Axle arrangement for a vehicle

Abstract

Axle arrangement for a vehicle, comprising a plurality of control arms (3, 5, 7, 9, 11) for guiding a wheel fastened to the axle (27), wherein a spring strut (17) is fastened at one end to one of the control arms (11) and at the other end to a vehicle body (15), and the axle is designed as a steered axle (27), in which the control arms (3, 5, 7, 9, 11) are mounted on the body side on a subframe (15) which can be fastened in the bodyshell of the vehicle, characterized in that the orientation of the spring strut (17) is selected to be inclined between a lower control arm (11) and the vehicle body, so that the horizontal force components of the body-side force introductions of the spring strut (17) are greater than the vertical force introductions, wherein an actuator unit (29) of a steering system is fastened to the subframe (15).

Description

[0001] The invention relates to an axle arrangement for a vehicle according to the preamble of patent claim 1.

[0002] DE 41 29 643 A1 discloses an independent wheel suspension for non-steered wheels of motor vehicles, in which the longitudinal member is connected to the vehicle body via an elastic bearing with different spring rates. The longitudinal member is attached to a wheel carrier between two wishbones. A lower end of a spring strut unit is attached to the longitudinal member, the upper end of which is fixed to the vehicle body. This causes the spring strut unit to be tilted.

[0003] DE 37 29 238 A1 discloses a suspension for a rear driven wheel. The suspension comprises a wheel carrier supporting the wheel, which is connected to a vehicle body via a longitudinal arm at the joint end. Three wishbones are hinged to a subframe at the body end. Two wishbones are arranged above the wheel center, and the wishbone is located below the wheel center. The lower wishbone supports a suspension spring and damper unit. The suspension spring and damper unit, forming a spring strut, is arranged vertically to ensure smooth movement past the drive shaft and the upper wishbone.

[0004] DE 10 2015 221 598 A1 discloses a wheel suspension for a vehicle, which comprises a wheel carrier for rotatably supporting a wheel, a wishbone fastened to the wheel carrier, a strut designed as a tension or compression strut, a leg with a spring and / or damper, and a common bearing, wherein the wishbone, the strut and the leg are fastened to the common bearing.

[0005] DE 10 2005 013 374 B4 discloses a mount for a steering arm of a vehicle's wheel suspension that can pivot about a pivot axis, attached to a lower steering arm mount of a shock absorber via an elastic bearing. A bolt of the lower steering arm mount, designed to absorb an axial force, runs in the damping direction of the shock absorber. The lower steering arm mount can also be a spring strut or another chassis element suitable for supporting the rotatable steering arm.

[0006] According to DE 10 2013 203 479 A1, a double wishbone axle of the single-joint design is known. An upper wishbone is pivoted at the upper end of a pivot bearing extending above the wheel. This upper wishbone engages a spring-damper strut in a horseshoe-like configuration and is attached to the vehicle body at its two free ends. The spring-damper strut is supported vertically on a lower wishbone.

[0007] The object of the invention is to provide an axle arrangement for a vehicle by which the known solution is improved.

[0008] The invention is based on the features of the independent claims. Advantageous developments and refinements are the subject of the dependent claims. Further features, possible applications, and advantages of the invention will become apparent from the following description and the explanation of exemplary embodiments of the invention illustrated in the figures.

[0009] The problem is solved by the subject matter of patent claim 1.

[0010] In the axle arrangement for a vehicle explained at the outset, comprising a plurality of control arms for guiding a wheel fastened to the axle, wherein a spring strut is fastened at one end to one of the control arms and at the other end to a vehicle body, and the axle is designed as a steered axle in which the control arms are mounted on the body side on a subframe which can be fastened in the bodyshell of the vehicle, the orientation of the spring strut is selected to be diagonal between a lower control arm and the vehicle body, so that the horizontal force components of the body-side force introduction of the spring strut are greater than the vertical force introductions, and an actuator unit of a steering system is fastened to the subframe.This makes it easy to create a steered multi-link axle which, due to its flat design, allows for a low loading floor in the vehicle, which is advantageously suited for a rear axle driven by an electric motor, into which a rear-axle steering system is also integrated.

[0011] Advantageously, a compression and camber strut is incorporated in the upper control arm level. This compression and camber strut, formed by two struts in an upper level, replaces the conventional tension and camber struts due to the change in installation space due to the inclined arrangement of the spring strut.

[0012] In one embodiment, the strut is pivotally mounted at at least one end to compensate for gimbal angles. This not only prevents gimbal angles but also torsion angles in the strut's air or steel spring. At the same time, elastic decoupling of the strut is enabled, even if the strut is kept as short as possible.

[0013] In one variant, a ball joint engages the upper end of the strut for elastic decoupling. This ball joint allows the strut to pivot relative to the vehicle body. The ball joint can be mounted in the strut housing with a force-locking and / or positive fit, for example, by being bolted to it or pressed into it.

[0014] In one embodiment, a housing is formed at the upper end of the strut, into which the ball joint engages. An air spring seal is integrated into the connection between the ball joint and the housing. This seal ensures reliable sealing of the housing against atmospheric pressure.

[0015] It is advantageous if a strut bearing is located in the strut housing, which is axially clamped by the ball joint. This eliminates the need for additional mounting devices for the strut bearing, resulting in further space savings. Since only damping forces are transmitted to the vehicle body via the damper bearing, it can be optimized for comfort and NVH (noise, vibration, harshness) behavior.

[0016] In a further embodiment, the side of the support joint facing away from the joint is frictionally connected to the vehicle body via a bracket, which is held to the chassis subframe. This ensures reliable attachment of the support element during vehicle movement.

[0017] In an alternative, the ball joint is connected directly to the vehicle body.

[0018] In another variant, the control arms are elastically mounted on both sides. This allows for elastic decoupling at both the wheel carrier and the subframe.

[0019] In another embodiment, at least one upper control arm is slightly offset. This is possible because the body shell is located further inboard at the end of the shock absorber. Such straight control arms with less offset are more cost-effective, lighter, and stiffer.

[0020] Further advantages, features, and details will become apparent from the following description, in which at least one exemplary embodiment is described in detail—possibly with reference to the drawings. Described and / or illustrated features may form the subject matter of the invention alone or in any meaningful combination, possibly independently of the claims, and may, in particular, also be the subject of one or more separate applications. Identical, similar, and / or functionally equivalent parts are provided with the same reference numerals.

[0021] They show: Fig. 1 an embodiment of the axle arrangement according to the invention, Fig. 2 an example of a suspension strut connection.

[0022] In Fig. 1 is an embodiment of the axle arrangement according to the invention in a perspective view ( Fig. 1a) and a top view ( Fig. 1b). This axle arrangement 1 is a steered independent-link rear axle, designed as a multi-link axle and representing a type of independent wheel suspension in a vehicle. Each wheel of the rear axle is guided by five control arms (3, 5, 7, 9, 11) to achieve the greatest possible design flexibility for a targeted configuration of kinematics and elastokinematics.

[0023] Two of the control arms 5, 7 are guided in an upper control arm plane, with the two control arms 5, 7 being slightly offset. Below these, two further control arms 3, 9 are provided in a lower control arm plane and a control arm 11, not assigned to any plane and designed as a tie rod. All control arms 3, 5, 7, 9, 11 are connected at one end to a wheel carrier 13. The other end of the control arms 3, 5, 7, 9, 11 is articulated to a subframe 15. The subframe 15 represents a subframe to which, in addition to the control arms 3, 5, 7, 9, 11, the engine and transmission are also attached. Between the control arms 3, 5, 7, 9, 11 extends an inclined spring strut 17, which is fixed with one end 19 to a lower control arm 11 and with its upper end also to the subframe 15.

[0024] An embodiment of the connection of the spring strut 17 to the subframe 15 is shown in Fig.2. The spring strut 17 has a housing 19 into which a ball joint 21 is screwed to prevent cardan angles in the spring strut 17. A seal of an air spring 31 is integrated into the connection between the ball joint 21 and the housing 19. The ball joint 21 is fastened with the side facing away from the joint in a bracket 23 which is held on the subframe 15. Directly below the ball joint 21, a bearing 25 of the spring strut 17 is provided in the housing 19 and is axially clamped by the ball joint 21. For this purpose, an additional spring can be provided in the housing 19, which sits on the bearing of the spring strut 17 and is pressed against the bearing 25 by the ball joint 21. To steer the axle, an actuator unit 29 of a steering system is fastened to the subframe 15. List of reference symbols 1 axle arrangement 3 handlebars 5 handlebars 7 handlebars 9 handlebars 11 handlebars 13 wheel carriers 15 subframe 17 shock absorber 19 housings 21 Ball joint 23 Console 25 shock absorber bearings 27 Axis 29 Actuator unit 31 air spring

Claims

[1] Axle arrangement for a vehicle, comprising a plurality of control arms (3, 5, 7, 9, 11) for guiding a wheel fastened to the axle (27), wherein a spring strut (17) is fastened with one end to one of the control arms (11) and with the other end to a vehicle body (15), and the axle is designed as a steered axle (27), in which the control arms (3, 5, 7, 9, 11) are mounted on the body side on a subframe (15) which can be fastened in the body shell of the vehicle, characterized by that the alignment of the spring strut (17) is selected to be inclined between a lower control arm (11) and the vehicle body, so that the horizontal force components of the body-side force introductions of the spring strut (17) are greater than the vertical force introductions, wherein an actuator unit (29) of a steering system is fastened to the chassis subframe (15). [2] Axle arrangement according to claim 1, characterized by that a pressure and camber strut is formed in the upper handlebar level. [3] Axle arrangement according to claim 1 or 2, characterized by that the spring strut (17) is rotatably mounted at at least one end to compensate for cardan angles. [4] Axle arrangement according to at least one of the preceding claims, characterized by that a support joint (21) designed as a ball joint engages in the spring strut (17) at the upper end for elastic decoupling. [5] Axle arrangement according to claim 4, characterized by that a housing (19) is formed at the upper end of the spring strut (17), into which the support joint (21) designed as a ball joint engages, wherein a seal of an air spring (31) is integrated into the connection of the support joint (21) to the housing (19). [6] Axle arrangement according to claim 4 or 5, characterized by that a bearing (25) of the spring strut (17) is arranged in the housing (19), which bearing is axially clamped by the support joint (21) designed as a ball joint. [7] Axle arrangement according to one of the preceding claims, characterized by that the support joint (21) is non-positively connected to the vehicle body via a bracket (23) on the side facing away from the joint, the bracket (23) being held on the chassis subframe (15). [8] Axle arrangement according to one of the preceding claims 1 to 6, characterized by that the ball joint (21) is directly connected to the vehicle body [9] Axle arrangement according to at least one of the preceding claims, characterized by that the links (3, 5, 7, 9, 11) are elastically mounted on both sides. [10] Axle arrangement according to at least one of the preceding claims, characterized by that at least one upper link (3, 7) is cranked.

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