Wheel suspension for vehicle, in particular motor vehicle, and vehicle

Abstract

The invention relates to a wheel suspension (1) for a vehicle, comprising a wheel carrier (3) on which a wheel can be mounted such that it can rotate about a wheel axis of rotation (D) relative to the wheel carrier (3); a plurality of wheel guide arms (5, 6, 7, 8, 9) which are connected to the wheel carrier (3) in an articulated manner and are used for guiding the wheel carrier (3); a bearing spring (11) which is supported on a first of the wheel links (5, 6, 7, 8, 9) and is connected to the wheel carrier (3) via the first wheel link (6), via which bearing spring the wheel carrier (3) can be supported on the body of the vehicle in a spring-supported manner; and having a vibration damper (12) which is functionally connected in parallel to the bearing spring (11) and is arranged entirely outside the bearing spring (11), by means of which the wheel carrier (3) can be supported on the vehicle body in a damped manner; wherein the first wheel link (6) is arranged on a different side (S1) from at least one second wheel link among the wheel links (5, 6, 7, 8, 9), as viewed in the vehicle longitudinal direction (14), from the wheel axis of rotation (D).

Description

Technical Field

[0001] The invention relates to a wheel suspension for a vehicle, in particular for a motor vehicle, according to the preamble of claim 1 . Background Art

[0002] DE 10 2018 213 663 A1 discloses a known multiple-link axle for a two-track vehicle, which has a support spring for the vehicle body supported on one of the guide arms of the wheels of the guide axle and a vibration damper functionally connected in parallel with the support spring. For the prior art, see also DE 10 2017 215 112 A1 and DE 10 2018 214 289 A1. Summary of the invention

[0003] The object of the present invention is to provide a wheel suspension for a vehicle and a vehicle having at least one such wheel suspension, in which a particularly advantageous design with regard to installation space and weight is achieved.

[0004] This object is achieved according to the invention by a wheel suspension having the features of claim 1 and by a vehicle having the features of claim 10. Advantageous embodiments of the invention are the subject matter of the dependent claims.

[0005] A first aspect of the invention relates to a wheel suspension for a vehicle, in particular for a motor vehicle. This means that the vehicle has a wheel suspension in its fully manufactured state. The vehicle is preferably a motor vehicle, quite preferably a passenger car. For example, the vehicle has an interior space, also referred to as a passenger compartment or passenger cabin, in its fully manufactured state, which is formed or delimited by the body of the vehicle. Quite preferably, the body is designed as a self-supporting vehicle body. The body and thus the vehicle can be supported downwards on the floor in the vertical direction of the vehicle via the wheel suspension.

[0006] The wheel suspension has a wheel carrier on which a vehicle wheel, also referred to as a wheel of the vehicle, can be mounted or supported rotatably about a wheel axis of rotation relative to the wheel carrier. The wheel is a ground-contacting element via which the vehicle body and the vehicle can be supported or supported on the ground in the vertical direction of the vehicle downward. If the vehicle is driven along the ground while the vehicle is supported on the ground in the vertical direction of the vehicle downward via the wheel, the wheel rolls in particular directly on the ground and in particular the wheel rotates relative to the wheel carrier about the wheel axis of rotation.

[0007] In particular, it is conceivable that the wheel suspension has a wheel hub which matches the wheel carrier and is mounted on the wheel carrier so as to be rotatable about the wheel axis of rotation relative to the wheel carrier. For example, the wheel hub is mounted on the wheel carrier so as to be rotatable about the wheel axis of rotation relative to the wheel carrier via at least or exactly one rolling bearing. In this context, it is particularly conceivable that the wheel is or can be connected to the wheel hub in a rotationally fixed manner, in particular in a manner that allows non-destructive removal.

[0008] The wheel suspension has a plurality of wheel guide arms which are connected to the wheel carrier in an articulated manner, i.e., are connected or coupled to the wheel carrier in an articulated manner, for guiding the wheel carrier and thus the wheel. In other words, the wheel carrier can be guided or guided, in particular relative to the vehicle body, by means of wheel guide arms, which are also referred to as guide arms for short. This should be understood in particular that at least a first relative movement between the wheel carrier and the vehicle body can be limited or limited, in particular can be avoided or avoided, by means of the wheel guide arms, and for example the wheel guide arms are configured to allow a second relative movement between the wheel carrier and the vehicle body in a targeted manner. In particular, the wheel guide arms allow the wheel and thus the wheel to perform elastic extension and elastic retraction movements at least substantially in the vertical direction of the vehicle and relative to the vehicle body in the fully manufactured state of the vehicle, wherein the elastic extension and elastic retraction movements are also generally referred to as wheel movements. For example, the wheel is a steerable wheel. In other words, the wheel can be provided with a steering device, by means of which the wheel can be steered, so that, for example, a change of driving direction, a lane change and a turn of the vehicle can be performed or realized thereby.

[0009] For example, when the corresponding wheel moves, the corresponding wheel guide arm pivots relative to the wheel carrier, in particular about a corresponding first pivot axis on the wheel carrier side. Furthermore, for example, when the corresponding wheel moves, the corresponding wheel guide arm pivots relative to the vehicle body, in particular about a corresponding second pivot axis on the vehicle body side. The wheel carrier is therefore connected or connectable to the vehicle body in an articulated manner and at least indirectly via the wheel guide arm. It is conceivable that the corresponding wheel guide arm is connected in an articulated manner and directly to the vehicle body. It is also conceivable that a bridge carrier is provided which is constructed separately from the vehicle body and which is not a component of the vehicle body. For example, the bridge carrier is held, in particular elastically held, in particular supported on the vehicle body. It is conceivable here that the corresponding wheel guide arm is connected in an articulated manner to the bridge carrier and is thus coupled to the vehicle body by means of the bridge carrier.

[0010] The wheel suspension has a support spring, which is supported in particular precisely on one of the wheel guide arms. The wheel guide arm on which the support spring is supported is also referred to as the first wheel guide arm. Therefore, the support spring is connected to the wheel carrier via the first wheel guide arm, in particular only via the first wheel guide arm. The first wheel guide arm is also referred to as the spring guide arm. In particular, it is provided that the connection of the support spring does not take place when bypassing the first wheel guide arm, so that the support spring is preferably not directly connected to the wheel carrier. The wheel carrier and thus the wheel can be supported or supported on the vehicle body in a spring-supported manner via the support spring. In particular, the wheel carrier and thus the wheel can be supported or supported on the vehicle body in a spring-supported manner via the support spring in terms of wheel movement. Since the wheel guide arm pivots relative to the vehicle body and relative to the wheel carrier during the corresponding wheel movement, the corresponding wheel guide arm, for example, performs a pivoting movement during the corresponding wheel movement. For example, during the corresponding wheel movement and during the corresponding pivoting movement of the spring guide arm that occurs thereby, the support spring is tensioned, in particular compressed, so that the support spring provides a spring force that resists the corresponding wheel movement. The support spring may include or be mechanical and thus be configured as a fixed spring element, such as a helical spring and / or a leaf spring, in particular a transverse leaf spring. In addition, it is conceivable that the support spring is or includes an air spring.

[0011] The wheel suspension also has a vibration damper, via which the wheel carrier and thus the wheel can be supported or supported on the vehicle body in a damped manner, in particular with respect to wheel movements. The corresponding wheel movements are thus damped by means of the vibration damper, which is also called an impact damper. For example, the vibration damper is designed as a hydraulic vibration damper, thus as a hydraulic impact damper. The vibration damper is functionally connected in parallel with the support spring. In other words, the support spring and the vibration damper are functionally connected in parallel. In the wheel suspension, the first wheel link is arranged on a different side of the wheel rotation axis from at least one second wheel link among the wheel links, as viewed in the vehicle longitudinal direction of the vehicle. In other words, the first wheel link is arranged on a first side of the wheel rotation axis, while the second wheel link is arranged on a second side of the wheel rotation axis facing away from the first side in the vehicle longitudinal direction. In yet other words, it is provided in the wheel suspension that, as viewed in the vehicle longitudinal direction of the vehicle, the first wheel link is arranged on one side of the wheel rotation axis, while the second wheel link is arranged on the other side of the wheel rotation axis. The vehicle longitudinal direction is also referred to as x or x-direction, and in particular the forward direction, also referred to as driving direction for short, in which the vehicle travels in a straight line, ie straight ahead, coincides with the vehicle longitudinal direction.

[0012] In order to achieve a particularly space- and weight-efficient design of the wheel suspension, it is now provided according to the invention that the vibration damper is connected to the wheel carrier while bypassing all wheel guide arms of the wheel suspension that are provided for guiding the wheel carrier of the wheel suspension. This means that the vibration damper is not connected to the wheel carrier by means of a wheel guide arm that is provided for guiding the wheel carrier, but rather the vibration damper bypasses all wheel guide arms of the wheel suspension that are provided for guiding the wheel carrier of the wheel suspension in its connection to the wheel carrier, so that, for example, corresponding forces, in particular corresponding damping forces, transmitted between the vibration damper and the wheel carrier extend on their path from the vibration damper to the wheel carrier or, conversely, do not extend through any wheel guide arms of the wheel suspension that are provided for guiding the wheel carrier.

[0013] Furthermore, according to the invention, it is provided that all the wheel guide arms of the wheel carrier of the wheel suspension which are provided for guiding the wheel suspension are respectively arranged on exactly one side of the vibration damper, that is to say viewed from the respective wheel guide arm. In other words, each of the wheel guide arms of the wheel carrier of the wheel suspension which are provided for guiding the wheel suspension is respectively arranged on exactly one side of the vibration damper. It is conceivable that at least one of the wheel guide arms is arranged exactly on a first side of the vibration damper and at least one of the second wheel guide arms is arranged exactly on a second side of the vibration damper which faces away from the first side of the vibration damper. In this case, for example, the second side faces away from the first side in the longitudinal direction of the vehicle and vice versa. In other words, at least one of the wheel guide arms can be positioned in front of the vibration damper and at the same time at least one of the wheel guide arms can be positioned behind the vibration damper. Thus, all the wheel guide arms of the wheel carrier of the wheel suspension which are provided for guiding the wheel suspension have no through-holes through which the vibration damper passes. This makes it possible to achieve a particularly cost-effective, weight- and installation-space-efficient design of the wheel suspension of the vehicle and thus an axle which is designed, for example, as a multiple-link axle and comprises a wheel suspension, since the corresponding wheel links themselves can be designed in a cost-effective, weight- and space-efficient manner. Furthermore, a particularly advantageous damping ratio of the vibration damper can be achieved, which is, for example, at least approximately 1, in the range of from 0.8 to 0.85 inclusive. This makes it possible to achieve a particularly high level of comfort, i.e. a particularly high level of driving comfort, and to avoid excessively high loads on the vibration damper, which is also referred to as a damper for short.

[0014] The feature “the vibration damper is arranged completely outside the support spring” is to be understood in particular to mean that the vibration damper and the support spring are components which are arranged completely outside of each other. This means that the vibration damper is completely outside the support spring, i.e., arranged completely outside the support spring, and the support spring is completely outside the vibration damper, i.e., arranged completely outside the vibration damper.

[0015] The axle including the wheel suspension can be, for example, a rear axle or a front axle. The axle can be a drive axle or a driven axle, so that the wheels can be drivable wheels or driven wheels, also called drive wheels. This means that the vehicle in its fully manufactured state has a drive device, by means of which the wheels and thus the vehicle can be driven. The drive device is or includes, for example, an internal combustion engine and / or an electric motor, so that the vehicle can be a hybrid vehicle or an electric vehicle, in particular a battery electric vehicle (BEV). It is also conceivable that the axle is a non-driven axle or a non-driven axle, so that the wheels are, for example, non-driven wheels or non-driven wheels.

[0016] In order to make the structural space requirement, weight and cost of the wheel suspension particularly low, in one embodiment, it is provided that all wheel guide arms of the wheel suspension that are provided for guiding the wheel carrier of the wheel suspension are configured as rod-type guide arms. This can be understood in particular as follows: the corresponding wheel guide arm, for example, has one, in particular, exactly one first bearing area, in which the corresponding wheel guide arm is connected to the wheel carrier in an articulated manner or via this first bearing area, in particular supported on the wheel carrier. In addition, for example, the corresponding wheel guide arm has one, in particular, exactly one second bearing area, in which the corresponding wheel guide arm can be connected or connected in an articulated manner or via this second bearing area, that is, can be supported or supported on the vehicle body in an articulated manner, directly on the vehicle body or on the bridge carrier. In other words, for example, the corresponding wheel guide arm preferably has two, in particular, exactly two bearing areas, namely the first bearing area and the second bearing area. It is preferably provided here that the bearing areas are located on a common straight line. Therefore, there is at least or exactly one straight line that intersects not only the first bearing area but also the second bearing area. In this way, a particularly favorable construction of the corresponding wheel guide arm itself in terms of structural space, weight and cost can be achieved.

[0017] Since the support spring is supported on the first wheel link, in particular on it, and is therefore connected to the wheel carrier via the first wheel link, the first wheel link is also referred to as a spring link. For example, the first spring link is a camber link. For example, the second link can be a longitudinal link.

[0018] Another embodiment is characterized in that the second wheel control arm and the vibration damper are connected in an articulated manner to a common integrally formed structural element of the wheel carrier. Thus, for example, a connection node is created by the structural element. The feature "integrally formed structural element" is to be understood as meaning that the structural element is formed from a single piece, so that the structural element is formed from a single piece or as a single piece. In other words, the structural element does not consist of, for example, a plurality of elements that are formed separately and connected to one another, but rather the structural element is formed from a single piece. This means, in particular, that the structural element is formed from an integral and thus monolithic component. Thus, a particularly advantageous construction with regard to installation space, weight and costs can be achieved.

[0019] In order to be able to keep the installation space requirement, weight and costs of the wheel suspension particularly low, it is provided in a further embodiment of the invention that the first wheel control arm (spring control arm) is also connected in an articulated manner to the integrally formed structural element.

[0020] The structural element is preferably produced by forming, whereby a particularly advantageous construction with regard to installation space, weight and costs can be achieved.

[0021] The forming may be forging. However, in order to be able to achieve a particularly low weight, in another embodiment of the invention it is provided that the forming is casting, so that the structural element is produced by casting and is therefore designed as a cast component, also referred to as a cast component.

[0022] In order to be able to achieve a particularly low weight for the wheel suspension, provision is made in a further embodiment of the invention for the component to be formed from light metal, in particular from cast light metal.

[0023] The light metal is preferably aluminum, so that the component can preferably be designed as an aluminum casting.

[0024] It has been shown to be particularly advantageous that the first wheel link and / or the second wheel link is designed as a forged link. It is also conceivable that all wheel links of the wheel suspension that are provided for guiding the wheels of the wheel suspension are designed as forged links. This allows a particularly space-saving design to be achieved.

[0025] In order to be able to keep weight and costs within a particularly low range, it is provided in a further embodiment of the invention that the first wheel link and / or the second wheel link is designed as a sheet metal link, in particular in the form of a shell structure. In particular, it is conceivable that all wheel links of the wheel suspension, which are provided for guiding a wheel of the wheel suspension, are designed as sheet metal links, in particular in the form of a shell structure.

[0026] A second aspect of the invention relates to a vehicle, preferably configured as a motor vehicle, in particular a motor vehicle and quite particularly configured as a passenger car, which comprises at least one wheel suspension according to the first aspect of the invention. The advantages and advantageous embodiments of the first aspect of the invention can be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Further details of the invention are obtained from the following description of preferred exemplary embodiments and the associated drawings.

[0028] Figure 1 shows a schematic perspective view of a wheel suspension for a vehicle;

[0029] Figure 2 another schematic perspective view showing a wheel suspension; and

[0030] Figure 3 Another schematic perspective view of a wheel suspension is shown. DETAILED DESCRIPTION

[0031] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0032] Figure 1 A wheel suspension 1 is shown in a schematic perspective view. In its fully manufactured state, the vehicle has at least or exactly two axles, also referred to as axles, which are arranged one behind the other in the longitudinal direction of the vehicle and are therefore arranged one behind the other. The respective axle has at least or exactly two wheels, also referred to as wheels. The respective wheels of the respective axle are arranged on mutually opposite sides of the vehicle in the transverse direction of the vehicle. The wheels are ground-contacting elements, via which the interior of the vehicle, also referred to as the passenger compartment or passenger cabin, is formed or delimited by the vehicle body, preferably in the form of a self-supporting body, of the vehicle, can be supported or supported on the ground in the vertical direction of the vehicle downward. In this case, for example, a wheel suspension, such as the wheel suspension 1, is provided for each wheel. One of the axles is the front axle and the other axle is the rear axle, which is arranged behind the front axle in the longitudinal direction of the vehicle. The wheel suspension 1 is, for example, a component of the rear axle. The wheels of the front axle are also referred to as front wheels and the wheels of the rear axle are also referred to as rear wheels. The axle with the wheel suspension 1 is Figure 1 Marked with 2.

[0033] The wheel suspension 1 has a wheel carrier 3, on which one of the wheels of the axle 2 is mounted so as to be rotatable about a wheel rotation axis D relative to the wheel carrier 3 or is mounted on the wheel carrier 3. When a "wheel" is mentioned below, this shall mean, unless otherwise stated, a wheel which is mounted so as to be rotatable about a rotation axis D relative to the wheel carrier 3 or is mounted on the wheel carrier 3. Figure 1 In the figure, it can be seen that the brake disc 4 matching the wheel of the service brake of the vehicle is constituted as a friction brake, wherein the friction brake is constituted as a disc brake. By braking this brake disc 4, the vehicle and thereby the entire vehicle can be braked.

[0034] The wheel suspension 1 has a plurality of wheel control arms 5, 6, 7, 8 and 9, which are also referred to as control arms, wheel guide control arms or wheel guide elements. In the exemplary embodiment shown in the figures, the wheel suspension 1 has exactly five wheel control arms, namely wheel control arms 5, 6, 7, 8 and 9. The vehicle axle 2 is therefore designed as a multi-link axle. The wheel control arms 5, 6, 7, 8 and 9 can be used to guide or direct the wheel carrier 3 relative to the vehicle body.

[0035] In the embodiment shown in the figures, the wheel suspension also has a bridge carrier 10 which is designed to be separate from the vehicle body and is held, in particular resiliently supported, on the vehicle body. The respective wheel control arms 5, 6, 7, 8 and 9 are each articulated on one side, in particular at one end, to the wheel carrier 3 and are each articulated on the other side, in particular at the other end, to the bridge carrier 10, so that the wheel control arms 5, 6, 7, 8 and 9 at least limit or suppress an undesired first relative movement between the wheel carrier 3 and the bridge carrier 10 and thus between the wheel carrier 3 and the vehicle body, while the wheel control arms 5, 6, 7, 8 and 9, also referred to as control arms for short, allow an elastic extension and retraction movement of the wheel carrier 3 and thus of the wheel, in particular at least substantially in the vertical direction of the vehicle and relative to the vehicle body and relative to the bridge carrier 10. The elastic extension and retraction movement is also collectively referred to as wheel movement. When or by the respective wheel movement, the respective control arm pivots relative to the wheel carrier 3 and relative to the bridge carrier 10. This means that, when or as a result of a movement of the respective wheel, the respective link arm performs a respective pivoting movement relative to the wheel carrier 3 and relative to the axle carrier 10 .

[0036] The wheel suspension 1 has a support spring 11, via which the wheel carrier 3 and thus the wheel can be supported or supported on the vehicle body in a sprung manner, in particular with regard to the corresponding wheel movement. In the exemplary embodiment shown in the figures, the support spring 11 is designed as a pneumatic spring. Figure 1 , it can be seen that the supporting spring 11 is supported on, in particular on, the wheel link 6, in particular at least substantially in the vertical direction of the vehicle, so that the supporting spring 11 is connected to the wheel carrier 3 by means of the wheel link 6. Conversely, the wheel carrier 3 is coupled to the supporting spring 11 by means of the wheel link 6 and can therefore be supported or supported on the vehicle body in a sprung manner with respect to its respective wheel movement via the wheel link 6 and the supporting spring 11. The wheel link 6 is also referred to as a spring link.

[0037] The wheel suspension 1 also has a vibration damper 12, also referred to as a damper or impact damper. Preferably, the vibration damper 12 is a hydraulic vibration damper, i.e. a hydraulic impact damper. Via the vibration damper 12, the wheel carrier 3 and thus the vehicle can be supported or supported on the vehicle body in a damped manner, in particular with regard to the movement of its respective wheels. It is conceivable that the support spring 11, which is supported on one side, in particular directly supported, in particular coupled to the wheel control arm 6, can be supported on the other side, in particular directly supported on the vehicle body, in particular coupled to the vehicle body. It is also conceivable that the vibration damper 12 is supported, in particular directly supported on the vehicle body, in particular coupled to the vehicle body.

[0038] For example, the wheel link 8 is also referred to as the second wheel link. For example, the wheel link 8 is a longitudinal link. For example, the wheel link 9 is also referred to as a guide link or a guide link. In the present case, the wheel link 7 is designed as a transverse link. The wheel link 5 is preferably a track link or also a track link. The wheel link 6 is, for example, a camber link or also a camber link.

[0039] In the wheel suspension 1, the wheel link 6 is now arranged on the other side of the wheel axis of rotation D than the wheel link 8 and, for example, also the wheel link 9, as viewed in the longitudinal direction of the vehicle. Figure 1 The vehicle longitudinal direction of the vehicle is indicated diagrammatically by a double arrow 14, the forward driving direction of the vehicle, also referred to as the driving direction, is indicated diagrammatically by an arrow 13. In the wheel suspension 1, a plurality of and thus at least or exactly two of the link arms, one of which is the wheel link arm 6, are arranged on a first side S1 of the wheel rotation axis D, and a plurality of and thus at least or exactly two of the link arms, one of which is the wheel link arm 8, are arranged on a second side S2 of the rotation axis D, which faces away from the first side S1 in the vehicle longitudinal direction of the vehicle. In other words, the wheel link arm 6 (spring link arm) is arranged on this side of the wheel rotation axis D, while the wheel link arm 8 is arranged on the other side of the wheel rotation axis D, as viewed in the vehicle longitudinal direction. For example, in the specific embodiment shown in the figures, the wheel link arms 5, 6 and 7 are arranged on this side of the wheel rotation axis D, as viewed in the vehicle longitudinal direction, while the wheel link arms 8 and 9 are arranged on the other side of the rotation axis D, and therefore on the second side S2, as viewed in the vehicle longitudinal direction. It can be seen from the arrow 18 that the wheel guide 8 and in the present case also the wheel guide 9 are arranged in front of the wheel rotation axis D, as viewed in the longitudinal direction of the vehicle, and the wheel guides 5, 6 and 7 are arranged in the longitudinal direction of the vehicle with respect to the forward direction behind the wheel rotation axis D. In other words, the wheel guides 8 and 9 face forward in the longitudinal direction of the vehicle and are therefore adjacent to the wheel rotation axis D, as viewed in the forward direction, and the wheel rotation axis D faces forward in the longitudinal direction of the vehicle and is therefore adjacent to the wheel guides 5, 6 and 7. Furthermore, the vibration damper 12 is arranged completely outside the support spring 11, and the support spring 11 is arranged completely outside the vibration damper 12. In this case, the support spring 11 and the vibration damper 12 are connected in parallel with each other.

[0040] In order to realize a particularly advantageous design of the wheel suspension 2 in terms of installation space, weight and costs, in the wheel suspension 1, it is particularly advantageous to Figures 1 to 3As can be seen, it is provided that the vibration damper 12 is connected to the wheel carrier 3, in particular in an articulated manner, bypassing all the wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 which are provided for guiding the wheel carrier of the wheel suspension 1 and also bypassing the support spring 11. The support spring 11 bypasses the vibration damper 12 and is connected to the wheel carrier 3 by means of the wheel control arm 6. Furthermore, it is provided in the wheel suspension 1 that all the wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 which are provided for guiding the wheel carrier 3 of the wheel suspension 1 are arranged on exactly one side of the vibration damper 12. In the exemplary embodiment shown in the figures, the wheel control arms 8 and 9 are arranged on a first side S3 of the vibration damper 12, which in the present case faces forward in the forward direction, i.e. in the forward direction. The wheel control arm 6 and in the present case also the wheel control arms 5 and 7 are arranged on a second side S4 of the vibration damper 12, which faces away from the side S3 in the longitudinal direction of the vehicle. In the present case, the side S4 faces rearward in the longitudinal direction of the vehicle and therefore faces in the opposite direction of travel. The wheel control arms 8 and 9 are arranged only on the side S3 with respect to the side S3 and the side S4, in particular with respect to all sides of the vibration damper 12, while the wheel control arms 6 and in the present case also the wheel control arms 5 and 7 are arranged only on the side S4 with respect to the side S3 and the side S4, in particular with respect to all sides of the vibration damper 12. Thus, the wheel control arms 8 and 9 are arranged, so to speak, in front of the damper, while the wheel control arms 5, 6 and 7 are arranged behind the damper.

[0041] In the exemplary embodiment shown in the figures, it is also provided that all wheel control arms 5 , 6 , 7 , 8 and 9 of the wheel suspension 1 which are provided for guiding the wheel carrier 3 of the wheel suspension 1 are designed as link control arms.

[0042] Can be particularly good from Figure 3 It can be seen that the wheel control arm 8 and the vibration damper 12 are connected, in particular articulated, to a common integrally formed structural element 15 of the wheel carrier 3. Here, the wheel control arm 6 is also connected, in particular articulated, to the integrally formed structural element 15. The structural element 15, in particular the entire wheel carrier 3, is produced by casting and is therefore designed as a casting. Preferably, the structural element 15, in particular the entire wheel carrier 3, is formed from light metal, in particular aluminum, so that the structural element 15, in particular the entire wheel carrier 3, is preferably designed as an aluminum casting. If it can be made of particularly good Figure 2 As can be seen, all the remaining wheel control arms 5, 7 and 9 are connected, in particular articulated, to an integrally formed structural element 15 of the wheel carrier 3, so that in the exemplary embodiment shown in the figures it is provided that all wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 provided for guiding the wheel carrier 3 of the wheel suspension 1 are connected, in particular articulated, to an integrally formed structural element 15. In the exemplary embodiment shown in the figures, all wheel control arms 5, 6, 7, 8 and 9 of the wheel suspension 1 provided for guiding the wheel carrier 3 of the wheel suspension 1 are designed as rod control arms and also as sheet metal control arms, in particular in the form of a shell.

[0043] exist Figure 2 It can be seen particularly well in the example of the wheel link 9 that the wheel link 9 has exactly two bearing areas 16 and 17, via which the wheel link 9 is coupled, in particular articulated, to the wheel carrier 3 and the axle carrier 10, respectively. In particular, the wheel link 9 has exactly one bearing area 16, via which the wheel link 9 is coupled, in particular articulated, to the wheel carrier 3. Furthermore, the wheel link 9 has exactly one bearing area 17, via which the wheel link 9 is articulatedly coupled to the axle carrier 10 or to the vehicle body. The above and following descriptions of the wheel link 9, in particular with regard to the bearing areas 16 and 17, can also be transferred without any problems to the other wheel links 5, 6, 7 and 8 of the wheel suspension 1. The bearing areas 16 and 17 are located on a common straight line. The wheel link 9 is therefore designed as a particularly cost-effective rod-type link.

[0044] Reference numerals list

[0045] 1 wheel suspension

[0046] 2 Axles

[0047] 3 wheel stand

[0048] 4 brake discs

[0049] 5-wheel guide arm

[0050] 6 wheel guide arm

[0051] 7-wheel guide arm

[0052] 8-wheel guide arm

[0053] 9-wheel guide arm

[0054] 10 bridge bracket

[0055] 11 Support spring

[0056] 12Vibration damper

[0057] 13 Arrows

[0058] 14 Double Arrow

[0059] 15 Structural elements

[0060] 16 Supporting area

[0061] 17 Support area

[0062] S1 side

[0063] S2 side

[0064] S3 side

[0065] S4 side

Claims

1. A wheel suspension (1) for a vehicle, comprising a wheel bracket (3) on which a wheel of the vehicle can be supported in a manner that allows it to rotate about a wheel rotation axis (D) relative to the wheel bracket (3); comprising a plurality of wheel guide arms (5, 6, 7, 8, 9) articulatedly connected to the wheel bracket (3) for guiding the wheel bracket (3); comprising a support spring (11) supported on a first wheel guide arm among the wheel guide arms (5, 6, 7, 8, 9) and connected to the wheel bracket (3) via the first wheel guide arm (6), wherein the wheel bracket (3) can be supported on the vehicle body in a spring-supported manner via the support spring; and comprising a vibration damper (12) functionally connected in parallel with the support spring (11) and arranged completely outside the support spring (11), wherein the wheel bracket (3) can be supported on the vehicle body in a damped manner via the vibration damper; wherein: The first wheel guide (6) is arranged on a different side (S1) of the wheel rotation axis (D) than at least one second wheel guide among the wheel guides (5, 6, 7, 8, 9) when viewed in the longitudinal direction (14) of the vehicle; Features: The vibration damper (12) is connected to the wheel carrier (3) while bypassing all wheel guide arms (5, 6, 7, 8, 9) of the wheel suspension (1) and being provided for guiding the wheel carrier (3) of the wheel suspension (1); and Each of the wheel guide arms (5, 6, 7, 8, 9) of the wheel suspension (1) which is provided for guiding a wheel carrier (3) of the wheel suspension (1) is arranged on exactly one side (S3, S4) of a vibration damper (12).

2. The wheel suspension (1) according to claim 1, characterized in that All wheel guide arms (5, 6, 7, 8, 9) of the wheel suspension (1) which are provided for guiding a wheel carrier (3) of the wheel suspension (1) are designed as link guide arms.

3. The wheel suspension (1) according to claim 1 or 2, characterized in that The second wheel link (8) and the vibration damper (12) are connected to a common, integrally formed structural element (15) of the wheel carrier (3).

4. The wheel suspension (1) according to claim 3, characterized in that The first wheel guide arm (6) is also connected to the integrally formed structural element (15).

5. The wheel suspension (1) according to claim 3 or 4, characterized in that The structural element (15) is produced by forming.

6. The wheel suspension (1) according to claim 5, characterized in that The forming is casting.

7. The wheel suspension (1) according to any one of claims 3 to 6, characterized in that The structural element (15) is formed from light metal.

8. Wheel suspension (1) according to one of the preceding claims, characterized in that The first wheel link (6) and / or the second wheel link (8) are configured as forged links.

9. Wheel suspension (1) according to one of the preceding claims, characterized in that The first wheel guide arm (8) and / or the second wheel guide arm (8) are configured as sheet metal guide arms. 10 . A vehicle having at least one wheel suspension ( 1 ) according to one of the preceding claims.

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