Bayerische Motoren Werke Aktiengesellschaft

Wolfgang Matschinsky

Werner Kosak

Wolfgang Sautter

Rudolf Mueller

Ludwig Strasser

Hans-Jochem Hadrys

A vehicle wheel suspension comprises a wheel carrier which supports the wheel and which is connected in the lower area via a transverse link and a pressure strut with the vehicle body. In an articulated manner, a short A-arm is applied to the upper area of the wheel carrier and can be swivelled on a telescopic damper by means of its inner end about a swivelling axis extending approximately in the longitudinal direction of the vehicle. The telescopic damper is surrounded by a coaxial bearing spring constructed as a coil spring and is supported, like the bearing spring, in the upper area of the vehicle body. In order to compensate the bending moments exercised from the wheel load via the upper short A-arm upon the damper, the damper is connected with the transverse link so that it can be swivelled about an axis of rotation which is displaced toward the vehicle center relative to the center axis of the damper.

Vehicle wheel suspension having displaced damper-link correction

A wheel suspension includes a wheel carrier (2) supporting the wheel, which is rotatably connected in its lower area by way of the bearings (10, 11) with a bending- and torsion-resistant lower cross guide member (3) about the pivot axis (8). Two upper essentially transversely extending support guide members (12, 13) engage in the upper area of the wheel carrier which, like the cross guide member, are pivotally connected with their inner ends at the vehicle body. The point of intersection (P) of the axis of rotation (7) on the side of the body of the cross guide member with the extension of the pivot axis (8) lies in front of the wheel as viewed in plan view. The wheel side bearing (11) of the cross guide member is constructed elastic approximately in the plane of the cross guide member and relatively stiff perpendicularly thereto. The wheel suspension enables a good starting and brake pitching compensation whereby nonetheless a desired, respectively, freely selectable curve of the wheel steering angle (toe-in curve) over the inward and outward spring deflection of the wheel is achievable.

Wheel suspension for the driven rear wheels of motor vehicles

A rear wheel suspension for motor vehicles, especially for driven rear wheels which comprises a wheel carrier supporting the wheel, which is connected with the vehicle body by way of an upper cross guide member and two lower cross guide members. Additionally, a longitudinal arm is pivotally connected with the wheel carrier. This longitudinal arm is supported at the forward lower cross guide member between the two ends thereof by way of a connecting bearing which couples this guide member with the longitudinal arm approximately in the vertical direction but permits approximately horizontal relative movements between the guide member and the longitudinal arm. An instantaneous longitudinal center of rotation can be realized by this type of construction about which the wheel pivots during the spring compression movement whereas the real point of pivotal connection of the longitudinal arm is located considerably lower and nearer the wheel.

Rear wheel suspension, especially for driven rear wheels

A wheel suspension for steerable wheels, especially front wheels of motor vehicles, with a wheel carrier supporting the wheel; an upper cross guide member and a tie rod displaceable in its longitudinal direction are pivotally connected at this wheel carrier. The lower cross guide member supporting the vehicle support spring is connected by way of a corner-rigid pivot joint with an intermediate member, at which in turn the wheel carrier is supported by way of a corner-rigid pivot bearing having approximately vertical axis and a possibility of displacement in the direction of this axis. The wheel carrier and the intermediate member are each pivotally connected with an approximately vertical tension rod. The tension rod is extended beyond its pivotal connection with the intermediate member. A strut extending obliquely to the vehicle longitudinal direction, as viewed in plan view, is pivotally connected with its one end at the thus formed extension while it is pivotally connected with its other end at the vehicle body. A far-reachingly translatory movement can be superimposed in this manner on the purely rotary movement of the wheel, from which results a center of rotation for the steering movement of the wheel which is displaced to the vehicle outside with respect to the real joint connections of the wheel carrier. Additionally drive and brake moments which are exerted on the wheel carrier, can be favorably introduced into the vehicle body by way of the strut in conjunction with a vertical support strut.

Wheel suspension for steerable wheels, especially front wheels, of motor

A wheel suspension for steerable front wheels of motor vehicles which includes a wheel carrier supporting thereon the wheel and a steering tie-rod engaging at the wheel carrier. The wheel carrier is pivotally connected with an upper cross guide member and a lower cross guide member which are each pivotally connected at the vehicle body or the like. The lower cross guide member cooperating with the support spring is supported at the vehicle body or the like by means of two pivot bearings disposed one behind the other in the vehicle longitudinal direction and is constructed torsion-resistant. The lower cross guide member is additionally connected at the other end by way of a corner-rigid pivot bearing having an essentially longitudinally extending pivot axis, with a coupling member, while the wheel carrier, in turn, is supported at the coupling member by way of an also corner-rigid pivot bearing having a vertical pivot axis. In order to obtain in particular a good weight returnability of the steering system, the pivot bearing of the wheel carrier at the coupling member is axially displaceable and additionally the wheel carrier and the coupling member are pivotally connected with an approximately vertical radius rod.

Wheel suspension for steerable front wheels of motor vehicles

A suspension for a rigid axle of vehicles which includes an axle body extending transversely to the driving direction, at the two ends of which is supported one wheel each. The axle body is connected with the vehicle body by way of two lateral longitudinal arms and is connected and guided with respect to the vehicle body by way of a lateral guide arrangement. The longitudinal arms are constructed bending- and torsion-rigid and are pivotally connected at the vehicle body in a rubber-elastic pivot bearings having a wide bearing base and pivot axis arranged substantially transversely and horizontally. The longitudinal arms are also connected to the torsion-rigid axle body by way of rubber-elastic pivot bearings having a wide bearing base, whose pivot axes extend, as viewed in plan view, at an inclination and intersect with the pivot axes of the longitudinal arms on the side of the body in a point at least approximately in the vehicle center plane.

Suspension for a rigid axle for vehicles

A three-guide member wheel suspension in which the wheel carrier is connected with the vehicle body or the like by way of three guide members pivotally connected at the vehicle body. The three guide members consist of a longitudinal guide arm, an upper cross guide member and a lower cross guide member. In order to be able to realize an effective center of rotation for the wheel carrier which lies clearly above the wheel axle in order to obtain with a rear axle a good accelerating pitching compensation and a good deceleration pitching compensation, the longitudinal arm is pivotally connected with the wheel carrier. Additionally, the upper cross guide member is pivotally connected intermediate its joint on the wheel carrier side and its joint on the body side with one end of a support strut which pivotally engages with its other end at the longitudinal arm between the pivot axis at the wheel carrier and the forward bearing support of the wheel carrier.

Independent wheel suspension for motor vehicles

An individual wheel suspension for a non-steered wheel of a motor vehicle such as an automobile exhibiting a change in camber of the wheel during spring deflection comprises a trailing arm which is connected to the support for the wheel and articulated to the vehicle body by means of a lengthwise arm disposed in a lengthwise direction of the vehicle and in a direction running transversely to the vehicle by means of two wishbones located one above the other. The wishbones form auxiliary tie rods in a transverse plane running vertically through the center of the wheel, the extensions of the tie rods, running toward the center of the vehicle, intersecting at a transverse pole located at a distance from the wheel center plane. The individual wheel suspension is characterized in that the auxiliary tie rods have articulations to the support for the wheels and are provided in an additional distance determined relative to the transverse pole in the vicinity of the wheel center plane, in that the auxiliary tie rod of the lower wishbone is made at least approximately half as long as the additional distance and the upper wishbone forms an auxiliary tie rod whose length is less than or equal to that of the lower auxiliary tie rod, and in that the lengthwise arm is arranged pointing forward in the direction of travel of the vehicle with the articulation of the lengthwise arm to the vehicle body being located above the axle and in the vicinity of the wheel center plane.

Individual wheel suspension for non-steered motor vehicle wheels

An individual wheel suspension for a non-steered wheel of a motor vehicle, such as an automobile, is disclosed. The suspension comprises a trailing arm, connected with the vehicle body in an articulated fashion by means of a lengthwise arm disposed in the direction lengthwise of the vehicle and, in the direction transverse to the vehicle, by means of two wishbones, one located above the other, whereby the wishbones form auxiliary tie-rods in a transverse plane running vertically through the wheel center, the extensions of the tie-rods, directed toward the center of the vehicle, intersecting at a transverse pole located at a distance from the wheel center plane. The auxiliary tie-rods, with their articulations at the wheels are provided in the vicinity of the wheel center plane at an auxiliary distance from the transverse pole whereby the wishbones each form an auxiliary tie-rod with a length which is shorter than or approximately equal to half the auxiliary distance. The lengthwise arm is disposed so that it points toward the rear of the vehicle, with an articulation of the lengthwise arm to the vehicle body being located near the wheel center plane and beneath the center of the wheel.

Individual wheel suspension for non-steered wheels of motor vehicles,

An independent rear wheel suspension of the type including pivotal wheel control or guide members is provided with an adjusting mechanism for adjusting at least two mutually corresponding points of articulation of the wheel control members, at least one on each side of the longitudinal central plane of the vehicle, in response to varying vehicle load and/or vehicle speed such that, as seen from the rear of the vehicle, a changed direction of motion of the centers of ground contact of both wheels, i.e. a changed positional level of the roll center, results during inward and outward spring deflections in accordance with the respective load on the vehicle and/or speed of the vehicle.

Independent wheel suspension for rear wheels of automobiles, especially

An independent suspension of a steered wheel of a motor vehicle, with a wheel carrier which for purposes of guidance of the wheel during the spring- and steering-movements is connected with the vehicle body by way of two lower guide members pivotally connected to the wheel carrier one behind the other in the lower area thereof as well as by means of a spring-leg rigidly connected with the wheel carrier and articulated to the vehicle body by way of an upper joint or by way of an upper triangular guide member; to obtain a castor angle, the ideal steering axis of the wheel is slightly inclined with respect to the vertical, as viewed in side view of the vehicle, whereby this ideal steering axis is formed by the intersection of the planes defined respectively by the axes of the two lower guide members and the upper joint; the two lower joints in which the lower guide members engage at the wheel carrier are thereby arranged at different heights in such a manner that the connecting line of these two lower joints, as viewed in side view, is also inclined with respect to the vertical in the same sense as the ideal steering axis.

Independent suspension of a steered wheel of a motor vehicle

A rack and pinion steering arrangement for a vehicle, preferably including a rack and pinion steering mechanism having a gearbox and a diagonally rigid holding casing encompassing the gearbox with frictional engagement by way of an elastic and intermediate layer with said holding casing being directly attachable to a fixed vehicle front-axle support. Various preferred embodiments include constructional features assuring non-rotation of the gearbox as well as a firm elastic clamping action on the gearbox by way of the intermediate layer around the periphery of the gearbox.

Rack and pinion steering mechanism and the mounting thereof at an

A rigid rear axle for motor vehicles, especially for passenger motor vehicles, whose wheels are driven by way of drive shafts from a rear axle gear supported at a frame or the like; the axle member is thereby suspended by a vehicle part such as the frame or the like on four guide members arranged approximately at an angle of 45.degree. to the driving direction as viewed in plan view; all four guide members are of approximately equal length, of which the two lower ones point forwardly and the two upper ones point rearwardly; the points of pivotal connection of the four guide members at the axle member are disposed approximately one above the other outwardly in proximity of the wheel whereby the line of connection of the points of intersection of the upper and of the lower guide members, respectively, as viewed in side view, are arranged horizontally or sloping down forwardly and at least the upper guide members are arranged sloping down rearwardly.

Growing community of inventors

Munich, Germany

Wolfgang Matschinsky