DE102023135837A1 - Wheel suspension for a vehicle wheel of a motor vehicle and motor vehicles - Google Patents

Abstract

The invention relates to a wheel suspension for a vehicle wheel of a motor vehicle, with a wheel carrier, and with a pivot bearing on which the vehicle wheel is to be rotatably mounted, wherein for steering the pivot bearing and the vehicle wheel, the pivot bearing is pivotably mounted on the wheel carrier about a pivot axis relative to the wheel carrier, wherein:
- at least two wheel guides articulated to the wheel carrier, namely a first wheel guide and a second wheel guide, via which the wheel carrier can be articulated to a chassis of the motor vehicle;
- a third wheel guide, which is articulated to the pivot bearing via a connecting element and by means of which the pivot bearing can be pivoted about the pivot axis relative to the wheel carrier in order to steer the pivot bearing and the vehicle wheel; and
- spring and/or damper element, by means of which the wheel carrier and the pivot bearing can be supported on a body of the motor vehicle in a spring-loaded and/or damped manner,
- wherein the pivot bearing is mounted on the wheel carrier by means of at least one bearing so as to be pivotable about the pivot axis relative to the wheel carrier, wherein the pivot bearing has a recess in which the bearing is at least partially arranged, wherein the wheel carrier engages in the recess,
- wherein the screw axis of a screw element of the bearing is arranged at least approximately in the longitudinal direction of the vehicle when the wheel suspension is installed in the vehicle.

Description

The invention relates to a wheel suspension for a vehicle wheel of a motor vehicle according to the preamble of patent claim 1. Furthermore, the invention relates to a motor vehicle with at least one such wheel suspension.

The DE 10 2014 226 225 A1 A wheel suspension arrangement of an axle arrangement for a vehicle is to be taken as known. In addition, the WO 2015/144482 A1 a steering device for a motor vehicle for pivoting at least one steerable vehicle wheel arranged on a suspension in a spring-loaded manner relative to a chassis of the motor vehicle, wherein the steerable vehicle wheel is rotatably mounted on a steering knuckle, and the steering knuckle is rotatably mounted on the suspension about a pivot axis in at least one pivot position.

The object of the present invention is to provide a wheel suspension for, in particular, a vehicle wheel of a motor vehicle and a motor vehicle with at least one such wheel suspension, so that a particularly high driving comfort, a particularly large steering angle of the vehicle wheel and, at the same time, a rigid connection can be realized with little assembly effort.

This object is achieved according to the invention by a wheel suspension having the features of patent claim 1 and by a motor vehicle having the features of patent claim 13. Advantageous embodiments of the invention are the subject of the dependent claims.

A first aspect of the invention relates to a wheel suspension for, in particular precisely, a vehicle wheel of a motor vehicle, also simply referred to as a vehicle and preferably designed as a passenger car. This means that at least, or preferably exactly, one vehicle wheel, namely the aforementioned one of the motor vehicle, also referred to as a motor vehicle, can be articulated to a chassis of the motor vehicle via the wheel suspension according to the first aspect of the invention. This means that the motor vehicle, in its fully manufactured state, has the wheel suspension and the vehicle wheel, which, in the fully manufactured state of the motor vehicle, is articulated to the chassis via the wheel suspension, i.e., is coupled to the chassis. Thus, in its fully manufactured state, the motor vehicle also has the chassis. For example, in its fully manufactured state, the motor vehicle has a body that delimits an interior of the motor vehicle, also referred to as the passenger cell or passenger compartment. It is conceivable that the body is the chassis, particularly when the body is designed as a self-supporting body. Furthermore, it is conceivable for the chassis to be formed separately from the body and held on the body, in particular such that the chassis is mounted, in particular elastically, on the body, or vice versa. The chassis can be a frame, in particular a ladder frame, or an axle carrier. In particular, the body can be a self-supporting body, in which case, for example, the chassis designed as an axle carrier can be used, which can be mounted, in particular elastically, on the body.

While the motor vehicle is traveling, persons such as the driver may be present in the said interior space. The feature that the vehicle wheel can be or is connected in an articulated manner to the chassis and thus to the body via or by means of the wheel suspension is to be understood in particular that the wheel suspension can be directly coupled in an articulated manner to the chassis or body. In particular, for example, the wheel suspension is connected, in particular directly, in an articulated manner to the chassis or body, i.e. coupled to the chassis or body. The vehicle wheel is a ground contact element of the motor vehicle which can be or is supported on a ground via the ground contact element in the vertical direction of the motor vehicle. If the motor vehicle is driven along the ground while the motor vehicle, also referred to as the vehicle, is supported on the ground via the vehicle wheel in the vertical direction of the motor vehicle, the vehicle wheel rolls, in particular directly, on the ground.

The wheel suspension comprises a wheel carrier. In principle, it is conceivable for the wheel carrier to be of one-piece construction, i.e., formed from a single piece. In other words, it is preferably provided that the wheel carrier is not composed of several separate and interconnected parts, but rather the wheel carrier is preferably formed from a single piece and thus designed as a monoblock or formed by a monoblock. The wheel suspension also comprises a pivot bearing, which is provided in particular in addition to the wheel carrier and in particular formed separately from the wheel carrier. The pivot bearing is a component which is provided in particular in addition to the wheel carrier and in particular formed separately from the wheel carrier. For example, the pivot bearing can be of one-piece construction, i.e., formed from a single piece. The vehicle wheel, in particular, to be rotatably mounted or supported about a wheel rotation axis, relative to the pivot bearing and preferably also relative to the wheel carrier. For this purpose, for example, a wheel hub is rotatably mounted or supported on the pivot bearing, in particular via at least or exactly one rolling bearing, about the wheel rotation axis relative to the pivot bearing. The vehicle wheel is, for example, rotatably connectable or connected to the wheel hub, so that the wheel hub and, in particular, the vehicle wheel with it, can rotate together about the wheel rotation axis relative to the pivot bearing. To steer the pivot bearing and thus the vehicle wheel, the pivot bearing is pivotally mounted on the wheel carrier about a pivot axis, also referred to as the steering axis, which runs, in particular, perpendicular or obliquely to the wheel rotation axis. In other words, the pivot bearing is pivotally mounted on the wheel carrier about the pivot axis relative to the wheel carrier, so that when the motor vehicle is fully manufactured, the pivot bearing and, with it, the vehicle wheel, can be pivoted about the pivot axis relative to the wheel carrier and can thus be steered. This means in particular that by pivoting and thus steering the pivot bearing and thus the vehicle wheel around the pivot axis and relative to the wheel carrier, the motor vehicle can be steered, thus enabling the motor vehicle to corner, change direction of travel and/or change lanes, for example. For this purpose, a steering handle, particularly designed as a steering wheel, is provided in the interior, for example, which can be rotated about a steering wheel rotation axis relative to the body. The driver can operate the steering wheel and thereby rotate it about the steering wheel rotation axis relative to the body, whereby the pivot bearing and with it the vehicle wheel can be pivoted about the pivot axis relative to the wheel carrier, in order to steer the pivot bearing and the vehicle wheel and thus the motor vehicle, thus enabling the aforementioned changes in direction of travel, lane changes and/or cornering of the motor vehicle. For example, the steering handle is mechanically coupled to the pivot bearing.

The feature that, for example, the wheel rotation axis runs obliquely or perpendicularly to the pivot axis is to be understood in particular that the wheel rotation axis runs perpendicular to a first plane and the pivot axis runs perpendicular to a second plane, wherein the planes run obliquely or perpendicular to one another. In the fully manufactured state of the motor vehicle, the wheel suspension is, for example, part of a vehicle axle of the motor vehicle, also simply referred to as the axle. The vehicle axle comprises, for example, the wheel suspension and the vehicle wheel. The wheel suspension is also referred to as the first wheel suspension, and the vehicle wheel is also referred to as the first vehicle wheel. When reference is made below to the wheel suspension, this means the first wheel suspension unless otherwise stated. When reference is made below to the vehicle wheel, this means the first vehicle wheel unless otherwise stated. For example, the vehicle axle has at least or exactly two wheel suspensions, namely the first wheel suspension and at least or exactly one second wheel suspension, wherein the previous and following statements regarding the first wheel suspension can also be easily transferred to the second wheel suspension and vice versa. Furthermore, it is conceivable for the vehicle axle to have at least or exactly two vehicle wheels, namely the first vehicle wheel and at least or exactly one additional, second vehicle wheel, wherein the previous and following statements regarding the first vehicle wheel can also be easily transferred to the second vehicle wheel and vice versa. The first wheel suspension is assigned to the first vehicle wheel, so that the first vehicle wheel is or can be connected in an articulated manner to the chassis or to the body via the first wheel suspension. The second wheel suspension is assigned to the second vehicle wheel, which is or can be connected in an articulated manner to the chassis or to the body via the second wheel suspension.

In particular, the vehicle axle, also referred to as the axle, is a rear axle. More particularly, the vehicle axle is a drivable vehicle axle, also referred to as the driven axle, whose vehicle wheels can be driven, in particular, by a drive device of the motor vehicle, thereby driving the motor vehicle as a whole and thus, for example, driving it along the aforementioned ground. The drive device can comprise an internal combustion engine and/or an electric motor.

In order to achieve, on the one hand, particularly high driving comfort for persons in the interior and, on the other hand, a particularly large steering angle, around which the vehicle wheel can be pivoted about the pivot axis relative to the wheel carrier and thus steered, so that, for example, a particularly small turning circle of the motor vehicle can be achieved, the invention provides that the wheel suspension has at least two wheel check arms that are articulated to the wheel carrier, namely a first wheel check arm and a second wheel check arm. The respective wheel check arm is also simply referred to as a control arm or wheel guide. The wheel carrier is connected or can be connected to the chassis of the motor vehicle in an articulated manner via the first check rail and the second check rail. In particular, the first check rail and the second check rail are connected to the wheel carrier in an articulated manner, bypassing the pivot bearing, i.e. not via the pivot bearing, so that, for example, a force can be transmitted or is transmitted from the wheel carrier to the first check rail or the second check rail along a first force path, which runs from the wheel carrier to or onto the first check rail or the second check rail in such a way that the pivot bearing is not arranged in the first force path between the wheel carrier and the first check rail or the second check rail. Thus, the aforementioned force, also referred to as the first force, does not run or flow via the pivot bearing on its way from the wheel carrier along the first force path to or onto the first or second check rail. By means of the first wheel check arm and the second wheel check arm, the wheel carrier and thus in particular also the vehicle wheel via the pivot bearing are to be guided or guided relative to the chassis, in particular in such a way that the first wheel check arm and the second wheel check arm at least limit or prevent first relative movements between the wheel carrier and the chassis, for example along at least one first direction of movement, and in particular specifically allow relative movements between the wheel carrier and the chassis along at least one second direction of movement. The second relative movements occurring along the second direction of movement between the wheel carrier and the chassis and thus second between the vehicle wheel and the chassis are, for example, compression and rebound movements of the vehicle wheel and thus of the wheel carrier, wherein the vehicle wheel moves at least substantially in the vertical direction of the vehicle relative to the chassis or body during the compression and rebound movements. The compression and rebound movements are also referred to as wheel movements. Thus, for example, the second direction of movement runs at least substantially in the vertical direction of the vehicle. Wheel movements occur, for example, when the vehicle wheel rolls over uneven surfaces while the motor vehicle is being driven along a road. A raised area in the road, for example, leads to a compression movement of the vehicle wheel, and a recess such as a pothole in the road, for example, leads to a rebound movement of the vehicle wheel. During each compression movement, for example, the wheel carrier and with it the pivot bearing and the vehicle wheel move upwards in the vertical direction of the vehicle relative to the chassis, and during each rebound movement, for example, the wheel carrier and with it the pivot bearing and the vehicle wheel move downwards in the vertical direction of the vehicle relative to the chassis. In particular, a spring and/or damper element is provided, by means of which the wheel carrier and thus the vehicle wheel can be or is supported on the chassis in a spring-loaded and/or damped manner, particularly with regard to the wheel movements.

According to the invention, the wheel suspension further comprises, in particular at least or precisely, a third wheel guide rod, which is articulatedly coupled to the pivot bearing via, in particular at least or precisely, a connecting element, in particular bypassing the wheel carrier, and which is also referred to, for example, as a track guide rod. In particular, it is conceivable that a track, in particular a toe-in, of the vehicle wheel can be adjusted, i.e. varied, by means of the third wheel guide rod. In order to steer the pivot bearing and thus the vehicle wheel, the pivot bearing and with it the vehicle wheel are pivoted about the pivot axis relative to the wheel carrier, in particular by means of at least translational movement of the third wheel guide rod relative to the wheel carrier and in particular also relative to the chassis. In other words, in order to pivot the pivot bearing about the pivot axis relative to the wheel carrier, and thus to pivot the pivot bearing and with it the vehicle wheel relative to the wheel carrier about the pivot axis and thus to steer, the third wheel guide rod, for example, is moved, i.e. displaced, at least or exclusively translationally relative to the wheel carrier and in particular also relative to the chassis. Thus, for example, the aforementioned steering handle is coupled, in particular mechanically, to the pivot bearing via the third wheel guide rod, so that by rotating the steering wheel about the steering wheel rotation axis and relative to the body, for example, the third wheel guide rod can be displaced relative to the wheel carrier and thus the pivot bearing can be pivoted about the pivot axis relative to the wheel carrier.

Preferably, the connecting element is a rubber bearing or a joint, such as, in particular, a sliding joint and/or a ball joint. The connecting element is understood to mean, in particular, a component that is provided in addition to the pivot bearing and the third check rail, thus comprising at least one component provided in addition to the pivot bearing and the third check rail, wherein the component couples the pivot bearing to the third check rail in an articulated manner, so that the pivot bearing and the third check rail are relatively are movably coupled to one another. If, for example, a load such as a force acts on the pivot bearing, the load can be transferred from the pivot bearing via the connecting element to the third check rail or vice versa, so that, for example, the connecting element is arranged in the force transmission path between the pivot bearing and the third check rail with respect to a force transmission path via which loads such as forces and/or torques can be transferred from the pivot bearing to the third check rail and vice versa.

The feature that the third check rail is preferably articulated to the pivot bearing, bypassing the wheel carrier, means that the third check rail is not articulated to the pivot bearing via the wheel carrier, so that, for example, a second force can be transmitted or is transmitted along a second force path from the pivot bearing to or to the third check rail, the second force path extending such that the wheel carrier is not arranged in the second force path between the pivot bearing and the third check rail. Thus, the second force does not travel, flow, or stream over the wheel carrier on its path from the pivot bearing along the second force path to or to the third check rail. Consequently, the second force bypasses the wheel carrier on its path from the pivot bearing to or to the third check rail. Accordingly, it is provided, for example, that the aforementioned first force bypasses the pivot bearing on its path from the wheel carrier along the first force path to or to the first or second check rail, and thus does not travel over the pivot bearing. The third check arm is also provided or designed to guide the pivot bearing and thus the vehicle wheel, so that the third check arm is referred to as a guide arm or wheel control arm. Thus, for example, it is provided that the aforementioned first relative movements are at least limited or prevented by means of the third check arm, with the third check arm, for example, specifically permitting the second relative movements. Overall, it can be seen that the wheel carrier, the pivot bearing, and the vehicle wheel jointly execute the wheel movements, i.e., the wheel movements relative to the chassis, so that the wheel movements are specifically permitted by the first check arm, the second check arm, and the third check arm. However, the wheel carrier does not also execute pivoting movements about the pivot axis, also referred to as steering movements, so that with regard to the wheel carrier, the pivot bearing, and the vehicle wheel, only the pivot bearing and the vehicle wheel jointly execute the steering or pivoting movements about the pivot axis relative to the wheel carrier. Thus, with regard to steering movements, the pivot bearing and the vehicle wheel are decoupled from the wheel carrier. Since, in the invention, at least the first wheel guide, the second wheel guide, and the third wheel guide are used to guide the vehicle wheel relative to the chassis, the vehicle axle can be designed as a multi-link axle, thereby achieving particularly high levels of ride comfort. Furthermore, particularly high levels of ride comfort can be achieved by articulately coupling the third wheel guide to the pivot bearing via the aforementioned connecting element, also referred to as the first connecting element and designed, for example, as a rubber bearing or ball joint.

Furthermore, it is conceivable that a motor, in particular an electric motor, is assigned to the pivot bearing and thus to the third wheel control arm. The wheel control arm can be driven by the motor, for example, and thus displaced relative to the wheel carrier, i.e., moved translationally, whereby the pivot bearing can be pivoted about the pivot axis relative to the wheel carrier via the third wheel control arm by means of the motor. It is thus conceivable that a steering system comprising the third wheel control arm and, for example, also the pivot bearing, for example, a rear-axle steering system, is designed as a steer-by-wire steering system, so that the steering system has no mechanical coupling to the steering handle.

According to the invention, a spring and/or damper element is also provided, via which the wheel carrier and the pivot bearing and thus the vehicle wheel can be or are supported on the body of the motor vehicle in a spring and/or damped manner.

Finally, to achieve a particularly high level of driving comfort, it has proven particularly advantageous if the pivot bearing is mounted on the wheel carrier by means of at least one bearing so that it can pivot about the pivot axis relative to the wheel carrier. The pivot bearing has a recess, particularly designed as a through-opening and also referred to as a window, in which the bearing is at least partially arranged. The wheel carrier engages in the recess so that, for example, within the recess, the pivot bearing is mounted on the wheel carrier via the bearing so that it can pivot about the pivot axis relative to the wheel carrier.

It is further provided that the screw axis of a screw element of the bearing, in the installed state of the wheel suspension The wheel suspension is arranged at least approximately in the longitudinal direction of the vehicle, as viewed from the vehicle's perspective. This ensures both simple installation and a rigid connection. Such a rigid connection is particularly advantageous when using the wheel suspension on a rear axle, as it simultaneously allows for high steering angles.

In particular, the bearing is designed as a ball sleeve joint or a ball sleeve joint is formed by the bearing, wherein, for example, the pivot bearing can be mounted on the wheel carrier by means of the ball sleeve joint so as to be pivotable about the pivot axis relative to the wheel carrier.

It is further preferably provided that the axial orientation of the preferred ball sleeve joint represents the screw axis of a screw element of the ball sleeve joint.

Such an axial orientation of the ball sleeve joint or a screw axis of the bearing represents advantages with regard to the forces to be absorbed.

Particularly preferably, the screw axis of the screw element of the bearing, in particular of the ball-and-socket joint, intersects the pivot axis mentioned. For example, it is possible for the screw axis to be arranged at least approximately perpendicular to the pivot axis.

Such an arrangement has the advantage that the ball and socket joint can provide the required steering angle, particularly on the rear axle, in limited installation space. The spring and/or damper element can be coupled to the wheel carrier indirectly or directly, in particular in an articulated manner and thus, for example, via at least one or exactly one joint, in particular bypassing the pivot bearing. This particularly means the following: The spring and/or damper element can be coupled to the wheel carrier in an articulated manner via, in particular exactly, one joint, in particular bypassing the pivot bearing and preferably bypassing the or all of the control arms of the wheel suspension. The spring and/or damper element would then be directly coupled to the wheel carrier in an articulated manner via the joint. Furthermore, it is conceivable that the spring and/or damper element is articulated to, in particular precisely to, one of the check arms via, in particular precisely one, joint, in particular bypassing the pivot bearing, the wheel carrier, and the or all other check arms of the wheel suspension. Then, so to speak, the spring and/or damper element would be articulated and indirectly coupled to the wheel carrier. In other words, the feature that, for example, the spring and/or damper element is articulated and thus, for example, indirectly coupled to the wheel carrier via at least or precisely one joint, is to be understood as meaning that the spring and/or damper element is articulated and thus coupled to one of the check arms via at least or precisely one joint, bypassing the wheel carrier, the pivot bearing, and the or all other check arms, so that the spring and/or damper element is articulated to the wheel carrier via the one check arm, i.e., through the intermediary of the one check arm. Thus, for example, a force is transmitted along a transmission path from the wheel carrier to the spring and/or damper element in such a way that the transmission path and thus the force runs from the wheel carrier to one of the check arms and from one of the check arms to the spring and/or damper element. This means that the force is transmitted from the wheel carrier via one of the check arms to the spring and/or damper element. On its way from the wheel carrier to the spring and/or damper element, the force bypasses the pivot bearing and the other check arms, meaning that on its way from the wheel carrier to the spring and/or damper element, the force does not flow via the pivot bearing or the other check arms. One of the check arms is therefore arranged in the transmission path downstream of the wheel carrier and upstream of the spring and/or damper element, and therefore between the wheel carrier and the spring and/or damper element. The pivot bearing and the other check arms are not arranged in the transmission path between the wheel carrier and the spring and/or damper element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and/or damper element, but rather in particular upstream of the wheel carrier, such that, for example, the force is transmitted from the pivot bearing to the wheel carrier and from there to one check arm and from there, in particular bypassing the or all other check arms, to the spring and/or damper element.

The feature that, for example, the spring and/or damper element is articulated and thus, for example, via at least or exactly one joint and directly coupled to the wheel carrier, is to be understood that the spring and/or damper element is articulated and thus coupled to the wheel carrier via at least or exactly one joint, bypassing the pivot bearing and the or all other wheel guides. Thus, the aforementioned transmission path and thus the force from the wheel carrier to the spring and/or damper element run in such a way that the transmission path and thus the force runs from the wheel carrier to or onto the spring and/or damper element. In this way, the force bypasses the wheel carrier to the spring and/or damper element, the pivot bearing and the or all of the wheel control arms of the wheel suspension, thus the force on its way from the wheel carrier to the spring and/or damper element does not flow via the pivot bearing or the wheel control arms. The pivot bearing and the wheel control arms are therefore not arranged in the transmission path between the wheel carrier and the spring and/or damper element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and/or damper element, but in particular upstream of the wheel carrier, in such a way that, for example, the force is transmitted from the pivot bearing to the wheel carrier and from there, in particular bypassing the or all of the wheel control arms of the wheel suspension, to the spring and/or damper element.

• Die Feder kann, insbesondere gelenkig und somit beispielsweise über wenigstens oder genau ein Gelenk, mit dem Radträger, insbesondere unter Umgehung der oder aller Radlenker der Radaufhängung und des Schwenklagers, gekoppelt sein, wobei der Schwingungsdämpfer beispielsweise, insbesondere gelenkig und somit beispielsweise über wenigstens oder genau ein Gelenk, mit einem der Radlenker gekoppelt sein kann, insbesondere unter Umgehung des Radträgers und des Schwenklagers und der oder aller übriger Radlenker der Radaufhängung.

The spring and/or damper element can have or be at least one or exactly one spring, which can also be referred to as a suspension spring. The spring is designed, for example, as a mechanical spring, and therefore as a solid body, and can be designed, for example, as a helical spring. The spring can be made, for example, from a metallic material, in particular steel, or from a fiber-reinforced plastic. Alternatively, the spring can be designed as an air spring. For example, the spring is tensioned during each wheel movement, whereby the spring provides a spring force that counteracts the respective wheel movement. Alternatively or in addition to the spring, the spring and/or damper element can comprise or be at least one or exactly one vibration damper for damping the respective wheel movement, wherein the vibration element is also referred to as a shock absorber and can very preferably be designed as a hydraulic shock absorber. If the spring and/or damper element comprises both the spring and the vibration damper, it is possible for the spring and the vibration damper to be coupled, in particular in an articulated manner and thus, for example, via at least one or exactly one joint, to the wheel carrier, in particular bypassing the or all of the wheel control arms of the wheel suspension and the pivot bearing, or to the same wheel control arm, in particular bypassing the pivot bearing and the wheel carrier and the or all of the other wheel control arms of the wheel suspension, or the following is conceivable:

• The spring can be coupled, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to the wheel carrier, in particular bypassing the or all of the wheel control arms of the wheel suspension and the pivot bearing, wherein the vibration damper can be coupled, for example, in a articulated manner and thus, for example, via at least or exactly one joint, to one of the wheel control arms, in particular bypassing the wheel carrier and the pivot bearing and the or all of the other wheel control arms of the wheel suspension.

The vibration damper can be coupled, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to the wheel carrier, in particular bypassing the wheel control arms and the pivot bearing, wherein the spring can be coupled, for example, in a articulated manner and thus, for example, via at least or exactly one joint, to one of the wheel control arms, in particular bypassing the wheel carrier and the pivot bearing and the or all other wheel control arms of the wheel suspension.

The vibration damper can be coupled, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to one of the wheel control arms, in particular bypassing the wheel control arms and the pivot bearing and the or all other wheel control arms of the wheel suspension, wherein the spring can be coupled, for example, in particular in an articulated manner and thus, for example, via at least or exactly one joint, to another of the wheel control arms, in particular bypassing the wheel carrier and the pivot bearing and the or all other wheel control arms of the wheel suspension.

In order to achieve particularly high driving comfort and a particularly large steering angle, one embodiment of the invention provides for the third check rail to be articulated to the pivot bearing via precisely one bearing point, i.e., a single bearing point encompassing the connecting element. Thus, the third check rail is preferably designed as a rod-type link or as a two-point link, which preferably has precisely two coupling points, namely the aforementioned bearing point encompassing the first connecting element as the first of the coupling points, and a second coupling point, at or by means of which, for example, the third check rail can be or is coupled to the steering handle or to the motor.

In order to keep the number of parts, the installation space requirements and the weight of the wheel suspension particularly low and to achieve a particularly high level of driving comfort, a further embodiment of the invention provides that the second wheel control arm is designed as a four-point swing arm. The four-point swing arm is articulated to the wheel carrier via exactly two spaced-apart first bearing points, in particular bypassing the pivot bearing. For example, the first bearing points each have, in particular exactly, a rubber bearing or A connecting element designed as a ball joint, via which the four-point swing arm is articulated to the wheel carrier. The connecting elements of the first bearing points are preferably spaced apart from one another. Furthermore, the four-point swing arm has exactly two spaced-apart, second bearing points, by means of which the four-point swing arm can be or is coupled in an articulated manner to the chassis, in particular bypassing the pivot bearing. In this case, for example, the second bearing points each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint, via which the four-point swing arm can be or is coupled in an articulated manner to the chassis. The connecting elements of the second bearing points are preferably spaced apart from one another. Thus, it is preferably provided that the four-point swing arm can be or is coupled in an articulated manner to the chassis via exactly two second bearing points, which in particular each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint.

In order to achieve particularly high levels of ride comfort, it has proven particularly advantageous in a further embodiment if the second wheel guide arm is designed as a three-point swing arm which is articulated to the wheel carrier via precisely one first bearing point, in particular bypassing the pivot bearing. Furthermore, the three-point swing arm preferably has precisely two spaced-apart second bearing points, by means of which the three-point swing arm is or can be articulated to the chassis, in particular bypassing the pivot bearing. Preferably, the respective bearing point has, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint, via which the three-point swing arm is articulated to the wheel carrier or is or can be articulated to the chassis. This can achieve particularly high levels of ride comfort.

In order to avoid undesired relative movements and thus to be able to achieve a particularly high level of driving comfort, it is provided in a further embodiment of the invention that the wheel suspension has a pendulum support, also referred to as a first pendulum support, which is articulated to the three-point swing arm via, in particular precisely, a third bearing point spaced apart from the first bearing point and from the second bearing points and, for example, in particular precisely, comprising a connecting element designed as a rubber bearing or ball joint, for example, and is articulated to the wheel carrier via, in particular precisely, a fourth bearing point spaced apart from the first bearing point, from the second bearing points and from the third bearing point and, for example, in particular precisely, comprising a connecting element designed as a rubber bearing or ball joint, for example.

It has proven particularly advantageous if the wheel suspension has a second pendulum support provided in addition to the first pendulum support. The second pendulum support is articulated to the wheel carrier via a fifth bearing point, which is spaced apart from the first bearing point, the second bearing point, the third bearing point, and the fourth bearing point, and which, for example, has a connecting element designed as a rubber bearing or ball joint, in particular, bypassing the pivot bearing. Furthermore, the second pendulum support is articulated to the first wheel control arm via a sixth bearing point, which is spaced apart from the first bearing point, the second bearing point, the third bearing point, the fourth bearing point, and the fifth bearing point, and which, for example, has a connecting element designed as a rubber bearing or ball joint, in particular, bypassing the wheel carrier and the pivot bearing. This makes it possible to avoid undesirable relative movements, thereby achieving a particularly high level of driving comfort.

In an alternative embodiment, a pendulum support is provided which is articulated to the wheel carrier via, in particular precisely, a third bearing point spaced apart from the first bearing point and the second bearing points, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, and is articulated to the first wheel guide via, in particular precisely, a fourth bearing point spaced apart from the first bearing point, the second bearing points and the third bearing point, for example, in particular precisely, having a connecting element designed as a rubber bearing or ball joint, for example.

A further alternative embodiment is characterized in that, in particular bypassing the pivot bearing, at least or exactly four wheel check arms are articulatedly coupled to the wheel carrier, namely the first wheel check arm, the second wheel check arm, a fourth wheel check arm and a fifth wheel check arm. Via the first wheel check arm, the second wheel check arm, the fourth wheel check arm and the fifth wheel check arm, in particular bypassing the pivot bearing, the The vehicle can be connected or connected. This allows unwanted relative movements to be avoided in a particularly defined manner, thus ensuring a particularly high level of driving comfort.

It has proven particularly advantageous if the wheel suspension has a pendulum support, provided in particular in addition to the wheel check arms, which is articulated to the wheel carrier via a first bearing point, for example, a connecting element designed as a rubber bearing or ball joint, in particular bypassing the pivot bearing. In addition, the pendulum support is articulated to one of the four wheel check arms articulated to the wheel carrier, in particular the first wheel check arm, via a second bearing point, spaced apart from the first bearing point, for example, a connecting element designed as a rubber bearing or ball joint, in particular bypassing the pivot bearing and the wheel carrier. This enables particularly precise and thus defined guidance of the vehicle wheel, also referred to as wheel guidance, in particular relative to the chassis or relative to the body.

A further embodiment is characterized in that the second check arm is articulatedly coupled to the wheel carrier via exactly one third bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. The second check arm preferably has exactly one fourth bearing point spaced apart from the third bearing point, by means of which the second check arm is or can be articulatedly coupled to the chassis, so that preferably the second check arm is or can be articulatedly coupled to the chassis via exactly one bearing point spaced apart from the third bearing point, namely the fourth bearing point, in particular bypassing the wheel carrier and the pivot bearing. Alternatively or additionally, the fourth check arm is articulatedly coupled to the wheel carrier via exactly one fifth bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. Furthermore, it is preferably provided that the fourth wheel check arm has exactly one sixth bearing point spaced from the fifth bearing point, by means of which the fourth wheel check arm can be or is coupled in an articulated manner to the chassis. In other words, for example, the fourth wheel check arm can be or is coupled in an articulated manner to the chassis via exactly one bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, namely the sixth bearing point, in particular bypassing the wheel carrier and the pivot bearing. The third bearing point and/or the fourth bearing point and/or the fifth bearing point and/or the sixth bearing point can, in particular precisely, have a connecting element designed, for example, as a rubber bearing or ball joint.

Alternatively or additionally, the fifth check arm is articulatedly coupled to the wheel carrier via exactly one seventh bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the pivot bearing. Preferably, the fifth check arm has exactly one eighth bearing point, spaced from the seventh bearing point, by means of which the fifth check arm is or can be articulatedly coupled to the chassis, wherein the eighth bearing point has, for example, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint. In other words, it is preferably provided that the fifth check arm is or can be articulatedly coupled to the chassis via exactly one bearing point, for example, in particular precisely, having a connecting element designed, for example, as a rubber bearing or ball joint, in particular bypassing the wheel carrier and the pivot bearing. In other words, it is preferably provided that the second wheel control arm and/or the fourth wheel control arm and/or the fifth wheel control arm is designed as a rod control arm, thus as a two-point control arm, which has exactly two coupling points, namely the respective aforementioned bearing points. The respective rod control arm is articulated to the wheel carrier via the coupling points, in particular bypassing the pivot bearing, and is or can be articulated to the chassis, in particular bypassing the pivot bearing and the wheel carrier. This allows for particularly precise guidance of the vehicle wheel in a space-saving, weight-saving, and cost-effective manner.

In a further, particularly advantageous embodiment of the invention, it is provided that the first check rail has exactly one bearing point, for example, in particular exactly, comprising a connecting element designed as a rubber bearing or ball joint, by means of which the first check rail can be or is coupled to the chassis in an articulated manner, in particular bypassing the wheel carrier and the pivot bearing. This allows for particularly precise wheel guidance and thus a particularly high Driving comfort can be achieved in a space-saving and cost-effective manner.

In a further, particularly advantageous embodiment of the invention, the first check rail is articulated to the wheel carrier via precisely one bearing point, which, for example, has a connecting element configured as a rubber bearing or ball joint, in particular bypassing the pivot bearing. Thus, the first check rail is preferably configured as a rod-type control rail, i.e., as a two-point control rail, so that particularly precise and space-efficient wheel guidance can be achieved.

In order to achieve particularly precise wheel guidance and thus reliably avoid undesired relative movements, thus ensuring particularly high driving comfort, it is preferably provided that the bearing point via which the first wheel check arm is articulated to the wheel carrier, in particular bypassing the pivot bearing, has a second connecting element which is coupled to the wheel carrier or to the first wheel check arm by means of a bearing bolt designed, for example, as a screw element or as a screw bolt. The previous and following explanations regarding the first connecting element can easily be applied to the second connecting element. In particular, the second connecting element is a bearing or a bearing element. In particular, the second connecting element can be a rubber bearing or a joint, in particular a ball joint. In this case, the second connecting element has a bearing stiffness of at least 40 Newton meters per degree, in particular of at least 70 Newton meters per degree, and very particularly of at least 100 Newton meters per degree, viewed in the radial direction of the bearing bolt. Particularly when the bearing pin is designed as a screw element or as a screw bolt, the screw element is rotated relative to the wheel carrier and/or relative to the first check rail about a screw axis running in the axial direction of the second connecting element or coinciding with the axial direction of the second connecting element, in order to screw the screw element and thus connect the second connecting element to the wheel carrier or to the check rail. The radial direction runs perpendicular to the screw axis, so that the aforementioned bearing stiffness, also referred to as cardanic stiffness, extends perpendicular to the screw axis, also referred to as the screw connection direction. This makes it possible to achieve a particularly high level of stiffness for the second connecting element, so that undesired relative movements can be avoided, in particular when the first check rail is only articulated to the wheel carrier via the single bearing point comprising the second connecting element. This allows the installation space requirement to be kept particularly small.

In order to particularly effectively avoid undesired relative movements and thus achieve particularly high driving comfort, a further, alternative embodiment of the invention provides that the first check rail is articulated to the wheel carrier via exactly two bearing points that are spaced apart from one another and, for example, each have, in particular precisely, a connecting element designed, for example, as a rubber bearing or ball joint. In this case, the first check rail on the wheel carrier side is designed, for example, as a control fork, which has, for example, two fork tines that are spaced apart from one another, in particular in the axial direction of the connecting elements. At least a partial region of the check rail is arranged, for example, between the fork tines, in particular viewed in the axial direction of the connecting elements. In this case, for example, one of the connecting elements is arranged on each of the fork tines.

A second aspect of the invention relates to a motor vehicle, also referred to as a vehicle or motor vehicle and preferably designed as a motor vehicle, which has at least or exactly one vehicle axle designed as a multi-link axle, which has at least or exactly two wheel suspensions according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa. It is conceivable that the respective connecting element is designed as a respective ball joint and/or sliding joint.

• 1 ausschnittsweise eine schematische Perspektivansicht einer Radaufhängung einer als Mehrlenkerachse ausgebildeten Fahrzeugachse eines Kraftwagens;
• 2 ausschnittsweise eine schematische Seitenansicht der Ausführungsform aus 1 der Radaufhängung;
• 3 ausschnittsweise eine Schnittansicht durch eine Lagerung eines in Fahrzeughochrichtung betrachtet unteren Teils der Radaufhängung aus 1 und 2;

Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings.

• 1 a partial schematic perspective view of a wheel suspension of a vehicle axle of a motor vehicle designed as a multi-link axle;
• 2 a partial schematic side view of the embodiment from 1 the wheel suspension;
• 3 a partial sectional view through a mounting of a vehicle in height direction of the lower part of the wheel suspension 1 and 2 ;

In the figures, identical or functionally identical elements are provided with the same reference numerals.

1 shows a detail in a schematic perspective view of a first embodiment of a wheel suspension of a vehicle axle designed as a multi-link axle and simply also referred to as an axle of a motor vehicle, also referred to as a vehicle or motor vehicle and designed, for example, as a passenger car. This means that the motor vehicle has at least or exactly two vehicle axles arranged consecutively and thus one behind the other in the vehicle longitudinal direction L of the motor vehicle. For example, the vehicle axle is arranged behind the second vehicle axle in the vehicle longitudinal direction L, so that, for example, the second vehicle axle is a front axle and the first vehicle axle is a rear axle of the motor vehicle. In this specific example from 1 In particular, the wheel suspension of a vehicle rear axle is shown. The respective vehicle axle has at least or exactly two vehicle wheels (not shown in the figures) arranged on opposite sides of the motor vehicle in the transverse direction of the motor vehicle. The vehicle wheels of the motor vehicle are ground contact elements by means of which the motor vehicle can be or is supported downwards on a ground in the vertical direction of the motor vehicle. The vehicle wheels of the vehicle axle are rear wheels. In particular, the vehicle wheels of the vehicle axle are drivable or driven wheels. For example, the motor vehicle has a drive device, in particular an electric one, by means of which the vehicle wheels of the vehicle axle can be driven, in particular purely electrically.

The vehicle wheels of the second (not shown) axle are front wheels. The vehicle has a front-axle steering system, also referred to as front-wheel steering, which is also referred to as the first steering system. The front wheels can be steered by means of the first steering system in order to change lanes, change direction of travel, and corner the motor vehicle. For example, the first steering system has a steering handle, particularly designed as a steering wheel, which is operated by a person such as the driver of the vehicle and can thus be rotated in particular about a steering wheel rotation axis relative to a body of the motor vehicle. By rotating the steering wheel relative to the body and about the steering wheel rotation axis, the front wheels can be pivoted relative to the body and thus steered in order to cause the aforementioned cornering, change direction of travel, and change lanes of the motor vehicle. For example, the steering wheel is mechanically coupled to the front wheels.

The motor vehicle has the aforementioned body, which is designed, for example, as a self-supporting body. The self-supporting body forms or delimits an interior of the motor vehicle, also referred to as a passenger cell or passenger compartment, with the steering handle being arranged in the interior. While the motor vehicle is traveling, the aforementioned persons can remain in the interior. The vehicle axle has an axle carrier 5 designed as a rear axle support, which is designed separately from the body and is mounted, in particular elastically, on the body. The axle carrier 5 is to be understood as a chassis designed separately from the body, to which the vehicle wheel is or can be connected in an articulated manner, such that the vehicle wheel is or can be connected in an articulated manner to the body via the axle carrier 5. When it is stated below that the vehicle wheel can be or is connected in an articulated manner to the axle carrier 5, this is to be understood as meaning that the vehicle wheel can (also) be or is connected in an articulated manner to the body, namely through the axle carrier 5.

The vehicle axle has, in particular for each vehicle wheel of the vehicle axle, a wheel suspension via which the vehicle wheel is articulated to the axle carrier 5 and thus, via the axle carrier 5, to the body. In particular, the wheel suspension allows, for example, first relative movements between the vehicle wheel and the axle carrier 5 or the body, occurring at least substantially in the vehicle's vertical direction H, wherein, for example, the wheel suspension at least limits or prevents second relative movements between the vehicle wheel and the axle carrier 5 and thus the body. The first relative movements are compression and rebound movements of the vehicle wheel, whose compression and rebound movements are collectively referred to as wheel movements. At least with regard to the wheel movements, the vehicle wheel is supported on the body in a sprung and damped manner via a spring and/or damper element 7. For this purpose, the spring and/or damper element 7 comprises a vibration damper, also referred to as a shock absorber, which is designed, for example, as a hydraulic shock absorber. The vibration damper dampens the compression and rebound movements (wheel movements). The spring and/or damper element 7 also includes a spring, also referred to as a suspension spring, which can be designed as a mechanical spring. At the respective relative to For example, the spring is tensioned during the wheel movement of the vehicle wheel during construction, whereby the spring provides a spring force that opposes the respective wheel movement.

The wheel suspension comprises a wheel carrier 10 and a pivot bearing 11, in particular formed separately from the wheel carrier 10, on which the vehicle wheel is rotatably mounted about a wheel rotation axis 12 relative to the pivot bearing 11. For this purpose, a wheel hub 13 is provided, which is rotatably mounted on the pivot bearing 11 about the wheel rotation axis 12 relative to the pivot bearing 11 via, in particular at least or precisely, a rolling bearing. The vehicle wheel is connected to a wheel hub in a rotationally fixed manner, in particular in a non-destructively detachable manner. The pivot bearing 11 can be pivoted relative to the wheel carrier 10 about a pivot axis 14, also referred to as the steering axis, which runs obliquely or perpendicularly to the wheel rotation axis 12 and is thus mounted on the wheel carrier 10 in a steerable manner. Such that the pivot bearing 11, and with it the vehicle wheel, can be pivoted about the steering axis relative to the wheel carrier 10 and relative to the axle carrier 5 and the body and can thus be steered. This can, for example, effect and/or assist the aforementioned cornering, changes of direction, and lane changes. For example, the pivot bearing 11 is part of a second steering system, also referred to as rear-axle steering, which is designed, for example, as a steer-by-wire system and thus has no mechanical connection to the steering handle. The second steering system comprises, for example, a motor (not shown in the figures) designed in particular as an electric motor, by means of which the pivot bearing 11 and, with it, the vehicle wheel, can be pivoted about the pivot axis 14 relative to the wheel carrier 10 in order to steer the vehicle wheel and thus the motor vehicle. For this purpose, the motor can drive the pivot bearing 11 and thus pivot it about the pivot axis 14 (steering axis) relative to the wheel carrier 10. It can be seen that the wheel carrier 10, the pivot bearing 11, and the vehicle wheel execute the wheel movement together. However, if the pivot bearing 11 and the vehicle wheel are steered, the wheel carrier 10 is not steered.

As from 1 and 2 As can be seen, exactly five wheel check arms are articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11 and in particular also bypassing the axle carrier 5 (chassis). Specifically, five wheel check arms are articulatedly coupled to the wheel carrier 10, namely a first wheel check arm 15a, a second wheel check arm 15b, a fourth wheel check arm 15c, and a fifth wheel check arm 15d. The wheel carrier 10 is articulatedly connected to the axle carrier 5 and thus to the body via the four wheel check arms 15a-d, in particular bypassing the pivot bearing 11. Furthermore, the wheel suspension 6 is provided with exactly one third wheel check arm 15e, also referred to as a track control arm, which is articulatedly coupled to the pivot bearing 11, in particular bypassing the wheel carrier 10, via a first rubber bearing 20. The first rubber bearing 20 is a first connecting element or is also referred to as the first connecting element. The first connecting element could alternatively be designed, for example, as a first ball joint. By means of the third wheel guide 15e, the pivot bearing 11 and, with it, the vehicle wheel, can be pivoted about the pivot axis 14 relative to the wheel carrier 10, in particular by translational movement of the third wheel guide 15e relative to the wheel carrier 10 and relative to the axle carrier 5. Thus, for example, the aforementioned motor is coupled, in particular in an articulated manner, to the pivot bearing 11 via the third wheel guide 15e.

In particular, the second wheel control arm 15b, the fourth wheel control arm 15c, and the fifth wheel control arm 15d can be designed as rod control arms, i.e., as two-point control arms, which are also referred to as first rod control arms or first two-point control arms. For example, each such rod control arm can have precisely one bearing point, by means of which the respective rod control arm is articulatedly coupled to the wheel carrier 10, in particular bypassing the pivot bearing 11. Furthermore, the respective rod control arm can have precisely one second bearing point, by means of which the respective rod control arm can be or is articulatedly coupled to the axle carrier 5 and thus to the body, in particular bypassing the pivot bearing 11 and bypassing the wheel carrier 10. Such a bearing point can, for example, comprise a rubber bearing.

The third wheel guide 15e is as in 2 can be seen, via exactly a third rubber bearing, namely via the rubber bearing 20, articulated to the pivot bearing 11, in particular bypassing the wheel carrier 10.

In this case, for example, the check arm 15e is also designed as a rod link, thus as a two-point link. The third check arm 15e has exactly one bearing point 21, by means of which the second rod link is coupled in an articulated manner to the pivot bearing 11, in particular bypassing the wheel carrier 10. In this case, the bearing point 21 in particular comprises the rubber bearing 20. In particular, the rubber bearing 20 is arranged at least partially in the check arm 15e. Furthermore, for example, the third check arm 15e has exactly one fourth bearing point 22, in particular as a first coupling point, by means of which the check arm 15e is connected to the chassis, that is to say to the axle carrier 5, in particular or is coupled or can be coupled in an articulated manner, in particular such that the check rail 15e is coupled to the motor by means of the bearing point 22, in particular in an articulated manner. The bearing point 22 can comprise, in particular precisely, a rubber bearing, via which, for example, the check rail 15e is coupled to the body, in particular to the motor, which is coupled, for example, to the body.

The first wheel guide 15a can be designed as a fork on the wheel carrier side and can also be connected to the wheel carrier (10) with corresponding bearing points.

Out of 1 and 2 It can be seen that the pivot bearing 11 is pivotably coupled to the wheel carrier 10 by means of exactly two joints or bearings 35 and 36 about the pivot axis 14 relative to the wheel carrier 10. Thus, the joints or bearings 35 and 36 form or define the pivot axis 14. The upper bearing 35, viewed in the vehicle's vertical direction H, comprises a rubber bearing. Alternatively, the bearing 35 can be or comprise a ball joint, a rolling bearing, in particular a ball bearing, or a plain bearing.

It shows how particularly good 1 and 2 As can be seen, the pivot bearing 11 has a recess 37, which in this case is designed as a through-opening and also referred to as a window, in which the lower bearing 36, viewed in the vehicle's vertical direction H, is at least partially, in particular at least predominantly and thus at least more than half, received. In the present case, for example, the recess 37 is penetrated by the bearing 36. The wheel carrier (10) engages in the recess (37). In particular, a second partial region 38 of the wheel carrier 10 is received in the recess 37, in particular in such a way that the partial region 38 penetrates the recess 37. In this case, for example, the partial area 38 is connected in an articulated manner to the pivot bearing 11 by means of the joint 36 or the joint 36 comprises the partial area 38 of the wheel carrier 10. As a result, the joint 36 and thus the pivot bearing 11 can advantageously be arranged close to a brake disc (not shown in the figures) of a friction brake, which is designed as a disc brake in the present case and is connected in a rotationally fixed manner to the wheel hub 13, by means of which the wheel hub 13 and thus the vehicle wheel 3 can be braked, in particular with regard to rotations occurring about the wheel rotation axis 12.

3 shows the recess 37 and the associated (lower as viewed in the vehicle vertical direction H) bearing 36 in a detailed view or the bearing 36 in a sectional view. As can be seen in particular in 3 As can be seen, the screw axis V of a screw element 1 of the bearing 36 or, when the wheel suspension is installed in the vehicle, is arranged at least approximately in the vehicle longitudinal direction L. As in 3 As can be further seen, in this specific example the screw axis V intersects the pivot axis 14. Furthermore, in this example the screw axis V is even at least approximately perpendicular to the pivot axis 14. This has the particular advantage that the screw axis of the bearing 36 is not parallel or even on the pivot axis 14, thus enabling a rigid connection with high strength.

Particularly preferably, the lower bearing 36 is a ball-and-socket joint whose axial orientation represents the screw axis V of the screw element 1 of the ball-and-socket joint. Such a ball-and-socket joint makes it possible to connect the pivot bearing 11 in the lower region (viewed in the vehicle's vertical direction H) to the wheel carrier with only a single screw element 1. This has advantages, particularly with regard to assembly effort and the number of components required.

As previously stated, the vehicle wheel can be driven by the drive mechanism of the motor vehicle. For this purpose, the wheel hub can be driven by the drive mechanism and thereby rotated about the wheel rotation axis 12 relative to the pivot bearing 11. For this purpose, a side shaft, particularly designed as a cardan shaft, in particular as a constant velocity cardan shaft, can be provided, via which the wheel hub can be driven by the drive mechanism and thereby rotated about the wheel rotation axis 12 relative to the pivot bearing 11. This allows the vehicle wheel to be driven.

QUOTES CONTAINED IN THE DESCRIPTION

This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10 2014 226 225 A1 [0002]
• WO 2015/144482 A1 [0002]

Claims (13)

Wheel suspension for a vehicle wheel of a motor vehicle, with a wheel carrier (10) and with a pivot bearing (11) on which the vehicle wheel is to be rotatably mounted, wherein for steering the pivot bearing (11) and the vehicle wheel, the pivot bearing (11) is mounted on the wheel carrier (10) so as to be pivotable about a pivot axis (14) relative to the wheel carrier (10), wherein: - at least two wheel check arms (15a, b) which are articulatedly coupled to the wheel carrier (10), namely a first wheel check arm (15a) and a second wheel check arm (15b), via which the wheel carrier (10) can be articulatedly connected to a chassis of the motor vehicle; - a third wheel guide (15e) which is articulatedly coupled to the pivot bearing (11) via a connecting element (20), by means of which the pivot bearing (11) can be pivoted about the pivot axis (14) relative to the wheel carrier (10) in order to steer the pivot bearing (11) and the vehicle wheel; and - spring and/or damper element (7), via which the wheel carrier (10) and the pivot bearing (11) can be supported in a spring-loaded and/or damped manner on a body of the motor vehicle, - wherein the pivot bearing (11) is mounted on the wheel carrier (10) by means of at least one bearing (36) so as to be pivotable about the pivot axis (14) relative to the wheel carrier (10), wherein the pivot bearing (11) has a recess (37) in which the bearing (36) is at least partially arranged, wherein the wheel carrier (10) engages in the recess (37), characterized in that the screw axis (V) of a screw element (1) of the bearing (36) is arranged at least approximately in the vehicle longitudinal direction (L) when the wheel suspension is installed in the vehicle. Wheel suspension after Claim 1 , wherein the bearing (36) is a ball sleeve joint, wherein the axial orientation of the ball sleeve joint represents the screw axis (V) of a screw element (1) of the ball sleeve joint. Wheel suspension after Claim 1 or 2 , whereby the screw axis (V) intersects the pivot axis (14). Wheel suspension after Claim 3 , wherein the screw axis (V) is arranged at least approximately perpendicular to the pivot axis (14). Wheel suspension according to one of the preceding claims, characterized in that the third wheel guide (15e) is articulatedly coupled to the pivot bearing (11) via exactly one bearing point (21) comprising the connecting element (20). Wheel suspension according to one of the preceding claims, characterized in that the second wheel guide (15b) is designed as a four-point swing arm, which: - is articulated to the wheel carrier (10) via exactly two spaced-apart, first bearing points; and - has exactly two spaced-apart, second bearing points, by means of which the four-point swing arm can be articulated to the chassis. In description Wheel suspension according to one of the previous Claims 1 until 5 , characterized in that the second wheel guide (15b) is designed as a three-point swing arm which: - is articulated to the wheel carrier (10) via exactly one first bearing point; and - has exactly two second bearing points spaced apart from the first bearing point and from one another, by means of which the three-point swing arm can be articulated to the chassis. Wheel suspension according to one of the Claims 1 until 5 , characterized in that at least or exactly four wheel guides (15a-d) are articulatedly coupled to the wheel carrier (10), namely the first wheel guide (15a), the second wheel guide (15b), a fourth wheel guide (15c) and a fifth wheel guide (15d), via which the wheel carrier (10) can be articulatedly connected to the chassis of the motor vehicle. Wheel suspension after Claim 8 , characterized by a pendulum support which is articulated to the wheel carrier (10) via a first bearing point and is articulated to one of the four wheel guides (15a-d) articulated to the wheel carrier (10), in particular to the first wheel guide (15a), via a second bearing point spaced from the first bearing point. Wheel suspension after Claim 8 or 9 , characterized in that : - the second wheel check arm (15b) is articulated to the wheel carrier (10) via exactly one third bearing point and has exactly one fourth bearing point, spaced from the third bearing point, by means of which the second wheel check arm (15b) can be articulated to the chassis; and/or - the fourth wheel check arm (15c) is articulated to the wheel carrier (10) via exactly one fifth bearing point and has exactly one sixth bearing point, spaced from the fifth bearing point, by means of which the fourth wheel check arm (15c) can be articulated to the chassis; and/or - the fifth wheel check arm (15d) is articulated to the wheel carrier (10) via exactly one seventh bearing point and has exactly one eighth bearing point, spaced from the seventh bearing point, by means of which the fifth wheel check arm (15d) can be articulated to the chassis. Wheel suspension according to one of the preceding claims, characterized in that the first wheel guide is articulated to the wheel carrier (10) via exactly one bearing point. Wheel suspension according to one of the Claims 1 until 10 , characterized in that the first wheel guide is articulated to the wheel carrier via exactly two spaced-apart bearing points. Motor vehicle, with at least or exactly one multi-link axle, which has at least or exactly two wheel suspensions according to one of the preceding claims.

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