[go: up one dir, main page]

WO2025087571A1 - Suspension indépendante - Google Patents

Suspension indépendante Download PDF

Info

Publication number
WO2025087571A1
WO2025087571A1 PCT/EP2024/067297 EP2024067297W WO2025087571A1 WO 2025087571 A1 WO2025087571 A1 WO 2025087571A1 EP 2024067297 W EP2024067297 W EP 2024067297W WO 2025087571 A1 WO2025087571 A1 WO 2025087571A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering knuckle
wheel suspension
vehicle
independent wheel
suspension according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2024/067297
Other languages
German (de)
English (en)
Inventor
Gunnar Ahring
Nils BENNING
Thomas Konermann
Ralf LAUXTERMANN
Henning Linderkamp
Jens Schlüter
Robert Voth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Amazonen Werke H Dreyer SE and Co KG
Original Assignee
Amazonen Werke H Dreyer SE and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Amazonen Werke H Dreyer SE and Co KG filed Critical Amazonen Werke H Dreyer SE and Co KG
Publication of WO2025087571A1 publication Critical patent/WO2025087571A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/01—Resilient suspensions for a single wheel the wheel being mounted for sliding movement, e.g. in or on a vertical guide
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/08—Agricultural vehicles

Definitions

  • the invention relates to an independent wheel suspension, in particular for an agricultural vehicle, comprising a first mass which can be arranged on a vehicle frame and a second mass which carries a vehicle wheel and is resiliently supported relative to the first mass via a suspension, the movements of which second mass relative to the first mass being guided via a linear guide, wherein the linear guide has at least one inner guide element which is guided axially movably in an outer guide element.
  • independent wheel suspensions are frequently used in agricultural vehicles, particularly in self-propelled agricultural machines for applying pesticides or fertilizers to agricultural land.
  • the individual vehicle wheels can be moved independently of one another in the vertical direction and, in particular, can be compressed and extended independently of one another.
  • Such a design has proven particularly advantageous for ride comfort on uneven agricultural land.
  • it allows a uniform height of the vehicle frame to be achieved despite uneven ground, which, for example, allows for the even application of pesticides in field sprayers.
  • independent wheel suspensions can often achieve a greater clear height below the vehicle frame, particularly compared to axles arranged between the vehicle wheels in a track, thus avoiding damage or impairment when driving over tall crops and protecting the plant population.
  • Agricultural vehicles usually comprise a first mass with a vehicle frame, which in particular carries the vehicle drive, the body and the payload of the respective vehicle.
  • the first mass assigned to the vehicle frame is usually distributed over several Independent wheel suspensions are each spring-loaded against a second mass.
  • the suspension absorbs vibrations that can result, for example, from uneven ground on the often unevenly undulating farmland, so that their impact on the first mass is significantly reduced. In agricultural vehicles, this allows for a stable and smooth ride, which is beneficial for the even application of pesticides or fertilizers.
  • the second mass which is usually unsprung, typically carries the respective vehicle wheel suspended via the independent wheel suspension.
  • the independent wheel suspensions often feature a linear guide.
  • the linear guide can improve the handling and, in particular, the driving stability of the agricultural vehicle.
  • the linear guide comprises at least two elements that are axially movable relative to one another.
  • an inner guide element is used, which is guided in a correspondingly designed outer guide element.
  • US 2022/0134826 A1 discloses an independent wheel suspension for an agricultural vehicle, in which a steering knuckle carrier assigned to the second mass has two parallel bores as outer guide elements, in which two rod-shaped elements assigned to the first mass are arranged for axial movement for linear guidance.
  • US 2012/0241230 A1 describes a vehicle with multiple independent wheel suspensions, in which the linear guides are formed by two parallel rods that are movably guided in sleeves assigned to the second mass, the rods themselves belonging to the first mass.
  • the invention sets itself the task of specifying an independent wheel suspension which is particularly suitable for use in confined space conditions and which also enables a reliable and fault-resistant linear guide.
  • the outer guide element is arranged on the first mass and the inner guide element on the second mass, whereby tilting and/or other disturbances in the linear guide can be reliably avoided, especially in confined installation space conditions.
  • the second mass comprises a steering knuckle mounted on a steering knuckle support.
  • the steering knuckle allows the respective vehicle wheel to be securely and accurately connected to the independent wheel suspension.
  • the steering knuckle can be connected to a rim of the vehicle wheel.
  • the vehicle wheel can be easily and user-friendly replaced by disassembling the rim, for example, in the event of a defect or when switching between vehicle wheels with different wheel widths.
  • a structurally advantageous development of the invention provides for the steering knuckle carrier to carry a wheel hub that supports the vehicle wheel.
  • the resulting structure has proven to be particularly robust against vibrations and also low-maintenance, which can be particularly advantageous under the often adverse conditions encountered in agriculture.
  • the steering knuckle support have four connection points for attaching two inner guide elements of the linear guide.
  • the inner guide elements can be attached to the steering knuckle support reliably and securely via the connection points.
  • the attachment can be detachable, allowing easy replacement of the inner guide elements.
  • the connection points can also be designed for permanent, non-detachable attachment of the inner guide elements, for example, through a material-to-material joining process.
  • connection points for the parallel and essentially perpendicular arrangement of the inner guide elements are arranged rectangularly. This allows the inner guide elements to be easily attached to the steering knuckle support in a parallel and essentially perpendicular arrangement.
  • a vertical arrangement, particularly a vertical arrangement with respect to the rotational axis of the vehicle wheel, allows for low-wear and reliable linear guidance.
  • a parallel arrangement of two inner guide elements has proven to be particularly resistant to failure and favorable for the flow of force in the linear guidance.
  • connection points be arranged on four X-shaped struts.
  • Such an X-shaped or cross-shaped design of the steering knuckle support has proven to be particularly material-efficient. Since the steering knuckle support is assigned to the unsprung mass, material savings at this point allow The handling of the agricultural vehicle can often be significantly improved. In particular, undesirable, disruptive wheel load fluctuations or accelerations can be minimized through mass reduction.
  • This type of steering knuckle carrier design can also prove particularly favorable for the force flow of loads occurring during ferry operation. The forces resulting from the loads can be dissipated or absorbed via the beams of the X-shaped or cross-shaped steering knuckle carrier.
  • a further design advantage may be one in which the two inner guide elements are guided in two outer guide elements arranged on a steering knuckle upper section rigidly coupled to the vehicle frame. This results in a design in which the inner guide elements are reliably guided over the longest possible spring travel. Furthermore, such a construction has proven to be particularly resistant to failure, particularly under adverse environmental conditions.
  • the shape of the outer guide elements is adapted to the shape of the inner guide elements. In particular, their diameters can be adapted to one another.
  • the steering knuckle support has proven structurally advantageous for the steering knuckle support to have a symmetrical design, particularly an axisymmetric design with respect to its longitudinal center axis. This results in favorable load paths for absorbing the forces occurring during the linear guide.
  • the steering knuckle support is formed as a single piece may be preferred.
  • a single-piece construction can be advantageous in terms of maintenance and repair.
  • a single-piece construction generally has little or no mechanical weaknesses, making such a construction particularly robust and fail-safe.
  • the design of the steering knuckle support it is proposed that it have an angled cross-sectional shape. This cross-sectional shape allows for particularly advantageous use of the available installation space.
  • this design allows the linear guide to be positioned as close as possible to the wheel's longitudinal plane, thus avoiding disturbing torques and unwanted loads on the linear guide during ferry operation.
  • the steering knuckle carrier has a concave curve. This allows the linear guide to be easily positioned near the wheel's longitudinal plane or the wheel contact point, even with a concave steering knuckle carrier.
  • a region of the steering knuckle carrier radially distant from the rotational axis of the vehicle wheel is further away from a vehicle longitudinal axis than a region radially close to the rotational axis of the vehicle wheel.
  • the linear guide be arranged within the rotational contour of the vehicle wheel, essentially perpendicular to its rotational axis. This largely eliminates high frictional forces on the linear guide and unwanted torques. This results in a maintenance-friendly, low-wear design that also enables the agricultural vehicle to maintain a stable driving position.
  • the suspension comprises at least two spring cylinders arranged between the steering knuckle support and the upper part of the steering knuckle. This allows the forces occurring between the vehicle frame and the vehicle wheel to be cushioned, which benefits improved ride comfort and increased driving safety, especially on uneven surfaces.
  • the at least two spring cylinders be arranged parallel to the inner guide elements of the linear guide. This ensures reliable and comfortable suspension of the vertical movements of the vehicle wheel in a simple manner.
  • the two, four, or more spring cylinders in particular, can preferably be arranged symmetrically with respect to the wheel hub.
  • the suspension together with the linear guide, can be steered around the steering axis.
  • the suspension of the agricultural vehicle can thus also be adjusted during cornering, regardless of the steering angle of the respective vehicle wheel. This further improves the vehicle's driving stability and handling.
  • stops arranged in the area of the steering knuckle support attachment points to limit the spring travel are proposed. Such stops can be used to reliably limit the spring travel.
  • the spring travel for compression and rebound is essentially the same length. This results in a largely symmetrical suspension design. Alternatively, it may also be preferable to design the spring travel for compression and rebound with different lengths, especially in cases where a preferred direction can be defined.
  • An advantageous development of the invention further provides for the steering knuckle support to be arranged essentially vertically. This allows the springy vertical movements of the vehicle wheel to be guided precisely and in a low-wear manner via the linear guide.
  • the linear guide is arranged within the width of the rim. This advantageously results in small lever arms between the linear guide and a longitudinal plane of the wheel running through the wheel contact point. This allows for the reliable reduction of unwanted disturbing torques and the associated transverse or frictional forces acting on the linear guide, which can benefit a low-wear and maintenance-friendly design.
  • the linear guide is arranged in the longitudinal plane running through the vehicle wheel or at a distance parallel to it. With such an arrangement, the undesirable disturbing torques and the associated frictional forces can be further minimized. The loads on the components of the independent wheel suspension can be reduced, thereby increasing their service life. If the longitudinal plane of the wheel runs obliquely to the vertical, the linear guide can also be arranged at a corresponding angle to enable parallel guidance.
  • the distance between the longitudinal wheel plane passing through the vehicle wheel and the linear guide is less than one-third, in particular less than one-quarter, of the rim width.
  • the smaller the distance the shorter the lever arm between the linear guide and the wheel contact point, which potentially causes disturbing torques and adverse frictional forces.
  • the distance between the longitudinal wheel plane passing through the vehicle wheel and the linear guide can preferably also be less than one-fifth, less than one-sixth, less than one-eighth, or less than one-tenth of the rim width.
  • the linear guide can be steered together with the vehicle wheel around a steering axis.
  • Such a design enables precise, reliable Linear guidance of the vehicle wheel in any driving situation, regardless of the set steering angle or steering angle of the respective vehicle wheel.
  • the steering axis runs obliquely to the linear guide.
  • an extension of the steering axis intersects the contact patch of the vehicle wheel as close as possible to its center point, i.e., as close as possible to the wheel's longitudinal plane. This allows for stable, safe handling, particularly when cornering. Such a configuration also allows the driver to receive accurate feedback on the driving condition.
  • Another advantageous design provides that, in the plane of the rotational axis of the vehicle wheel, the distance between the linear guide and the wheel's longitudinal plane is smaller than the distance between the linear guide and the steering axis.
  • the loads acting on the components of the independent wheel suspension, particularly torques, can be reduced by such a design.
  • the wear resistance of the independent wheel suspension can thus be improved.
  • the distance between the linear guide and the wheel's longitudinal plane is less than half, preferably less than one-third, and particularly preferably less than one-quarter of the distance between the linear guide and the steering axle. This can result in a further reduction in the loads acting on the components of the independent wheel suspension.
  • the linear guide be designed as a double guide with two cylindrical inner guide elements, which are arranged on both sides of the rotational axis of the vehicle wheel.
  • a double guide with cylindrical inner guide elements allows for even load distribution and Reliable guidance of the vertical movements of the vehicle wheel relative to the vehicle frame.
  • the two cylindrical inner guide elements are arranged symmetrically with respect to the rotational axis of the vehicle wheel.
  • such cylindrical inner guide elements are comparatively easy to manufacture.
  • the linear guide be adjustable relative to the vehicle frame via a height adjustment.
  • the frame height can be adjusted vertically so that the established vegetation is affected as little as possible when the vehicle passes over it.
  • a predetermined working height of attachments or tools can be easily set via the height adjustment.
  • an independent height adjustment on each independent wheel suspension can enable slope compensation transversely and/or longitudinally to the direction of travel of the vehicle, which can prove advantageous, for example, on sloping or sloping surfaces.
  • the height adjustment has at least two adjusting elements that extend both diagonally to the steering axis and diagonally to the linear guide. These adjusting elements allow for time-saving and precise height adjustment.
  • the adjusting elements can be coupled to a vehicle control system.
  • the linear guide is adjustable via a track width adjustment transverse to a vehicle's longitudinal axis.
  • the track width of the vehicle can be easily adjusted via the track width adjustment. This allows the track width to be adjusted to different track widths or tramline systems of different agricultural areas.
  • the track width adjustment acting in the horizontal direction the plant population is protected and inter-company use of the vehicles on farmland with different specified track widths is made possible.
  • the linear guide comprise at least one at least substantially elastic bearing device.
  • the at least one inner guide element is arranged, in particular mounted, for at least partial radial and/or rotational movement.
  • the inner guide element is thereby mounted in a damped manner for radial and/or rotational movement within the linear guide, in particular relative to the second mass or the vehicle wheel.
  • the linear guide permits at least minimal or slight relative movements between the vehicle wheel, in particular the steering knuckle, and the steering knuckle bearing and/or the at least one outer guide element, in particular the inner guide elements designed as guide tubes.
  • longitudinal forces acting on the vehicle wheels and/or introduced via the vehicle wheels can be at least partially mitigated and/or compensated.
  • Such longitudinal forces can, for example, be directed parallel or transversely to the direction of travel.
  • the at least one bearing device is arranged between the at least one inner guide element and the steering knuckle support.
  • the at least one inner guide element is preferably designed in the manner of a guide tube, wherein the inner guide element has at least one additional degree of freedom in radial direction relative to the steering knuckle support by means of the bearing device. and/or rotational direction.
  • the bearing device achieves minimal or slight play for executing relative movements between the at least one inner guide element, in particular the guide tube, and the steering knuckle support. This allows frictional forces resulting within the linear guide, in particular between the inner guide element and the outer guide element, to be further reduced.
  • an elastic bearing device be arranged at each of the multiple connection points.
  • the steering knuckle support preferably has four connection points for fastening two inner guide elements of the linear guide.
  • an elastic bearing device be arranged between each of the connection points and the inner guide elements, in particular at the respective ends of the inner guide elements. This allows longitudinal forces acting on and/or within the linear guide to be absorbed and/or dampened even better.
  • the at least one elastic bearing device is designed in the manner of a rubber-metal support bearing.
  • a rubber-metal support bearing is particularly preferably formed from at least one metallic bushing and an elastomer or rubber element arranged therein.
  • Such rubber-metal support bearings are particularly robust in use and inexpensive to manufacture.
  • Fig. 1a is a perspective view of an agricultural vehicle with multiple independent wheel suspensions
  • Fig. 1 b is a side view of another agricultural vehicle with multiple independent wheel suspensions
  • Fig. 2 is a perspective view of an independent wheel suspension of an agricultural vehicle including the vehicle wheel;
  • Fig. 3 is a perspective view of the independent wheel suspension as shown in Fig. 2 without the vehicle wheel;
  • Fig. 4 is a partially sectioned rear view of the independent wheel suspension as shown in Fig. 3;
  • Fig. 5a is a sectional view of the independent wheel suspension as shown in Fig. 4;
  • Fig. 5b is a detailed view of the independent wheel suspension as shown in Fig. 5a;
  • Fig. 6ac various side views of the independent wheel suspension as shown in Fig. 3;
  • Fig. 7ab two perspective views of another independent wheel suspension
  • Fig. 8 is a partially sectioned rear view of the independent wheel suspension as shown in Fig. 7a.
  • the illustrations in Figs. 1a to 8 each show an agricultural vehicle 1 in various, partly partial and/or perspective views.
  • the agricultural vehicle 1 is a self-propelled field sprayer for applying, in particular, liquid crop protection agents and/or fertilizers on agricultural land N, for example grain fields or vegetable fields, cf. Fig. 1 a and b.
  • the agricultural vehicle 1 has a front-mounted driver's cab and comprises a storage container for receiving the substance to be applied, as well as a boom with several application devices for applying the substance across a working width behind the vehicle 1.
  • the agricultural vehicle 1 may also be another self-propelled agricultural machine, for example, a machine for soil or plant cultivation.
  • the agricultural vehicle 1 may also be an autonomously self-propelled machine, such as a field robot.
  • the agricultural vehicle 1 has a vehicle frame 10, which carries, for example, the vehicle drive, the payload, and other components and attachments of the agricultural vehicle 1.
  • the agricultural vehicle 1 further comprises a chassis 2 with several independent wheel suspensions 3.
  • the agricultural vehicle 1 is provided with a total of four vehicle wheels 5 arranged on two vehicle axles, each of which is connected to the vehicle frame 10 via an independent wheel suspension 3.
  • designs with three or more vehicle axles and/or a correspondingly increased number of vehicle wheels 5, for example six or eight vehicle wheels 5, are also conceivable.
  • a uniform height of the vehicle frame 10 can be achieved even on uneven surfaces N, which allows, for example, the uniform application of crop protection products or fertilizers in the case of field sprayers.
  • the independent wheel suspensions 3, particularly in comparison to chassis 2 with axles arranged between the vehicle wheels 5 of a track, can achieve a comparatively large clearance height below the vehicle frame 10, which prevents damage or other impairments during the crossing of tall crops can be largely avoided and the plant population can be protected.
  • the vehicle wheels 5 are each detachably attached to the agricultural vehicle 1 via a steering knuckle 14 that rotatably supports the respective wheel hub 7, see Fig. 5a and b.
  • the steering knuckle 14 further comprises a drive unit 16 and a brake unit 17 for the respective vehicle wheel 5.
  • the independent wheel suspensions 3 each comprise a linear guide 4, see, for example, Fig. 2 or Fig. 4.
  • the linear guides 4 have a low-wear design and also allow the agricultural vehicle 1 to have a stable, safe driving position even on uneven surfaces.
  • the respective linear guides 4 are designed as double guides, each with two inner guide elements 4.1, 4.2, see Fig. 3. Alternatively, more inner guide elements can also be provided.
  • the inner guide elements 4.1, 4.2 have a cylindrical shape. They are designed as pin-shaped round rods. For weight reasons, the inner guide elements 4.1, 4.2 can preferably be designed as hollow cylinders with a circular cross-section. Alternatively, the inner guide elements 4.1, 4.2 can also be made of solid material and/or have a different cross-sectional shape.
  • the inner guide elements 4.1, 4.2 are arranged on both sides of the wheel hub 7, i.e., on both sides of the rotational axis R of the vehicle wheel 5, see Fig. 3. As can also be seen from the illustration in Fig.
  • the inner guide elements 4.1, 4.2 are arranged on an X-shaped steering knuckle support 12.
  • the steering knuckle support 12, to which the steering knuckle 14 is fastened, has a total of four connection points 12.1, 12.2, 12.3, 12.4 for connecting the inner guide elements 4.1, 4.2, see Fig. 3.
  • the connection points 12.1, 12.2, 12.3, 12.4 are arranged in the region of the ends of the X-shaped or cross-shaped struts 24.1, 24.2, 24.3, 24.4 of the steering knuckle support 12.
  • the connection points 12.1, 12.2, 12.3, and 12.4 are each platform-like. They are circular in shape and have a slightly larger diameter than the inner guide elements 4.1 and 4.2.
  • the inner guide elements 4.1, 4.2 are also rigidly connected to the wheel hub 7 and the vehicle wheel 5, respectively, cf. Fig. 2 and 3.
  • Vertical movements of the vehicle wheel 5, such as those that occur during ferry operation, particularly on uneven surfaces, are transmitted directly to the inner guide elements 4.1, 4.2, so that they execute the corresponding vertical movements.
  • connection points 12.1, 12.2 and 12.3, 12.4 of the steering knuckle support 12 are located opposite one another in the vertical direction, with the respective inner guide element 4.1, 4.2 being fastened between the opposite connection points 12.1, 12.2 and 12.3, 12.4 in a substantially vertical orientation.
  • a detachable fastening of the inner guide elements 4.1, 4.2 to the connection points 12.1, 12.2, 12.3, 12.4 may be preferred.
  • the inner guide elements 4.1, 4.2 can also be fastened permanently and non-destructively detachably between the connection points 12.1, 12.2, 12.3, 12.4.
  • the inner guide elements 4.1, 4.2 are arranged coaxially to correspondingly designed outer guide elements 13.1, 13.2, see Fig. 3.
  • the outer guide elements 13.1, 13.2 are sleeve-like. They form guide tubes for the inner guide elements 4.1, 4.2 and accommodate them in an axially movable manner.
  • the outer guide elements 13.1, 13.2 encompass the inner guide elements 4.1, 4.2 on their outer circumference at least over part of the length of the inner guide elements 4.1, 4.2.
  • the inner guide elements 4.1, 4.2 are encompassed by the respective outer guide element 13.1, 13.2 over approximately half of their axial length.
  • embodiments are also conceivable in which the inner guide elements 4.1, 4.2 are only encompassed by the respective outer guide element 13.1, 13.2 over a smaller portion of their axial length, for example 2/5 or 1/3.
  • the outer guide element 13.1, 13.2 can also be formed over a larger axial length portion of the respective inner guide element 4.1, 4.2, for example 3/5 or 2/3.
  • the ratios of the axial lengths of the inner guide elements 4.1, 4.2 and the outer guide elements 13.1, 13.2 influence the available spring travel. This will be explained in more detail below with reference to the illustrations in Fig. 6a to c.
  • a design in which the outer guide elements 13.1, 13.2 are not designed to be continuous and thus have a single continuous guide area, but two or more separate guide areas, can prove to be advantageous in terms of material savings.
  • the outer guide elements 13.1, 13.2 are rigidly connected to the vehicle frame 10 in the axial direction, see Figs. 2 and 3.
  • the outer guide elements 13.1, 13.2 are each connected to a holding element 18.1, 18.2 on their side oriented towards the vehicle center or the vehicle's longitudinal axis X.
  • the holding elements 18.1, 18.2 are arranged on a steering knuckle upper part 18 and extend in a fork-like manner towards the outer guide elements 13.1, 13.2, see Fig. 3.
  • the steering knuckle upper part 18 is mounted in a steering knuckle bearing 15. see Fig. 3.
  • the steering knuckle bearing 15 is in turn rigidly connected to the vehicle frame 10.
  • the arrangement of the linear guide 4 relative to the vehicle wheel 5 is explained below with reference to the illustration in Fig. 4.
  • the linear guide 4 is arranged within the rotational contour 5 of the vehicle wheel 5.
  • the linear guide 4 is arranged at a distance Ai in the direction of the vehicle center or the vehicle longitudinal axis X from the wheel longitudinal plane E.
  • the wheel longitudinal plane E extends centrally through the width of the vehicle wheel 5, see Fig. 4.
  • the distance Ai corresponds to the length of the lever arm between the wheel contact point and the linear guide 4, which under unfavorable circumstances can lead to increased wear and/or undesirable frictional forces that reduce driving comfort.
  • the vehicle wheel 5 comprises a rim 6 and a tire 19 mounted on the rim 6, see also Fig. 1 b.
  • the rim 6 is fastened to the wheel hub 7 via fastening means.
  • the linear guide 4 is arranged within the width B of the rim 6, see Fig. 4.
  • the width B of the rim 6 generally corresponds to the width of the vehicle wheel 5.
  • embodiments are also conceivable in which the width B of the rim 6 deviates from the width of the vehicle wheel 5.
  • the distance Ai between the linear guide 4 and the wheel longitudinal plane E is, as shown in Fig. 4, significantly less than one fifth of the width B of the rim 6.
  • the smallest possible distance Ai is preferred, but the distance Ai can also be greater under challenging installation space conditions or other restrictions, for example, a quarter or a third of the width B of the rim 6.
  • FIG. 4 also shows that the linear guide 4 is arranged substantially perpendicular to the rotational axis R of the vehicle wheel 5.
  • a substantially vertically aligned linear guide 4 results.
  • Linear guide 4 is arranged at a distance Ai parallel to the wheel longitudinal plane E.
  • a linear guide 4 arranged essentially perpendicular to the rotational axis R of the vehicle wheel 5 has the advantage that its components are loaded comparatively evenly.
  • the upper and lower areas of the inner guide elements 4.1, 4.2 and the outer guide elements 13.1, 13.2 are subjected to comparably large bearing forces. This is generally not the case with a linear guide 4 arranged obliquely to the rotational axis R, since the oblique position can subject one side of the linear guide 4 to greater load. This can lead to increased wear, noise generation, and reduced driving comfort.
  • FIGs. 2 to 8 show independent wheel suspensions 3 in which the respective vehicle wheel 5 is steerable about a steering axis L.
  • the upper steering knuckle part 18 is rotatably received in a steering knuckle bearing 15 for this purpose.
  • a steering lever 18.3 extends from the upper steering knuckle part 18.
  • a steering cylinder 20 is attached to its end facing away from the upper steering knuckle part 18.
  • the steering cylinder 20 is connected to the vehicle frame 10 at its end facing away from the steering lever 18.3, for which an arm 10.1 is provided, see Fig. 3.
  • the upper steering knuckle part 18 can be pivoted about the steering axis L in a known manner.
  • the steering knuckle upper part 18 is rigidly connected to the steering knuckle carrier 12, which carries the steering knuckle 14 and, above it, the wheel hub 7 and the vehicle wheel 5, the pivoting movement about the steering axis L leads to a turning of the vehicle wheel 5.
  • the linear guide 4 can be steered together with the vehicle wheel 5 about the steering axis L, see Figs. 3 and 4.
  • the illustration in Fig. 4 also shows that the steering axis L extends obliquely to the vertical.
  • the steering axis L runs through the steering knuckle bearing 15 and through the contact point of the vehicle wheel 5 on the ground.
  • the steering axis L also runs obliquely to the linear guide 4, which extends essentially in the vertical direction.
  • the distance Ai between the linear guide 4 and the wheel longitudinal plane E is smaller than the distance A2 between the linear guide 4 and the steering axis L, see also Fig. 4.
  • the distance Ai is less than half the distance A2.
  • FIG. 5a and 5b show sectional views through the independent wheel suspension 3 in the plane of the rotation axis R, wherein in the illustration according to Fig. 5b the vehicle wheel 5 including the rim 6 is hidden.
  • the illustrations clarify the arrangement of the steering knuckle carrier 12 and the associated components steering knuckle 14, wheel hub 7 and linear guide 4.
  • the steering knuckle carrier 12 is in turn connected to the vehicle frame 10 via the outer guide elements 13.1, 13.2 and the steering knuckle upper part 18.
  • the steering knuckle carrier 12 is positioned essentially perpendicular to the rotation axis R of the vehicle wheel 5, so that it is vertically aligned with a neutral wheel camber.
  • the steering knuckle support 12 and thus also the linear guide 4 can be aligned correspondingly obliquely to the vertical.
  • the steering knuckle support 12 can also be aligned essentially vertically even if the vehicle wheel 5 is inclined.
  • the illustrations in Fig. 6a-c illustrate the range of motion of the steering knuckle support 12 for guiding and absorbing vertical movements of the vehicle wheel 5.
  • the illustration in Fig. 6a shows the steering knuckle support 12 at a normal level, in which the vehicle wheel 5 is neither compressed nor extended.
  • the illustration in Fig. 6b shows a fully compressed state, and the illustration in Fig. 6c shows a fully extended state.
  • the steering knuckle support 12 moves vertically upwards during compression. This movement is guided by the linear guide 4.
  • the outer guide elements 13.1 In the fully compressed position, the outer guide elements 13.1,
  • the stops 21.1, 21.2 are formed on the lower struts 24.2, 24.4 of the steering knuckle support 12 in the area of the connection points 12.2 and 12.4 and serve to limit the spring travel.
  • the spring travel can be adjusted via the axial lengths of the inner guide elements 4.1, 4.2 and the outer guide elements 13.1, 13.2 and the arrangement of the stops 21.1, 21.2, 21.3, 21.4.
  • the linear guide 4 is coupled to a suspension 8 for suspension of the vehicle frame 10, see Fig. 3.
  • the suspension 8 comprises two spring cylinders 8.1, 8.2, which are arranged essentially parallel to the inner guide elements 4.1, 4.2.
  • the spring cylinders 8.1, 8.2 are each arranged next to the inner guide elements 4.1, 4.2 offset in the direction of the rotation axis R of the vehicle wheel 5, see Fig. 6a-c. They are also arranged slightly offset in the direction of the vehicle longitudinal axis X.
  • the spring cylinders 8.1, 8.2, specifically their cylinder rods, are fastened at two fastening points 23.1, 23.2, which are arranged in the region of the lower end of the steering knuckle carrier 12, see Fig. 6a-c.
  • the spring cylinders 8.1, 8.2 are attached to the upper part of the steering knuckle 18.
  • This arrangement allows the suspension 8 to be steered around the steering axis L together with the linear guide 4.
  • the following section explains, based on the illustration in Fig. 3, how the components of the independent wheel suspension 3 are divided between the sprung first mass Mi and the unsprung second mass M2.
  • the upper steering knuckle part 18 is mounted in the steering knuckle bearing 15 so that it can steer about the steering axis L.
  • the steering knuckle bearing 15 is rigidly connected to the vehicle frame 10, which is why the steering knuckle bearing 15 and the upper steering knuckle part 15 are assigned to the sprung first mass Mi. Furthermore, the outer guide elements 13.1, 13.2 are also assigned to the first mass M1, since they are firmly coupled to the upper steering knuckle part 15, see Fig. 3.
  • the unsprung mass M2 includes all components of the independent wheel suspension 3 that are assigned to the vehicle wheel 5. As shown in Figs. 4 to 5b, these include, in particular, the steering knuckle 4, the wheel hub 7, the drive unit 16, the brake unit 17, and also the steering knuckle support 12.
  • the inner guide elements 4.1, 4.2 are attached to the steering knuckle support 12, which is why they are also assigned to the unsprung second mass M2.
  • connection points 12.1, 12.2, 12.3, 12.4 for fastening the inner guide elements 4.1, 4.2 of the linear guide 4 is explained below with reference to the illustration in Fig. 3.
  • the four connection points 12.1, 12.2, 12.3, 12.4 are arranged rectangularly so that the inner guide elements 4.1, 4.2 are aligned parallel and essentially vertically.
  • the connection points 12.1, 12.2, 12.3, 12.4 are provided at the ends of four X-shaped struts 24.1, 24.2, 24.3, 24.4 of the steering knuckle support 12, see Fig. 3. In comparison to a steering knuckle support 12 with a rectangular base area, the X-shaped structure results in a not inconsiderable saving of material.
  • FIG. 3 also shows that between the two lower struts 24.2 and 24.4 a larger recess than between the two upper struts 24.1 and 24.3.
  • the design of the recesses between the respective struts 24.1, 24.2, 24.3, 24.4 can be adapted in particular to the loads expected during ferry operation of vehicle 1.
  • the two lower struts 24.2 and 24.4 also each have a fastening point 23.1, 23.2 for attaching a spring cylinder 8.1, 8.2 of the suspension 8, see Fig. 6a.
  • the spring cylinders 8.1, 8.2 extend between the steering knuckle support 12 and the steering knuckle upper part 15, see Fig. 3.
  • stops 21.1, 21.2, 22.1, 22.2 are provided, which serve to limit the spring travel W, see Fig. 6a.
  • the stops 21.1, 21.2, 22.1, 22.2 interact with the upper sides and lower sides of the outer guide elements 13.1, 13.2.
  • the one-piece steering knuckle support 12 has a symmetrical structure with respect to a longitudinal center axis Y extending vertically through it, see Fig. 6b. In cross section, the steering knuckle support 12 is angled, see Fig. 5b. In particular, the steering knuckle support 12, which is arranged substantially vertically, has a concave curvature, so that a region which is close to the axis of rotation R of the vehicle wheel 5 in the radial direction is arranged closer to the vehicle longitudinal axis X than regions which are further away from the axis of rotation R in the radial direction.
  • Fig. 7a to 8 show an embodiment of the independent wheel suspension 3, which has a height adjustment 9 for adjusting the height of the vehicle frame 10.
  • the vehicle frame 10 Via the height adjustment 9, the vehicle frame 10 can be moved to a height at which it causes no or only uncritical collisions with the vegetation growing on the usable area N when driving over it. Plants or for safe road travel, the vehicle frame can be
  • the height adjustment 9 comprises two adjusting elements 9.1, 9.2, which are designed as hydraulic cylinders. By actuating the adjusting elements 9.1, 9.2, the height of the vehicle frame 10 can be adjusted.
  • the adjusting elements 9.1, 9.2 can be coupled to a control system, for example, an on-board control system of the vehicle 1.
  • adjusting elements 9.1, 9.2 can also be used that are based on a different principle, such as mechanical adjusting elements 9.1, 9.2.
  • the height adjustment 9 has two inner height guide elements 9.3, 9.4, which are guided in two correspondingly designed outer height guide elements 9.5, 9.6 (see Fig. 7b), and which ensure reliable, trouble-free guidance of the height adjustment.
  • the inner height guide elements 9.3, 9.4 and the outer height guide elements 9.5, 9.6 are arranged parallel to the adjusting elements 9.1, 9.2 (see Fig. 8).
  • the height adjustment 9, comprising the adjusting elements 9.1, 9.2, the inner height guide elements 9.3, 9.4 and the outer height guide elements 9.5, 9.6, extend both obliquely to the steering axis L and obliquely to the linear guide 4, see Fig. 8.
  • the angle enclosed between the vertical and the height adjustment 9 is smaller than the angle enclosed between the vertical and the steering axis L.
  • other angular relationships are also conceivable in this context, for example in cases where different installation space conditions exist.
  • the linear guide 4 is always arranged below the vehicle frame 10, see for example Fig. 7a and b.
  • the agricultural vehicle 1 also includes a track width adjustment 11, which is explained below using the illustrations in Figs. 2 and 5b.
  • the track width adjustment 11 allows the independent wheel suspension 3, and thus also the linear guide 4, to be moved transversely to the vehicle's longitudinal axis X. This allows different track widths to be set, so that the agricultural vehicle 1 can be used across farms on cultivated areas N with different tramline systems.
  • the track width adjustment 11 has a sliding profile 11.1, which is movable transversely to the vehicle's longitudinal axis X, see Fig. 5b.
  • the sliding profile 11.1 is movably mounted in a hollow profile 10.2 of the vehicle frame 10.
  • the steering knuckle bearing 15 is attached to the sliding profile 11.1, on which, as explained above, the entire assembly of the independent wheel suspension 3 is arranged.
  • a changed track width does not change the basic function and the fundamental angular relationships of the independent wheel suspension 3, particularly with regard to the linear guide 4 and the spring 8.
  • the independent wheel suspension 3 described above is characterized by a reliable and fault-resistant linear guide 4, in which tilting and/or other faults in the linear guide can be reliably avoided, especially under confined space conditions.
  • the linear guide 4 can comprise at least one at least substantially elastic bearing device, which, however, is neither explicitly shown nor indicated in the individual figures. Since several inner guide elements 4.1, 4.2 are provided in the illustrated embodiments, several such bearing devices are also provided. However, it should be explicitly mentioned here that even just a single such Bearing device can be provided within the linear guide 4.
  • the inner guide elements 4.1, 4.2 are arranged or mounted for at least partial radial and/or rotational movement by means of the bearing devices arranged thereon.
  • the inner guide elements 4.1, 4.2 are mounted for damped radial and/or rotational movement within the linear guide 4, in particular relative to the second mass M2 or the vehicle wheels 5.
  • the elastic bearing devices are arranged between the inner guide elements 4.1, 4.2 and the steering knuckle support 12.
  • the inner guide elements 4.1, 4.2 have at least one additional degree of freedom in the radial and/or rotational direction relative to the steering knuckle support 12. This allows at least minimal and/or slight relative movements between the inner guide elements 4.1, 4.2, in particular guide tubes, and the steering knuckle support 12. Longitudinal forces and/or impacts introduced and/or resulting via the vehicle wheels 5 can thus be particularly well mitigated and/or absorbed.
  • connection points 12.1, 12.2, 12.3, 12.4 such an elastic bearing device is arranged.
  • the steering knuckle carrier 12 shown here has four connection points 12.1, 12.2, 12.3, 12.4 for fastening the two inner guide elements 4.1, 4.2.
  • four such bearing devices are provided, with one bearing device being arranged at each of the connection points 12.1, 12.2, 12.3, 12.4.
  • an elastic bearing device may be arranged.
  • the elastic bearing device (not shown) can, for example, be designed in the manner of a rubber-metal support bearing. In particular, it consists of a metallic bushing and an elastomer or rubber element arranged therein.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne une suspension indépendante (3), notamment pour véhicule agricole (1), comprenant une première masse (M1) qui peut être disposée sur un châssis de véhicule (10) et une deuxième masse (M2) qui est supportée élastiquement par un système de suspension (8) par rapport à la première masse (M1) et qui supporte une roue de véhicule (5), les mouvements de la deuxième masse par rapport à la première masse (M1) étant guidés au moyen d'un guide linéaire (4), le guide linéaire (4) comportant un élément de guidage interne (4.1, 4.2) guidé axialement de manière mobile dans un élément de guidage externe (13.1, 13.2), et l'élément de guidage externe (13.1, 13.2) étant disposé sur la première masse (M1) et l'élément de guidage interne (4.1, 4.2) étant disposé sur la deuxième masse (M2).
PCT/EP2024/067297 2023-10-27 2024-06-20 Suspension indépendante Pending WO2025087571A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023129658.2 2023-10-27
DE102023129658.2A DE102023129658A1 (de) 2023-10-27 2023-10-27 Einzelradaufhängung

Publications (1)

Publication Number Publication Date
WO2025087571A1 true WO2025087571A1 (fr) 2025-05-01

Family

ID=91700075

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2024/067297 Pending WO2025087571A1 (fr) 2023-10-27 2024-06-20 Suspension indépendante

Country Status (2)

Country Link
DE (1) DE102023129658A1 (fr)
WO (1) WO2025087571A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB480467A (en) * 1936-12-08 1938-02-23 Joseph Michael Lyons Improvements in and connected with independent spring suspension for motor road vehicles
US4875706A (en) * 1987-09-10 1989-10-24 S.A.M.M. - Societe D'applications Des Machines Motrices Hydropneumatic suspension unit for wheeled vehicles, particularly cross-country vehicles
WO2007042870A1 (fr) * 2005-10-14 2007-04-19 Toyota Jidosha Kabushiki Kaisha Suspension intérieure de roue
US20120241230A1 (en) 2011-03-23 2012-09-27 Stephane Vidal Suspension element for self-propelled machine
US20220134826A1 (en) 2020-10-29 2022-05-05 Deere & Company Self-propelled sprayer suspension travel reduction mechanism

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9296273B2 (en) * 2013-10-14 2016-03-29 Agco Corporation Machine suspension and height adjustment

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB480467A (en) * 1936-12-08 1938-02-23 Joseph Michael Lyons Improvements in and connected with independent spring suspension for motor road vehicles
US4875706A (en) * 1987-09-10 1989-10-24 S.A.M.M. - Societe D'applications Des Machines Motrices Hydropneumatic suspension unit for wheeled vehicles, particularly cross-country vehicles
WO2007042870A1 (fr) * 2005-10-14 2007-04-19 Toyota Jidosha Kabushiki Kaisha Suspension intérieure de roue
US20120241230A1 (en) 2011-03-23 2012-09-27 Stephane Vidal Suspension element for self-propelled machine
US20220134826A1 (en) 2020-10-29 2022-05-05 Deere & Company Self-propelled sprayer suspension travel reduction mechanism

Also Published As

Publication number Publication date
DE102023129658A1 (de) 2025-04-30

Similar Documents

Publication Publication Date Title
DE19639777C2 (de) Landwirtschaftliches Fahrzeug
EP0932512A1 (fr) Suspension oscillante d'essieu
DE102013214469A1 (de) Landwirtschaftliche Verteilmaschine mit Verteilvorrichtung und System zur Steuerung der Verteilvorrichtung
EP3871909A1 (fr) Suspension à roues indépendantes orientable pourvue de support supplémentaire
EP1123821B2 (fr) Suspension à cinq bras pour une roue arrière de véhicule
EP3159194A1 (fr) Véhicule équipé de suspension d'essieu
DE10053454A1 (de) Gezogenes Gerät
EP3895918A1 (fr) Module d'essieu à largeur de voie réglable
EP1053669A1 (fr) Véhicule
DE2921365A1 (de) Unabhaengige radaufhaengung
EP0647554A2 (fr) Direction désactivable pour essieux
DE69812923T2 (de) Vorderachsaufhängung
DE4129715A1 (de) Anlenkung einer abgefederten, gelenkten achse fuer gelaendegaengige fahrzeuge
WO2025087571A1 (fr) Suspension indépendante
WO2025087603A1 (fr) Véhicule agricole à suspension de roue indépendante
DE102020105379A1 (de) Lenkbare Einzelradaufhängung mit Tragvorrichtung
DE102020105380A1 (de) Lenkbare Einzelradaufhängung mit Federeinrichtung
WO2008074292A1 (fr) Suspension de roue
DE19517074A1 (de) Radaufhängung für Kraftfahrzeuge
DE3024845C2 (de) Lenkbare Dämpferbeinachse für Personenkraftwagen
EP0993382A1 (fr) Suspension d'essieu pour essieux rigides de vehicules
DE2011371C2 (de) Einzelradaufhängung für einzeln antreibbare lenkbare Fahrzeugräder
DE102022115141A1 (de) Landwirtschaftliches Fahrzeug
EP0754576B1 (fr) Suspension d'un essieu directeur d'un véhicule tout-terrain
EP4014708A1 (fr) Pulvérisateur agricole

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 24736700

Country of ref document: EP

Kind code of ref document: A1