Audi Ag

Dominik Mohrlock

Andreas Schindler

Hans-Jürgen Langhoff

Joachim Schmitt

Ruben Goldberg

Heinrich Beringer

Sebastian Albl

Albert Scharlach

Jürgen Schmitz

Tobias Kramer

Stefan Rugies

Marek Bujak

Stephan Lamers

Roland Hudler

Andreas Weber

Stefan Hübler

Sandro Weigelt

Michael Streicher

Friedrich-Oskar Winter

Thomas Janek

Marco Isliker

Stefanie Seide

Andreas Goercke

Wolfgang Seemüller

Daniel Laurijssen

Florian Adlkofer

Christoph Schmutz

Patrik Frommann

Jörg Eickstädt

Karsten Wied

Torsten Kater

A wheel suspension for a wheel of an axle of a motor vehicle, including a pivot bearing supporting the wheel, which is articulated in an upper link level via at least one link on the motor vehicle body. The pivot bearing includes a pivot bearing arm on which the link is mounted by a ball joint having a ball pin, the ball pin is aligned extending in the vertical direction of the vehicle and the ball of the ball pin is received in a receptacle on the link side and the shaft of the ball pin is received in a receptacle on the pivot bearing arm side. The receptacle on the pivot bearing arm side is formed as a longitudinally slotted clamping hole.

Wheel suspension for a wheel of an axle of a motor vehicle and motor vehicle

A suspension arm for a chassis of a vehicle, having a first shell element which has a first open cross-section and having a second shell element which is connected to the first shell element and has a second open cross-section. The second shell element is arranged at least in part in the first open cross-section, and the open cross-sections are open in the same direction.

Suspension arm for a chassis of a vehicle, in particular a motor vehicle, and vehicle, in particular a motor vehicle

A wheel suspension for a vehicle axle of a two-track vehicle, having a wheel carrier carrying a vehicle wheel, which is able to be articulated to a vehicle body via a multi-link assembly, which multi-link assembly has a trapezoidal link in the form of a four-point link with two connection points on the body side and two connection points on the wheel carrier side. The trapezoidal link connection points on the wheel carrier side are designed with a higher elastic longitudinal compliance, that is, softer, than the trapezoidal link connection points on the body side.

Wheel suspension for a vehicle axle

A final drive for a motor vehicle. A drive assembly having a drive shaft, the drive shaft is coupled via a gear stage to an output shaft of the final drive. The drive shaft is coupled to the gear stage via an intermediate shaft that is arranged offset with respect to it. The intermediate shaft is present on a first side of a conceptual plane that incorporates an axis of rotation of the drive shaft, and a power electronics unit is electrically connected to the drive assembly via connection terminals arranged at its front end on a second side of the plane, which lies opposite to the first side.

Final drive for a motor vehicle and final drive device

A wheel suspension for a vehicle axle, in particular a front axle, of a two-track vehicle, having a wheel carrier carrying a vehicle wheel, this carrier being linked via a link assembly to a vehicle body, which link assembly has at least two links that are linked to the wheel carrier at bearing points on the side of the wheel carrier and to the vehicle body at bearing points on the body side. In the event of a head-on collision, in particular with a small lateral overlap, the vehicle wheel can be shifted rearwards in the longitudinal direction of the vehicle, and specifically with a pivoting movement of the crash-facing first link and with deformation of the crash-remote second link.

A wheel suspension for a vehicle axle includes a wheel carrier carrying a wheel which is displaceable rearward in a longitudinal direction of the vehicle in case of a frontal collision; a steering link, articulately connecting the wheel carrier to a vehicle superstructure, the steering link including at least two control arms articulately connected to the wheel carrier via respective support sites on the wheel carrier and to the vehicle superstructure via respective support sites on the vehicle superstructure; and an actuating element coupled with a first one of the two control arms and impinging the first control arm with a torsional force in response to a collision force resulting from the rearward displacement of the wheel caused by the frontal collision so as to cause detachment of the first control arm from the support site on the superstructure and/or on the wheel carrier.

A wheel suspension for a vehicle axle, in particular a front axle, of a two-track vehicle includes a wheel carrier configured to support a vehicle wheel, and a link assembly configured to articulate the wheel carrier to a vehicle body. The link assembly includes at least one two-point link articulated on a side of the wheel carrier to the wheel carrier at a first mounting point and on a side of the vehicle body to the vehicle body at a second mounting point. The two-point link executes a pivotal movement in the event of a head-on collision to enable a collision-proximal vehicle wheel to move backwards. The two-point link includes a stop member to limit the pivotal movement in the event of the head-on collision, by impacting a body-side counterpiece, thereby forming a body-side third mounting point to block and counteract the pivotal movement of the two-point link.

Wheel suspension of a vehicle axle

A wheel suspension for a rear wheel of a two-track motor vehicle, includes a five-link assembly which has five individual links which are coupled to the vehicle body via body-side bearings and to the wheel carrier of the rear wheel via wheel-carrier-side bearings, which five-link assembly, as viewed in the direction of travel, has a front pair of links and a rear pair of links, wherein the front pair of links has a lower, front link, with respect to the axis of rotation of the wheel, and an upper, front link, and the rear pair of links has a lower, rear link, in particular track rod, and an upper, rear link. A lower spring link, on which a spring arrangement having a vibration damper and a supporting spring is supported, is arranged in the direction of travel between the front and rear pairs of links. The front pair of links with respect to the spring link is of softer design in the transverse direction of the vehicle than the rear pair of links. As a result, a change in the toe-in at the rear wheel takes place under exertion of a lateral force or a longitudinal force.

Wheel suspension for a rear wheel of a two-track motor vehicle

The invention relates to a wheel suspension for a motor vehicle, said wheel suspension having a multi-link assembly () of links that are hinged to the vehicle body, in particular to a subframe () of the vehicle body, and to a hub carrier (), and having a rotary actuator () for active chassis control, said rotary actuator having a motor-gear unit () with which torques can be transmitted, via at least one torsion bar (), as adjusting forces to said multi-link assembly (). According to the invention, at least one of the links () of the multi-link assembly () limits, in the longitudinal direction (x) of the vehicle towards the front or towards the back, a free space () in which said motor-gear unit () of the rotary actuator () is at least partially arranged.

Wheel suspension for a motor vehicle

A stabilizer arrangement in a wheel suspension for a motor vehicle includes a rotatably supported center part oriented in the vehicle transverse direction, and at least one leg projecting from the center part in the vehicle longitudinal direction and articulated via a substantially vertically extending rod with a control arm of the wheel suspension. A joint connection is arranged between the rod and the control arm outside a vehicle longitudinal member by a transverse clearance in the vehicle transverse direction, when the vehicle is in the compressed state. The rod is articulated to the control arm such that its force vector extending through the joint connections of the rod extends through the center axis defined by the control arm bearings.

Stabilizer arrangement for a wheel suspension of motor vehicles

A torsion spring system for a wheel suspension of a motor vehicle includes an actuator that is provided on the vehicle body and variably maintains the torsion spring system under tension, and which acts, via a torsion bar and an output lever, with a biasing force on a wheel suspension element of the wheel suspension. The torsion bar is configured in two parts between the actuator and the output lever and has a first bar part and a second bar part coupled thereto with a spring element connected in between the first and second bar parts.

Torsion spring system for a wheel suspension of a motor vehicle

A wheel suspension for a two-track motor vehicle includes a multi-link assembly having control arms that are articulated on a vehicle body and on a wheel carrier, a rotary actuator for an active suspension control system, with a motor-gear-unit constructed to transfer torques as actuating forces to the multi-link assembly via a torsion rod, and at least one reinforcing brace independent of the multi-link assembly and disposed on a side of the vehicle body and extending below the multi-link assembly, as viewed in a vertical direction of the vehicle body. The reinforcing brace delimits downwardly in the vehicle's vertical direction a free space, in which the rotary actuator is at least partially arranged.

A torsion bar spring arrangement for a wheel suspension of a motor vehicle includes an actuator arranged on a vehicle body or on a subframe and constructed to variably pre-tension the torsion bar spring arrangement, a coaxial first torsion bar spring having an output side that is connected by way of an output lever to a wheel suspension element of the wheel suspension, and a housing of the actuator supported on the vehicle body in at least one bearing location for movement in a circumferential direction and resiliently yieldingly supported on the vehicle body in the direction of torsional moments acting on the torsion bar spring by way of at least one spring element.

Torsion bar spring arrangement for a wheel suspension of a motor vehicle

The invention relates to an apparatus for reinforcing a supporting subframe for motor vehicles which is comprised of two longitudinal beams () and at least one crossbeam (), with the links () of wheel suspensions on both sides being articulated to the longitudinal beams () via radially protruding, fixed mounts () by rubber-metal sleeve bearings, and with the longitudinal beams () including at least in one region of articulation of a link () a longitudinally extending portion () and a transversely extending portion () which define in particular an approximately 90&#xb0; curvature. According to the invention, the mounts () are configured as two brackets, with one of which being supported on the longitudinally extending portion () of the longitudinal beams () and the other one of which being supported on the transversely extending portion ().

Apparatus for reinforcing a supporting subframe

The invention relates to a subframe for the vehicle chassis of motor vehicles, which subframe has at least one cavity usable as a pressure accumulator and has a cross member () which is connected, at the two end faces () thereof, to a node element (). Bearing elements (to) and/or further frame elements are attached to the node elements (). The cross member () is formed as a continuous rib-reinforced component or extruded part () and forms for the pressure accumulator a pressure-resistant cavity which is closed off by the node elements () at the end faces.

Growing community of inventors

Buxheim, Germany

Dominik Mohrlock