WO2021198365A1 - Wheel suspension for a motor vehicle - Google Patents

Wheel suspension for a motor vehicle Download PDF

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Publication number
WO2021198365A1
WO2021198365A1 PCT/EP2021/058494 EP2021058494W WO2021198365A1 WO 2021198365 A1 WO2021198365 A1 WO 2021198365A1 EP 2021058494 W EP2021058494 W EP 2021058494W WO 2021198365 A1 WO2021198365 A1 WO 2021198365A1
Authority
WO
WIPO (PCT)
Prior art keywords
bearing
wheel
vehicle
rigidity
suspension
Prior art date
Application number
PCT/EP2021/058494
Other languages
German (de)
French (fr)
Inventor
Michael Gradl
Walter Schmidt
Lucca Melander Swindt
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 WO2021198365A1 publication Critical patent/WO2021198365A1/en

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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
    • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/04—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
    • B60G3/06—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle the arm 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
    • 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
    • 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
    • B60G13/006—Arrangements for attachment of dampers characterised by the mounting on the axle or suspension arm of the damper unit on the stub axle
    • 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
    • B60G15/07—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the damper being connected to the stub axle and the spring being arranged around the 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
    • 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
    • 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
    • B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
    • 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
    • B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
    • B60G2200/1424—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type the lateral arm having an L-shape
    • 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
    • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
    • 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
    • B60G2200/4622—Alignment adjustment
    • 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
    • B60G2204/41—Elastic mounts, e.g. bushings
    • 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
    • B60G2204/43—Fittings, brackets or knuckles
    • B60G2204/4304—Bracket for lower cylinder mount of McPherson strut
    • 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
    • B60G2204/61—Adjustable during maintenance

Definitions

  • the invention relates to a wheel suspension according to the type specified in the preamble of claim 1.
  • McPherson-type wheel suspensions are a widespread type of axle due to their low complexity and low manufacturing costs and are well known from the prior art. Reference is made to DE 4340 557 A1 by way of example only.
  • No. 4,844,505 discloses a McPherson wheel suspension in which the lower wishbone and the strut are connected via a hinge mechanism, the camber being adjustable or adjustable by means of the hinge mechanism.
  • the invention is based on the object of developing a wheel suspension according to the type specified in the preamble of claim 1 in such a way that a connection of the strut to the wheel carrier that is as rigid as possible is guaranteed.
  • This problem is solved by the features of the characterizing part of claim 1 in combination with its preamble features ge.
  • the wheel suspension comprises a wheel carrier which carries a wheel and which is mounted on the vehicle body via a transverse link, in particular designed as a trapezoidal link, in the lower link level and a partial wheel-guiding spring strut that only takes on wheel guiding tasks in the transverse direction.
  • the partial wheel-leading spring strut is mounted on the Radträ ger via two bearings, namely a first bearing having a bearing or bearing axis of rotation and a second bearing having a bearing or bearing axis of rotation -
  • the first bearing is arranged below the center of the wheel and the second bearing is arranged above the center of the wheel.
  • the distance between the two bearings or the bearing axles in the vertical direction of the vehicle, also referred to as the support base in the following, has the effect of ensuring that the suspension strut is connected to the wheel carrier in a particularly rigid manner.
  • the first and second bearings are preferably arranged in such a way that the bearing axis of the first bearing is oriented essentially in the transverse direction of the vehicle and the bearing axis of the second bearing is oriented essentially orthogonally thereto, essentially running vertically in the vehicle.
  • the first bearing is designed or constructed in this way with regard to its bearing stiffness. dimensioned so that the bearing stiffness in the axial and radial direction is greater than the torsional stiffness, and the second bearing is designed or dimensioned in relation to its bearing stiffness such that the radial stiffness in the vehicle transverse direction is greater than the radial stiffness in the longitudinal direction of the vehicle.
  • the bearings are designed or dimensioned in such a way that the first bearing has a very high axial and radial rigidity with low torsional rigidity at the same time, while the second bearing has a very high radial rigidity in the transverse direction of the vehicle and a low radial rigidity in the longitudinal direction of the vehicle Has.
  • the first and second bearings are arranged in such a way that the bearing axis of the first bearing is oriented essentially in the longitudinal direction of the vehicle and the bearing axis of the second bearing is essentially orthogonal thereto, essentially running in the vertical direction of the vehicle FH.
  • the first bearing is designed in terms of its bearing stiffness in such a way that the bearing stiffness in the axial and radial direction is greater than the cardanic stiffness
  • the second bearing is in relation to its Bearing rigidity designed such that the radial rigidity in the vehicle transverse direction is greater than the radial rigidity in the vehicle longitudinal direction. That is, while the first bearing has a very high radial rigidity with a low cardanic rigidity at the same time, the second bearing has a very high radial rigidity in the transverse direction of the vehicle and a low radial rigidity in the longitudinal direction of the vehicle.
  • the first bearing viewed in the vertical direction of the vehicle is arranged at the lower end of the Fe derbeins.
  • the first and second bearings are preferably designed as rubber-metal bearings.
  • the suspension strut has two arms for connecting the second bearing to the suspension strut, namely a lower arm and an upper arm when viewed in the vertical direction of the vehicle.
  • the two arms are each provided with a through hole.
  • the second bearing pressed into the wheel carrier is arranged between the two brackets and is connected to the suspension strut via a bearing bolt that extends through the bores in the brackets and the second bearing.
  • the first and second boom are preferably in one piece, formed Jerusalemwei send a base body at least partially encompassing the spring strut in the circumferential direction.
  • the base body having the two cantilevers is preferably designed as a component that is separate from the spring strut and is connected to the spring strut in a form-fitting and / or material and / or force-fitting manner.
  • a further preferred embodiment provides for the upper arm to be designed as a spring plate at the same time.
  • the holes in the upper and lower boom are in the form of vehicle transverse elongated holes extending in the direction and the bearing pin is designed as a screw with an eccentric disk. This has the effect that by turning the screw with the eccentric disk, the second bearing or the bearing axis of the second bearing can be adjusted in a targeted manner in the transverse direction of the vehicle and the camber can thus be adjusted.
  • An alternative preferred embodiment also provides a Sturzver position.
  • the camber adjustment takes place in the area of the lower, first bearing:
  • the wheel carrier is connected to the first bearing angeord netem on the strut via an adapter.
  • the adapter in turn has two elongated holes extending in the transverse direction of the vehicle and the wheel carrier is connected to the adapter via two screws passing through the elongated holes, one of the screws having an eccentric disk. This means that by correspondingly turning the screw with the eccentric disk, a displacement of the wheel carrier relative to the adapter can be initiated.
  • FIG. 1 shows a first embodiment of a McPherson wheel suspension according to the invention
  • FIG. 2 shows a second embodiment of a McPherson wheel suspension according to the invention.
  • the same parts and components are identified with the same reference numerals to avoid repetition, unless further differentiation is necessary or useful.
  • FIGS. 1 and 2 show a wheel suspension denoted overall by the reference number 10.
  • the wheel suspension 10 comprises a wheel carrier 12 which is mounted on a strut 14 and a lower transverse link 16, which is designed as a trapezoidal link, and a tie rod 18 on the motor vehicle body - not shown here for the sake of clarity.
  • the representation of the wheel to be carried by the wheel carrier has also been omitted for reasons of clarity; the center of the wheel is identified in the present case by the dash-dotted line shown and denoted by the reference numeral 20.
  • the wheel carrier 12 is supported by two bearings on the strut 14, namely a first bearing 22 positioned at the lower end of the strut 14 and located at the lower end of the strut 14, as viewed in the vertical direction of the vehicle FH, and a first bearing 22 located in the vertical direction of the vehicle Device FH viewed above the wheel center 20 arranged second bearing 24.
  • the bearing axis or the bearing axis of rotation of the first bearing 22 and the second bearing 24 are symbolized by the dotted lines 22-1 and 24-1.
  • the first and second bearings 22, 24 are designed as rubber-metal bearings and are arranged in such a way that the bearing axis 22-1 of the first bearing 22 essentially in the vehicle transverse direction FQ and the bearing Gerachse 24-1 of the second bearing 24 are aligned essentially orthogonally to this, running essentially in the vertical direction of the vehicle FH.
  • the first bearing 22 has a very high axial and radial rigidity with, at the same time, low torsional rigidity.
  • the second bearing 24 has a very high radial rigidity in the vehicle transverse direction FQ; the radial rigidity of the second bearing 24 in the vehicle longitudinal direction FL is low and is approximately 300 N / mm.
  • the embodiment according to the invention has the effect that the first and second bearings 22, 24, viewed in the vertical direction FH of the vehicle, can be arranged at a large distance, hereinafter referred to as the support base and identified in FIG. 1 and FIG sets in an advantageous manner a particularly high camber stiffness of the axle.
  • two arms 26-1, 26-2 aligned in the vehicle transverse direction FQ are arranged on the spring strut 14.
  • the two arms 26-1, 26-2 form a one-piece structural unit with a base body 26.
  • the base body 26 at least partially surrounds the spring strut 14 in the circumferential direction and is in the present case connected to the spring strut 14 in a materially bonded manner.
  • the two arms 26-1 and 26-2 have two through bores, viewed in the vertical direction FH of the vehicle, arranged in alignment with one another.
  • the second bearing 24 pressed into the wheel carrier 12 is arranged between the two arms 26-1, 26-2 and via one of the bores in the arms 26-1, 26-2 and the second bearing 24 penetrating bearing bolt to the strut 14 is bound to.
  • the bores in the arms 26-1 and 26-2 are designed in the form of elongated holes extending in the transverse direction of the vehicle FQ and the bearing pin engaging the second bearing 24 is designed as a screw with an eccentric disk .
  • FIG. 2 corresponds to the embodiment described in FIG. 1, with the exception of a different form of camber adjustment.
  • the wheel carrier 12 is connected to the first bearing 22 arranged on the spring strut 14 via an adapter 28.
  • the adapter 28 is provided with two elongated holes extending in the transverse direction of the vehicle FQ and is connected to the wheel carrier 12 by means of screws passing through the elongated holes.
  • One of the screws is designed as a screw with an eccentric disk, so that by rotating the screw with the eccentric disk, the wheel carrier 12 can be adjusted in a targeted manner in the vehicle transverse direction FQ relative to the adapter 28 and thus a camber adjustment is made possible.

Abstract

The invention relates to a wheel suspension (10) for a motor vehicle, comprising a wheel support (12) which supports a wheel and is mounted on the motor vehicle body via a lower control arm (16) and a partially wheel-guiding suspension strut (14). The invention is characterised in that the suspension strut (14) is mounted on the wheel support (12) via a first bearing (22) and a second bearing (24) and in that, in relation to the wheel centre (20) of the wheel and viewed in the vehicle vertical direction (FH), the first bearing (22) is arranged below the wheel centre (20), and the second bearing (24) is arranged above the wheel centre (20).

Description

Radaufhängung für ein Kraftfahrzeug Wheel suspension for a motor vehicle
BESCHREIBUNG: DESCRIPTION:
Die Erfindung betrifft eine Radaufhängung gemäß der im Oberbegriff des Patentanspruches 1 angegebenen Art. The invention relates to a wheel suspension according to the type specified in the preamble of claim 1.
McPherson-artige Radaufhängungen, sind aufgrund ihrer geringen Komplexi tät und niedrigen Herstellungskosten ein weit verbreiteter Achsentyp und sind aus dem Stand der Technik hinreichend bekannt. Lediglich beispielhaft wird auf die DE 4340 557 A1 verwiesen. McPherson-type wheel suspensions are a widespread type of axle due to their low complexity and low manufacturing costs and are well known from the prior art. Reference is made to DE 4340 557 A1 by way of example only.
Die US 4,844,505 offenbart eine McPherson Radaufhängung bei der der untere Querlenker und das Federbein über einen Gelenkmechanismus ver bunden sind, wobei mittels des Gelenkmechanismus der Radsturz verstellbar bzw. einstellbar ist. No. 4,844,505 discloses a McPherson wheel suspension in which the lower wishbone and the strut are connected via a hinge mechanism, the camber being adjustable or adjustable by means of the hinge mechanism.
Aus der US 4,863,187 ist eine Sturzeinstellanordnung bekannt, die durch ein relatives Schwenken eines Kugelgelenks einer Radaufhängung innerhalb eines Paares von Federbeinflanschen, das Einstellen mehrerer diskreter Radsturzeinstellpositionen ermöglicht. Dies erfolgt durch eine entsprechende Neupositionierung einer mehrflächigen Nockenplatte oder alternativ durch eine Auswahl einer von mehreren austauchbaren Bolzenrückhalteplatten. From US Pat. No. 4,863,187 a camber adjustment arrangement is known which enables a plurality of discrete wheel camber adjustment positions to be set by relatively pivoting a ball joint of a wheel suspension within a pair of strut flanges. This is done by appropriately repositioning a multi-surface cam plate or, alternatively, by selecting one of several exchangeable bolt retaining plates.
Der Erfindung liegt die Aufgabe zugrunde, eine Radaufhängung gemäß der im Oberbegriff des Patentanspruches 1 angegebenen Art derart weiterzubil den, dass eine möglichst sturzsteife Anbindung des Federbeins an den Rad träger gewährleistet ist. Diese Aufgabe wird durch die Merkmale des kennzeichnenden Teils des Patentanspruches 1 in Kombination mit seinen Oberbegriffsmerkmalen ge löst. The invention is based on the object of developing a wheel suspension according to the type specified in the preamble of claim 1 in such a way that a connection of the strut to the wheel carrier that is as rigid as possible is guaranteed. This problem is solved by the features of the characterizing part of claim 1 in combination with its preamble features ge.
Die Unteransprüche stellen vorteilhafte Weiterbildungen der Erfindung dar. The subclaims represent advantageous developments of the invention.
In bekannter Art und Weise umfasst die Radaufhängung einen ein Rad tra genden Radträger, der über einen, insbesondere als Trapezlenker ausgebil- deten, Querlenker in der unteren Lenkerebene und einem teilradführenden Federbein, das nur in Querrichtung Radführungsaufgaben übernimmt, am Kraftfahrzeugaufbau gelagert ist. In a known manner, the wheel suspension comprises a wheel carrier which carries a wheel and which is mounted on the vehicle body via a transverse link, in particular designed as a trapezoidal link, in the lower link level and a partial wheel-guiding spring strut that only takes on wheel guiding tasks in the transverse direction.
Erfindungsgemäß ist das teilradführende Federbein über zwei Lager, nämlich ein eine Lager- bzw. Lagerdrehachse aufweisendes erstes Lager und ein eine Lager- bzw. Lagerdrehachse aufweisendes zweites Lager, am Radträ ger gelagert, wobei - bezogen auf die Radmitte des Rades und in Fahrzeug hochrichtung betrachtet - das erste Lager unterhalb der Radmitte und das zweite Lager oberhalb der Radmitte angeordnet ist. Der nunmehr erfin- dungsgemäß realisierte Abstand der beiden Lager bzw. der Lagerachsen in Fahrzeughochrichtung, nachfolgend auch als Abstützbasis bezeichnet, hat den Effekt, dass eine besonders sturzsteife Anbindung des Federbeins an den Radträger sichergestellt ist. Das erste und zweite Lager sind dabei bevorzugt so angerordnet, dass die Lagerachse des ersten Lagers im Wesentlichen in Fahrzeugquerrichtung und die Lagerachse des zweiten Lagers im Wesentlichen orthogonal hierzu, in Wesentlichen Fahrzeughochrichtung verlaufend, ausgerichtet ist. According to the invention, the partial wheel-leading spring strut is mounted on the Radträ ger via two bearings, namely a first bearing having a bearing or bearing axis of rotation and a second bearing having a bearing or bearing axis of rotation - The first bearing is arranged below the center of the wheel and the second bearing is arranged above the center of the wheel. The distance between the two bearings or the bearing axles in the vertical direction of the vehicle, also referred to as the support base in the following, has the effect of ensuring that the suspension strut is connected to the wheel carrier in a particularly rigid manner. The first and second bearings are preferably arranged in such a way that the bearing axis of the first bearing is oriented essentially in the transverse direction of the vehicle and the bearing axis of the second bearing is oriented essentially orthogonally thereto, essentially running vertically in the vehicle.
Um dabei besonders hohe Sturzsteifigkeit der Achse zu gewährleisten, ist das erste Lager in Bezug auf seine Lagersteifigkeit derart ausgebildet bzw. dimensioniert, dass die Lagersteifigkeit in axiale und radiale Lagerichtung größer als die Torsionssteifigkeit ist, und das zweite Lager ist in Bezug auf seine Lagersteifigkeit derart ausgebildet bzw. dimensioniert, dass die radiale Steifigkeit in Fahrzeugquerrichtung größer als die radiale Steifigkeit in Fahr zeuglängsrichtung ist. Mit anderen Worten, die Lager sind derart ausgebildet bzw. dimensioniert, dass das erste Lager eine sehr hohe axiale und radiale Steifigkeit bei gleichzeitig geringer Torsionssteifigkeit aufweist, während das zweite Lager eine sehr hohe radiale Steifigkeit in Fahrzeugquerrichtung und eine geringe radiale Steifigkeit in Fahrzeuglängs-richtung hat. In order to ensure particularly high camber stiffness of the axle, the first bearing is designed or constructed in this way with regard to its bearing stiffness. dimensioned so that the bearing stiffness in the axial and radial direction is greater than the torsional stiffness, and the second bearing is designed or dimensioned in relation to its bearing stiffness such that the radial stiffness in the vehicle transverse direction is greater than the radial stiffness in the longitudinal direction of the vehicle. In other words, the bearings are designed or dimensioned in such a way that the first bearing has a very high axial and radial rigidity with low torsional rigidity at the same time, while the second bearing has a very high radial rigidity in the transverse direction of the vehicle and a low radial rigidity in the longitudinal direction of the vehicle Has.
Gemäß einer alternativen Ausführungsform sind das erste und zweite Lager derart angeordnet, dass die Lagerachse des ersten Lagers im Wesentlichen in Fahrzeuglängsrichtung und die Lagerachse des zweiten Lagers im We sentlichen orthogonal hierzu, in Wesentlichen in Fahrzeughochrichtung FH verlaufend, ausgerichtet sind. According to an alternative embodiment, the first and second bearings are arranged in such a way that the bearing axis of the first bearing is oriented essentially in the longitudinal direction of the vehicle and the bearing axis of the second bearing is essentially orthogonal thereto, essentially running in the vertical direction of the vehicle FH.
Um auch bei dieser alternativen Ausführungsform eine besonders hohe Sturzsteifigkeit der Achse sicherzustellen, ist das erste Lager in Bezug auf seine Lagersteifigkeit derart ausgebildet, dass die Lagersteifigkeit in axiale und radiale Lagerichtung größer als die Kardaniksteifigkeit ist, und das zwei te Lager ist in Bezug auf seine Lagersteifigkeit derart ausgebildet, dass die radiale Steifigkeit in Fahrzeugquerrichtung größer als die radiale Steifigkeit in Fahrzeuglängsrichtung ist. D.h., während das erste Lager eine sehr hohe radiale Steifigkeit bei gleichzeitig geringer Kardaniksteifigkeit hat, weist das zweite Lager eine sehr hohe radiale Steifigkeit in Fahrzeugquerrichtung und eine geringe radiale Steifigkeit in Fahrzeuglängsrichtung auf. In order to ensure a particularly high camber stiffness of the axle in this alternative embodiment as well, the first bearing is designed in terms of its bearing stiffness in such a way that the bearing stiffness in the axial and radial direction is greater than the cardanic stiffness, and the second bearing is in relation to its Bearing rigidity designed such that the radial rigidity in the vehicle transverse direction is greater than the radial rigidity in the vehicle longitudinal direction. That is, while the first bearing has a very high radial rigidity with a low cardanic rigidity at the same time, the second bearing has a very high radial rigidity in the transverse direction of the vehicle and a low radial rigidity in the longitudinal direction of the vehicle.
Um in Fahrzeughochrichtung eine möglichst große Abstützbasis zu gewähr leisten und damit auch die Sturzsteifigkeit der Anbindung des Federbeins zu erhöhen, ist nach einer bevorzugten Ausführungsform vorgesehen, dass das erste Lager in Fahrzeughochrichtung betrachtet am unteren Ende des Fe derbeins angeordnet ist. In order to ensure the largest possible support base in the vertical direction of the vehicle and thus also to increase the stiffness of the suspension strut connection, it is provided according to a preferred embodiment that the first bearing viewed in the vertical direction of the vehicle is arranged at the lower end of the Fe derbeins.
Um eine kostengünstige Konstruktion zu gewährleisten, sind das erste und zweite Lager bevorzugt als Gummi-Metall-Lager ausgebildet. In order to ensure a cost-effective construction, the first and second bearings are preferably designed as rubber-metal bearings.
Gemäß einer bevorzugten Ausführungsform weist das Federbein zur Anbin dung des zweiten Lagers an das Federbein zwei Ausleger auf, nämlich einen in Fahrzeughochrichtung betrachtet unteren und einen oberen Ausleger. Die beiden Ausleger sind jeweils mit einer Durchgangsbohrung versehen. Das in den Radträger eingepresste zweite Lager ist zwischen den beiden Auslegern angeordnet und über einen die Bohrungen in den Auslegern und das zweite Lager durchfassenden Lagerbolzen an das Federbein angebunden. Neben einer einfachen und damit kostengünstigen Konstruktion ist insbesondere auch eine wenig Bauteilgewicht erfordernde Anbindung des zweiten Lagers an das Federbein gewährleistet. According to a preferred embodiment, the suspension strut has two arms for connecting the second bearing to the suspension strut, namely a lower arm and an upper arm when viewed in the vertical direction of the vehicle. The two arms are each provided with a through hole. The second bearing pressed into the wheel carrier is arranged between the two brackets and is connected to the suspension strut via a bearing bolt that extends through the bores in the brackets and the second bearing. In addition to a simple and thus cost-effective construction, a connection of the second bearing to the spring strut requiring little component weight is also guaranteed.
Der erste und zweite Ausleger sind bevorzugt einteilig, einen das Federbein in Umfangsrichtung zumindest teilweise umfassendes Grundkörper aufwei send ausgebildet. Der die beiden Ausleger aufweisende Grundkörper ist dabei bevorzugt als ein vom Federbein separates Bauteil ausgebildet, das form- und/oder Stoff- und/oder kraftschlüssig mit dem Federbein verbunden ist. The first and second boom are preferably in one piece, formed aufwei send a base body at least partially encompassing the spring strut in the circumferential direction. The base body having the two cantilevers is preferably designed as a component that is separate from the spring strut and is connected to the spring strut in a form-fitting and / or material and / or force-fitting manner.
Um eine weniger Bauteile und damit nochmals gewichtsreduziertere Kon struktion zu ermöglichen, ist nach einer weiteren bevorzugten Ausführungs form vorgesehen, dass der ober Ausleger gleichzeitig als Federteller ausgebildet ist. In order to enable fewer components and thus an even more weight-reduced construction, a further preferred embodiment provides for the upper arm to be designed as a spring plate at the same time.
Gemäß einer weiteren besonders bevorzugten Ausführungsform sind die Bohrungen im oberen und unteren Ausleger in Form von in Fahrzeugquer- richtung sich erstreckende Langlöcher ausgebildet und der Lagerbolzen ist als eine Schraube mit Exzenterscheibe ausgebildet. Dies hat den Effekt, dass durch eine Drehung der Schraube mit Exzenterscheibe das zweite Lager bzw. die Lagerachse des zweiten Lagers gezielt in Fahrzeugquerrich tung verstellbar und damit der Sturz einstellbar ist. According to a further particularly preferred embodiment, the holes in the upper and lower boom are in the form of vehicle transverse elongated holes extending in the direction and the bearing pin is designed as a screw with an eccentric disk. This has the effect that by turning the screw with the eccentric disk, the second bearing or the bearing axis of the second bearing can be adjusted in a targeted manner in the transverse direction of the vehicle and the camber can thus be adjusted.
Eine alternative bevorzugte Ausführungsform sieht ebenfalls eine Sturzver stellung vor. Im Gegensatz zu der zuvor beschrieben Sturzverstellung durch eine Verlagerung der Lagerachse des zweiten bzw. des oberen Lagers in Fahrzeugquerrichtung, erfolgt gemäß der alternativen Ausführungsform die Sturzverstellung jedoch im Bereich des unteren, ersten Lagers: An alternative preferred embodiment also provides a Sturzver position. In contrast to the camber adjustment described above by shifting the bearing axis of the second or the upper bearing in the transverse direction of the vehicle, according to the alternative embodiment the camber adjustment takes place in the area of the lower, first bearing:
Hierzu ist der Radträger über einen Adapter mit dem am Federbein angeord netem ersten Lager verbunden. Der Adapter seinerseits weist zwei in Fahr zeugquerrichtung erstreckende Langlöcher auf und der Radträger ist über zwei die Langlöcher durchfassenden Schrauben mit dem Adapter verbunden, wobei eine der Schrauben eine Exzenterscheibe aufweist. D.h. durch eine entsprechende Drehung der Schraube mit Exzenterscheibe ist eine Ver schiebung des Radträgers relativ zum Adapter initiierbar. For this purpose, the wheel carrier is connected to the first bearing angeord netem on the strut via an adapter. The adapter in turn has two elongated holes extending in the transverse direction of the vehicle and the wheel carrier is connected to the adapter via two screws passing through the elongated holes, one of the screws having an eccentric disk. This means that by correspondingly turning the screw with the eccentric disk, a displacement of the wheel carrier relative to the adapter can be initiated.
Weitere Vorteile und Anwendungsmöglichkeiten der vorliegenden Erfindung ergeben sich aus der nachfolgenden Beschreibung in Verbindung mit den in der Zeichnung dargestellten Ausführungsbeispielen. Further advantages and possible applications of the present invention emerge from the following description in conjunction with the exemplary embodiments shown in the drawing.
In der Zeichnung bedeutet: In the drawing means:
Fig. 1 eine erste Ausführungsform einer erfindungsgemäßen McPherson- Radaufhängung, und 1 shows a first embodiment of a McPherson wheel suspension according to the invention, and
Fig. 2 eine zweite Ausführungsform einer erfindungsgemäßen McPherson- Radaufhängung. In der nachfolgenden Beschreibung und in den Figuren werden zur Vermei dung von Wiederholungen gleiche Bauteile und Komponenten mit gleichen Bezugszeichen gekennzeichnet, sofern keine weitere Differenzierung erfor derlich oder sinnvoll ist. 2 shows a second embodiment of a McPherson wheel suspension according to the invention. In the following description and in the figures, the same parts and components are identified with the same reference numerals to avoid repetition, unless further differentiation is necessary or useful.
Fig. 1 und Fig. 2 zeigen in eine insgesamt mit der Bezugsziffer 10 bezeichne- te Radaufhängung. FIGS. 1 and 2 show a wheel suspension denoted overall by the reference number 10.
Die Radaufhängung 10 umfasst einen Radträger 12, der über ein Federbein 14 sowie einen unteren Querlenker 16, der als Trapezlenker ausgeführt ist, und eine Spurstange 18 am - hier aus Gründen der Übersichtlichkeit nicht dargestellten - Kraftfahrzeugaufbau gelagert ist. Auch auf die Darstellung des vom Radträger zu tragenden Rades wurde vorliegend aus Gründen der Übersichtlichkeit verzichtet; die Radmitte ist vorliegend durch die dargestellte strich-punktierte Linie gekennzeichnet und mit der Bezugsziffer 20 bezeich net. The wheel suspension 10 comprises a wheel carrier 12 which is mounted on a strut 14 and a lower transverse link 16, which is designed as a trapezoidal link, and a tie rod 18 on the motor vehicle body - not shown here for the sake of clarity. The representation of the wheel to be carried by the wheel carrier has also been omitted for reasons of clarity; the center of the wheel is identified in the present case by the dash-dotted line shown and denoted by the reference numeral 20.
Wie Fig. 1 und 2 weiter zu entnehmen ist, ist dabei der Radträger 12 über zwei Lager am Federbein 14 gelagert, nämlich ein in Fahrzeughochrichtung FH betrachtet unterhalb der Radmitte 20 positioniertes, am unteren Ende des Federbeins 14 angeordnetes erstes Lager 22 sowie ein in Fahrzeughochrich tung FH betrachtet oberhalb der Radmitte 20 angeordnetes zweites Lager 24. As can also be seen from FIGS. 1 and 2, the wheel carrier 12 is supported by two bearings on the strut 14, namely a first bearing 22 positioned at the lower end of the strut 14 and located at the lower end of the strut 14, as viewed in the vertical direction of the vehicle FH, and a first bearing 22 located in the vertical direction of the vehicle Device FH viewed above the wheel center 20 arranged second bearing 24.
Die Lagerachse bzw. die Lagerdrehachse des ersten Lagers 22 bzw. des zweiten Lagers 24 sind durch die punktierten Linien 22-1 bzw. 24-1 symboli siert. Vorliegend sind das erste und zweite Lager 22, 24 als Gummi-Metall- Lager ausgebildet und derart angeordnet, dass die Lagerachse 22-1 des ersten Lagers 22 im Wesentlichen in Fahrzeugquerrichtung FQ und die La- gerachse 24-1 des zweiten Lagers 24 im Wesentlichen orthogonal hierzu, in Wesentlichen in Fahrzeughochrichtung FH verlaufend, ausgerichtet sind. The bearing axis or the bearing axis of rotation of the first bearing 22 and the second bearing 24 are symbolized by the dotted lines 22-1 and 24-1. In the present case, the first and second bearings 22, 24 are designed as rubber-metal bearings and are arranged in such a way that the bearing axis 22-1 of the first bearing 22 essentially in the vehicle transverse direction FQ and the bearing Gerachse 24-1 of the second bearing 24 are aligned essentially orthogonally to this, running essentially in the vertical direction of the vehicle FH.
Das erste Lager 22 hat dabei eine sehr hohe axiale und radiale Steifigkeit bei gleichzeitig geringer Torsionssteifigkeit. Das zweite Lager 24 hat eine sehr hohe radiale Steifigkeit in Fahrzeugquerrichtung FQ; die radiale Steifigkeit des zweiten Lagers 24 in Fahrzeuglängsrichtung FL ist gering und beträgt ca. 300 N/mm. The first bearing 22 has a very high axial and radial rigidity with, at the same time, low torsional rigidity. The second bearing 24 has a very high radial rigidity in the vehicle transverse direction FQ; the radial rigidity of the second bearing 24 in the vehicle longitudinal direction FL is low and is approximately 300 N / mm.
Die erfindungsgemäße Ausgestaltung hat den Effekt, dass das erste und zweite Lager 22, 24 in Fahrzeughochrichtung FH betrachtet in einem großen Abstand, nachfolgend als Abstützbasis bezeichnet und in Fig. 1 und Fig. 2 mit dem Bezugszeichen AB gekennzeichnet, angeordnet werden können, wodurch sich in vorteilhafter Weise eine besonders hohe Sturzsteifigkeit der Achse einstellt. The embodiment according to the invention has the effect that the first and second bearings 22, 24, viewed in the vertical direction FH of the vehicle, can be arranged at a large distance, hereinafter referred to as the support base and identified in FIG. 1 and FIG sets in an advantageous manner a particularly high camber stiffness of the axle.
Wie Fig. 1 und 2 weiter zu entnehmen ist, sind am Federbein 14 zwei, in Fahrzeugquerrichtung FQ ausgerichtete Ausleger 26-1, 26-2 angeordnet. Die beiden Ausleger 26-1, 26-2 bilden mit einem Grundkörper 26 eine einteilige Baueinheit. Der Grundkörper 26 umfasst dabei das Federbein 14 in Um- fangsrichtung zumindest teilweise und ist mit dem Federbein 14 vorliegend stoffschlüssig verbunden. As can also be seen from FIGS. 1 and 2, two arms 26-1, 26-2 aligned in the vehicle transverse direction FQ are arranged on the spring strut 14. The two arms 26-1, 26-2 form a one-piece structural unit with a base body 26. The base body 26 at least partially surrounds the spring strut 14 in the circumferential direction and is in the present case connected to the spring strut 14 in a materially bonded manner.
Die beiden Ausleger 26-1 und 26-2 weisen zwei in Fahrzeughochrichtung FH betrachtet fluchtend zueinander angeordnete, Durchgangsbohrungen auf. Dabei ist - wie Fig. 1 und Fig. 2 weiter zeigen - das in den Radträger 12 eingepresste zweite Lager 24 zwischen den beiden Auslegern 26-1, 26-2 angeordnet und über einen die Bohrungen in den Auslegern 26-1, 26-2 und das zweite Lager 24 durchfassenden Lagerbolzen an das Federbein 14 an gebunden. Gemäß der in Fig. 1 dargestellten Ausführungsform sind dabei die Bohrun gen in den Auslegern 26-1 und 26-2 in Form von in Fahrzeugquerrichtung FQ erstreckende Langlöcher ausgebildet und der das zweite Lager 24 durch fassende Lagerbolzen ist als eine Schraube mit Exzenterscheibe ausgebil- det. Hierdurch ist in vorteilhafter Weise gewährleistet, dass durch eine Drehung der Schraube mit Exzenterscheibe das zweite Lager 24 bzw. die Lagerachse 24-1 des zweiten Lagers 24 gezielt in Fahrzeugquerrichtung FQ verstellbar und damit der Sturz einstellbar ist. Die in Fig. 2 dargestellte Ausführungsform entspricht bis auf eine andere Form der Sturzverstellung der in Fig. 1 beschriebenen Ausführungsform. Gemäß der in Fig. 2 dargestellten Ausführungsform ist der Radträger 12 über einen Adapter 28 mit dem am Federbein 14 angeordnetem ersten Lager 22 verbunden. Weiterhin ist der Adapter 28 mit zwei in Fahrzeugquerrichtung FQ erstreckende Langlöcher versehen und über die Langlöcher durchfas sende Schrauben mit dem Radträger 12 verbunden. The two arms 26-1 and 26-2 have two through bores, viewed in the vertical direction FH of the vehicle, arranged in alignment with one another. As FIG. 1 and FIG. 2 further show, the second bearing 24 pressed into the wheel carrier 12 is arranged between the two arms 26-1, 26-2 and via one of the bores in the arms 26-1, 26-2 and the second bearing 24 penetrating bearing bolt to the strut 14 is bound to. According to the embodiment shown in FIG. 1, the bores in the arms 26-1 and 26-2 are designed in the form of elongated holes extending in the transverse direction of the vehicle FQ and the bearing pin engaging the second bearing 24 is designed as a screw with an eccentric disk . This advantageously ensures that the second bearing 24 or the bearing axis 24-1 of the second bearing 24 can be adjusted in a targeted manner in the vehicle transverse direction FQ and thus the camber can be adjusted by rotating the screw with the eccentric disk. The embodiment shown in FIG. 2 corresponds to the embodiment described in FIG. 1, with the exception of a different form of camber adjustment. According to the embodiment shown in FIG. 2, the wheel carrier 12 is connected to the first bearing 22 arranged on the spring strut 14 via an adapter 28. Furthermore, the adapter 28 is provided with two elongated holes extending in the transverse direction of the vehicle FQ and is connected to the wheel carrier 12 by means of screws passing through the elongated holes.
Eine der Schrauben ist dabei als eine Schraube mit einer Exzenterscheibe ausgebildet, sodass durch eine Drehung der Schraube mit Exzenterscheibe der Radträger 12 gezielt in Fahrzeugquerrichtung FQ relativ zum Adapter 28 verstellbar und damit eine Sturzverstellung ermöglicht ist. One of the screws is designed as a screw with an eccentric disk, so that by rotating the screw with the eccentric disk, the wheel carrier 12 can be adjusted in a targeted manner in the vehicle transverse direction FQ relative to the adapter 28 and thus a camber adjustment is made possible.

Claims

PATENTANSPRÜCHE: PATENT CLAIMS:
1. Radaufhängung (10) für ein Kraftfahrzeug, umfassend einen ein Rad tragenden Radträger (12), der über einen unteren Querlenker (16) und ein teilradführendes Federbein (14) am Kraftfahrzeugaufbau gelagert ist, dadurch gekennzeichnet, dass das Federbein (14) über ein erstes Lager (22) und ein zweites Lager (24) am Radträger (12) gelagert ist, und dass - bezogen auf die Rad mitte (20) des Rades und in Fahrzeughochrichtung (FH) betrachtet - das erste Lager (22) unterhalb der Radmitte (20) und das zweite La ger (24) oberhalb der Radmitte (20) angeordnet ist. 1. A wheel suspension (10) for a motor vehicle, comprising a wheel carrier (12) which carries a wheel and which is mounted on the vehicle body via a lower wishbone (16) and a partial wheel-guiding suspension strut (14), characterized in that the suspension strut (14) has a first bearing (22) and a second bearing (24) is mounted on the wheel carrier (12), and that - based on the wheel center (20) of the wheel and viewed in the vertical direction of the vehicle (FH) - the first bearing (22) below the Wheel center (20) and the second bearing (24) is arranged above the wheel center (20).
2. Radaufhängung (10) nach Anspruch 1 , dadurch gekennzeichnet, dass die Lagerachse (22-1) des ersten Lagers (22) in Fahrzeugquerrichtung (FQ) und die Lagerachse (24-1) des zweiten Lagers (24) in Fahrzeug hochrichtung (FH) ausgerichtet ist. 3. Radaufhängung (10) nach Anspruch 1, dadurch gekennzeichnet, dass die Lagerachse (22-1) des ersten Lagers (22) in Fahrzeuglängsrich tung (FL) und die Lagerachse (24-1) des zweiten Lagers (24) in Fahr zeughochrichtung (FH) ausgerichtet ist. 2. Wheel suspension (10) according to claim 1, characterized in that the bearing axis (22-1) of the first bearing (22) in the vehicle transverse direction (FQ) and the bearing axis (24-1) of the second bearing (24) in the vehicle upright direction ( FH) is aligned. 3. Wheel suspension (10) according to claim 1, characterized in that the bearing axis (22-1) of the first bearing (22) in the vehicle longitudinal direction (FL) and the bearing axis (24-1) of the second bearing (24) in the vehicle vertical direction (FH) is aligned.
4. Radaufhängung (10) nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das erste Lager (22) in Fahrzeughochrichtung (FH) betrachtet am un teren Ende des Federbeins (14) angeordnet ist. 4. Wheel suspension (10) according to one of claims 1 to 3, characterized in that the first bearing (22) viewed in the vertical direction of the vehicle (FH) is arranged at the lower end of the strut (14).
5. Radaufhängung (10) nach Anspruch 2, dadurch gekennzeichnet, dass das erste Lager (22) in Bezug auf seine Lagersteifigkeit derart ausge bildet ist, dass die Lagersteifigkeit in axiale und radiale Lagerichtung größer als die Torsionssteifigkeit ist, und dass das zweite Lager (24) in Bezug auf seine Lagersteifigkeit derart ausgebildet ist, dass die radia le Steifigkeit in Fahrzeugquerrichtung (FQ) größer als die radiale Stei figkeit in Fahrzeuglängsrichtung (FL) ist. 5. wheel suspension (10) according to claim 2, characterized in that the first bearing (22) is designed in terms of its bearing rigidity in such a way that the bearing rigidity in the axial and radial direction is greater than the torsional rigidity, and that the second bearing (24) is designed in such a way with regard to its bearing rigidity that the radial stiffness in the transverse direction of the vehicle (FQ) is greater than the radial stiffness in the longitudinal direction of the vehicle (FL).
6. Radaufhängung (10) nach Anspruch 3, dadurch gekennzeichnet, dass das erste Lager (22) in Bezug auf seine Lagersteifigkeit derart ausge bildet ist, dass die Lagersteifigkeit in axiale und radiale Lagerichtung größer als die Kardaniksteifigkeit ist, und dass das zweite Lager (24) in Bezug auf seine Lagersteifigkeit derart ausgebildet ist, dass die ra diale Steifigkeit in Fahrzeugquerrichtung (FQ) größer als die radiale Steifigkeit in Fahrzeuglängsrichtung (FL) ist. 6. Wheel suspension (10) according to claim 3, characterized in that the first bearing (22) in terms of its bearing rigidity is formed in such a way that the bearing rigidity in the axial and radial direction is greater than the cardanic rigidity, and that the second bearing ( 24) is designed with regard to its bearing rigidity in such a way that the radial rigidity in the transverse direction of the vehicle (FQ) is greater than the radial rigidity in the longitudinal direction of the vehicle (FL).
7. Radaufhängung (10) nach einem der vorgenannten Ansprüche, dadurch gekennzeichnet, dass das zweite Lager (24) in den Radträger (12) eingepresst ist, und dass das Federbein (14) einen in Fahrzeughochrichtung (FH) betrachtet un tere und einen oberen Ausleger (26-1 , 26-2) aufweist, zwischen denen das zweite Lager (24) angeordnet, wobei der untere und der obere Ausleger (26-1 , 26-2) jeweils eine Bohrung aufweisen und das zweite Lager (24) über einen die Bohrungen in den Auslegern (26-1, 26-2) und das zweite Lager (24) durchfassenden Lagerbolzen an das Fe derbein (14) angebunden ist. 7. Wheel suspension (10) according to one of the preceding claims, characterized in that the second bearing (24) is pressed into the wheel carrier (12), and that the strut (14) viewed in the vertical direction of the vehicle (FH) un tere and an upper Boom (26-1, 26-2), between which the second bearing (24) is arranged, wherein the lower and the upper boom (26-1, 26-2) each have a bore and the second bearing (24) over one of the bores in the arms (26-1, 26-2) and the second bearing (24) penetrating bearing bolts to the Fe derbein (14) is connected.
8. Radaufhängung (10) nach Anspruch 7, dadurch gekennzeichnet, dass das der obere Ausleger (26-2) als Federteller ausgebildet ist. 9. Radaufhängung (10) nach Anspruch 7 oder 8, dadurch gekennzeichnet, dass die beiden Bohrungen in Form von in Fahrzeugquerrichtung (FQ) er- streckende Langlöcher ausgebildet sind und dass der Lagerbolzen als eine Schraube mit Exzenterscheibe ausgebildet ist. 8. Wheel suspension (10) according to claim 7, characterized in that the upper arm (26-2) is designed as a spring plate. 9. Wheel suspension (10) according to claim 7 or 8, characterized in that the two bores are designed in the form of elongated holes extending in the transverse direction of the vehicle (FQ) and that the bearing pin is designed as a screw with an eccentric disk.
10. Radaufhängung (10) nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass der Radträger (12) über einen Adapter (28) mit dem am Federbein10. Wheel suspension (10) according to one of claims 1 to 8, characterized in that the wheel carrier (12) via an adapter (28) with the one on the strut
(14) angeordnetem ersten Lager (22) verbunden ist, wobei der Adap ter (28) zwei in Fahrzeugquerrichtung (FQ) erstreckende Langlöcher aufweist und der Radträger (12) über zwei die Langlöcher durchfas sende Schrauben mit dem Adapter (28) verbunden ist, wobei eine der Schrauben eine Exzenterscheibe aufweist. (14) arranged first bearing (22) is connected, the adapter (28) having two elongated holes extending in the transverse direction of the vehicle (FQ) and the wheel carrier (12) being connected to the adapter (28) via two screws passing through the elongated holes, one of the screws having an eccentric disk.
PCT/EP2021/058494 2020-04-02 2021-03-31 Wheel suspension for a motor vehicle WO2021198365A1 (en)

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US20020141817A1 (en) * 2001-03-28 2002-10-03 Zf Sachs Ag Knuckle bracket for a strut-type shock absorber
US20120219379A1 (en) * 2011-02-25 2012-08-30 Niwot Corporation, doing business as Specialty Products Company Adjustment Bolt for Adjusting Camber Angle

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Publication number Priority date Publication date Assignee Title
GB2034645A (en) * 1978-11-14 1980-06-11 Renault Front suspension assembly for a motor vehicle
US4844505A (en) 1987-10-23 1989-07-04 Toyota Jidosha Kabushiki Kaisha Suspension of vehicle
US4863187A (en) 1988-03-28 1989-09-05 Artz William P Camber adjustment device with finite camber adjustment settings
EP0370217A2 (en) * 1988-11-23 1990-05-30 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Suspension for a steerable vehicle wheel
US5192100A (en) * 1990-12-26 1993-03-09 Ford Motor Company Independent suspension with double isolated suspension unit
DE9306932U1 (en) * 1993-05-07 1993-07-08 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart, De
DE4340557A1 (en) 1993-11-29 1995-06-01 Porsche Ag Suspension
DE29610634U1 (en) * 1996-06-17 1996-10-10 Schmack Hendrawati Fall adjustment device
FR2789042A1 (en) * 1999-01-28 2000-08-04 Peugeot Adjusting mechanism for curve behavior of automobile rear axle wheel clip as function of shock absorber stroke has half axle with connections modifying positions of transverse arms connected to wheel pivot
US20020141817A1 (en) * 2001-03-28 2002-10-03 Zf Sachs Ag Knuckle bracket for a strut-type shock absorber
US20120219379A1 (en) * 2011-02-25 2012-08-30 Niwot Corporation, doing business as Specialty Products Company Adjustment Bolt for Adjusting Camber Angle

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