阅读说明：本技术 用于车辆中的车轮悬架的多支臂控制臂 (Multi-arm control arm for a wheel suspension in a vehicle ) 是由 托马斯·艾布拉姆 盖尔·兰纳胡德 弗罗德·保尔森 于 2020-03-18 设计创作，主要内容包括：本发明包括用于车辆中的车轮悬架的多支臂控制臂,其包括用于将多支臂控制臂连接到车辆的车轴架的第一控制臂支臂和第二控制臂支臂,并包括用于将多支臂控制臂连接到车辆的轮架的第三控制支臂和第四控制臂支臂,其中第一控制臂支臂和/或第三控制臂支臂包括长形孔,其中第二控制臂支臂和/或第四控制臂支臂包括一个附加的长形孔,其中,该长形孔和该附加的长形孔彼此对准,其中长形孔和该附加的长形孔定义了多支臂控制臂相对于车轴架的运动路径,其中,多支臂控制臂包括至少一个固定元件,该固定元件穿过长形孔和附加的长形孔,并且适于将多支臂控制臂相对于车轴架固定在运动路径上的运动位置,以设置控制臂的外倾角和/或轨道。(The invention comprises a multi-arm control arm for a wheel suspension in a vehicle, comprising a first control arm and a second control arm for connecting the multi-arm control arm to an axle carrier of the vehicle, and comprising a third control arm and a fourth control arm for connecting the multi-arm control arm to a wheel carrier of the vehicle, wherein the first control arm and/or the third control arm comprises an elongated hole, wherein the second control arm and/or the fourth control arm comprises an additional elongated hole, wherein the elongated hole and the additional elongated hole are aligned with each other, wherein the elongated hole and the additional elongated hole define a movement path of the multi-arm control arm relative to the axle carrier, wherein the multi-arm control arm comprises at least one fixing element which passes through the elongated hole and the additional elongated hole and is adapted to fix the multi-arm control arm in relation to the movement path of the axle carrier, to set the camber angle and/or the trajectory of the control arm.)

1. A multi-arm control arm (100) for a wheel suspension in a vehicle,

comprising a first control arm (109-1) and a second control arm (109-2), wherein said first control arm (109-1) and said second control arm (109-2) are adapted to connect said multi-arm control arm (100) to an axle carrier (107) of said vehicle, and

comprising a third control arm (109-3) and a fourth control arm (109-4), wherein said third control arm (109-3) and said fourth control arm (109-4) are adapted to connect said multi-arm control arm (100) to a wheel carriage (105) of said vehicle,

wherein the first control arm (109-1) and/or the third control arm (109-3) comprises an elongated hole (111-1, 111-3), the second control arm (109-2) and/or the fourth control arm (109-4) comprises an additional elongated hole (111-2, 111-4), wherein the elongated hole (111-1, 111-3) and the additional elongated hole (111-2, 111-4) are aligned with each other, wherein the elongated hole (111-1, 111-3) and the additional elongated hole (111-2, 111-4) define a movement path (110) of the multi-arm control arm (100) relative to the axle carrier (107) and/or relative to the wheel carrier (105); and is

Wherein the multi-boom control arm (100) comprises at least one fixing element (113), which at least one fixing element (113) passes through the elongated hole (111-1, 111-3) and the additional elongated hole (111-2, 111-4) and is adapted to fix the multi-boom control arm (100) in a movement position on the movement path (110) with respect to the wheel carrier (107) and/or with respect to the wheel carrier (105) for setting a control arm camber angle and/or a track.

2. The multi-arm control arm (100) according to claim 1, characterized in that the multi-arm control arm (100) comprises a guide element (117, 117-1, 117-2) formed at the first, second, third and/or fourth control arm (109-1, 109-2, 109-3, 109-4), wherein the at least one fixing element (113) is adapted to abut against the guide element (117, 117-1, 117-2) to guide the multi-arm control arm (100) into a movement position on the movement path (110) relative to the axle frame (107) and/or the wheel frame (105) and to set the control arm camber angle and/or the trajectory, wherein the guide element (117, 117-1, 117-2) is in particular identical to the first, the second, third and/or fourth control arm support arms (109-1, 109-2, 109-3, 109-4) are integrally formed.

3. The multi-arm control arm (100) according to claim 2, wherein each of the guide elements (117, 117-1, 117-2) formed at the first, second, third and/or fourth control arm arms (109-1, 109-2, 109-3, 109-4) comprises a first guide element (117-1) and a second guide element (117-2), wherein the first guide element (117-1) and the second guide element (117-2) are arranged at sides of the respective elongated holes (111-1, 111-2, 111-3, 111-4) facing away from each other, wherein the first and second guide elements (117-1, 117-2) are arranged in particular at the respective elongated holes (111-1, 111-2, 109-2), 111-2, 111-3, 111-4).

4. The multi-arm control arm (100) according to claim 2 or 3, wherein the guide elements (117, 117-1, 117-2) are formed as protrusions, in particular ribs, in particular on the outer side (123) of the control arm of the respective control arm (109-1, 109-2, 109-3, 109-4).

5. The multi-arm control arm (100) according to any one of the preceding claims, wherein the at least one fixing element (113) comprises a bolt (113-1) and an eccentric element (113-2), in particular an eccentric disc, which eccentric element (113-2) is connected to the bolt (113-1) in a rotation-proof manner, wherein the bolt (113-1) can be guided through a first elongated hole (111-1) formed in the first control arm (109-1), through a carriage opening (107-1) of the carriage (107) and through a second elongated hole (111-2) formed in the second control arm (109-2) to guide the multi-arm control arm (100) relative to the carriage (107) to the movement position on the movement path (110), and setting the camber angle and/or orbit of the control arm; and/or

Wherein the bolt (113-1) can be guided through a third elongated hole (111-3) formed in the third control arm (109-3), through a wheel frame opening (105-1) of the wheel frame (105) and through a fourth elongated hole (111-4) formed in the fourth control arm (109-4) to guide the multi-arm control arm (100) relative to the wheel frame (105) to the movement position on the movement path (110) and to set the control arm camber angle and/or the track; wherein in particular the eccentric element (113-2), in particular an eccentric disc, connected in a rotationally fixed manner to the bolt (113-1) is adapted to abut against the guide element (117, 117-1, 117-2) in order to guide the multi-arm control arm (100) to the movement position on the movement path (110) relative to the wheel carrier (105) and/or the axle carrier (107) and to set the control arm camber angle and/or the track.

6. The multi-boom control arm (100) according to any one of the preceding claims 2-5, characterized in that when the fixing element (113) is rotated, the fixing element (113), in particular the eccentric element (113-2) connected to the bolt (113-1) in a rotation-proof manner slides along the guide element (117, 117-1, 117-2) to move the multi-boom control arm (100) along the movement path (110) relative to the wheel carrier (107) and/or the wheel carrier (105).

7. The multi-arm control arm (100) according to any one of the preceding claims, a fifth fixed opening (111-5) is formed in the third control arm (109-3), and a sixth fixing opening (111-6) is formed in the fourth control arm (109-4), wherein the fifth and sixth fixing openings (111-5, 111-6) are arranged in alignment with each other and the multi-arm control arm (100) comprises a component fixing element (112-2), the component fastening element (112-2) passing through the fifth and sixth fastening openings (111-5, 111-6) and a component opening (114-1) of a vehicle component (114) of the vehicle, to secure the multi-arm control arm (100) to the vehicle component (114).

8. The multi-boom control arm (100) according to any one of the preceding claims, wherein each of the elongated holes (111-1, 111-2, 111-3, 111-4) extends along a longitudinal direction (115-1) of the multi-boom control arm (100), wherein the longitudinal direction (115-1) of the multi-boom control arm (100) extends from the first control arm (109-1) to the third control arm (109-3) opposite to the first control arm (109-1), wherein the at least one fixing element (113) passes through the first and second elongated holes (111-1, 111-2) and/or the third and fourth elongated holes (111-3, 111-4) and is adapted to guide the multi-boom control arm (100) to an indexing position relative to the axle frame (107) and/or the wheel frame (105) relative to the first and second elongated holes (111-1, 111-2) and/or the third and fourth elongated holes (111-3, 111-4) -said movement position on a horizontal movement path (110) extending in said longitudinal direction (115-1) of the control arm for setting the camber angle and/or the trajectory of said control arm.

9. The multi-boom control arm (100) according to any one of the preceding claims 1-7, characterized in that each of the elongated holes (111-1, 111-2, 111-3, 111-4) extends in a vertical direction (115-2) of the multi-boom control arm (100), wherein the vertical direction (115-2) of the control arm extends from a control arm lower side (119) to a control arm upper side (121) of the multi-boom control arm (100), wherein the at least one fixation element (113) passes through the first and second elongated holes (111-1, 111-2) and/or the third and fourth elongated holes (111-3, 111-4) and is adapted to fix the multi-boom control arm (100) relative to the truck bed (107) and/or relative to the truck bed (105) on a vertical movement path extending in the vertical direction (115-2) of the control arm (110) To set the camber angle and/or the trajectory of the control arm.

10. The multi-arm control arm (100) according to any of the preceding claims, characterized in that the multi-arm control arm (100) comprises a first connecting part (101-1), the first connecting portion (101-1) connects the first control arm (109-1) and the third control arm (109-3), wherein the multi-arm control arm (100) comprises a second connecting part (101-2), the second connecting part (101-2) connecting the second control arm (109-2) and the fourth control arm (109-4), wherein the multi-arm control arm (100) comprises a connection element (102), in particular a connection plate, the connecting element (102) connects the first connecting portion (101-1) and the second connecting portion (101-2).

11. A multi-legged control arm (100) according to claim 10, characterized in that the connection element (102) comprises a first connection element edge (131-1), the first connection element edge (131-1) being at least partly flush with the first connection portion (101-1) or protruding outside the first connection portion (101-1), and/or the connection element (102) comprises a second connection element edge (131-2), the second connection element edge (131-2) being at least partly flush with the second connection portion (101-2) or protruding outside the second connection portion (101-2).

12. The multi-boom control arm (100) according to any one of the preceding claims, wherein the multi-boom control arm (100) comprises a single fixation element (113), wherein the single fixation element (113) passes through a first elongated hole (111) formed in the first control arm boom (109-1) and a second elongated hole (111-2) formed in the second control arm boom (109-2) aligned with the first elongated hole (111-1), wherein the single fixation element (113) is adapted to fix the multi-boom control arm (100) in the movement position on the movement path (110) relative to the axle bracket (107) to set the camber angle and/or the trajectory of the control arm, or wherein the single fixation element (113) passes through a third elongated hole (111-3) formed in the third control arm boom (109-3) and a second elongated hole (111-2) formed in the movement path (110), or wherein the single fixation element (113) passes through a third elongated hole (111-3) formed in the third control arm boom (109-3) and a third elongated hole formed in the second control arm ( A fourth elongated hole (111-4) in the fourth control arm (109-4) aligned with the third elongated hole (111-3), wherein the single fixing element (113) is adapted to fix the multi-arm control arm (100) in the movement position on the movement path (110) relative to the wheel carriage (105) for setting the camber angle and/or the track of the control arm, and wherein the multi-arm control arm (100) comprises a bearing, in particular a rubber bearing, adapted to connect a control arm (109-1, 109-2, 109-3, 109-4) which is not fixed by the fixing element (113) to the wheel carriage (105) or the axle carriage (107).

13. A method (200) for manufacturing a multi-arm control arm (100) for a wheel suspension of a vehicle, characterized in that the method comprises the following method steps,

providing (201) a control arm front body comprising a first control arm (109-1) and a second control arm (109-2), wherein the first control arm (109-1) and the second control arm (109-2) are adapted to connect the multi-arm control arm (100) to an axle carrier (107) of the vehicle, and comprising a third control arm (109-3) and a fourth control arm (109-4), wherein the third control arm (109-3) and the fourth control arm (109-4) are adapted to connect the multi-arm control arm (100) to a wheel carrier (105) of the vehicle; and

-forming (203) an elongated hole (111-1, 111-3) in the first control arm (109-1) and/or the third control arm (109-3), and-forming an additional elongated hole (111-2, 111-4) in the second control arm (109-2) and/or the fourth control arm (109-4), wherein the elongated hole (111-1, 111-3) and the additional elongated hole (111-2, 111-4) are aligned with each other to obtain the multi-arm control arm (100).

14. The method (200) according to claim 13, wherein the method (200) further comprises the following method steps,

-forming (205) a guide element (117, 117-1, 117-2) at the first, second, third and/or fourth control arm limb (109-1, 109-2, 109-3, 109-4), wherein the guide element (117, 117-1, 117-2) is formed in particular on the sides of the respective elongated hole (111-1, 111-2, 111-3, 111-4) facing away from each other, wherein the forming (203) of the elongated hole (111-1, 111-2, 111-3, 111-4) takes place in particular after the forming (205) of the guide element (117, 117-1, 117-2).

15. The method (200) of claim 14, wherein the forming (205) of the guide element (117, 117-1, 117-2) is performed as part of a cold forging process.

16. Method (200) according to claim 15, characterized in that the cold forging process comprises applying a lower tool on the side of the multi-arm control arm (100) remote from the guide element (117, 117-1, 117-2) to be formed,

wherein the cold forging process comprises applying an upper tool to a side of the multi-arm control arm (100) facing the guide element (117, 117-1, 117-2) to be formed, wherein the upper tool comprises a molding recess corresponding to the guide element (117, 117-1, 117-2) to be molded, wherein the cold forging process comprises applying pressure to the lower tool and/or the upper tool to form the guide element (117, 117-1, 117-2) in the molding recess of the upper tool.

17. The method (200) according to claim 15 or 16, wherein the cold forging process is carried out at a pressure of at least 200t, in particular between 250t and 400 t.

Technical Field

The invention relates to a multi-arm control arm, in particular a transverse control arm, trailing arm, two-point spring control arm or three-point spring control arm, for a wheel suspension in a vehicle and to a method for producing a multi-arm control arm.

Background

A control arm for a wheel suspension of a vehicle is mechanically connected to the wheel suspension and to a chassis of the vehicle and serves to stabilize the wheel suspension connected to the wheels of the vehicle. In order to compensate for manufacturing tolerances during the manufacturing process and to ensure desired driving characteristics and to ensure an advantageous fixing of the control arm in the vehicle, the respective control arm comprises an adjustment of the geometry of the axle carrier during assembly.

US8,746,714B2 discloses the use of an eccentric to adjust the length of an upper control arm for a vehicle suspension.

US5,398,411A discloses a method for producing a suspension for a vehicle.

Disclosure of Invention

It is an object of the present invention to provide an improved control arm and control arm connection for a wheel suspension in a vehicle.

This object is solved by the features of the independent claims. Advantageous embodiments of the invention are the subject matter of the dependent claims, the description and the figures.

The present invention is based on the following findings: the above object can be achieved because a multi-arm control arm can be used together with the first and second control arm arms and the third and fourth control arm arms. The respective multi-arm control arm enables the multi-arm control arm to be advantageously fixed on the axle carrier and the wheel carrier of the vehicle.

Elongated holes aligned with each other are formed in the respective control arm arms, which are connected to the axle frame or wheel frame, wherein at least one fixing element passes through the elongated holes and is adapted to fix the multiple arm control arms in a moving position on the moving path with respect to the axle frame or wheel frame in order to set the control arm camber angle and/or the track. The elongate geometry of the elongate aperture enables the fixing element to be displaced within the elongate aperture along a path of movement when adjusting the multi-arm control arm relative to the axle carriage to enable adjustment of the camber angle and/or tracking of the control arm.

According to a first aspect, the invention relates to a multi-arm control arm for a wheel suspension in a vehicle, comprising a first control arm and a second control arm, wherein the first control arm and the second control arm are adapted to couple a multi-arm control arm to an axle carrier of a vehicle and comprise a third control arm and a fourth control arm, wherein the third control arm and the fourth control arm are adapted to couple the multi-arm control arm to a wheel carriage of the vehicle, wherein the first control arm and/or the third control arm comprise an elongated hole, wherein the second control arm and/or the fourth control arm comprise an additional elongated hole, wherein the elongated hole and the additional elongated hole are aligned with each other, wherein the elongated hole and the additional elongated hole define a path of movement of the multi-armed control arm relative to the axle carrier and/or the wheel carrier; wherein the multi-arm control arm comprises at least one fixing element which passes through the elongated hole and the additional elongated hole and is adapted to fix the multi-arm control arm in a movement position on the movement path with respect to the wheel carrier and/or with respect to the wheel carrier in order to set the camber angle and/or the track of the control arm.

The advantage is achieved in that the at least one fastening element, which passes through the elongated hole and the additional elongated hole, advantageously fixes the position of the multi-armed control arm relative to the wheel carrier or relative to the wheel carrier on a fixed movement path in order to set the inclination and/or the trajectory outside the control arm.

This ensures an effective connection between the first and second control arm arms and the axle carrier and between the third and fourth control arm arms and the wheel carrier.

In particular, the first control arm and the second control arm effectively enclose the axle carrier of the vehicle, so that a particularly advantageous positioning of the axle carrier between the first and second control arm arms of the multi-arm control arm can be ensured.

In particular, the third control arm and the fourth control arm effectively enclose the wheel carrier of the vehicle, so that a particularly advantageous positioning of the wheel carrier between the third and fourth control arm arms of the multi-arm control arm can be ensured.

The respective elongated holes formed in the respective control arm limbs define the path of movement of the multi-limb control arm relative to the axle carriage or wheel carriage so that the control arm can be advantageously adjusted relative to the geometry of the axle carriage or wheel carriage.

In particular, the direction of extension of the elongated hole and the additional elongated hole corresponds to the path of movement of the multi-armed control arm with respect to the axle carrier and/or with respect to the wheel carrier.

At least one fixing element passing through the elongated hole and the additional elongated hole fixes the multi-arm control arm in a specific movement position on a movement path defined by the shape of the elongated hole with respect to the axle or wheel frame in order to set the camber angle and/or the track of the control arm. The multi-boom control arm thus ensures a mechanically stable connection of the multi-boom control arm to the axle carriage or wheel carriage, so that the multi-boom control arm can be advantageously adjusted relative to the axle carriage or wheel carriage.

In one embodiment, the multi-arm control arm includes a single securing element, wherein the single securing element passes through a first elongated hole formed in the first control arm and a second elongated hole formed in the second control arm, the second elongated hole aligned with the first elongated hole, wherein a single fixing element is adapted to fix the multiple arm control arms in a movement position on the movement path with respect to the axle carrier, in order to set the camber angle and/or the trajectory of the control arms, or wherein a single securing element passes through a third elongated hole formed in the third control arm and a fourth elongated hole formed in the fourth control arm, the third elongated hole being aligned with the third elongated hole, wherein the single fixing element is adapted to fix the multiple-boom control arm in a movement position on the movement path with respect to the wheel carrier to set the camber angle and/or the trajectory of the control arm.

The technical advantage is thereby achieved that a single fixing element can effectively fix a multi-limb control arm on a wheel carrier or on an axle carrier. In particular, the first and second control arm limbs which are not fixed to the axle carrier by means of a single fixing element, or the third control arm limb and the fourth control arm limb which are not fixed to the wheel carrier by means of a single fixing element, are fixed on the axle carrier or the wheel carrier by means of bearings, in particular rubber bearings.

In one embodiment, the multi-arm control arm includes a first securing member and a second securing member, wherein the first securing member passes through a first elongated hole formed in the first control arm and a second elongated hole formed in the second control arm, the second elongated hole being aligned with the first elongated hole, wherein the first fixing element is adapted to fix the multi-arm control arm in a movement position on the movement path with respect to the axle carrier, in order to set the camber angle and/or the trajectory of the control arm, wherein the second securing element passes through a third elongated hole formed in the third control arm and a fourth elongated hole formed in the fourth control arm, the fourth elongated hole being aligned with the third elongated hole, wherein the second fixing element is adapted to fix the multi-boom control arm in a movement position on the movement path with respect to the wheel carrier for setting the camber angle and/or the trajectory of the control arm.

The technical advantage is thereby achieved that the use of two fastening elements enables the multi-jib control arm to be fastened effectively to the wheel carrier and the axle carrier so as to be movable in both directions.

In one embodiment, the multi-arm control arm comprises a first control arm end and a second control arm end facing away from the first control arm end, wherein the multi-arm control arm is curved or straight, in particular along a longitudinal axis extending from the first control arm end to the second control arm end.

The technical advantage is thereby obtained that the curved or straight extension of the multi-armed control arm ensures a particularly optimized absorption of forces acting on the multi-armed control arm.

In one embodiment, the multi-arm control arm comprises a guide element formed at the first, second, third and/or fourth control arm limb, wherein at least one fixing element is adapted to abut against the guide element in order to guide the multi-arm control arm into a movement position on the movement path relative to the axle carrier and/or the wheel carrier and to set the camber angle and/or the track of the control arm, wherein the guide element is in particular formed integrally with the first, second, third and/or fourth control arm limb.

This achieves the technical advantage that the fixing element can advantageously set the camber angle and/or the trajectory of the control arm against the guide element. In this case, the guide element may be formed exclusively at the first, second, third or fourth control arm, or the guide element may be formed at all control arm arms or at some selected control arm of the first, second, third or fourth control arm.

In particular, the guide element is formed integrally with the first, second, third and/or fourth control arm, in particular by a cold forging process. For details about the cold forging process, reference is made to the description relating to the method according to the second aspect.

In one embodiment, the guide elements formed at the first, second, third and/or fourth control arm each comprise a first guide element and a second guide element, wherein the first guide element and the second guide element are arranged on mutually remote sides of the respective elongated hole, wherein the first and the second guide element are arranged in particular on both sides of the respective elongated hole.

The technical advantage is thereby obtained that a particularly effective fixing of the multi-armed control arm in the movement position is ensured by the guide elements arranged on the sides of the respective elongated holes remote from one another. The fixing element is in particular supported on the first guide element and the second guide element in order to guide the multi-arm control arm relative to the axle carrier or wheel carrier into a movement position on the movement path and to set the camber angle and/or the track of the control arm.

In one embodiment, the respective first and second guide elements extend at an angle, in particular at right angles, to the direction of extension of the respective elongated hole, wherein the direction of extension of the respective elongated hole corresponds in particular to the path of movement.

The technical advantage is thereby achieved that the angled, in particular right-angled, extension of the respective first and second guide elements relative to the direction of extension of the respective elongated hole ensures a particularly effective guidance of the multi-arm control arm into the movement position.

In one embodiment, the guide element is shaped as a projection, in particular a rib, rectangular, square, triangular and/or crescent, in particular on the outer side of the control arm of the respective control arm leg.

The technical advantage is thereby achieved that the projections of the guide elements, in particular the ribs, the rectangular, square, triangular and/or crescent shape, ensure an effective guidance of the fastening elements between the guide elements. In particular, the projection formed on the outer side of the control arm of the respective control arm limb ensures that a securing element inserted from the outside into the respective elongated hole can advantageously bear against the projection.

In one embodiment, the at least one fixing element comprises a bolt and an eccentric element, in particular an eccentric disc, which is connected to the bolt in a rotationally fixed manner, wherein the bolt can be guided through a first elongated hole formed in the first control arm limb, through an axle carrier opening in the axle carrier and through a second elongated hole formed in the second control arm limb in order to guide the multi-arm control arm relative to the axle carrier into a position of movement on the path of movement and to set the camber angle and/or the track of the control arm, and/or wherein the bolt can be guided through a third elongated hole formed in the third control arm limb, through a wheel carrier opening formed in the wheel carrier and through a fourth elongated hole formed in the fourth control arm limb in order to guide the multi-arm control arm relative to the wheel carrier into a position of movement on the path of movement, and the camber angle and/or the track of the control arms are provided, wherein in particular an eccentric element, in particular an eccentric disc, which is connected in a rotationally fixed manner to the bolt, is adapted to abut against the guide element in order to guide the multiple-arm control arms into a movement position on the movement path relative to the wheel carrier and/or the axle carrier, and the camber angle and/or the track of the control arms are provided.

The technical advantage is thereby achieved that the bolts led through the first elongated hole, the second elongated hole and the axle carrier opening of the axle carrier ensure an effective fixing of the multi-arm control arms to the axle carrier, or that the bolts led through the third elongated hole, the fourth elongated hole and the carrier opening of the carrier ensure an effective fixing of the multi-arm control arms to the carrier. The eccentric element, in particular the eccentric disc, fixes the multi-arm control arm in the movement position on the movement path relative to the axle carrier and/or the wheel carrier, and sets the camber angle and/or the track of the control arm, in particular the eccentric element, in particular the eccentric disc, against the guide element.

Here, the at least one fixing member may include a single fixing member having a single bolt and a single eccentric member to ensure movable fixing of the multi-arm control arm on the axle frame or the wheel frame. Here, the at least one fixing element may include a first fixing element and a second fixing element, each of which includes a bolt and an eccentric element, so as to ensure movable fixing of the multi-arm control arm on the axle carrier and the wheel carrier

The eccentric element, in particular the eccentric disc, is connected to the bolt in a rotation-proof manner and in particular comprises a connecting region which is connected to the bolt, wherein the connecting region is spaced apart from the center of the eccentric element, in particular the eccentric disc. Thus, when the bolt is rotated, the eccentric element, in particular the eccentric disc connected to the bolt in a rotationally fixed manner, is deflected to different extents depending on the angle of rotation of the bolt, thus resulting in a movement of the multi-arm control arm in the path of movement.

In one embodiment, when the fixing element is rotated, the fixing element, in particular connected in a rotationally fixed manner to the bolt eccentric element, slides along the guide element to move the multi-armed control arm along a movement path relative to the wheel carrier and/or the axle carrier.

This achieves the technical advantage that, by sliding the fixing element along the guide element, a particularly effective displacement of the fixing element along the movement path is ensured. Due to the rotationally fixed connection between the eccentric element (in particular the eccentric disc) and the bolt, the eccentricity of the eccentric element during sliding along the guide element moves the multi-armed control arm along a path of movement relative to the axle carrier or wheel carrier.

In one embodiment, a fifth fixed opening is formed in the third control arm and a sixth fixed opening is formed in the fourth control arm, wherein the fifth and sixth fixed openings are arranged in alignment with each other, and wherein the multi-arm control arm includes a component securing element that passes through the fifth and sixth fixed openings and a component opening of a vehicle component of the vehicle to secure the multi-arm control arm to the vehicle component.

The technical advantage is achieved in that the component fastening elements which pass through the fifth and sixth fastening openings ensure a particularly effective fastening of the multi-arm control arm to the vehicle component.

In particular, a third elongated hole is arranged at the first control arm end of the multi-arm control arm, a fifth fixing opening is formed at a side of the third elongated hole remote from the first control arm end, and in particular, a fourth elongated hole is provided at the first control arm end of the multi-arm control arm, and a sixth fixing opening is formed at a side of the fourth elongated hole remote from the first control arm end.

In one embodiment, the respective elongated holes extend in the longitudinal direction of the multi-boom control arm, wherein the longitudinal direction of the multi-boom control arm extends from a first control arm to a third control arm opposite to the first control arm, wherein the at least one fixing element passes through the first and second elongated holes and/or the third and fourth elongated holes and is adapted to guide the multi-boom control arm to a movement position on a horizontal movement path extending in the longitudinal direction of the control arm with respect to the axle frame and/or the wheel frame in the frame for setting the camber angle and/or the track of the control arm.

The technical advantage is thereby achieved that the elongated hole extending in the longitudinal direction of the control arm defines a horizontal movement path, so that by moving the multi-armed control arm along the horizontal movement path, an effective horizontal adjustment of the multi-armed control arm with respect to the axle carrier and/or the wheel carrier can be ensured before the fixing element fixes the multi-armed control arm in the moved position.

In one embodiment the respective elongated holes extend in a vertical direction of the multi-boom control arm, wherein the vertical direction of the control arm extends from the lower side of the control arm to the top side of the control arm of the multi-boom control arm, wherein at least one fixing element passes through the first and second elongated holes and/or the third and fourth elongated holes and is adapted to fix the multi-boom control arm in a position of movement on a vertical movement path extending in the vertical direction of the control arm with respect to the axle carrier and/or the wheel carrier for setting the camber angle and/or the trajectory of the control arm.

The technical advantage is thereby achieved that the elongated hole extending in the vertical direction of the control arm defines a vertical movement path, thereby ensuring an effective vertical adjustment of the multi-arm control arm in relation to the axle frame and/or wheel frame before the fixing element fixes the multi-arm control arm in the movement position.

In an embodiment, the multi-arm control arm comprises a first connecting portion connecting the first control arm and the third control arm, wherein the multi-arm control arm comprises a second connecting portion connecting the second control arm and the fourth control arm, wherein the multi-arm control arm comprises a connecting member, in particular a connecting plate, connecting the first connecting portion and the second connecting portion.

The technical advantage is thereby achieved that the individual connecting parts connecting the arms of the respective control arm together with the connecting elements, in particular the connecting plates, provide a stable multi-arm control arm.

In one embodiment, the connection element comprises a first connection element edge which is at least partially flush with or protrudes beyond the first connection portion, and/or wherein the connection element comprises a second connection element edge which is at least partially flush with or protrudes beyond the second connection portion.

This achieves the technical advantage that, by suitable adaptation of the edges of the respective connecting elements, a particularly advantageous and mechanically stable adaptation of the multi-arm control arm can be ensured.

In one embodiment, the connecting element comprises at least one recess extending between the first and second control arm arms and/or the third and fourth control arm arms, wherein in particular the at least one recess is adapted as a narrowing recess from the control arm end of the multi-arm control arm.

The technical advantage is thereby obtained that by forming at least one recess in the connecting element, the weight of the connecting element can be reduced without affecting the mechanical stability of the connecting element. In particular, the at least one recess tapers from the control arm end in the direction of the center point of the connecting element. In particular, the multi-arm control arm comprises two recesses which are arranged in particular on opposite control arm ends of the multi-arm control arm and which taper from the respective control arm end in the direction of the centre point of the connecting element.

In one embodiment, a connecting element opening for receiving the spring support is arranged in the connecting element, wherein the connecting element opening is arranged in particular in a center point of the connecting element.

The technical advantage is thereby obtained that the opening of the connecting element can effectively fix the spring support.

In one embodiment, the first control arm comprises a first control arm central portion arranged between the first control arm and a third control arm opposite the first control arm, and/or wherein the second control arm comprises a second control arm central portion arranged between the second control arm and a fourth control arm opposite the second control arm, wherein in particular the first and second control arm arms extend towards each other towards the central portion.

Hereby is obtained the technical advantage that a mechanically stable design of the multi-arm control arm is ensured by forming the central portions of the respective control arm arms.

In one embodiment, the multi-arm control arm includes a single securing element, wherein the single securing element passes through a first elongated hole formed in the first control arm and a second elongated hole formed in the second control arm, the second elongated hole being aligned with the first elongated hole, wherein the single securing element is adapted to secure the multi-arm control arm in a moving position on the moving path relative to the axle carrier to set the camber angle and/or the track of the control arm, or wherein the single securing element passes through a third elongated hole formed in the third control arm and a fourth elongated hole formed in the fourth control arm, the fourth elongated hole being aligned with the third elongated hole, wherein the single securing element is adapted to secure the multi-arm control arm in the moving position on the moving path relative to the wheel carrier to set the camber angle and/or the track of the control arm, wherein the multi-arm control arm comprises a bearing, in particular a rubber bearing, which is adapted to connect a control arm, which is not fixed to the axle frame or wheel frame by means of a fixing element, to the axle frame or wheel frame.

This includes the technical advantage that the use of a single fixing element ensures a particularly effective connection of the multi-limb control arm to the axle carrier or wheel carrier, which connection can be moved along the movement path, and that the use of a bearing results in a further advantageous connection of the control arm limbs of the multi-limb control arm, which are not connected by the fixing element, to the axle carrier or wheel carrier. In particular, a single fixing element connects the multi-arm control arms movably to the axle carrier and a bearing, in particular a plastic bearing, connects the multi-arm control arms to the wheel carrier, or in particular a single fixing element connects the multi-arm control arms movably to the wheel carrier and a bearing, in particular a plastic bearing, connects the multi-arm control arms to the axle carrier.

According to a second aspect, the present disclosure relates to a method for producing a multi-arm control arm for a wheel suspension in a vehicle, the method comprising the method steps of providing a control arm front body comprising a first control arm and a second control arm, wherein the first control arm and the second control arm are adapted to connect the multi-arm control arm to an axle carrier of the vehicle, and a front body comprising a third control arm and a fourth control arm, wherein the third control arm and the fourth control arm are adapted to connect the multi-arm control arm to a wheel carrier of the vehicle; forming an elongated hole in the first control arm and/or the third control arm and an additional elongated hole in the second control arm and/or the fourth control arm, wherein said elongated holes and said additional elongated holes are aligned with each other to obtain a multi-arm control arm.

The technical advantage is thereby achieved that an advantageous manufacture of the multi-armed control arm is ensured. In particular, the forming of each elongated hole comprises milling each elongated hole.

In one embodiment, the method further comprises the steps of: the guide elements are formed at the first, second, third and/or fourth control arm limbs, wherein the guide elements are formed in particular on mutually remote sides of the respective elongate hole, and wherein the formation of the elongate hole takes place in particular after the formation of the guide elements.

The technical advantage is thereby obtained that the guide element ensures an effective fixing of the control arm camber angle and/or the track by means of the fixing element of the multi-arm control arm.

In one embodiment, the formation of the guide element is part of a cold forging process.

The technical advantage is thereby obtained that the cold forging process ensures an efficient shaping of the guide elements in the multi-arm control arm.

In one embodiment, the cold forging process comprises applying a lower tool on a side of the multi-armed control arm remote from the guide element to be formed, the cold forging process comprising applying an upper tool on a side of the multi-armed control arm facing the guide element, wherein the upper tool comprises a moulding recess corresponding to the guide element to be moulded, and wherein the cold forging process comprises applying pressure to the lower tool and/or the upper tool to form the guide element in the moulding recess of the upper tool.

The technical advantage is thereby achieved that the material of the control arms of the arms flows into the respective molding recesses by applying pressure from the lower tool and/or the upper tool in order to form the guide elements in the molding recesses of the upper tool.

In one embodiment, the cold forging process is carried out at a pressure of at least 200t, in particular between 250t and 400 t.

Drawings

Exemplary embodiments of the present disclosure are explained in more detail with reference to the accompanying drawings. The figures show:

FIG. 1 illustrates in a first view a multi-arm control arm attached to a wheel carrier and axle carrier of a vehicle;

FIG. 2 illustrates in a second view the multi-arm control arm attached to the wheel carrier and axle carrier of the vehicle;

fig. 3 shows a multi-boom control arm according to a first embodiment;

fig. 4 shows a schematic diagram of a method of manufacturing a multi-arm control arm for a wheel suspension in a vehicle.

List of reference numerals:

100 multi-arm control arm

101-1 first connection part

101-2 second connection part

102 connecting element

103-1 first control arm end

103-2 second control arm end

105 wheel frame

105-1 wheel frame opening

107 axle carrier

107-1 axle carrier opening

109-1 first control arm

109-2 second control arm

109-3 third control arm support arm

109-4 fourth control arm support arm

110 path of motion

111-1 first elongated hole

111-2 second elongated hole

111-3 third elongated hole

111-4 fourth elongated hole

111-5 fifth fixed opening

111-6 sixth fixed opening

112-1 wheel carrier fixing element

112-2 part fixing element

113 fixing element

113-1 bolt

113-2 eccentric element

114 vehicle component

114-1 part opening

115-1 control the longitudinal direction of the arm

115-2 control arm vertical orientation

117 guide element

117-1 first guide element

117-2 second guide element

119 control arm underside

121 control arm top side

123 outside the control arm

127 control arm inner side

131-1 first connecting element edge

131-2 second connecting element edge

133 notch

135 connecting element opening

137-1 control arm first central portion

137-2 control arm second center portion

Production method of 200 multi-support-arm control arm

203 form a first elongated hole and a second elongated hole

205 formation of guide elements

Detailed Description

Fig. 1 shows a schematic view of a multi-arm control arm attached to a wheel carrier and an axle carrier of a vehicle in a first view.

The multi-arm control arm 100 includes a first connecting portion 101-1 and a second connecting portion 101-2. Multi-arm control arm 100 includes a connecting member 102, where connecting member 102 connects first connecting portion 101-1 and second connecting portion 101-2.

The first connecting portion 101-1 connects the first control arm 109-1 to the third control arm 109-3 of the multi-arm control arm 100. The second connecting portion 101-2 connects the second control arm 109-2 to the fourth control arm 109-4 of the multi-arm control arm 100.

As can be seen in FIG. 1, the first control arm 109-1 and the second control arm 109-2 are adapted to surround the axle carrier 107 of the vehicle, and the third control arm 109-3 and the fourth control arm 109-4 are coupled to the wheel carrier 105 of the vehicle.

The multi-arm control arm 100 includes a first control arm end 103-1 and a second control arm end 103-2 facing away from the first control arm end 103-1.

The first control arm 109-1 includes a first elongated aperture 111-1. The second control arm 109-2 includes a second elongated aperture 111-2. The first and second elongated apertures 111-1 and 111-2 are not visible in the view shown in FIG. 1 and are only schematically shown. In this case, the first and second elongated holes 111-1 and 111-2 are arranged in alignment with each other and define a movement path 110 of the multi-arm control arm 100 relative to the axle bracket 107, which movement path 110 is only schematically shown in fig. 1.

A securing element 113 passes through first and second elongated apertures 111-1 and 111-2 and axle carrier opening 107-1 of axle carrier 107 to secure multi-arm control arm 100 to axle carrier 107, and in particular, to secure multi-arm control arm 100 in a displaced position on motion path 110 relative to axle carrier 107 to set the camber angle and/or track of the control arm.

The third control arm 109-3 and the fourth control arm 109-4 at least partially enclose the wheel carriage 105 of the vehicle.

A third elongated hole 111-3 is formed in particular in the third control arm 109-3 and a fourth elongated hole 111-4 is formed in particular in the fourth control arm 109-4, wherein the third and fourth elongated holes 111-3, 111-4 are arranged in alignment with each other.

The wheel frame fixing member 112-1 passes through the third and fourth elongated holes 111-3, 111-4 and the wheel frame opening 105-1 of the wheel frame 105 to fix the multi-arm control arm 100 to the wheel frame 105. In particular, the wheel carrier fixing element 112-1 may be adapted according to the fixing element 113.

Specifically, a fifth fixed opening 111-5 is formed in the third control arm 109-3 of the multi-arm control arm 100. Specifically, a sixth fixing opening 111-6 is formed in the fourth control arm 109-4 of the multi-arm control arm 100.

Specifically, the component fixing members 112-2 pass through the fifth and sixth fixing openings 111-5, 111-6 and the component opening 114-1 of the vehicle component 114 of the vehicle to fix the multi-arm control arm 100 to the vehicle component 114.

As shown in FIG. 1, a fifth fixed opening 111-5 is formed in particular in the third elongated hole 111-3 on the side facing away from the first control arm end 103-1, while a sixth fixed opening 111-6 is formed in particular in the fourth elongated hole 111-4 on the side facing away from the first control arm end 103-1.

A fixing member 113 (only schematically shown in fig. 1) passing through the first and second elongated holes 111-1 and 111-2 is adapted to fix the multi-arm control arm 100 at a moving position on the moving path 110 with respect to the axle bracket. The fixing element 113 comprises in particular a bolt 113-1 and an eccentric element 113-2, in particular an eccentric disc, which is connected to the bolt 113-1 in a relatively non-rotatable manner.

The bolts 113-1 of the fixing member 113 pass through the first elongated hole 111-1, the axle carrier opening 107-1 of the axle carrier 107 and the second elongated hole 111-2 to fix the multi-arm control arm 100 to the axle carrier 107.

An eccentric element 113-2, in particular an eccentric disc, which is connected in a rotationally fixed manner to the bolt 113-1, abuts against guide elements (not shown in fig. 1) of the first and second control arm legs 109-1, 109-2 in order to fix the position of the multi-arm control arm 100 in relation to the axle carrier 107 in a movement position on the movement path 110.

For more detailed information about the guide elements not shown, reference is made to the description relating to the exemplary embodiment shown in fig. 3.

Fig. 2 shows in a second view a multi-arm control arm attached to a wheel carrier and an axle carrier of a vehicle.

The multi-arm control arm 100 shown in fig. 2 corresponds to the multi-arm control arm shown in fig. 1. However, in contrast to the multi-arm control arm 100 shown in FIG. 1, the multi-arm control arm 100 shown in FIG. 2 is rotated approximately 90 about an axis corresponding to the longitudinal direction 115-1 of the control arm, wherein the longitudinal direction 115-1 of the control arm extends from the first control arm end 103-1 to the second control arm end 103-2 of the multi-arm control arm 100.

The first control arm 109-1 includes a first elongated aperture 111-1. The second control arm 109-2 includes a second elongated aperture 111-2. The first and second elongate apertures 111-1, 111-2 are not visible in the view shown in FIG. 2, but are only schematically shown or not shown. In this case, the first and second elongated holes 111-1 and 111-2 are arranged in alignment with each other and define a movement path 110 of the multi-arm control arm 100 relative to the axle bracket 107, which movement path 110 is only schematically shown in fig. 2.

The second control arm 109-2 is only partially shown in FIG. 2.

A securing member 113 passes through first and second elongated apertures 111-1 and 111-2 and axle carrier opening 107-1 (not shown in FIG. 2) of axle carrier 107 to secure multi-arm control arm 100 to axle carrier 107, and in particular to secure multi-arm control arm 100 in a displaced position on motion path 110 relative to axle carrier 107 to set a control arm camber angle and/or a track.

In this case, the fixing element 113 comprises in particular a bolt 113-1 and an eccentric element 113-2, in particular an eccentric disc, which is connected to the bolt 113-1 in a relatively non-rotatable manner. The bolts 113-1 of the fixing member 113 pass through the first elongated hole 111-1, the axle carrier opening 107-1 of the axle carrier 107 and the second elongated hole 111-2 to fix the multi-arm control arm to the axle carrier 107.

An eccentric element 113-2, in particular an eccentric disc (not shown in fig. 2), which is connected in a rotationally fixed manner to the bolt 113-1, contacts the guide elements of the first and second control arm arms 109-1, 109-2 in order to guide the multi-arm control arm 100 into a displaced position in the movement path 110 relative to the axle carrier 107.

For more detailed information about the guide element not shown in fig. 2, reference is made to the description about the exemplary embodiment shown in fig. 3.

As has been described with reference to FIG. 1, the multi-boom control arm 100 comprises a third control arm boom 109-3 having in particular a third elongated hole 111-3 and a fourth control arm boom 109-4 having in particular a fourth elongated hole 111-4, wherein the third and fourth control arm booms 109-3, 109-4 at least partially enclose the wheel carrier 105 of the vehicle.

The second and fourth control arm arms 109-2, 109-4 are not shown in fig. 2.

The wheel frame fixing member 112-1 passes through the third and fourth fixing openings 111-3, 111-4 arranged in alignment with each other and the wheel frame opening 105-1 of the wheel frame 105 to fix the multi-boom control arm 100 to the wheel frame 105.

Specifically, a fifth fixed opening 111-5 is formed in the third control arm 109-3 of the multi-arm control arm 100. Specifically, a sixth fixing opening 111-6 is formed in the fourth control arm 109-4 of the multi-arm control arm 100.

Specifically, the component fixing elements 112-2 pass through the fifth and sixth fixing openings 111-5, 111-6 and the component opening 114-1 of the vehicle component 114 of the vehicle to fix the multi-arm control arm 100 to the vehicle component 114.

FIG. 3 illustrates a multi-arm control arm according to one embodiment;

the multi-boom control arm 100 is shown in fig. 3 without the axle carrier 107 and without the wheel carrier 105 of the vehicle. A multi-arm control arm 100 is shown. The multi-arm control arm 100 shown in fig. 3 is also free of a fixing element 113, which fixing element 113 is adapted to fix the multi-arm control arm 100 in a movement position on the movement path 110 with respect to the axle bracket 107 for setting the camber angle and/or the trajectory of the control arm.

For detailed information, please refer to fig. 1 and 2 for the following description.

Multi-arm control arm 100 includes a first connecting portion 101-1 and a second connecting portion 101-2, and includes a connecting member 102, the connecting member 102 connecting the first connecting portion 101-1 and the second connecting portion 101-2.

The multi-arm control arm 100 includes a first control arm end 103-1 and a second control arm end 103-2 opposite the first control arm end 103-1.

The multi-arm control arm 100 includes a first control arm 109-1 and a third control arm 109-3 facing away from the first control arm 109-1. The multi-arm control arm 100 includes a second control arm 109-2 and a fourth control arm 109-4 facing away from the second control arm 109-2. A third mounting hole 111-3 is formed on the third control arm 109-3 and a fourth mounting hole 111-4 is formed on the fourth control arm 109-4. The third and fourth fixing openings 111-3 and 111-4 are arranged in alignment with each other.

The wheel carriage fixing member 112-1 passing through the third and fourth fixing openings 111-3, 111-4 and adapted to fix the multi-boom control arm 100 to the wheel carriage 105 is not shown in fig. 3.

Even though not shown in fig. 3, particularly, the third fixing opening 111-3 may be adapted as the third elongated hole 111-3, and the fourth fixing opening 111-4 may be adapted as the fourth elongated hole 111-4. In particular, a further fixing element 113 passes through the third and fourth elongated holes 111-3, 111-4 and is adapted to fix the multi-armed control arm 100 in a movement position on the movement path 110 with respect to the wheel carriage 105, in order to set the camber angle and/or the trajectory of the control arm.

A fifth fixed opening 111-5 is formed in particular in the third control arm 109-3 and a sixth fixed opening 111-6 is formed in particular in the fourth control arm 109-4, wherein the fifth and sixth fixed openings 111-5, 111-6 are aligned with each other.

The component fixing member 112-2 is not shown in fig. 3, and the component fixing member 112-2 passes through the fifth and sixth fixing openings 111-5, 111-6 and is adapted to fix the multi-arm control arm 100 to the vehicle component 114.

As shown in FIG. 3, the first control arm 109-1 includes a first elongated hole 111-1, and the second control arm 109-2 includes a second elongated hole 111-2, wherein the first elongated hole 111-1 and the second elongated hole 111-2 are aligned with each other.

The fixing member 113 of the multi-arm control arm 100 is not shown in fig. 3, and the fixing member 113 passes through the first long hole 111-1 and the second long hole 111-2 and is adapted to fix the moving position of the multi-arm control arm 100 on the moving path 110 with respect to the axle bracket so as to set the camber angle and/or the track of the control arm. In particular, the fixing element 113 comprises a bolt 113-1 and an eccentric element 113-2, in particular an eccentric disc, which is connected to the bolt 113-1 in a relatively non-rotatable manner.

In particular, the guide element 117 is arranged on the first, second, third and/or fourth control arm 109-1, 109-2, 109-3, 109-4. The fixed element 113, not shown in fig. 3, in particular the eccentric element 113-2, is adapted to abut against the guide element 117 in order to guide the multi-arm control arm 100 with respect to the axle carrier 107 into a movement position on the movement path 110 in order to set the camber angle and/or the track of the control arm. The guide elements 117 are in this case formed in particular integrally with the respective control arm limb 109-1, 109-2, 109-3, 109-4.

When the fixed element 113 rotates, the fixed element 113, not shown in fig. 3, and in particular the eccentric element 113-2, slides along the respective guide element 117 to move the multi-arm control arm 100 along the movement path 110 relative to the axle carrier 107, not shown in fig. 3.

In particular, the respective guide element 117 extends at an angle, in particular at right angles, with respect to the movement path 110.

As shown in FIG. 3, the first and second elongated holes 111-1 and 111-2 extend in the longitudinal direction 115-1 of the multi-arm control arm 100, with the longitudinal direction 1 direction 15-1 extending from the first control arm 109-1 to the third control arm 109-3. Accordingly, a fixing element 113, not shown in fig. 3, is adapted to fix the multiple arm control arm 100 in a movement position relative to the axle bracket 107 on a horizontal movement path 110 extending in the longitudinal direction 115-1, in order to set the camber angle and/or the trajectory of the control arm. As shown in fig. 3, the respective guide element 117 extends at an angle, in particular at right angles, to the horizontal movement path 110.

According to an alternative not shown in fig. 3, the first and second elongated holes 111-1, 111-2 are along a vertical direction 115-2 of the control arms of the multi-arm control arm 100, wherein the vertical direction 115-2 of the control arms extends from a control arm lower side 119 to a control arm upper side 121 of the multi-arm control arm 100. In this alternative, a fixing element 113, not shown in fig. 3, is adapted to fix the multi-boom control arm 100 in a displaced position relative to the axle bracket 107 on a vertical movement path 110 extending in a vertical direction 115-2 of the control arm, in order to set the camber angle and/or tracking of the control arm. In this alternative, the individual guide elements 117 extend at an angle, in particular at right angles, to the vertical movement path 110.

As can be seen in FIG. 3, the guide members 117, in particular the first guide member 117-1 and the second guide member 117-2, are arranged and formed at the respective control arm arms 109-1, 109-2, 109-3 and/or 109-4, wherein the first guide member 117-1 and the second guide member 117-2 are arranged on opposite sides of the respective elongated hole 111-1, 111-2. In particular, the first guide element 117-1 and the second guide element 117-2 are arranged on both sides of the respective elongated hole 111-1, 111-2.

As can be seen from fig. 3, the guide element 117 can be shaped as a projection, in particular a rib, a rectangle, a square, a triangle and/or a crescent, in particular arranged at the control arm outer side 123 of the respective control arm leg 109-1, 109-2, 109-3, 109-4. The projections have in particular a height of 4mm to 8mm, in particular 6 mm. The guide elements 17 formed as projections are composed in particular of the base material of the multi-arm control arm 100, these projections being formed in a flow process in a pressure-induced cold forging process. In particular, aluminum components may be used for the multi-arm control arm 100 and the corresponding guide elements 117.

The guide element 117 shown in fig. 3 is formed in particular integrally with the first control arm 109-1 and/or the second control arm 109-2. In particular, the formation of the guide element 117 is part of the cold forging process. In the view shown in FIG. 3, the guide member 117 formed on the control arm outer side 123 of the first control arm 109-1 is not visible.

Thus, the multi-boom control arm 100 provides a mechanically stable connection between the wheel carrier 105 and the axle carrier 107 of the chassis. Therefore, the multi-arm control arm 100 according to the present invention can effectively absorb the force acting on the control arm 100 when the vehicle is running. In addition, the fixing element 113, in particular the bolt 113-1 with the eccentric element 113-2 connected in a rotationally fixed manner, ensures an effective fixing of the movement position of the multi-boom control arm 100 relative to the axle carrier 107 on the movement path 110 in order to set the camber angle and/or the track of the control arm.

In particular, the connection element 102 comprises a first connection element edge 131-1, which first connection element edge 131-1 protrudes beyond the first connection portion 101-1, and in particular the connection element 102 comprises a second connection element edge 131-2, which second connection element edge 131-2 protrudes beyond the second connection portion 101-2. In an alternative embodiment not shown in fig. 3, the first and/or second connecting element edges 131-1, 131-2 may be aligned flush with the first and/or second connecting portions 101-1, 101-2.

In particular, the connecting element 102 comprises at least one recess 133, which recess 133 extends between the first and second control arm legs 109-1, 109-2 or between the third and fourth control arm legs 109-3, 109-4, wherein the at least one recess 133 is in particular formed as a recess 133 which narrows from the respective control arm end 103-1, 103-2.

In particular, a connecting element opening 135 is formed in the connecting element 102.

In particular, the first connection portion 101-1 comprises a first control arm central portion 137-1, which is only schematically shown in fig. 3 and which is arranged between the first control arm 109-1 and a third control arm 109-3 opposite the first control arm 109-1. The second connection part 101-2 comprises a second control arm central part 137-2, which is arranged between the second control arm 109-2 and a fourth control arm 109-4 opposite the second control arm 109-2, wherein in particular the first and second control arm central parts 137-1, 137-2 extend towards each other in a curved manner.

Fig. 4 shows a schematic view of a method of manufacturing a multi-arm control arm for a wheel suspension of a vehicle.

As a first method step, the method 200 includes providing 201 a control arm precursor including a first control arm 109-1 and a second control arm 109-2, wherein the first control arm 109-1 and the second control arm 109-2 are adapted to couple the multi-arm control arm 100 to the axle carrier 107 of the vehicle, and including a third control arm 109-3 and a fourth control arm 109-4, wherein the third control arm 109-3 and the fourth control arm 109-4 are adapted to couple the multi-arm control arm 100 to the wheel carrier 105 of the vehicle.

As a second method step, the method 200 includes forming 203 elongated holes 111-1, 111-3 in the first control arm 109-1 and/or the third control arm 109-3 and forming additional elongated holes 111-2, 111-4 in the second control arm 109-2 and/or the fourth control arm 109-4, wherein the elongated holes 111-1, 111-3 and the additional elongated holes 111-2, 111-4 are aligned with each other to obtain the multi-arm control arm 100.

In particular, the method 200 includes forming 205 the guide member 117 at the first, second, third and/or fourth control arm arms 109-1, 109-2, 109-3, 109-4 as a third method step. In particular, the guide elements 117 are arranged in particular on both sides of the respective elongated hole 111-1, 111-2, 111-3, 111-4.

In particular, the forming 205 of the guide element 117 is performed as part of the cold forging process.