Wheel suspension for a vehicle wheel

Abstract

Wheel suspensions of the type mentioned at the outset can be further developed so that a drive for the wheel bearings and / or the wheels is possible. [Solution] A wheel suspension device for a vehicle wheel 3 having a wheel support part 2, the wheel support part 2 being equipped with a wheel bearing in which a wheel hub is supported rotatably around the wheel axis of the wheel support part 2, and having a steering device 6 for adjusting the wheel steering angle, the wheel support part 2 being rotatable around a rotation axis 7 directed laterally to the wheel axis using the steering device 6, in the wheel suspension device, a drive part 19 for driving the wheel hub is arranged in the wheel support part 2, and the drive axis of the drive part 19 is spaced apart from the wheel axis.

Description

[Technical field]

[0001] The present invention relates to a wheel suspension for a vehicle wheel having a wheel support part, the wheel support part being provided with a wheel bearing in which a wheel hub is supported rotatably about the wheel axis of the wheel support part, the wheel suspension having a steering device for adjusting the wheel steering angle, the wheel support part being rotatable about a rotation axis oriented laterally relative to the wheel axis by means of the steering device. [Background technology]

[0002] Such a wheel suspension is known from DE 10 200 43 511 A1 or DE 10 200 43 511 A2. The wheel suspension is distinguished by the fact that it allows for much larger steering angles or wheel steering angles compared to conventional wheel suspensions. The considerably larger steering angles result in a much better maneuverability or agility of a vehicle equipped with such a wheel suspension. In particular, the minimum turning radius is significantly smaller than with conventional wheel suspensions. In the above-mentioned prior art, wheel suspensions are shown for realizing large wheel steering angles at non-driven axles of a vehicle. Due to the kinematics of wheel suspensions, especially with large wheel steering angles, a connection with a conventional drive shaft driving the wheel bearing or the wheel is not easily possible. However, there is a demand to be able to drive the wheel bearing or the wheel even with wheel suspensions with large wheel steering angles. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] DE 102015203632 [Patent Document 2] DE 102018002855 A1 Summary of the Invention [Problem to be solved by the invention]

[0004] The object of the present invention is to further develop a wheel suspension of the type mentioned at the beginning, in such a way that a drive of the wheel bearing and / or the wheel is possible, preferably with an improved arrangement of the drive and / or with an improved coupling of the drive. In particular, alternative embodiments are to be provided.

[0005] The problem on which the invention is based is solved by a wheel suspension according to claim 1. Preferred developments of the invention are set out in the dependent claims and the following description. [Means for solving the problem]

[0006] The wheel suspension is designed for arranging a wheel on a vehicle, in particular a motor vehicle. Preferably, the wheel suspension comprises a wheel. The wheel suspension has a wheel support, which comprises a wheel bearing, in which a wheel hub is supported rotatably about the wheel axis of the wheel support. The wheel support can be made of metal or fiber-reinforced synthetic resin. In particular, the wheel bearing is designed for arranging the wheel or for holding the wheel non-rotatably. Preferably, the wheel is arranged on the wheel bearing or is connected to the wheel bearing non-rotatably. In particular, the wheel is supported rotatably about the wheel axis by means of the wheel hub. The wheel suspension has a steering device for adjusting the wheel steering angle. Here, the wheel support can be rotated by means of the steering device about a rotation axis that is oriented transversely to the wheel axis. In particular, the rotation axis is designed as a height axis.

[0007] According to the present invention, the drive unit which drives the wheel hub is arranged on the wheel support, and the drive axis of the drive unit is spaced apart from the wheel axis.

[0008] Here, the separation of the drive axis and the wheel axis has the advantage that, despite the limited construction space in the wheel suspension for realizing large wheel steering angles, the drive can be arranged in the wheel support. In particular, due to the arrangement in the wheel support, the drive is positioned close to the wheels. In addition, the otherwise usual construction space for the drive can be utilized in other ways, for example to provide a larger trunk. Preferably, the drive axis is oriented parallel or transverse to the wheel axis.

[0009] In particular, the wheel suspension is designed to realize a maximum wheel steering angle of more than 50°. In particular, the wheel suspension allows a maximum wheel steering angle of up to 70° or even up to 80° or more.

[0010] According to another embodiment, the drive, which drives the wheel hub, cooperates with a transmission wheel which is connected to the wheel hub in a non-rotatable manner. In particular, the drive is connected to the wheel hub and / or the transmission gear by means of a step-down transmission. Thus, the drive force or the motion moment (motion torque) can be transmitted from the drive via the step-down transmission to the transmission gear and thus to the wheel hub and finally to the wheel which is attached to the wheel hub. In particular, the drive, which drives the wheel hub, is configured as an electric drive or as an electric motor. Preferably, the rotation axis of the transmission gear coincides with the wheel bearing or the wheel axis of the wheel hub.

[0011] The transmission wheel can be configured as a belt pulley. If the transmission wheel is configured as a belt pulley, the belt pulley is connected to the driven wheel of the drive part by means of a belt. Vibration and / or acoustic (acoustic) isolation between the drive part and the transmission wheel and / or the wheel support configured as a belt is possible by means of the belt. Preferably, the driven wheel of the drive wheel has a smaller diameter than the belt pulley of the wheel hub. By suitable selection of the diameters of the driven wheel and the belt pulley, the desired transmission ratio can be adjusted or set.

[0012] Alternatively, the transmission wheel can be designed as a gear, in particular as a spur gear. The transmission wheel designed as a gear is connected to a driven gear of the drive part. In particular, the driven gear of the drive wheel has a smaller diameter than the gear of the wheel hub. By suitable selection of the diameters of the driven gear and the gear of the wheel hub, the desired transmission ratio can be set or adjusted.

[0013] According to one development, the drive is arranged between a shock absorber connected to the wheel support and the steering device. In particular, the drive is arranged between the shock absorber connected to the wheel support and at least one chassis control arm of the steering device. In this case, the at least one chassis control arm of the steering device is connected to the wheel support in a link-like manner. The at least one chassis control arm of the steering device can be formed as a tie rod, a control arm or a connecting rod.

[0014] In particular, the wheel is fixed to the wheel hub in a non-rotatable manner and the drive is arranged at least partially or completely in the free inner wheel space of the wheel, preferably the wheel comprises a rim and the drive is arranged at least partially or completely inside the rim and / or in the free inner wheel space of the rim.

[0015] According to another embodiment, a decoupling device is arranged between the drive and the wheel support, by means of which the transmission of vibrations of the drive to the wheel support is damped and / or reduced. In particular, the decoupling device is formed as a vibration and / or acoustic decoupling between the drive and the wheel support. It is thus possible to dampen and / or reduce the transmission of vibrations to the vehicle and / or to the chassis of the vehicle. Preferably, the decoupling device comprises an elastomeric bearing, i.e. at least one elastomeric bearing or a number of elastomeric bearings.

[0016] Preferably, the wheel support comprises at least one connection point for fastening the drive. In this case, a fastening part of the drive is fastened to the connection point. The connection point and / or the fastening part comprises an elastomer bearing. The drive can comprise a drive housing, which comprises or forms the fastening part. In particular, the wheel support comprises a plurality of connection points. For example, the wheel support can comprise at least two connection points. At least one fastening point of the drive can be fastened to each respective connection point. For example, each fastening part of the drive can be fastened to one connection point of the wheel support. Alternatively or additionally, two fastening parts of the drive can be fastened to one connection point of the wheel support. The at least one connection point can comprise a bearing eyelet or a bearing eyelet on the connection point side. In particular, the connection point is formed as a bearing eyelet or as a bearing eyelet on the connection point side.

[0017] Preferably, the elastomer bearing is formed as a rubber sleeve bearing. In particular, the rubber material of the rubber sleeve bearing is arranged between the inner wall of the bearing eyelet and the outer wall of the inner sleeve of the rubber bearing. Such a rubber sleeve bearing therefore enables an inexpensive decoupling (separation) of the drive from the wheel support. The bearing eyelet can be formed as a component of the fixed part of the drive or can be formed with the fixed part. The fixed part of the drive can have a bearing eyelet or a drive-side bearing eyelet.

[0018] According to another embodiment, the steering device comprises a tie rod, a control arm, a first connecting rod and a second connecting rod. In this case, the first connecting rod and the second connecting rod are connected to each other in a link-like manner. Furthermore, the second connecting rod and the wheel support are connected to each other in a link-like manner. In order to introduce a steering moment (steering torque), the tie rod is connected to the first connecting rod in a link-like manner. In addition, the first connecting rod is connected to the control arm in a link-like manner. In particular, the first connecting rod is only rotationally connected to the control arm, so that the first connecting rod can realize only one rotational degree of freedom. A steering moment can be transmitted from the first connecting rod to the wheel support via the second connecting rod. The control arm is connected to the wheel support in a link-like manner, and in addition, the control arm can be connected to or is connected to the vehicle body or vehicle frame in a link-like manner. The control arm can be formed as an A-arm (triangle wishbone). The resulting kinematics allow wheel steering angles of more than 50°.

[0019] Preferably, the shock absorber is connected to the wheel support in such a way that it cannot rotate relative to the wheel support. In particular, the arrangement of the shock absorber in the wheel support realizes a MacPherson strut-type arrangement. The drive unit is arranged next to the shock absorber and above the control arm. Preferably, the shock absorber is arranged or fixed below a first connection point of the wheel support for fixing the drive unit and above at least one further connection point. In particular, the references "above" and "below" relate to the wheel suspension mounted on the vehicle.

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail with reference to the accompanying drawings, in which like references refer to similar or functionally identical parts or elements. [Brief description of the drawings]

[0021] [Figure 1]1 is a perspective view of a part of a first side view of a wheel suspension device according to the present invention; [Diagram 2] 2 is a perspective second side view of a portion of the wheel suspension device of the present invention according to FIG. 1; FIG. [Diagram 3] FIG. 3 is a perspective, cutaway, and partially sectional third side view of the wheel suspension of the present invention according to FIGS. 1 and 2; [Figure 4] FIG. 4 is a perspective view of a part of the wheel suspension device of the present invention shown in FIGS. 1 to 3 as seen from a fourth side. [Diagram 5] FIG. 5 is a perspective, cutaway, and partially sectional side view of the wheel suspension device of the present invention shown in FIGS. 1 to 4. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] FIG. 1 shows a part of a first perspective side view of a wheel suspension 1 according to the invention. The wheel suspension 1 comprises a wheel support 2. The wheel suspension 1 is designed for a vehicle, which is not shown in detail here. In the present embodiment, a wheel 3 is arranged in a rotatably supported manner in the wheel support 2. The wheel 3 has a rim 4. The wheel support 2 is essentially arranged in the wheel inner space 5 of the wheel 3 or of the rim 4. The wheel suspension 1 further comprises a steering device 6 for adjusting the wheel steering angle. Here, the wheel support 2 is rotatably supported by means of the steering device 6 about a rotation axis 7, which is shown here only diagrammatically.

[0023] In this embodiment, the steering device 6 comprises a tie rod 8. The tie rod 8 is connected to a steering drive 9, which is not shown in detail here. Furthermore, the steering device 6 comprises a control arm 10. In this embodiment, the control arm 10 is essentially formed as an A-arm (triangle wishbone). According to the embodiment shown here, the control arm 10 is arranged below the tie rod 8. Furthermore, the steering device 6 comprises a first connecting rod 11 and a second connecting rod 12. A first end of the first connecting rod 11 is connected in a link-like (flexible) manner to a first end of the second connecting rod 12 by means of a first joint 13. A second end of the second connecting rod 12, which is opposite to the first end of the second connecting rod 12, is connected in a link-like manner to the wheel support 2 by means of a second joint 14. The tie rod 8 is connected in a link-like manner to the first connecting rod 11 in order to introduce a steering moment. For this purpose, the end of the tie rod 8 opposite the steering drive 9 is connected approximately in the middle between the two ends of the first connecting rod 11 by means of a third joint 15. The second end of the first connecting rod 11 opposite the second connecting rod 12 is linked to the control arm 10 by means of a fourth joint 16. Since the first connecting rod 11 is only supported rotatably by means of the fourth joint 16, the first connecting rod 16 has only one degree of rotational freedom.

[0024] In this embodiment, the wheel suspension 1 comprises a shock absorber 17. The shock absorber 17 is connected to the wheel support 2 in a non-rotatable manner. For this purpose, the wheel support 2 comprises a suitably configured connection point 18. In this embodiment, the wheel suspension 1 realizes a so-called MacPherson strut suspension by means of the shock absorber 17.

[0025] The wheel suspension 1 comprises a drive 19, by means of which the wheel 3 can be driven. In the present embodiment, the drive 19 is configured as an electric drive or as an electric motor. The drive 19 is arranged on or fixed to the wheel support 2. The drive 19 is arranged at least partially or completely in the inner wheel space 5 of the wheel 3 or rim 4.

[0026] In Fig. 2 a part of the inventive wheel suspension 1 according to Fig. 1 is shown in a perspective second side view. For better visibility, the wheel suspension 1 is shown here with the brake disc arrangement 20 removed. Furthermore, for better visibility, the wheel 3 with the rim 4 has been omitted. Identical features are provided with the same reference numerals as before. In this respect, in order to avoid repetition, reference is also made to the above description.

[0027] It can be seen that the control arm 10 is linked to the wheel support 2 by a fifth joint 21 .

[0028] The wheel support 2 comprises a wheel bearing 22, in which a wheel hub 23 is supported for rotation about a wheel axis 24 of the wheel support 2. The wheel axis 24 is oriented transversely to the axis of rotation 7.

[0029] The drive 19 is assigned a drive axis 25. The drive axis 25 is arranged at a distance from the wheel axis 24. In the present embodiment, the wheel axis 24 and the drive axis 25 are oriented parallel to and at a distance from each other. The wheel axis 24 and the drive axis 25 therefore do not coincide.

[0030] The wheel suspension 1 comprises a transmission wheel 26, which is connected to the wheel hub 23 in a non-rotatable manner. The drive part 19 cooperates with the transmission wheel 26 to drive the wheel hub 23. In the present embodiment, the transmission wheel 26 is configured as a belt pulley. The transmission wheel 26 configured as a belt pulley is connected to a driven wheel 28 of the drive part 19 by means of a belt 27. In the present embodiment, the driven wheel 28 has a smaller diameter than the transmission wheel 26 configured as a belt pulley. A reduction gear is thereby realized, by means of which the drive part 19 is connected to the wheel hub 23.

[0031] Alternatively to the embodiment shown here, the transmission wheel 26 can be formed as a toothed wheel or a spur gear and the transmission wheel 26 formed in this way can be coupled to a driven gear instead of the driven wheel 28 of the drive part 19. In this case, the transmission wheel 26 formed as a toothed wheel meshes directly with the driven gear of the drive part 19. In this alternative embodiment, the belt 27 can therefore be omitted.

[0032] However, in the embodiment shown here, the transmission wheel 26 is formed as a belt pulley, which has the advantage that vibration isolation between the drive 19 and the wheel support 2 or the wheel hub 23 can be achieved by means of a belt 27.

[0033] The drive unit 19 is disposed between a shock absorber 17 connected to the wheel support unit 2 and the steering device 6 or the control arm 10 .

[0034] In figure 3, a third perspective and cutaway part of the side view of the wheel suspension 1 according to the invention according to figures 1 and 2 is shown. Identical features are given the same reference numerals as before. In this respect, reference is also made to the above description in order to avoid repetition.

[0035] Between the drive unit 19 and the wheel support unit 2, an isolating device 29 is arranged. Vibration isolation between the drive unit 19 and the wheel support unit 2 is realized by means of the isolating device 29. Thus, the transmission of vibrations from the drive unit 19 to the wheel support unit 2 is damped or reduced by means of the isolating device 29. In this embodiment, the isolating device 29 is formed of multiple components. In this embodiment, the isolating device 29 comprises three elastomer bearings 30, 31, 32.

[0036] In the present embodiment, the wheel support 2 has two connection points 33, 34. The connection points 33, 34 are used for fastening the drive 19. For this purpose, the drive 19 or the housing 35 of the drive 19 has several, in the present embodiment three, fastening parts 36, 37, 38. The fastening parts 36, 37, 38 are each formed as a drive-side bearing bore. In the fastening parts 36, 37, 38 formed as drive-side bearing bores, respectively, elastomeric bearings 30, 31, 32 are arranged. In the present embodiment, the elastomeric bearings 30, 31, 32 are each formed as rubber sleeve bearings. The elastomeric bearings 30 or the fastening part 36 are assigned to the connection point 33. Furthermore, in the present embodiment, both elastomeric bearings 31, 32 and both fastening parts 37, 38 are assigned to the connection point 34.

[0037] As can be seen in this cross-sectional view, the elastomer bearing 30 comprises a rubber material 39, which is arranged between the inner wall of the fixed part 36, which is formed as a driving-side bearing eyelet, and the outer wall of an inner sleeve 40 of the elastomer bearing 30. A through-opening 41 extends through both the elastomer bearing 30 and the connection point 33. In the mounted (assembled) state, a fastening means, not shown in detail here, for example a bolt, extends through the through-opening 41, by means of which the drive part 19 is reliably held on the wheel support 2. The bolt can cooperate with a nut, not shown in detail here.

[0038] In this embodiment, the rubber material 39 and the inner sleeve 40 of the elastomeric bearing 30 extend beyond the edge opposite the connection point 33. The rubber material 39 and the inner sleeve 40 thereby have a T-shaped cross section.

[0039] In Fig. 4, a part of a perspective fourth side view of the wheel suspension 1 of the invention according to Figs. 1 to 3 is shown. Identical features are given the same reference numerals as before. In this respect, to avoid repetition, reference is also made to the above description. For better visibility, the shock absorber 17 as well as the wheel 3 and the rim 4 have been omitted.

[0040] The control arm 10 is, on the one hand, linked to the wheel support 2 by means of a fifth joint 21. The control arm 10 is, on the other hand, linked to a vehicle frame 44 by means of a sixth joint 42 and another joint 43. The three link connections 21, 42, 43 provide the control arm 10 as an A-arm in the present invention.

[0041] Furthermore, it can be clearly seen here that in the present embodiment the connection point 34 of the wheel support 2 is arranged between the two fixed parts 37 , 38 of the housing 35 of the drive part 19 .

[0042] In Fig. 5 another perspective and cutaway side view of the wheel suspension 1 according to the invention according to Figs. 1 to 4 is shown. Identical features are given the same reference numerals as before. In this respect, in order to avoid repetition, reference is also made to the above description. Here again, the wheel 3 and the rim 4 have been omitted for better visibility.

[0043] The structure of the elastomer bearings 31, 32 corresponds to that of the elastomer bearing 30 in FIG. 3. In this embodiment, a through-opening 41 extends through both elastomer bearings 31, 32 and the connection point 34 arranged centrally between them. Fastening means, not shown in detail here, such as a bolt with a nut as counter element, extend through the through-opening 41 in the mounted state. This ensures that the drive 19 or the housing 35 of the drive 19 is reliably fixed to the connection point 34. At the same time, vibration isolation between the drive 19 and the wheel support 2 is achieved by the rubber material 39 between the inner sleeves 40 of the two elastomer bearings 31, 32 and the fastening parts 37, 38 formed as bearing holes on the drive side. [Explanation of symbols]

[0044] 1 Wheel suspension 2 Wheel support part 3 wheels 4 Rims 5 Wheel inner space 6 Steering Gear 7 Rotation axis 8 Tie Rod 9 Steering drive unit 10 Control Arm 11 First connecting rod 12 Second connecting rod 13 First joint 14 Second joint 15 Third joint 16 Fourth joint 17 Shock absorber 18 Joints 19 Drive unit 20 Brake disc device 21 Fifth joint 22 Wheel bearings 23 Wheel hub 24 Wheel axis 25 Drive axis 26 Transmission Wheel 27 Belt 28 Driven wheels 29 Circuit Breaker 30 Elastomer bearings 31 Elastomer bearings 32 Elastomer bearings 33 Connection points 34 Connection points 35 Housing 36 Fixed part 37 Fixed part 38 Fixed part 39 Rubber materials 40 Inner Sleeve 41 Through opening 42 6th Joint 43 Another joint 44 Vehicle Frame

Claims

1. A wheel suspension for a vehicle wheel (3) having a wheel support (2), the wheel support (2) including a wheel bearing (22) in which a wheel hub (23) is supported rotatably about a wheel axis (24) of the wheel support (2), the wheel suspension having a steering device (6) for adjusting a wheel steering angle, the wheel support (2) being rotatable about a rotation axis (7) oriented transversely to the wheel axis (24) by means of the steering device (6), A wheel suspension device characterized in that a drive unit (19) that drives the wheel hub (23) is arranged in the wheel support unit (2), and a drive axis (25) of the drive unit (19) is spaced apart from the wheel axis (24).

2. 2. The wheel suspension device according to claim 1, wherein the drive unit (19) that drives the wheel hub (23) cooperates with a transmission wheel (26) that is non-rotatably connected to the wheel hub (23), and in particular, the drive unit (19) is connected to the wheel hub (23) and / or the transmission wheel (26) by means of a reduction transmission.

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

4. 3. The wheel suspension according to claim 2, characterized in that the transmission wheel (26) is configured as a gear, in particular a spur gear, which is connected to a driven gear of the drive part (19), in particular the driven gear of the drive part (19) having a smaller diameter than the gear of the wheel hub (23).

5. 5. The wheel suspension system according to claim 1, wherein the drive unit (19) is arranged between a shock absorber (17) connected to the wheel support (2) and the steering device (6), and in particular, the wheel (3) is fixed to the wheel hub (23) so as not to rotate relative to the wheel hub, and the drive unit (19) is arranged at least partially or completely within the empty inner wheel space (5) of the wheel (3).

6. 5. Wheel suspension according to claim 1, characterized in that a decoupling device (29) is arranged between the drive part (19) and the wheel support part (2), by means of which the transmission of vibrations from the drive part (19) to the wheel support part (2), in particular to the chassis of the vehicle, is damped and / or reduced, preferably the decoupling device (29) comprises one or more elastomer bearings (30, 31, 32).

7. 5. Wheel suspension according to claim 1, characterized in that the wheel support (2) comprises at least one connection point (33, 34) for fixing the drive part (19), a fixed part (36, 37, 38) of the drive part (19) is fixed to the connection point (33, 34), the connection point (33, 34) and / or the fixed part (36, 37, 38) comprises an elastomer bearing (30, 31, 32), in particular the wheel support (2) comprises a plurality of connection points (33, 34), and at least one fixed part (36, 37, 38) of the drive part (19) is fixed to each of the connection points (33, 34).

8. 7. Wheel suspension according to claim 6, characterized in that the elastomer bearings (30, 31, 32) are formed as rubber sleeve bearings, in particular the rubber material (39) of the rubber sleeve bearings is arranged between the inner wall of a bearing eyelet and the outer wall of an inner sleeve (40) of the rubber bearing, and preferably the fixing parts (36, 37, 38) are formed as the bearing eyelets.

9. 5. The wheel suspension device according to claim 1, wherein the steering device (6) comprises a tie rod (8), a control arm (10), a first connecting rod (11), and a second connecting rod (12), the first connecting rod (12) and the second connecting rod (12) being connected to each other in a linking manner, the second connecting rod (12) and the wheel support (2) being connected to each other in a linking manner, the tie rod (8) being connected to the first connecting rod (11) in a linking manner to introduce a steering moment, the first connecting rod (11) being connected to the control arm (10) in a linking manner, the steering moment being capable of being transmitted from the first connecting rod (11) to the wheel support (2) via the second connecting rod (12), the control arm (10) being connected to the wheel support (2) in a linking manner, and the control arm (10) being connectable to a body or a vehicle frame of the vehicle.

10. 10. Wheel suspension according to claim 9, characterized in that a shock absorber (17) is connected to the wheel support (2) so as to be non-rotatable relative to the wheel support (2), and the drive part (19) is arranged adjacent to the shock absorber (17) and above the control arm (10), in particular the shock absorber (17) is arranged below a first connection point (34) of the wheel support (2) for fixing the drive part (19) and above at least one further connection point (33).

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