Wheel suspension, system and method for adjusting the camber of a wheel carrier of a wheel suspension

Abstract

The invention relates to a wheel suspension (10) of a vehicle, wherein the wheel suspension (10) comprises two control arms (14, 16) which are articulated to a wheel carrier (12). It is characterized in that a first of the two control arms (14, 16) has two actuators (28, 30) for adjusting camber. Furthermore, the invention relates to a system (1) and a method (1000). The invention enables simple, cost-effective solutions for adjusting the camber of a wheel carrier (12) during the driving of a vehicle equipped with the wheel suspension (10).

Description

[0001] The present invention relates to a wheel suspension of a vehicle, wherein the wheel suspension comprises two control arms which are articulated to a wheel carrier. The invention further relates to a system comprising at least one wheel suspension, and to a method for adjusting the camber of a wheel carrier of a wheel suspension. State of the art

[0002] Patent DE 102015013232 B4 discloses a wheel suspension comprising two actuators, one of which is assigned to an upper control arm and the other to a lower control arm.

[0003] The patent application EP 4228910 A1 describes a wheel suspension with an actuator for adjusting toe and camber, wherein the actuator for adjusting camber is located near an outer pivot point of the upper control arm.

[0004] Patent EP 1997715 B1 describes a wheel suspension with an actuator for adjusting the camber, wherein the actuator is arranged between two parts of a wishbone.

[0005] From the patent application DE 102021131069 A1, a wheel suspension with an actuator for adjusting the camber is known, wherein the actuator is coupled to handlebar eyes via a lever mechanism. Disclosure of the invention

[0006] The known devices for simulating camber are sometimes technically very complex and require extensive modifications to existing vehicle designs for integration. This makes them very expensive to manufacture. Not all of the solutions mentioned can be used with double wishbone axles.

[0007] The object of the present invention is therefore to offer simple, cost-effective devices and methods that make it possible to adjust the camber of a wheel carrier of a vehicle with a double wishbone axle even while the vehicle is in motion.

[0008] The problem is initially solved by a wheel suspension of a vehicle, wherein the wheel suspension comprises two links which are articulated to a wheel carrier, wherein a first of the two links has two actuators for adjusting a camber.

[0009] The wheel suspension can be used on a front axle and / or a rear axle. A vehicle can use such a wheel suspension for one or more, in particular all, of its wheel suspensions.

[0010] A wheel suspension that originally features, for example, two V-shaped wishbones, can be replaced by the wheel suspension presented here. Modifications can be limited to just one of the two wishbones. For a conversion, an existing wishbone can be replaced by the first one. The necessary modifications can therefore be kept to a minimum. This minimizes the overall design effort required for the vehicle on which the wheel suspension is to be used, resulting in low manufacturing costs. The few required modifications also keep the design simple.

[0011] The two actuators can be operated while the vehicle is in motion. This allows the camber of the wheel carrier of the wheel suspension to be adjusted while the vehicle is driving.

[0012] The first control arm can have two arms, each encompassing one of the two actuators. This allows each actuator to be individually connected to the wheel carrier. The fundamental structure of a V-shaped control arm, particularly the fact that the control arm has two V-shaped arms, can be retained. This also makes integrating the wheel suspension presented here into existing vehicle designs particularly easy.

[0013] The position of the wheel carrier can be adjusted in two dimensions by individually connecting the actuators to the wheel carrier. Each of the two actuators can be directly attached to the wheel carrier.

[0014] At least one of the two actuators can be a linear actuator. A linear actuator can be understood as an actuator that acts along its own longitudinal axis. In particular, the linear actuator can be configured to change its length.

[0015] The invention further encompasses a system comprising at least one wheel suspension of the type described above and a control system configured to actuate at least one of the actuators of the wheel suspension for adjusting the camber of the wheel carrier of the wheel suspension.

[0016] The controller can be designed as a computer. For example, it can include a microcontroller and / or be designed as part of a microcontroller.

[0017] If a vehicle is equipped with multiple wheel suspensions of the type described above, the control system can be connected to more than one of the wheel suspensions. It can be configured to control camber settings of several of the wheel suspensions. In particular, it can be configured to control camber settings of all wheel suspensions of at least one axle.

[0018] If the control unit is connected to both actuators of a respective wheel suspension, it can control the two actuators synchronously or at least quasi-synchronously.

[0019] The system can include at least one motion sensor and / or one position sensor. The motion sensor can, for example, be a speed sensor and / or an acceleration sensor. The position sensor can be satellite-based. For example, the position sensor can include a GPS, GLONASS, and / or BeiDou receiver.

[0020] Based on measurement data from the motion sensor and / or the position sensor, the control unit can determine a target value for the camber setting. For example, the motion sensor can indicate a turn or a straight-ahead journey. Alternatively or additionally, the position sensor, particularly in conjunction with map data, can indicate the course of the road being traveled, such as whether it is curved or straight. Thus, a target value for the camber setting can also be determined by the control unit based on signals from the position sensor. Furthermore, the control unit can be configured to adjust the camber of the relevant wheel suspension using the respective actuators according to the target value.

[0021] Furthermore, it is conceivable that the system includes at least one steering angle sensor. This sensor can detect the vehicle's steering angle, particularly its instantaneous steering angle. The steering angle can also serve as an indicator of the road's curvature. Alternatively or additionally, the control unit can use the steering angle, or signals from the steering angle sensor, to determine a target camber value for at least one of the vehicle's wheel suspensions and, if necessary, adjust this camber accordingly.

[0022] While the motion sensor and / or the position sensor directly provide signals relating to an actual driving situation of the vehicle, the steering angle sensor can also provide signals relating to an intention of the driver of the vehicle, in particular whether the driver wishes to drive around a curve and, if applicable, what curve radius he wishes for this.

[0023] Furthermore, the invention includes a method for adjusting the camber of a wheel carrier of a wheel suspension of the type described above, wherein at least one of the actuators of the wheel suspension is actuated depending on a driving situation in order to adjust the camber of the wheel carrier of the wheel suspension.

[0024] The driving situation can refer to a vehicle encompassing the wheel carrier. It can include parameters of the vehicle and / or parameters of the surface, especially road conditions.

[0025] The aforementioned control system can be set up to implement the procedure.

[0026] Within the framework of this process, it is conceivable that at least one actuator is activated depending on a motion sensor and / or a position sensor. The sensors allow for the easy recording of details of the driving situation.

[0027] It is also conceivable that both actuators are operated synchronously, particularly depending on the motion sensor and / or the position sensor.

[0028] It is also conceivable that, within the framework of the process, at least one actuator is actuated depending on a steering angle sensor. The steering angle sensor can be part of the system described above. In this case as well, the two actuators of the wheel suspension can be controlled synchronously.

[0029] Thus, the driving situation can initially be recorded using the motion sensor and / or the position sensor and / or the steering angle sensor. For example, it can be determined whether a driver is using a sporty or comfort-oriented driving style. It can be determined whether the current route is winding or straight. The steering angle sensor can be used to determine the driver's intention in steering the vehicle. In particular, it can be used to determine the turning angle the driver intends to take. Depending on such signals describing the current or an upcoming driving situation, a target camber value for at least one wheel suspension can be determined within the procedure. It is also conceivable to determine camber settings for several wheel suspensions in parallel or at least quasi-parallel and to adjust them synchronously or at least quasi-synchronously.

[0030] “Quasi parallel” or “quasi synchronous” can be understood as adjusting the camber settings simultaneously or at least in a very short sequence, for example within 1 s, especially within 100 ms, on several actuators or on several wheel suspensions.

[0031] Further features and advantages of the invention will become apparent from the following detailed description of exemplary embodiments of the invention, with reference to the figures of the drawing which show essential details of the invention, as well as from the claims.

[0032] The individual features can be implemented individually or in any combination in variants of the invention.

[0033] The schematic drawing shows exemplary embodiments of the invention, which are explained in more detail in the following description. Brief description of the drawings

[0034] They show: Fig. 1 a system with a wheel suspension and Fig. 2 a method for adjusting the camber of a wheel carrier of a wheel suspension. Embodiments of the invention

[0035] To facilitate understanding of the following description of the figures, the same reference symbols are used for corresponding elements across all figures.

[0036] Fig. Figure 1 shows a system 1 comprising a wheel suspension 10. The wheel suspension 10 has a wheel carrier 12, which in turn comprises an upper control arm 14 and a lower control arm 16. "Upper" and "lower" refer to the positions of the control arms 14 and 16 relative to the wheel carrier 12 according to a typical installation in a vehicle. The wheel suspension 10 can be part of a double wishbone axle.

[0037] A tie rod 18 for track adjustment is also articulated to the wheel carrier 12.

[0038] The upper control arm 14 comprises two control arms 20, 22. The two control arms 20, 22 are articulated to the wheel carrier 12 via joints 24, 26 designed as pivot joints.

[0039] Each of the two control arms 20, 22 is equipped with an actuator 28, 30. The two actuators 28, 30 are each designed as linear actuators. Thus, the lengths of the control arms 20, 22 can be adjusted using the actuators 28, 30. By adjusting the lengths of the control arms 20, 22, a tilt angle and therefore a camber of the wheel carrier 12 can be set.

[0040] The lower control arm 16 is designed as a V-shaped transverse control arm. It is articulated to the wheel carrier 12 via a pivot joint.

[0041] To adjust the camber, system 1 also includes a control unit 32. The control unit 32 can, for example, be part of a control computer installed in the vehicle. The control unit 32 is connected to a steering angle sensor 34, a motion sensor 36, and a position sensor 38 via signal transmission. This connection can be established, for example, via a bus system installed in the vehicle. The motion sensor 36 can, for example, be configured as an acceleration sensor.

[0042] The steering angle sensor 34 is designed to detect a steering angle set by a user of the vehicle, for example by means of a steering wheel, or by an autonomous control unit of the vehicle.

[0043] The controller 32 can comprise a microprocessor, a memory, and program code stored in memory that can be retrieved. The controller 32 is configured so that, when the program code is executed on the microprocessor, the following occurs in connection with... Fig. to carry out the 2 described procedures.

[0044] Fig. Figure 2 shows, in the form of a simplified flowchart, a procedure 1000 for adjusting the camber of a wheel carrier of a wheel suspension.

[0045] To explain procedure 1000, reference is made to the information related to Fig. 1 reference numeral introduced.

[0046] For the sake of example, it is further assumed that a vehicle is equipped with a wheel suspension 10 of the type described above and is in motion.

[0047] In a first step 1010, signals from the steering angle sensor 34, the motion sensor 36 and the position sensor 38, or at least one of the aforementioned sensors, are recorded.

[0048] In a second step, the recorded signals are evaluated. It is conceivable that further data is used in this step, for example, map data about the route in the vicinity of the vehicle.

[0049] Using the recorded data, a driving situation of the vehicle is determined in which a camber of at least one of the wheel suspensions 10 of the vehicle is to be adjusted.

[0050] Based on the driving situation, at least one target value, preferably a separate target value for each wheel suspension 10, of a camber to be set is determined.

[0051] In a third step 1030, in particular with the help of the control 32, the actuators 28, 30 of the respective wheel suspensions 10 are controlled so that the respective target values ​​of the camber are achieved.

[0052] Procedure 1000 can be configured to execute these steps continuously. Alternatively or additionally, it is conceivable that Procedure 1000 can be executed at set intervals, for example, every minute. Alternatively or additionally, it is also conceivable that Procedure 1000 can be executed in response to an event, so that the relevant camber settings are adjusted accordingly. Examples of such events include vehicle start-up, reaching a specific zone (such as entering a highway or beginning a mountain road), detecting a driver change, or similar occurrences.

[0053] Method 1000 can thus provide for the actuation of the two actuators 28, 30 of the wheel suspension 10, depending on the determined driving situation, in order to adjust the camber of the wheel carrier 12 of the wheel suspension 10. The driving situation can be determined based on signals from the steering angle sensor 34, the motion sensor 36 and / or the position sensor 38. Therefore, Method 1000 also provides for the actuation of the actuators 28, 30 depending on the motion sensor 36, the position sensor 38 and / or the steering angle sensor 34. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 102015013232 B4

[0002] EP 4228910 A1

[0003] EP 1997715 B1

[0004] DE 102021131069 A1

[0005]

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