Wheel suspension with one wishbone

Abstract

Wheel suspension with a first wishbone (5, 6), wherein the first wishbone (5, 6) is connectable to a suspension point (1, 2) of a body or a chassis (3) and a support point (8, 9) of a wheel carrier (4), wherein the first wishbone (5, 6) has at least one vehicle-side link (15, 25, 33, 43) which is attachable to the suspension point (1, 2), and a wheel carrier-side link (13, 23, 36, 46) which is attachable to a support point (8, 9) of the wheel carrier (4), wherein the vehicle-side link (15, 25, 33, 43) and the wheel carrier-side link (13, 23, 36, 46) are rotatably connected to one another, characterized in that a coupling element (11, 21, 31, 41) of the first wishbone (5, 6) has a rotating connection (32, 42) which is arranged on an axis with the holding point (8, 9) of a second wishbone (5, 6) of the wheel suspension.

Description

Field of the invention

[0001] The invention relates to a wheel suspension with a first wishbone, wherein the wishbone is connectable to a suspension point of a body or chassis and a support point of a wheel carrier. The wishbone has at least one vehicle-side link, which is attachable to the suspension point, and a wheel carrier-side link, which is attachable to a support point of the wheel carrier. The vehicle-side link and the wheel carrier-side link are rotatably connected to one another.

[0002] Such a wheel carrier is used in almost all motor vehicles, such as cars and trucks, and is designed to absorb vertical movements of a wheel and allow it to be steered at any time. For this purpose, wishbones are pivotally connected to the wheel carrier on the wheel carrier side and often have two pivoting connections to the body or chassis on the vehicle side. Thus, wishbones usually form an L-shape or Y-shape, which allows them to sustainably stabilize the wheel when subjected to loads in or against the direction of travel.

[0003] Modern vehicles typically use axle configurations based on double wishbones or multi-link suspensions. These systems offer excellent chassis tuning options, particularly with regard to camber and toe behavior during wheel compression.

[0004] The disadvantage of these designs is the space required for the upper control arm level. At this point between the wheel and the body, the interior space of the vehicle is significantly reduced. This applies to both the front axle (engine compartment) and the rear axle (trunk). However, a reduction in lateral dimensions is acceptable for improved handling.

[0005] It's also conceivable to use a rigid axle or a twist-beam axle, which are economical but offer limited options for dynamic tuning. Due to their limited flexibility, these alternatives are not used for higher-end vehicles.

[0006] The problem is that with a wishbone approach, the upper wishbone would have to be reduced in length to provide more space. This has a negative impact on handling. Generally speaking, the longest possible wishbones are advantageous for optimal handling, as the axis of rotation is positioned very far into the vehicle during compression. This results in, for example, only a slight change in the camber angle during compression and rebound. Shorter wishbones have a very detrimental effect on camber behavior.

[0007] In the past, efforts have been made to achieve advantageous driving dynamics with stabilizing devices for the shortest possible wishbones, whereby the aforementioned loss of space was accepted.

[0008] From DE 10 2006 061 975 A1 a wheel suspension is known which includes a two-part wheel carrier carrying a vehicle wheel, one part of the wheel carrier being connected to a stabilizer with a compensating means.

[0009] EP 0 506 141 A1 discloses a wishbone, wherein the wishbone is connected to a suspension point of a body or chassis and a support point of a wheel carrier. The wishbone has at least one vehicle-side link, which can be fastened to the suspension point, and a wheel carrier-side link, which can be fastened to a support point of the wheel carrier. The vehicle-side link and the wheel carrier-side link are pivotally connected to one another.

[0010] EP 1 977 915 A1 shows another wheel suspension. A suspension point is arranged in a power transmission chain between the rotating connection of a coupling element with a vehicle-side control arm and a rotating connection of the vehicle-side control arm with the wheel bearing-side control arm. Summary of the invention

[0011] The invention is based on the object of providing a wishbone that provides more space on the vehicle side, but also enables good driving dynamics.

[0012] This problem is solved by the features of claim 1.

[0013] The coupling element of the first wishbone has a rotating connection which is arranged on an axis with the holding point of the second wishbone of the wheel suspension.

[0014] Multi-link arrangements are commonplace in today's wheel suspensions, meaning that more than two wishbones are used to suspend a wheel. Therefore, it is conceivable, for example, to form pairs of wishbones, with one wishbone of such a pair being designed in the manner according to the invention and the associated conventional wishbone or its attachment point on the wheel carrier being connected to the coupling element for the purpose of power transmission.

[0015] According to the invention, the control arm comprises a vehicle-side control arm and a wheel-carrier-side control arm, which are pivotally connected to each other. This means that the control arm is no longer considered a rigid control arm, but can shorten or lengthen the distance between its attachment point on the wheel carrier and the suspension point on the body or chassis as needed during suspension compression. This can positively influence the camber angle, depending on the deflection depth, for stabilization purposes.

[0016] In other words, it becomes possible to simulate a long wishbone with a relatively short wishbone, which is very beneficial in terms of the usable volume in the vehicle, and which, in turn, exhibits very good driving dynamics. This technology makes it possible to shorten either an upper or a lower wishbone without having to accept any disadvantages in driving dynamics. Previously, the length of the upper wishbone proved to be the main problem, but now more space can also be provided around the lower wishbone.

[0017] In an advantageous embodiment, the vehicle-side control arm has a coupling element that is provided for connection to at least one other part of the wheel suspension, in particular to another wishbone, to its wheel carrier-side support point, or to the wheel carrier. In this way, a passive control mechanism is created that connects the wishbone to a part of the wheel suspension via its vehicle-side control arm in such a way that a corrective force can be transmitted from this part to the vehicle-side control arm. The wheel suspension thus has a self-correcting effect with regard to its camber behavior or the change in track width. If a compression process now occurs, the part of the wheel suspension, such as another wishbone, its wheel carrier-side support point, or the wheel carrier itself, is moved first.This movement causes a force flow through the coupling element, which in turn acts on the vehicle-side control arm and adjusts the turning radius of the wishbone in such a way that the camber angle remains as small as possible or the driving behavior is positively influenced in another way.

[0018] In an advantageous embodiment, the coupling element is connected to the vehicle-side control arm in a rotating or sliding manner. This makes it possible to orient the vehicle-side control arm differently within the wheel suspension, providing another option for space distribution that can be advantageous in individual cases. For example, in this context, a sliding connection is more space-saving than a rotating connection, although the rotating connection may be less susceptible to penetrating dirt particles.

[0019] In an advantageous embodiment, the sliding connection of the coupling element is arranged on the vehicle-side control arm between its suspension point and the rotating connection with the wheel carrier-side control arm. In this embodiment, the coupling element can be attached to the wheel carrier in order to form a small angle with the vehicle-side control arm, thus enabling a low-friction, sliding connection. The strength of the correction can be determined by the length of the sliding surface of the sliding connection. The sliding connection allows the wishbone to buckle, but also limits the angle that the vehicle-side control arm and the wheel carrier-side control arm form with each other. Advantageously, the angle is limited via the spring strut or rubber stops of the control arms or the wheel carrier to the body.

[0020] In an advantageous embodiment, the suspension point in the force transmission chain is arranged between the rotating connection of the coupling element to the vehicle-side control arm and a rotating connection of the vehicle-side control arm to the wheel bearing-side control arm. The force transmission chain is the path of a force that the wheel suspension uses to correct the wheel position. First, this force is transferred from part of the wheel suspension to the coupling element, which then transmits the force to the vehicle-side control arm. The vehicle-side control arm, through its own movement, changes the turning radius of the wishbone by using the force to exert a corrective effect on its support point or the wheel carrier via the wheel carrier-side control arm.

[0021] Advantageously, the vehicle-side control arm is designed for a rotating connection to two suspension points on the body or chassis. This measure stabilizes the wheel suspension against forces acting on the vehicle in the direction of travel or against the direction of travel. The use of the control arm according to the invention is not precluded by the provision of two suspension points, since the rotational axis of these suspension points lies essentially in the direction of travel, thus optimally supporting the spring compression process.

[0022] In an advantageous embodiment of a wheel suspension, the same has at least one first wishbone according to the invention.

[0023] Furthermore, all or almost all of the wishbones can be designed according to the invention, with them influencing each other via the respective coupling element. It is also conceivable that the wheel carrier is used as the source of the corrective force for one or the other wishbone, and mutual coupling of the wishbones is not necessary.

[0024] Therefore, it is advantageous, for example, to rotatably attach the coupling element of the first wishbone to a second wishbone, just as it is advantageous to rotatably attach the coupling element of the first wishbone to the wheel carrier. It makes no difference whether the first wishbone is an upper wishbone or a lower wishbone with respect to the road surface. The use of the wishbone according to the invention as an upper or lower wishbone depends on where space is to be saved on the chassis.

[0025] Further advantageous embodiments and preferred developments of the invention can be found in the descriptions of the figures and / or the dependent claims.

[0026] In the following, the invention is described and explained in more detail with reference to the embodiments shown in the figures.

[0027] They show: Fig. 1 is a schematic representation of a wheel suspension with an upper and a lower wishbone according to the prior art, Fig. 2 a representation of a wheel suspension according to the prior art from the vehicle's view of the wheel, Fig. 3 a schematic representation of a first embodiment of a wheel suspension with a multi-part lower wishbone, Fig. 4 a schematic representation of a second embodiment of a wheel suspension with a multi-part upper wishbone, Fig. 5 a schematic representation of a third embodiment of a wheel suspension with a multi-part lower wishbone, Fig. 6 a schematic representation of a fourth embodiment of a wheel suspension with a multi-part upper wishbone, Fig. 7 a representation of the third embodiment from Fig. 5 from the chassis perspective to the wheel, and Fig. 8 a representation of the third embodiment from Fig. 5 looking along the direction of travel.

[0028] Fig. 1 shows a schematic representation of a wheel suspension with an upper 5 and a lower wishbone 6 according to the prior art.

[0029] The chassis 3 has an upper suspension point 1 and a lower suspension point 2, which are respectively provided for the upper wishbone 5 and the lower wishbone 6. The distance between the two suspension points 1, 2 is smaller than the distance between the support points 8, 9 of the wheel carrier 4. This makes it possible to generate a center of rotation for the wheel carrier 4.

[0030] The wishbones 5 and 6 shown are of equal length. However, the upper wishbone, in particular, may be shorter than the lower one. In this case, the camber angle and track width adjustment can be adjusted to the wheel travel. This is because the stop point 9 can be moved within a smaller circle around suspension point 1 than the stop point 8 can move around suspension point 2.

[0031] Fig. Figure 2 shows a representation of a wheel suspension according to the state of the art from the vehicle's perspective on the wheel. In addition to the rim 7 and the wheel carrier 4, the wishbones 5, 6 are also depicted in a realistic manner.

[0032] The upper wishbone 5 and the lower wishbone 6 are pivotally connected at the upper support point 9 and the lower support point 8 of the wheel carrier 4. Furthermore, both wishbones 5, 6 are Y-shaped, resulting in a total of four suspension points on the vehicle side (two per wishbone). Two of these suspension points (not shown) can be connected to the connecting pieces 5a, 5b of the upper wishbone 5 or to the connecting pieces 6a, 6d of the lower wishbone 6, since each of the two suspension points lies on a pivot axis.

[0033] Fig. Figure 3 shows a schematic representation of a first embodiment of a wheel suspension with a multi-part lower wishbone. The multi-part lower wishbone consists of a wheel carrier-side link 13, a vehicle-side link 15, a sliding piece 12, and a coupling element 11.

[0034] The shortening of the upper wishbone is now achieved by arranging a rotating connection 16 between the vehicle-side control arm 15 and the wheel-side control arm 13. This makes it possible to advantageously shorten the distance between suspension point 1 and support point 9 if necessary during the compression process.

[0035] The coupling element 11, which is rotatably attached to the wheel carrier 4 and the sliding piece 12 by means of a rigid connection 14, then exerts a force on the sliding piece 12 or the vehicle-side link 15 when the wheel carrier 4 is deflected during compression and extension.

[0036] As a result of the spring compression, the camber and track width are adjusted. During a vertical movement of the wheel carrier 4, the control arms 13 and 15 are bent, changing the length of the wishbone. This causes the stop point 8 to move horizontally and, in conjunction with the position of stop point 9, adjusts the camber and track width.

[0037] For reference and also representative of the following figures, the vertical is shown as the z-direction and the horizontal as the y-direction with schematic representation.

[0038] Fig. 4 shows a schematic representation of a second embodiment of a wheel suspension with a multi-part upper wishbone.

[0039] The upper wishbone consists of a coupling element 21 which is attached to the wheel carrier 4 by means of the rigid connection 24, is simultaneously rotatably attached to a sliding piece 22 and acts in a similar manner as the coupling element 11 of the Fig. 3. However, the vehicle-side link 25 is attached to the upper support point 1 and is connected via a rotating connection 26 to the wheel carrier-side link 23, which in turn is rotatably attached to the support point 9 of the wheel carrier 4.

[0040] In contrast to the first embodiment, the effective length of the upper wishbone is kept variable due to its multi-part design depending on the rod carrier position, so that a shortening of the upper wishbone is possible during compression.

[0041] Advantageously, conventional components can be used in the implementation of the multi-part control arm. A complex structure, such as linear guides, is unnecessary. Furthermore, the flexibility of the wheel bearing arrangement is increased, as a large number of parameters can be varied more easily, allowing for fine tuning.

[0042] Fig. 5 shows a schematic representation of a third embodiment of a wheel suspension with a multi-part lower wishbone.

[0043] The lower wishbone of the third exemplary embodiment consists of a coupling element 31, a wheel carrier-side link 36, and a vehicle-side link 33 designed as a rocker. These parts of the lower wishbone are kinematically connected to one another via the rotating connections 35 and 34. The rocker character of the vehicle-side link 33 arises from the fact that, in a schematic view, it is arranged between the two rotating connections 34, 35. It is noteworthy here that, in the mechanical embodiment of the vehicle-side link 33, the rotating connections 34 and 35 can be closer to each other than they are away from the stop point 2. This is because the vehicle-side link 33 can extend along or against the direction of travel.

[0044] The kinematic force transmission chain begins with a deflection of the wheel at the rotating connection 32 of the coupling element 31 at the stop point 9 of the wheel carrier 4. The force is transmitted from the coupling element 31 to the rocker 33, which then moves the wheel carrier-side link 36 in such a way (in Fig. 5 to the right) so that the stopping point 8 is located horizontally at the desired position. This also allows the wheel camber and track width changes to be controlled in a similar manner as in the previous embodiments.

[0045] Installation space is created near suspension point 1. Furthermore, fine-tuning of the wheel suspension can be achieved by specifying, among other things, the following parameters: A) Distances between suspension points 1 and 2 in horizontal (y) and vertical (z) directions. B) Distance between rotating connections 34 and 35. C) Angle of the rocker 33 to the vertical (z-direction). D) Length of the upper wishbone 5. E) Angle between the horizontal (y-direction) and the upper wishbone 5. F) Distance between the support points 8,9 of the wheel carrier 4. G) Distance of suspension point 2 to rotating connection 34.

[0046] When defining the aforementioned parameters, it is advisable to base the calculations on the kinematic behavior of a double wishbone suspension and set the parameters accordingly. This makes the kinematic behavior of the wheel suspension of the third exemplary embodiment comparable to that of a double wishbone suspension, but allows for more installation space, in this exemplary embodiment, near suspension point 1, i.e., for example, in the engine compartment or trunk of the vehicle.

[0047] Fig. 6 shows a schematic representation of a fourth embodiment of a wheel suspension with a multi-part upper wishbone,

[0048] The upper wishbone consists of a coupling element 41, a vehicle-side link 43, and a wheel carrier-side link 46, which are connected to each other via rotating connections 45 and 44. The vehicle-side link 43 is pivotally mounted at suspension point 1 and has a rocker function, just like the vehicle-side link 33 from the third embodiment.

[0049] The functionality of this multi-part wishbone, which is designed as an upper wishbone, is kinematically identical to that of the wishbone in the third embodiment. The explanations for the third embodiment apply accordingly. However, in the fourth embodiment, additional installation space is created near suspension point 2.

[0050] Fig. 7 shows a representation of the third embodiment of Fig. 5 from the chassis perspective to the wheel.

[0051] The lower wishbone is, as in the third embodiment, made up of several parts, whereby the corresponding parts are also as in Fig. 5. The explanations to Fig. 5 apply accordingly.

[0052] The arrows show how a downward deflection of the upper stop point 9 affects the wheel suspension. Reference is made to the kinematic descriptions from Fig. 5.

[0053] The lower wishbone 6 has a Y-shape, i.e. it is connected to the wheel carrier-side control arm (rocker) via two connecting pieces 36a and 36b, ie it is further developed than the wheel carrier-side control arm 36 of the Fig. 5 suggests.

[0054] The upper wishbone 5 is effectively shortened despite its standard design.

[0055] Fig. 8 shows a representation of the third embodiment of Fig. 5 looking along the direction of travel. The arrows represent the kinematic situation as shown in Fig. 7 is indicated, invoice.

[0056] A downward movement of the wheel shown leads to Fig. 8 to a horizontal leftward movement of the lower tire part.

[0057] In summary, the invention relates to a wishbone for a wheel suspension, wherein the wishbone is connectable to a suspension point of a body or chassis and a support point of a wheel carrier. The aim is to provide more installation space on the vehicle side without sacrificing the positive kinematic properties of a double wishbone. For this purpose, a wishbone is presented which has a wheel carrier-side control arm and a vehicle-side control arm, which are pivotally connected to one another. The vehicle-side control arm can be attached to the suspension point of the body or chassis, and the wheel carrier-side control arm can be attached to the support point of the wheel carrier. Such a wishbone can advantageously be used on both front and rear axles, whereby the multitude of variable parameters allows for fine tuning of the kinematic driving characteristics.Another advantage is the small number of additional components. List of reference symbols 1 upper suspension point 2 lower suspension point 3 Chassis 4 wheel carriers 5 upper wishbone 5a connecting piece 5b connecting piece 6 lower wishbone 6a connecting piece 6b connecting piece 7 rim 8 lower stopping point 9 upper stopping point 11 Coupling element 12 sliding piece 13 wheel carrier side handlebar 14 rigid connection 15 vehicle-side handlebar 16 rotating connection 21 Coupling element 22 Sliding piece 23 wheel carrier side handlebar 24 rigid connection 25 vehicle-side handlebar 26 rotating connection 31 coupling element 32 rotating connection 33 vehicle-side handlebar 34 rotating connection 35 rotating connection 36 wheel carrier side handlebar 36a connecting piece 36b connecting piece 41 coupling element 42 rotating connection 43 vehicle-side handlebar 44 rotating connection 45 rotating connection 46 wheel carrier side handlebar

Claims

[1] Wheel suspension with a first wishbone (5, 6), wherein the first wishbone (5, 6) is connectable to a suspension point (1, 2) of a body or chassis (3) and a support point (8, 9) of a wheel carrier (4), wherein the first wishbone (5, 6) has at least one vehicle-side link (15, 25, 33, 43) which is attachable to the suspension point (1, 2), and a wheel carrier-side link (13, 23, 36, 46) which is attachable to a support point (8, 9) of the wheel carrier (4), wherein the vehicle-side link (15, 25, 33, 43) and the wheel carrier-side link (13, 23, 36, 46) are rotatably connected to one another, characterized by that a coupling element (11, 21, 31, 41) of the first wishbone (5, 6) has a rotating connection (32, 42) which is arranged on an axis with the holding point (8, 9) of a second wishbone (5, 6) of the wheel suspension. [2] Wheel suspension according to claim 1, wherein the coupling element (11, 21, 31, 41) is connected in a rotationally or sliding manner to the vehicle-side control arm (15, 25, 33, 43). [3] Wheel suspension according to claim 2, wherein the sliding connection (12, 22) of the coupling element (11, 21) on the vehicle-side control arm (15, 25) is arranged between the suspension point (1, 2) thereof and the rotating connection (16, 26) with the wheel carrier-side control arm (13, 23). [4] Wheel suspension according to claim 2, wherein the suspension point (1, 2) is arranged in a force transmission chain between the rotating connection (35, 45) of the coupling element (31, 41) with the vehicle-side control arm (33, 43) and a rotating connection (34, 44) of the vehicle-side control arm (33, 43) with the wheel bearing-side control arm (36, 46). [5] Wheel suspension according to one of the preceding claims, wherein the vehicle-side control arm (15, 25, 33, 43) is provided for rotating connection to two suspension points (1, 2) of the body or the chassis (3). [6] Wheel suspension according to one of the preceding claims, wherein the first wishbone is an upper wishbone (5) or a lower wishbone (6).

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