WO2017220589A1 - Suspension d'essieu avant d'un véhicule automobile - Google Patents

Suspension d'essieu avant d'un véhicule automobile Download PDF

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Publication number
WO2017220589A1
WO2017220589A1 PCT/EP2017/065106 EP2017065106W WO2017220589A1 WO 2017220589 A1 WO2017220589 A1 WO 2017220589A1 EP 2017065106 W EP2017065106 W EP 2017065106W WO 2017220589 A1 WO2017220589 A1 WO 2017220589A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailing arm
wheel
arm
link
vorderachsradaufhängung
Prior art date
Application number
PCT/EP2017/065106
Other languages
German (de)
English (en)
Inventor
Norbert Deixler
Roland König
Alfred Pruckner
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
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 Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Publication of WO2017220589A1 publication Critical patent/WO2017220589A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/12—Constructional features of arms with two attachment points on the sprung part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/15—Constructional features of arms the arm being resilient

Definitions

  • the invention relates to a Vorderachsradaufhfitung a motor vehicle according to the preamble of claim 1.
  • a Vorderachsradaufhfitung a motor vehicle according to the preamble of claim 1.
  • GB 2529870 A for the state of the art.
  • the vehicle body-side storage of the three-point handlebars must absorb both transverse and longitudinal forces and that the storage ideally should be designed to be as soft as possible in the vehicle longitudinal direction and as hard as possible in the vehicle transverse direction, creates a conflict of objectives between acoustics and comfort. Therefore, it may be appropriate to create a separation of the two functions transverse stiffness and longitudinal elasticity by the resolution of the three-point handlebar. For example, if the lower three-point link is replaced by two two-point links, one at a cross and another at an angle, the two functions (transverse rigidity and longitudinal elasticity) are separated by pure tensile or compressive force transmission.
  • a commonly used in practice solution for the mentioned resolution of the three-point handlebar is shown in GB 2529870 A.
  • a dissolved three-point handlebar is shown, in which the trailing arm is not mounted on the wheel, but with a rubber mount on the control arm.
  • the wishbone is characterized only in the vehicle transverse direction and the semi-trailing arm only in the direction which arises from the virtual connection line between the wheel carrier side bearing of the control arm and the body-side mounting of the trailing arm loaded.
  • the kinematics points remain unchanged.
  • the compromise between the acoustics and driving dynamics can be resolved by resolving the three-point handlebar.
  • a disadvantage of this design is that the bearing point of the trailing arm on the wishbone for space or package reasons is difficult to implement in some vehicle variants.
  • the rim may require this space in a wide Radaustsch.
  • the transverse link must be made comparatively large in its cross-section or in its width. It should be avoided be that the bearing point of the trailing arm on the control arm in the virtual Kauslinnie from the vehicle body side and Radmoi constitutionalen bearing of the control arm is. Because if this were the case, the trailing arm could additionally apply a bending moment to the wishbone. This width or cross-sectional enlargement or this enlarged version of the control arm for connecting the semi-trailing arm can in turn lead to Baurraum- or space problems. Not least can occur by the elastokinematic displacement of the bearing points under forces anyway (usually minor) bending moments in the control arm, which is why this is as stiff as possible and thus built relatively large in the prior art.
  • Vorderachsradaufhfitung a motor vehicle, which has at least two wheel-guiding arm, wherein a first link is designed as a wishbone and a second link as a semi-trailing arm.
  • the wheel suspension comprises a wheel carrier on which at least one of the wheel-guiding links is articulated and wherein the wheel-guiding links connect the vehicle body with the wheel carrier.
  • the said wishbone is connected to the wheel carrier side on the semi-trailing arm.
  • the terms “wishbone” and “semi-trailing arm” describe the orientation of the two handlebars.
  • the orientation of the handlebars transversely, longitudinally or obliquely to the direction of travel or transversely or obliquely to the vehicle or in the vehicle longitudinal direction.
  • the handlebars can then transmit forces in vehicle transverse, vehicle longitudinal or in both directions.
  • the wishbone at least approximately arranged transversely to the vehicle longitudinal direction and transmits predominantly forces in the transverse direction
  • the trailing arm is oriented obliquely to the vehicle longitudinal direction and forces in both directions (ie transversely and longitudinally) can transmit.
  • the term "vehicle body” includes the vehicle body and / or the axle carrier, in particular the front axle carrier, of the motor vehicle.
  • the axle beam also known as subframe, integral frame or subframe, is a structural part which typically does not accommodate the wheel control links (with, for example, rubber bearings), the stabilizer, the power plant and some other components that do not require assembly, body loading, comfort and stiffness requirements should be attached directly to the body or the body.
  • a front axle can thus be regarded as part of the front axle, on which accordingly (among other things) the Rad Equipmentslenker the front axle are stored.
  • the transverse link and the semi-trailing arm are arranged in a lower link plane.
  • the wheel-guiding links are thus in a plane spanned by them, which is provided below the wheel axis of rotation viewed in the vertical axis of the vehicle.
  • the wheel-guiding links connect the vehicle body with the wheel carrier either directly or indirectly.
  • a indirect connection exists for example when a handlebar is mounted on another handlebar, which is then itself connected to the wheel carrier.
  • a handlebar is mounted on another handlebar, which is then itself connected to the wheel carrier.
  • one end of the handlebar or one point on the handlebar is connected to the wheel carrier (directly or indirectly) while the other end or point is connected to the vehicle body (directly or indirectly)
  • there is a vehicle body side and a Radmoirede storage for each link even if the handlebar may not be directly connected to the wheel or the vehicle body.
  • the construction according to the invention and explained further below between the wishbone and the trailing arm describes a resolution of a three-point link as already explained above.
  • this resolution of the three-point handlebar is done in two two-point handlebars, so called the wishbone and semi-trailing arm.
  • the wishbone is preferably a two-point link.
  • a two-point handlebar represents one of the simplest handlebar constructions. It comprises two storage or connection points (for example, by ball joints and / or rubber mountings) and each reduces one degree of freedom of the wheel carrier. So if the wheel carrier is guided, for example, with five two-point handlebars, only one degree of freedom remains for the wheel movement.
  • the wishbone is (at least approximately) arranged transversely to the wheel plane and thus is only more or predominantly loaded in the vehicle transverse direction or by lateral forces.
  • the wishbone or its storage can thus assume the function of a sufficiently high transverse rigidity.
  • the semi-trailing arm is also preferably designed as a two-point link (as explained above). To ensure the Radeinschlages the semi-trailing arm is particularly preferably executed sickle-shaped or boomerang-shaped. However, there is no Bauraum- or collision problem with the vehicle or the wheel rim when Radeinschlag, so the semi-trailing arm can also be designed as a bar counter or rod-shaped. This is in particular in the direction which arises from the (virtual) connection between the wheel carrier side and Radup scheme remedyen bearing point of the trailing arm loaded.
  • the semi-trailing arm or its storage can thus assume the function of a sufficient or suitable longitudinal elasticity.
  • the trailing arm is mounted at least slightly articulated on the wheel carrier and on the vehicle body.
  • the wheel carrier side bearing is preferably taken over by a ball joint and the vehicle body side storage preferably by a rubber bearing.
  • the transverse link is mounted at least slightly articulated on the trailing arm and on the vehicle body.
  • the mounting of the control arm on the semi-trailing arm is designed such that a (at least minimal) rotational movement or elasticity about the vehicle vertical axis of the two links is made possible relative to each other.
  • the wheel carrier side mounting of the control arm is realized with a rubber bearing.
  • the wishbone is preferably mounted by means of a rubber bearing.
  • the inventive bearing of the control arm on the trailing arm is at least approximately on the virtual connecting line of the wheel carrier bearing points of the trailing arm and the vehicle body side mounting of the control arm.
  • the wishbone is mainly with lateral forces or lateral forces, so due to its mounting position only on train and Pressure, applied, without the semi-trailing arm must be designed to be larger in its width or in its cross section. Due to the resulting strict separation or division of the recording of the transverse and longitudinal forces on the two links, the wishbone can be designed as a simple rod counter order so compared to the prior art in its cross section significantly smaller and lighter.
  • the (wheel carrier) mounting of the control arm on the trailing arm is at least approximately on the (possibly virtual) connecting line of the two mounting points (ie on the wheel carrier and on the vehicle body) of the trailing arm.
  • the wheel carrier side mounting of the transverse link and the wheel carrier side mounting of the oblique link are at least approximately at or at the same point.
  • the wheel carrier side mounting of the control arm on the trailing arm is at least approximately at the same point as the storage of the trailing arm on the wheel.
  • the two bearings are axially aligned or even stored on the same axis.
  • the wheel carrier side rubber bearing of the control arm above or on (viewed from the vertical axis of the vehicle) or also (viewed from the vehicle transverse or longitudinal direction) of the wheel carrier bearing (which is executed, for example, ball joint) may be appropriate.
  • the wheel carrier side mounting of the control arm is in the immediate vicinity of the wheel carrier side mounting of the semi-trailing arm.
  • the two bearings mentioned by the proximity to each other even in contact.
  • the wishbone is designed in a preferred embodiment of the invention as a narrow rod counter. Due to the construction according to the invention, the wishbone is mainly subjected to lateral forces, which is why this may be smaller in its cross-section and thus narrower in its design. For example, this can be designed as a metal sheet or as a flat, sheet-like component. Also conceivable is a lightweight (possibly fiber-reinforced) plastic or aluminum construction. Thus, both weight and space can be saved in an advantageous manner.
  • the storage of the control arm on the trailing arm especially for reasons of space, easier to implement than the known from the prior art storage of the trailing arm on the control arm. Because by a bearing of the control arm on the semi-trailing arm on the virtual connecting line between the wheel carrier side mounting of the trailing arm and the vehicle body side mounting of the control arm, the trailing arm can serve in its cross section unchanged as a connection point for the control arm and does not need, as in the control arm known from the prior art, to be built tall.
  • the wishbone is rigidly connected to the semi-trailing arm.
  • a rigid connection means a connection which does not allow any relative movements or relative rotations (of the connection point) of the transverse link to the semi-trailing link.
  • a rubber bearing permits a (elastic) relative movement of the connection point of the control arm to the semi-trailing arm, which is why a connection with a rubber bearing is not considered to be "rigid.”
  • a screwing, welding, gluing or riveting does not allow any relative movements or twisting
  • a rigid connection is provided if the wishbone and the oblique link together represent a one-piece component.
  • the wishbone in a preferred embodiment of the invention is made flexible.
  • Flexible means in the context of this invention that the wishbone with respect to the vehicle vertical axis flexurally soft or elastic, but is formed kink-resistant in any direction.
  • Particular preference is given to a sheet metal construction of the wishbone, wherein the flat side of the sheet in installation position of the arm is (at least approximately) arranged perpendicular to the lower arm level. This is preferred because it allows a flexibility of the control arm about the vehicle's vertical axis (relative to the semi-trailing arm). So can on advantageous manner, the joint function shifted in the flexible wishbone and the cost of an additional joint or bearing can be saved.
  • the wishbone and the semi-trailing arm form a common one-piece component.
  • the two handlebars are brought by bending material in their mounting position in the vehicle.
  • the wishbone and the semi-trailing arm can be made in one piece, preferably from a sheet-metal construction. Subsequently, the wishbone can be bent or folded by the trailing arm so that the flat surface or side of the sheet metal construction of the control arm is (at least approximately) arranged perpendicular to the flat side or surface of the sheet metal construction of the trailing arm.
  • the control arm can be bent or folded by the trailing arm so that the flat surface or side of the sheet metal construction of the control arm is (at least approximately) arranged perpendicular to the flat side or surface of the sheet metal construction of the trailing arm.
  • FIG. 1 and Figure 2 show two inventive and schematically illustrated embodiments of the handlebar of the suspension in a plan view.
  • FIG. 3 shows a further exemplary embodiment of the links of the wheel suspension according to the invention in a schematic three-dimensional view.
  • Figure 4 and in Figure 5 state of the art designs are also shown in a plan view of the handlebars. II
  • Figure 1 shows an embodiment of a handlebar composite combination of the suspension of the invention.
  • the lower arm level of a suspension is shown in a plan view, which comprises two two-point handlebars.
  • the first link is designed as a transverse link 2 and the second link as a sickle-shaped semi-trailing arm 1.
  • the control arm 2 is arranged on the wheel carrier side by means of a rubber bearing 6 on the semi-trailing arm 1 and mounted on the non-illustrated vehicle body with a further rubber bearing 3.
  • the semi-trailing arm 1 is in turn mounted by means of a ball joint 5 on the wheel carrier not shown itself and mounted by means of a rubber bearing 4 on the vehicle body.
  • This concrete example shows a resolution of a three-point link 10, as known from the prior art and shown in Figure 5.
  • the three-point link 10 of Figure 5 is mounted by means of two rubber bearings 1 1, 4 on the vehicle body and by means of a hinge 9 on the wheel.
  • the control arm 2 and the semi-trailing arm 1 dissolved.
  • the wishbone 2 is only more or predominantly acted upon by lateral forces in the vehicle transverse direction Q, while the semi-trailing arm 1 by forces in the direction of the virtual connecting line D between the ball joint 5 and the rubber bearing 4 (ie both in the vehicle transverse direction Q and in the vehicle longitudinal direction L ) is charged.
  • the inventive embodiment of Figure 1 is weight-reduced and space-saving design.
  • the resolution of the three-point link is also realized by two two-point link, in which, however, the semi-trailing arm 1 on the Wishbone 2 is connected to the wheel carrier.
  • This has the disadvantage that the transverse link 2 in cross section or in its width comparatively (to control arm 2 of Figure 1) is formed large. This is necessary to avoid that the connection point 7 of the semi-trailing arm 1 on the control arm 2 is located on the virtual connecting line between the joint 8 and the rubber bearing 3, since otherwise the wishbone could be subjected to high bending forces.
  • the embodiment of Figure 1 solves this problem by the wishbone 2 is connected according to the invention on the semi-trailing arm 1.
  • the semi-trailing arm 1 does not have to be made larger in cross-section or width, as it is even preferable to place the attachment point or rubber mount on the virtual connecting line V between the wheel carrier side ball joint 5 and the vehicle body side rubber mount of the control arm 3.
  • the wishbone can be significantly narrower and designed as a simple rod construction due to the construction according to the invention (in comparison to the wishbone from FIG. 4).
  • FIG 3 another embodiment of the two links (wishbone 2 and semi-trailing arm 1) is shown in a suspension according to the invention.
  • the wishbone 2 and the semi-trailing arm 1 are produced as a common one-piece sheet-metal component.
  • the semi-trailing arm 1 or the part of the common component which forms the trailing arm 1 is mounted on the wheel carrier, not shown, with a joint 5, while the transverse link 2 or the part of the common component which forms the transverse link 2, rigidly on the semi-trailing arm. 1 is connected.
  • the connection arises from the fact that the wishbone 2 and the semi-trailing arm 1 form a common one-piece component and were made in one piece in a common original molding process.
  • both the wishbone 2, and the semi-trailing arm 1 are made as a sheet-like, sheet-like construction.
  • the flat side of both (sheet-like) handlebars is located after their manufacturing process in the lower arm level or they span this plane together.
  • the transverse link 1 is then folded at its production with its flat side perpendicular to the flat side of the trailing arm 2 in its installation position or bent or bent.
  • the wishbone 2 is thus (in the installed state) perpendicular to the lower arm level or the flat side of the semi-trailing arm first
  • a sufficient flexibility or bending of the (sheet-like) transverse link 2 can be ensured around the vehicle vertical axis, without a separate storage of this is necessary on the semi-trailing arm 1.

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

Abstract

L'invention concerne une suspension d'essieu avant d'un véhicule automobile, laquelle comprend au moins deux bras oscillants (1, 2), un premier bras oscillant étant réalisé sous la forme d'un bras oscillant transversal (2) et un deuxième bras oscillant étant réalisé sous la forme d'un bras oscillant incliné (1). En outre, la suspension d'essieu avant comporte un support de roue sur lequel au moins l'un des bras oscillants (1, 2) est monté de manière articulée, les bras oscillants (1, 2) reliant le support de roue à la carrosserie du véhicule. Le bras oscillant transversal (2) est attaché au bras oscillant oblique (1) côté support de roue.
PCT/EP2017/065106 2016-06-23 2017-06-20 Suspension d'essieu avant d'un véhicule automobile WO2017220589A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016211291.0A DE102016211291A1 (de) 2016-06-23 2016-06-23 Vorderachsradaufhängung eines Kraftfahrzeuges
DE102016211291.0 2016-06-23

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Publication Number Publication Date
WO2017220589A1 true WO2017220589A1 (fr) 2017-12-28

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PCT/EP2017/065106 WO2017220589A1 (fr) 2016-06-23 2017-06-20 Suspension d'essieu avant d'un véhicule automobile

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WO (1) WO2017220589A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019206622A1 (fr) 2018-04-25 2019-10-31 Bayerische Motoren Werke Aktiengesellschaft Suspension de véhicule automobile

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020100369B3 (de) * 2020-01-09 2020-12-24 Audi Ag Lenker für eine Radaufhängung eines Kraftfahrzeugs

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2497156A1 (fr) * 1980-12-26 1982-07-02 Honda Motor Co Ltd Suspension pour vehicules automobiles comportant un bras inferieur elastique
EP0234694A1 (fr) * 1986-01-25 1987-09-02 ROVER GROUP LIMITED (Registered Number 1595268) Système de suspension pour roue directrice
DE4041861A1 (de) * 1989-12-25 1991-07-04 Mazda Motor Aufhaengesystem fuer fahrzeuge
WO2000035687A1 (fr) * 1998-12-17 2000-06-22 Patrick Pascal Labbe Element de suspension de roue, notamment pour vehicule automobile, et structure de suspension comportant un tel element
FR2841500A1 (fr) * 2002-06-28 2004-01-02 Auto Chassis Int Bras monotole de suspension avant de vehicule automobile et procede d'obtention d'un tel bras
GB2529870A (en) 2014-09-05 2016-03-09 Jaguar Land Rover Ltd Vehicle suspension system

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DE2151963A1 (de) * 1971-10-19 1973-04-26 Porsche Kg Aufhaengung ungelenkter, angetriebener raeder fuer fahrzeuge, insbesondere fuer kraftfahrzeuge
DE2439365C3 (de) * 1974-08-16 1979-06-07 Bayerische Motoren Werke Ag, 8000 Muenchen Radaufhängung für Kraftfahrzeuge, insbesondere für Personenkraftwagen
DE3324665A1 (de) * 1983-07-08 1985-01-17 Volkswagenwerk Ag, 3180 Wolfsburg Unabhaengige radaufhaengung fuer kraftfahrzeuge
DE102006053030A1 (de) * 2006-11-10 2008-05-15 Dr.Ing.H.C. F. Porsche Ag Quer- oder Schräglenker
DE102008061833A1 (de) * 2008-12-11 2010-06-24 Zf Friedrichshafen Ag Querlenker eines Kraftfahrzeuges

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2497156A1 (fr) * 1980-12-26 1982-07-02 Honda Motor Co Ltd Suspension pour vehicules automobiles comportant un bras inferieur elastique
EP0234694A1 (fr) * 1986-01-25 1987-09-02 ROVER GROUP LIMITED (Registered Number 1595268) Système de suspension pour roue directrice
DE4041861A1 (de) * 1989-12-25 1991-07-04 Mazda Motor Aufhaengesystem fuer fahrzeuge
WO2000035687A1 (fr) * 1998-12-17 2000-06-22 Patrick Pascal Labbe Element de suspension de roue, notamment pour vehicule automobile, et structure de suspension comportant un tel element
FR2841500A1 (fr) * 2002-06-28 2004-01-02 Auto Chassis Int Bras monotole de suspension avant de vehicule automobile et procede d'obtention d'un tel bras
GB2529870A (en) 2014-09-05 2016-03-09 Jaguar Land Rover Ltd Vehicle suspension system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019206622A1 (fr) 2018-04-25 2019-10-31 Bayerische Motoren Werke Aktiengesellschaft Suspension de véhicule automobile
DE102018206417A1 (de) * 2018-04-25 2019-10-31 Bayerische Motoren Werke Aktiengesellschaft Radaufhängung für ein Kraftfahrzeug
CN112004697A (zh) * 2018-04-25 2020-11-27 宝马股份公司 用于机动车的车轮悬架
US11173762B2 (en) 2018-04-25 2021-11-16 Bayerische Motoren Werke Aktiengesellschaft Wheel suspension for a motor vehicle
CN112004697B (zh) * 2018-04-25 2023-10-24 宝马股份公司 用于机动车的车轮悬架

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