DE102017106085A1 - Wheel suspension arrangement for a vehicle - Google Patents

Abstract

The disclosure relates to a suspension arrangement (100) for the suspension of at least one wheel (101) which is supported by a wheel carrier (103) of a vehicle, wherein the wheel (101) is rotatable about a wheel axle (105) with a transverse stabilizer (10). 107) having a stabilizer end (109) and a bearing (111) which is fastened to the wheel carrier (103) and adapted to movably support the stabilizer end (109) in the transverse direction (112) to the wheel axle (105) of the wheel (101) ,

Description

The present disclosure relates to a suspension arrangement for the suspension of at least one wheel of a vehicle, in particular an electrically driven vehicle.

In order to reduce roll motions in the case of vehicle loads, transverse stabilizers are usually used which provide a pressure-elastic connection between two opposite wheel carriers.

The publication EP 2 583 815 A1 discloses a fiber composite stabilizer in a vehicle.

It is the object of the present disclosure to provide another efficient suspension arrangement.

This object is solved by the features of the independent claims. Advantageous embodiments are subject of the dependent claims, the description and the accompanying figures.

The present disclosure is based on the recognition that the above object can be achieved by a suspension arrangement for the suspension of at least one wheel, wherein the suspension arrangement comprises a bar stabilizer, which can particularly effectively absorb tensile and compressive forces generated during operation of the vehicle.

In this way, the suspension arrangement can ensure effective roll stabilization during operation of the vehicle, and driving dynamics and ride comfort can be improved.

In one aspect, the disclosure relates to a suspension assembly for suspension of at least one wheel supported by a wheel carrier of a vehicle, which wheel is rotatable about a wheel axle, comprising a stabilizer bar having a stabilizer end and a bearing attachable to the wheel carrier and is designed to store the stabilizer end in the transverse direction to the wheel axle of the wheel.

As a result, the advantage is achieved that can be effectively compensated by the wheel suspension assembly by the movable mounting of the stabilizer end in the transverse direction to the wheel axle of the wheel during operation of the vehicle acting on the wheel tensile forces and / or compressive forces.

The anti-roll bar connects in vehicles a wheel with an opposite other wheel, wherein the wheel supports a wheel and wherein the other wheel supports another wheel. If one of the wheels is raised or lowered while driving through an uneven road surface, the anti-roll bar may twist in such a way that the other of the wheels is also raised or lowered. This resulting tensile forces and / or pressure forces can be absorbed in particular by a twist of the anti-roll bar. As a result, the anti-roll bar has a dampening function in order to prevent the vehicle from rocking in the event of a one-sided deflection and thus to ensure advantageous roll stabilization.

Due to the movable mounting of the stabilizer end on the wheel carrier, the stabilizer end is advantageously displaced on the wheel carrier during a strong tension and / or pressure load, as a result of which the forces acting on the anti-roll bar can be effectively compensated.

In one embodiment, the bearing is designed, the stabilizer end tensile strength in the direction of the wheel axle and / or to store pressure.

As a result, the advantage is achieved that extend the movement degrees of freedom of the stabilizer end in the transverse direction to the wheel axle of the wheel and the stabilizer end in the direction of the wheel axle tensile and / or pressure-resistant. For roll stabilization, it is advantageous if the stabilizer end is movably mounted in the transverse direction to the wheel axle of the wheel in order to effectively absorb tensile forces and / or compressive forces by the anti-roll bar.

In one embodiment, the bearing is formed by a pivot bearing, in particular by a ball pivot.

Thereby, the advantage is achieved that a pivot bearing, in particular ball pivot on the one hand ensures a stable attachment of the stabilizer end to the wheel, and on the other hand allows a movable displacement of the stabilizer end in the transverse direction to the wheel axle of the wheel.

In one embodiment, the bearing has a receiving sleeve into which the stabilizer end is inserted or inserted.

As a result, the advantage is achieved that the receiving sleeve allows a particularly advantageous attachment of the stabilizer end to the wheel carrier.

In one embodiment, the bearing is designed to allow a displacement of the stabilizer end at least in sections along a circular path.

As a result, the advantage is achieved that a particularly effective absorption of tensile forces and / or compressive forces is ensured by the displacement of the stabilizer end at least in sections along a circular path in a transverse direction to the wheel axle.

In one embodiment, the bearing is disposed in the vehicle vertical direction above the wheel axle.

As a result, the advantage is achieved that acting through the bearing of the bearing in the vehicle vertical direction above the wheel axle acting on the stabilizer bar tensile forces, which act in particular above the wheel axle on the stabilizer bar, are lower than compressive forces which would act below the wheel axle on the stabilizer bar, if the bearing would be located in the vehicle vertical direction below the wheel axle.

In one embodiment, the suspension arrangement has a trailing arm, which has a trailing arm end which can be fastened to the wheel carrier, wherein the stabilizer end is arranged above the trailing arm end.

As a result, the advantage is achieved that the trailing arm carries the wheel carrier particularly advantageous and can effectively transmit transmitted forces between the wheel and the vehicle by the attached to the wheel carrier trailing arm end of the trailing arm while driving the vehicle. Characterized in that the stabilizer end of the anti-roll bar is arranged above the trailing arm end of the trailing arm, acting on the stabilizer bar tensile forces can be transmitted to the stabilizer particularly effective.

In one embodiment, the anti-roll bar further forms or replaces an upper wishbone for the wheel.

As a result, the advantage is achieved that the anti-roll bar provides a further functionality, whereby the structure of the suspension arrangement is formed with fewer components and thereby simplified. In particular, here is the upper wishbone forming or replacing stabilizer bar above a lower arm of the suspension arrangement.

In one embodiment, the anti-roll bar includes a first stabilizer section and a second stabilizer section disposed at an angle to the first stabilizer section, the stabilizer end being formed by an end of the second stabilizer section.

As a result, the advantage is achieved that the curved trained anti-roll bar can absorb particularly effective acting on the anti-roll bar forces. The opposite to the first, in particular straight, stabilizer section at an angle, in particular bent, arranged second stabilizer section has at its end the stabilizer end, which in turn ensures an effective and movable attachment of the anti-roll bar to the wheel through the bearing.

In one embodiment, the first stabilizer section has a longitudinal axis and is rotatable about the longitudinal axis, in particular mounted on a vehicle component such as an electric motor.

Thereby, the advantage is achieved that a particularly effective power transmission is ensured by the rotatability of the first, in particular straight, stabilizer section about its longitudinal axis from the wheel to the stabilizer bar. When the stabilizer end of the anti-roll bar mounted on the wheel carrier and movably mounted thereto moves on the wheel carrier, movement of the stabilizer end of the second stabilizer section can be compensated for by rotation of the first stabilizer section about its longitudinal axis. The arrangement of the first stabilizer portion of the anti-roll bar on a vehicle component such as a vehicle. an electric motor, ensures effective attachment of the first stabilizer section.

In one embodiment, the first stabilizer section is mounted non-displaceably in the direction of the longitudinal axis or in the direction of a vehicle transverse axis.

As a result, the advantage is achieved that a stable attachment of the first stabilizer section of the anti-roll bar to the vehicle and a stable attachment of the second stabilizer section to the wheel carrier are ensured by the non-displaceable in the direction of the longitudinal axis or in the vehicle transverse axis storage of the first stabilizer section. However, the first stabilizer section is still rotatable about its longitudinal axis to effectively receive forces acting on the anti-roll bar. In addition, the first stabilizer section can in particular be elastically deformable, at least in sections, in order to ensure an effective absorption of force.

In one embodiment, the second stabilizer section is for a displacement of the stabilizer end opposite to another stabilizer end of the anti-roll bar, twistable, in particular in a suspension of the respective wheel.

As a result, the advantage is achieved that a particularly effective absorption of force by the anti-roll bar is ensured by a torsion of the second stabilizer section relative to a further stabilizer end opposite the stabilizer end of the anti-roll bar. Particularly with a one-sided suspension of one of the wheels, particularly strong forces can act on the anti-roll bar, which can be compensated by a torsion of the second stabilizer section.

In one embodiment, the suspension suspension assembly is provided by a further wheel which, in particular opposite the wheel, is supported by a further wheel carrier, the anti-roll bar having a further stabilizer end facing away from the stabilizer end, and another bearing, in particular a pivot bearing, is provided, which can be fastened or attached to the further wheel carrier, wherein the further bearing is designed to support the further stabilizer end in the transverse direction to the other wheel axle of the other wheel movable.

Thereby, the advantage is achieved that a particularly effective suspension arrangement is ensured in a vehicle. The anti-roll bar is thus designed to effectively support wheels disposed on either side of the anti-roll bar and to effectively receive forces occurring on the anti-roll bar. Characterized in that both the further stabilizer end of the anti-roll bar are movably mounted on the other wheel carrier and the stabilizer end of the anti-roll bar on the wheel carrier, a particularly advantageous roll stabilization of the vehicle can be ensured.

In one embodiment, the anti-roll bar comprises a third stabilizer section which faces away from the second stabilizer section and extends angularly from the first stabilizer section, one end of the third stabilizer section forming the further stabilizer end.

As a result, the advantage is achieved that the curved trained anti-roll bar can absorb particularly effective acting on the anti-roll bar forces. The opposite to the first, in particular straight, stabilizer section at an angle, in particular bent, the third stabilizer section has at its end the further stabilizer end. In particular, the amount of the angle between the first stabilizer section and the third stabilizer section is in a similar range as the angle between the first stabilizer section and the second stabilizer section, the difference between the two angles being less than 20 °, in particular less than 15 °.

In one embodiment, the transverse stabilizer is designed tensile strength and / or pressure-resistant to absorb tensile forces and / or pressure forces.

As a result, the advantage is achieved that a particularly advantageous roll stabilization of the vehicle, in particular when cornering, is ensured.

In one embodiment, the transverse stabilizer is formed by a torsion bar, in particular tubular or solid material.

As a result, the advantage is achieved that a trained as a torsion bar anti-roll bar can be twisted particularly advantageous when acting on the anti-roll bar strong tensile, - and / or compressive forces to effectively absorb the forces.

In one embodiment, the wheel suspension arrangement has an electric motor which is arranged in the direction of a vehicle longitudinal axis and designed to drive wheels arranged on both sides of the vehicle longitudinal axis, the electric motor having a housing on which the transverse stabilizer is mounted.

Thereby, the advantage is achieved that the electric motor in an electrically driven vehicle ensures a particularly effective transmission of a driving force to the opposite wheels, in particular by a drive shaft, to drive these advantageous. Characterized in that the anti-roll bar is mounted on the housing, a stable attachment of the anti-roll bar to the vehicle is ensured. In particular, a first stabilizer section of the anti-roll bar is mounted on the housing of the electric motor.

In one embodiment, the wheel suspension assembly further comprises at least one wishbone, in particular a lower arm, and wherein a wheel remote from the end of the control arm is mounted on the housing.

As a result, the advantage is achieved that a stable attachment of the wheel carrier is achieved by the storage of a wheel facing away from the end of the control arm to the housing of the electric motor.

In one embodiment, the wheel suspension assembly further comprises at least one fastening element, in particular a longitudinal leaf spring, wherein the at least one fastening element is mounted on the wheel carrier.

As a result, the advantage is achieved that an effective suspension, in particular vertical suspension, of the respective wheel carrier is made possible by the fastening element, in particular a longitudinal leaf spring, whereby an advantageously spring-loaded system for cushioning vibration movements of the suspension arrangement is made possible.

The disclosure further relates, in one aspect, to a suspension assembly for suspension of at least one wheel supported by a wheel support of a vehicle, which wheel is rotatable about a wheel axle, with a wheel handle having a first wheel-bar end facing the wheel support, and with a second Radlenkerende which faces away from the first Radlenkerende. The first Radlenkerende can be fastened by means of a bearing on the wheel carrier. The suspension arrangement further comprises an electric motor for driving the wheel, wherein the second Radlenkerende is mounted on a housing of the electric motor.

In this way, a space-efficient connection of Radlenker, in particular of wishbones is achieved. The electric motor also acts as an inertial mass, which has a damping effect, in particular with shocks of the vibrations, and thereby improves ride comfort and driving stability.

The housing of the electric motor can also be used for storage of a plurality of Radlenkerenden the same wheel or, for example, opposed wheels, which are driven together by the electric motor.

The Radlenker may be an upper wishbone, a lower wishbone or a stabilizer bar.

All embodiments of the suspension according to the first aspect apply mutatis mutandis to the suspension according to the second-mentioned aspect, and vice versa. In other words, all the features and embodiments of both suspensions can be assigned to each of the wheel suspensions for themselves.

In one embodiment, the electric motor is arranged transversely to the direction of travel or transversely to the vehicle longitudinal direction or in the vehicle transverse direction. Here, the electric motor may have a drive train which is arranged parallel to the wheel axle of the wheel.

In one embodiment, at least one bearing is arranged on the housing of the electric motor. The second Radlenkerende is mounted on the bearing. The bearing may for example be a pivot bearing or an elastomer bearing.

In one embodiment, the bearing is displaceable by the electric motor, in particular displaceable or displaceable, in order to displace the second Radlenkerende, in particular to move or move. As a result, a static or dynamic adjustment of a fastening position of the second Radlenkerendes, for example, in response to a static or load-dependent or load change dependent deflection of the wheel can be effected. In this way, the driving characteristics of the vehicle, in particular the suspension properties of the wheel, can be changed statically or dynamically.

In one embodiment, the electric motor may be configured to displace, in particular to shift or offset, all of the strut ends, in order to change, in particular static or dynamic, a suspension geometry as described above.

In one embodiment, the suspension includes a plurality of control arms each having a first wishbone end attached to the wheel carrier and a second wishbone end attached to the housing of the electric motor.

In one embodiment, the electric motor is provided to drive the wheel.

In one embodiment, the electric motor is designed to drive wheels arranged on both sides of the vehicle longitudinal axis, the wheel-bar ends facing away from the respective wheel or the respective wheel carrier, in particular the second wheel-bar ends and / or the further end of the bar-stabilizer, being mounted on the housing.

In one embodiment, a drive shaft of the wheel is guided in the electric motor. The drive shaft can thereby run at an angle to a vehicle transverse axis in order to reduce a bending angle of the drive shaft.

In one embodiment, the electric motor comprises a transmission, in particular a differential gear, around several wheels of the same drive. or wheel axle or mutually corresponding drive. or wheel axles to drive.

• 1 Eine Radaufhängungsanordnung für die Aufhängung von einem Rad in einem Fahrzeug gemäß einer ersten Ausführungsform;
• 2 Eine Radaufhängungsanordnung für die Aufhängung von zwei gegenüberliegenden Rädern in einem Fahrzeug gemäß der ersten Ausführungsform;
• 3 Eine Radaufhängungsanordnung für die Aufhängung von einem Rad in einem Fahrzeug gemäß einer zweiten Ausführungsform; und
• 4 Eine Radaufhängungsanordnung für die Aufhängung von einem Rad in einem Fahrzeug gemäß der zweiten Ausführungsform.

Further embodiments will be explained with reference to the accompanying figures. Show it:

• 1 A suspension structure for suspension of a wheel in a vehicle according to a first embodiment;
• 2 A suspension structure for suspending two opposite wheels in a vehicle according to the first embodiment;
• 3 A suspension structure for suspension of a wheel in a vehicle according to a second embodiment; and
• 4 A wheel suspension assembly for suspension of a wheel in a vehicle according to the second embodiment.

1 shows a perspective view of a suspension arrangement 100 for the suspension of at least one wheel 101 in a vehicle according to a first embodiment. The wheel 101 is here by a Radträger 103 supported by the vehicle and the wheel 101 This is a wheel axle 105 rotatable.

The suspension assembly 100 has a stabilizer bar 107 with a stabilizer end 109 on.

A stabilizer bar 107 used in vehicle the coupling of the spring movement of opposing wheels 101 . 101-1 , especially when cornering, so as to reduce roll motions. The stabilizer bar 107 forms a connection between the wheel carrier 103 with an in 1 not shown further wheel carrier 103-1 , which is another bike 101-1 supports, with the other wheel carrier 103-1 the wheel carrier 103 in particular opposite.

If, for example, when cornering or due to unevenness in the road, only one of the wheels will jam 101 . 101-1 , the stabilizer bar can become 107 twisting so that also the other of the wheels 101 . 101-1 is raised. Feathers the more heavily loaded wheel 101 . 101-1 After the trip again, the opposite bike also lowers 101 . 101-1 , The required power transmission takes place by a torsion of the anti-roll bar 107. In addition, the anti-roll bar has 107 a dampening function to prevent the vehicle from swaying on one-sided deflection.

The stabilizer bar 107 is in particular formed by a torsion bar, in particular tubular or solid material.

Since anti-roll bars 107 Made of metal for a very heavy and, especially if designed tubular, prone to fractures, it is advantageous to a stabilizer bar 107 made of fiber-reinforced plastic, in particular glass fiber reinforced plastic (GRP) to use.

An existing from a fiber composite material stabilizer 107 is also suitable for enabling a stabilization function to reduce the rolling motion of a vehicle.

The stabilizer bar 107 combines both the lateral force guidance of the wheel 101 as well as the roll support and contributes to increasing the lightweight construction.

The suspension 100 also has a warehouse 111 on, which on the wheel carrier 103 fastened and trained, the stabilizer end 109 in a transverse direction 112 to store the wheel axle 105. As in 1 can represent different transverse directions 112 in a transverse plane 114 be arranged, with the transverse plane 114 extends transversely to the wheel axle 105. Thus, by the movable storage, the stabilizer end 109 in a transverse direction 112 to the wheel axle 105 on the wheel carrier 103 be relocated.

The warehouse 111 is here in particular as a rotary joint bearing, in particular ball pivot, formed. The warehouse 111 In this case, in particular, has a receiving sleeve 113 into which the stabilizer end 109 is insertable. In a ball swivel can be on the stabilizer end 109 a ball head 115 be arranged, which in the receiving sleeve 113 can be introduced to the stabilizer end 109 in the transverse direction 112 to the wheel axle 105 movable store. Alternatively, the ball head 115 also in the wheel carrier 103 can be arranged and the receiving sleeve 113 be arranged on the stabilizer end 109.

The warehouse 111 is in this case designed in particular, the stabilizer end 109 in the direction of the wheel axle 105 tensile and / or pressure resistant storage. The warehouse 111 is in a vehicle vertical direction 117 of the vehicle above the wheel axle 105 arranged. The vehicle vertical direction 117 in this case extends in particular transversely to the wheel axis 105 , This is particularly advantageous because in the arrangement of the stabilizer end 109 above the wheel axle 105 mainly tensile forces occur and these tensile forces are lower than the pressure forces acting on the anti-roll bar 107 would act if the bearing 111 below the wheel axle 105 would be arranged. The storage point can in this case in particular in front of or behind the wheel center of the wheel 101 lie.

Here, the bearing 111 be formed, a shift of the stabilizer end 109 of the anti-roll bar 107 at least partially allow along a circular path to a to ensure effective absorption of tensile and / or compressive forces.

The suspension 100 also has a trailing arm 119 on, which can be fastened to the wheel carrier 103 trailing arm end 121 having. Here, the stabilizer end 109 of the anti-roll bar 107 above the trailing arm end 121 of the trailing arm 119 is arranged. Through the interaction of the anti-roll bar 107 with the trailing arm 119 and a lower wishbone 139 Both tensile and compressive forces can be effectively absorbed. Here, the transverse stabilizer forms 107 in particular an upper wishbone for the wheel 101 , or replaced an upper arm for the wheel 101 ,

The stabilizer bar 107 has a first stabilizer section 123 and a second stabilizer section 125 which is angled toward the first stabilizer section 123 is arranged. Here is the stabilizer end 109 formed by an end of the second stabilizer section 125.

The first stabilizer section 123 has a longitudinal axis 127 and is mounted rotatably about the longitudinal axis 127.

The first stabilizer section 123 is however in the direction of the longitudinal axis 127 stored immovably. This is achieved by fixing the first stabilizer section 123 on a vehicle component, such as a vehicle frame or electric motor 129 allows. In the in 1 illustrated embodiment has an electric motor 129 the vehicle to a housing 131 clamp-shaped fixing elements 133 on. The clamp-shaped fixing elements 133 enclose the first stabilizer section 123 at least in sections, and prevent the first stabilizer section 123 in the direction of the longitudinal axis 127 can be moved. However, the clamp-shaped fixing elements 133 allow the first stabilizer section 123 around the longitudinal axis 127 can be rotated.

Here is the second stabilizer section 125 for a displacement of the stabilizer end 109 opposite one in the 1 not shown further stabilizer end 109-1 twistable, in particular with a suspension of the respective wheel 101 . 101-1 ,

Furthermore, the anti-roll bar is 107 tensile strength and / or pressure resistant trained to absorb tensile and / or compressive forces.

The electric motor 129 is with the wheel carrier 103 by a drive shaft 135 connected to both sides of a vehicle longitudinal axis 136 arranged wheels 101 . 101-1 drive. The electric motor 129 is here in the direction of the vehicle longitudinal axis 136 arranged. Moreover, in the 1 another shock absorber 137 the vehicle shown to cushion the suspension assembly 100 sure. The suspension assembly 100 further includes a wishbone 139 trained Radlenker, in particular a lower wishbone 139 on which one the wheel carrier 103 facing end of the first link end 140 and a the first Radlenkerende 140 remote second Radlenkerende 142 having, wherein the first Radlenkerende 140 by means of a warehouse 111 on the wheel carrier 103 is fastened, and wherein the second Radlenkerende 142 on the housing 131 of the electric motor 129 , in particular at a fixing portion 141 of the housing 131 , stored.

Thus, the anti-roll bar allows 107 an effective roll stabilization of a vehicle and can absorb advantageously occurring tensile and / or compressive forces. In addition, the anti-roll bar has 107 a high lightweight potential, as the functional integration is enabled in a component and the unsprung masses are thereby reduced, which in turn improves the ride comfort and driving dynamics of the vehicle.

2 shows a suspension arrangement 100 for the suspension of two opposite wheels 101 . 101-1 in a vehicle according to the first embodiment. The suspension assembly 100 is here for the suspension of a wheel 101 and one the wheel 101 opposite further wheel 101-1 provided, the wheel 101 around a wheel axle 105 is rotatable, and where the other wheel 101-1 around another wheel axle 105-1 is rotatable. The wheel 101 is through a wheel carrier 103 and the other wheel 101-1 is by a in 2 not shown further wheel carrier 103-1 supported.

The stabilizer bar 107 has a second stabilizer section 125 with a stabilizer end 109 which passes through a bearing 111 , in particular pivot bearings in the transverse direction 112 to the wheel axle 105 on the wheel carrier 103 is movably mounted. The anti-roll bar 107 has a third stabilizer section 143 with another stabilizer end 109-1, which passes through another bearing 111-1 , in particular pivot bearings in the transverse direction 112 to the other wheel axle 105-1 is movably mounted on the other wheel carrier 103-1.

In this case, the second stabilizer section extends 125 and the third stabilizer section 143 each at an angle to a first stabilizer section 123 of the anti-roll bar 107.

The first stabilizer section 123 is on a housing 131 an electric motor 129 by clamp-shaped fixing elements 133 in the direction of the longitudinal axis 127 the particular straight first stabilizer section 123 stored immovably. However, the first stabilizer section 123 may be about the longitudinal axis 127 be rotated.

Like in the 1 discloses the suspension assembly 100 According to the first embodiment still further two trailing arms 119 each with a trailing arm end 121 , where in the 2 only one of the two trailing links 119 is shown.

Like in the 1 discloses the suspension assembly 100 according to the first embodiment still further two as lower wishbones 139 trained Radlenker, which each one the wheel 103 , or other wheel carrier 103-1 facing first Radlenkerende 140 and a second bar end 142 each having on the housing 131 of the electric motor 129 , in particular on a respective attachment portion 141 of the housing 131 , stored.

The suspension assembly 100 also has drive shafts 135 and shock absorbers 137 on.

Thus, the anti-roll bar allows 107 an effective roll stabilization of a vehicle and can absorb advantageously occurring tensile and / or compressive forces. In addition, the anti-roll bar has 107 a high lightweight potential, as the functional integration of anti-roll bar 107 , Torsionsstab particular, and Radführungslenkern is made possible in a component and the unsprung masses are thereby reduced, which in turn improves the ride comfort and driving dynamics of the vehicle.

3 shows a suspension arrangement 100 for the suspension of a wheel 101 in a vehicle according to a second embodiment.

The suspension assembly 100 is here for the suspension of a wheel 101 and one the wheel 101 opposite further wheel 101-1 provided in the in 3 shown perspective view only a wheel 103 of the wheel 101 and not the other wheel carrier 103-1 the further wheel 101-1 is shown.

The wheel 101 is around the wheel axle 105 rotatable and is through the wheel carrier 103 supported.

The stabilizer bar 107 has a second stabilizer section 125 with a stabilizer end 109 passing through a bearing 111 , in particular pivot bearings in the transverse direction 112 to the wheel axle 105 on the wheel carrier 103 is movably mounted.

In this case, the second stabilizer section extends 125 angular to a first stabilizer section 123 of the anti-roll bar 107 , wherein the angular arrangement in the in 3 selected view is not visible. The first stabilizer section 123 is on a housing 131 one in 3 not shown electric motor 129 in the direction of the longitudinal axis 127 of the particular straight first stabilizer section 123 stored immovably. The first stabilizer section 123 However, it can be rotated about the longitudinal axis 127.

In 3 is also still a drive shaft 135 of the electric motor 129 , as well as a shock absorber 137 shown. Like in the 3 discloses the suspension arrangement 100 according to the second embodiment still more than a lower arm 139 trained Radlenker.

At the wheel carrier 103 is also still a fastener 145 , In particular longitudinal leaf spring, arranged, which is an effective vertical suspension of the wheel carrier 103 ensures.

Thus, the anti-roll bar allows 107 an effective roll stabilization of a vehicle and can absorb advantageously occurring tensile and compressive forces. In addition, the anti-roll bar has 107 a high lightweight potential, as the functional integration is enabled in a component and the unsprung masses are thereby reduced, which in turn improves the ride comfort and driving dynamics of the vehicle.

4 shows a suspension arrangement 100 for suspending a wheel in a vehicle according to the second embodiment in a perspective view.

The suspension assembly 100 this includes a wheel carrier 103 for supporting a wheel 101 which is around the wheel axle 105 is rotatable.

The stabilizer bar 107 has a second stabilizer section 125 with a stabilizer end 109 passing through a bearing 111 , in particular pivot bearings in the transverse direction 112 to the wheel axle 105 on the wheel carrier 103 is movably mounted.

In this case, the second stabilizer section extends 125 angular to a first stabilizer section 123 of the anti-roll bar 107 , The first stabilizer section 123 is on a housing 131 one in 4 not shown electric motor 129 in the direction of the longitudinal axis 127 the particular straight first stabilizer section 123 stored immovably. The first stabilizer section 123 However, it can be rotated about the longitudinal axis 127.

In 4 is also still a drive shaft 135 of the electric motor 129 , as well as a shock absorber 137 shown. Like in the 4 discloses the suspension arrangement 100 according to the second embodiment still more than a lower arm 139 trained Radlenker.

At the wheel carrier 103 is also still a fastener 145 arranged, which is a stable attachment of the wheel carrier 103 ensures. The fastener 145 is particularly designed as a longitudinal leaf spring, which is an effective vertical suspension of the suspension arrangement 100 ensures.

LIST OF REFERENCE NUMBERS

100

suspension structure

101

wheel

101-1

Another bike

103

wheel carrier

103-1

Another wheel carrier

105

wheel axle

105-1

Further wheel axle

107

anti-roll bar

109

stabilizer end

109-1

Another stabilizer end

111

camp

111-1

Another camp

112

Transverse direction to the wheel axle

113

receiving sleeve

114

Transverse plane to the wheel axle

115

ball head

117

Vehicle vertical direction

119

Trailing arm

121

Trailing arm end

123

First stabilizer section

125

Second stabilizer section

127

longitudinal axis

129

electric motor

131

casing

133

Clamp-shaped fixing element

135

drive shaft

136

vehicle longitudinal axis

137

shock absorber

139

Lower wishbone

140

First link end

141

attachment section

142

Second Radlenkerende

143

Third stabilizer section

145

fastener

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 2583815 A1 [0003]

Claims (20)

A suspension assembly (100) for suspending at least one wheel (101) supported by a wheel support (103) of a vehicle, said wheel (101) being rotatable about a wheel axle (105), comprising: a stabilizer bar (107) having a stabilizer end (109); a bearing (111) which is fastened to the wheel carrier (103) and adapted to movably support the stabilizer end (109) in the transverse direction (112) to the wheel axle (105) of the wheel (101). Suspension arrangement (100) according to Claim 1 , wherein the bearing (111) is formed, the stabilizer end (109) in the direction of the wheel axle (105) tensile and / or pressure-resistant to store. Wheel suspension arrangement (100) according to one of the preceding claims, wherein the bearing (111) is formed by a pivot bearing, in particular by a ball pivot. Suspension arrangement (100) according to Claim 3 wherein the bearing (111) comprises a receiving sleeve (113) into which the stabilizer end (109) is insertable or inserted. Wheel suspension arrangement (100) according to one of the preceding claims, wherein the bearing (111) is adapted to allow a displacement of the stabilizer end (109) at least in sections along a circular path. A suspension assembly (100) according to any one of the preceding claims, wherein the bearing (111) is disposed in the vehicle vertical direction (117) above the wheel axle (105). A suspension assembly (100) according to any one of the preceding claims, including a trailing arm (119) having a trailing arm end (121) attachable to the wheel carrier (103), the stabilizer end (109) being disposed above the trailing arm end (121). A suspension assembly (100) according to any one of the preceding claims, wherein the anti-roll bar (107) additionally forms or replaces an upper control arm for the wheel (101). A suspension arrangement (100) according to any one of the preceding claims, wherein the anti-roll bar (107) comprises a first stabilizer section (123) and a second stabilizer section (125) disposed at an angle to the first stabilizer section (123), the stabilizer end (109). is formed by an end of the second stabilizer section (125). Suspension arrangement (100) according to Claim 9 wherein the first stabilizer section (123) has a longitudinal axis (127) and is rotatable about the longitudinal axis (127), in particular mounted on a vehicle component such as an electric motor (129). Suspension arrangement (100) according to Claim 10 wherein the first stabilizer section (123) is non-displaceably mounted in the direction of the longitudinal axis (127) or in the direction of a vehicle transverse axis. Suspension arrangement (100) according to Claim 10 or 11 wherein the second stabilizer portion (125) for a displacement of the stabilizer end (109) relative to another stabilizer end (109-1) of the anti-roll bar (107), is twistable, in particular at a suspension of the respective wheel (101, 101-1). Wheel suspension arrangement (100) according to one of the preceding claims, wherein the wheel suspension arrangement (100) for the suspension of a further wheel (101-1) is provided, which, in particular the wheel (101) opposite, by a further wheel carrier (103-1) supported, wherein the anti-roll bar (107) has a further stabilizer end (109-1) facing away from the stabilizer end (109); and wherein a further bearing (111-1), in particular a rotary joint bearing, is provided, which can be fastened or fastened to the further wheel carrier (103-1), wherein the further bearing (111-1) is formed, the further stabilizer end (109 -1) in the transverse direction (112) to the other wheel axle (105-1) of the other wheel (101-1) to store movable. Suspension arrangement (100) according to Claim 13 wherein the anti-roll bar (107) has a third stabilizer section (143) facing away from the second stabilizer section (125) and extending angularly from the first stabilizer section (123), one end of the third stabilizer section (143) forming the further stabilizer end (109 -1) forms. Wheel suspension arrangement (100) according to one of the preceding claims, wherein the anti-roll bar (107) is formed tensile and / or pressure-resistant to absorb tensile forces and / or pressure forces. Wheel suspension arrangement (100) according to one of the preceding claims, wherein the transverse stabilizer (107) by a torsion bar, in particular tubular or solid material is formed. A suspension assembly (100) as claimed in any one of the preceding claims, including an electric motor (129) directed towards Vehicle longitudinal axis (136) is arranged and designed to drive on both sides of the vehicle longitudinal axis (136) arranged wheels (101, 101-1), wherein the electric motor (129) has a housing (131) on which the transverse stabilizer (107) is mounted. Suspension arrangement (100) according to Claim 17 which further comprises at least one transverse link (139), in particular a lower transverse link (139), and wherein an end of the transverse link (139) remote from the wheel (101, 101-1) is mounted on the housing (131). Wheel suspension arrangement (100) according to one of the preceding claims, which further comprises at least one fastening element (145), in particular a longitudinal leaf spring, wherein the at least one fastening element (145) on the wheel carrier (103, 103-1) is mounted. Wheel suspension arrangement (100) for the suspension of at least one wheel (101, 101-1) supported by a wheel carrier (103, 103-1) of a vehicle, the wheel (101, 101-1) being mounted about a wheel axis (105 , 105-1) is rotatable, with a Radlenker (107, 139) with a first Radlenkerende (109, 140) which faces the wheel carrier (103, 103-1), and with a second Radlenkerende (142) which the the first link end (109, 140) by means of a bearing (111) on the wheel carrier (103, 103-1) can be fastened and wherein the suspension arrangement (100) further comprises an electric motor (129) for driving the wheel (101, 101-1), wherein the second Radlenkerende (142) on a housing (131) of the electric motor (129) is mounted.

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