WO2019219342A1 - Suspension de roue pour véhicule à moteur - Google Patents

Suspension de roue pour véhicule à moteur Download PDF

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Publication number
WO2019219342A1
WO2019219342A1 PCT/EP2019/060507 EP2019060507W WO2019219342A1 WO 2019219342 A1 WO2019219342 A1 WO 2019219342A1 EP 2019060507 W EP2019060507 W EP 2019060507W WO 2019219342 A1 WO2019219342 A1 WO 2019219342A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
wheel carrier
bearing
strut
link
Prior art date
Application number
PCT/EP2019/060507
Other languages
German (de)
English (en)
Inventor
Michael Gradl
Walter Schmidt
Original Assignee
Audi 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 Audi Ag filed Critical Audi Ag
Publication of WO2019219342A1 publication Critical patent/WO2019219342A1/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
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/001—Arrangements for attachment of dampers
    • B60G13/005—Arrangements for attachment of dampers characterised by the mounting on the axle or suspension arm of the damper unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • 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
    • B60G3/202—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid having one longitudinal arm and two parallel transversal arms, e.g. dual-link type strut suspension
    • 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
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/156—Independent suspensions with lateral arms wishbone-type arm formed by two links defining a virtual apex
    • 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
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312—The spring being a wound spring
    • 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
    • B60G2204/148—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
    • B60G2204/40—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
    • B60G2206/10—Constructional features of arms
    • B60G2206/121—Constructional features of arms the arm having an H or X-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

Definitions

  • the invention relates to a wheel suspension for a motor vehicle, with a wheel carrier, on which a wheel hub is rotatably mounted or storable by means of a wheel bearing about a Radn eveningrehachse, and with a strut and a link assembly on the wheel carrier for coupling the Radt- carrier with attack a body of the motor vehicle, wherein the link assembly is connected via a first pivot bearing and a second pivot bearing with the wheel carrier.
  • the document DE 10 2010 060 909 A1 shows a wheel carrier for a motor vehicle, in which a holding device for a lower leg derboord portion of a shock absorber is provided in axially spaced-apart provided with dividing slots support elements.
  • the support Mente have offset by 180 ° to each other arranged screwed connections, so that the lower strut section on the one hand on the front and the other on the back of the wheel carrier is clamped fixable.
  • suspension strut is pivotably connected to the wheel carrier by means of a bearing arrangement around a suspension strut axis.
  • the suspension serves to connect at least one wheel to a body of the motor vehicle.
  • the suspension is preferably provided for suspension, in particular the resilient suspension of the wheel with respect to the body and designed.
  • the wheel is rotatably mounted on the wheel carrier of the suspension.
  • the wheel is fastened or fastened to a wheel hub, which is finally rotatably mounted on the wheel carrier after installation of the wheel suspension, in particular on the motor vehicle, by means of a wheel bearing.
  • the wheel carrier has, for example, a wheel bearing mount, which can be designed as an opening, in particular as a closed edge opening in the wheel carrier.
  • the wheel bearing In the wheel bearing mount the wheel bearing is arranged.
  • the wheel hub and / or a shaft rotatably coupled thereto at least partially engages in the wheel bearing receptacle.
  • the wheel hub and / or the shaft in particular in common, pass through the wheel bearing receptacle in the axial direction at least partially, in particular completely, with respect to the axis of rotation of the wheel hub.
  • the wheel bearing is preferably designed as a roller bearing and thus has an inner ring and an outer ring, between which for driving reduction in rolling elements.
  • the inner ring is assigned to the wheel hub, in particular connected to the wheel hub, for example, it is designed in one piece with it or fastened to it, whereas the outer ring is assigned to the wheel carrier, in particular connected to the wheel carrier, for example attached to it.
  • the outer ring is preferably in the wheel bearing.
  • the outer ring lies with its outer circumferential surface against an inner circumferential surface of the wheel carrier which delimits the wheel bearing mount.
  • the strut is present. This is connected on the one hand to the wheel carrier and on the other hand to the body. In known suspension the strut is either rigidly attached to the wheel or engages the handlebar assembly, so it is only indirectly connected via the handlebar assembly with the wheel. According to the invention, however, it is now provided that the shock absorber acts directly on the wheel carrier and, for this purpose, is pivotably connected to the wheel carrier by means of the bearing arrangement.
  • the strut has at least one damper, for suspension via at least one spring.
  • the damper and the spring can be arranged arbitrarily to each other, for example, be connected to each other in series or in parallel.
  • the strut as McPherson strut before.
  • the strut is not only a suspension or damping of the wheel or the wheel carrier, but also a guide of the wheel.
  • the suspension on the handlebar assembly which as well as the strut coupling the wheel carrier with the body of the Motor vehicle serves. Both the strut and the handlebar assembly are therefore connected on the one hand with the wheel and on the other hand with the body.
  • the linkage arrangement according to the invention engages directly on the wheel carrier or is mounted directly rotatably on the latter. The linkage of the linkage arrangement to the wheel carrier takes place by means of the first pivot bearing and the second pivot bearing.
  • each of the pivot bearing the link assembly is rotatably articulated to the wheel carrier.
  • the link assembly is rotatably articulated to the wheel carrier.
  • the second rotary bearing for example via a coupling lever.
  • This coupling lever is rotatably mounted on the handlebar arrangement via the second rotary bearing and connected to the wheel carrier, in particular by the coupling lever engaging directly on the wheel carrier, in particular rigidly mounted on the wheel carrier or rotatably mounted on the wheel carrier.
  • a combination of leg, especially McPherson strut, and a handlebar assembly in particular a trapezoidal link or several rod handle having created.
  • the link arrangement is present in a link plane, in particular in a lower link plane. Due to the use of the shock absorber, a further link level, in particular an upper link plane, can be dispensed with. Rather, the strut takes over the wheel in the transverse direction together with the handlebar assembly.
  • the handlebar assembly additionally assumes the wheel guidance in the longitudinal direction.
  • the first rotary bearing and the second rotary bearing are preferably designed in each case as elastomeric bearings or rubber bearings. These allow a rotational movement about the spring axis of rotation, a translational and / or rotational deflection in the other direction or to one of the Federbeinnavachse different rotation axis only resilient within a certain range, for example, with only a small clearance. Also, an embodiment of the first pivot bearing and the second pivot bearing as a fixed bearing, so as only the rotational movement permitting bearing can be provided.
  • the strut takes over the wheel guide preferably in the transverse direction of the motor vehicle. Due to the weight of the motor vehicle, bending of a piston rod of the strut may occur, which in turn results in jamming of the strut. In order to counteract this clamping, the spring of the strut is desachsiert, so arranged eccentrically with respect to a longitudinal central axis of the strut. As a result, a transverse force is generated which counteracts bending of the piston rod.
  • the suspension strut is not rigidly connected to the wheel carrier or merely indirectly connected to it via the linkage arrangement, but rather is pivotably connected to the wheel carrier by means of the bearing arrangement about the strut axis of rotation. This ensures that the dynamic forces occurring during acceleration and deceleration are not supported by the strut, but rather by the link arrangement.
  • the strut does not absorb these dynamic forces.
  • the static forces resulting from the weight of the motor vehicle and in Transverse acting continue to be supported in a known manner by means of the shock absorber.
  • the bending of the piston rod in the transverse direction is preferably reduced or even completely prevented in a likewise known manner by disabling the spring in the transverse direction, in particular only in the transverse direction.
  • the wheel carrier is articulated only on the strut and the handlebar assembly on the body.
  • Further elements such as, for example, a tie rod or a drive shaft, do not serve to anchor the wheel carrier to the body in the sense of this description and will therefore not be considered further.
  • the tie rod and / or the drive shaft may optionally be additionally present.
  • no other link exists.
  • the link arrangement is located in a link plane or represents this.
  • no further link plane is realized.
  • the link assembly is preferably connected only via the first pivot bearing and the second pivot bearing with the wheel carrier.
  • the handlebar arrangement represents, for example, a link plane, in particular a lower link plane.
  • no further link plane is formed, so that, for example, an upper link plane within the scope of the suspension according to the invention is preferably eliminated.
  • the embodiment of the wheel suspension according to the invention enables the compensation of dynamic forces already described above with little constructive effort. Accordingly, the bending of the strut of the strut caused by these is reliably largely or even completely prevented so that loss of comfort during compression of the strut is avoided.
  • a further preferred embodiment of the invention provides that the linkage arrangement has a trapezoidal link, on which the first pivot bearing and the second pivot bearing respectively engage directly, or that the link
  • the first arrangement comprises a first rod link and a second rod link mounted on the first rod link via a connecting rotary bearing, wherein the first pivot bearing acts directly on the first rod link and the second pivot bearing on the second link link.
  • the handlebar assembly has only the trapezoidal link or exclusively on the two rod link, which can also be referred to as two-point link.
  • the trapezoidal link is attached to the wheel carrier via the two rotary bearings, preferably directly via the first rotary bearing and indirectly via the second rotary bearing, for example via the coupling lever. In any case, grei fen the two pivot directly to the trapezoidal link.
  • the first rod link and the second rod link are provided.
  • the two bar countersinks are rotatably mounted on each other via the connecting rotary bearing and at the same time connected to the wheel carrier.
  • the connecting rotary bearing can be configured analogously to the first rotary bearing or the second rotary bearing as an elastomeric bearing or rubber bearing.
  • the first bar counter engages via the first pivot bearing directly on the wheel carrier, whereas the second bar link is connected to the wheel carrier via the second pivot bearing, preferably only indirectly, for example via the coupling lever.
  • the trapezoidal link allows a particularly rigid connection of the wheel carrier to the body, whereas the use of the two bar counters allow a better coordination of the connection and, in addition, space advantages can result.
  • Each of the bar counter can preferably be designed either as a wishbone or as a trailing arm.
  • the first rod link is available as a wishbone or trailing arm.
  • the second rod link is as a wishbone or as a trailing arm.
  • the first rod link and the second rod link are each designed as a wishbone
  • the first rod link and the second rod link are each designed as a trailing arm or one of the stable ker
  • either the first bar counter or the second bar counter is located as a wishbone and the other of the bar counter, so either the second bar counter or the first bar counter, is present as trailing arm.
  • a further embodiment of the invention provides that the torsion-locking axis runs parallel to the Radnabendrehachse or with a Radn- evening rotation axis and the Federbeinfitachse in at least one intersecting point intersecting imaginary plane forms an angle of at most 45 °. It was explained above that the wheel hub is rotatably mounted with respect to the wheel carrier about the Radnabendrehachse. In order to prevent the absorption of the dynamic forces caused by the acceleration and deceleration of the motor vehicle, the suspension strut rotation axis should run parallel or at least essentially parallel to the axis of the wheel rotation.
  • the Federbeinpitachse can coincide with the Radnabendrehachse.
  • the torsional axis of rotation can also be spaced parallel to the Radnabendrehachse or skewed to this arranged or cut them at an intersection.
  • a plane receiving the wheel rotational axis can be arranged such that it intersects the spring rotational axis in the at least one intersection point.
  • the torsion axis of rotation with it encloses the angle which is at most 45 °, at most 30 °, at most 15 °, at most 10 °, at most 5 °, at most 2.5 ° or at most 1 °. Under the angle here is the smallest angle of the Federbeincardse and the plane to understand.
  • the plane is preferably parallel to the longitudinal direction of the motor vehicle, in other words parallel to a vehicle longitudinal axis.
  • the spring axis of rotation during a straight-ahead travel of the motor vehicle or one of the straight line exit corresponding to the steering adjustment of the motor vehicle runs exactly or at least approximately in the transverse direction of the motor vehicle.
  • the transverse direction is to be understood as meaning a direction which is different from the vertical direction of the motor vehicle and perpendicular to the longitudinal direction of the motor vehicle.
  • the spring-locking axis runs exactly in the transverse direction or with it encloses the angle in the above-described order of magnitude.
  • a further embodiment of the invention provides that the bearing arrangement has a plurality of spring-loaded pivot bearings which are spaced apart from one another in the axial direction with respect to the spring-locking rotational axis.
  • the bearing arrangement has only one single spring-loaded bearing, via which the spring strut is pivotably connected to the wheel carrier.
  • the plurality of strut pivot bearings in particular exactly two Federbeinfitlager or more than two Federbeinfuellager, before.
  • the Federbeinnavlager are arranged on opposite sides of a cantilever of the wheel carrier and the strut is articulated on the jib on the wheel carrier, or that the Federbeinnavlager by means of a bolt engaging in the wheel carrier attached to the wheel carrier.
  • the boom represents a projection which projects beyond a base body of the wheel carrier.
  • the wheel bearing receptacle already described above is formed.
  • the sizer for example, projects beyond the base body in the axial direction with respect to the wheel hub rotary axis and / or the spring axis of rotation.
  • it is designed such that the spring strut is present in the axial direction spaced from the wheel bearing, so it is not in this overlap.
  • the spring leg engages exclusively on the boom on the wheel carrier or the base body. In that regard, no connection between the spring strut and the main body is provided or bypassing the arm.
  • the Federbeinsurlager or the Federbeinnavlager is attached by means of a bolt engaging in the wheel carrier on the wheel carrier or are.
  • the bolt passes through the spring block bearing or the spring block bearing and then engages in the wheel carrier.
  • the bolt engages on the one hand the Federbeincardlagers or the Federbeinnavlager in the wheel.
  • the bolt is preferably designed as a threaded bolt and screwed into the wheel carrier for fastening.
  • a further preferred embodiment of the invention provides that in at least one position of the strut with respect to the wheel carrier a longitudinal center axis of the strut intersects a rotational axis of the first pivot bearing.
  • the handlebar assembly is based on a Stel le, which is present in the imaginary extension of the shock absorber.
  • the first pivot bearing is also connected via the boom to the wheel carrier or fastened thereto.
  • a development of the invention provides that an axis of rotation of the second pivot bearing runs parallel to the axis of rotation of the first pivot bearing.
  • the axes of rotation of the two pivot bearings can coincide or - Alternatively - spaced parallel to each other. As a result, a particularly reliable storage is achieved.
  • a further preferred embodiment of the invention provides that the link arrangement is articulated via the second pivot bearing to a track lever of the wheel carrier or a further arm.
  • the toggle is analogous to the boom as a projection, which starts from the main body of the wheel carrier.
  • the boom and the track lever are arranged on opposite sides of the wheel carrier and go so far apart from each other from the main body of the wheel carrier.
  • the boom and the toe lever are on opposite sides of an imaginary plane receiving the Radnabendrehachse. This plane preferably runs in the vertical direction of the motor vehicle.
  • the handlebar assembly can also attack on the wheel carrier via the further arm, wherein the further arm is different from the arm and is preferably located at a distance from it.
  • the track lever is formed, for example, by the boom or an outgoing from the boom projection, wherein the tie rod is hinged thereto.
  • a further development of the invention provides that the second rotary bearing is articulated to the wheel carrier via a coupling lever which is rotatably mounted on the wheel carrier about a coupling lever rotational axis.
  • the second pivot bearing does not attack the wheel carrier directly, but only indirectly via the coupling lever.
  • the coupling lever is thus on the one hand connected to the second pivot bearing and so far rotatably mounted on the handlebar assembly.
  • the coupling lever is rotatably mounted on the wheel carrier, namely rotatable about the coupling lever pivot axis.
  • the coupling lever rotational axis and the rotational axis of the second rotary bearing are preferably arranged at a distance from one another parallel to one another.
  • a further embodiment of the invention provides that the coupling pivot axis is parallel to a tie rod rotation axis about which a tie rod is rotatably mounted on the wheel carrier or can be stored.
  • the track rod is preferably rotatably mounted in the track lever of the wheel carrier, namely about the toe rod rotation axis.
  • the link arrangement is also connected via the track lever of the wheel carrier, it is advantageous to arrange the coupling lever pivot axis and the tie rod axis of rotation parallel to one another, in particular in such a way that they collapse into one another.
  • the track lever can be made particularly compact.
  • the tie rod and the link assembly or the coupling lever are rotatably supported by means of a common pivot bearing on the track lever.
  • the tie rod on the one hand of the toggle lever and the link arrangement or the coupling lever on the other hand of the toggle lever is present, in particular in the axial direction with respect to the coupling pivot axis or the tie rod rotational axis.
  • the strut has a damper and a spring, wherein the spring is desachsiert with respect to the longitudinal central axis of the spring leg.
  • the strut is particularly preferably designed as a McPherson strut.
  • Figure 1 is a schematic representation of a suspension for a
  • Figure 2 is a schematic representation of the first embodiment of
  • Figure 3 is a schematic representation of a second embodiment of the suspension, as well
  • Figure 4 is a schematic representation of the second embodiment of
  • FIG. 1 shows a schematic representation of a wheel suspension 1 for a motor vehicle.
  • the wheel suspension 1 has a wheel carrier 2, which in the exemplary embodiment illustrated here has a base body 3, from which a boom 4 and a track lever 5 originate.
  • a Radlageraufnah- 6 is formed for receiving a wheel bearing.
  • a wheel hub (not illustrated here) is rotatably mounted or can be stored in relation to a wheel hub rotation axis 7 with respect to the wheel carrier 2.
  • the suspension 1 via a strut 8 and a link assembly 9, each serving a coupling of the wheel carrier 2 with a body of the motor vehicle.
  • the link assembly 9 is connected via a first pivot bearing 10 and a second pivot bearing 11 (not visible here) with the wheel carrier 2.
  • the pivot bearings 10 and 11 are preferably used as elastomeric bearings. wise rubber bearing designed.
  • the link assembly 9 has in the embodiment shown here via a trapezoidal link 12, on which the two pivot bearings 10 and 1 1 each attack directly. It can be seen that the handlebar arrangement 9 or the trapezoidal link 12 engages via the first pivot bearing 10 directly on the wheel carrier 2 or is articulated to it, namely preferably on the boom 4.
  • the link assembly 9 is connected only indirectly to the wheel carrier 2, namely via a coupling lever 13.
  • the latter is pivotally connected to the linkage assembly 9 via the second pivot bearing 11 and, on the other hand, to the wheel carrier 2, preferably
  • the coupling lever 13 and a tie rod 14 are rotatably supported by means of a common bearing on the track lever 5.
  • the coupling lever 13 and the tie rod 14 on opposite sides of this toggle lever 5 before.
  • the spring strut 8 has a damper 15 and a spring 16.
  • the spring 16 is supported on its side facing the wheel carrier 2 on a spring plate 17 from.
  • the suspension strut 8 is rotatably mounted on the wheel carrier 2 via a bearing arrangement 18, namely about a spring suspension axis 19.
  • the suspension strut 8 is articulated thereto on the expander 4.
  • the torsion-resistant rotational axis 19 extends at a distance parallel to the wheel spin axis 7 or, with a plane receiving the wheel spin axis 7, includes an angle of at most 45 °, preferably significantly less.
  • the spring rotational axis 19 is located exactly or at least almost in the transverse direction of the motor vehicle.
  • the bearing assembly 18 has a plurality of Federbeinwindlager 20 and 21, which are arranged on opposite sides of the boom 4 a longitudinal center axis of the strut 8, not shown here, for example, passes through the boom 4, while the Federbeinpitlager 20 and 21 on opposite sides of this longitudinal central axis the Arm 4 attack.
  • the first rotary bearing 10 is arranged below the shock absorber 8 and also acts on the boom 4.
  • the longitudinal center axis of the strut 8 intersects the axis of rotation of the first pivot bearing 10 in at least one position of the shock absorber 8, in order to achieve a particularly stable support of the wheel carrier 2 or a reliable wheel guidance.
  • the coupling lever 13 is rotatably mounted on the wheel carrier 2 about a coupling lever rotation axis 25.
  • the coupling lever rotational axis 25 coincides with a tie rod rotational axis 26 about which the tie rod 14 is rotatably mounted on the wheel carrier 2.
  • the coupling lever rotational axis 25 and the tie rod rotational axis 26 do not coincide and, for example, are arranged at a distance from each other, intersect at an angle or are skewed relative to one another.
  • FIG. 2 shows the first embodiment of the wheel suspension 1 in an alternative representation. Full reference is made to the foregoing. In particular, the connection of the coupling lever 13 to the handlebar arrangement 9 by means of the second rotary carrier 11 is to be recognized.
  • FIG. 3 shows a schematic representation of a second embodiment of the wheel suspension 1. This is fundamentally constructed similarly to the first embodiment, so that reference is made to the above statements and only the differences are discussed below.
  • the handlebar assembly 9 instead of the Trapezlenkers 12 has a first rod core 22 and a second rod core 23.
  • the two bar countersinks 22 and 23 are pivotally connected to one another or rotatable via a connecting rotary slide 24.
  • the first rod link 22 is connected via the first pivot bearing 10 and the second Stablen- ker 23 via the second pivot bearing 1 1 with the wheel carrier 2.
  • the first rod link 22 preferably engages directly on the wheel carrier 2 via the first rotary bearing 10, whereas the second rod link 23 is connected only indirectly to the wheel carrier 2, namely via the coupling lever 13.

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

Abstract

L'invention concerne une suspension de roue (1) pour un véhicule à moteur, comprenant un support de roue (2), sur lequel un moyeu de roue est ou peut être monté de manière à tourner autour d'un axe de rotation de moyeu de roue (7) au moyen d'un palier de roue, et comprenant une jambe de suspension (8) et un système de guidage (9), qui entrent en prise avec le support de roue (2) pour le couplage du support de roue (2) à une carrosserie du véhicule à moteur, le système de guidage (9) étant raccordé au support de roue (2) au moyen d'un premier palier rotatif (10) et d'un deuxième palier rotatif (11). Selon l'invention, la jambe de suspension (8) est montée au moyen d'un ensemble à palier (18) sur le support de roue (2) de manière à tourner autour d'un axe de rotation de jambe de suspension (19).
PCT/EP2019/060507 2018-05-16 2019-04-24 Suspension de roue pour véhicule à moteur WO2019219342A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018207616.2A DE102018207616B4 (de) 2018-05-16 2018-05-16 Radaufhängung für ein Kraftfahrzeug
DE102018207616.2 2018-05-16

Publications (1)

Publication Number Publication Date
WO2019219342A1 true WO2019219342A1 (fr) 2019-11-21

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2019/060507 WO2019219342A1 (fr) 2018-05-16 2019-04-24 Suspension de roue pour véhicule à moteur

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CN113428259A (zh) * 2021-08-09 2021-09-24 哈尔滨工业大学 一种高适应性的轮式移动机器人
CN113428259B (zh) * 2021-08-09 2022-08-09 哈尔滨工业大学 一种高适应性的轮式移动机器人

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