Wheel suspension for a wheel of a vehicle

Abstract

The invention relates to a wheel suspension (1) for a wheel (3) of a vehicle, with a wheel carrier (2), wherein the wheel carrier (2) has a wheel bearing (22), and a wheel hub (23) is mounted in the wheel bearing (22) so as to be rotatable about a wheel axis (24) of the wheel carrier (2), and with a steering device (6) for adjusting a wheel steering angle, wherein the wheel carrier (2) is rotatable by means of the steering device (6) about an axis of rotation (7) oriented transversely with respect to the wheel axis (24). In order to enable driving of the wheel bearing (22) and / or of the wheel (3) and / or to improve an arrangement of a drive (19) and / or a connection of the drive (19), the wheel suspension (1) is characterized in that a drive (19) for driving the wheel hub (23) is arranged on the wheel carrier (2), wherein a drive axis (25) of the drive (19) is spaced apart from the wheel axis (24).

Description

[0001] Wheel suspension for one wheel of a vehicle

[0002] The invention relates to a wheel suspension for a wheel of a vehicle, comprising a wheel carrier, wherein the wheel carrier has a wheel bearing and a wheel hub is mounted in the wheel bearing so as to be rotatable about a wheel axis of the wheel carrier, and comprising a steering device for adjusting a wheel steering angle, wherein the wheel carrier is rotatable about an axis of rotation oriented transversely to the wheel axis by means of the steering device.

[0003] Such a wheel suspension is known from DE 10 2015 203632 A1 or DE 10 2018 002 855 A1. These wheel suspensions are characterized by the fact that they enable significantly larger steering angles or wheel steering angles compared to conventional wheel suspensions. Due to the larger wheel steering angles, a vehicle equipped with such a wheel suspension has better maneuverability or agility. In particular, the turning circle is considerably smaller than with conventional wheel suspensions. In the cited prior art, the wheel suspensions are shown for realizing high wheel steering angles in non-drive axles of a vehicle. Due to the kinematics of a wheel suspension with a particularly large wheel steering angle, connection to a conventional drive axle for driving the wheel bearing or wheel is not easily possible. However, there is a desire to be able to drive a wheel bearing or a wheel even with a wheel suspension with a large wheel steering angle.

[0004] The object underlying the invention is to further develop a wheel suspension of the type mentioned above in such a way that driving the wheel bearing and / or the wheel is possible. Preferably, an arrangement of a drive and / or a connection of the drive is improved. In particular, an alternative embodiment is to be provided.

[0005] The object underlying the invention is achieved with a wheel suspension according to claim 1. Preferred developments of the invention can be found in the subclaims and in the following description. The wheel suspension is designed for arranging a wheel on a vehicle, in particular a motor vehicle. Preferably, the wheel suspension comprises the wheel. The wheel suspension has a wheel carrier, wherein the wheel carrier has a wheel bearing and a wheel hub is mounted in the wheel bearing for rotation about a wheel axis of the wheel carrier. The wheel carrier can be made of metal or of a fiber-reinforced plastic. In particular, the wheel bearing is designed for arranging or for rotationally fixedly holding the wheel. Preferably, the wheel is arranged on the wheel bearing or is rotationally fixedly connected to the wheel bearing. In particular, the wheel is mounted for rotation about the wheel axis by means of the wheel hub. The wheel suspension has a steering device for adjusting a wheel steering angle.The wheel carrier can be rotated by means of the steering device about a rotation axis oriented transversely to the wheel axis. In particular, the rotation axis is designed as a vertical axis.

[0006] According to the invention, a drive for driving the wheel hub is arranged on the wheel carrier, wherein a drive axle of the drive is spaced from the wheel axle.

[0007] The advantage here is that, due to the separation of the drive axle and wheel axle, the drive can be arranged on the wheel carrier to achieve a large wheel steering angle, despite the limited installation space in the wheel suspension. In particular, the drive is positioned close to the wheel due to its arrangement on the wheel carrier. Furthermore, the installation space otherwise required for a drive can be used for other purposes, for example, to provide a larger trunk. The drive axle is preferably aligned parallel or transversely to the wheel axle.

[0008] In particular, the wheel suspension is designed to achieve a maximum wheel steering angle of more than 50°. In particular, the wheel suspension enables a maximum wheel steering angle of up to 70° or up to 80° or more.

[0009] According to a further embodiment, the drive for driving the wheel hub interacts with a transmission gear connected to the wheel hub in a rotationally fixed manner. In particular, the drive is connected to the wheel hub and / or to the transmission gear by means of a reduction gear. Thus, a driving force or a kinetic moment can be transmitted from the drive via the reduction gear to the transmission gear and thus to the wheel hub and thus ultimately to a wheel mounted on the wheel hub. In particular, the drive for driving the wheel hub is designed as an electric drive or as an electric motor. Preferably, a rotational axis of the transmission gear coincides with the wheel axis of the wheel bearing or the wheel hub.

[0010] The transmission wheel can be designed as a belt pulley. When the transmission wheel is designed as a belt pulley, the belt pulley is connected to an output wheel of the drive by means of a belt. The belt enables vibration decoupling and / or acoustic decoupling between the drive and the transmission wheel designed as a belt pulley and / or the wheel carrier. Preferably, the output wheel of the drive has a smaller diameter than the belt pulley of the wheel hub. By appropriately selecting the diameters of the output wheel and the belt pulley, a desired transmission ratio can be set or specified.

[0011] Alternatively, the transmission gear can be designed as a gear, preferably as a spur gear. The transmission gear, designed as a gear, is connected to an output gear of the drive. In particular, the output gear of the drive has a smaller diameter than the gear of the wheel hub. By appropriately selecting the diameters of the output gear and the gear of the wheel hub, a desired gear ratio can be set or specified.

[0012] According to a further development, the drive is arranged between a shock absorber connected to the wheel carrier and the steering device. In particular, the drive is arranged between the shock absorber connected to the wheel carrier and at least one chassis link of the steering device. In this case, the at least one chassis link of the steering device is articulated to the wheel carrier. The at least one chassis link of the steering device can be designed as a tie rod, a wishbone or as a coupling rod. In particular, a wheel is rotationally fastened to the wheel hub, wherein the drive is arranged at least partially or completely within a free wheel interior of the wheel. Preferably, the wheel has a wheel rim, wherein the drive is arranged at least partially or completely within the wheel rim and / or a free wheel interior of the wheel rim.

[0013] According to a further embodiment, a decoupling device is arranged between the drive and the wheel carrier. The decoupling device dampens and / or reduces the transmission of vibrations from the drive to the wheel carrier. In particular, the decoupling device is designed as a vibration decoupling and / or acoustic decoupling device between the drive and the wheel carrier. Thus, the transmission of vibrations into the vehicle and / or into a chassis of the vehicle can be dampened and / or reduced. The decoupling device preferably comprises an elastomer bearing, at least one elastomer bearing, or multiple elastomer bearings.

[0014] The wheel carrier preferably has at least one connection point for attaching the drive. In this case, a fastening section of the drive is fastened to the connection point. The connection point and / or the fastening section has the elastomer bearing. The drive can have a drive housing, wherein the drive housing has or forms the fastening section. In particular, the wheel carrier has a plurality of connection points. For example, the wheel carrier can have at least two connection points. At least one fastening section of the drive can be fastened to the respective connection point. For example, a single fastening section of the drive can be fastened to a single connection point of the wheel carrier. Alternatively or additionally, two fastening sections of the drive can be fastened to a single connection point of the wheel carrier.The at least one connection point can have a bearing eye or a connection-side bearing eye. In particular, the connection point is designed as a bearing eye or as a connection-side bearing eye.

[0015] The elastomer bearing is preferably designed as a rubber sleeve bearing. In particular, a rubber material of the rubber sleeve bearing is arranged between an inner wall of a bearing eye and an outer wall of an inner sleeve of the rubber bearing. Such a rubber sleeve bearing thus enables a cost-effective decoupling of the drive from the wheel carrier. The bearing eye can be designed as a component of the fastening section of the drive or formed by means of the fastening section. The fastening section of the drive can have the bearing eye or a drive-side bearing eye.

[0016] According to a further embodiment, the steering device has a tie rod, a wishbone, a first coupling rod, and a second coupling rod. The first coupling rod and the second coupling rod are articulated to one another. Furthermore, the second coupling rod and the wheel carrier are articulated to one another. To introduce a steering torque, the tie rod is articulated to the first coupling rod. The first coupling rod is also articulated to the wishbone. In particular, the first coupling rod is connected to the wishbone exclusively for rotational movement, so that the first coupling rod can only realize one degree of rotational freedom. The steering torque is transferable from the first coupling rod to the wheel carrier via the second coupling rod. The wishbone is articulated to the wheel carrier, wherein the wishbone is also articulated to a vehicle body or to a vehicle frame.The wishbone can be designed as a triangular wishbone. The resulting kinematics allow wheel steering angles of over 50°.

[0017] Preferably, a shock absorber is connected to the wheel carrier in a rotationally fixed manner. In particular, the arrangement of the shock absorber on the wheel carrier implements a MacPherson strut arrangement. The drive is arranged adjacent to the shock absorber and above the wishbone. Preferably, the shock absorber is arranged or attached to the wheel carrier below a first connection point and above at least one further connection point of the wheel carrier for attaching the drive. In particular, the terms "above" and "below" refer to a wheel suspension mounted in a vehicle. The invention is explained in more detail below with reference to the figures. Like reference numerals refer to like, similar, or functionally identical components or elements. They show:

[0018] Fig. 1 is a section of a perspective first side view of a wheel suspension according to the invention,

[0019] Fig. 2 is a section of a perspective second side view of the wheel suspension according to the invention according to Fig. 1,

[0020] Fig. 3 is a detail of a perspective and sectioned third side view of the wheel suspension according to the invention according to Figs. 1 and 2,

[0021] Fig. 4 is a section of a perspective fourth side view of the wheel suspension according to the invention according to Figs. 1 to 3, and

[0022] Fig. 5 is a detail of a perspective and sectional further side view of the wheel suspension according to the invention according to Figs. 1 to 4.

[0023] Figure 1 shows a section of a perspective first side view of a wheel suspension 1 according to the invention. The wheel suspension 1 has a wheel carrier 2. The wheel suspension 1 is designed for a vehicle not shown in detail here. In this exemplary embodiment, a wheel 3 is rotatably mounted on the wheel carrier 2. The wheel 3 has a rim 4. The wheel carrier 2 is arranged essentially within a wheel interior 5 of the wheel 3 or the rim 4. The wheel suspension 1 also has a steering device 6 for adjusting a wheel steering angle. The wheel carrier 2 is rotatably mounted by means of the steering device 6 about an axis of rotation 7, which is shown only schematically here.

[0024] In this exemplary embodiment, the steering device 6 has a tie rod 8. The tie rod 8 is connected to a steering drive 9 (not shown in detail here). The steering device 6 also has a wishbone 10. In this exemplary embodiment, the wishbone 10 is essentially designed as a triangular wishbone. According to the exemplary embodiment shown here, the wishbone 10 is arranged below the tie rod 8. The steering device 6 also has a first coupling rod 11 and a second coupling rod 12. A first end of the first coupling rod 11 is articulated to a first end of the second coupling rod 12 by means of a first joint 13. A second end of the second coupling rod 12 facing away from the first end of the second coupling rod 12 is articulated to the wheel carrier 2 by means of a second joint 14. The tie rod 8 is articulated to the first coupling rod 11 for introducing a steering torque.For this purpose, an end of the tie rod 8 facing away from the steering drive 9 is connected by means of a third joint 15 approximately centrally between two ends of the first coupling rod 11. A second end of the first coupling rod 11 facing away from the second coupling rod 12 is connected to the control arm 10 in an articulated manner by means of a fourth joint 16. The first coupling rod 11 is mounted exclusively for rotational movement by means of the fourth joint 16, so that the first coupling rod 16 has only one degree of rotational freedom.

[0025] In this exemplary embodiment, the wheel suspension 1 has a shock absorber 17. The shock absorber 17 is connected in a rotationally fixed manner to the wheel carrier 2. For this purpose, the wheel carrier 2 has a suitably designed connection point 18. In this exemplary embodiment, the wheel suspension 1 implements a so-called MacPherson strut suspension by means of the shock absorber 17.

[0026] The wheel suspension 1 has a drive 19. The wheel 3 can be driven by the drive 19. In this exemplary embodiment, the drive 19 is designed as an electric drive or an electric motor. The drive 19 is arranged or attached to the wheel carrier 2. The drive 19 is arranged at least partially or completely within the wheel interior 5 of the wheel 3 or the rim 4.

[0027] Figure 2 shows a section of a perspective second side view of the wheel suspension 1 according to the invention shown in Figure 1. For the sake of clarity, the wheel suspension 1 is shown here with a disassembled brake disc assembly 20. Furthermore, for the sake of clarity, the wheel 3 with the rim 4 has been omitted. Identical features bear the same reference numerals as before. To avoid repetition, reference is also made to the preceding description.

[0028] It can be seen that the wishbone 10 is connected to the wheel carrier 2 by a fifth joint 21.

[0029] The wheel carrier 2 has a wheel bearing 22, with a wheel hub 23 mounted in the wheel bearing 22 and rotatably mounted about a wheel axle 24 of the wheel carrier 2. The wheel axle 24 is aligned transversely to the rotation axis 7.

[0030] A drive axle 25 is assigned to the drive 19. The drive axle 25 is arranged at a distance from the wheel axle 24. In this embodiment, the wheel axle 24 and the drive axle 25 are aligned parallel and spaced from one another. Thus, the wheel axle 24 and the drive axle 25 do not coincide.

[0031] The wheel suspension 1 has a transmission gear 26. The transmission gear 26 is connected to the wheel hub 23 in a rotationally fixed manner. The drive 19 cooperates with the transmission gear 26 to drive the wheel hub 23. In this exemplary embodiment, the transmission gear 26 is designed as a belt pulley. The transmission gear 26, designed as a belt pulley, is connected to an output gear 28 of the drive 19 by means of a belt 27. In this exemplary embodiment, the output gear 28 has a smaller diameter than the transmission gear 26, designed as a belt pulley. This creates a reduction gear, with which the drive 19 is connected to the wheel hub 23.

[0032] As an alternative to the exemplary embodiment shown here, the transmission wheel 26 can be designed as a gear or spur gear, whereby a transmission wheel 26 designed in this way can be connected to an output gear instead of the output gear 28 of the drive 19. In this case, the transmission wheel 26 designed as a gear engages directly with the output gear of the drive 19. A belt 27 can therefore be omitted in this alternative embodiment. However, in the embodiment shown here with the design of the transmission wheel 28 as a belt wheel, it is advantageous that, thanks to the belt 27, vibration decoupling between the drive 19 and the wheel carrier 2 or the wheel hub 23 can be achieved.

[0033] The drive 19 is arranged between the shock absorber 17 connected to the wheel carrier 2 and the steering device 6 or the wishbone 10.

[0034] Figure 3 shows a section of a perspective and sectional third side view of the wheel suspension 1 according to the invention according to Figures 1 and 2. The same features bear the same reference numerals as before. To avoid repetition, reference is also made to the preceding description.

[0035] A decoupling device 29 is arranged between the drive 19 and the wheel carrier 2. The decoupling device 29 provides vibration decoupling between the drive 19 and the wheel carrier 2. The transmission of vibrations from the drive 19 to the wheel carrier 2 is thus dampened or reduced by the decoupling device 29. In this embodiment, the decoupling device 29 is constructed in several parts. In this embodiment, the decoupling device 29 has three elastomer bearings 30, 31, and 32.

[0036] In this exemplary embodiment, the wheel carrier 2 has two connection points 33, 34. The connection points 33, 34 serve to fasten the drive 19. For this purpose, the drive 19 or a housing 35 of the drive 19 has several fastening sections 36, 37 and 38, namely three in this exemplary embodiment. The fastening sections 36, 37, 38 are each designed as a drive-side bearing eye. An elastomer bearing 30, 31 or 32 is arranged in each of the fastening sections 36, 37, 38 designed as a drive-side bearing eye. In this exemplary embodiment, the elastomer bearings 30, 31, 32 are each designed as a rubber sleeve bearing. The elastomer bearing 30 or the fastening section 36 is assigned to the connection point 33. Furthermore, in this embodiment, the two elastomer bearings 31, 32 and the two fastening sections 37, 38 are assigned to the connection point 34.

[0037] As can be seen in this sectional view, the elastomer bearing 30 has a rubber material 39 arranged between an inner wall of the fastening section 36, designed as the drive-side bearing eye, and an outer wall of an inner sleeve 40 of the elastomer bearing 30. A through-opening 41 extends both through the elastomer bearing 30 and through the connection point 33. In the assembled state, a fastening means (not shown in detail here), for example a screw, extends through the through-opening 41, whereby the drive 19 is reliably held on the wheel carrier 2. For this purpose, the screw can interact with a screw nut (not shown in detail here).

[0038] In this embodiment, the rubber material 39 and the inner sleeve 40 of the elastomer bearing 30 extend beyond an edge facing away from the connection point 33. As a result, the rubber material 39 and the inner sleeve 40 have a T-shaped cross-section.

[0039] Figure 4 shows a section of a perspective fourth side view of the wheel suspension 1 according to the invention shown in Figures 1 to 3. Identical features bear the same reference numerals as before. To avoid repetition, reference is also made to the previous description. For the sake of clarity, the shock absorber 17, as well as the wheel 3 and the rim 4, have been omitted.

[0040] The wishbone 10 is, on the one hand, articulated to the wheel carrier 2 by means of the fifth joint 21. On the other hand, the wishbone 10 is articulated to a vehicle frame 44 by means of a sixth joint 42 and a further joint 43. Due to the three articulated connections 21, 42, 43, the wishbone 10 in this embodiment is a triangular wishbone. Furthermore, it can be clearly seen here that the connection point 34 of the wheel carrier 2 in this embodiment is arranged between the two fastening sections 37, 38 of the housing 35 of the drive 19.

[0041] Figure 5 shows a section of a perspective and sectional further side view of the wheel suspension 1 according to the invention according to Figures 1 to 4. Identical features bear the same reference numerals as before. To avoid repetition, reference is also made to the previous description. Here, too, the wheel 3 and the rim 4 have been omitted for the sake of clarity.

[0042] The structure of the elastomer bearings 31, 32 corresponds to the structure of the elastomer bearing 30 according to Figure 3. In this exemplary embodiment, the through-opening 41 extends through the two elastomer bearings 31, 32 and the connection point 34 arranged centrally between the two elastomer bearings 31, 32. A fastening means not shown in detail here, such as a screw with a screw nut as a counterpart, extends through the through-opening 41 in the assembled state. As a result, the drive 19 or the housing 35 of the drive 19 is reliably fastened to the connection point 34. At the same time, due to the rubber material 39 between the inner sleeves 40 of the two elastomer bearings 31, 32 and the fastening sections 37, 38 designed as drive-side bearing eyes, vibration decoupling between the drive 19 and the wheel carrier 2 is realized.

[0043] Reference symbol

[0044] Wheel suspension

[0045] wheel carrier

[0046] wheel

[0047] rim

[0048] Wheel interior

[0049] Steering device

[0050] axis of rotation

[0051] Tie rod

[0052] Steering drive

[0053] Wishbone first coupling rod second coupling rod first joint second joint third joint fourth joint

[0054] shock absorbers

[0055] liaison office

[0056] drive

[0057] Brake disc device fifth joint

[0058] Wheel bearing

[0059] wheel hub

[0060] wheel axle

[0061] drive axle

[0062] transmission wheel

[0063] belt

[0064] Output gear

[0065] Decoupling device

[0066] Elastomer bearings

[0067] Elastomer bearing Elastomer bearing Connection point Connection point Housing

[0068] Mounting section Mounting section Mounting section Rubber material Inner sleeve

[0069] Through opening sixth joint further joint vehicle frame

Claims

Patent claims 1. Wheel suspension for a wheel (3) of a vehicle, comprising a wheel carrier (2), wherein the wheel carrier (2) has a wheel bearing (22) and a wheel hub (23) is rotatably mounted in the wheel bearing (22) about a wheel axle (24) of the wheel carrier (2), and comprising a steering device (6) for adjusting a wheel steering angle, wherein the wheel carrier (2) is rotatable by means of the steering device (6) about a pivot axis (7) oriented transversely to the wheel axle (24), characterized in that a drive (19) for driving the wheel hub (23) is arranged on the wheel carrier (2), wherein a drive axle (25) of the drive (19) is spaced apart from the wheel axle (24).

2. Wheel suspension according to claim 1, characterized in that the drive (19) for driving the wheel hub (23) cooperates with a transmission wheel (26) which is connected to the wheel hub (23) in a rotationally fixed manner, in particular the drive (19) is connected to the wheel hub (23) and / or to the transmission wheel (26) by means of a reduction gear.

3. Wheel suspension according to claim 2, characterized in that the transmission wheel (26) is designed as a belt pulley and the belt pulley is connected to a driven wheel (28) of the drive (19) by means of a belt (27), in particular the driven wheel (28) of the drive (19) has a smaller diameter than the belt pulley of the wheel hub (23).

4. Wheel suspension according to claim 2, characterized in that the transmission gear (26) is designed as a gear, preferably as a spur gear, and the gear is connected to an output gear of the drive (19), in particular the output gear of the drive (19) has a smaller diameter than the gear of the wheel hub (23).

5. Wheel suspension according to one of the preceding claims, characterized in that the drive (19) is arranged between a shock absorber (17) connected to the wheel carrier (2) and the steering device (6), in particular a wheel (3) is fixed to the wheel hub (23) in a rotationally fixed manner and the drive (19) is at least arranged partially or completely within a free wheel interior (5) of the wheel (3).

6. Wheel suspension according to one of the preceding claims, characterized in that a decoupling device (29) is arranged between the drive (19) and the wheel carrier (2), wherein by means of the decoupling device (29) a transmission of vibrations of the drive (19) to the wheel carrier (2), in particular to a chassis of the vehicle, is dampened and / or reduced, preferably the decoupling device (29) has an elastomer bearing (30, 31, 32) or several elastomer bearings (30, 31, 32).

7. Wheel suspension according to one of the preceding claims, characterized in that the wheel carrier (2) has at least one connection point (33, 34) for attaching the drive (19), wherein a fastening section (36, 37, 38) of the drive (19) is attached to the connection point (33, 34), and the connection point (33, 34) and / or the fastening section (36, 37, 38) has an elastomer bearing (30, 31, 32), in particular the wheel carrier (2) has several connection points (33, 34), wherein at least one fastening section (36, 37, 38) of the drive (19) is attached to the respective connection point (33, 34).

8. Wheel suspension according to claim 6 or 7, characterized in that the elastomer bearing (30, 31, 32) is designed as a rubber sleeve bearing, in particular a rubber material (39) of the rubber sleeve bearing is arranged between an inner wall of a bearing eye and an outer wall of an inner sleeve (40) of the rubber bearing, preferably the fastening section (36, 37, 38) is designed as the bearing eye.

9. Wheel suspension according to one of the preceding claims, characterized in that the steering device (6) comprises a tie rod (8), a control arm (10), a first connecting rod (1 1) and a second connecting rod (12), wherein the first connecting rod (1 1) and the second connecting rod (12) are pivotally connected to each other, the second connecting rod (12) and the wheel carrier (2) are pivotally connected to each other, and the tie rod (8) is pivotally connected to introduce a steering torque. is connected to the first connecting rod (1 1), the first connecting rod (1 1) is pivotally connected to the control arm (10), and the steering torque can be transmitted from the first connecting rod (1 1) via the second connecting rod (12) to the wheel carrier (2), and the control arm (10) is pivotally connected to the wheel carrier (2), wherein the control arm (10) can be pivotally connected to a vehicle body or to a vehicle frame.

10. Wheel suspension according to claim 9, characterized in that a shock absorber (17) is rotationally fixed to the wheel carrier (2), wherein the drive (19) is arranged adjacent to the shock absorber (17) and above the control arm (10), in particular the shock absorber (17) is arranged on the wheel carrier (2) below a first connection point (34) and above at least one further connection point (33) of the wheel carrier (2) for attaching the drive (19).

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