Wheel suspension with a virtual steering axle

Abstract

The present invention concerns a wheel suspension 5 for a torsion beam axle 1, whereby a wheel mount 8 rotates about a virtual steering axle 18 as a result of a cornering force. According to the invention, it is further provided that a wheel mount bracket 6 with a yielding element 11 is coupled to the end 4 of a longitudinally extending swing arm 3 of the torsion beam axle 1, so that an additional steering in positive toe occurs as a result of a lateral force effect.

Claims

1. A wheel suspension for a torsion beam axle of a motor vehicle, containing a wheel mount, the wheel mount is elastokinematically coupled to a wheel mount bracket in such a way that the wheel mount pivots about a virtual steering axle toward positive toe in response to a cornering force and/or braking force acting on a wheel connected to the wheel mount, whereby the elastokinematic coupling is formed by at least two elastic bearings and one additional bearing with at least one degree of freedom and the torsion beam axle consists of a transverse pipe and two longitudinally extending swing arms extending along it, whereby a wheel mount bracket is respectively coupled to one end of the longitudinally extending swing arm, wherein a yielding element is a support plate which is a single-layer transverse baffle with a recess and is integrated between the wheel mount bracket and the longitudinally extending swing arm in the area of a vehicle longitudinal direction (X) front elastic bearing.

2. The wheel suspension according to claim 1, wherein the recess is an elongated hole.

3. The wheel suspension according to claim 1, wherein the yielding element exhibits an elastic flexibility in a vehicle transverse direction (Y), whereby the flexibility is caused by elastic material deformation as a result of the application of a force.

4. The wheel suspension according to claim 1, wherein, with integration of the yielding element as well as at least one rigid coupling point, the wheel mount bracket is coupled to the end of the longitudinally extending swing arm.

5. The wheel suspension according to claim 4, wherein two rigid coupling points are provided, whereby, with respect to the driving direction, one coupling point is disposed at the top on the wheel mount bracket and one coupling point is a rear coupling point.

6. The wheel suspension according to claim 1, wherein the elastic bearings are solid rubber bearings.

7. The wheel suspension according to claim 6, wherein the elastic bearings (9) are rubber metal bearings.

8. The wheel suspension according to claim 6, wherein the elastic bearings are rubber metal disc bearings.

9. A wheel suspension for torsion beam axle of a motor vehicle, containing a wheel mount, the wheel mount is elastokinematically coupled to a wheel mount bracket in such a way that the wheel mount pivots about a virtual steering axle toward positive toe in response to a cornering force and/or braking force acting on a wheel connected to the wheel mount, whereby the elastokinematic coupling is formed by at least two elastic bearings and one additional bearing with at least one degree of freedom and the torsion beam axle consists of a transverse pipe and two longitudinally extending swing arms extending along it, whereby a wheel mount bracket is respectively coupled to one end of the longitudinally extending swing arm, wherein a yielding element is integrated between the wheel mount bracket and the longitudinally extending swing arm in the area of a vehicle longitudinal direction (X) front elastic bearing, and the yielding element is deformed only under the effect of the cornering force.

10. The wheel suspension according to claim 9, wherein the yielding element is not deformed by the effect of a braking force.

11. A wheel suspension for a torsion beam axle of a motor vehicle, containing a wheel mount, the wheel mount is elastokinematically coupled to a wheel mount bracket in such a way that the wheel mount pivots about a virtual steering axle toward positive toe in response to a cornering force and/or braking force acting on a wheel connected to the wheel mount, whereby the elastokinematic coupling is formed by at least two elastic bearings and one additional bearing with at least one degree of freedom and the torsion beam axle consists of a transverse pipe and two longitudinally extending swing arms extending along it, whereby a wheel mount bracket is respectively coupled to one end of the longitudinally extending swing arm, wherein a yielding element is a support plate integrated between the wheel mount bracket and the longitudinally extending swing arm in the area of the vehicle longitudinal direction (X) front elastic bearing and the support plate is configured as a clasp plate.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Other advantages, features, characteristics and aspects of the present invention are the subject matter of the following description. Preferred design variants are shown in the schematic figures. The purpose is to provide a straightforward understanding of the invention. The figures show:

(2) FIG. 1 a partial perspective view of a torsion beam axle with a virtual steering axle known from the state of the art;

(3) FIG. 2 the wheel suspension according to FIG. 1 in an enlarged view;

(4) FIG. 3 a partial view with the yielding element according to the invention;

(5) FIG. 4 consisting of FIGS. 4A-4C showing different design variants of the yielding element according to the invention in plan view;

(6) FIG. 5 a further detailed view of a wheel suspension without a front support element

(7) FIG. 6 a plan view onto the wheel mount bracket according to FIG. 5 and

(8) FIG. 7 consists of FIGS. 7A and 7B showing a torsion beam axle according to the invention in a view from the rear and a plan view.

DETAILED DESCRIPTION OF THE INVENTION

(9) The same reference numbers are used for the same or similar components in the figures, even if, for reasons of simplification, there is no repeated description.

(10) FIG. 1 shows a perspective view of a torsion beam axle 1 according to the invention. It exhibits a transverse pipe 2 that extends in vehicle transverse direction Y. Longitudinally extending swing arms 3, which extend in vehicle longitudinal direction X, are disposed on the transverse pipe 2. A wheel suspension 5 is shown on one end 4 of the longitudinally extending swing arm 3, whereby a wheel mount bracket 6 is rigidly coupled with the end 4 of the longitudinally extending swing arm 3 via coupling points 7. With reference to the plane of the drawing, the rear coupling point is not visible, but does exist. The wheel mount 8 itself is in turn elastokinematically coupled with the wheel mount bracket 6 via elastic bearings 9, here in the form of three rubber metal bearings. The two, with reference to the plane of the drawing, lower elastic bearings 9 exhibit an externally located instantaneous center of rotation 10, which then forms a virtual steering axle 18 with the upper elastic bearing 9. Under the influence of a lateral force and/or a braking force, the wheel, which is mounted on the wheel mount 8 but is not shown in greater detail, then performs a rotation toward positive toe and/or negative camber.

(11) The wheel suspension 5 is shown again in detail in FIG. 2. It can clearly be seen that the, in vehicle longitudinal direction X, front coupling point 7 is coupled with the end 4 of the longitudinally extending swing arm 3 as a support plate. A weld joint, which is not shown in more detail, is in particular configured for this purpose. The upper coupling point 7 and the, with reference to the plane of the drawing, rear coupling point 7, which is not visible behind the wheel mount bracket, are accordingly configured as a sheet metal part with welded joints, so that in each case there is a rigid coupling with the end 4 of the longitudinally extending swing arm 3.

(12) FIG. 3 shows an inventive design variant of the wheel suspension 5. The front coupling point here is configured in the form of a yielding element 11 with a recess 12. If a lateral force Fy is applied, which can occur in the form of a lateral force effect on the wheel that is not shown in more detail for example, the front coupling point 7 is configured in the form of yielding element 11 with a recess 12. The yielding element 11 deforms in the area of the recess 12, illustrated with the dotted line 13, so that the wheel mount bracket, the wheel mount 8 and the wheel coupled to it are together rotated toward positive toe. The virtual steering axle 18, in particular, is displaced in such a way that a more pronounced steering in positive toe results.

(13) FIG. 4 shows different design variants of the yielding element 11 in plan view seen from the vehicle vertical direction Z. According to FIG. 4A, a lateral recess 12 extending from the outer edge 14 is configured in the form of an elongated cut out. If a lateral force Fy is applied in the vehicle transverse direction Y, the yielding element 11 experiences an elastic deformation in the direction toward the dotted line 13.

(14) This corresponds in particular to the configuration of a yielding element 11 in the form of a single-layer transverse baffle, whereby the plane of the baffle extends substantially in the vehicle transverse direction Y. The yielding element 11 can be made of a steel alloy, but also of a light metal alloy.

(15) An alternative design variant is shown in FIG. 4B, in which the yielding element is configured as a clasp component or a clasp plate 15. It exhibits an essentially C-shaped contour, which likewise deforms elastically under the influence of a lateral force Fy in the direction of the dotted line 13. An elastic bearing 9, coupled in direct proximity with it, would thus be rotated inward in vehicle transverse direction Y, and steering in positive toe would occur as a result.

(16) FIG. 4C shows another design variant of the yielding element 11 in the form of a single-shell support plate. Here too a aperture 12 is provided in the shape of an elliptical hole or an elliptically shaped elongated hole, which is, however, formed in the inner part. Under the influence of an applied lateral force Fy, the recess 12 is deformed toward the dotted line 13, and the side areas 16 of the yielding element 11 likewise deform toward the dotted line 13 as shown.

(17) FIG. 5 shows a further design variant of the wheel suspension 5, whereby, in contrast to FIG. 3 or FIG. 2, the front coupling point 7 or the yielding element 11 are left out completely. The wheel mount bracket 6 is therefore configured as a single-shell sheet metal part. This wheel mount bracket is thus shown rigidly coupled with the end 4 of the longitudinally extending swing arm 3 at the, with reference to the upper plane of the drawing, upper coupling point 7 as well as at the rear coupling point, which is not shown in more detail. A schematic top view along the section line VI-VI of FIG. 5 is further shown in FIG. 6. FIG. 6 shows a plan view of the wheel mount bracket 6, which is coupled to the rear coupling point 7 in a rigid and in particular also torsion-proof manner, as well as to the upper coupling point that is not shown in more detail. As a result of the influence of a lateral force Fy, the entire wheel mount bracket 6 is elastically deformed, in particular in the area of a, with respect to the driving direction, front edge 17, so that this front edge is also deformed toward the dotted line 13 and the front elastic bearing 9, which is not shown in more detail, is moved inward in vehicle transverse direction Y, so that the wheel coupled to it is rotated toward positive toe.

(18) FIGS. 7A and B show a particular torsion beam axle 1 with two wheels 19 in a view from the rear or in FIG. 7B in a plan view from above.

(19) According to FIG. 7A, a torsion beam axle 1 according to the invention is shown. On each side this torsion beam axle exhibits a wheel 19. The wheels 19 are resting on a road surface 21. The vehicle is moving with the driving direction in vehicle longitudinal direction X into the plane of the drawing. The torsion beam axle 1 is thus shown in a view from the rear.

(20) Further shown is the application of the lateral force Fy to the wheels 19, for example when driving a right-hand turn according to FIG. 7A.

(21) The result is a camber angle α between a longitudinal section axis 22 of the wheel 19 and the vehicle vertical direction Z. Negative camber is shown here.

(22) FIG. 7B shows the torsion beam axle 1 in a view from above. The wheels 19 exhibit a toe angle β to the vehicle longitudinal direction X; shown is positive toe. Also shown is a braking force FB acting on the wheels 19.

REFERENCE SIGNS

(23) 1—torsion beam axle 2—transverse pipe 3—longitudinally extending swing arm 4—end to 3 5—wheel suspension 6—wheel mount bracket 7—coupling point 8—wheel mount 9—elastic bearing 10—instantaneous center of rotation 11—yielding element 12—recess 13—dotted line 14—outer edge 15—clasp plate 16—side area 17—front edge 18—virtual steering axle 19—wheel 20—toe 21—road surface X—vehicle longitudinal direction Y—vehicle transverse direction Z—vehicle vertical direction FB—braking force Fy—lateral force α—camber angle β—toe angle