Chassis of motor vehicle

Abstract

The invention relates to a chassis of a motor vehicle, in particular a commercial vehicle (1), comprising at least one double-wishbone suspension axle (6) which in each case has two independent wheel suspensions (7), the independent wheel suspensions (7) of the at least one double-wishbone suspension axle (6) in each case having an upper wishbone (9) and a lower wishbone (10), in the respective independent wheel suspension (7), a connection is established between the wheel carrier of the respective independent wheel suspension (7) and the body of the motor vehicle. In this case, the cross arms (9, 10) are connected on one side of the vehicle body at two connection points, which in each case define an associated axis of rotation of the cross arms (9, 10) relative to the vehicle body. In the installed position of the at least one double-wishbone suspension shaft (6) in the motor vehicle, the axes of rotation (27, 28) of the wishbones (9, 10) associated with the respective individual wheel suspensions (7, 8) are parallel to each other, the axes of rotation (27, 28) being also inclined with respect to the horizontal (37) at an inclination angle (alpha) greater than 0 DEG in the forward direction of travel (36) of the motor vehicle in order to better support the braking forward-tilting forces.

Description

Technical Field

[0001] The invention relates to a chassis for a motor vehicle, in particular a commercial vehicle, comprising at least one double wishbone suspension axle, each of which has two independent wheel suspensions, wherein the independent wheel suspensions of the at least one double wishbone suspension axle each have an upper wishbone and a lower wishbone, which in the respective independent wheel suspension each respectively establish a connection between the wheel carrier of the respective independent wheel suspension and the body of the motor vehicle, wherein each wishbone is connected on one side of the body at two connection points, which define the respective rotation axis of the respective wishbone relative to the body. The invention also relates to a commercial vehicle having the aforementioned chassis. Background Art

[0002] Independent wheel suspensions are known for the chassis of motor vehicles, in which the wheels of the respective axle are rotatably mounted on the respective wheel carrier, wherein the respective wheel carrier is also connected to the vehicle body as a coupling link of a kinematic chain via one or more lever arms. A common embodiment of an independent wheel suspension is a double wishbone independent wheel suspension, in which the respective wheel carrier is connected to the vehicle body via two wishbone arms, wherein one wishbone is arranged above the wheel center of the wheel to be guided on the wheel carrier and one wishbone is arranged below the wheel center. Furthermore, a steering lever arm is usually provided in order to define the wheel track.

[0003] Patent document DE 10 2015 211 529 A1 discloses a double wishbone independent wheel suspension, in which a wheel carrier in the form of a steering knuckle is connected to the vehicle body via an upper wishbone and a lower wishbone. The wishbone is designed as a three-point link arm in that the wishbone is connected on the vehicle body side at two connection points via a swivel bearing in the form of a rubber bearing, while the knuckle side of the connection of the wishbone is received on the knuckle pin of the steering knuckle via a ball joint. The two connection points of the wishbone on the vehicle body side are located on a rotation axis about which the wishbone can be pivoted relative to the vehicle body via the rubber bearing. Summary of the invention

[0004] Based on the above-mentioned prior art, the object of the present invention is now to provide a chassis by means of which an increased driving comfort can be achieved for a motor vehicle.

[0005] This object is achieved based on the features of the preamble of claim 1 in combination with its characterizing features. The dependent claims following claim 1 accordingly provide advantageous developments of the invention. Furthermore, a commercial vehicle having a chassis according to the invention is the subject of claims 9 and 10.

[0006] According to the invention, the chassis of a motor vehicle comprises at least one double wishbone suspension axle, which in each case has two independent wheel suspensions. The independent wheel suspensions of the at least one double wishbone suspension axle in each case have an upper wishbone and a lower wishbone, which in the respective independent wheel suspension in each case respectively establish a connection between the wheel carrier of the respective independent wheel suspension and the body of the motor vehicle. In this case, the wishbone is connected on one side of the body in each case at two connection points, which in each case define the associated rotation axis of the wishbone relative to the body.

[0007] Therefore, the chassis of the present invention has at least one double wishbone suspension axle, which in turn consists of two independent wheel suspensions. The independent wheel suspension is designed here as a double wishbone independent wheel suspension to form at least one double wishbone suspension axle. For each independent wheel suspension, an upper wishbone and a lower wishbone are provided, wherein the upper wishbone is in particular located above the wheel center defined by the corresponding wheel carrier of the corresponding independent wheel suspension, and the lower wishbone is preferably arranged below the wheel center. Each of the wishbone arms connects the corresponding wheel carrier of the corresponding independent wheel suspension to the body of the motor vehicle having the chassis. By being designed as a double wishbone independent wheel suspension, the corresponding independent wheel suspension can withstand longitudinal forces in addition to lateral forces, since the corresponding wheel carrier is doubly connected via the wishbone.

[0008] The respective transverse arms of the respective independent wheel suspension are hereby coupled to the body of the motor vehicle via two connection points, which are each located on an axis of rotation about which the respective transverse arm can perform a pivoting movement relative to the body of the motor vehicle while guiding the respective wheel carrier.

[0009] The invention now includes the following technical teaching: In the installation position of at least one double wishbone suspension axle in the motor vehicle, the rotation axes of the wishbones associated with the respective independent wheel suspensions are parallel to one another and are respectively inclined with respect to the horizontal at an angle of inclination greater than 0° in the forward travel direction of the motor vehicle. In other words, in the installation position of at least one double wishbone suspension axle, i.e. when at least one double wishbone suspension axle is installed in the motor vehicle, the rotation axes of the wishbones in the respective independent wheel suspensions extend parallel to one another. In the case of this parallel extension, the respective rotation axes of the wishbones of the respective independent wheel suspensions are inclined with respect to the horizontal, wherein this is achieved here by an angle of inclination greater than 0° and causes the respective rotation axes to be inclined with respect to the forward travel direction of the motor vehicle.

[0010] Thus, by tilting the rotation axis of the double wishbone in the forward driving direction at an inclination angle, the double wishbone suspension axle formed by the double wishbone independent wheel suspension is mounted in an overall rotationally inclined manner, whereby braking pitching forces can be better supported in an advantageous manner in the double wishbone suspension axle. This has the result that driving comfort is improved during braking of the motor vehicle.

[0011] In the sense of the invention, the inclination of the respective axis of rotation at a positive inclination angle in the forward travel direction of the motor vehicle means that the respective axis of rotation is inclined forward relative to the motor vehicle, i.e. the intersection of the respective axis of rotation with the roadway is located on the side of the wheel support point in the forward travel direction of the motor vehicle at which the wheel guided by the respective independent wheel suspension is in contact with the roadway. Since the axis of rotation of the independent wheel suspension of the double wishbone suspension axle installed according to the invention is inclined at an inclination angle greater than 0°, the intersection of the axis of rotation with the roadway is located on the side of the wheel support point in the forward travel direction of the motor vehicle.

[0012] According to an embodiment of the invention, the inclination angle is at least 1°, wherein the inclination angle is preferably in the range of 1° to 15° and particularly preferably in the range of 1° to 4°. This range has proven to be particularly advantageous for supporting braking pitch forces and for other driving behaviors that can be assumed by at least one double wishbone suspension axle.

[0013] In a further development of the invention, the transverse arms of the respective independent wheel suspension are connected at the connection point on the vehicle body side via a swivel bearing, in particular a rubber bearing. Here, the pivoting movement of the respective transverse arms relative to the vehicle body can advantageously be designed in a reliable manner. Designing the swivel bearing as a rubber bearing enables a relatively rigid design of the swivel bearing, whereby transverse and longitudinal forces can be absorbed by the respective swivel bearing.

[0014] According to an advantageous possible design of the invention, the transverse arms of the respective independent wheel suspensions are connected at the connection points on one side of the wheel carrier of the respective independent wheel suspension. Therefore, in this respect, each transverse arm is designed as a three-point lever arm. In an improved version of this possible design, the connection points on the respective wheel carrier sides of the transverse arms in the respective independent wheel suspensions define a steering axis, which in the installation position of at least one double wishbone suspension axle is tilted by a caster angle relative to the vertical line in the opposite direction of the forward driving direction of the motor vehicle. This enables castering to be achieved for each independent wheel suspension and therefore also on both sides of the double wishbone suspension axle, thereby improving the wheel track holding stability and enabling steering resetting for the steerable axle. Preferably, the caster angle is greater than 0° and in particular greater than or equal to 1°.

[0015] Another embodiment of the invention provides that at least one double wishbone suspension axle is designed as a steerable axle, wherein a respective tie rod is respectively connected to the wheel carrier of the respective independent wheel suspension, via which the steering movement can be respectively introduced into the wheel carrier. In this context, the wheel carrier can also be referred to as a steering knuckle.

[0016] In a development of the above-mentioned embodiment, the respective independent wheel suspension of at least one double wishbone suspension axle has a knuckle bracket which is connected via a swivel bearing at a connection point on the wheel carrier side of the transverse arm of the respective independent wheel suspension and is coupled to a knuckle fist via a swivel bearing. For the respective independent wheel suspension, the knuckle fist here in each case carries a knuckle pin, on which the wheel carrier of the respective independent wheel suspension is rotatably guided. This advantageously allows a robust design of a steerable double wishbone suspension axle which is particularly suitable for use in heavy commercial vehicles.

[0017] In addition, the present invention also relates to a commercial vehicle having a chassis according to one or more of the above-mentioned variants. Here, the commercial vehicle is particularly preferably a truck, and in particular a heavy truck.

[0018] In the above-described development of the commercial vehicle, a steerable front axle is preferably provided in the chassis as a steerable variant of the double wishbone suspension axle according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The advantageous embodiments of the invention explained below are shown in the accompanying drawings, in which:

[0020] Figure 1 shows a schematic diagram of a commercial vehicle having a chassis according to the invention; and

[0021] Figures 2 to 4 Shows Figure 1 Different views of the front axle of the chassis design with double wishbone suspension axle. DETAILED DESCRIPTION

[0022] Figure 1 The schematic diagram of a commercial vehicle 1 is shown, which is a truck and particularly preferably a heavy truck. In addition to the body 2, the commercial vehicle also comprises a chassis 3, which is formed by a steerable front axle 4 and at least one rear axle 5 and is designed according to an embodiment according to the invention.

[0023] exist Figures 2 to 43 shows a front axle 4 of a chassis 3 in different views. Here, the front axle 4 is designed as a double wishbone suspension axle 6, which consists of two independent wheel suspensions 7 and 8, but in Figures 2 to 4 In the figure, only one of the independent wheel suspensions 7 is shown. In a manner known in principle to a person skilled in the art, the independent wheel suspension 8 corresponds to the structure of the independent wheel suspension 7 in a mirror-image arrangement on the double wishbone suspension axle 6, so that the following description of the independent wheel suspension 7 also applies to the independent wheel suspension 8.

[0024] The independent wheel suspension 7 of the double wishbone suspension axle 6 comprises an upper wishbone 9 and a lower wishbone 10, which are respectively established on Figures 2 to 4 1 and 12 , which are not shown in detail, are connected to the vehicle body 2 and the wheel carrier 11 of the independent wheel suspension 7. The cross arms 9 and 10 are each designed as a three-point link arm and have three connection points 12, 13 and 14 and connection points 15, 16 and 17. In the chassis 3, the upper cross arm 9 is connected to the vehicle body 2 at the connection points 12 and 13 respectively via a swivel bearing 18, 19 in the form of a rubber bearing, while the upper cross arm 9 is coupled to the steering knuckle bracket 21 at the connection point 14 via a swivel bearing 20. In addition, an air spring 22 of the independent wheel suspension 7 is connected in the coupling region of the upper cross arm 9 and the steering knuckle bracket 21.

[0025] The lower control arm 10 is also coupled to the vehicle body 2, this being accomplished at the connection points 15 and 16 via the pivot bearings 23 and 24 arranged there and also designed here as rubber bearings. At the connection point 17 of the lower control arm 10, the steering knuckle bracket 21 is connected via the pivot bearing 25, wherein in this connection region a coupling is also established here with the damper 26 of the independent wheel suspension 7.

[0026] The connection points 12 and 13 of the upper cross arm 9 are located on the rotation axis 27, about which the upper cross arm 9 can be rotated relative to the vehicle body 2 via the swivel bearings 18 and 19. Likewise, the connection points 15 and 16 of the lower cross arm 10 are located on the rotation axis 28, about which the lower cross arm 10 can be moved relative to the vehicle body 2 via the swivel bearings 23 and 24. The rotation axis 27 is parallel to the rotation axis 28, wherein the rotation axes 29 and 30 are also parallel for this purpose, about which the steering knuckle bracket 21 can be rotated relative to the upper cross arm 9 and the lower cross arm 10 respectively.

[0027] The knuckle bracket 21 is coupled to a knuckle fist 32 at a further swivel bearing 31, which can be tilted relative to the knuckle bracket 21 via the swivel bearing 31 and supports a knuckle pin 33. In this case, the wheel bracket 11 of the independent wheel suspension 7 is rotatably guided on the knuckle pin 33. In addition, a tie rod 34 is engaged at the wheel bracket 11 in an eccentric manner with respect to the guidance via the knuckle pin 33, which is part of the steering part 35 and through which a steering movement can be introduced into the wheel bracket 11.

[0028] exist Figure 4 , the independent wheel suspension 7 of the double wishbone suspension axle 6 is shown in the installed position of the commercial vehicle 1. In particular, the double wishbone suspension axle 6 in the chassis 3 is now inclined in the forward driving direction 36, wherein this is achieved in that the rotation axes 27 and 28 of the respective wishbones 9 and 10 of the two independent wheel suspensions 7 and 8 are each inclined at an inclination angle α relative to the horizontal 37, i.e. each are inclined downwards on the side facing the forward driving direction 36. The inclination angle α is greater than 0° and is at least 1°. This has the result that braking tilting forces can be better supported for the double wishbone suspension axle 6.

[0029] As from Figure 4 It can also be seen that the steering axis 38 of the independent wheel suspension 7 extends at a caster angle τ to the vertical 39, thereby achieving a caster for the double wishbone suspension axle 6. The caster angle is greater than 0° and preferably at least 1°.

[0030] By means of the chassis concept according to the invention, the support of braking pitch forces in commercial vehicles can be improved.

[0031] Reference numerals

[0032] 1 Commercial Vehicles

[0033] 2 Body

[0034] 3 Chassis

[0035] 4 Front axle

[0036] 5 Rear axle

[0037] 6 Axles with double wishbone suspension

[0038] 7 Independent wheel suspension

[0039] 8 Independent wheel suspension

[0040] 9 Upper cross arm

[0041] 10 Lower cross arm

[0042] 11 Wheel bracket

[0043] 12 Connection points

[0044] 13 Connection Points

[0045] 14 Connection Points

[0046] 15 Connection Points

[0047] 16 Connection Points

[0048] 17 Connection Points

[0049] 18 Rotating bearing

[0050] 19 Rotating bearing

[0051] 20 Rotating bearing

[0052] 21 Steering knuckle bracket

[0053] 22 Air spring

[0054] 23 Rotating bearing

[0055] 24 Rotating bearing

[0056] 25 Rotating bearing

[0057] 26 Damper

[0058] 27 Rotation axis

[0059] 28 Rotation axis

[0060] 29 Rotation axis

[0061] 30 Rotation axis

[0062] 31 Rotating bearing

[0063] 32 Steering knuckle fist

[0064] 33 Steering knuckle pin

[0065] 34 Steering tie rod

[0066] 35 Steering

[0067] 36 Forward driving direction

[0068] 37 Horizontal Line

[0069] 38 Steering axis

[0070] 39 vertical line

[0071] α Tilt angle

[0072] τ Caster angle.

Claims

1. A chassis (3) of a motor vehicle, in particular a commercial vehicle (1), comprising at least one double wishbone suspension axle (6) each having two independent wheel suspensions (7, 8), wherein: The independent wheel suspension (7, 8) of the at least one double wishbone suspension axle (6) respectively comprises an upper wishbone (9) and a lower wishbone (10), wherein the upper wishbone and the lower wishbone respectively establish a connection between a wheel carrier (11) of the corresponding independent wheel suspension (7, 8) and a body (2) of the motor vehicle in the corresponding independent wheel suspension (7, 8), wherein each wishbone (9, 10) is connected at two connection points (12, 13, 15, 16) on one side of the body (2) , the connection points respectively define the associated rotational axes (27, 28) of the respective wishbone (9, 10) relative to the vehicle body (2), characterised in that, in the installation position of the at least one double wishbone suspension axle (6) in the motor vehicle, the rotational axes (27, 28) of the wishbone (9, 10) associated with the respective independent wheel suspension (7, 8) are parallel to one another and are respectively inclined at an inclination angle (α) greater than 0° relative to a horizontal line (37) in the forward driving direction (36) of the motor vehicle.

2. The chassis (3) according to claim 1, characterized in that: The inclination angle (α) is at least 1°.

3. The chassis (3) according to claim 1 or 2, characterized in that: The transverse arms (9, 10) of the respective independent wheel suspensions (7, 8) are connected at the vehicle body-side connection points (12, 13, 15, 16) respectively via swivel mounts (18, 19, 23, 24), in particular rubber mounts.

4. The chassis (3) according to any one of claims 1 to 3, characterized in that The transverse arms (9, 10) of the respective independent wheel suspensions (7, 8) are connected at connection points (14, 17) at one side of the wheel carrier (11) of the respective independent wheel suspensions (7, 8).

5. The chassis (3) according to claim 4, characterized in that For the respective independent wheel suspension (7, 8), the respective wheel carrier-side connection points (14, 17) of the wishbone (9, 10) define a steering axis (38) which, in the mounted position of the at least one double wishbone suspension axle (6), is tilted by a caster angle (τ) relative to a vertical line (39) opposite to the forward driving direction (36) of the motor vehicle.

6. The chassis (3) according to claim 5, characterized in that The kingpin caster angle (τ) is correspondingly greater than or equal to 1°.

7. Chassis (3) according to any one of the preceding claims, characterized in that The at least one double wishbone suspension axle (6) is designed as a steerable axle, wherein a respective tie rod (34) is respectively coupled to the wheel carrier (11) of the respective independent wheel suspension (7, 8), via which a steering movement can be respectively introduced into the wheel carrier (11).

8. The chassis (3) according to claim 7 and any one of claims 4 to 6, characterized in that The respective independent wheel suspensions (7, 8) of at least one double wishbone suspension axle (6) each have a steering knuckle bracket (21), which is connected at a connection point (14, 17) on the wheel bracket side of a wishbone (9, 10) of the respective independent wheel suspension (7, 8) via a swivel bearing (20, 25) and is coupled to a steering knuckle fist (32) via a swivel bearing (31), wherein for the respective independent wheel suspension (7, 8), the steering knuckle fist (32) respectively carries a steering knuckle pin (33), and the wheel bracket (11) of the respective independent wheel suspension (7, 8) is respectively guided on the steering knuckle pin in a rotatable manner.

9. Commercial vehicle (1) comprising a chassis (3) according to one or more of claims 1 to 8.

10. The commercial vehicle (1) according to claim 9, characterized in that In the chassis (3), the steerable front axle (4) is designed as a double wishbone suspension axle (6) according to claim 8.

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