Wheel suspension for motor vehicle and motor vehicle
By introducing lever elements into the wheel suspension, the problems of insufficient space and low mechanical load-bearing capacity in the prior art are solved, and more efficient space utilization and mechanical performance improvement are achieved, which is suitable for the needs of integrating large electric brakes.
Patent Information
- Application Number
- CN202380077781.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2022-11-10
- Filing Date
- 2023-10-26
- Publication Date
- 2025-06-20
AI Technical Summary
Existing wheel suspensions have shortcomings in design space and mechanical load capacity, especially when integrating large electric brakes, where space limitations and mechanical load problems are prominent.
By introducing a lever element into the wheel suspension, mechanically coupling the spring and/or shock absorber elements with the knuckle arm, mechanical transmission is achieved, thereby adjusting the transmission ratio, reducing mechanical load, and improving structural space utilization of the wheel suspension.
It significantly improves the mechanical load-bearing capacity of the wheel suspension and the flexibility of structural space design, ensures the effective arrangement of large brakes, and improves the comfort and operating reliability of the motor vehicle.
Smart Images
Figure CN120187592A_ABST
Abstract
Description
Field of the Invention
[0001] The present invention relates to a wheel suspension for a motor vehicle according to the preamble of claim 1. Furthermore, the present invention also relates to a motor vehicle. Background Art
[0002] EP 2 768 720 B1 discloses a passenger vehicle having a body, an engine, and an axle. The axle has an axle carrier connected to the body and wheels movably connected to both sides of the axle carrier by respective connecting means. The wheels can be driven by the engine through the connecting means, wherein the housing of the engine forms a transverse bridge for transmitting lateral forces of the axle carrier, and the axle carrier is fixed to the body by the housing of the engine. The connecting means consists of at least one knuckle device, wherein the supporting means is directly supported on the housing of the engine or on a fixing element connected to the engine. Summary of the Invention
[0003] The object of the present invention is to provide a wheel suspension for a motor vehicle and a motor vehicle such that the structural space of the wheel suspension can be designed in a particularly advantageous manner and the mechanical load-bearing capacity of the wheel suspension can be significantly improved.
[0004] According to the present invention, this object is solved by a wheel suspension for a motor vehicle having the features of claim 1 and by a motor vehicle having the features of claim 10. Advantageous design embodiments of the present invention are the subject matter of the dependent claims and the description.
[0005] The first aspect of the present invention relates to a wheel suspension for a motor vehicle. The motor vehicle is preferably designed as a passenger vehicle, a commercial vehicle, or a truck. Preferably, the motor vehicle has the wheel suspension especially in its fully manufactured state. For example, the motor vehicle has a chassis, wherein the wheel suspension is preferably part of the chassis.
[0006] The wheel suspension has at least one knuckle arm (Radlenker) provided for guiding a vehicle wheel. In other words, the vehicle wheel can be guided by the knuckle arm. The vehicle wheel can in particular be understood as a ground contact element of the motor vehicle. For example, it is provided that the vehicle wheel rolls or can roll on the road during the driving of the motor vehicle, i.e., during the driving process of the motor vehicle.
[0007] The wheel suspension has at least one support portion through which the steering knuckle arm is coupled or can be coupled to the vehicle body of the motor vehicle in an articulated manner, in particular at least indirectly or directly. In other words, the steering knuckle arm is connected or can be connected to the vehicle body of the motor vehicle in an articulated manner through the support portion. Thereby, the vehicle wheel is rotatably held or can be held on the vehicle body relative to the vehicle body about the wheel rotation axis of the vehicle wheel, in particular at least indirectly or directly, for example, through a wheel carrier via the steering knuckle arm.
[0008] For example, the steering knuckle arm is designed as a tie rod. This means that the longitudinal extension direction or the main extension direction of the steering knuckle arm extends at least substantially in the vehicle transverse direction of the motor vehicle. For example, the vehicle wheel is preferably supported or can be supported at least substantially in the vehicle transverse direction of the motor vehicle, in particular at least indirectly or directly, in the longitudinal extension direction or in the main extension direction of the steering knuckle arm, on the vehicle body and / or the chassis of the motor vehicle via the steering knuckle arm.
[0009] The vehicle body can be understood, for example, as the body-in-white of the motor vehicle. The vehicle body is preferably designed as the vehicle body (in particular a self-supporting vehicle body) of the motor vehicle. The vehicle body defines, for example, at least partially, in particular completely, the interior space of the motor vehicle. In particular, when the vehicle body is designed as a (in particular self-supporting) vehicle body, the chassis is preferably designed as a (in particular self-supporting) vehicle body. Thus, the chassis can be a part of the (in particular self-supporting) vehicle body, for example, the bottom assembly or the bottom element of the vehicle body. The chassis is designed, for example, as a load-bearing beam, in particular an axle carrier. The load-bearing beam is designed, for example, in a frame shape. This means that the load-bearing beam is designed, for example, as a frame.
[0010] The wheel suspension has at least one spring and / or damper element that is mechanically coupled, in particular at least indirectly or directly, to the steering knuckle arm (for example). The vehicle wheel is elastically and / or dampingly supported or can be supported on the vehicle body through the spring and / or damper element (in particular by means of the steering knuckle arm), in particular at least indirectly or directly. In other words, the vehicle wheel (in particular via the steering knuckle arm) is elastically and / or dampingly coupled or can be coupled to the vehicle body through the spring and / or damper element (in particular mechanically). For example, the spring and / or damper element has at least one coupling portion through which the spring and / or damper element is connected or can be connected to the vehicle body (in particular at least indirectly or directly).
[0011] The spring and / or damper element can in particular be understood as a structural element designed as a spring element and / or a damper element. The spring and / or damper element or the structural element is, for example, a spring leg or a damper leg. This means that the spring and / or damper element is designed, for example, as a spring leg and / or a damper leg. The spring and / or damper element is preferably designed separately from the steering knuckle arm. The spring and / or damper element is preferably designed separately from the vehicle wheel.
[0012] In order to be able to design the installation space of the wheel suspension in a particularly advantageous manner, in particular to be able to keep it particularly small, and to be able to significantly increase the mechanical load-bearing capacity of the wheel suspension or keep it at a particularly high level, in particular to be able to keep the mechanical load on the spring and / or damper element particularly small, according to the invention, the spring and / or damper element is connected (in particular at least indirectly or directly) to the steering knuckle arm by means of a lever element. In other words, the spring and / or damper element is coupled (in particular at least indirectly or directly) to the steering knuckle arm by means of a lever element (in particular mechanically). The lever element can rotate relative to the steering knuckle arm about a first axis of rotation and is coupled (in particular at least indirectly or directly) to the steering knuckle arm (in particular mechanically). In other words, the lever element and the steering knuckle arm are connected to each other in an articulated manner (in particular at least indirectly or directly). The lever element can rotate relative to the spring and / or damper element about a second axis of rotation (in particular spaced apart from the first axis of rotation) and is coupled (in particular at least indirectly or directly) to the spring and / or damper element (in particular mechanically). In other words, the lever element and the spring and / or damper element are connected to each other in an articulated manner (in particular at least indirectly or directly).
[0013] Thus, a vehicle wheel is elastically and / or dampingly supported or can be supported on the vehicle body, for example (in particular by means of the steering knuckle arm), by means of the lever element and the spring and / or damper element. The second axis of rotation extends, for example, inclined, perpendicular or parallel to the first axis of rotation. The lever element is preferably designed separately from the spring and / or damper element and the steering knuckle arm. The lever element can in particular be referred to as a steering lever.
[0014] The present invention is in particular based on the following insights and considerations: The integration of a new brake caliper concept - where the brakes of a motor vehicle are designed, for example, as electromechanical brakes - may require particularly a lot of space in the wheel suspension area, especially in the axle of the motor vehicle. Here, there may be narrow areas for arranging the brake caliper between the spring and / or damper elements and the brake caliper (especially in the fully steered state). In order to create structural space for a brake caliper that is particularly large and especially for an electric brake, that is, to make room for a particularly large brake caliper, the spring and / or damper elements are, for example, moved or displaced towards the vehicle center relative to the conventional arrangement. However, this may lead to a smaller or particularly small transmission ratio, which in turn may have disadvantages in terms of the mechanical load on the spring and / or damper elements (especially in terms of the forces acting on the spring and / or damper elements), and / or in terms of the operational reliability of the spring and / or damper elements. In addition, the response behavior of the spring and / or damper elements (especially the damper elements) may be particularly poor or inadequate. The transmission ratio can in particular be understood as the ratio between the travel of the vehicle wheel (especially what is referred to as the wheel travel) and the travel of the spring and / or damper elements (especially what is referred to as the spring and / or damper element travel). This means that the transmission ratio is, for example, the ratio of the (especially translational) movement of the vehicle wheel to the (especially translational) movement of the spring and / or damper elements when the vehicle wheel or the spring and / or damper elements are compressed.
[0015] In contrast, the wheel suspension according to the invention has a lever element that enables a mechanical transmission between the vehicle wheel and the spring and / or damper element, wherein such a mechanical transmission (in particular, although the spring and / or damper element is more inward or particularly inward in the vehicle width direction of the motor vehicle relative to a conventional wheel suspension) can cause the stroke and / or force in the spring and / or damper element to correspond to an arbitrarily adjustable transmission ratio. This means that the spring and / or damper element (in particular relative to a conventional wheel suspension) is displaced inward or arranged more inward in the vehicle transverse direction of the motor vehicle, and at the same time, the lever element is provided. Thereby, the mechanical load on the spring and / or damper element (in particular, the force acting on the spring and / or damper element when the vehicle wheel is compressed) can be kept particularly small. Thereby, the spring and / or damper element can be designed particularly small, and in this way, the weight and structural space of the spring and / or damper element can be kept particularly small. In addition, the mechanical load-bearing capacity of the wheel suspension can be significantly increased. In addition, the structural space of the wheel suspension can be designed in a particularly advantageous manner, especially kept particularly small. Thereby, the brake caliper can be arranged particularly advantageously in the wheel suspension area, especially when the brake caliper is particularly large. In addition, for example, other functions can be integrated (especially into the wheel suspension), such as progressive spring and / or damper characteristic curves, which can lead to particularly good response behavior, for example. In particular, the comfort of the motor vehicle can be significantly improved through the spring and / or damper element.
[0016] In a further design, the wheel suspension has at least one second steering knuckle arm that is separate from the steering knuckle arm and is provided for guiding the vehicle wheel, and the second steering knuckle arm has at least one support portion through which the second steering knuckle arm is (in particular, at least indirectly or directly) coupled or can be coupled to the vehicle body (in particular, mechanically) in an articulated manner. In other words, the vehicle wheel can be guided by the second steering knuckle arm, wherein the second steering knuckle arm is connected or can be connected to the vehicle body of the motor vehicle in an articulated manner through its support portion (in particular, at least indirectly or directly). Thereby, particularly advantageous wheel guidance of the vehicle wheel can be achieved. In particular, the comfort of the motor vehicle (especially the driving comfort) can be significantly improved here.
[0017] The second steering knuckle arm is designed, for example, as a tie rod, which can in particular be referred to as the second tie rod. This means that the longitudinal extension direction or the main extension direction of the second steering knuckle arm extends, for example, at least substantially in the vehicle transverse direction of the motor vehicle. Accordingly, the wheel suspension is designed, for example, as a double tie rod wheel suspension. This means that the motor vehicle has, for example, a double tie rod axle. For example, the vehicle wheel is supported or can be supported, for example, in the longitudinal extension direction of the second steering knuckle arm (in particular at least indirectly or directly) on the vehicle body while avoiding the steering knuckle arm (in particular the one referred to as the first steering knuckle arm), especially through the second steering knuckle arm (and in particular through its support site).
[0018] It is preferably provided that the spring and / or damper element has at least one first part and a second part that is translatable relative to the first part, and the second part is in particular elastically and / or dampingly coupled to the first part. In other words, the first part and the second part are connected to each other so as to be translatable relative to each other. In other words, the vehicle wheel is elastically and / or dampingly supported on the vehicle body by the relative movement of the first part and the second part. Preferably, the second part is arranged above the first part or over the first part in the vehicle height direction of the motor vehicle. For example, the first part is designed as the spring leg bottom of the spring and / or damper element. For example, the lever element is connected (in particular at least indirectly or directly) to the spring leg bottom of the spring and / or damper element (in particular at the spring leg bottom point). The second steering knuckle arm is preferably designed separately from the lever element.
[0019] In a further design, it is provided that the first part is coupled (in particular at least indirectly or directly) to the steering knuckle arm (in particular in an articulated manner) and / or mechanically via a lever element. In other words, the first part and the steering knuckle arm are preferably connected to each other via a lever element (in particular at least indirectly or directly) in an articulated manner. It is preferably provided that the second part has at least one coupling site via which the spring and / or damper element is coupled or can be coupled (in particular at least indirectly or directly) to the vehicle body (in particular mechanically), for example while avoiding the first part and / or the first steering knuckle arm and / or the second steering knuckle arm. In other words, the spring and / or damper element is connected or can be connected to the vehicle body via the coupling site (in particular at least indirectly or directly). Thereby, the vehicle wheel is preferably elastically and / or dampingly supported or can be supported on the vehicle body via the steering knuckle arm, via the lever element and / or the spring and / or damper element (in particular via the first part and the second part), while avoiding the second steering knuckle arm. In other words, the vehicle wheel is elastically and / or dampingly held or can be held on the vehicle body via the steering knuckle arm, via the lever element and via the spring and / or damper element (in particular without the transmission action of the second steering knuckle arm). Thereby, in particular when the first tie rod is designed as a lower tie rod in the vehicle height direction with respect to the tie rod, a particularly advantageous support behavior of the vehicle wheel on the motor vehicle body via the spring and / or damper element can be achieved. In this case, the transmission ratio of the force acting on or transmitted by the vehicle wheel via the first tie rod to the spring and / or damper element can be adjusted in a targeted manner, whereby the mechanical load on the spring and / or damper element can be kept particularly small.
[0020] Preferably, the first part of the spring and / or damper element is able to move relative to the second part in a first direction in order to elastically support the vehicle wheel on the vehicle body via the first steering knuckle arm and via the spring and / or damper element (in particular while avoiding the second steering knuckle arm). The first direction extends, for example, at least mainly, in particular at least substantially, upwards in the vehicle height direction.
[0021] In a further design, at least one support element is provided which is designed separately from the steering knuckle arm and the lever element, the support element having a first connection point by means of which the support element is (in particular at least indirectly or directly) coupled to the lever element in an articulated manner (in particular mechanically). In other words, the wheel suspension has a support element which includes a first connection point by means of which the support element is connected to the lever element (in particular at least indirectly or directly). Preferably, the support element has a second connection point (in particular spaced apart from the first connection point) by means of which the support element is (in particular at least indirectly or directly) coupled or can be coupled to the vehicle body in an articulated manner (in particular mechanically). In other words, the support element is connected or can be connected to the vehicle body in an articulated manner (in particular at least indirectly or directly) by means of the second connection point. Thereby, for example, the transmission ratio can be adjusted particularly advantageously (in particular in a targeted manner) and / or the vehicle wheels can be guided particularly advantageously (in particular particularly comfortably). For example, the first connection point is spaced apart from the first axis of rotation and / or the second axis of rotation. Alternatively, the second axis of rotation extends through the first connection point. Thus, the lever element can be preferably mechanically coupled to the spring and / or damper element (in particular at least indirectly or directly) by means of the first connection point. The second connection point is preferably spaced apart from the first and / or second axis of rotation.
[0022] In another embodiment, it is provided that the first part (especially when avoiding the second part and / or the lever element and / or the steering knuckle arm) is coupled to the second steering knuckle arm (especially mechanically), for example, at least indirectly or directly. In other words, the first part of the spring and / or damper element and the second steering knuckle arm (especially without the transmission effect of the second part or the lever element and / or the steering knuckle arm) are connected to each other, for example, at least indirectly or directly, especially in a hinged manner. Preferably, the second part is coupled or can be coupled to the vehicle body (especially mechanically), for example, in a hinged manner, especially when avoiding the second steering knuckle arm and / or the first part, through the lever element (especially at least indirectly or directly). In other words, the second steering knuckle arm and the vehicle body are connected or can be connected to each other, for example, at least indirectly or directly, through the lever element (especially without the transmission effect of the first part and / or the second steering knuckle arm and / or the first steering knuckle arm). Thus, the vehicle wheel is elastically and / or dampingly (especially at least indirectly or directly) supported or can be supported on the vehicle body through the second steering knuckle arm and through the spring and / or damper element (especially through the first part and the second part), especially when avoiding the first steering knuckle arm. In other words, the vehicle wheel is elastically and / or dampingly held or can be held on the vehicle body through the second steering knuckle arm and through the spring and / or damper element (especially without the transmission effect of the first steering knuckle arm). Thus, especially when the steering knuckle arm is designed as an upper steering knuckle arm in the vehicle height direction with respect to the two steering knuckle arms, a particularly advantageous support behavior of the vehicle wheel on the vehicle body through the spring and / or damper element can be achieved.
[0023] Preferably, it is provided that the first part can move relative to the second part along a first direction in order to elastically support the vehicle wheel on the vehicle body through the second steering knuckle arm and through the spring and / or damper element (especially through the first part and the second part), especially when avoiding the first steering knuckle arm. In other words, through the movement of the first part relative to the second part, especially relative to the vehicle body, the elastic support of the vehicle wheel is achieved or can be achieved through the second steering knuckle arm and through the spring and / or damper element (especially when avoiding the vehicle body). This means that, for example, when the vehicle wheel is compressed, a movement of the first part relative to the second part in the first direction (especially a translational movement) occurs. Thus, the vehicle wheel can be supported on the vehicle body particularly advantageously (especially particularly comfortably).
[0024] It is preferably provided that when the vehicle wheel is elastically supported on the vehicle body by means of a steering knuckle arm via a lever element through a second steering knuckle arm and through a spring and / or damper element (in particular while avoiding the lever element and / or the steering knuckle arm), a loading (in particular a force loading) of the second part is accompanied to cause the second part to move relative to the first part in a second direction opposite to the first direction. In other words, due to the elastic support of the vehicle wheel on the vehicle body, in particular due to the compression of the vehicle wheel, in particular the force (transmitted by the vehicle wheel through the first steering knuckle arm through the lever element to the second part) causes the second part to move or be movable relative to the first part (in particular translationally). Therefore, the loading (in particular the force loading) of the second part can in particular be understood as the force transmitted to the second part through the lever element and thus the force acting on the second part. In particular, it can be understood as the following situation: when the vehicle wheel is compressed, the first steering knuckle arm (in particular designed as an upper steering knuckle arm) moves at least mainly, in particular at least substantially, upward in the vehicle height direction. Here, the spring and / or damper element is compressed in the second direction (in particular additionally) by being connected to the spring and / or damper element (in particular to the second part) through the first steering knuckle arm via the lever element. The spring and / or damper element is so to speak floatingly supported. Thereby, the spring and / or damper element can be compressed in the first direction and the second direction, and thus can be compressed from above and from below, for example, in the vehicle height direction. Thereby, a particularly good (in particular particularly comfortable) spring and / or damper effect can be achieved through the spring and / or damper element. Thereby, the comfort of the motor vehicle can be significantly improved.
[0025] In a further design, at least one support element designed separately from the steering knuckle arm and the lever element is provided, which support element has at least one first connection site, and the support element is connected to the lever element (in particular mechanically) in an articulated manner through this first connection site (in particular at least indirectly or directly). In other words, the support element is connected to the lever element through the first connection site (in particular at least indirectly or directly). Preferably, the support element has at least one second connection site, and the support element is coupled to the first steering knuckle arm (in particular mechanically) in an articulated manner through this second connection site (in particular at least indirectly or directly). In other words, the lever element and the steering knuckle arm are connected to each other in an articulated manner through the second connection site (in particular at least indirectly or directly). Thereby, the transmission ratio can be adjusted particularly advantageously and purposefully and / or the vehicle wheel can be guided particularly well, in particular particularly comfortably.
[0026] The second aspect of the present invention relates to a motor vehicle having at least one wheel suspension according to the first aspect of the present invention. For example, the motor vehicle has a plurality (in particular two, for example exactly two or four, for example exactly four) wheel suspensions according to the first aspect of the present invention.
[0027] Other features of the present invention are derived from the claims, the drawings, and the description of the drawings. The features and combinations of features mentioned in the above description and those mentioned in the following description of the drawings and / or shown only in the drawings can be used not only in the combinations given respectively, but also in other combinations or alone. Description of the Drawings
[0028] The present invention will now be explained in more detail based on a preferred embodiment and with reference to the drawings. Among them:
[0029] Figure 1 is a schematic partial view of a motor vehicle according to the present invention having at least one wheel suspension according to the present invention;
[0030] Figure 2 is a schematic front view of a wheel suspension according to the present invention;
[0031] Figure 3 is a schematic front view of a wheel suspension according to another embodiment of the present invention;
[0032] Figure 4 is a schematic front view of a wheel suspension according to another embodiment of the present invention;
[0033] Figure 5 is a schematic front view of a wheel suspension according to another embodiment of the present invention;
[0034] Figure 6 is a schematic front view of a wheel suspension according to another embodiment of the present invention; and
[0035] Figure 7 is a schematic front view of a wheel suspension according to another embodiment of the present invention. Detailed Description of the Embodiment
[0036] In the drawings, the same or functionally identical elements are provided with the same reference numerals.
[0037] Figure 1 The motor vehicle 1 is shown in a schematic partial view and has at least one wheel suspension 2. The wheel suspension 2 is provided, for example, for the front axle of the motor vehicle 1.
[0038] The motor vehicle 1 preferably has at least one vehicle wheel 3. The wheel suspension 2 has at least one knuckle arm 4 provided for guiding the vehicle wheel 3. The knuckle arm 4 is preferably designed as a tie rod. The knuckle arm 4 can in particular be referred to as a first knuckle arm 4, especially a first tie rod. The first knuckle arm 4 has at least one bearing portion 5, and the first knuckle arm 4 is coupled or can be coupled in a hinged manner to the vehicle body 6 of the motor vehicle 1 through this bearing portion (especially at least indirectly or directly).
[0039] Figure 2 The wheel suspension 2 is shown in a schematic front view or the motor vehicle 1 is shown in a schematic partial cross-sectional view. In particular, Figure 2 the vehicle body 6 is shown. Preferably, the motor vehicle 1 has the vehicle body 6 especially in its fully manufactured state. The vehicle body 6 is preferably designed separately from the wheel suspension 2. For example, the motor vehicle 1 has a chassis 7. The chassis 7 can be designed separately from the vehicle body 6, or especially when the vehicle body 6 is designed as a self-supporting body, the chassis 7 can be a part of the vehicle body 6. Therefore, the knuckle arm 4 is coupled or can be coupled in a hinged manner (especially mechanically) to the chassis 7 through the bearing portion 5 (which can in particular be referred to as a first bearing portion 5), especially at least indirectly or directly. Especially when the chassis 7 is designed separately from the vehicle body 6, the vehicle body 6 and the chassis 7 are connected to each other (especially at least indirectly or directly).
[0040] For example, the knuckle arm 4 has a second bearing portion 8 spaced apart from the first bearing portion 5, and the vehicle wheel 3 is held or can be held on the first knuckle arm 4 through this second bearing portion (especially rotatably about the wheel rotation axis 9 of the vehicle wheel 3 relative to the first knuckle arm 4), especially at least indirectly or directly. For example, the motor vehicle 1 (especially the wheel suspension 2) has a wheel carrier 10, which is connected to the first knuckle arm 4 through the second bearing portion 8 (especially directly). Therefore, the vehicle wheel 3 is held or can be held on the first knuckle arm 4 through the wheel carrier 10 and especially through the second bearing portion 8. This means that the vehicle wheel 3 (especially through the wheel carrier 10 and the second bearing portion 8) is fixed or can be fixed to the chassis 7 through the first knuckle arm 4 and especially through the first bearing portion 5, especially at least indirectly or directly. The vehicle wheel 3 is preferably designed separately from the wheel suspension 2. Alternatively, the vehicle wheel 3 can be a part of the wheel suspension 2.
[0041] The wheel suspension 2 has at least one spring and / or damper element 11, and the vehicle wheel 3 is elastically and / or dampingly supported or can be supported on the vehicle body 6 through this spring and / or damper element (especially by means of the first knuckle arm 4). Thereby, for example, the comfort of the motor vehicle 1 (especially the riding comfort) can be significantly improved. The spring and / or damper element 11 is preferably designed as a spring leg.
[0042] In particular, when the spring and / or damper element 11 is designed as a spring-damper element, i.e., as both a spring and a damper element, the spring-damper element can be designed as an integrated spring-damper element. Alternatively, the spring-damper element can be composed of a spring element and a damper element designed separately from the spring element.
[0043] In order to be able to design the installation space of the wheel suspension 2 (in particular of the motor vehicle 1) in a particularly advantageous manner and to be able to significantly increase the mechanical load-bearing capacity of the wheel suspension 2, and in particular in order to be able to keep the mechanical loads on the spring and / or damper element 11 particularly small, it is provided that the spring and / or damper element 11 is connected to the first knuckle arm 4 (in particular directly) by means of a lever element 12 (in particular designed separately from the spring and / or damper element 11 and the first knuckle arm 4). The lever element 12 is rotatably coupled to the first knuckle arm 4 (in particular mechanically), in particular at least indirectly or directly, about a first axis of rotation 14 relative to the first knuckle arm 4 (in particular via a third bearing point 13). The lever element 12 is rotatably coupled to the spring and / or damper element 11 (in particular mechanically), in particular at least indirectly or directly, about a second axis of rotation 16 relative to the spring and / or damper element 11 (in particular via a fourth bearing point 15). In other words, the lever element 12 is connected to the first knuckle arm 4 in an articulated manner (in particular at least indirectly or directly) via the third bearing point 13, and the lever element 12 is connected to the spring and / or damper element 11 (in particular at least indirectly or directly) via the fourth bearing point 15.
[0044] Thereby, for example, the brake caliper 32 can be arranged particularly advantageously in the region of the wheel suspension 2, in particular between the vehicle wheel 3 and the spring and / or damper element 11. This means that the installation space reserved, for example, for the brake caliper 32 can be designed in a particularly advantageous manner, in particular can be increased significantly, whereby the brake caliper 32 can, for example, be designed particularly large. This can be particularly advantageous, for example, for the electromechanical brake of the motor vehicle 1. Overall, it can be seen that a spring leg connection or a damper leg connection can be achieved by means of the lever element 12.
[0045] The third and fourth bearing points 13, 15 are preferably part of the lever element 12. The third and fourth bearing points 13, 15 are, for example, spaced apart from each other. Preferably, the first axis of rotation 14 extends through the third bearing point 13. Preferably, the second axis of rotation 16 extends through the fourth bearing point 15. The third bearing point 13 is preferably spaced apart from the first and / or second bearing points 5, 8. The fourth bearing point 15 is preferably spaced apart from the first and / or second bearing points 5, 8.
[0046] In a further design, the wheel suspension 2 has at least one second swivel arm 17 which is designed separately from the first swivel arm 4 and is provided for guiding the vehicle wheel 3. The second swivel arm has at least one bearing site 18 (in particular a bearing site 18 which is referred to as the fifth bearing site 18). The second swivel arm 17 is coupled or can be coupled to the vehicle body 6 in an articulated manner via this bearing site (in particular at least indirectly or directly). The second swivel arm 17 is preferably designed as a tie rod, which can in particular be referred to as the second tie rod. For example, the second swivel arm 17 has a sixth bearing site 19 which is spaced apart from the fifth bearing site 18. The second swivel arm 17 is connected or can be connected to the vehicle wheel 3 via this sixth bearing site (in particular at least indirectly or directly). For example, the second swivel arm 17 is connected (in particular directly) to the wheel carrier 10 via the sixth bearing site 19. Thus, the vehicle wheel is held or can be held on the second swivel arm 17, for example (in particular at least partially) via the wheel carrier 10 and in particular via the sixth bearing site 19. Preferably, the fifth and / or sixth bearing sites 18, 19 are spaced apart from the bearing sites 5, 8, 13, 15. Overall, it can be seen that the vehicle wheel 3 is connected or can be connected to the vehicle body 6 in an articulated manner via the swivel arms 4, 17 (in particular via the bearing sites 5, 8, 18, 19).
[0047] For example, the first bearing site 5 is arranged at one end of the first swivel arm 4, and the second bearing site 8 is arranged at the other end of the first swivel arm 4. For example, the first swivel arm 4 is designed as a rod. For example, the fifth bearing site 18 is arranged at one end of the second swivel arm 17, and the sixth bearing site 19 is arranged at the other end of the second swivel arm 17. For example, the second swivel arm 17 is designed as a rod.
[0048] For example, the second swivel arm 17 is arranged above the first swivel arm 4 in the vehicle height direction 20 of the motor vehicle 1. Thus, with respect to the swivel arms 4, 17, the first swivel arm 4 is the lower swivel arm and the second swivel arm 17 is the upper swivel arm. In particular when the second swivel arm 17 is designed as the upper swivel arm, the second swivel arm 17 is supported, for example, fixed to the vehicle body or fixed to the vehicle frame.
[0049] For example, in particular when the second swivel arm 17 is designed as the upper swivel arm, there is no (in particular direct) connection between the second swivel arm 17 and the spring and / or damper element 11. This means that the vehicle wheel 3 is supported or can be supported on the vehicle body 6, for example, via the second swivel arm 17 while avoiding the spring and / or damper element 11 or in such a way as to avoid contact with the spring and / or damper element 11.
[0050] In a further design, it is provided that the spring and / or damper element 11 has a first part 21 and a second part 22 which is translatable relative to the first part 21, and the second part is in particular elastically and / or dampingly coupled to the first part 21.
[0051] In a further design, the first part 21 of the spring and / or damper element 11 is coupled to the first steering knuckle arm 4 via a lever element 12 (in particular while avoiding the second part 22). For example, the first part 21 is connected to the lever element 12 in an articulated manner via a fourth support portion 15 (in particular at least indirectly or directly). Preferably, the second part 22 has a coupling portion 22a via which the spring and / or damper element 11 is coupled or can be coupled to the vehicle body 6 (in particular while avoiding the first part 21), for example at least indirectly or directly. Thereby, the vehicle wheel 3 is elastically and / or dampingly supported or can be supported on the vehicle body 6 via the first steering knuckle arm 4, via the lever element 12 (in particular via the support portions 13, 15), and the spring and / or damper element 11 (and in particular via the first and second parts 21, 22), for example while avoiding the second steering knuckle arm 17. For example, the first part 21 can move relative to the second part 22 in a first direction 23 (in particular translationally) in order to elastically support the vehicle wheel 3 on the vehicle body 6 via the first steering knuckle arm 4 and the spring and / or damper element 11 (preferably during wheel compression or for wheel compression).
[0052] In a further design, at least one support element 24 is provided which is designed separately from the respective steering knuckle arms 4, 17 and the lever element 12, and the support element has a first connection portion 25 via which the support element 24 is connected to the lever element 12 in an articulated manner (in particular at least indirectly or directly). Preferably, the support element 24 has a second connection portion 26 (in particular spaced apart from the first connection portion 25) via which the support element 24 is coupled or can be coupled to the vehicle body 6 (in particular to the chassis 7) in an articulated manner (in particular at least indirectly or directly). The first connection portion 25 can be understood, for example, as a support portion which can in particular be referred to as a seventh support portion. The second connection portion 26 can be understood, for example, as a support portion which can in particular be referred to as an eighth support portion. Preferably, the support element 24 is designed as a swing support. For example, the first connection portion 25 is arranged at one end of the support element 24, and the second connection portion 26 is arranged at the other end of the support element 24. For example, the support element 24 is designed as rod-shaped.
[0053] In Figure 1 and Figure 2In the corresponding embodiment shown, the first connecting portion 25 is spaced apart from the third and fourth supporting portions 13, 15. Here, the third supporting portion 13 is arranged, for example, on the lever element 12 between the fourth supporting portion 15 and the first connecting portion 25.
[0054] Figure 3 Another embodiment of the motor vehicle 1 is shown in a schematic partial cross-sectional view or the wheel suspension 2 is shown in a schematic front view, in which the fourth supporting portion 15 is arranged on the lever element 12 between the third supporting portion 13 and the first connecting portion 25. The first connecting portion 25 is preferably spaced apart from the third supporting portion 13 and the fourth supporting portion 15.
[0055] Figure 4 Another embodiment of the motor vehicle 1 is shown in a schematic partial cross-sectional view or the wheel suspension 2 is shown in a schematic front view. In this embodiment, the first connecting portion 25 is designed as the fourth supporting portion 15. This means that the first connecting portion 25 is the fourth supporting portion 15. Accordingly, the support element 24 is coupled to the lever element 12 through the fourth supporting portion 15 (in particular directly). Thus, for example, the spring and / or damper element 11 (in particular the first part 21), the lever element 12 and the support element 24 are connected to each other through the fourth supporting portion 15 (in particular directly).
[0056] Figure 5 Another embodiment of the motor vehicle 1 is shown in a schematic partial cross-sectional view or the wheel suspension 2 is shown in a schematic front view. In Figure 5 the embodiment shown, the first connecting portion 25 and Figure 4 the embodiment shown is designed as the fourth supporting portion. In addition, in Figure 5 the embodiment shown, the wheel suspension 2 has a second lever element 27 designed separately from the lever element 12, and the second lever element (in particular through the third supporting portion 13) is preferably directly connected to the lever element 12 (in an articulated manner). The second lever element 27 has a ninth supporting portion 28 (in particular spaced apart from the third supporting portion 13), and the second lever element 27 is connected or coupled to the first steering knuckle arm 4 through the ninth supporting portion (in particular at least indirectly or directly). Thus, in Figure 5In the illustrated embodiment, the lever element 12 (which can in particular be referred to as the first lever element 12) is coupled to the first steering knuckle arm 4 via a second lever element 27. This means that the lever element 12 is indirectly coupled to the first steering knuckle arm 4 (in particular via the third bearing point 13). The ninth bearing point 28 is preferably spaced apart from the bearing points 5, 8, 13, 15, 18, 19 and / or the connecting points 25, 26. For example, the third bearing point 13 is arranged at one end of the second lever element 27, and the ninth bearing point 28 is arranged, for example, at the other end of the second lever element 27. The second lever element 27 is designed, for example, in the form of a rod.
[0057] Figure 6 Another embodiment of the motor vehicle 1 is shown in a schematic partial cross-sectional view or of the wheel suspension 2 in a schematic front view, in which the lever element 12 is designed in the form of a triangle or a triangle-like shape. Thus, the lever element 12 can in particular be referred to as a triangular connecting element or a triangular lever element. Preferably, the first connecting point 25 is spaced apart from the third and fourth bearing points 13, 15.
[0058] Figure 7 Another embodiment of the motor vehicle 1 is shown in a schematic partial cross-sectional view or of the wheel suspension 2 in a schematic front view. In Figure 7 the illustrated embodiment, it is provided that the first part 21 (in particular in the case of avoiding the second part 22) is coupled to the second steering knuckle arm 17 (in particular directly). For example, the second steering knuckle arm 17 has a tenth bearing point 29, via which the second steering knuckle arm 17 is connected or coupled (in particular directly) to the first part 21 of the spring and / or damper element 11 (in particular directly). The tenth bearing point 29 is preferably spaced apart from the bearing points 5, 8, 13, 15, 18, 19 and / or the connecting points 25, 26. For example, the tenth bearing point 29 is arranged on the second steering knuckle arm 17 between the fifth and sixth bearing points 18, 19. Thus, in Figure 7 the illustrated embodiment (in particular as opposed to Figures 1 to 6 the corresponding embodiment shown), the spring and / or damper element 11 (in particular the first part 21) is preferably not connected to the lever element 12 via the fourth bearing point 18 (in particular directly).
[0059] Preferably, it is provided that the second part 22 is coupled or can be coupled to the vehicle body 6 via the lever element 12 (in particular at least indirectly or directly). For example, the second part 22 is connected to the lever element 12 via the fourth support portion 15 (in particular directly). Since the second part 22 is coupled or can be coupled to the vehicle body 6 via the lever element 12, the vehicle wheel 3 is elastically and / or dampingly (in particular at least indirectly or directly) supported or can be supported on the vehicle body 6 via the second steering knuckle arm 17 (in particular via the sixth and tenth support portions 19, 29), via the spring and / or damper element 11 (in particular via the first and second parts 21, 22), and via the lever element 12 (in particular via the fourth support portion 15 and / or the third support portion 13). For example, the second part 22 is coupled or connected to the lever element 12 via the fourth support portion 15 (in particular directly). Thus, the second part 22 (in particular via the fourth support portion 15) can rotate relative to the lever element 12 about the second axis of rotation 14. For example, the lever element 12 is coupled or can be coupled to the vehicle body 6 in an articulated manner via the third support portion 13 (in particular at least indirectly or directly). Thus, the lever element 12 (in particular via the third support portion 13) can rotate relative to the vehicle body 6 about the first axis of rotation 14 and is in particular at least indirectly or directly coupled or can be coupled to the vehicle body 6.
[0060] In Figure 7 In the illustrated embodiment, the first steering knuckle arm 4 is arranged above the second steering knuckle arm 17 in the vehicle height direction 20 of the motor vehicle 1. This means that, with respect to the steering knuckle arms 4, 17, the first steering knuckle arm 4 is designed, for example, as an upper steering knuckle arm.
[0061] As Figure 7 As shown, in a further design, it is provided that the first part 21 can move relative to the second part 22 in a first direction 23 in order to elastically support the vehicle wheel 3 on the vehicle body 6 via the second steering knuckle arm 17 (in particular via the sixth support portion 19 and the tenth support portion 29), via the spring and / or damper element 11 (in particular via the first and second parts 21, 22), in particular while avoiding the first steering knuckle arm 4 (preferably during wheel compression or for wheel compression). Preferably, it is provided here that when the vehicle wheel 3 is elastically supported on the vehicle body 6 by means of the first steering knuckle arm 4 via the lever element 12, in particular via the second steering knuckle arm 17 and via the spring and / or damper element 11 (for example during wheel compression or for wheel compression), this is accompanied by a (in particular mechanical) loading (in particular force loading) of the second part 22 such that the second part 22 moves relative to the first part 21 in a second direction 30 opposite to the first direction 23.
[0062] The first direction 23 and / or the second direction 30 preferably extend parallel to the axial direction of the spring and / or damper element 11. The first and / or second direction 23, 30 extends, for example, at least predominantly, in particular at least substantially, in the vehicle height direction 20. For example, the first direction 23 has at least one component extending upward in the vehicle height direction 20. For example, the second direction 30 has at least one component extending downward in the vehicle height direction 20 of the motor vehicle 1.
[0063] In Figure 7 In the illustrated embodiment, in a further design, it is provided that the support element 24 (designed separately in particular from the respective steering knuckle arms 4, 17 and the respective lever elements 12, 27) is coupled to the lever element 12 in an articulated manner (in particular directly) via its first connection point 25 and to the first steering knuckle arm 4 via a second connection point 26 (in particular directly). This means that the support element 24 is preferably not (in particular directly) coupled or couplable to the vehicle body 6 in an articulated manner via the second connection point.
[0064] In Figure 7 In the illustrated embodiment, the third support point 13 is arranged, for example, on the lever element 12 between the fourth support point 15 and the first connection point 25.
[0065] For example, the motor vehicle 1 has at least one longitudinal beam 31, which is designed, for example, as an engine longitudinal beam. The longitudinal beam 31 is, for example, part of the vehicle body 6, or the longitudinal beam 31 is designed separately from the vehicle body 6 and is connected to the vehicle body 6 (in particular at least indirectly or directly).
[0066] Numeric designations such as "first", "second", "third", etc. are provided only for differentiation, and in particular do not denote any order. That is, the corresponding numeric designations can in particular be interchanged arbitrarily with each other.
[0067] List of reference numerals:
[0068] Motor vehicle
[0069] 2 Wheel suspension
[0070] 3 Vehicle wheel
[0071] 4 First steering knuckle arm
[0072] 5 First support point
[0073] 6 Vehicle body
[0074] 7 Chassis
[0075] 8 Second support point
[0076] 9 Wheel rotation axis
[0077] 10 Wheel support
[0078] 11 Spring and / or shock absorber element
[0079] 12 Lever element
[0080] 13 Third support site
[0081] 14 First axis of rotation
[0082] 15 Fourth support site
[0083] 16 Second axis of rotation
[0084] 17 Second steering knuckle arm
[0085] 18 Fifth support site
[0086] 19 Sixth support site
[0087] 20 Vehicle height direction
[0088] 21 First part
[0089] 22 Second part
[0090] 22a Connecting site
[0091] 23 First direction
[0092] 24 Support element
[0093] 25 First connection site
[0094] 26 Second connection site
[0095] 27 Second lever element
[0096] 28 Ninth support site
[0097] 29 Tenth support site
[0098] 30 Second direction
[0099] 31 Longitudinal beam
[0100] 32 Brake caliper.
Claims
1. Wheel suspension (2) for a motor vehicle (1), said wheel suspension having at least one knuckle arm (4) provided for guiding a vehicle wheel (3), said knuckle arm having at least one bearing portion (5) through which the knuckle arm (4) can be coupled in an articulated manner to the body (6) of the motor vehicle (1), and said wheel suspension having at least one spring and / or damper element (11) through which the vehicle wheel (3) can be elastically and / or dampingly supported on the body (6). Characterized in that The spring and / or damper element (11) is connected to the steering knuckle arm (4) by a lever element (12) which is coupled to the steering knuckle arm (4) so as to be rotatable about a first axis of rotation (14) relative to the steering knuckle arm (4), and which is coupled to the spring and / or damper element (11) so as to be rotatable about a second axis of rotation (16) relative to the spring and / or damper element (11).
2. The wheel suspension (2) according to claim 1, characterized in that There is provided a second steering knuckle arm (17) which is designed separately from the steering knuckle arm (4) and which serves to guide the vehicle wheel (3), said second steering knuckle arm having at least one bearing portion (18) by means of which the second steering knuckle arm (17) can be coupled to the vehicle body (6) in an articulated manner.
3. The wheel suspension (2) according to claim 1 or 2, characterized in that The spring and / or damper element (11) has a first part (21) and a second part (22) which is translatable relative to the first part (21).
4. The wheel suspension (2) according to claim 3, characterized in that The first part (21) is coupled to the steering knuckle arm (4) by the lever element (12), and the second part (23) has a coupling portion (22a) by means of which the spring and / or damper element (11) can be coupled to the vehicle body (6), whereby the vehicle wheel (3) can be elastically and / or dampingly supported on the vehicle body (6) via the steering knuckle arm (4), the lever element (12), and the spring and / or damper element (11).
5. The wheel suspension (2) according to any one of the preceding claims, characterized in that There is provided a support element (24) which is designed separately from the steering knuckle arm (4) and the lever element (12), said support element having a first connection portion (25) by means of which the support element (24) is coupled to the lever element (12) in an articulated manner, and said support element having a second connection portion (26) by means of which the support element (24) can be coupled to the vehicle body (6) in an articulated manner.
6. The wheel suspension (2) according to claim 3, characterized in that The first part (21) is coupled to the second steering knuckle arm (17), and the second part (22) can be coupled to the vehicle body (6) by the lever element (12), whereby the vehicle wheel (3) can be elastically and / or dampingly supported on the vehicle body (6) via the second steering knuckle arm (17) and the spring and / or damper element (11) and the lever element (12).
7. The wheel suspension (2) according to claim 6, characterized in that The first part (21) can move relative to the second part (22) in a first direction (23) in order to elastically support the vehicle wheel (3) on the vehicle body (6) via the second steering knuckle arm (17) and the spring and / or damper element (11).
8. The wheel suspension (2) according to claim 7, characterized in that When the vehicle wheel (3) is elastically supported on the vehicle body (6) via the steering knuckle arm (4) and the lever element (12), the second part (22) is loaded such that the second part (22) moves relative to the first part (21) in a second direction (30) which is opposite to the first direction (23).
9. The wheel suspension (2) according to any one of claims 6 to 8, characterized in that There is provided a support element (24) designed separately from the steering knuckle arm (4) and the lever element (12), the support element having a first connection portion (25) through which the support element (24) is coupled to the lever element (12) in an articulated manner, and the support element having a second connection portion (26) through which the support element (24) is coupled to the steering knuckle arm (4) in an articulated manner.
10. A motor vehicle (1) having at least one wheel suspension (2) according to any one of the preceding claims.