Multi-link motor vehicle axle

Abstract

The invention relates to a multi-link motor vehicle axle for connecting a wheel carrier to a motor vehicle body, which comprises a first link plane (24) and a second link plane (25). The first link plane (24) is assigned a first transverse link (7) and a second transverse link (8), and the second link plane (25) comprises a trapezoidal link (5). The trapezoidal link is connected to the wheel carrier (3) by means of a first connecting link (9) and to the motor vehicle body (4) by means of a second connecting link (10), and a longitudinal link (6) of the multi-link motor vehicle axle (1) is constructed. The longitudinal link is connected to the motor vehicle body (4) at its longitudinal link end (23) constructed away from the second link plane (25). According to the invention, the longitudinal link (6) is connected to the trapezoidal link (5) at its longitudinal link end (22) constructed towards the second link plane (25).

Description

Field of the Invention

[0001] The present invention relates to a multi-link motor vehicle axle. Background Art

[0002] Multi-link motor vehicle axles are well known. Here, a plurality of links are arranged in a link plane, wherein these links are used to accommodate preferably five of the six degrees of freedom of the body in space. Only one degree of freedom is left for the bounce retraction and bounce extension of the wheel to be accommodated. Such multi-link motor vehicle axles are used for the highest possible driving comfort, wherein in addition the motor vehicle should be kept in the desired lane when longitudinal and lateral forces occur on the motor vehicle.

[0003] The multi-link motor vehicle axle has two link planes constructed in the direction of the vertical axis of the motor vehicle, these link planes having a plurality of links, which are partially interconnected, wherein one link plane includes a so-called trapezoidal link, which can be derived, for example, from the patent document DE 10 2014 112 455 B4.

[0004] A multi-link motor vehicle axle is known from the patent document EP 0 655 355 B1, which is configured in the form of a so-called McPherson rear axle, wherein the transverse link is connected to a tie rod.

[0005] A multi-link motor vehicle axle is disclosed in the published document DE 10 2012 110 080 A1, which multi-link motor vehicle axle includes a first link plane and a second link plane, wherein the first link plane has a transverse link, and the second link plane has a trapezoidal link. The longitudinal link of the multi-link motor vehicle axle is connected at one end to the wheel carrier and at the other end to the motor vehicle body. Summary of the Invention

[0006] It is an object of the present invention to provide an improved multi-link motor vehicle axle.

[0007] According to the present invention, this object is achieved by a multi-link motor vehicle axle. Advantageous designs of the present invention with suitable and unusual improvements are given in the corresponding following text.

[0008] The multi-link motor vehicle axle for connecting a wheel carrier to a motor vehicle body according to the invention comprises a first link plane and a second link plane, wherein the first link plane is assigned a first transverse link and a second transverse link, and wherein the second link plane comprises a trapezoidal link. The trapezoidal link is connected to the wheel carrier by means of a first connecting link and to the motor vehicle body by means of a second connecting link. A longitudinal link of the multi-link motor vehicle axle is provided, which is connected to the motor vehicle body at its longitudinal link end facing away from the second link plane. According to the invention, the longitudinal link is connected to the trapezoidal link at its longitudinal link end facing the second link plane. An important advantage of the invention lies in the possibility that subframe supports, which are usually received at the ends of the subframe of the motor vehicle's chassis frame, can be dispensed with without eliminating the comfortable longitudinal bounce, which can be achieved by means of the links according to the invention. Thus, the possibility is provided of rigidly connecting, in particular screwing, the chassis frame to the motor vehicle body, so that the motor vehicle body is strengthened and thus the motor vehicle body has improved rear vehicle rigidity without causing unacceptable self-steering characteristics of the wheels arranged on the multi-link motor vehicle axle.

[0009] Furthermore, the multi-link motor vehicle axle according to the invention offers the possibility of an optimized structural space arrangement of the load-bearing spring and the damper, which are usually arranged in the form of a spring strut. By connecting the longitudinal link to the trapezoidal link, the load-bearing spring and the damper can be arranged in an optimized structural space and separated from each other, whereby the so-called packaging advantage is obtained when arranging a large-volume electric machine, in particular extending mainly in the direction of the transverse axis of the motor vehicle, as a drive unit or an additional drive unit. Eliminating the subframe supports on the subframe provides the possibility of arranging the electric machine on or at the chassis frame, whereby the establishment, arrangement and rigidity of the connection of the electric machine can be significantly improved.

[0010] Another possibility is to connect the damper to the trapezoidal link in an arrangement as low as possible in the direction of the vertical axis of the motor vehicle, so that, at a corresponding damping rate, the end of the damper facing the motor vehicle body can be placed correspondingly low, thus achieving another arrangement advantage. Therefore, the end of the damper, which has a support bearing and faces the motor vehicle body, no longer lies next to the inner side of the wheel, as in the prior art, when the wheel bounces back, but is located below the inner side of the wheel when viewed in the direction of the vertical axis of the motor vehicle. Thus, the extension dimension of the chassis can be reduced and likewise the extension dimension of the motor vehicle body in the direction of the transverse axis of the body can be reduced.

[0011] The longitudinal link is connected to the trapezoidal link at the connecting element, thus enabling a reliable and movable connection of the longitudinal link at the trapezoidal link. The connecting element can be embodied, for example, in the form of a tab, or the connecting element can be designed in the form of a recess constructed in the trapezoidal element.

[0012] Depending on the desired function of the longitudinal link, when viewed in the driving direction in the direction of the longitudinal axis of the motor vehicle, the longitudinal link or the connecting element is connected or constructed behind the wheel axis to form a strut or is connected or constructed in front of the wheel axis to form a tie rod.

[0013] In another design of the multi-link motor vehicle axle according to the invention, the longitudinal link is pivotally arranged on the trapezoidal link about the element axis of the connecting element, wherein the element axis is designed to be orthogonal to the longitudinal axis of the longitudinal link, thereby enabling a reliable movement and transmission of force onto the longitudinal link.

[0014] As long as the longitudinal link has supports at one or both ends, and these supports have the function of comfort supports, a comfortable and reliable multi-link motor vehicle axle is achieved.

[0015] Advantageously, at least one of the two lateral links is constructed in the form of an active steering tie rod.

[0016] The load-bearing spring and the shock absorber are arranged relative to each other substantially in the direction of the longitudinal axis of the motor vehicle, such that a possible reduction in the extension dimension of the chassis and also a possible reduction in the extension dimension of the motor vehicle body in the direction of the transverse axis of the body can be achieved in a simple and thus cost-effective manner.

[0017] The lateral links can be arranged substantially parallel to each other by means of the connection of the longitudinal link to the trapezoidal link, whereby, due to the permitted pivoting movements of the multi-link motor vehicle axle, the subframe supports can be dispensed with without reducing the comfort.

[0018] In order to support the braking torque while ensuring reliable pivoting, the first coupling link and the second coupling link engage on the side of the trapezoidal link facing the wheel carrier or on the side facing away from the wheel carrier.

[0019] Generally, the present invention discloses the following technical solution 1 herein, and the following 2-9 are the preferred technical solutions of the present invention:

[0020] 1. A multi-link motor vehicle axle for connecting a wheel carrier to a motor vehicle body, the multi-link motor vehicle axle comprising a first link plane (24) and a second link plane (25), wherein the first link plane (24) is assigned a first transverse link (7) and a second transverse link (8), and wherein the second link plane (25) comprises a trapezoidal link (5), the trapezoidal link being connected to the wheel carrier (3) by means of a first connecting link (9) and to the motor vehicle body (4) by means of a second connecting link (10), and wherein a longitudinal link (6) of the multi-link motor vehicle axle (1) is constructed, the longitudinal link being connected to the motor vehicle body (4) at a longitudinal link end (23) thereof constructed away from the second link plane (25).

[0021] Characterized in that

[0022] the longitudinal link (6) is connected to the trapezoidal link (5) at a longitudinal link end (22) thereof constructed towards the second link plane (25).

[0023] 2. The multi-link motor vehicle axle according to claim 1 above,

[0024] Characterized in that

[0025] the longitudinal link (6) is connected to the trapezoidal link (5) at a connecting element (26).

[0026] 3. The multi-link motor vehicle axle according to claim 1 or 2 above,

[0027] Characterized in that

[0028] the longitudinal link (6) is connected behind or in front of the wheel axis (34) in the direction of travel along the longitudinal axis (X) of the motor vehicle when viewed in the travel direction.

[0029] 4. The multi-link motor vehicle axle according to any one of claims 2 or 3 above,

[0030] Characterized in that

[0031] the longitudinal link (6) is pivotally arranged on the trapezoidal link (5) about an element axis (32) of the connecting element (26), wherein the element axis (32) is constructed to be orthogonal to the longitudinal axis (33) of the longitudinal link (6).

[0032] 5. The multi-link motor vehicle axle according to any one of claims 1 - 4 above,

[0033] Characterized in that

[0034] The longitudinal link (6) has a bearing (28) at the longitudinal link ends (22; 23), which has the function of a comfort bearing.

[0035] 6. The multi-link motor vehicle axle according to any one of the preceding claims 1-5,

[0036] characterized in that

[0037] one of the two transverse links (7; 8) is configured in the form of an active steering tie rod.

[0038] 7. The multi-link motor vehicle axle according to any one of the preceding claims 1-6,

[0039] characterized in that

[0040] the load-bearing spring (11) and the shock absorber (27) of the motor vehicle body (4) are arranged substantially opposite to each other in the direction of the longitudinal axis (X) of the motor vehicle.

[0041] 8. The multi-link motor vehicle axle according to any one of the preceding claims 1-7,

[0042] characterized in that

[0043] these transverse links (7, 8) are arranged substantially parallel.

[0044] 9. The multi-link motor vehicle axle according to any one of the preceding claims 1-8,

[0045] characterized in that

[0046] the first coupling link (9) and the second coupling link (10) engage on one side of the trapezoidal link (5) facing the wheel carrier (3) or on the side facing away from the wheel carrier (3). Description of the Drawings

[0047] Further advantages, features and details of the invention result from the following description of the preferred embodiments and from the drawings. The features and feature combinations mentioned above in the description and the features and feature combinations mentioned and / or shown individually in the following description of the drawings can be used not only in the respectively given combinations but also in other combinations or individually, without departing from the scope of the invention. Identical or functionally identical elements are provided with the same reference signs. In the drawings:

[0048] FIG. 1 shows in a three-dimensional top view a partial view of a multi-link motor vehicle axle according to the prior art,

[0049] Figure 2 and shows in a three-dimensional top view a partial view of a first embodiment of a multi-link motor vehicle axle according to the invention,

[0050] Figure 3 Another perspective view shows a partial view of a multi-link motor vehicle axle according to Figure 2 The multi-link motor vehicle axle shown in FIG. 1 is constructed according to the prior art for use in a motor vehicle 2. The driving direction 16 is indicated by a direction arrow. The multi-link motor vehicle axle 1 is connected to the wheel carrier 3 of the chassis 35 of the motor vehicle 2. The chassis 35 is connected to the motor vehicle body 4 of the motor vehicle 2.

[0051] Figure 4 A perspective view shows a partial view of a multi-link motor vehicle axle according to Figure 2 The multi-link motor vehicle axle shown in FIG. 1 is constructed according to the prior art for use in a motor vehicle 2. The driving direction 16 is indicated by a direction arrow. The multi-link motor vehicle axle 1 is connected to the wheel carrier 3 of the chassis 35 of the motor vehicle 2. The chassis 35 is connected to the motor vehicle body 4 of the motor vehicle 2.

[0052] Figure 5 A perspective view shows a partial view of a second embodiment of a multi-link motor vehicle axle according to the present invention. Detailed Description of the Invention

[0053] The multi-link motor vehicle axle 1 constructed according to the prior art for use in a motor vehicle 2 is constructed as shown in FIG. 1. The driving direction 16 is indicated by a direction arrow. The multi-link motor vehicle axle 1 is connected to the wheel carrier 3 of the chassis 35 of the motor vehicle 2. The chassis 35 is connected to the motor vehicle body 4 of the motor vehicle 2.

[0054] The multi-link motor vehicle axle 1 configured as a rear axle includes a trapezoidal link 5, a longitudinal link 6, a first lateral link 7, a second lateral link 8, a first coupling link 9, and a second coupling link 10. A load-bearing spring 11 is arranged to extend between the two lateral links 7, 8. The second lateral link 8 and the first coupling link 9 are connected to a subframe 12, which has elastic damping elements 15 for improving ride comfort at its ends (i.e., the first axial end 13 and the second axial end 14), where the damping element 15 typically has a rubber lining for absorbing impacts.

[0055] A shock absorber 27 is arranged between the load-bearing spring 11 and the wheel carrier 3, and is thus positioned relative to the load-bearing spring 11 in the direction of the vehicle body transverse axis Y of the vehicle body 4, thereby creating the corresponding width of the vehicle body 4 and the chassis 35. For better understanding, a Cartesian coordinate system is shown, which has the extension directions of the axes of the vehicle body 4, namely the vehicle body longitudinal axis X, the vehicle body transverse axis Y, and the vehicle body vertical axis Z.

[0056] The first lateral link 7 is directly connected to the wheel carrier 3 at its first link axial end 17 constructed towards the wheel carrier 3. To implement a so-called active steering tie rod, the first lateral link 7 is connected to an actuator 19 at its second link axial end 18. The first lateral link can also be connected to the vehicle body 4 at its second link axial end 18 without implementing an active steering tie rod.

[0057] The second transverse link 8 is likewise received directly on the wheel carrier 3 at its third link axial end 20 configured towards the wheel carrier 3, and is connected directly or indirectly to the motor vehicle body 4 at its fourth link axial end 21 configured opposite the third link axial end 20.

[0058] The first coupling link 9 and the second coupling link 10 are each used to couple the trapezoidal link 5 to the wheel carrier 3 or the motor vehicle body 4.

[0059] Furthermore, the wheel carrier 3 is connected to the motor vehicle body 4 by means of a longitudinal link 6 which is directly articulated to the wheel carrier 3 at its first longitudinal link end 22 and directly articulated to the motor vehicle body 4 at its second longitudinal link end 23 configured opposite the first longitudinal link end 22. Thus, the longitudinal link 6 is arranged between a first link plane 24 of the multi-link motor vehicle axle 1 and a second link plane 25 of the multi-link motor vehicle axle 1, wherein the longitudinal link is positioned between the transverse links 7, 8 forming the first link plane 24 and the trapezoidal link 5 forming the second link plane 25. The longitudinal link 6, which is especially used for absorbing longitudinal forces, is implemented to extend obliquely approximately starting from the center of the wheel carrier 3 in the direction of the travel direction 16.

[0060] Of course, the links 5, 6, 7, 8, 9, 10 are movably interconnected according to their connections.

[0061] A first embodiment of the multi-link motor vehicle axle 1 configured for application in a motor vehicle according to the invention is constructed as shown Figures 2 to 4 in. Different from the longitudinal link 6 of the multi-link motor vehicle axle 1 according to FIG. 1, the longitudinal link 6 is connected to the trapezoidal link 5 at its first longitudinal link end 22 configured towards the wheel carrier 3.

[0062] In the first embodiment, the first longitudinal link end 22 is connected to the trapezoidal link 5 on a connecting element 26 which is located almost in front of the wheel axis 34 of the wheel carrier 3 when observed in the travel direction 16, wherein the longitudinal link 6 has the function of a tension rod.

[0063] In a second embodiment of the multi-link motor vehicle axle 1 according to the invention, as shown Figure 5 in, when observed in the direction of the travel direction 16, the connecting element 26 is constructed almost behind the wheel axis 34, whereby the longitudinal link 6 assumes the function of a compression rod. Of course, the longitudinal link 6 is movably received on the connecting element 26 in both embodiments. That is to say in other words, the trapezoidal link 5 and the longitudinal link 6 are movably connected relative to each other.

[0064] The longitudinal link 6 is received on a connecting element 26 which is configured on the trapezoidal link 5, wherein the connecting element 26 has an element axis 32 about which the longitudinal link 6 is pivotally arranged on the connecting element 26, and wherein the element axis 32 is configured to be orthogonal to the longitudinal axis 33 of the longitudinal link 6. Thus, pivoting or in other words tilting of the multi-link motor vehicle axle 1 can be achieved in order to absorb forces formed in the direction of the longitudinal axis X of the motor vehicle, so that it is possible to dispense with mounting the damping element 15 on the axial ends 13, 14 of the subframe 12.

[0065] The trapezoidal link 5 is configured in the form of a multi-functional component which, in addition to its transverse link function, also serves to support the load-bearing spring 11 and the shock absorber 27.

[0066] At the axial ends 13, 14, so-called subframe supports can be dispensed with, which the multi-link motor vehicle axle 1 according to FIG. 1 and thus according to the prior art respectively has at the axial ends 13, 14, because due to the connection of the longitudinal link 6 to the trapezoidal link 5, a functionally corresponding support 28 is constructed at the second longitudinal link end 23. The central axis 31 of the multi-link motor vehicle axle 1 is shown in Figure 3 is shown.

[0067] In the illustrated embodiment of the multi-link motor vehicle axle 1 according to the invention, the two coupling links 9 and 10 are respectively connected at their first articulation points 29 on the same side of the trapezoidal link 20. That is to say, in other words, the two coupling links 9, 10 are movably connected to the trapezoidal links 9, 10 at their ends configured towards the trapezoidal link 5, wherein the first coupling link 9 is connected to the end of the trapezoidal link 5 configured towards the wheel carrier 3, and the second coupling link 10 is connected to the end of the trapezoidal link 5 configured away from the wheel carrier 3.

[0068] The second articulation point 30 of the first coupling link 9, which is configured away from the first articulation point 29, is connected to the wheel carrier 3, and conversely, the second articulation point 30 of the second coupling link 10 is connected to the motor vehicle body 4. It is also possible that the two coupling links 9, 10 are connected to the trapezoidal link 20 with their first articulation points 29 offset diagonally, for example such that one of the coupling links 9; 10 is connected to the side of the trapezoidal link 5 configured towards the wheel carrier 3, and the other coupling link 10; 9 of the coupling links is connected to the side of the trapezoidal link 5 configured away from the wheel carrier 3.

[0069] The multi-link motor vehicle axle 1 according to the invention has the performance of a so-called five-link motor vehicle axle. The trapezoidal link 5 of the second link plane 25 is connected to the wheel carrier 3 and the motor vehicle body 4 directly by means of hinge points and indirectly by means of these two connecting links 9, 10 on the one hand. These two connecting links 9, 10 particularly bear the support of the braking torque. The kinematic and elastokinematic characteristic parameters can be set individually or separately.

[0070] By means of the multi-link motor vehicle axle 1 according to the invention, a shorter motor vehicle 2 can be achieved in the direction of the transverse axis Y of the motor vehicle than can be achieved by means of the multi-link motor vehicle axle 1 constructed according to FIG. 1, since it is possible to achieve the positioning of the load-bearing spring 11 and the damper 27 substantially in the direction of the longitudinal axis X of the motor vehicle, as can be seen from the comparison of the positioning axes P shown in FIGS. 1 and Figure 2 as drawn. The possibility is also provided that these two lateral links 7, 8 are arranged substantially parallel to one another, whereby pivoting of the multi-link motor vehicle axle 1 can be achieved.

Claims

1. A multi-link motor vehicle axle for connecting a wheel carrier to a motor vehicle body, the multi-link motor vehicle axle comprising a first link plane (24) and a second link plane (25), wherein the first link plane (24) is assigned a first transverse link (7) and a second transverse link (8), and wherein the second link plane (25) comprises a trapezoidal link (5) which is connected to the wheel carrier (3) by means of a first connecting link (9) and to the motor vehicle body (4) by means of a second connecting link (10), and wherein a longitudinal link (6) of the multi-link motor vehicle axle (1) is constructed, which longitudinal link is connected to the motor vehicle body (4) at a longitudinal link end (23) thereof which is constructed facing away from the second link plane (25). Characterized in that the longitudinal link (6) is connected to the trapezoidal link (5) at a longitudinal link end (22) thereof which is constructed facing the second link plane (25); the longitudinal link (6) has a bearing (28) at the longitudinal link ends (22; 23), which bearing has the function of a comfort bearing.

2. The multi-link motor vehicle axle according to claim 1, Characterized in that the longitudinal link (6) is connected to the trapezoidal link (5) at a connecting element (26).

3. The multi-link motor vehicle axle according to claim 1 or 2, Characterized in that the longitudinal link (6) is connected behind or in front of the wheel axis (34) in the direction of travel in the direction of the motor vehicle longitudinal axis (X).

4. The multi-link motor vehicle axle according to claim 2, Characterized in that the longitudinal link (6) is pivotably arranged on the trapezoidal link (5) about an element axis (32) of the connecting element (26), wherein the element axis (32) is constructed orthogonally to the longitudinal axis (33) of the longitudinal link (6).

5. The multi-link motor vehicle axle according to claim 1 or 2, Characterized in that one of the two transverse links (7; 8) is constructed in the form of an active steering tie rod.

6. The multi-link motor vehicle axle according to claim 1 or 2, Characterized in that the load-bearing spring (11) and the shock absorber (27) of the motor vehicle body (4) are arranged substantially opposite one another in the direction of the motor vehicle longitudinal axis (X).

7. The multi-link motor vehicle axle according to claim 1 or 2, Characterized in that these transverse links (7, 8) are arranged substantially parallel to one another.

8. The multi-link motor vehicle axle according to claim 1 or 2, Characterized in that the first connecting link (9) and the second connecting link (10) engage on one side of the trapezoidal link (5) facing the wheel carrier (3) or on one side of the trapezoidal link (5) facing away from the wheel carrier (3).

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