

Wishbone 20 (referred to in some places in the description of the figure only wishbone 20) is longitudinally displaceable by means of an adjusting device 30 in the direction A adjustable in the

Substantially in the vehicle transverse direction y runs. The adjusting device 30 engages in each case via a pivot point 32 on respective wishbone 20 for the left and the right rear wheel of the motor vehicle to steer the wheels on the control arm 20. The wheels themselves are not shown, but only the left and the right wheel 10th

As can be seen in Figures 1 a and 1 b, the rear lower arm 20 is used to articulate the wheels. In addition, the wishbone 20 is equipped with a spring link 21, which serves to support a non-illustrated vehicle body support spring 2 and a shock absorber 3 wheel side. An attachment point 22 to the wheel carrier 10 is formed in the form of a joint and allows movement of the spring link 21 substantially in the vehicle transverse direction y. By a connection point of the upper arm 23 on the wheel 10 while a pivot axis extends, about which the Wheel carrier 10 is articulated by the rear lower arm 20. Above the control arm 20, a stabilizer 4 for the wheels and a subframe 5 for the vehicle body can be arranged. The stabilizer 4 may serve to a roll of the

Motor vehicle to counter the vehicle longitudinal direction x, and the subframe 5 to absorb vibration and noise during compression of the wheels and not to transfer to the body.

In the four-link axle 1 of Figures 1 a and 1 b, however, has a disadvantage

found that when articulation of the rear lower arm 20 by the

Adjustment device 30 and the suspension spring 2 and the shock absorber 3 can be deflected, which can adversely affect the statics of the motor vehicle. In addition, it is disadvantageous in the actively deflectable control arm 20 shown in FIGS. 1 a and 1 b that due to its deformability and relatively movable mounting of the wheel carrier 10 on the joint 22, no exact kinematic articulation of the wheel can be ensured except when the joint 22 comparatively is hard on. However, the ride comfort can suffer disadvantages, since the suspension and also the Radeinfederung are too hard. In addition, arise in such actively controllable control arms 20 disturbing noise in Radeinfederung.

In Figures 2 and 3, a multi-link axle according to the invention 1 is shown, with a wheel 10 for suspending a wheel, not shown here, a rear wheel, a motor vehicle also not shown and a rear lower arm 20 (in some places only wishbone 20 called ) for supporting a suspension spring 2 for a

Body of the motor vehicle and / or a shock absorber 3 for inhibiting

Body vibrations is designed. The multi-link axle 1 according to the invention comprises an adjusting device 30, wherein the inventive idea is that the

Adjustment device 30 is connected directly to the wheel carrier 10 (see the embodiment of Figure 2) or the spring link 21 (s. The embodiment of Figure 3) to the wheel without the active articulation of the control arm 20 to steer. According to the invention, the

Adjusting device 30 serve as a central adjustment device for both rear wheels also for articulating both wheels.

With reference to Figures 2 and 3, the invention idea is clear, which is the functions of the suspension and Radeinfederung, the so-called lifting kinematics, regardless of the function of the articulation of the wheel, the so-called driving dynamics perform. As can be seen in Figures 2 and 3 in comparison to Figures 1 a and 1 b, the serves

Adjustment device 30 according to the invention, not the wishbone 20 and this indirectly but the wheel, but directly the wheel 10 or a depositor 32 on the spring link 21 for the shock absorber 3 and / or the suspension spring 2 to steer, which is a kinematically accurate Steering of the wheel allows and provides for improved driving dynamics. The articulation of the wheel carrier 10 or the insert 32 is thus fulfilled independently of the control arm 20. Consequently, the inventive control arm 20, in particular exclusively, for

Receiving the spring arm 21 serve to hang the wheel 10 and support the suspension spring 2 and the shock absorber 3. As a result, on the one hand, the joint 22, which serves as a connection between the spring link 21 and the wheel carrier 10, be made "softer" than the joint 22, which according to the figures 1 a and 1 b on the conventional

Wishbone 20 must be used, when the wishbone 20 are actively articulated and the functions of the suspension and Radeinfederung and the function of Radanlenkung must meet simultaneously. In addition, a more stable statics of the motor vehicle can be achieved because the suspension spring 2 and the shock absorber 3 in contrast to the multi-link axle 1 according to Figures 1 a and 1 b with respect to the conventional spring arm 21 need not be deflected.

The adjusting device 30 is in this case formed with a steering rod 31, which engage directly on the wheel carrier 10 (see FIG. 2) or on a special insert 32 on the spring link 31 for the shock absorber 3 and / or the suspension spring 2 (see FIG can to the wheel carrier 10 and the insert 32 to steer. The steering rod 31 is therefore used according to the invention to actively control the wheel carrier 10 (see FIG. 2) or the insert 32 for the shock absorber 3 (see FIG. This is inventively decoupled from the lifting kinematics of the wheel carrier 10. This allows easier maneuvering and a more stable handling of the motor vehicle can be ensured.

In the example of FIG. 2, the handlebar 31 is connected to the wheel carrier 10 via an articulated articulation point 32 and, in the example of FIG. 3, to the insert 32 on the spring link 21 for the shock absorber 3. Via the articulation point 32, the wheel carrier 10 can be located directly or via the insert 32 indirectly substantially in the vehicle transverse direction y, in particular translationally, be moved. For this purpose, the handlebar 31 is linearly displaced by the adjusting device 30, also substantially in the vehicle transverse direction y. The vehicle transverse direction y thus determines the direction of articulation A of the adjusting device 30

The steering rod 31 according to the invention makes possible a very precise and efficient articulation of the wheel carrier 10.

The adjusting device 30 according to the invention can basically comprise a linear drive or a linear drive system of any type which is or which is suitable for driving the handlebar 31 in the vehicle transverse direction y, in particular in a translatory manner. For this purpose, the adjusting device 30 may have a linear motor, for example a servomotor. Further, the adjusting device 30 may be provided with a single handlebar 31 (see Figure 2) or with a multi-unit transmission (see an additional lever 33 and an additional hinge 34 in the FIG. 3) for driving the wheel carrier 10 or the insert 32. Furthermore, it is conceivable that the adjusting device 30 a linear motor with different

Acting principles may have, for example, electrodynamic, piezoelectric, electrostatic, electromagnetic, etc. can work. However, the adjustment device 30 may comprise a hydraulic or pneumatic drive.

When the wheel carrier 10 according to the exemplary embodiment of FIG. 2 or the insert 32 for the shock absorber 3 according to the exemplary embodiment of FIG. 3 is articulated, the transverse link 20 is virtually moved but not actively driven by the adjusting device 30. According to the exemplary embodiment of FIG. 2, the spring link 21 is arranged on the transverse link 20 in such a way that the spring link 21 can essentially be displaceable in a vehicle transverse direction y, in particular together with the transverse link 20. It is advantageous that the suspension spring 2 and the shock absorber 3 with respect to the control arm 10 and the spring link 21 are not deflected. Furthermore, it is advantageous that the usual geometry of the suspension and Radeinfederung, as shown in Figures 1 a and 1 b, can be maintained. Consequently, the adjusting device 30 according to the invention, in particular the handlebar 31, be retrofitted in existing rear axles 1 easily and without much effort. Thus, not only can the invention help to replace but also upgrade and upgrade the conventional multi-link axles 1.

In summary, it can be stated that in the inventive multi-link axle 1 according to embodiments 2 and 3 considerable advantages over the known multi-link axle 1 according to Figures 1 a and 1 b arise. In particular, the invention makes it possible to decouple comfort and driving dynamics demands. It can thus be used for comfort reasons, a softer suspension, while the driving dynamics without active steering intervention on and through the wishbone 10 does not suffer because the

Adjustment device 30 ensures a precise and finely responsive Radanlenkung. Furthermore, it is particularly advantageous that a more stable by a soft Radträgeraufhängung

Radeinfederung the propagation of disturbing noise to the passenger compartment is prevented and thus negative acoustic effects are reduced.

Furthermore, it is advantageous that adjusting device according to the invention allows better maneuverability and driving stability of the motor vehicle by appropriately adjusting the toe-in. For this purpose, the adjusting device 30 would have to counteract something when turning the motor vehicle and steer something at high speeds. In addition, the adjustment device 30 according to the invention can support the electronic stability program (ESP) of the motor vehicle, for example in opposite directions during understeer and in the same direction during oversteer. The above description of Figures 2 and 3 describes the present invention solely in the context of examples. Of course, individual features of the embodiments, insofar as it is technically feasible, can be freely combined with one another without departing from the scope of the invention.

LIST OF REFERENCE NUMBERS

1 four-link rear axle

2 suspension spring

3 shock absorbers

4 stabilizer

5 subframes

10 wheel carriers

20 lower wishbones

21 spring link

22 joint

23 upper wishbone

24 trailing arm

30 adjusting device

31 handlebar

32 articulation point / insert on the spring link for the shock absorber and / or the suspension spring

33 levers

34 joint

A direction of articulation x vehicle longitudinal direction

y Vehicle transverse direction

z horizontal

Claims

claims

1 . Multi-link axle (1), in particular a four-link rear axle of a

Motor vehicle, with

a wheel carrier (10) for suspending a wheel, in particular a rear wheel, of the motor vehicle,

and at least one lower transverse link (20) for supporting a suspension spring (2) for a body of the motor vehicle,

characterized,

in that an adjusting device (30) is provided which is connected directly to the wheel carrier (10) or to the spring link (21) in order to steer the wheel.

2. multi-link axle (1) according to claim 1,

characterized,

in that the adjusting device (30) has a handlebar (31) which engages directly on the wheel carrier (10) or on the spring link (21) in order to steer the wheel.

3. multi-link axle (1) according to claim 2,

characterized,

that the steering rod (31) articulated with the wheel carrier (10) or the

Spring link (20) is connected in order to move the wheel carrier (10) or the spring link (21) substantially in a vehicle transverse direction (y), in particular translationally.

4. multi-link axle (1) according to one of the preceding claims,

characterized,

that the adjusting device (30) is formed electromechanically or hydraulically.

5. multi-link axle (1) according to one of claims 2 to 4,

characterized,

in that the adjusting device (30) has a motor, in particular a linear motor, preferably a servomotor, in order to drive the steering rod (31), in particular in a translatory manner.

6. multi-link axle (1) according to one of the preceding claims, characterized

in that the transverse link (20) is articulated to the wheel carrier (10) such that the transverse link (20) is displaceable essentially in a vehicle transverse direction (y).

7. multi-link axle (1) according to one of the preceding claims,

characterized,

the spring link (21) is arranged on the transverse link (20) in such a way that the spring link (21) is displaceable essentially in a vehicle transverse direction (y).

8. multi-link axle (1) according to one of the preceding claims,

characterized,

in that a suspension spring (2) is provided, which is designed in the form of a helical spring, and in that, in particular, the suspension spring (2) has a linear spring characteristic.

9. multi-link axle (1) according to one of claims 2 to 6,

characterized,

a shock absorber (3) is provided which is mounted on the spring link (21), and in particular that the shock absorber (3) and the suspension spring (2) have different directions of extent.

10. Multi-link axle (1) according to one of the preceding claims,

characterized,

in that a trailing arm (24) is provided for the wheel for supporting longitudinal forces, which is pivotally mounted on the body and / or on an auxiliary frame (5) of the wheel

Motor vehicle can be arranged.