Field of Invention

The invention relates to a wheel suspension. The invention further relates to a vehicle comprising the wheel suspension.

Background

The automotive industry is on the forefront of research and development in order to improve vehicle safety, comfort and efficiency, to name a few examples.

In practice, for each new vehicle it is typical that existing automotive parts from other vehicle models are used in order to reduce development and production costs. However, even the reuse of existing parts in the development of vehicles has come under pressure due to the demand for low- cost and shorter development cycles.

Reusing existing parts still limits the development of new vehicles on a singular level in that the existing automotive parts have preset and standardized design characteristics which limits improvements to the new vehicle at an early stage of development.

Particularly wheel suspensions are one of said standardized automotive parts which are consistently reused in new vehicles due to their substantial design and engineering cost and strict safety requirements. Existing wheel suspensions are expensive and lack short term design freedom which meets the short development cycles of vehicles.

Summary

It is an object of the invention to provide a modular wheel suspension platform wherein a wheel suspension is modular in construction.

The invention provides for this purpose a multiple-configuration wheel suspension configurable into at least a first configuration and a second configuration. The wheel suspension is configured for connection to a frame of a vehicle comprising at least one wheel assembly. In the first configuration the wheel suspension comprises at least two connections configured to be coupled between the frame and the wheel assembly such that the connections are arranged in a substantially transverse direction of the vehicle, wherein the at least two connections are selected from any one of a first actuator and a first rod. In the second configuration, the first actuator or the first rod of the first configuration are modularly interchanged with a second rod or a second actuator, respectively. The first actuator and the first rod, and the second rod and the second actuator correspond, respectively.

The modular interchangeability of the first actuator or rod with a second rod or actuator has the advantage that the wheel suspension is configurable in a plurality of configuration, noticeably in at least a first configuration and a second configuration. The first actuator is modularly interchangeable with a second rod in order to change the wheel suspension from a first configuration to a second configuration, and vice versa. This thus allows to construct the multiconfiguration wheel suspension in a highly modular manner. The corresponding interchangeability of the first actuator or first rod with a second rod or a second actuator respectively further allows to limit the amount of required parts to assemble the wheel suspension. Put differently, with a limited amount of parts, a plurality of wheel suspension are configurable in a plurality of configurations. This allows to standardize design a production of the wheel suspension whilst maintaining the modularity thereof. Also, the corresponding modular interchangeability of the connections also simplifies the assembly of the wheel assembly, reducing the construction cycle of each wheel suspension.

Preferably, a first connection of the at least two connections is configured to be connected between the frame and at a position of the wheel assembly in a zone in front of or behind the wheel axle as seen in the direction of travel. In this way, the multi-configuration wheel suspension provides steering functionality in a modular way. Particularly, both a passive and an active steering functionality may be provided depending on the requirements of the vehicle. This advantage is based on the insight that when the first connection is a first actuator, active steering is implementable in a simple manner and when the first actuator is modularly interchanged with a second rod a passive steering is implementable in a simple manner. In passive steering the steering wheel is connected at the position of the frame to a reciprocally movable first connection being the second rod so as to thus determine the steering angle of the wheels. More preferably, the first connection is connected to the wheel assembly at or below the level of the wheel axle. The transfer of forces is in this way optimized.

Preferably, a second connection of the at least two connections is configured to be connected between the frame and at a position of the wheel assembly substantially in line with the wheel axle.

Preferably, the multiple-configuration wheel suspension further comprises a third connection configured to be arranged between the frame and the wheel assembly in a zone above the wheel axle. More preferably, the third connection comprises any one of a first actuator and first rod being modularly interchangeable with a second rod and second actuator respectively. On the one hand the third connection may be a first rod in a first configuration providing a rigid support around which the wheel may camber. On the other hand, when the third connection is a first actuator the camber position of the wheel can be kept optimal at any position of the suspension.

Preferably, the at least two connections are configured to be pivotally connectable to the frame. In this way the connection can freely rotate relative to the frame

Preferably, the at least two connections are configured to be pivotally connectable to the wheel assembly. In this way the connection can freely rotate relative to the wheel assembly

Preferably, the first rod and/or the second rod are a rod having a fixed length.

Preferably, each selected actuator is a linear actuator. An example of a linear actuator is a hydraulic cylinder or an electromechanical cylinder. Linear actuators are highly suitable for absorbing and transmitting linear forces. Linear actuators further allow changes to the length of the actuator such that the track width can be changed between a narrow track and a wide track.

According to a further aspect the invention provides a vehicle comprising one or more multiple configuration wheel suspension as described here above.

According to a further aspect a method for modularly configuring a wheel suspension into N amount of configurations is provided. The wheel suspension comprises at least two connections configured to be coupled to a frame of a vehicle comprising at least one wheel assembly, the method comprising performing the following steps for each configuration of the N amount of configurations:

- selecting a first connection of the at least two connections from a first list comprising a group of interchangeable parts that are modularly interchangeable with each other, wherein the group of parts comprises at least a first actuator and a first rod;

- selecting a second connection of the at least two connections from a second list comprising a group of interchangeable parts that are modularly interchangeable with each other, wherein the group of parts comprises at least a second actuator and a second rod;

- configuring the wheel suspension by coupling the selected first connection and the selected second connection between the frame and the wheel assembly. Preferably, the method further comprises configuring the wheel suspension into a first configuration, wherein the first configuration is at least a steering configuration such that the wheel assembly is steerable, by selecting a first actuator as the first connection and connecting the first connection between the frame and at a position of the wheel assembly in a zone in front of or behind the wheel axle as seen in the direction of travel.

Preferably, the step of configuring the first configuration of the wheel suspension further comprises connecting the first connection to the wheel assembly at or below the level of the wheel axle.

Preferably the method comprises configuring the wheel suspension into a second configuration, wherein the second configuration is at least an adjustable track width configuration such that the trackwidth of the wheel assembly is adjustable, by selecting a second actuator as the second connection and connecting the second connection between the frame and at a position of the wheel assembly substantially in line with the wheel axle.

Preferably, the method further comprises configuring a wheel suspension into at least a third configuration of the N amount of configurations, wherein the wheel suspension comprises at least three connections: selecting a third connection of the at least three connections from a third list comprising a group of interchangeable parts that are modularly interchangeable with each other, wherein the group of parts comprises at least a third actuator and a third rod; configuring the wheel suspension into the third configuration by coupling the selected third connection between the frame and the wheel assembly in a zone above the wheel axle. Preferably, the step of configuring the third configuration of the wheel suspension further comprises configuring the wheel suspension as a variable camber configuration by selecting a third actuator as the third connection.

Preferably, a group of interchangeable parts is based on common part geometries for the parts in at least one of the first list and the second list for each configuration of the N amount of configurations of the wheel suspension.

Brief description of the figures

The accompanying drawings are used to illustrate presently preferred non-limiting exemplary embodiments of devices of the present invention. The above and other advantages of the features and objects of the invention will become more apparent and the invention will be better understood from the following detailed description when read in conjunction with the accompanying drawings, in which: Figure 1 shows a perspective view of a vehicle chassis comprising a first wheel suspension and a second wheel suspension according to a preferred embodiment;

Figure 2 shows a perspective view, seen from above, of the first wheel suspension according to a preferred embodiment;

Figure 3 shows a perspective view, seen from below, of the first wheel suspension of figure 2;

Figure 4 shows a perspective view, seen from above, of the second wheel suspension according to a preferred embodiment;

Figure 5 shows a perspective view, seen from below, of the second wheel suspension of figure 4. of embodiments

Figure 1 shows a perspective view of a vehicle chassis 1 comprising a first wheel suspension 100 and a second wheel suspension 500. The vehicle chassis 1 forms a part of a vehicle. Said vehicle may comprise three or four wheels. The first wheel suspension 100 can be a front wheel suspension. The second wheel suspension 500 can be a back wheel suspension. Although the first and second wheel suspension are illustrated in different configurations, they can both have substantially the same configuration. The first and second wheel suspension 100, 120 are configured for connection to the frame 1 of a vehicle, particular the vehicle chassis.

The illustrated wheel suspensions 100, 500 are multiple-configuration wheel suspensions, wherein said wheel suspensions are configurable into at least a first configuration and a second configuration. In the context of figures 2, 3, 4 and 5 it is noted that both the first and second wheel suspension are respectively configurable in at least a first configuration and a second configuration. A multiple-configuration wheel suspension is a wheel suspension which is readily and easily manufacturable based on a plurality of interchangeable components such that the wheel suspension can embody multiple different functionalities depending on the configuration in which the wheel suspension is constructed without substantial re-engineering and redesign is required for each of the different configurations. The multiple-configuration wheel suspension provides a modular platform which serves the purpose of simplifying construction of wheel suspensions and providing a plurality of configurations based on a limited amount of parts.

Both the first wheel suspension 100 and the second wheel suspension 500 are illustrated in a configuration where said suspension has a variable track width, this configuration may be the first configuration. In this context, variable track width is defined as wheel suspension having a track width which is adjustable between a narrow track and a wide track. Two laterally adjacent wheels, i.e. wheels 2 and 3, and wheels 4 and 5 respectively define a track width. The track width for the first wheel suspension 100 and the second wheel suspension 500 can be different. For example, the first wheel suspension 100 may have a more narrow track width than the second wheel suspension 500. It is noted that the greater the track width, the wider the vehicle and the more stable the road holding. The greater the track width however, the more space the vehicle will take up. The narrower the track width, the narrower the vehicle and the less stable the road holding. The narrower the track width however, the less space the vehicle will take up. It will be apparent that other factors can also influence the stability of a vehicle.

Figure 2 shows a perspective view, seen from above, of the first wheel suspension 100 according to a preferred embodiment. Figure 4 shows a perspective view, seen from above, of the second wheel suspension 500 according to a preferred embodiment. It will be clear that the first and second wheel suspensions are interchangeable. The second wheel suspension may also be positioned in the front portion of the vehicle to form a front wheel suspension, for example. The usage of the words “first”, “second”, “third”, etc. does not indicate any ordering or priority. These words are to be interpreted as names used for convenience.

Aspects of the first and second wheel suspensions 100, 500 as well as at least their first and second configurations will be simultaneously elaborated in favour of a concise description.

Notwithstanding the different orientations of the components in the first and second wheel suspension, both the first wheel suspension 100 and second wheel suspension 500 are configurable in at least a first configuration and second configuration.

Figures 2, 3, 4 and 5 show that the first wheel suspension 100 comprises at least two connections 110, 120 and that the second wheel suspension 500 comprises at least two connections 510, 520. The two connections 110, 120, 51, 520 are coupled between the frame (not shown in figures 2, 3, 4 and 5) and a wheel assembly. The wheel assembly may for example comprise a wheel, a knuckle 6, a brake system for the purpose of braking rotation of the wheel (for instance by means of a brake disc or brake drum), or an electric motor (for driving the vehicle). Each of the wheels rotate around and axle connected to the wheel assembly 6. The at least two connections 110, 120, 510, 520 are coupled between the frame and the wheel assembly such that the connections 110, 120; 510, 520 are arranged in a substantially transverse direction of the vehicle.

The in figures 2 and 3 illustrated first wheel suspension 100 comprises three connections 110, 120, 130 configured to be coupled between the frame 1 and the wheel assemblies 2 and 4. These at least two connections may be referred to a first connection 110 and a second connections 120. Similarly, in figures 4 and 5 is shown that the second wheel suspension 500 comprises two connections, i.e. a first connection 510 and a second connection 520. In other words, the first and second wheel suspensions 100, 500 comprise at least two connections 110, 120, 510, 520. As described here above, the connections are connected between the chassis and the wheel assembly. Moreover, the at least two connections 110, 120, 510, 520 are selected from any one of a first actuator and a first rod. In the figures all the connections are illustrated as first actuators. However, any one of the connections may be a first rod in the illustrated first configuration. According to an example, the first connection 110 may be a first rod rather than the illustrated actuator in figures 2 and 3. A first rod preferably has a fixed length.

The first connection 110 is preferably connected to the wheel assembly at a predetermined distance of a central zone of the wheel assembly, seen in a longitudinal direction of the vehicle. The first connection 110 may be connected in front of the wheel assembly 6 or behind the wheel assembly 6, seen in a travel direction of the vehicle. Put differently, the first connections may be connected before or after the wheel axle as seen in the direction of travel. This allows to turn the wheel assembly, and by extension the wheel, around a, preferably central and substantially vertically erect, axis. It is noted that the longitudinal direction of the vehicle is typically aligned with the travel direction of the vehicle and perpendicular to the transverse direction of the vehicle. In the illustrated example, the first connection 110 is an actuator. The first connection 110 thus allows to turn the wheel and to steer the vehicle left and right. This allows to implement an active steering in simple manner. The advantage of active steering is that it can be implemented on a wheel by wheel basis. A further advantage of active steering is that it can be applied digitally by a control module in order to perform predetermined algorithms and thus increase the stability of vehicle 1. Via this active steering new forms of skid control, brake control or four-wheel steering can be implemented. Braking of the vehicle can be obtained by giving a so-called towin. This means that the right wheel is steered to the left while the left wheel is steered to the right. An automatic braking is hereby achieved without braking the wheel itself via a conventional braking system. The suspension of the invention can in this way form a backup system for the braking system. In order to bridge the predetermined distance, a further connecting means 7 may be provided between the wheel assembly 6 and the first connection 110.

As described here above, the first wheel suspension 100 is in figures 2 and 3 configured in its first configuration. The first wheel suspension 100 is also configurable in a second configuration (not shown). In the second configuration, the first actuator 110 of the first configuration are modularly interchanged with a second rod (not shown). The first actuator 110 and the second rod correspond. It will be clear that when the first wheel suspension 100 comprises a first rod as the first connection 110 in the first configuration, the first rod is modularly interchanged with a second actuator. When the first actuator is modularly interchanged with a second rod a passive steering is implementable, which is steering which is connected to the steering wheel and with which the driver can steer normally, wherein the steering wheel is connected at the position of the frame to a reciprocally movable first connection 110 being the second rod so as to thus determine the steering angle of the wheels. Contrary to active steering, passive steering has the same influence on the two wheels which it steers.

The choice of the wheel suspension being configurable into at least a first configuration and a second configuration is made when the wheel suspension is assembled. The corresponding interchangeability of the first actuator or first rod with a second rod or a second actuator respectively allows to limit the amount of required parts to assemble the wheel suspension. Put differently, with a limited amount of parts, a plurality of wheel suspensions are configurable in a plurality of configurations. The corresponding modular interchangeability of the connections also simplifies the assembly of the wheel assembly.

Similarly to the first wheel suspension 100, the first connection 510 of the second wheel suspension 500, illustrated in figures 4 and 5, is modularly interchangeable. The first connection 510 is illustrated as a first actuator and may be modularly interchanged with a second rod (not shown). In the case of the first connection 510 being a first rod, the first rod may be modularly interchanged with a second actuator.

When the first wheel suspension 110 and the second wheel suspension 510 are provided with first actuators four-wheel steering can be obtained in simple manner. In four-wheel steering it is known to have the rear wheels steer counter to the front wheels at low speed in order to thus reduce the turning circle. At high speed the rear wheels co-steer with the front wheels in order to increase stability. This can be implemented in very simple manner with the first and second wheel suspensions 100, 500 controlling the actuators.

Each selected first and second actuator may be a linear actuator, more specifically a hydraulic or electromechanical cylinder. The cylinder has a housing and a piston here. The piston can be retracted into and extended from the housing by means of a hydraulic or electromechanical drive so as to thus change the length of actuator.

The second connection 120, 520 of the at least two connections, illustrated in figures 2, 3, 4, and 5, are preferably configured to be connected between the frame and at a position of the wheel assembly substantially in line with the wheel axle. Similarly to the first connection of the at least two connections, the second connection is also modularly interchangeable between a first actuator or a first rod in a first configuration and a second actuator or a second rod in the second configuration. For example, the second connection 1 0, 520 is illustrated in the figures as a first actuator but may be interchanged with a second rod when the wheel suspension is required in the second configuration and vice versa, as has been elucidated with respect to the first connection.

When the second connection 120, 520 is a first actuator, as shown in the figures, the wheel suspension is configured to allow adjustment of the track width of the vehicle. The track width is for example adjustable between a narrow track position and a wide track position. This is the result of the actuators which are connected rotatably as well as extendably to the frame of the vehicle. In the narrow track position the first actuators forming the second connections 120, 520 are substantially or fully retracted. In the wide track position the first actuators forming the second connections 120, 520 are substantially or fully extended. The skilled person will appreciate here that intermediate positions, wherein the vehicle has a track width lying between the shown narrow track position and the wide track position, can also be taken up by only partially extending actuators. It will be apparent in this context that a wheel can also be steered by operating the first actuator forming the second connections relative to the first connection 110, 510. It is the movement of the first connection 110, 510 relative to the second connection 110 which results in a steering of the wheel. The relative movement can be initiated here by the actuator forming any one of the first and second connection, or a combination thereof.

Figures 2, 3, 4 and 5 show that the second connection 120, 520 may be configured to be connected between the frame and at a position of the wheel assembly substantially in line with the wheel axle. It is noted that the second connection is connected in line with the wheel axle, or, put differently, connected near the wheel axle, but the second connection itself is not required to be oriented such that it lies in line with the wheel axle. In the figures is shown that the two connections form an angle with respect to the wheel axle, particularly an oblique angle.

In order to rigidly support the connections, bracing elements may be provided via which the actuators may be rigidly connected to the chassis.

In addition to the two connections 110, 120, the wheel suspension may comprise a third connection 130, as is shown in figures 2 and 3. In each of the illustrated cases, the third connections are arranged in a substantially transverse direction of the vehicle and are selected from a first actuator or a first rod in the illustrated first configurations. The third connection 130 allows to optimally control a camber of the wheel assembly, and by extension the wheel. On the one hand the third connection 130 may be a first rod in a first configuration providing a rigid support around which the wheel may camber. On the other hand, when the third connection is a first actuator the camber position of the wheel can be kept optimal at any position of the suspension. Because the second and third connections are formed by actuators (which can retract and extend), it is even possible to implement an active camber control. In this way the modularity of the wheel suspension is further increased. The road holding of the vehicle, particularly when negotiating a bend, can hereby be considerably improved. Active camber control is applied in practice only on super sports cars because active camber control via a conventional suspension is highly expensive and complex. With the multi-configuration wheel suspension active camber control becomes simple and inexpensive to realize together with a variable track width. A camber position of the wheel is determined by the angular position of the wheel relative to the longitudinal axis of the vehicle, which is typically in line with the direction of travel. The camber position determines the position of the tread of the tire of the wheel relative to the ground surface. It will be apparent that, the more the tread of the tire of the wheel runs parallel to the ground surface, the better the weight of vehicle is distributed over the surface area of the wheel, and so the better the grip. The optimal camber position of the wheel can be influenced in practice by different causes/conditions and an example hereof is the suspension of the wheel, negotiation of a bend with the vehicle and the steering position of the wheel. When for instance a bend is taken at high speed, the tire will deform and thereby no longer lie flat with its tread on the ground surface. The optimal camber position is defined as that position of the wheel in which the tread of the band of the wheel lies flat on the ground surface. Any deviation from or influencing of the optimal camber position of the wheel has a negative effect here on the grip of the wheel on the ground surface. It is noted in this context that having an actuator as the second and third connections 120, 130 is sufficient to control camber. In that sense the multi-configuration wheel suspension is also configurable in a first and second configuration using the second and third connections 120, 130.

Figures 1 to 5 further illustrate that the at least two connections 110, 510, 120, 520, 130 may be configured to be pivotally connectable to the frame 1. In this way the connection can freely rotate relative to the frame. Also the at least two connections 110, 510, 120, 520, 130 may be configured to be pivotally connectable to the wheel assembly, such that the two connections may freely rotate relative to the wheel assembly. A pivotable connection may be realized through a bushing or the like. When the connections 110, 510, 120, 520, 130 are embodied as actuators between two such pivotal connections, mainly forces will be transmitted to the actuator which are in line with the longitudinal direction of the actuator. The actuator can hereby be used optimally, i.e. to transfer forces in the longitudinal direction of the actuator. The description and drawings merely illustrate the principles of the present invention. It will thus be appreciated that those skilled in the art will be able to devise various arrangements that, although not explicitly described or shown herein, embody the principles of the present invention and are included within its scope. Furthermore, all examples recited herein are principally intended expressly to be only for pedagogical purposes to aid the reader in understanding the principles of the present invention and the concepts contributed by the inventor(s) to furthering the art, and are to be construed as being without limitation to such specifically recited examples and conditions. Moreover, all statements herein reciting principles, aspects, and embodiments of the present invention, as well as specific examples thereof, are intended to encompass equivalents thereof.

It should be noted that the above-mentioned embodiments illustrate rather than limit the present invention and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word “comprising” does not exclude the presence of elements or steps not listed in a claim. The word “a” or “an” preceding an element does not exclude the presence of a plurality of such elements. The present invention can be implemented by means of hardware comprising several distinct elements and by means of a suitably programmed computer. In claims enumerating several means, several of these means can be embodied by one and the same item of hardware.

In the present invention, expressions such as “comprise”, “include”, “have”, “may comprise”, “may include”, or “may have” indicate existence of corresponding features but do not exclude existence of additional features.

Whilst the principles of the present invention have been set out above in connection with specific embodiments, it is to be understood that this description is merely made by way of example and not as a limitation of the scope of protection which is determined by the appended claims