DE102007041731B4 - Suspension for a vehicle - Google Patents

Abstract

Wheel suspension for a vehicle with a vehicle body (6), at least one wheel carrier (3) on which a vehicle wheel (11) is rotatably mounted, at least two wheel control arms (4, 5) by means of which the wheel carrier (3) can be moved on the vehicle body (6 ) is articulated, at least one shock absorber (20), by means of which a movement of the vehicle wheel (11) can be damped relative to the vehicle body (6), at least one vehicle spring (19) against whose force the vehicle wheel (11) relative to the vehicle body (6 ) can be deflected, two of the wheel control arms (4, 5) being connected to one another by means of a coupling element (18, 19, 20) which is variable in length in one effective direction (25) and which comprises the shock absorber (20) and / or the vehicle spring (19) , wherein the coupling member (18, 19, 20) is connected between the two wheel control arms (4, 5), aligned essentially horizontally with respect to its effective direction (25), so that the coupling member (18, 19, 20) has a horizontal extension g or component which is greater than a vertical extension or component of the coupling link, characterized in that at least ...

Description

The invention relates to a suspension for a vehicle having a vehicle body, at least one wheel carrier to which a vehicle wheel is rotatably mounted, at least two Radführungslenkern, by means of which the wheel carrier is movably articulated to the vehicle body, at least one shock absorber, by means of which a movement of the vehicle relative to the wheel Can be attenuated vehicle body, and at least one vehicle spring, against the force of the vehicle wheel can be sprung relative to the vehicle body, wherein two of the Radführungslenker are interconnected by means of a length-variable in a direction of action coupling member comprising the shock absorber and / or the vehicle spring according to the preamble of Claim 1.

The DE 34 42 682 C2 discloses a suspension for motor vehicles, comprising a wheel carrier which is articulated to an upper two-armed control arm and to a lower control arm, and with a telescopic shock absorber, in particular a spring-damper element, which on the one hand with the lower arm and on the other hand with the free Arm of the upper arm is hinged. The free arm is angled relative to the wishbone arm such that when rebounding the wheel of the shock absorber pivoted up inwards.

From the US 2 621 919 A a suspension for a vehicle is known, wherein a steering knuckle is articulated by means of an upper and a lower arm to a vehicle frame. A spring-damper unit is arranged between the two links and connected to these, wherein the damper is secured with the interposition of a buffer on the lower arm. This is longer than the upper link, so that when a compression of the steering knuckle or a wheel mounted on this, the spring is compressed.

The GB 668 015 A describes a suspension with a steering knuckle, which is articulated by means of an upper link and a lower link to a vehicle frame. The upper link is mounted with its one end to the steering knuckle and between its two ends to the vehicle frame. The lower arm is mounted with its one end to the steering knuckle and with its other end to the vehicle frame. Between the two links a shock absorber is arranged, which is connected at one end between the two ends of the lower arm with this. Further, the shock absorber is connected at its other end between the linkage of the upper link to the vehicle frame and the other end of the upper link with this. A spring is disposed between the vehicle body and the lower arm.

The GB 2 388 346 A describes a suspension for a vehicle, comprising a wheel carrier, upper and lower links, by means of which the wheel carrier is articulated to the vehicle body, and a spring-damper unit, which is connected to both the lower and the upper link. The upper link is articulated to the vehicle body with an articulation point and, beyond this articulation point, has an extension pointing away from the wheel carrier on which the spring-damper unit is articulated.

The US 5,197,755 A Finally, shows a generic suspension for a vehicle with a vehicle body, at least one wheel, on which a vehicle is rotatably mounted, at least two Radführungslenkern, by means of which the wheel is movably articulated to the vehicle body, and at least one shock absorber, by means of which a movement of the vehicle relative can be damped to the vehicle body. Furthermore, at least one vehicle spring is shown, against whose force the vehicle wheel can be sprung relative to the vehicle body, wherein two of the Radführungslenker are interconnected by means of a length-variable in a direction of action coupling member, which includes the vehicle spring. The coupling member is aligned horizontally with respect to its direction of action and connected between the two Radführungslenker.

These known suspensions build relatively high, since conventional shock absorbers and / or vehicle springs do not fall below a certain minimum length. However, especially in vehicle vertical direction, there is a need for a flat as possible construction.

Based on this prior art, the invention has the object, a suspension for a vehicle of the type mentioned in such a way that the suspension is formed as flat as possible in relation to the vehicle vertical axis in its entirety.

This object is achieved with a suspension for a vehicle according to claim 1. Preferred developments are given in the dependent claims.

The vehicle according to the invention, in particular a motor vehicle, has a vehicle body, at least one wheel carrier on which a vehicle wheel is rotatably mounted, at least two wheel guide links, by means of which the wheel carrier is movably articulated on the vehicle body, by means of at least one shock absorber (vibration damper) in which a movement of the vehicle wheel relative to the vehicle body can be damped, and at least one vehicle spring, against the force of which the vehicle wheel can be sprung relative to the vehicle body, wherein two of the wheel guide arms are connected to each other by means of a length-variable coupling member in a direction of action, which the shock absorber and / or the vehicle spring comprises, and wherein the coupling member, in particular in construction position, with respect to its effective direction is substantially horizontally aligned between the two Radführungslenker, so that the coupling member has a horizontal extent or component which is greater than a vertical extent or component of the coupling member , Furthermore, at least one of the two wheel guide links has at least two link arms, wherein the coupling link is arranged outside a space lying between the link arms and extending in the direction of the vehicle vertical axis and is mounted in a flying manner on the at least one wheel control link.

In the known from the prior art suspensions of the shock absorber and / or the vehicle spring is substantially vertically aligned between the upper and the lower Radführungslenker connected, so that a predetermined and / or construction-related minimum length of the shock absorber and / or the vehicle spring more in vertical than in a horizontal direction. Therefore, the known wheel suspensions with respect to the vehicle's vertical axis build relatively large. In contrast, a predetermined and / or construction-related minimum length of the shock absorber and / or the vehicle spring in the vehicle according to the invention affects more in the horizontal direction and less in the vertical direction, so that the suspension in the vehicle according to the invention with respect to the vehicle's vertical axis are formed overall flatter can.

In accordance with the expression "substantially horizontally aligned", the coupling link encloses an angle of more than 45 ° in the effective direction with the vertical, the vehicle vertical axis or with a straight line parallel thereto. This is especially true in the design situation, but preferably in the entire compression range of the vehicle wheel. In particular, this angle is between 60 ° and 70 °. Alternatively, the arrangement of the coupling member but also be described in that the coupling member is preferably inclined by less than 45 ° with respect to its direction of action relative to the horizontal, the vehicle transverse axis or a straight line parallel thereto.

The term "vertical" preferably denotes the direction of the vehicle vertical axis, wherein the term "horizontal" preferably denotes a direction perpendicular to the vehicle vertical axis, in particular the direction of the vehicle transverse axis.

The term "compression" is to be understood as meaning a movement of the vehicle wheel in or substantially in the direction of the vehicle vertical axis relative to the vehicle body.

The effective direction preferably represents the direction in which the vehicle spring and / or the shock absorber can change its or its length.

The coupling member is preferably formed by the shock absorber, the vehicle spring or by a spring-damper unit comprising the shock absorber and the vehicle spring. In this case, the shock absorber may be arranged within the spring. In particular, the spring-damper unit is formed by the shock absorber and the vehicle spring.

The two Radführungslenker are preferably each articulated by means of at least one bearing on the vehicle body and by means of at least one joint to the wheel. The joints are preferably ball joints. The bearings can be joints, in particular ball joints, but preferably the bearings are designed as rubber bearings or elastomeric bearings. The two Radführungslenker are articulated by means of bearings in particular pivotally mounted on the vehicle body or on a subframe which is attached to the vehicle body.

One of the two Radführungslenker can be arranged above the wheel center and thus form an upper arm, in particular an upper arm. Another of the two wheel control arm can be arranged below the wheel center and thus form a lower arm, in particular a lower arm. The terms "top" and "bottom" are to be understood in particular with respect to the vehicle's vertical axis, wherein "below" indicates a smaller distance to a ground than "above", and wherein the vehicle or the vehicle z. B. gets up on the ground.

The coupling member is preferably connected between the two Radführungslenker such that a deflection of the vehicle wheel leads to a compression of the coupling member. Preferably, at least one of the two Radführungslenker extends in a direction away from the wheel carrier direction with a Radführungslenkerabschnitt on his at least one, vehicle body side bearing addition, wherein the coupling member connected to this Radführungslenkerabschnitt, in particular attached to this or articulated. The Radführungslenkerabschnitt opposite the angled portion of the at least one Radführungslenkers be angled.

One or each of the two Radführungslenker may have a plurality of control arms. In particular, one or each of the two wheel control arm can be designed as a wishbone or as a trapezoidal link. According to the invention, the coupling member is not arranged between the control arms. In particular, the coupling member is disposed outside the space between the control arms and extending in the direction of the vehicle vertical axis. For the coupling element z. B. mounted on one or at each of the two Radführungslenker flying.

In particular, the vehicle wheel has a wheel rim on which a tire is seated. For the behavior of the suspension, it has proven to be advantageous if the wheel-side joints of the two or all Radführungslenker lie within an axial Radfelgenprojektionskontur. The term "axial" is to be understood here in particular the direction of the wheel axle.

In the vehicle according to the invention, it is possible to achieve a progressive wheel spring rate with a flat design of the wheel suspension in the direction of the vehicle vertical axis with a typical vehicle spring. Preferably, the two Radführungslenker for different lengths. In particular, the distance between the body-side bearing and the wheel carrier-side joint in the two Radführungslenkern is different, this distance is preferably greater in the lower arm.

The invention will be described below with reference to preferred embodiments with reference to the drawing. In the drawing show:

1 a schematic view of a suspension of a vehicle according to a first embodiment of the invention,

2 a schematic view of a suspension of a vehicle according to a second embodiment of the invention,

3 a schematic view of a suspension of a vehicle according to a third embodiment of the invention,

4 a sectional view of a bearing for the articulation of the vehicle spring,

5 a schematic plan view of the suspension according to 1 according to the invention.

Out 1 is a schematic view of a suspension 1 a partially illustrated vehicle 2 it can be seen, with a wheel carrier 3 by means of a lower wishbone 4 and an upper control arm 5 to a vehicle body 6 of the vehicle 2 is articulated. The lower wishbone 4 is by means of rubber bearings 7 with the vehicle body 6 and by means of a ball joint 8th with the wheel carrier 3 connected. The upper wishbone 5 is by means of rubber bearings 9 with the vehicle body 6 and by means of a ball joint 10 with the wheel carrier 3 connected. A joint axis 40 runs through the two wheel-side joints 8th and 10 the wheel control handlebar 4 respectively. 5 ,

At the wheel carrier 3 is a vehicle wheel 11 around a wheel axle 12 rotatably mounted. The vehicle wheel 11 has a rim 13 and a sitting on this tire 14 on, by means of which the vehicle wheel 11 on a surface, especially on a roadway 15 gets up. The ball joints 8th and 10 lie within an axial Radfelgenprojektionskontur 16 , here by the term "axially" the direction of the wheel axle 12 to understand.

The upper wishbone 5 is about the rubber camp 9 out in a the wheel carrier 3 extended away direction and there has a handlebar section 17 on to which a spring-damper unit 18 is attached. The spring damper unit 18 has a trained as a coil spring vehicle spring 19 on, inside of a shock absorber 20 is arranged. The spring damper unit 18 is by means of a joint 21 on the upper wishbone 5 or on the handlebar section 17 and by means of a joint 22 on the lower wishbone 4 hinged. The linkage to the lower wishbone 4 takes place by means of a fixed to the lower arm 4 connected connector 23 so that the joint 22 below the wishbone 4 is arranged. Further, the spring-damper unit 18 with an optional auxiliary spring 24 fitted. The spring damper unit 18 is essentially horizontally aligned between the two handlebars 4 and 5 switched, wherein the horizontal direction is denoted by y and the vertical direction by z. The horizontal direction y here also corresponds to the vehicle transverse direction, whereas the vertical direction z corresponds to the vehicle vertical direction. The effective direction 25 the spring damper unit 18 closes with a straight line 26 , which runs in the vehicle vertical direction z, an angle α, which is greater than 45 ° and here is about 60 °. The effective direction 25 represents the direction in which the vehicle spring 19 and / or the shock absorber 20 can change their length.

Out 2 is a schematic view of a suspension 1 According to a second embodiment of the invention can be seen, wherein the first embodiment, identical or similar features are denoted by the same reference numerals as in the first embodiment. In contrast to the first embodiment is in 2 no shock absorber shown. This does not mean that the suspension according to the second embodiment has no shock absorber, but only that the shock absorber can be arranged at any point. According to the second embodiment, the effective direction closes 25 the feather 19 with the straight line 26 an angle α, which is greater than 45 °. The effective direction 25 represents the direction in which the vehicle spring 19 can change their length.

Out 3 is a schematic view of a suspension according to a third embodiment of the invention can be seen, wherein identical or similar features to the first embodiment with the same reference numerals as in the first embodiment. In 3 the vehicle spring is not shown. This does not mean that the vehicle spring is not present, but only that the vehicle spring can be arranged at any point. According to 3 is the shock absorber 20 arranged such that its effective direction 25 with the straight line 26 an angle α greater than 45 °. The effective direction 25 It represents the direction in which the shock absorber 20 can change its length.

Out 4 is a sectional view through a rubber mount 27 can be seen by means of which in the embodiment according to 2 the vehicle spring 19 on the upper wishbone 5 is connected. Furthermore, at the bottom of the 4 a sectional view of the upper view along the section line AA shown. The rubber camp 27 sits in a bearing eye 28 of the upper control arm 5 and has an inner part 29 on, with the interposition of an elastomer or rubber body 30 with the upper wishbone 5 connected is. The inner part 29 is with a spring clip 31 connected to which a clamping disc 32 is attached by means of the spring 19 at its upper end on the spring clip 31 is fixed. Thus, a departure of the spring 19 from the upper wishbone 5 prevents when the spring 19 is loaded on train.

Although according to the embodiment according to 2 described, the linkage according to 4 be implemented in the other embodiments.

Out 5 is a schematic plan view of the suspension after 1 can be seen, wherein the spring-damper unit 18 outside the room 37 arranged and over the coupling pieces 38 and 39 flying on the handlebars 4 respectively. 5 is stored. The coupling pieces 38 and 39 are in this case only on one of the handlebar arms 35 . 33 every handlebar 4 . 5 provided or attached.

The suspension of the invention 1 preferably consists of at least one above the wheel center substantially transverse to the direction x arranged Radführungslenker 5 , which at its ends articulates with the vehicle body 6 or with a connected to this subframe on the joint 9 and with the wheel carrier 3 over the joint 10 connected is. Here is the joint 10 within an axial projection structure 16 the wheel rim 13 positioned. On the other hand there is the suspension 1 preferably from at least one arranged below the wheel center Radführungslenker 4 , which is also articulated with the vehicle body 6 or with the subframe and with the wheel carrier 3 connected is. This is done via the joint 7 with the vehicle body 6 or with the subframe and over the joint 8th with the wheel carrier 3 , Also the joint 8th lies within the above-mentioned projection or rotation contour 16 , Depending on the construction of the above and below the Radmitte arranged Radführungslenker 4 and 5 can at the individual joint points 9 . 7 . 10 or 8th one or two joints are used. The feather 19 and the shock absorber (vibration damper) 20 are supported with both ends within this device at the respectively above and below the wheel center arranged Radführungslenkern 5 and 4 from. The arrangement of spring and vibration damper can be done in different ways. In 1 are vibration absorbers 20 , Feather 19 and additional spring 24 as assembly over the joint 22 with the wheel control handlebar 4 and over the joint 21 with the wheel control handlebar 5 connected. In the 2 and 3 are spring 19 and vibration absorbers 20 arranged separately from each other. This is supported by the additional spring 24 over the vibration damper 20 on the wheel steering handlebars. But it is also conceivable that the additional spring 24 is arranged separately and between Radführungslenker and vehicle body 6 or subframe supported. In the separate arrangement of the spring 19 between the wheel control handlebars 4 and 5 It may happen that due to a high bending load with correspondingly large angular movements of the Radführungslenker, especially at low spring forces, the spring is partially lifted from its base. This can lead to noise and damage to the surface protection. To avoid this, the spring can 19 by means of a clamping disc 32 , as in 4 represented, be braced with their support.

For the function of the Radführungsvorrichtung or suspension, it is important which position the ends of spring 19 and vibration absorbers 20 taking. In 1 this affects the positions of the joints 21 and 22 , Is the upper one? joint 21 near the handlebar bearing 9 and the lower joint 22 near the wheel joint 8th , then reduces the spring length with increasing Radeinfederung and increasing Radfederkraft. There is a so-called compression spring. In contrast, lies the upper joint 21 in the area of the wheel joint 10 and the lower joint 22 near the hinge point 7 , then the spring length increases with increasing Radeinfederung and increasing Radfederkraft. There is a so-called tension spring. To avoid lifting the tension spring from the spring pad, the spring is preferably firmly connected to the spring pad. This can be z. B. with the 4 apparent clamping disc 32 respectively. Similarly, the vibration damper 20 to be ordered. The vibration damper 20 and the spring 19 but can also be arranged in opposite directions in their effect and in such a way that the spring 19 shorter with increasing compression and the vibration damper 20 gets longer. In this case comes at a deflection of the wheel 11 at the vibration damper 20 the rebound effect and rebound the compression stage.

To achieve a good suspension comfort to the wheel 11 related construction mass and that on the wheel 11 related spring rate, the so-called Radfederrate, stand for all load conditions in a certain ratio. This ratio is expressed by the so-called built-up natural frequency. This natural built-up frequency corresponds to the natural frequency of a single-mass vibrator consisting of a spring and a mass body. The mass body corresponds to the wheel 11 related body mass and the spring with its spring rate of the wheel-related (axle) spring, expressed by the Radfederrate. Experience has shown that a good ride comfort can be achieved if the build-up natural frequency is as constant as possible under all load conditions. To achieve this, the wheel spring rate should increase with increasing wheel load. When using an (axle) spring 19 with independent of the load rate, which is comparatively easy and inexpensive to produce, the desired progressive Radfederkennlinie can be achieved that changes with increasing wheel load, the ratio between spring and wheel in the way that the translation increases with increasing wheel load. In this case, translation is to be understood as meaning the ratio of "spring travel" to "bicycle path in the z direction" with reference to the vehicle coordinates. By the appropriate positioning of the spring ends, in 1 z. B. through the joints 21 and 22 The translation and its change can be influenced with increasing wheel load. It should be noted that the ratio change and thus also the change of the wheel spring rate is greater for small transmission values than for larger ones. For this reason, it may be advantageous to arrange the spring and vibration damper separately, see, for. B. 2 and 3 , So can be implemented for the Radfederung and Raddämpfung the most favorable translation or translation change.

The vehicle is in particular a passenger car or a light commercial vehicle. Furthermore, it is the two Radführungslenkern z. B. to Einarmlenker, wishbone or trapezoidal link.

The spring and the vibration damper can be arranged as individual components so that during compression, the spring is compressed and the damper is pulled apart or vice versa.

Due to the arrangement of spring and vibration damper, the attachment of the suspension to a floor assembly of the vehicle body exclusively on the arm bearings 7 and 9 take place, with a separate attachment of spring and vibration damper to the floor assembly is not carried out in particular.

On the vehicle body or on the floor assembly, a subframe may be attached, wherein the Radführungslenker 4 and 5 over the handlebar bearings 7 and 9 are hinged to the subframe. The subframe is firmly connected to the floor assembly or to the vehicle body. In particular, the attachment of the subframe to the undercarriage for transmitting the operating forces from the wheel to the vehicle body takes place exclusively via elastic subframe bearings and via optionally parallel damping elements.

The spring can be firmly but releasably connected to avoid relative movements between the spring and spring rest with the spring support means of a clamping washer.

Spring and damper can be arranged together or separately and have to achieve a flat design in the design position preferably an angle of inclination to the horizontal of 60 ° maximum.

LIST OF REFERENCE NUMBERS

1

Arm

2

vehicle

3

wheel carrier

4

lower wishbone

5

upper wishbone

6

vehicle body

7

Rubber bearing

8th

ball joint

9

Rubber bearing

10

ball joint

11

vehicle

12

wheel axle

13

wheel rim

14

tires

15

Ground / road

16

Radfelgenprojektionskontur

17

arm section

18

Spring-damper unit

19

vehicle spring

20

shock absorber

21

joint

22

joint

23

joint

24

additional spring

25

effective direction

26

Even / vehicle vertical direction

27

Rubber bearing

28

bearing eye

29

inner part

30

Elastomer or rubber body

31

spring clip

32

Verspannscheibe

33

control arm

34

control arm

35

control arm

36

control arm

37

room

38

coupling piece

39

coupling piece

40

joint axis

x

Direction of travel / vehicle longitudinal direction

y

Vehicle transverse direction

z

Vehicle vertical direction

Claims (6)

Wheel suspension for a vehicle with a vehicle body ( 6 ), at least one wheel carrier ( 3 ) on which a vehicle wheel ( 11 ) is rotatably mounted, at least two Radführungslenkern ( 4 . 5 ), by means of which the wheel carrier ( 3 ) movable on the vehicle body ( 6 ), at least one shock absorber ( 20 ), by means of which movement of the vehicle wheel ( 11 ) relative to the vehicle body ( 6 ) can be damped, at least one vehicle spring ( 19 ) against whose force the vehicle wheel ( 11 ) relative to the vehicle body ( 6 ), wherein two of the Radführungslenker ( 4 . 5 ) by means of one in a direction of action ( 25 ) variable-length coupling element ( 18 . 19 . 20 ), which connects the shock absorber ( 20 ) and / or the vehicle spring ( 19 ), wherein the coupling member ( 18 . 19 . 20 ) with regard to its direction of action ( 25 ) substantially horizontally aligned between the two Radführungslenker ( 4 . 5 ), so that the coupling element ( 18 . 19 . 20 ) has a horizontal extension or component which is larger than a vertical extension or component of the coupling member, characterized in that at least one of the two Radführungslenker ( 4 ; 5 ) at least two link arms ( 33 . 34 ; 35 . 36 ) and the coupling member ( 18 . 19 . 20 ) outside one between the handlebars ( 33 . 34 ; 35 . 36 ) and extending in the direction of the vehicle vertical axis (z) space ( 37 ) and flying on the at least one Radführungslenker ( 4 ; 5 ) is stored. Wheel suspension for a vehicle according to claim 1, characterized in that the coupling member ( 18 . 19 . 20 ) of the shock absorber ( 20 ), from the vehicle spring ( 19 ) or one of the shock absorbers ( 20 ) and of the vehicle spring ( 19 ) formed spring damper unit ( 18 ) is formed. Wheel suspension for a vehicle according to claim 1 or 2, characterized in that the coupling member ( 18 . 19 . 20 ) with regard to its direction of action ( 25 ) with the vehicle vertical axis (z) or with a parallel straight line ( 26 ) includes an angle (α) of more than 45 °. Wheel suspension for a vehicle according to one of the preceding claims, characterized in that at least one of the two Radführungslenker ( 5 ) by means of at least one bearing ( 9 ) on the vehicle body ( 6 ) is articulated and in one of the wheel carrier ( 3 ) pioneering direction over the camp ( 9 ) with a Radführungslenkerabschnitt ( 17 ) extends, on which the coupling member ( 18 . 19 . 20 ) is attached or hinged. Wheel suspension for a vehicle according to one of the preceding claims, characterized in that the vehicle wheel ( 11 ) a rim ( 13 ) and the two Radführungslenker ( 4 . 5 ) each by means of at least one joint ( 8th . 10 ) with the wheel carrier ( 3 ), the joints ( 8th . 10 ) within an axial wheel rim projection contour ( 16 ) lie. Wheel suspension for a vehicle according to one of the preceding claims, characterized in that one of the two wheel guide links ( 4 . 5 ) an upper wishbone ( 5 ) and the other of the two wheel guide ( 4 . 5 ) a lower wishbone ( 4 ).

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