WO2017220589A1

WO2017220589A1 - Motor vehicle front axle wheel suspension

Info

Publication number: WO2017220589A1
Application number: PCT/EP2017/065106
Authority: WO
Inventors: Norbert Deixler; Roland König; Alfred Pruckner
Original assignee: Bayerische Motoren Werke Aktiengesellschaft
Priority date: 2016-06-23
Filing date: 2017-06-20
Publication date: 2017-12-28
Also published as: DE102016211291A1

Abstract

The invention relates to a front axle wheel suspension of a motor vehicle, which front axle wheel suspension comprises at least two wheel-guiding links (1, 2), wherein a first wheel-guiding link is formed as a transverse link (2) and a second wheel-guiding link is formed as a semi-trailing link (1). In addition, the front axle wheel suspension comprises a wheel carrier, on which at least one of the wheel-carrying links (1, 2) is supported in an articulated manner, and wherein the wheel-carrying link (1, 2) connects the wheel carrier to the vehicle structure. Said transverse link (2) is attached to the semi-trailing link (1) on the wheel-carrier side.

Description

Vorderachsradaufhängung a motor vehicle

The invention relates to a Vorderachsradaufhängung a motor vehicle according to the preamble of claim 1. For example, reference is made to GB 2529870 A for the state of the art.

From the prior art it is known, especially in double-wishbone front axles or in strut front axles, to use three-point link as a connection between the vehicle body and the wheel. Due to the Radeinschlages this handlebar is usually designed sickle-shaped or boomerang-shaped. In this case, the three-point handlebar is mounted at two points each with a bearing, usually with a rubber mount on the body or on the vehicle body and with a bearing on the wheel, usually with a ball joint. Due to the arrangement of the two body-side bearings, the handlebar is loaded by longitudinal as well as lateral forces both in the longitudinal and in the transverse direction.

Due to the arrangement of the bearings in a three-point handlebar, however, a compromise must be made in the coordination between acoustics and comfort. Due to the fact that the vehicle body-side storage of the three-point handlebars must absorb both transverse and longitudinal forces and that the storage ideally should be designed to be as soft as possible in the vehicle longitudinal direction and as hard as possible in the vehicle transverse direction, creates a conflict of objectives between acoustics and comfort. Therefore, it may be appropriate to create a separation of the two functions transverse stiffness and longitudinal elasticity by the resolution of the three-point handlebar. For example, if the lower three-point link is replaced by two two-point links, one at a cross and another at an angle, the two functions (transverse rigidity and longitudinal elasticity) are separated by pure tensile or compressive force transmission.

A commonly used in practice solution for the mentioned resolution of the three-point handlebar is shown in GB 2529870 A. Here, a dissolved three-point handlebar is shown, in which the trailing arm is not mounted on the wheel, but with a rubber mount on the control arm. The wishbone is characterized only in the vehicle transverse direction and the semi-trailing arm only in the direction which arises from the virtual connection line between the wheel carrier side bearing of the control arm and the body-side mounting of the trailing arm loaded. The kinematics points remain unchanged. Thus, the compromise between the acoustics and driving dynamics can be resolved by resolving the three-point handlebar.

A disadvantage of this design, however, is that the bearing point of the trailing arm on the wishbone for space or package reasons is difficult to implement in some vehicle variants. For example, the rim may require this space in a wide Radausschlag.

Furthermore, the transverse link must be made comparatively large in its cross-section or in its width. It should be avoided be that the bearing point of the trailing arm on the control arm in the virtual Verbindungslinnie from the vehicle body side and Radträgerseitigen bearing of the control arm is. Because if this were the case, the trailing arm could additionally apply a bending moment to the wishbone. This width or cross-sectional enlargement or this enlarged version of the control arm for connecting the semi-trailing arm can in turn lead to Baurraum- or space problems. Not least can occur by the elastokinematic displacement of the bearing points under forces anyway (usually minor) bending moments in the control arm, which is why this is as stiff as possible and thus built relatively large in the prior art.

It is therefore an object of the invention to show a Vorderachsradaufhängung, which is designed to save weight and space and still meets all kinematic and acoustic requirements.

The solution of the problem results from a Vorderachsradaufhängung with the features of claim 1. Advantageous embodiments and further developments are content of the dependent claims.

It is proposed a Vorderachsradaufhängung a motor vehicle, which has at least two wheel-guiding arm, wherein a first link is designed as a wishbone and a second link as a semi-trailing arm. In addition, the wheel suspension comprises a wheel carrier on which at least one of the wheel-guiding links is articulated and wherein the wheel-guiding links connect the vehicle body with the wheel carrier. The said wishbone is connected to the wheel carrier side on the semi-trailing arm.

The terms "wishbone" and "semi-trailing arm" describe the orientation of the two handlebars. Generally, the orientation of the handlebars transversely, longitudinally or obliquely to the direction of travel or transversely or obliquely to the vehicle or in the vehicle longitudinal direction. Accordingly, the handlebars can then transmit forces in vehicle transverse, vehicle longitudinal or in both directions. Thus, the wishbone (at least approximately) arranged transversely to the vehicle longitudinal direction and transmits predominantly forces in the transverse direction, while the trailing arm is oriented obliquely to the vehicle longitudinal direction and forces in both directions (ie transversely and longitudinally) can transmit.

For the purposes of the invention, the term "vehicle body" includes the vehicle body and / or the axle carrier, in particular the front axle carrier, of the motor vehicle. The axle beam, also known as subframe, integral frame or subframe, is a structural part which typically does not accommodate the wheel control links (with, for example, rubber bearings), the stabilizer, the power plant and some other components that do not require assembly, body loading, comfort and stiffness requirements should be attached directly to the body or the body. A front axle can thus be regarded as part of the front axle, on which accordingly (among other things) the Radführungslenker the front axle are stored.

In a preferred embodiment of the technology according to the invention, the transverse link and the semi-trailing arm are arranged in a lower link plane. The wheel-guiding links are thus in a plane spanned by them, which is provided below the wheel axis of rotation viewed in the vertical axis of the vehicle.

Under the terminology of Radträgerseitig and vehicle body side is the directional orientation of the wheel-guiding handlebars to understand their attachment point. Usually, the wheel-guiding links connect the vehicle body with the wheel carrier either directly or indirectly. A indirect connection exists for example when a handlebar is mounted on another handlebar, which is then itself connected to the wheel carrier. For example, in a two-point handlebar, one end of the handlebar or one point on the handlebar is connected to the wheel carrier (directly or indirectly) while the other end or point is connected to the vehicle body (directly or indirectly) , So there is a vehicle body side and a Radträgerseitige storage for each link, even if the handlebar may not be directly connected to the wheel or the vehicle body.

Furthermore, the construction according to the invention and explained further below between the wishbone and the trailing arm describes a resolution of a three-point link as already explained above. Particularly preferably, this resolution of the three-point handlebar is done in two two-point handlebars, so called the wishbone and semi-trailing arm.

As already mentioned, the wishbone is preferably a two-point link. A two-point handlebar represents one of the simplest handlebar constructions. It comprises two storage or connection points (for example, by ball joints and / or rubber mountings) and each reduces one degree of freedom of the wheel carrier. So if the wheel carrier is guided, for example, with five two-point handlebars, only one degree of freedom remains for the wheel movement.

The wishbone is (at least approximately) arranged transversely to the wheel plane and thus is only more or predominantly loaded in the vehicle transverse direction or by lateral forces. The wishbone or its storage can thus assume the function of a sufficiently high transverse rigidity. The semi-trailing arm is also preferably designed as a two-point link (as explained above). To ensure the Radeinschlages the semi-trailing arm is particularly preferably executed sickle-shaped or boomerang-shaped. However, there is no Bauraum- or collision problem with the vehicle or the wheel rim when Radeinschlag, so the semi-trailing arm can also be designed as a bar counter or rod-shaped. This is in particular in the direction which arises from the (virtual) connection between the wheel carrier side and Radaufbauseitigen bearing point of the trailing arm loaded. The semi-trailing arm or its storage can thus assume the function of a sufficient or suitable longitudinal elasticity.

In a preferred embodiment of the invention, the trailing arm is mounted at least slightly articulated on the wheel carrier and on the vehicle body. The wheel carrier side bearing is preferably taken over by a ball joint and the vehicle body side storage preferably by a rubber bearing.

In a further preferred embodiment, the transverse link is mounted at least slightly articulated on the trailing arm and on the vehicle body. The mounting of the control arm on the semi-trailing arm is designed such that a (at least minimal) rotational movement or elasticity about the vehicle vertical axis of the two links is made possible relative to each other. Preferably, the wheel carrier side mounting of the control arm is realized with a rubber bearing. Also on the vehicle body side, the wishbone is preferably mounted by means of a rubber bearing.

In a further preferred embodiment of the invention, the inventive bearing of the control arm on the trailing arm is at least approximately on the virtual connecting line of the wheel carrier bearing points of the trailing arm and the vehicle body side mounting of the control arm. Thus, the wishbone is mainly with lateral forces or lateral forces, so due to its mounting position only on train and Pressure, applied, without the semi-trailing arm must be designed to be larger in its width or in its cross section. Due to the resulting strict separation or division of the recording of the transverse and longitudinal forces on the two links, the wishbone can be designed as a simple rod counter order so compared to the prior art in its cross section significantly smaller and lighter.

In a next preferred embodiment of the invention, the (wheel carrier) mounting of the control arm on the trailing arm is at least approximately on the (possibly virtual) connecting line of the two mounting points (ie on the wheel carrier and on the vehicle body) of the trailing arm. By this arrangement, all four storage points (two two-point links) of the two links remain independent of a possible rotation of the trailing arm about the axis of rotation, which is set up by the line connecting the two bearings of the trailing arm.

In a further preferred embodiment of the technology, the wheel carrier side mounting of the transverse link and the wheel carrier side mounting of the oblique link are at least approximately at or at the same point. In other words, the wheel carrier side mounting of the control arm on the trailing arm is at least approximately at the same point as the storage of the trailing arm on the wheel. For example, the two bearings are axially aligned or even stored on the same axis. Thus, for example, the wheel carrier side rubber bearing of the control arm above or on (viewed from the vertical axis of the vehicle) or also (viewed from the vehicle transverse or longitudinal direction) of the wheel carrier bearing (which is executed, for example, ball joint) may be appropriate. In any case, the wheel carrier side mounting of the control arm is in the immediate vicinity of the wheel carrier side mounting of the semi-trailing arm. Preferably, the two bearings mentioned by the proximity to each other even in contact. By such an embodiment of the position of the two aforementioned storage points to each other, the transverse forces are introduced only in the control arm and a rotation of the trailing arm about the line connecting the two storage points has no kinematic effects on the control arm.

In contrast to the known in the prior art resolutions of a three-point link, in which the trailing arm is connected to the control arm, in this invention exactly the other way around, the wishbone (sickle-shaped) trailing arm connected, which trailing arm itself on the Wheel carrier is stored. As a result, the wishbone is acted upon only more or predominantly by lateral forces, while the trailing arm is loaded by forces in the direction of the virtual connection between the body-side bearing and the wheel carrier side bearing of the trailing arm.

The fact that in the wishbone only (more) or predominantly bar forces occur, this can be made easier and easier.

The wishbone is designed in a preferred embodiment of the invention as a narrow rod counter. Due to the construction according to the invention, the wishbone is mainly subjected to lateral forces, which is why this may be smaller in its cross-section and thus narrower in its design. For example, this can be designed as a metal sheet or as a flat, sheet-like component. Also conceivable is a lightweight (possibly fiber-reinforced) plastic or aluminum construction. Thus, both weight and space can be saved in an advantageous manner.

In addition, the storage of the control arm on the trailing arm, especially for reasons of space, easier to implement than the known from the prior art storage of the trailing arm on the control arm. Because by a bearing of the control arm on the semi-trailing arm on the virtual connecting line between the wheel carrier side mounting of the trailing arm and the vehicle body side mounting of the control arm, the trailing arm can serve in its cross section unchanged as a connection point for the control arm and does not need, as in the control arm known from the prior art, to be built tall.

In a further preferred embodiment of the technology according to the invention, the wishbone is rigidly connected to the semi-trailing arm.

In the context of this invention, a rigid connection means a connection which does not allow any relative movements or relative rotations (of the connection point) of the transverse link to the semi-trailing link. A rubber bearing, for example, permits a (elastic) relative movement of the connection point of the control arm to the semi-trailing arm, which is why a connection with a rubber bearing is not considered to be "rigid." In contrast, a screwing, welding, gluing or riveting does not allow any relative movements or twisting Likewise, a rigid connection is provided if the wishbone and the oblique link together represent a one-piece component.

However, in order nevertheless to enable a (at least minimal) relative movement or relative rotation of the transverse link to the trailing arm about the vertical axis of the vehicle, the wishbone in a preferred embodiment of the invention is made flexible. Flexible means in the context of this invention that the wishbone with respect to the vehicle vertical axis flexurally soft or elastic, but is formed kink-resistant in any direction. Particular preference is given to a sheet metal construction of the wishbone, wherein the flat side of the sheet in installation position of the arm is (at least approximately) arranged perpendicular to the lower arm level. This is preferred because it allows a flexibility of the control arm about the vehicle's vertical axis (relative to the semi-trailing arm). So can on advantageous manner, the joint function shifted in the flexible wishbone and the cost of an additional joint or bearing can be saved.

In a further preferred embodiment of the invention, the wishbone and the semi-trailing arm form a common one-piece component. The two handlebars are brought by bending material in their mounting position in the vehicle.

The wishbone and the semi-trailing arm can be made in one piece, preferably from a sheet-metal construction. Subsequently, the wishbone can be bent or folded by the trailing arm so that the flat surface or side of the sheet metal construction of the control arm is (at least approximately) arranged perpendicular to the flat side or surface of the sheet metal construction of the trailing arm. Thus, despite the (above-described) rigid connection of the control arm on the trailing arm sufficient elasticity and flexibility of the control arm can be guaranteed to the vehicle vertical axis. By dispensing with a connecting or bearing element manufacturing costs and material costs can be saved in an advantageous manner and at the same time a space-saving and weight-optimized handlebar construction are possible.

In the following the invention with reference to three preferred embodiments will be further explained.

The attached Figure 1 and Figure 2 show two inventive and schematically illustrated embodiments of the handlebar of the suspension in a plan view.

FIG. 3 shows a further exemplary embodiment of the links of the wheel suspension according to the invention in a schematic three-dimensional view. In Figure 4 and in Figure 5 state of the art designs are also shown in a plan view of the handlebars. II

Essential to the invention may be all features described in more detail.

Figure 1 shows an embodiment of a handlebar composite combination of the suspension of the invention. In this case, the lower arm level of a suspension is shown in a plan view, which comprises two two-point handlebars. The first link is designed as a transverse link 2 and the second link as a sickle-shaped semi-trailing arm 1. According to the invention, the control arm 2 is arranged on the wheel carrier side by means of a rubber bearing 6 on the semi-trailing arm 1 and mounted on the non-illustrated vehicle body with a further rubber bearing 3. The semi-trailing arm 1 is in turn mounted by means of a ball joint 5 on the wheel carrier not shown itself and mounted by means of a rubber bearing 4 on the vehicle body.

This concrete example shows a resolution of a three-point link 10, as known from the prior art and shown in Figure 5. The three-point link 10 of Figure 5 is mounted by means of two rubber bearings 1 1, 4 on the vehicle body and by means of a hinge 9 on the wheel. To solve the above compromise between the coordination of acoustics and comfort of this three-point link 10 of Figure 5 in the two two-point link, the control arm 2 and the semi-trailing arm 1, dissolved. By this resolution, the wishbone 2 is only more or predominantly acted upon by lateral forces in the vehicle transverse direction Q, while the semi-trailing arm 1 by forces in the direction of the virtual connecting line D between the ball joint 5 and the rubber bearing 4 (ie both in the vehicle transverse direction Q and in the vehicle longitudinal direction L ) is charged. In contrast to the shown in Figure 4 further prior art execution of a resolved three-point link, the inventive embodiment of Figure 1 is weight-reduced and space-saving design.

In Figure 4, the resolution of the three-point link is also realized by two two-point link, in which, however, the semi-trailing arm 1 on the Wishbone 2 is connected to the wheel carrier. This has the disadvantage that the transverse link 2 in cross section or in its width comparatively (to control arm 2 of Figure 1) is formed large. This is necessary to avoid that the connection point 7 of the semi-trailing arm 1 on the control arm 2 is located on the virtual connecting line between the joint 8 and the rubber bearing 3, since otherwise the wishbone could be subjected to high bending forces.

The embodiment of Figure 1 solves this problem by the wishbone 2 is connected according to the invention on the semi-trailing arm 1. Again, the semi-trailing arm 1 does not have to be made larger in cross-section or width, as it is even preferable to place the attachment point or rubber mount on the virtual connecting line V between the wheel carrier side ball joint 5 and the vehicle body side rubber mount of the control arm 3.

However, it is also possible, as shown in FIG. 2, to place the wheel carrier-side mounting point 6 of the control arm 2 on the virtual connection line D in order to exclude any bending loads (for example due to rotation of the trailing arm 1 about the virtual connecting line D) to the control arm.

As can already be seen in FIG. 1 and FIG. 2, the wishbone can be significantly narrower and designed as a simple rod construction due to the construction according to the invention (in comparison to the wishbone from FIG. 4).

In Figure 3, another embodiment of the two links (wishbone 2 and semi-trailing arm 1) is shown in a suspension according to the invention. In this case, the wishbone 2 and the semi-trailing arm 1 are produced as a common one-piece sheet-metal component. The semi-trailing arm 1 or the part of the common component which forms the trailing arm 1 is mounted on the wheel carrier, not shown, with a joint 5, while the transverse link 2 or the part of the common component which forms the transverse link 2, rigidly on the semi-trailing arm. 1 is connected. The connection arises from the fact that the wishbone 2 and the semi-trailing arm 1 form a common one-piece component and were made in one piece in a common original molding process.

In the manufacturing process, both the wishbone 2, and the semi-trailing arm 1 are made as a sheet-like, sheet-like construction. The flat side of both (sheet-like) handlebars is located after their manufacturing process in the lower arm level or they span this plane together. However, in order to enable a relative movement or relative rotation about the vehicle vertical axis of the control arm 2 to the semi-trailing arm 1, the transverse link 1 is then folded at its production with its flat side perpendicular to the flat side of the trailing arm 2 in its installation position or bent or bent. The wishbone 2 is thus (in the installed state) perpendicular to the lower arm level or the flat side of the semi-trailing arm first Thus, a sufficient flexibility or bending of the (sheet-like) transverse link 2 can be ensured around the vehicle vertical axis, without a separate storage of this is necessary on the semi-trailing arm 1.

Advantageously, can be saved by the design of the two links as a one-piece component considerable manufacturing and assembly costs and at the same time a weight and space-saving suspension are created, which meets the necessary requirements for acoustics and comfort.

LIST OF REFERENCE NUMBERS

1 semi-trailing arm

2 wishbones

3 rubber bearings

4 rubber bearings

5 ball joint

6 rubber bearings

7 rubber bearings

8 joint

9 joint

1 0 three-point handlebar

1 1 rubber bearing

V Virtual connection line

D Virtual connection line

L vehicle longitudinal direction

Q Vehicle transverse direction

Claims

claims

1 . Vorderachsradaufhängung of a motor vehicle comprising at least two wheel-guiding arm (1, 2), wherein a first wheel-guiding arm as a wishbone (2) and a second wheel-guiding handlebar is designed as trailing arm (1) and a wheel, on which at least one of the wheel-guiding handlebars (1, 2) is articulated and wherein the wheel guiding handlebars (1, 2) connect the wheel carrier to the vehicle body, wherein the wishbone (2) is connected to the wheel carrier side of the semi-trailing arm (1), characterized in that the arrangement of the control arm (2) and the Trailing link (1) is a resolved three-point link.

2. Vorderachsradaufhängung according to claim 1, wherein the trailing arm (1) and the control arm (1) are arranged in a lower link level.

3. Vorderachsradaufhängung according to one of the preceding claims, wherein the trailing arm (1) is a two-point link, which is mounted at least slightly articulated on the wheel and the vehicle body.

4. Vorderachsradaufhängung according to any one of the preceding claims, wherein the transverse link (2) is a two-point handlebar, which is at least slightly articulated on the trailing arm (1) and mounted on the vehicle body.

5. Vorderachsradaufhängung according to any one of the preceding claims, wherein the bearing (6) of the control arm (2) on the trailing arm (1) at least approximately on the virtual connecting line (V) between the wheel carrier bearing (5) of the trailing arm (1) and the vehicle body side bearing (3) of the control arm (2) is located.

6. Vorderachsradaufhängung according to one of the preceding claims, wherein the bearing (6) of the control arm (2) on the trailing arm (1) at least approximately on the virtual connecting line (D) of the wheel carrier side bearing (5) of the trailing arm (1) and the vehicle body side storage (4) of the semi-trailing arm (1) is located.

7. Vorderachsradaufhängung according to one of claims 1 to 3, wherein the transverse link (2) is rigidly connected to the semi-trailing arm (1).

8. Vorderachsradaufhängung according to claim 7, wherein the wishbone (2) and semi-trailing arm (1) are a common component.

9. Vorderachsradaufhängung according to any one of claims 7 or 8, wherein the transverse link (2) is designed to be flexible.

10. Vorderachsradaufhängung according to one of claims 7 to 9, wherein the wishbone (2) is formed bendable with respect to the vehicle vertical axis.

11. The front axle suspension according to claim 7, wherein the transverse link is a sheet metal component.

12. A method for producing a Vorderachsradaufhängung according to any one of the preceding claims 1 to 1, wherein the wishbone (2) and the trailing arm (1) form an integral component and are brought by bending material in its installed position.