WO2022069287A1 - Essieu de véhicule, et véhicule - Google Patents

Essieu de véhicule, et véhicule Download PDF

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Publication number
WO2022069287A1
WO2022069287A1 PCT/EP2021/075858 EP2021075858W WO2022069287A1 WO 2022069287 A1 WO2022069287 A1 WO 2022069287A1 EP 2021075858 W EP2021075858 W EP 2021075858W WO 2022069287 A1 WO2022069287 A1 WO 2022069287A1
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WO
WIPO (PCT)
Prior art keywords
axle
vehicle
vehicle axle
transverse
distance
Prior art date
Application number
PCT/EP2021/075858
Other languages
German (de)
English (en)
Inventor
Titus Meier-Kraut
Andreas KAHNT
Original Assignee
Edag Engineering Gmbh
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 Edag Engineering Gmbh filed Critical Edag Engineering Gmbh
Priority to EP21778476.8A priority Critical patent/EP4222005A1/fr
Publication of WO2022069287A1 publication Critical patent/WO2022069287A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/08—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially transverse to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
    • B60G11/107—Sliding or rolling mountings
    • 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
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/051—Trailing arm twist beam axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/051—Trailing arm twist beam axles
    • B60G21/052—Mounting means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/20—Semi-rigid axle suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/20—Semi-rigid axle suspensions
    • B60G2200/23—Trailing arms connected by a U-shaped torsion bar
    • 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
    • B60G2202/10—Type of spring
    • B60G2202/11—Leaf spring
    • B60G2202/114—Leaf spring transversally arranged
    • 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
    • B60G2204/121—Mounting of leaf springs
    • 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
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • B60G2204/1434—Mounting of suspension arms on the vehicle body or chassis in twist-beam axles arrangement
    • 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
    • B60G2204/4104—Bushings having modified rigidity in particular directions

Definitions

  • the present invention relates to a vehicle axle, in particular a coupling arm axle for commercial vehicles, and a vehicle, in particular commercial vehicle, with such a vehicle axle.
  • transverse leaf springs In historical automobile construction, transverse leaf springs, so-called transverse leaf springs, were mainly used on rigid axles in production vehicles. Modern axle concepts also provide transverse leaf springs for independent wheel suspension with double wishbones or multiple links. With more modern semi-rigid axles, which are usually designed as so-called torsion beam axles, the wheel suspension has two drawn longitudinal rockers which are connected by a welded-in profile close to their axis of rotation. The profile is dimensioned in such a way that it twists when it springs back and forth. In the case of twist beam axles of this type, which are primarily to be found as rear axles in front-wheel drive vehicles, transverse leaf springs are not generally used, but mostly coil springs, and more rarely torsion bar springs as well.
  • axle concepts also use a torsion beam axle in conjunction with a transverse leaf spring, with a torsion member also being arranged close to the bearing points for the chassis, while the transverse leaf spring is provided close to the wheel carriers of the axle.
  • a relatively low spring ratio is associated with the torsion element of the axle body being arranged close to the bearing points.
  • the spring ends describe a relatively large stroke during compression and rebound, which, due to the spring geometry and the radius that the spring ends describe during springing, leads to changes in the slope of the kinematic trajectory.
  • lateral forces arise that force the trailing arms of the torsion beam axle to undergo lateral deformation.
  • torsion beam axles are designed to be stiff in the transverse direction, the system locks from a certain spring deflection.
  • axle concepts are essentially only suitable for light vehicles with a low permissible payload and low spring deflection on the rear axle.
  • DE 102007 051 470 A1 describes a torsion beam axle of a two-track vehicle, each with a wheel-guiding axle link that extends essentially in the longitudinal direction of the vehicle and is articulated on the vehicle body in a pivotable manner at the end, as well as an essentially rigid and torsionally elastic transverse profile. fil, which connects the two wishbones with one another, with the vehicle body ultimately being supported on the wheel carrier via a suspension spring element.
  • the transverse leaf spring is linked by additional coupling rods.
  • these coupling rods introduced additional components that are subject to wear, weight, hysteresis and deformation.
  • the coupling rods require a greater overall height.
  • DE 102011 116 034 A1 describes, for example, a wheel suspension device for a motor vehicle, with a wheel guide device and with a leaf spring device which is articulated at a first coupling point to a coupling device which is articulated to the wheel guide device at a second coupling point is.
  • shock absorbers in the usual axle designs are arranged very upright, ie in the vertical direction.
  • this arrangement requires a great deal of installation space, particularly in the vertical direction.
  • the object of the present invention is to provide a vehicle axle with optimized driving characteristics and a small installation space requirement.
  • a vehicle axle in particular a coupling arm axle for commercial vehicles, is provided with at least two axle links which extend essentially in a longitudinal direction and each have an articulation point for pivotable articulation on a chassis; with a transverse profile extending in a transverse direction, which connects the axle guides to one another and is firmly connected to the respective axle guide at a cross-connection area of the axle guides; and with a suspension device which is mounted on the respective axle guide in a bearing area of the axle guide; a first distance between the point of articulation and the bearing area of the wishbones being smaller than a second distance between the point of articulation and the cross-connection area of the wishbones.
  • a vehicle in particular a commercial vehicle, has a vehicle axle according to the invention.
  • the idea on which the present invention is based is to combine a vehicle axle with a suspension device in such a way that a transverse profile is further away from an articulation point than the suspension device. In this way, additional components such as coupling rods can be avoided and an adequate suspension function can nevertheless be ensured.
  • the installation space required in particular for the suspension device is optimized in this way, in particular in the vertical direction, so that the installation space saved can be made available to other components of the vehicle, in particular a loading space in the case of commercial vehicles.
  • the vehicle axle can preferably be designed with its axle base body as a coupling arm axle.
  • coupling arm axles offer greater lateral rigidity, since the transverse profile of coupling arm axles is located further away from the pivot point.
  • the transverse rigidity of the vehicle axle can also be significantly increased.
  • a coupling arm axle in an embodiment according to the invention offers the possibility of a large spring stroke ratio in order to keep the changes in the gradient of the trajectory of the spring ends as small as possible.
  • axles As an alternative to coupling arm axles, other basic axle types are also conceivable, which essentially have the same advantages as semi-rigid axles, in particular fewer bearing points compared to conventional independent wheel suspensions, fewer components, good wheel control properties, less installation space required in the vertical direction and significantly improved ride comfort properties compared to rigid axles offer, such as a torsion crank axle.
  • the axle guide and the transverse profile can be made from the same materials, preferably from a light metal, composite material or combinations thereof, or can be made from different materials. Other materials, for example reinforcing fibers or the like, can also be provided therein.
  • axle guide and the transverse profile are not limited to specific shapes, but can be designed, for example, as a solid profile, a closed hollow profile, an open hollow profile or the like.
  • the two Articulation points of the wishbones can either be mutually corresponding pivot axes in the transverse direction or two different oblique pivot axes, each of which enclose an angle in a range from 0° to about 45°, preferably from 0° to about 30°, in relation to the transverse direction. exhibit.
  • the first distance is defined as the distance between the pivot point and the bearing area of the wishbones.
  • a projected point in the imaginary extension of the suspension device as a reference point in the respective bearing area is decisive for determining the first distance.
  • a central axis of the suspension device can serve as the geometric center and thus for measuring the first distance.
  • an axis of rotation of the point of articulation can also serve as the geometric center and thus for measuring the first distance.
  • the second distance is defined as the distance between the pivot point and the transverse connection area of the wishbones.
  • a projected point in an imaginary extension of the transverse profile as a reference point in the respective cross-connection area is decisive for determining the second distance.
  • a central axis of the transverse profile can serve as the geometric center and thus for measuring the first distance.
  • the axis of rotation of the point of articulation can also serve as the geometric center and thus for measuring the second distance.
  • the storage area and the cross-connection area preferably do not overlap. However, the storage area and the cross-connection area may optionally overlap marginally in their overall extent in the longitudinal direction, where in these cases, the bearing area and the cross-connection area are located on different segments of the respective wishbone when viewed in cross-section of the wishbone, so that actual contact of the bearing area and the cross-connection area is avoided.
  • the suspension device can be positioned in relation to a wheel carrier on the wishbones in such a way that a spring ratio can be set between approximately 1.2 and 2.5.
  • the suspension device can contain various materials, such as metals, in particular steel, fiber-reinforced plastics, in particular GRP, CFRP or the like, other plastics, in particular elastomers, wood/natural fibers or the like.
  • the springing device can have a predetermined elongation at break. The material properties of the spring can thus influence the spring ratio.
  • the suspension device has a bending spring which extends essentially in the transverse direction and which is arranged between the axle links essentially parallel to the transverse profile and is designed for support on the chassis.
  • the suspension device can stiffen the vehicle axle in the transverse direction in addition to the suspension of the chassis.
  • the bending spring can in particular be designed as a directly connected transverse leaf spring. Such a design additionally increases the transverse rigidity of the axle, in particular in comparison to the use of coupling rods.
  • the spring rate can be relatively high, in particular by designing the bending spring to be particularly strong or, depending on the material used, with an increased number of layers (e.g. in the case of metal composites) or leaves (e.g. in classic steel leaf springs) or layers (e.g. fiber layers in fiber composite materials).
  • the vehicle axle can thus be stiffened even more in the transverse direction. This further improves the properties of the vehicle axle with regard to its use in commercial vehicles.
  • the number of components for the vehicle axle and the installation space required, in particular in the vertical direction, can thereby be reduced. Furthermore, a low center of gravity of the vehicle axle is achieved in this way when installed.
  • This embodiment of the vehicle axle is particularly advantageous for commercial vehicles, on the one hand to ensure the largest possible, easily usable loading area and on the other hand to provide a simple, robust design that requires little maintenance.
  • the spiral spring has a translationally movable connecting device, in particular a slide rail suspension, in the region of an axle center of the vehicle axle in the transverse direction, for connecting the spiral spring to a chassis. So can it must be ensured that a load of the chassis always acts on the spiral spring only essentially in a vertical direction and no moments or forces act on the spiral spring in the transverse direction.
  • the axle links each have a shock absorber which is articulated at a connection point in an end region of the axle link that is distal to the point of articulation.
  • the shock absorber can thus be installed under few constraints, in particular in different angular positions.
  • the shock absorber is preferably designed as a hydraulic telescopic shock absorber.
  • the axle links each have a wheel carrier or wheel bearing flange, with a third distance between the pivot point and a wheel center point of the wheel carrier being greater than the second distance or equal to the second distance.
  • the transverse rigidity of the vehicle axle can thus be significantly increased, since the wheel-side forces are introduced to the vehicle axle via the wheel carrier and, in particular, the transverse forces can be supported by the transverse profile.
  • connection point of the shock absorber is arranged in relation to the center of the wheel in a vertical direction at the same height or below the center of the wheel.
  • the connection point of the shock absorber can be provided behind and below the center of the wheel.
  • the space required for the vehicle axle in the vertical direction can be kept small, which is particularly advantageous when used in commercial vehicles.
  • the connection point is essentially round and/or oblique in a predetermined angular range, so that the shock absorbers can be mounted in this angular range obliquely to the longitudinal direction at the connection point. In this way, the shock absorbers can be mounted at an angle in the longitudinal direction.
  • the shock absorbers can be articulated behind and below the wheel center point of the wheel carrier in such a way that an articulation angle of the shock absorber in relation to the wishbone is reduced and an effective damper stroke is increased. Due to the installation position of the shock absorber close to the wheel carrier, this is advantageously possible without reducing the ground clearance.
  • the suspension device has an elastomer bearing for coupling to the bearing areas of the wishbones. Damping of the suspension device can be achieved in this way. Furthermore, stresses between the suspension device and the axle links can be reduced.
  • the elastomeric bearings are designed asymmetrically when viewed in cross section.
  • the elastomeric bearings are provided with an asymmetrically arranged recess, the recesses each being aligned towards one another in the transverse direction.
  • the recesses define a predetermined bearing clearance.
  • the suspension device is designed to be adjustable in the longitudinal direction relative to the axle links.
  • the spring stroke ratio can be variably adapted to changing requirements on the properties of the vehicle axle, for example as a function of the vehicle load or the road conditions.
  • the suspension device can be adjusted both while driving and at a standstill.
  • the suspension device can be controllable via a control device provided in the vehicle or wirelessly via a mobile control device.
  • the vehicle axle can have a drive device which is arranged and designed to move the suspension device linearly and to lock it in an end position.
  • the bearing area of the axle guide has a linear guide system for adjusting the suspension device.
  • the linear guide system can be used, for example, as a magnetic drive, in particular as a linear drive, as an electrical mechanical drive, in particular as a spindle drive, as a fluidic drive, as an electromechanical drive, in particular as a servomotor, or as a combination of two or more of these.
  • the elastomeric bearings are each coupled to the linear guide system of the axle guide. In this way, the additional components required for the adjustment can be kept to a minimum, and a high degree of adjustability can nevertheless be provided.
  • the elastomer bearings in particular in relation to their basic shape, are each designed in a cylindrical manner for coupling to the bearing area of the wishbone.
  • the basic shape can in particular be circular-cylindrical, possibly with an asymmetrically arranged recess.
  • the respective cylinder axis corresponds to a linear movement axis of the linear guide system.
  • a cylindrical inner ring of the elastomeric bearing can thus be arranged, for example, on a rail or a linkage along the linear movement axis.
  • the inner surface of the inner ring can be designed to match the outer geometry of the rail or the linkage.
  • the transverse profile has a rigid and torsionally flexible cross-section, in particular a horseshoe or U-profile cross-section.
  • the flexural rigidity and the torsional rigidity of the vehicle axle can be influenced in an even more precise manner, not only by the choice of material, but also by a suitable choice of profile.
  • the above configurations and developments can be combined with one another as desired, insofar as this makes sense. Further possible refinements, developments and implementations of the invention also include combinations of features of the invention described above or below with regard to the exemplary embodiments that are not explicitly mentioned. In particular, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the present invention.
  • FIG. 1 shows a schematic plan view of a vehicle axle according to an exemplary embodiment
  • FIG. 2 shows a schematic side view of the vehicle axle according to FIG. 1;
  • FIG. 3 shows a detailed view of a vehicle axle according to FIG. 2, shown in part;
  • FIG. 4 shows a detail of a plan view of the transverse connection area and wheel carrier of the vehicle axle according to FIG. 1;
  • FIG. 5 shows a schematic detailed view of a storage area according to an exemplary embodiment
  • 6 shows a schematic cross-sectional view of a spring device according to a further exemplary embodiment
  • FIG. 7 shows a schematic perspective view of a vehicle axle according to a further exemplary embodiment
  • FIG. 8 shows a schematic view of a vehicle axle according to a further exemplary embodiment
  • FIG 9 shows a vehicle with a vehicle axle according to an exemplary embodiment.
  • FIG. 1 shows a schematic plan view of a vehicle axle 1 according to an exemplary embodiment.
  • the vehicle axle 1 here comprises, for example, two axle guides 2, a transverse profile 4 and a common suspension device 6.
  • the vehicle axle 1 is designed in particular as a coupling arm axle for commercial vehicles.
  • the axle links 2 extend essentially in a longitudinal direction X. This corresponds to a longitudinal direction of the vehicle when it is installed in a vehicle.
  • the longitudinal direction X is defined by a body-fixed Cartesian coordinate system.
  • axle guides 2 each have an articulation point 3 for pivotable articulation on an undercarriage or chassis of a vehicle.
  • the point of articulation 3 can be designed as a cylindrical bearing connection.
  • the two articulation points 3 of the two axle links 2 can have pivot axes that correspond to one another or, as in the illustrated embodiment, have two different pivot axes 19 .
  • angular positions of the pivot axes are possible in a range from 0° to 45°, preferably from 0° to 30°, in relation to a transverse direction Y of the vehicle axle 1 running transversely, in particular perpendicularly, to the longitudinal direction.
  • an angular position in the illustrated embodiment is 12°.
  • the axle kinematics can be positively influenced, particularly with regard to the trajectory of wheels that can be mounted on the vehicle axle when deflecting.
  • these move slightly inward when there is a strong deflection and assume a predetermined slightly negative camber tendency, which is achieved by the angular position of the pivot axes 19 .
  • the transverse direction Y is defined by the coordinate system mentioned above. Furthermore, the axle links shown each have a kink of about 12° between the pivot point 3 and the bearing area 7 .
  • the axle links 2 can each have a shock absorber 10 which is articulated at a connection point 11 in an end region of the axle link 2 which is distal to the point of articulation 3 .
  • the shock absorber 10 can be designed as a hydraulic damper, as a pneumatic damper, in particular as an air spring damper, or as a friction damper.
  • the shock absorber can be used in the form of a lever shock absorber, a telescopic shock absorber, an axle damper or a spring-damper unit.
  • the embodiment shown is, for example, a hydraulic telescopic shock absorber that can be installed at the rear end of the axle at an angle in the longitudinal direction.
  • the suspension device 6 is mounted on the respective axle guide 2 in a bearing area 7 of the axle guide 2 .
  • a first distance A1 is defined as the distance between the point of articulation 3 and the bearing area 7 of the axle guide 2 .
  • the transverse profile 4 extends in the transverse direction Y.
  • the transverse profile 4 connects the axle guides 2 to one another and is firmly connected to the respective axle guide 2 at a cross-connection region 5 of the axle guides 2 .
  • a distance between the articulation point 3 and the cross-connection area 5 of the wishbone 2 is defined as a second distance A2.
  • the first distance is in each case smaller than the second distance between the articulation point 3 and the cross-connection area 5 of the wishbone 2.
  • a geometric center of the articulation point 3, of the bearing area 7 and of the cross-connection area 5 can be used to measure the first and second distance.
  • the center of the pivot axis 19 of the pivot point 3, a center axis 20 of the transverse profile 4 and a center axis 21 of the suspension device 4 can be used, so that the two are indicated by double arrows in FIG first and second distances result.
  • a geometric center can of course be defined differently, for example as a geometric center of gravity or center of the flow of forces of the bearing area and/or cross-connection area. If the bearing area in particular has a defined axis of rotation, a center point can also be used for the design.
  • the transverse profile 4 can have a rigid and torsionally flexible cross-section, in particular a horseshoe or U-profile cross-section.
  • the cross section can also be in the form of a hollow profile, an open profile or a combination of two or more of the aforementioned profile shapes.
  • the suspension device 6 can have a spiral spring 8 extending essentially in the transverse direction Y exhibit.
  • the bending spring 8 can be arranged between the axle guides 2 essentially parallel to the transverse profile 4 and designed for support on the chassis.
  • the bending spring 8 can be designed in particular as a transverse leaf spring.
  • the suspension device 6 is not limited to a spiral spring 8, in particular a transverse leaf spring, but can also include a plurality of spiral springs 8, which can be arranged next to one another or one above the other.
  • the spiral spring 8 can have a translationally movable connecting device 9 in the transverse direction Y in the region of an axle center M of the vehicle axle 1, in particular a slide rail suspension, for connecting the spiral spring 8 to a chassis.
  • the axle center M is to be understood in particular as a center between the axle links 2 in the longitudinal direction X, as illustrated in FIG.
  • the connecting device 9 can be positioned, for example, in a slot in the bending spring 8, which essentially extends in the transverse direction Y.
  • the connecting device 9 can preferably have two slide rails which extend parallel to the axis center M and each include two screws for connection to a chassis. Loads that are transmitted from or to a chassis act on the torsion spring 8 essentially in a vertical direction Z. Stresses and/or transverse forces when the suspension device 6 compresses in the transverse direction Y can thus be reduced.
  • the wishbones 2 also each have a wheel carrier 12 to which a wheel hub can be fastened.
  • the center point of a wheel hub that can be fastened to it is referred to as the wheel center point 13 of the wheel carrier.
  • a third distance A3 can be defined as the distance between the articulation point 3 and a wheel center 13 of the wheel carrier 12 .
  • the third distance can be greater than the second distance, for example.
  • the third distance may preferably be equal to the second distance.
  • FIG. 2 and 3 show a schematic side view of the vehicle axle 1 according to FIG. 1, FIG. 3 particularly showing a detailed view of a vehicle axle 1 according to FIG.
  • a fourth distance A4 can be defined as the distance between the articulation point 3 of the wishbone 2 and the connection point 11 of the shock absorber 10 .
  • the fourth distance can be greater than the third distance.
  • the fourth distance can be equal to the third distance.
  • FIG. 2 particularly illustrates a preferred connection angle of the shock absorber 10 of approximately 55° with respect to the longitudinal direction X in an installed state.
  • connection point 11 of the shock absorber 10 can be arranged below the wheel center 13 in relation to the wheel center 13 in the vertical direction Z.
  • the connection point 11 of the shock absorber 10 can also be arranged at the same height in relation to the wheel center 13 in the vertical direction Z.
  • the connection point 11 can be designed to be essentially round in a predetermined angular range.
  • the connection point 11 can be essentially inclined in the predetermined angular range, as in the illustrated embodiment be formed or beveled, with combinations with other geometric shapes are also possible.
  • the shock absorbers 10 can be mounted at the connection point 11 in the predetermined angular range obliquely to the longitudinal direction X, in particular in a large angular range of, for example, between 10° and 75° with respect to the longitudinal direction X.
  • Fig. 4 shows a detail of a plan view of the cross-connection area and axle support of the vehicle axle according to Figs. 1 to 3.
  • the transverse profile 4 can be connected to the axle guides 2 in a cohesive manner, in particular by welding.
  • the wheel carriers 12 can be connected to the wishbones 2 as an integral component or also in a materially bonded manner, in particular by welding.
  • other types of connection are also possible, which sufficiently transmit predetermined forces and/or moments.
  • FIG. 5 shows a schematic view of a storage area 7 according to an embodiment.
  • the suspension device 6 is designed to be adjustable here in the longitudinal direction X relative to the axle guides 2 .
  • the bearing area 7 of the axle guide 2 can have a linear guide system 16 for adjusting the suspension device 6 .
  • the linear guide system 16 can preferably be designed as a spindle drive, which is not shown here in detail for the sake of clarity.
  • the suspension device 6 here has a housing 17 in each of the bearing areas 7 .
  • the housing 17 can partially surround the suspension device 6 in the bearing area 7 .
  • the housing 17 can be designed in such a way that it can be adjusted by means of the linear guide system 16 together with the suspension device 6 relative to the axle guides 2 in the longitudinal direction X in the bearing area 7, in particular steplessly adjusted.
  • FIG. 6 shows a schematic cross-sectional view of a suspension device according to a further exemplary embodiment.
  • FIG. 1 This is a schematic front view of the section of a suspension device 6 with an asymmetrical elastomer bearing 14 of a vehicle axle shown in detail.
  • the suspension device 6 can each have an identical elastomer bearing 14 for coupling to the bearing regions 7 of the wishbones 2 .
  • the elastomeric bearings 14 can be designed asymmetrically viewed in cross section, in particular with an asymmetrically arranged recess 15 which defines a bearing clearance 22 in a predetermined direction, as shown here with a double arrow.
  • the recesses 15 are each aligned in the transverse direction Y towards one another.
  • the recess 15 can be adapted to the required characteristics for a different flexibility in the transverse, longitudinal and vertical direction, for example with other geometric shapes such as a circle, an ellipse, a polygon, a segment of a circle or similar shapes.
  • the elastomer bearing 14 can also be provided with a large number of recesses which are shaped either in the same way or differently.
  • the basic shape of the elastomer bearings 14 can each be cylindrical, in particular circular-cylindrical, for coupling to the bearing area 7 of the axle guide 2 .
  • Asymmetric recesses can also be provided.
  • the elastomer bearings 14 can each be coupled, for example, to the linear guide system 16 of the axle guide 2 according to the exemplary embodiment according to FIG.
  • the elastomer bearings 14 can each be designed in a suitable manner in the form of a cylinder, in particular a circular cylinder, for coupling to the bearing area 7 of the axle guide 2 , with the respective cylinder axis corresponding to a linear movement axis of the linear guide system 16 .
  • the elastomer bearing 14 can also be designed so that it can be adjusted in the longitudinal direction X relative to the housing 17 and the axle guides 2 in other exemplary embodiments.
  • the housing 17 can at least partially surround the bearing area 7 over an entire adjustment path along the linear movement axis of the linear guide system 16, in particular in the longitudinal direction.
  • FIG. 7 shows a schematic perspective view of a vehicle axle 1 according to a further exemplary embodiment. While in FIGS. 1 to 6 some of the features described are also applied in isolation to the vehicle axle 1, the exemplary embodiment according to FIG. 7 makes it clear that the features described above can also be completely combined with one another. In particular are here an elastomeric bearing 14 with a housing 17 as shown in FIG. 6 and a linear guide system 16 as shown in FIG. 5 combined with a vehicle axle 1 as shown in FIG. Nevertheless, the large number of possible combinations of the described features of the present invention is not limited to this combination by the exemplary embodiment according to FIG.
  • FIG. 8 shows a schematic view of a vehicle axle 1 according to a further exemplary embodiment.
  • the vehicle axle 1 here also comprises, for example, at least two axle links 2 which extend essentially in a longitudinal direction X and which each have an articulation point 3 for pivotable articulation on a chassis.
  • An extension essentially in the longitudinal direction also includes, as demonstrated in this embodiment, certain deviations that favor a desired kinematic and elastic behavior. For example, deviations in relation to the longitudinal direction X of up to 15°, preferably up to 10°, are possible and provided for in the illustrated embodiment.
  • the axle guides, together with the transverse profile and the spring device form a trapezoidal arrangement, which is particularly favorable for absorbing transverse forces.
  • the vehicle axle 1 in this exemplary embodiment has a transverse profile 4 which extends in a transverse direction Y and connects the axle guides 2 to one another.
  • the transverse profile 4 is firmly connected to the respective axle guide 2 at a cross-connection area 5 of the axle guide 2 .
  • the vehicle axle 1 includes a suspension device 6 which is mounted in a bearing area 7 of the axle guide 2 is mounted on the respective axle guide 2 .
  • the suspension device is, for example, a transverse leaf spring.
  • the transverse leaf spring is designed to be shorter than the transverse profile.
  • a first distance A1 between the pivot point 3 and the bearing area 7 of the axle link 2 is also smaller than a second distance A2 between the pivot point 3 and the cross-connection area 5 of the axle link 2.
  • the vehicle 100 is designed in particular as a utility vehicle. Furthermore, the vehicle 100 has a vehicle axle 1 according to the invention.
  • the vehicle axle 1 can be used, for example, as a rear axle in a commercial vehicle that requires a large amount of loading space. Alternatively or additionally, the vehicle axle 1 can be used as a front axle or center axle with customary modifications, depending on the number of axles of the vehicle 100 and the type of drive, in particular the driven axle of the vehicle 100.

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

Abstract

L'invention concerne un essieu de véhicule, en particulier un essieu à poutre de torsion, pour des véhicules utilitaires, comprenant au moins deux liaisons d'essieu qui s'étendent sensiblement dans la direction longitudinale et dont chacune a un point d'articulation pour s'articuler de manière pivotante sur un châssis ; une section profilée transversale qui s'étend dans la direction transversale et relie les liaisons d'essieu entre elles et qui est reliée de manière rigide à chaque liaison d'essieu au niveau d'une zone de liaison transversale respective des liaisons d'essieu ; et un dispositif à ressort qui est monté sur chaque liaison d'essieu dans une zone de support des liaisons d'essieu ; une première distance entre le point d'articulation et la zone de montage des liaisons d'essieu étant inférieure à une seconde distance entre le point d'articulation et la zone de liaison transversale des liaisons d'essieu.
PCT/EP2021/075858 2020-10-01 2021-09-21 Essieu de véhicule, et véhicule WO2022069287A1 (fr)

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DE102020212453.1A DE102020212453A1 (de) 2020-10-01 2020-10-01 Fahrzeugachse und Fahrzeug
DE102020212453.1 2020-10-01

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US20230339282A1 (en) * 2022-04-25 2023-10-26 Hyundai Motor Company Coupled torsion beam axle type rear suspension system

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DE1755620A1 (de) * 1967-07-07 1971-11-18 Ford Werke Ag Hinterrad-Aufhaengung fuer Kraftfahrzeuge
JP4403860B2 (ja) * 2004-03-30 2010-01-27 トヨタ自動車株式会社 車両懸架装置
FR2908081A1 (fr) * 2006-11-06 2008-05-09 Peugeot Citroen Automobiles Sa Traverse de train arriere de vehicule automobile
DE102007051470A1 (de) 2007-10-27 2009-04-30 Bayerische Motoren Werke Aktiengesellschaft Verbundlenkerachse eines zweispurigen Fahrzeugs
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DE102011110697A1 (de) * 2011-08-16 2013-02-21 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verbundlenkervorrichtung für ein Kraftfahrzeug
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EP3386782B1 (fr) * 2015-12-08 2020-07-15 Renault S.A.S. Essieu arrière de véhicule automobile comportant des moyens de retenue pour améliorer la liaison par collage d'une traverse en matériau composite avec les bras
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CN109484116A (zh) * 2018-12-17 2019-03-19 安徽江淮汽车集团股份有限公司 一种扭力梁车桥悬架总成

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230339282A1 (en) * 2022-04-25 2023-10-26 Hyundai Motor Company Coupled torsion beam axle type rear suspension system
US11820190B2 (en) * 2022-04-25 2023-11-21 Hyundai Motor Company Coupled torsion beam axle type rear suspension system

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