WO2022233513A1

WO2022233513A1 - Three-point link

Info

Publication number: WO2022233513A1
Application number: PCT/EP2022/058852
Authority: WO
Inventors: Sören KNOPP; Marco DI SARNO; Andre Stieglitz
Original assignee: Zf Friedrichshafen Ag
Priority date: 2021-05-03
Filing date: 2022-04-04
Publication date: 2022-11-10
Also published as: EP4334144A1; DE102021204420A1

Abstract

The invention relates to a three-point link (5) comprising a two-part central housing (13) with two housing parts (17) for receiving a central joint (11) in a receiving opening (21) formed in one of the two housing parts (17). The central housing (13) connects two link arms (12) together which are positioned at an adjustable angle (8) to each other, wherein the housing parts (17) are designed as identical parts with at least three lamellae (26) which are arranged in a mutually spaced manner in the axial direction, are assembled together so as to match on a plane extending perpendicularly to the vertical axis (25) of the central joint (11), and are connected together in a force-fitting manner, and each housing part (17) is designed to attach the link arm (12), which is designed as a separate component.

Description

three-point link

The invention relates to a three-point link according to the preamble of claim 1 . Furthermore, a chassis arrangement with a three-point link according to the preamble of claim 15 is the subject of the invention.

A three-point link of the type mentioned is known from FR 2 932 415 A1. There, a three-point link is disclosed which comprises a two-piece central housing with two housing parts for receiving a central joint in one of the two housing parts formed receiving opening Ge. The central housing connects two control arms, which are positioned at an adjustable angle to each other. The two housing parts and the two control arms are formed in one piece.

A disadvantage of the prior art is that when the extent of the link arms is adjusted in the longitudinal direction of the vehicle by varying the length of the link arms, various components must be manufactured and stored in order to be able to provide different vehicle and kinematic-related geometries of the three-point link.

Based on the prior art described above, it is now the task of the present invention to develop a three-point link of the type mentioned, which is characterized by simpler adaptation to different driving tools and kinematics-related geometries.

This object is achieved from a technical point of view starting from the preamble of claim 1 in conjunction with its characterizing features. The dependent claims that follow each specify advantageous developments of the invention. A chassis arrangement in which at least one three-point link according to the invention is used is also the subject of claim 15. According to the invention, a three-point link is proposed, comprising a two-part central housing with two housing parts for accommodating a central joint in a receiving opening formed by the two housing parts, the central housing connecting two control arms with one another, which are positioned at an adjustable angle to one another. According to the invention, it is provided that the housing parts are designed as identical parts with at least three axially spaced lamellae, which are assembled in a plane extending perpendicularly to the vertical axis of the central joint in an upturned manner and, in particular detachably, are non-positively connected to one another, and that the respective Housing part is set up for connecting the control arm, which is designed as a separate component. The design of the housing parts as identical parts according to the invention reduces the required manufacturing effort for a wishbone. The provision of at least three slats, which are fitted into one another on an envelope, contributes to improved power transmission if, after the angle has been set, the slats are non-positively connected to one another. It is particularly advantageous that the angle can be continuously adjusted. The design of the link arms as separate components that are to be connected to the respective housing part increases flexibility when adapting three-point links to different vehicle and kinematics-related geometries.

In particular, a sleeve with a radial outer flange can be arranged in the receiving opening, which is supported on the surface of a housing part. The sleeve serves to accommodate components of the central joint and to attach it to the central housing. At the same time, by fastening the sleeve to the central housing, the fixing of a set angle of the link arms to one another can be effected.

The sleeve can have a fastening section on its free end facing away from the outer flange, which is used for the detachable axial fixing of the sleeve on the central housing. The fastening section can preferably be designed as an externally threaded section, which serves to accommodate a fastening element. The fastening element is essentially ring-shaped. By means of the fastening element, the sleeve can be fixed to the central housing by clamping in the axial direction.

According to a preferred development, the fastening element can have a recess for receiving a sealing bellows on its outer lateral surface. The attachment of the sealing bellows can be designed as a material connection, i. H. the sealing bellows can be glued or vulcanized.

In particular, the lamellae can be designed essentially in the shape of a circular ring. The lamellae thus form the receiving opening, into which the sleeve can be used to measure the central joint. The essentially circular-cylindrical central housing forms the radially outer end faces of the superimposed lamellae.

The lamellae can preferably have a surface finish on at least one side, through which there is a frictional connection between adjacent lamellae of the housing parts. The lamellae can be designed with a friction surface on at least one side. The surface quality for forming a friction surface can be achieved by suitable mechanical processing or by applying a coating. As a result, in addition to the jamming of the slats by the sleeve and the fastening element, a frictional connection can also be generated, whereby an un-intended change in the set angle due to vibrations can be counteracted during operation.

Alternatively, a non-positive or materially bonded connection of the lamellae to one another can be provided by gluing. During the manufacture of the wishbone, the angle can be freely adjusted so that it is only fixed after an adhesive has hardened. Irrespective of the type of connection of the slats to one another, an angle between the link arms can be adjusted purely frictionally, without a form fit in the circumferential direction of the housing parts.

According to a further advantageous aspect, the axial distances between the lamellae can be chosen such that when the housing sections are assembled, the contact surfaces of the middle lamellae lie essentially in a plane with an equator of a joint ball of the central joint designed as a ball joint. A central plane of the housing parts extending in the vehicle longitudinal direction and vehicle transverse direction, which runs between the contact surfaces of the central slats, can essentially lie in the plane of the equator, so that a central offset in relation to the joint ball is minimal. Due to the minimized center offset, an uneven load on the link arms is avoided when the central joint absorbs tensile and compressive forces.

According to a preferred development, the spaces between the lamellae can have a radial extent that is greater than the outer diameter of the housing parts in the area of the receiving opening. As a result, it is sufficient that there is clearance for the rotation of the two housing parts in order to be able to make the, in particular stepless, angle adjustment during the manufacture of the wishbone or before or during assembly of the wishbone in the chassis arrangement.

For this purpose, the slats can protrude in sections into the spaces between the slats extending in the vehicle longitudinal direction and vehicle transverse direction, with a distance between the radial end faces of the slats and the bottom of the spaces.

Furthermore, the housing parts can each have a connecting section, which is used to arrange the separate link arms by means of a non-positive and/or positive and/or material connection. Thus, the link arms can be connected to the connecting sections by pressing.

Alternatively, the link arms can be connected to the connection sections by means of a hammer connection.

In particular, the link arms can be connected by gluing cuts with the Verbindungsab.

The object stated at the outset is also achieved by a chassis arrangement which comprises a three-point link which is designed according to one of the preceding claims. Reference may be made to the advantages of the three-point link according to the invention set out above.

The invention is not limited to the specified combination of features of the dependent claims or the claims dependent thereon. There are also possibilities of combining individual features with one another, even if they emerge from the claims, the following description of preferred embodiments of the invention or directly from the drawings.

Reference of the claims to the drawings by the use of reference numerals is not intended to limit the scope of the claims.

An advantageous embodiment of the invention, which is explained below, is shown in the drawings. It shows:

1 shows a chassis arrangement as an example and schematically;

2 is a schematic perspective view of a three-point link according to the invention;

Fig. 3 shows schematically an isometric view of a central housing of the three-point link; Fig. 4 is a schematic sectional view of a central joint of the three-point linker; and

Fig. 5 shows a schematic front view of the central housing according to Fig. 3.

Fig. 1 shows an example and schematically a chassis arrangement 1 with a ge drawn drive axle, which is designed as a rigid axle and has a rigid axle body 2. Relative to a positive vehicle longitudinal direction x, which corresponds to the forward direction of travel, the rigid axle is arranged behind a cross member 3 extending in a vehicle transverse direction y and on each side of the vehicle a support 4 extending essentially in a vehicle vertical direction z. In an upper link plane, based on the positive vehicle vertical direction z, the rigid axle is pulled by a V-shaped spread axle guide link that extends essentially in the vehicle longitudinal direction x and is designed as a three-point link 5 . The three-point link 5 is also referred to as a triangular link because of its specific geometry. The three-point link 5 is designed symmetrically in relation to a plane that is spanned by the vehicle longitudinal direction x and the vehicle vertical direction z, and has two joints 15 arranged at the ends of the link arms 12, via which the three-point link 5 is connected to the cross member 3 is. In addition, the three-point link 5 has a central joint 11 designed as a ball joint 22 with a central housing 13 for the rotatable and pivotable connection of the three-point link 5 to the rigid axle body 2 . The central housing 13 connects the two link arms 12 to one another. Rotating and swiveling movements are made possible by the ball joint 22 arranged inside the central housing 13 . The central joint 11 moves up and down essentially in the vehicle vertical direction z during the ferry operation due to the compression and rebound movements of the rigid axle body 2 . In a lower link level, the rigid axle is pulled by two trailing links 6 parallel to one another in the vehicle transverse direction y, each arranged on the outside of the vehicle and extending in the vehicle longitudinal direction x. The trailing arms 6 are each connected at one end to the rigid axle body 2 and at the other end to a lower force introduction region 7 of one of the two supports 4 . The end areas of the trailing arms 6 are opposite the lower force application area 7 and the rigid axle body 2 can each be pivoted about a pivot axis extending in the transverse direction y of the vehicle. The chassis arrangement 1 has a side member 9 per vehicle side, on which the rigid axle body 2 is supported via air springs. The two side members 9 extend parallel to one another in the vehicle longitudinal direction x and together with the cross member 3 are part of a vehicle frame 10. The terms vehicle longitudinal direction x, vehicle transverse direction y and vehicle vertical direction z are used below in the same way as in FIG.

The two joints 15 of the three-point link 5 are often connected to the side member 9 on the frame side at a wide distance from one another in the transverse direction y of the vehicle in order to optimally support the transverse forces of the loads introduced by the wheels or the rigid axle, e.g. when cornering. Due to this design, there is a vehicle and kinematics-related geometry for the three-point link 5, which can be described by the extension in the vehicle longitudinal direction x and an angle 8, also known as the spread angle, which is closed between the link arms 12. While the extension in the vehicle longitudinal direction x can essentially be adjusted by varying the length of the link arms 12, the angle 8 is essentially determined by the central housing 13 on which the link arms 12 are arranged. The central housing 13 is set up so that the link arms 12 can be positioned at an adjustable angle 8 to one another. The joints 15 can be designed, for example, as a rubber-metal joint, as a ball joint or as a molecular joint.

In Fig. 2 is a perspective view of a three-point link 5 according to the invention is shown schematically. The three-point link 5 is articulated on a flange plate 14 in the area of the central joint 11 . An elastic sealing bellows 16 is located in the area below the central housing 13 and above the flange plate 14 in order to protect the central joint 11 from dirt and penetrating moisture. The central housing 13 consists of two housing parts 17. The two housing parts 17 are designed as identical parts. The central housing 13 formed from the two housing parts 17 has an essentially circular-cylindrical body 20 . The central housing 13 is coaxial with the vertical axis 25 of the ball joint 22 arranged. On the flange plate 14 facing away from the top of the central housing ses 13, a cover 18 is arranged, which closes a ver for receiving the ball joint 22 in a receiving opening 21 formed by the two housing parts 17.

At their ends facing away from the central housing 13, the housing parts 17 each have a connecting section 19, which is used to arrange the link arms 12 by means of a non-positive and/or positive connection. The link arms 12 can be connected to the connecting sections 19 by pressing. Alternatively, the link arms 12 can be connected to the connection sections 19 by means of impact connection. Alternatively or additionally, an adhesive connection can be provided for fastening the link arms 12 to the connecting sections 19 . In the embodiment shown in Fig. 2, the link arms 12 are connected to the connecting sections 19 by a spline. The teeth of the spline run transversely, i.e. at a right angle, to the vertical axis 25.

The representation in Fig. 3 shows a schematic isometric view of the central housing 13 of the three-point link 5. The two housing parts 17 forming the central housing 13 are designed with at least three axially spaced fins 26, which are arranged coaxially to the vertical axis 25 of the ball joint 22. The lamellae 26 are essentially in the form of a circular ring. The lamellae 26 of the two housing parts 17 are assembled in an upturned manner in a plane extending perpendicularly to the vertical axis 25 of the central joint 11 . For this purpose, the lamellae 26 have a matching shape, so that they fit together for the formation of the circular-cylindrical body 20 of the central housing 13 on the envelope. The slats 26 are flexible in the vehicle vertical direction z. The lamellae 26 of the two housing parts 17, which are assembled in an envelope, form a lamellar packet.

Each lamella 26 preferably has an identical width 27, ie extension in the vehicle vertical direction z, and an identical axial distance z in the vehicle vertical direction from 28 to each other, so that the lamellae 26 of the two housing parts 17 as can be plugged into one another when interlocking. Alternatively, the lamellae 26 can have different widths 27, at least in part. For example, in an arrangement of three slats, the two outer slats 27 can have a width that differs from the inner slat 27 . The slats 26 merge, viewed in the vehicle longitudinal direction x, into the connecting section 19 that extends in the vehicle vertical direction z.

At least one inner side 30 as a contact surface of the respective mutually facing lamellae 26 of a respective housing part 17 has a surface finish through which a frictional connection between neigh th lamellae 26 of the housing parts 17 is made. The surface quality required for the frictional connection can be achieved by a coating or by suitable processing of the surface of the lamellae 26 . Between the mutually facing inner sides 30 of the lamellae 26 of the lamella pack form parting planes of the housing parts 17 .

In the receiving opening 21, a sleeve 31 is arranged with a radial outer flange 32 at. The sleeve 31 is supported with the outer flange 32 on the surface of one of the housing parts 17 or the outer lamella 26 .

The illustration in FIG. 4 shows a schematic sectional view of the central joint 11 of the three-point link 5. On the flange plate 14 there is a pin 23 with a joint ball 24 which extends in the vehicle vertical direction z. Furthermore, a bearing shell 33 is arranged in the sleeve 31 . The bearing shell 33 is supported on its side facing the pin 23 on a radial shoulder 34 in the sleeve 31 . The sleeve 31 can have a conical running inner wall 35 in the area of the pin 23 . On the opposite side, the bearing shell 33 is secured against axial displacement along the high axis 25 by means of a retaining ring 36 . The bearing shell 33 is used for the rotatable and pivotable bearing of the joint ball 24 and for this purpose encloses the joint ball 24 in the area of its equator 37. The equator 37 represents the circumferential line with the largest diameter of the joint ball 24 when viewed in the vertical direction z of the vehicle. The middle of the Joint ball 34 lies in the extension of the longitudinal axes of the link arms 12. In In the exemplary embodiment shown, the longitudinal axes of the link arms 12 and the equator 37 coincide. The sleeve 31 accommodating the joint ball 24 is accommodated in equal parts by the two housing parts 17 and fixed by a fastening element 39 .

On the flange plate 14 facing underside of the sleeve 31, which protrudes in sections in the axial direction beyond the central housing 13, a thread section 38 designed as an external fastening section is arranged. The essentially ring-shaped fastening element 39 is screwed onto the external thread section 38 . The sleeve 31 is fixed axially on the central housing 13 by clamping by means of the fastening element 39 .

In particular, the sleeve 31 is arranged axially to the longitudinal axis of the link arms 12 . The sleeve 31 is inserted into the two housing parts 17 by means of a fit, at least with a transition fit.

The fastening element 39 has a recess 40 for receiving the sealing bellows 16 on its outer lateral surface. A further recess 42 or groove is provided on the flange 41 arranged on the flange plate 14, in which a lower end of the sealing bellows 16 is accommodated. The attachment of the sealing bellows 16 can be designed as a material connection, d. H. the sealing bellows 16 can be glued or vulcanized.

In Fig. 5 is a front view of the central housing 13 shown in FIG. 3 is shown schematically. The mutually facing contact surfaces or inner sides 30 of the central lamellae 26 of the two housing parts 17 lie essentially in the plane of the equator 37 of the joint ball 24. A center plane 43 of the housing parts 17 spanned in the vehicle longitudinal direction x and vehicle transverse direction y also lies essentially in the plane of the Equator 37, so that a center offset relative to the joint ball 24 is minimal. Due to the minimized center offset, un uniform loading of the link arms 12 is avoided when absorbing tensile and compressive forces through the central joint 11 . The central plane 43 coincides with a dividing plane of the two housing parts 17 and is in particular exactly in the Level of the equator 37. This parting plane of the two housing parts 17 can also lie in a plane with the middle of the link arms 12.

The slats 26 protrude in sections in vehicle longitudinal direction x and vehicle transverse direction y extending spaces 29 between the slats 26, where at a radial distance 45 between radial end faces of the slats 26 and egg nem bottom 44 of the spaces 29 is. The radial distance 45 enables the housing parts 17 to be rotated about the vertical axis 25 in order to be able to set the angle θ.

The section with the lamellae 26 is adjoined on the outer sides of the housing parts 17 parallel to the vehicle transverse direction y by a transition area 45 which merges into the respective connecting section 19 of the housing parts 17 . The respective transition region 46 has a widening profile as seen in the vehicle vertical direction z. The extent of the lamellar package consisting of the lamellas 26 joined together in an overlapping manner in the vertical direction z of the vehicle is smaller than the extent of the respective connecting section 19.

During assembly of the wishbone 5, the slats 26 of the two housing parts 17 designed as identical parts are plugged into one another, so that the slats 26 are assembled in an upturned manner in a plane extending perpendicularly to the vertical axis 25 of the central joint 11. The laminations 26 assembled in this way form the central housing 13 . The sleeve 31 is then inserted into the central housing 13 . The housing parts 17, which can be pivoted about the vertical axis 25, allow a flexible, in particular stepless, adjustment of the angle 8. The adjustment and fixing of the angle 8 takes place by means of a purely non-positive fit and in the circumferential direction of the housing parts 17 without a form fit. By screwing the fastening element 39 onto the externally threaded portion 38 of the sleeve 31, an at least non-positive or frictional connection due to the surface quality of the slats 26 is caused by the jamming. An exclusively axial clamping is provided for connecting the housing parts 17 . Bezuqszeichen chassis assembly Rigid axle body crossmember support three-point link trailing arm force application area angle longitudinal member vehicle frame central joint link arm central housing flange plate molecular joint sealing bellows housing part cover connecting section body receiving opening ball joint pin joint ball vertical axis lamella width distance gap inside sleeve 32 outer flange

33 bearing shell

34 paragraph

35 inner wall

36 locking ring

37 equator

38 male thread section

39 fastener

40 recess

41 flange

42 recess

43 midplane

44 floor

45 distance

46 Transition area x vehicle longitudinal direction y vehicle transverse direction z vehicle vertical direction

Claims

patent claims

1 . Three-point link (5), comprising a two-part central housing (13) with two Ge housing parts (17) for receiving a central joint (11) in one of the two housing parts (17) formed receiving opening (21), wherein the central housing (13) has two link arms ( 12) to one another which are positioned at an adjustable angle (8) to one another, characterized in that the housing parts (17) are designed as identical parts with at least three axially spaced fins (26) which are arranged in a direction perpendicular to the vertical axis ( 25) of the central joint (11) are assembled on an envelope and are non-positively connected to one another, and that the respective housing part (17) is designed to connect the control arm (12) designed as a separate component.

2. Three-point link (5) according to claim 1, characterized in that in the receiving opening (21) a sleeve (31) with a radial outer flange (32) is arranged, which is supported on the surface of a housing part (17).

3. Three-point link (5) according to claim 2, characterized in that the sleeve (31) has a fastening section (38) on its free end facing away from the outer flange (32), which is used for the detachable axial fixing of the sleeve (31) on the central housing (13) serves.

4. Three-point link (5) according to claim 3, characterized in that the fastening supply section (38) is designed as an externally threaded section, which the acquisition of a fastening element (39) is used.

5. Three-point link (5) according to claim 4, characterized in that the fastening element (39) has a recess (40) for receiving a sealing bellows (16) on its outer lateral surface.

6. Three-point link (5) according to any one of the preceding claims, characterized in that the lamellae (26) are designed essentially in the shape of a circular ring.

7. Three-point link (5) according to one of the preceding claims, characterized in that the lamellae (26) have a surface finish on at least one side, through which there is a frictional connection between adjacent lamellae (26) of the housing parts (17).

8. Three-point link (5) according to one of the preceding claims, characterized in that an adjustment of an angle (8) between the link arms (12) purely non-positively, in the circumferential direction of the housing parts (17) takes place without positive locking.

9. Three-point link (5) according to one of the preceding claims, characterized in that axial distances (28) of the slats (26) to one another are selected such that when the housing parts (17) are in the assembled state, the contact surfaces (30) of the middle slats (26) lie essentially in a plane (43) with an equator (37) of a joint ball (24) of the ball joint (22).

10. Three-point link (5) according to one of the preceding claims, characterized in that the spaces (29) located between the lamellae (26) have a radial extension which is greater than the outer diameter of the housing parts (17) in the region of the receiving opening (21 ) is.

11. Three-point link (5) according to claim 10, characterized in that the slats (26) protrude in sections into the vehicle longitudinal direction (x) and vehicle transverse direction (y) extending spaces (29) between the slats (26), wherein there is a distance (45) between radial end faces of the lamellae (26) and a bottom (44) of the intermediate spaces (29).

12. Three-point link (5) according to one of the preceding claims, characterized in that the housing parts (17) each have a connecting section (19) which serves to arrange the separate link arms (12) by means of a non-positive and/or positive connection .

13. Three-point link (5) according to claim 12, characterized in that the Len kerarme (12) are connected by pressing with the connecting sections (19).

14. Three-point link (5) according to claim 12, characterized in that the Len kerarme (12) are connected to the connecting sections (19) by means of impact connection.

15. Chassis arrangement (1) comprising a three-point link (5), characterized in that the three-point link (5) is designed according to one of the preceding claims.