Suspension for attaching an aerodynamic component to a vehicle

Abstract

The invention relates to a suspension (10) for attaching an aerodynamic component of a vehicle (1), in particular a front diffuser (40), and to a vehicle (1) with the suspension (10) according to the invention. The suspension (10) according to the invention comprises a first partial suspension (11) which is rigidly connected to the body structure (30) of the vehicle (1), a second partial suspension (12) which is arranged on the aerodynamic component such that it can absorb a force at least in one direction opposite to the direction pointing towards the first partial suspension (11), and a tension rod (13) which is arranged between the first partial suspension (11) and the second partial suspension (12) and is configured to transmit a tensile force from the second partial suspension (12) to the first partial suspension (11).The first partial suspension (11) further comprises a spring element (14) which is arranged and designed in such a way as to at least partially absorb a compressive force acting from the second partial suspension (12) via the tension rod (13) on the first partial suspension (11).

Description

[0001] The invention relates to a suspension for fastening an aerodynamic component of a vehicle, in particular a front diffuser, and to a vehicle with the suspension according to the invention.

[0002] To improve a vehicle's downforce and the associated improvements in cornering performance, so-called front diffusers are used, particularly in sports cars, which can significantly increase downforce on the front axle. The front diffuser is located at the front end of the vehicle, close to the ground, and is usually the most forward-facing component of the vehicle. In high-performance sports cars, the front diffuser generates high downforce forces, which are transferred to the body structure, i.e., the load-bearing, stability-providing components of the vehicle, such as cross members or longitudinal members.

[0003] According to one prior art embodiment, this task is performed by steel cables that can only withstand tensile loads and are insensitive to tolerances in the vehicle's longitudinal and transverse directions. The steel cables cannot absorb compressive or radial forces, thus ensuring that no forces are transmitted to the body when driving over curbs on the racetrack or other uneven surfaces.

[0004] Alternative designs feature solutions with tension rods instead of steel cables. Tension rods can transmit a tensile force similar to cables, but rigid tension rods can also transmit compressive forces, which could cause these rods to bend or break when driving over curbs or bumps, or damage the suspension. To prevent this, spring-loaded tension rods are used. These can still absorb the tensile force without reduction, but the compressive forces can be absorbed by spring components in the compression direction, so that the compressive forces to be absorbed by the tension rod are low and damage is avoided.

[0005] However, such spring-loaded tension rods have larger geometric dimensions than unsprung tension rods, and the connection geometries required for suspension are usually sharp-edged and must be covered, for example, with rubber compounds. The resulting impression is less high-quality.

[0006] Furthermore, various solutions for mounting aerodynamic components on vehicles are known from the prior art. Document US 2020 / 0 010 128 A1 discloses an adjustable, spring-loaded front spoiler of a motor vehicle, whereby the front spoiler yields due to the spring mounting when colliding with an object on the road.

[0007] Document US 2023 / 0 166 801 A1 discloses an element arranged on the underbody of a motor vehicle, which element is resiliently and springily mounted. Document DE 10 2006 041 163 A1 discloses a resilient support device for a height-adjustable trim part arranged on the underside of a motor vehicle. Document DE 10 2019 103 457 A1 relates to a support device for a front spoiler of a motor vehicle, wherein the support device is supported on a cross member via a steel cable. Furthermore, document DE 20 2017 105 235 U1 discloses a front spoiler of a motor vehicle, which is supported on a bodyshell of the motor vehicle by tension elements.

[0008] From US 9 102 366 B1 a suspension for fastening an aerodynamic component of a vehicle to its body structure is known, which has a first partial suspension which is firmly connected to the body structure of the vehicle, a second partial suspension which is arranged on the aerodynamic component in such a way that it can absorb a force at least in a direction opposite to the direction pointing towards the first partial suspension, a tension rod which is arranged between the first partial suspension and the second partial suspension and is designed to transmit a tensile force from the second partial suspension to the first partial suspension, wherein the first partial suspension further has a spring element which is arranged and designed to at least partially absorb a tensile force which acts from the second partial suspension via the tension rod on the first partial suspension.

[0009] Against the background of the prior art described above, it is the object of the present invention to provide an alternative possibility of a suspension for fastening and supporting an aerodynamic component of a vehicle to its body structure, as well as a vehicle with a suspension according to the invention.

[0010] This object is achieved by the subject matter of the independent claims. Advantageous embodiments of the invention are contained in the dependent claims.

[0011] The suspension according to the invention comprises a first partial suspension which is firmly connected to the body structure of the vehicle, a second partial suspension which is arranged on the aerodynamic component such that it can absorb a force at least in a direction opposite to the direction pointing towards the first partial suspension, and a tension rod which is arranged between the first partial suspension and the second partial suspension and is designed to transmit a tensile force from the second partial suspension to the first partial suspension. The tensile force is thus directed such that it acts on the tension rod, starting from the second partial suspension, in the direction opposite to the direction pointing towards the first partial suspension. In the context of the application, a tension rod is understood to mean a non-spring-loaded tension rod, unless it is explicitly stated that it is a spring-loaded tension rod.

[0012] The first partial suspension further comprises a spring element which is arranged and designed to at least partially absorb a compressive force acting from the second partial suspension via the tension rod onto the first partial suspension. The compressive force is directed opposite to the tensile force. If the compressive force is absorbed by the spring element, this leads to a deformation of the spring element, so that the tension rod is not subjected to compressive load or is only subjected to compressive load when no further deformation of the spring element is possible. A spring element is understood to be any elastically deformable element. This can, for example, be made of rubber or in the form of a spiral spring. The resistance force of the spring element is preferably 1 to 100 N. The resistance force describes the force that can be absorbed by the spring. The spring element is preferably made of a rust-proof material.Preferably, the spring element is designed such that it has a preload which places a tensile load on the tension rod in a state in which no force is exerted by the aerodynamic component on the tension rod.

[0013] The suspension according to the invention makes it possible to move the spring element with the first partial suspension into the area of ​​the vehicle that is not visible and inaccessible to the user. In this way, no sharp-edged connection geometries need to be covered with rubber or another material. The resulting impression is significantly more valuable. The tension rod is preferably provided as a metal rod, in particular with a rod diameter in a range between 5 mm and 8 mm, particularly preferably with a rod diameter of 6 mm. The tension rod in particular has an at least partially powder-coated, painted, anodized and / or polished surface. Embodiments are also conceivable in which the tension rod is made of aluminum, titanium, stainless steel, carbon fiber reinforced plastic or carbon fiber reinforced plastic.It is further preferably designed as a round rod or round tube, which has a thread, particularly at the ends. It can thus be easily manufactured from a round, rod-shaped semi-finished product by cutting it to the correct size and then providing it with a thread, for example, by thread rolling or thread rolling.

[0014] Preferably, the first partial suspension, including the spring element, is arranged in a non-visible area of ​​the vehicle. The term "non-visible area" refers to a fully assembled vehicle standing on a level surface where the first partial suspension is not visible to the human eye and is also not accessible to the user. Particularly preferred is an embodiment in which the first partial suspension is arranged beneath a panel of the vehicle, i.e., the panel of a vehicle body. In this state, the partial suspension and spring geometries are also protected from external mechanical influences such as pebbles or water droplets, thus preventing damage.

[0015] In an advantageous embodiment of the invention, the first partial suspension has a hub and a shaft which are arranged coaxially with one another. Consequently, the shaft and hub are arranged such that their longitudinal axes lie one above the other. Furthermore, the tension rod is coaxially aligned with the shaft and connected in the axial direction, and the hub is designed to firmly connect the first partial suspension to the body structure. The term "firmly connect / firm connection" is understood in the context of the application to mean that no movement of the two connected elements in relation to one another is permitted. Furthermore, the shaft is axially displaceable relative to the hub, and the spring element is arranged between the hub and the shaft. Axially displaceable is understood to mean that the shaft is axially displaceable on the hub along its longitudinal axis and thus, due to the coaxial arrangement between the hub and shaft, is also axially displaceable along the longitudinal axis of the hub.Due to the coaxial alignment and axial connection (connection in the axial direction) of the tension rod to the shaft, forces can be transmitted from the tension rod to the shaft in the axial direction, while the shaft can move against the hub in the axial direction. The arrangement of the spring element between the hub and shaft means that a relative movement of the shaft to the hub in the axial direction results in a compression or elongation of the spring element. The energy of the axial movement is thus absorbed by the spring element. In this way, an embodiment can be provided in which a compressive force on the tension rod is first transferred to the shaft and then absorbed by the spring element, since the hub is fixed to the body structure. Accordingly, the compressive force is not absorbed by the tension rod, but rather transmitted.

[0016] It is further preferred if the shaft has a first shoulder and a second shoulder, which in the context of the application are to be understood as projections in the radial direction of the shaft, and the first shoulder is designed as a stop for the hub, and the spring element is arranged between the first shoulder and the second shoulder. Due to the stop of the hub on the shaft, a tensile force of the tension rod can be introduced via the shaft into the hub and thus the body structure. When a compressive load is applied to the tension rod, however, the shaft can move in the axial direction, and the force is directed into the spring element.

[0017] The described embodiment thus represents a structurally simple implementation of a first partial suspension, in which a spring element is integrated to absorb compressive forces acting on the tension rod. Other structural implementations of the first partial suspension are also conceivable.

[0018] Another advantageous embodiment of the invention is one in which the hub and shaft are positively connected to one another in the rotational direction. Accordingly, independent rotation about their longitudinal axes is not possible for the hub and shaft. This is preferably achieved by a profiled shaft connection or a splined shaft connection. Particularly preferably, the positive connection in the rotational direction is achieved via a non-circular connection in which, for example, the hub and the shaft form a polygonal profile, in particular in accordance with DIN 32711 or DIN 32712. Consequently, the shaft does not have a round profile, but rather a polygonal profile or a wave profile, which is also formed in the hub in the opposite direction. Rotation of the shaft relative to the hub about the common longitudinal axis is therefore not possible.

[0019] In an advantageous embodiment of the invention, the connection between the shaft and the tension rod is formed by a first convex coupling element, which has a convex shape in the direction of the second partial suspension or the shaft, and a concave counter-shape in the shaft. The first convex coupling element is firmly connected to the tension rod, in particular by a nut. The nut is designed either as a separate component that is positively connected to the first convex coupling element or as a single piece with the first convex coupling element. The concave counter-element is also incorporated in the shaft or designed as a separate component to be connected to the shaft. The convex coupling element and the concave counter-element are arranged to engage with one another in such a way that a tensile force acting on the tension rod is transferred from the tension rod to the shaft.The connection is thus designed as a ball socket connection and can be designed in particular in accordance with DIN 6319.

[0020] Furthermore, rotation of the first convex coupling element on the tension rod is preferably prevented by at least one rib in the convex coupling element, which engages with a correspondingly shaped element of the concave counter-element. This provides a rotation lock between the shaft and the tension rod.

[0021] In this way, a connection can be created between the shaft and the tension rod, which enables force transmission from the tension rod to the shaft in a rotational direction around the longitudinal axis and in an axial direction, namely in the direction of a tensile force acting on the tension rod. Furthermore, the use of the first convex coupling element and the corresponding concave counterpart in the shaft ensures that the connection between the shaft and the tension rod is insensitive to tolerances.

[0022] The shaft is preferably attached to the aerodynamic component according to the same principle. Consequently, the second partial suspension preferably has a second convex coupling element which has a convex shape in the direction of the first partial suspension and is firmly connected to the tension rod, in particular by a nut, wherein the second convex coupling element engages in a concave counter-element provided in the aerodynamic component and furthermore the second convex coupling element in particular has at least one rib which engages in a correspondingly oppositely shaped element in the concave counter-element in the aerodynamic component and thus forms an anti-twist device for the second convex coupling element relative to the aerodynamic component. With regard to the nut and the configurations of the second convex coupling element and the concave counter-element in the aerodynamic component, the same applies to the first convex coupling element.the nut for its fastening and the concave counter element in the shaft.

[0023] Preferably, the first partial suspension further comprises a cover that is connected to the shaft and configured to transmit a compressive force exerted on the tension rod by the second partial suspension to the shaft. Consequently, the cover is configured to cover the tension rod in the axial direction of the tension rod. This ensures that a compressive force acting on the tension rod can be transmitted to the shaft via the cover and introduced into the spring element. Thus, the tension rod is firmly connected to the shaft by the first convex coupling element and the cover.

[0024] The vehicle according to the invention has a suspension according to the invention for attaching an aerodynamic component. The suspension is preferably arranged such that the tension rod of the suspension is touchable. A component is considered touchable as soon as a sphere with a diameter of 100 mm can touch the component.

[0025] In a further advantageous embodiment of the vehicle according to the invention, the aerodynamic component is a component that generates a downforce, in particular a front or rear diffuser. The maximum downforce generated by the aerodynamic component is preferably at least 500 N. Preferably, the aerodynamic component is also made of plastic and / or metal, in particular carbon fiber-reinforced plastic and / or glass fiber-reinforced plastic and / or glass- or carbon fiber-filled plastic and / or light metal such as aluminum.

[0026] Furthermore, four suspensions are preferably provided in the vehicle to attach the aerodynamic component to the body structure.

[0027] Advantageous aspects and embodiments of the invention are explained in more detail below with reference to the accompanying drawings. They show: Fig. 1 shows a schematic representation of a front area of ​​a vehicle 1 according to the invention with a suspension 10 according to the invention Fig. 2 shows a schematic representation of a suspension 10 according to the invention in a first embodiment in the pressure-free state Fig. 3 shows a schematic representation of the suspension 10 according to the invention according to Fig. 2 in a pressure-loaded state Fig. 4 shows a cross section of an example of a structural design of the embodiment according to. Fig. 1

[0028] Fig. Figure 1 shows a schematic representation of a front region of a vehicle 1 according to the invention with a suspension 10 according to the invention. The vehicle 1 has a body structure 30 in the form of a crossbeam, which is arranged transversely to the direction of travel of the vehicle and is designed to absorb forces acting on the body. Furthermore, a front diffuser 40 is provided, which is connected to the body structure 30 by the suspension 10. Of course, further connections between the body structure 30 and the front diffuser 40 are also provided, which are shown in the Fig. 1 are not shown.

[0029] The suspension 10 has a first partial suspension 11, which connects the suspension to the body structure 30, and a second partial suspension 12, which connects the suspension 10 to the front diffuser 40. Between the partial suspensions 11, 12, a tension rod 13 is provided, which can absorb a tensile force exerted on the tension rod 13 by the second partial suspension 12. Accordingly, the tension rod 13 is fastened in the first partial suspension 11 in such a way that a tensile force in the direction of the second partial suspension 12, i.e. in the plane of the drawing of the Fig. 1 downwards, onto the first partial suspension 11 and thus the body structure 30.

[0030] By transmitting the tensile force through the tension rod 13, a downforce generated by the front diffuser 40 can be absorbed and introduced into the body structure 30. In the initial state, and especially the faster the vehicle travels, the tension rod 13 is therefore subjected to a constant tensile force. However, when driving over an uneven surface, a compressive force may be exerted on the tension rod 13. This force is transmitted by the tension rod 13 to a spring element 14 in the first partial suspension 11 and absorbed there, so that the tension rod 13 is not subjected to compressive load.

[0031] Furthermore, a fairing 20 is provided, which covers the body structure 30 and the first partial suspension 11. In other words, the first partial suspension 11 is arranged entirely beneath the fairing 20. A hood 50 extends from the fairing 20 toward the center of the vehicle 1.

[0032] Fig. Figure 2 shows a schematic sectional view of an embodiment of the suspension 10 according to the invention in a basic position, i.e., in a state in which the tension rod 13 is subjected to tension between the two partial suspensions 11, 12. This is continuously present during vehicle operation, with the tensile force increasing with increasing vehicle speed, since the downforce generated by the front diffuser 40 also increases with increasing speed. Fig. Figure 3, on the other hand, shows the same embodiment in the same representation, but with the suspension 10 under pressure, as can occur, for example, when driving over uneven surfaces. The compressive force on the tension rod always acts intermittently, i.e., in short pulses, and not constantly. The embodiment is described with regard to the two Fig. 2 and Fig. 3 simultaneously. It should be noted that individual technical features are not necessarily associated with the embodiment presented here, so that individual features may also be implemented in other embodiments and may also be individually derived from the context of the embodiment explained here.

[0033] Shown are a first partial suspension 11, a second partial suspension 12, and a tension rod 13, which is connected to the two partial suspensions 11, 12. The second partial suspension 12 is formed on the front diffuser 40 and connects the tension rod 13 to it.

[0034] The first partial suspension 12 connects the tension rod 13 to the body structure 30 and has a shaft 112, which is arranged within a hub 113 and is aligned coaxially therewith. Likewise, the tension rod 13 is aligned coaxially with the hub 113 and the shaft 112, so that the three components extend along a longitudinal direction x. The hub 113 is fixedly connected to the body structure 30 (in Fig. 2 and Fig. 3 not shown). Accordingly, the hub 113 cannot move with respect to the body structure 30. The hub 113 and the shaft 112 are positively connected to one another in the rotational direction, in particular by a profiled shaft connection or a non-circular connection such as a polygonal profile, so that rotation of the shaft 112 against the hub 113 about the longitudinal axis x is prevented. The shaft 112 has a first shoulder 112a, which forms a stop for the hub 113 such that the shaft 112 cannot be moved beyond the stop downwards in the plane of the drawing, i.e. in the direction of the second partial suspension 12. Furthermore, the shaft 112 has a second shoulder 112b, wherein a spring element 14 in the form of a spiral spring is arranged between the first shoulder 112a and the second shoulder 112b.In the context of the application, a shoulder refers to a projection that extends radially from the longitudinal axis x. The first and second shoulders 112a, 112b of the shaft 112 extend radially outward from the longitudinal axis x. The hub 113 is designed such that it can be moved through the second shoulder 112b. An upward movement of the shaft 112 in the plane of the drawing is therefore possible. Furthermore, the hub 113 itself has a projection, with the spring element 14 being clamped between the projection of the hub 113 and the second shoulder 112b.

[0035] The connection between the tension rod 13 and the shaft 112 is realized by a first convex coupling element 111, which engages with a counter-symmetrically shaped concave counter-element 62. In this way, a ball and socket connection is realized, which can be implemented, for example, in accordance with DIN 6319. The tension rod 13 is guided through a through-hole 112c of the shaft 112 and connected to the shaft 112 at its upper side, i.e., the side of the shaft 112 opposite the second partial suspension 12. The tension rod 13 is also guided through the first convex coupling element 111 and connected to the first convex coupling element 111 by a nut 61. The nut 61 can be a separately formed component, as shown, and can be positively connected to the first convex coupling element 111, or can be integrated with it as a single component.The tension rod 13 has a corresponding thread for fastening.

[0036] In the first convex coupling element 111, at least one rib is preferably provided (not shown), which engages with a correspondingly shaped element provided for this purpose in the concave counter-element 62 of the shaft 112, and thus prevents rotation of the first convex coupling element 111 about the longitudinal axis x.

[0037] The concave counter-element 62 of the shaft 112 can be formed in the shaft 112 as shown, or as a separate element that is connected to the shaft 112. By connecting the first convex coupling element 111 and the concave counter-element 62, the movement of the tension rod 13 in relation to the shaft 112 can be limited to just one degree of freedom, namely the upward movement in the plane of the drawing, i.e., in the direction away from the second partial suspension 112. In order to also limit this degree of freedom and thus transmit any movement of the tension rod 13 to the shaft 112, a cover 115 is provided, which is arranged over the tension rod 13 and is firmly connected to the shaft 112. The connection in this embodiment is insensitive to tolerances.

[0038] In the illustrated embodiment, the connection of the tension rod 13 to the front diffuser 40 by the second partial suspension 12 is analogous to the connection between the tension rod 13 and the shaft 112, so the connection will not be discussed in detail here. A corresponding second convex coupling element 121 is inserted into a similarly shaped concave counterpart 62 in the front diffuser 40 and secured with a nut 61.

[0039] In the Fig. In the basic position shown in Figure 2, the tension rod 13 is subjected to tensile stress. This means that the front diffuser 30 exerts a downward force on the tension rod 13. This force is transmitted via the second convex coupling element 121 and the nut 61 to the tension rod 13 and from there via the first convex coupling element 111 and the nut 61 provided there to the shaft 112. As a result, the shaft 112 is pressed against the hub 113 by the stop of the first shoulder 112a. The force is consequently introduced into the hub 113 and ultimately the body structure 30. The front diffuser 40 can thus be fastened to the body structure 30.

[0040] Even without downforce from the front diffuser 30, for example, when the vehicle is stationary, a tensile force is exerted on the tension rod 13. For this purpose, the spring element 14 is preloaded accordingly between the hub 113 and the second shoulder 112b, so that the shaft 112 is always pressed against the hub 113 over the stop of the first shoulder 112a.

[0041] Fig. 3 shows, in contrast, a state of the suspension 10 according to the embodiment of Fig. 2, in which the tension rod 13 is subjected to compression, as can occur, for example, when driving over an uneven surface such as a curb or similar. The compressive force F is Fig. 3 symbolized by an arrow. If the tension rod 13 is loaded by the compressive force F, the force is transferred to the cover 115 and from there to the shaft 112. Since the shaft 112 is not fixed against the hub 113 in the axial direction in the plane of the drawing upwards, i.e. in a direction which points away from the second partial suspension 12, the shaft 112 is displaced in this direction against the hub 113 fixed to the body structure 30. In the process, the spring element 14 is compressed between the second shoulder 112b and the projection of the hub 113, so that the spring element 14 can absorb the compressive force F applied to the tension rod 13. Since a compressive force only occurs intermittently, the system subsequently returns to the state shown in Fig. 2 shown ground state.

[0042] The Fig. 2 and Fig. The embodiment shown in Figure 3 represents a structurally sound and easily manufactured option for the suspension 10, and in particular for the first partial suspension 11, in which the spring element 14 is integrated into the first partial suspension 11. This eliminates the need for complicated geometries and mechanics, and a slender, round tension rod 13 with only appropriately designed threaded sections at its ends can be used. Furthermore, only a small through hole for the tension rod 13 needs to be provided in the front diffuser 40, and no mounting slot in the transverse direction of the vehicle is required.

[0043] Such an embodiment allows the entire mechanism to be relocated to an area of ​​the vehicle according to the invention, particularly behind the panel 20, which cannot be seen or reached by the vehicle user. Accordingly, no connection geometry or similar elements need to be concealed, and a significantly more sophisticated appearance can be created.

[0044] Fig. 4 shows a cross section of an example of a structural design of the embodiment according to. Fig. 1. It essentially corresponds to the embodiment already described with regard to the Fig. 2 and Fig. 3. Therefore, only the relevant differences will be discussed here.

[0045] In contrast to the embodiment according to Fig. 2 and Fig. 3 shows the embodiment according to Fig.4 has a spring element 14, which is arranged between the first shoulder 112a and the second shoulder 112b of the shaft 112 and is connected in series with the hub 113, so that the hub 113 and the spring element 14 are arranged one after the other and do not overlap. Furthermore, the cover 15 is designed such that it is adapted to the shape of the nut 61, so that force absorption in the axial direction when the tension rod 13 is subjected to compressive load is as uniform as possible. In this case, no hollow space is provided between the cover 115 and the nut 61 in order to transmit the force directly, and no distance needs to be overcome without force transmission. LIST OF REFERENCE SYMBOLS 1 vehicle 10 Suspension 11 first partial suspension 111 first convex coupling element 112 Wave 112a first shoulder 112b second shoulder 112c through hole 113 Hub 113a Hub mounting 115 lids 12 second partial suspension 121 second convex coupling element 13 Tension rod 14 Spring element 20 cladding 30 Body structure 40 front diffuser 50 hood 61 mother 62 concave counter-form x Longitudinal axis

Claims

[1] Suspension (10) for fastening an aerodynamic component of a vehicle (1) to its body structure (30), comprising a first partial suspension (11) which is firmly connected to the body structure (30) of the vehicle (1), a second partial suspension (12) which is arranged on the aerodynamic component in such a way that it can absorb a force at least in a direction opposite to the direction pointing towards the first partial suspension (11), a tension rod (13) which is arranged between the first partial suspension (11) and the second partial suspension (12) and is designed to transmit a tensile force from the second partial suspension (12) to the first partial suspension (11), wherein the first partial suspension (11) further comprises a spring element (14) which is arranged and designed to at least partially absorb a compressive force acting from the second partial suspension (12) via the tension rod (13) on the first partial suspension (11). [2] Suspension (10) according to the preceding claim, wherein the first partial suspension (11) is arranged in a non-visible area of ​​the vehicle (1), in particular under a panel (20) of the vehicle (1). [3] Suspension (10) according to one of the preceding claims, wherein the first partial suspension (10) has a hub (113) and a shaft (112) which are arranged coaxially to one another, the tension rod (13) is coaxially aligned and axially connected to the shaft (112) and the hub (113) is designed to firmly connect the first partial suspension (10) to the body structure (30), and further wherein the shaft (112) is arranged axially displaceably to the hub (113) and the spring element (14) is arranged between the hub (113) and the shaft (114). [4] Suspension (10) according to the preceding claim, wherein the shaft (113) has a first shoulder (112a) and a second shoulder (112b), the first shoulder (112a) is designed as a stop for the hub (112) and the spring element (14) is arranged between the first shoulder (112a) and the second shoulder (112b). [5] Suspension (10) according to one of the two preceding claims 3 or 4, wherein the hub and shaft are positively connected to one another in the rotational direction. [6] Suspension (10) according to one of the preceding claims 3 to 5, wherein, for connecting the tension rod (13) to the shaft (112), a first convex coupling element (111) which has a convex shape in the direction of the second partial suspension (12) is fixedly arranged on the tension rod (13), in particular by a nut (61), and the shaft (112) has a concave counter-shape (62) and the convex coupling element (111) engages in the concave counter-shape (62) in such a way that a tensile force acting on the tension rod (13) is transmitted from the tension rod (13) to the shaft (112). [7] Suspension (10) according to the preceding claim, wherein the first convex coupling element (111) has at least one rib which engages in a correspondingly oppositely shaped element of the concave counter-form (62) on the shaft (112) and thus forms an anti-twist device between the first convex coupling element (111) and the concave counter-form (62) on the shaft (112). [8] Suspension (10) according to one of the preceding claims 3 to 7, wherein the first partial suspension (11) further comprises a cover (115) which is fixedly connected to the shaft (112) and is designed such that it transmits a compressive force exerted by the second partial suspension (12) on the tension rod (14) to the shaft (112). [9] Suspension (10) according to one of the preceding claims, wherein the second partial suspension (12) has a second convex coupling element (121) which has a convex shape in the direction of the first partial suspension (11) and is fixedly connected to the tension rod (14), in particular by a nut (61), wherein the second convex coupling element (121) engages in a concave counter-element (62) provided in the aerodynamic component and furthermore the second convex coupling element (121) has in particular at least one rib which engages in a correspondingly oppositely shaped element in the concave counter-element (62) in the aerodynamic component and thus forms a rotation lock of the second convex coupling element (121) against the aerodynamic component. [10] Vehicle (1) comprising a suspension (10) according to one of the preceding claims for fastening an aerodynamic component.

Images