Wheel suspension system for wheel of motor vehicle and motor vehicle

Abstract

The invention relates to a wheel suspension system (6) for a wheel (3) of a motor vehicle, comprising a wheel carrier (10) and a pivot bearing (11) on which the wheel (3) can be rotatably mounted, the pivot bearing (11) being mounted on the wheel carrier (10) so as to be pivotable about a pivot axis (14) relative to the wheel carrier (10) in order to steer the pivot bearing (11) and the wheel (3). According to the invention, at least two wheel links (15a, b), i.e. A first wheel link (15a) and a second wheel link (15b), are provided which are hingedly coupled to the wheel carrier (10), by means of which the wheel carrier (10) can be hingedly attached to the chassis of the motor vehicle. According to the invention, a third wheel link (15e) is provided which is hingedly coupled to the pivot bearing (11) by means of a rubber bearing (21), by means of which third wheel link the pivot bearing (11) can be pivoted about a pivot axis (14) relative to the wheel carrier (10) in order to steer the pivot bearing (11) and the wheel (3).

Description

Technical Field

[0001] The present invention relates to a wheel suspension system for a motor vehicle wheel, in particular exactly one wheel, as described in the preamble of claim 1 of the patent. Furthermore, the present invention relates to a motor vehicle having at least one such wheel suspension system. Background Art

[0002] As is known from DE 10 2014 226 225 A1, there is a wheel suspension assembly for an axle assembly of a vehicle. Furthermore, WO 2015 / 144482 A1 discloses a steering device for a motor vehicle for pivoting at least one steerable wheel that is elastically arranged on a suspension system relative to the chassis of the motor vehicle, wherein the steerable wheel is rotatably supported on an axle journal, and the axle journal is rotatably supported on the suspension system about a pivot axis in at least one pivot position. Summary of the Invention

[0003] The object of the present invention is to create a wheel suspension system for a motor vehicle wheel, in particular exactly one wheel, and a motor vehicle having at least one such wheel suspension system, such that particularly high driving comfort and a particularly large steering angle of the wheel can be achieved.

[0004] According to the present invention, this object is solved by a wheel suspension system having the features of claim 1 and a motor vehicle having the features of claim 15. Advantageous designs of the present invention are the subject matter of the dependent claims.

[0005] A first aspect of the present invention relates to a wheel suspension system for a motor vehicle wheel, in particular exactly one wheel, where the motor vehicle is also simply referred to as a vehicle and is preferably configured as a sedan. This means that via the wheel suspension system according to the first aspect of the present invention, at least one or preferably exactly one wheel, i.e., the wheel of the aforementioned motor vehicle also called a motor car, can be articulated to the chassis of the motor vehicle. This means that the motor vehicle in its fully manufactured state has a wheel suspension system and wheels, and the wheels are articulated to the chassis via the wheel suspension system in the fully manufactured state of the motor vehicle, i.e., coupled to the chassis. Thus, the motor vehicle in its fully manufactured state also has a chassis. For example, the motor vehicle in its fully manufactured state has a body that bounds an interior space also called a passenger compartment or passenger cabin of the motor vehicle. It is conceivable that especially when the body is configured as a self-supporting body, the body is the chassis. Furthermore, it is conceivable that the chassis is configured separately from the body and is held on the body, especially such that the chassis is especially elastically supported on the body or vice versa. Here, the chassis can be a frame, especially a ladder frame, or a bridge support. In particular, the body can be a self-supporting body, where, for example, a chassis configured as a bridge support can be used here, and the chassis can be especially elastically supported on the body.

[0006] During the driving of the motor vehicle, a person such as a female or male driver of the motor vehicle can stay in the interior space. The feature that the wheels are articulated or attachable to the chassis via or by means of a wheel suspension system and thus to the vehicle body should in particular be understood to mean that the wheel suspension system can be directly articulated to the chassis or the vehicle body. In particular, for example, the wheel suspension system is directly articulated to the chassis or the vehicle body, i.e., coupled to the chassis or the vehicle body. The wheels are the ground contact elements of the motor vehicle, and the motor vehicle is supported or can be supported downward along the vehicle vertical direction of the motor vehicle via the ground contact elements on the ground. If the motor vehicle is traveling on the ground and the motor vehicle, also called the vehicle, is supported downward along the vehicle vertical direction of the motor vehicle via the wheels on the ground, then the wheels roll directly on the ground in particular.

[0007] The wheel suspension system has a wheel carrier. In principle, it is conceivable that the wheel carrier is configured as a one-piece unit, i.e., formed from a single piece. In other words, it is preferably stipulated that the wheel carrier is not composed of, for example, multiple separately configured and interconnected parts, but rather the wheel carrier is preferably formed from a single piece and is thus configured as a monoblock or formed from a monoblock. The wheel suspension system also has a pivot bearing, which is especially provided in addition to the wheel carrier and is especially configured separately from the wheel carrier. The pivot bearing is a component that is especially provided in addition to the wheel carrier and is especially configured separately from the wheel carrier. For example, the pivot bearing can be configured as a one-piece unit, i.e., formed from a single piece. The wheel is especially rotatably supported or can be supported on the pivot bearing relative to the pivot bearing and preferably also relative to the wheel carrier about the wheel rotation axis. For this purpose, for example, the wheel hub is especially rotatably supported or can be supported on the pivot bearing about the wheel rotation axis relative to the pivot bearing via at least one or exactly one rolling bearing. The wheel is, for example, non-rotatably connected or can be connected to the wheel hub so that the wheel hub and especially the wheel together with it can rotate together about the wheel rotation axis relative to the pivot bearing. To steer the pivot bearing and thus the wheel, the pivot bearing is pivotably supported on the wheel carrier about a pivot axis, which is also called the steering axis and especially extends perpendicular or inclined to the wheel rotation axis, relative to the wheel carrier. In other words, the pivot bearing is pivotably supported on the wheel carrier about the pivot axis relative to the wheel carrier so that in the fully manufactured state of the vehicle, the pivot bearing and the wheel together with it can pivot about the pivot axis relative to the wheel carrier and thus be steered. This especially means that by pivoting about the pivot axis and relative to the wheel carrier and thus by steering the pivot bearing and thus the wheel, the vehicle can be steered, i.e., for example, turning, changing the driving direction, and / or changing lanes of the vehicle can be achieved. For this purpose, for example, a steering handle, especially configured as a steering wheel, is provided in the interior space, and this steering handle can, for example, rotate relative to the vehicle body about the steering wheel rotation axis. A female or male driver can operate the steering wheel and thus rotate the steering wheel about the steering wheel rotation axis relative to the vehicle body, whereby the pivot bearing and the wheel together with it can pivot about the pivot axis relative to the wheel carrier in order to thereby steer the pivot bearing and the wheel and thus steer the vehicle, i.e., in order to be able to achieve the aforementioned changes in the driving direction, lane change, and / or turning of the vehicle. For example, the steering handle is mechanically coupled to the pivot bearing.

[0008] For example, the feature that the wheel rotation axis extends inclined or perpendicular to the pivot axis should especially be understood as that the wheel rotation axis extends perpendicular to a first plane and the pivot axis extends perpendicular to a second plane, where these planes extend inclined or perpendicular to each other.

[0009] In the fully manufactured state of a motor vehicle, the wheel suspension system is, for example, part of an axle of the motor vehicle, which is also simply referred to as a bridge. Here, the axle includes, for example, the wheel suspension system and the wheels. The wheel suspension system is also referred to as the first wheel suspension system, and the wheels are also referred to as the first wheels. When the wheel suspension system is discussed hereinafter, unless otherwise specified, this shall be understood to mean the first wheel suspension system. When the wheels are discussed hereinafter, unless otherwise specified, this shall be understood to mean the first wheels. For example, the axle has at least two or exactly two wheel suspension systems, namely the first wheel suspension system and at least one or exactly one second wheel suspension system, where statements about the front and rear of the first wheel suspension system can also be transferred without problems to the second wheel suspension system and vice versa. Furthermore, it is conceivable that the axle has at least two or exactly two wheels, namely the first wheel and at least one or exactly one additional second wheel, where statements about the front and rear of the first wheel can also be transferred without problems to the second wheel and vice versa. Here, the first wheel suspension system is assigned to the first wheel, such that the first wheel is articulated or can be articulated via the first wheel suspension system to the chassis or the vehicle body. The second wheel suspension system is assigned to the second wheel, and the second wheel is articulated or can be articulated via the second wheel suspension system to the chassis or the vehicle body.

[0010] In particular, the axle, which is also referred to as a bridge, is a rear axle or a front axle. More particularly, the axle is a drivable axle, also referred to as a driven axle, whose wheels can in particular be driven by means of a drive device of the motor vehicle in order to thereby drive the motor vehicle as a whole and thereby cause the motor vehicle to travel, for example, along the aforementioned ground. The drive device can have an internal combustion engine and / or an electric motor.

[0011] Now, in order to achieve, on the one hand, a particularly high driving comfort for a person staying in the interior space and, on the other hand, a particularly large steering angle (the wheel can pivot relative to the wheel carrier about the pivot axis with this steering angle and thus steer, so that, for example, a particularly small turning circle of the motor vehicle can be achieved), according to the invention, the wheel suspension system has at least two wheel links that are articulated to the wheel carrier, namely a first wheel link and a second wheel link. The corresponding wheel links are also simply referred to as links or wheel guiding links. The wheel carrier is articulated or can be articulated to the vehicle chassis via the first wheel link and the second wheel link. In particular, the first wheel link and the second wheel link are articulated to the wheel carrier without passing through a pivot bearing, i.e., without the pivot bearing, so that, for example, a force is transmitted or can be transmitted along a first force path from the wheel carrier to the first wheel link or the second wheel link, and the first force path extends from the wheel carrier to or reaches the first wheel link or the second wheel link, such that the pivot bearing is not arranged in the first force path between the wheel carrier and the first wheel link or the second wheel link. Therefore, the aforementioned force, also referred to as the first force, does not extend or flow through the pivot bearing on its way from the wheel carrier along the first force path to or towards the first or second wheel link. With the first wheel link and the second wheel link, the wheel carrier and thus the wheel are guided or can be guided relative to the chassis, in particular via the pivot bearing, such that the first wheel link and the second wheel link, for example, at least limit or avoid a first relative movement between the wheel carrier and the chassis along at least one first movement direction and, in particular, purposefully allow a relative movement between the wheel carrier and the chassis along at least one second movement direction. The second relative movement between the wheel carrier and the chassis and thus between the wheel and the chassis along the second movement direction is, for example, a spring compression and extension movement of the wheel and thus the wheel carrier, wherein, during the spring compression and extension movement, the wheel moves at least substantially in the vehicle vertical direction relative to the chassis or the vehicle body. The spring compression and extension movement is also referred to as wheel movement. Therefore, for example, the second movement direction extends at least substantially in the vehicle vertical direction. The wheel movement occurs, for example, when the wheel of the motor vehicle rolls over an unevenness of the ground during driving on the ground. An elevation of the ground, for example, causes a spring compression movement of the wheel, and a depression (e.g., a pothole) of the ground causes a spring extension movement of the wheel, for example. During the corresponding spring compression movement, for example, the wheel carrier and the pivot bearing and the wheel associated therewith move upward in the vehicle vertical direction relative to the chassis, and during the corresponding spring extension movement, for example, the wheel carrier and the pivot bearing and the wheel associated therewith move downward in the vehicle vertical direction relative to the chassis. In particular, for example, a spring and / or a damping element is provided, by means of which the wheel carrier and thus the wheel are elastically and / or dampingly supported or can be supported on the chassis, in particular with respect to the wheel movement.

[0012] According to the invention, the wheel suspension system further has in particular at least one or exactly one third wheel link, which is articulatedly coupled to the pivot bearing via in particular at least one or exactly one connecting element, in particular bypassing the wheel carrier. The third wheel link is also referred to, for example, as a track rod (Spurlenker). In particular, it is conceivable that the track width of the wheel, in particular the toe-in, can be adjusted, i.e. changed, by means of the third wheel link. By means of the third wheel link, in order to pivot the pivot bearing and thus the wheel, in particular at least a translational movement of the third wheel link relative to the wheel carrier and in particular also relative to the chassis is carried out, and the pivot bearing and the wheel together pivot about the pivot axis relative to the wheel carrier. In other words, in order to pivot the pivot bearing, for example, about the pivot axis relative to the wheel carrier, i.e. in order to pivot the pivot bearing and the wheel together relative to the wheel carrier about the pivot axis and thus to steer, for example the third wheel link moves at least or only translationally relative to the wheel carrier and in particular also relative to the chassis, i.e. it is displaced. Thus, for example, the aforementioned steering handle is coupled to the pivot bearing via the third wheel link, in particular mechanically, such that by rotation of the steering wheel about the steering wheel rotation axis and relative to the vehicle body, for example the third wheel link can be displaced relative to the wheel carrier, and thereby the pivot bearing can pivot about the pivot axis relative to the wheel carrier.

[0013] Preferably, the connecting element is a rubber bearing or a joint, such as more particularly a sliding joint and / or a ball joint. The connecting element is in particular to be understood as a component provided in addition to the pivot bearing and in addition to the third wheel link, i.e. the component has at least one or more members provided in addition to the pivot bearing and the third wheel link, wherein the component articulately couples the pivot bearing to the third wheel link such that the pivot bearing and the third wheel link can be coupled to each other in a manner that allows relative movement. For example, if a load (such as a force) acts on the pivot bearing, the load can be transmitted from the pivot bearing to the third wheel link via the connecting element or vice versa, such that, for example, with respect to the force transmission path (on which a load such as a force and / or a torque can be transmitted from the pivot bearing to the third wheel link and vice versa), the connecting element is arranged in the force transmission path between the pivot bearing and the third wheel link.

[0014] The feature that the third wheel link is preferably pivotally coupled to the pivot bearing in a way that bypasses the wheel support should be understood as that the third wheel link is not pivotally coupled to the pivot bearing via the wheel support, such that for example a second force is transmitted or can be transmitted along a second force path from the pivot bearing to or onto the third wheel link, where the second force path extends such that the wheel support is not arranged in the second force path between the pivot bearing and the third wheel link. Thus, the second force does not extend, flow, or turn via the wheel support on its way from the pivot bearing along the second force path to or onto the third wheel link. Thus, the second force bypasses the wheel support on its way from the pivot bearing to or onto the third wheel link. Thus, for example, it is stipulated that the aforementioned first force bypasses the pivot bearing on its way from the wheel support along the first force path to or onto the first wheel link or the second wheel link, i.e., does not extend via the pivot bearing. The third wheel link is also arranged or configured to guide the pivot bearing and thus to guide the wheel, such that the third wheel link is referred to as a guiding link or a wheel guiding link. Thus, for example, it is stipulated that the aforementioned first relative movement is at least restricted or prevented by means of the third wheel link, where the third wheel link, for example, specifically allows the second relative movement. Generally, it can be seen that the wheel support, the pivot bearing, and the wheel jointly perform the wheel movement, i.e., the wheel movement relative to the chassis, such that the wheel movement is specifically allowed by means of the first wheel link, by means of the second wheel link, and by means of the third wheel link. However, the wheel support does not jointly perform the pivotal movement about the pivot axis, which is also referred to as the steering movement, such that with respect to the wheel support, the pivot bearing, and the wheel, only the pivot bearing and the wheel jointly perform the steering or pivotal movement about the pivot axis relative to the wheel support. Thus, the pivot bearing and the wheel are decoupled from the wheel support in terms of the steering movement. Since in the present invention at least the first wheel link, the second wheel link, and the third wheel link are used to guide the wheel relative to the chassis, the axle can be configured as a multi-link axle, whereby particularly high driving comfort can be exhibited. In addition, particularly high driving comfort can be achieved especially in such a way that the third wheel link is pivotally coupled to the pivot bearing via the aforementioned connection element, which is also referred to as the first connection element and is configured, for example, as a rubber bearing or a ball joint.

[0015] Furthermore, it can be envisaged that a motor, in particular an electric motor, is assigned to the pivot bearing and thus to the third wheel link. By means of the motor, for example, the wheel link can be driven and thus particularly moved relative to the wheel support, i.e., a translational movement, whereby the pivot bearing can be pivoted relative to the wheel support about the pivot axis by means of the motor via the third wheel link. Thus, it can be envisaged that a steering system, including the third wheel link and, for example, also including the pivot bearing, which is configured as a rear axle steering system, for example, is configured as a steer-by-wire system, such that the steering system does not have a mechanical coupling to the steering handle.

[0016] According to the invention, a spring and / or a damping element is also provided, via which the wheel carrier and the pivot bearing and thus the wheel are elastically and / or dampingly supported or can be supported on the vehicle body of the motor vehicle.

[0017] The spring and / or damping element can be coupled to the wheel carrier, in particular hingedly and thus, for example, indirectly or directly via at least one or exactly one joint, in particular bypassing the pivot bearing. This is to be understood in particular as follows: The spring and / or damping element can be coupled to the wheel carrier hingedly via exactly one joint, in particular bypassing the pivot bearing and preferably bypassing the wheel link or all wheel links of the wheel suspension. Then, the spring and / or damping element is coupled to the wheel carrier hingedly directly via this joint. Furthermore, it is conceivable that the spring and / or damping element is coupled to exactly one wheel link of the wheel links hingedly via exactly one joint, in particular bypassing the pivot bearing, the wheel carrier and the remaining or all remaining wheel links of the wheel suspension. Then it can be said that the spring and / or damping element is coupled to the wheel carrier hingedly and indirectly. In other words, the feature that the spring and / or damping element is coupled to the wheel carrier hingedly and thus, for example, via at least one or exactly one joint and indirectly is to be understood as meaning that the spring and / or damping element is coupled to one wheel link of the wheel links hingedly and thus via at least one or exactly one joint and more precisely in such a way that the wheel carrier, the pivot bearing and the remaining or all remaining wheel links are bypassed, such that the spring and / or damping element is coupled to the wheel carrier hingedly via the one wheel link, i.e. mediated by the one wheel link. Thus, for example, a force is transmitted from the wheel carrier along a transmission path to the spring and / or damping element, such that the transmission path and thus the force extends from the wheel carrier to the one wheel link and from the one wheel link to the spring and / or damping element. This means that the force is transmitted from the wheel carrier via the one wheel link to the spring and / or damping element. Here, the force bypasses the pivot bearing and the remaining wheel links on its way from the wheel carrier to the spring and / or damping element, i.e. the force does not flow via the pivot bearing and does not flow via the remaining wheel links on its way from the wheel carrier to the spring and / or damping element. Thus, the one wheel link is arranged downstream of the wheel carrier and upstream of the spring and / or damping element, i.e. in the transmission path between the wheel carrier and the spring and / or damping element. The pivot bearing and the remaining wheel links are not arranged in the transmission path between the wheel carrier and the spring and / or damping element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and / or damping element, but in particular upstream of the wheel carrier, such that, for example, a force is transmitted from the pivot bearing to the wheel carrier and from this wheel carrier to the one wheel link and from this wheel link, in particular bypassing the remaining or all remaining wheel links, to the spring and / or damping element.

[0018] The feature that a spring and / or a damping element is / are coupled to the wheel carrier in a hinged manner and thus, for example, via at least one or exactly one joint and directly should be understood as meaning that the spring and / or the damping element is / are coupled to the wheel carrier in a hinged manner and thus via the at least one or exactly one joint, and specifically in such a way that the pivot bearing and the remaining or all of the remaining wheel linkages are bypassed. Thus, the aforementioned transmission path and thus the force extend from the wheel carrier to the spring and / or the damping element, such that the transmission path and thus the force extend to or reach the spring and / or the damping element from the wheel carrier. Here, the force bypasses the pivot bearing and the wheel linkages or all of the wheel linkages of the wheel suspension on its way from the wheel carrier to the spring and / or the damping element, i.e., the force does not flow via the pivot bearing and does not flow via the wheel linkages on its way from the wheel carrier to the spring and / or the damping element. Thus, the pivot bearing and the wheel linkages are not arranged in the transmission path between the wheel carrier and the spring and / or the damping element. The pivot bearing can be arranged in the transmission path, but not between the wheel carrier and the spring and / or the damping 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 this wheel carrier, in particular in such a way that the wheel linkages or all of the wheel linkages of the wheel suspension are bypassed, to the spring and / or the damping element.

[0019] The spring and / or the damping element can have or be at least one or exactly one spring, which can also be referred to as a support spring. The spring is, for example, configured as a mechanical spring, i.e., as a solid body and, for example, can be configured as a helical spring. The spring can, for example, be formed from a metallic material, in particular steel, or from a fiber-reinforced plastic. Alternatively, the spring can be configured as an air spring. For example, the spring is tensioned during the corresponding wheel movement, whereby the spring provides a spring force against the corresponding wheel movement. Instead of or in addition to the spring, the spring and / or the damping element can include or be at least one or exactly one shock absorber for damping the corresponding wheel movement, wherein the vibration element is also referred to as a shock absorber and can more preferably be configured as a hydraulic shock absorber. If the spring and / or the damping element includes both a spring and a shock absorber, it is possible that the spring and the shock absorber are, in particular, coupled to the wheel linkage in a hinged manner and thus, for example, via at least one or exactly one joint, in particular in such a way that the wheel linkages or all of the wheel linkages of the wheel suspension and the pivot bearing are bypassed, or are, in particular, coupled to the same wheel linkage in such a way that the pivot bearing and the vehicle carrier and the remaining or all of the remaining wheel linkages of the wheel suspension are bypassed, or the following can be envisaged:

[0020] The spring can be coupled to the wheel carrier, in particular hingedly and thus, for example, via at least one or exactly one joint, in particular in the case of bypassing the wheel link or all wheel links and pivot bearings of the wheel suspension system. The shock absorber can be coupled to one of the wheel links, in particular hingedly and thus, for example, via at least one or exactly one joint, in particular in the case of bypassing the wheel carrier and pivot bearings and the remaining or all remaining wheel links of the wheel suspension system.

[0021] The shock absorber can be coupled to the wheel carrier, in particular hingedly and thus, for example, via at least one or exactly one joint, in particular in the case of bypassing the wheel link and pivot bearings. The spring can be coupled to one of the wheel links, in particular hingedly and thus, for example, via at least one or exactly one joint, in particular in the case of bypassing the wheel carrier and pivot bearings and the remaining or all remaining wheel links of the wheel suspension system.

[0022] The shock absorber can be coupled to one of the wheel links, in particular hingedly and thus, for example, via at least one or exactly one joint, in particular in the case of bypassing the wheel link and pivot bearings and the remaining or all remaining wheel links of the wheel suspension system. The spring can be coupled to another wheel link, in particular hingedly and thus, for example, via at least one or exactly one joint, in particular in the case of bypassing the wheel carrier and pivot bearings and the remaining or all remaining wheel links of the wheel suspension system.

[0023] In order to achieve particularly high driving comfort and a particularly large steering angle, in one embodiment of the invention it is provided that the third wheel link is coupled to the pivot bearing hingedly via exactly one, i.e. via a single, support point including a connecting element. Thus, the third wheel link is preferably configured as a rod link or a two-point link, which preferably has exactly two coupling points, namely the aforementioned support point including the first connecting element as the first coupling point and the second coupling point, at which or by means of which the third wheel link is coupled or can be coupled to the steering handle or to the motor, for example.

[0024] In order to keep the number of components, the structural space requirements and the weight of the wheel suspension system particularly small and to enable particularly high driving comfort, in a further design variant of the invention it is provided that the second wheel link is configured as a four-point rocker. The four-point rocker is articulatedly coupled to the wheel carrier via exactly two first support points spaced apart from one another, in particular bypassing a pivot bearing. For example, each of the first support points has in particular exactly one connecting element, for example configured as a rubber bearing or a ball joint, via which the four-point rocker is articulatedly coupled to the wheel carrier. Here, the connecting elements of the first support points are preferably spaced apart from one another. In addition, the four-point rocker has exactly two second support points spaced apart from one another, via which the four-point rocker is articulatedly coupled or can be coupled to the chassis, in particular bypassing a pivot bearing. Here, for example, each of the second support points has in particular exactly one connecting element, for example configured as a rubber bearing or a ball joint, via which the four-point rocker is articulatedly coupled or can be coupled to the chassis. Here preferably, the connecting elements of the second support points are spaced apart from one another. Thus preferably it is provided that the four-point rocker is articulatedly coupled or can be coupled to the chassis via exactly two second support points, each of which in particular has in particular exactly one connecting element, for example configured as a rubber bearing or a ball joint.

[0025] In order to achieve particularly high driving comfort, in a further embodiment it has proven particularly advantageous that the second wheel link is configured as a three-point rocker, which is articulatedly coupled to the wheel carrier via exactly one first support point, in particular bypassing a pivot bearing. In addition, the three-point rocker preferably has exactly two second support points spaced apart from one another, by means of which the three-point rocker is articulatedly coupled or can be coupled to the chassis, in particular bypassing a pivot bearing. Preferably, the respective support point has in particular exactly one connecting element, for example configured as a rubber bearing or a ball joint, via which the three-point rocker is articulatedly coupled to the wheel carrier or is articulatedly coupled or can be coupled to the chassis. Thereby particularly high driving comfort can be demonstrated.

[0026] In order to avoid undesired relative movements and thus to enable particularly high driving comfort, in a further design variant of the invention it is provided that the wheel suspension system has a swing bearing, also referred to as a first swing bearing, which is articulatedly coupled to the three-point rocker via a third support point, in particular exactly one, spaced apart from the first and second support points and for example including in particular exactly one connecting element, for example configured as a rubber bearing or a ball joint, and is articulatedly coupled to the wheel carrier via a fourth support point, in particular exactly one, spaced apart from the first, second and third support points and for example having in particular exactly one connecting element, for example configured as a rubber bearing or a ball joint.

[0027] It has been shown here to be particularly advantageous that the wheel suspension system has a second swivel bearing in addition to the first swivel bearing. The second swivel bearing is articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing, via a fifth bearing point that is spaced apart from the first, second, third, and fourth bearing points, and that has, for example, exactly one connecting element configured, for example, as a rubber bearing or a ball joint. In addition, the second swivel bearing is articulatedly coupled to the first wheel link, in particular bypassing the wheel carrier and the pivot bearing, via a sixth bearing point that is spaced apart from the first, second, third, fourth, and fifth bearing points and that has, for example, exactly one connecting element configured, for example, as a rubber bearing or a ball joint. This can avoid unwanted relative movements, and thus a particularly high driving comfort can be achieved.

[0028] In an alternative embodiment, a swivel bearing is provided that is articulatedly coupled to the wheel carrier via a third bearing point that is spaced apart from the first and second bearing points and that has, for example, exactly one connecting element configured, for example, as a rubber bearing or a ball joint, and is articulatedly coupled to the first wheel link via a fourth bearing point that is spaced apart from the first, second, and third bearing points and that has, for example, exactly one connecting element configured, for example, as a rubber bearing or a ball joint.

[0029] Another alternative embodiment is characterized in that at least four or exactly four wheel links, namely a first wheel link, a second wheel link, a fourth wheel link, and a fifth wheel link, are articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing. The first wheel link, the second wheel link, the fourth wheel link, and the fifth wheel link are articulatedly attached or attachable, in particular bypassing the pivot bearing, to the vehicle chassis. This can particularly definitely avoid unwanted relative movements, and thus a particularly high driving comfort can be achieved.

[0030] It has been shown here to be particularly advantageous that the wheel suspension system has, in particular, a swivel bearing attached to the wheel linkage, which is articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing, via a first support point having, in particular, exactly one connecting element, for example constructed as a rubber bearing or a ball joint. In addition, the swivel bearing is articulatedly coupled to one of the four wheel linkages articulatedly coupled to the wheel carrier, in particular the first wheel linkage, via a second support point, which is spaced apart from the first support point and has, in particular, exactly one connecting element, for example constructed as a rubber bearing or a ball joint, in particular bypassing the pivot bearing and the wheel carrier. This enables particularly precise and thus defined guidance of the wheel, also known as wheel guidance, in particular relative to the chassis or relative to the vehicle body.

[0031] Another embodiment is characterized in that the second wheel linkage is articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing, via exactly one third support point having, in particular, exactly one connecting element, for example constructed as a rubber bearing or a ball joint. Here, the second wheel linkage preferably has exactly one fourth support point spaced apart from the third support point, by means of which the second wheel linkage is or can be articulatedly coupled to the chassis, such that the second wheel linkage is preferably articulatedly coupled to the chassis, in particular bypassing the wheel carrier and the pivot bearing, via exactly one support point spaced apart from the third support point, namely the fourth support point. Alternatively or additionally, the fourth wheel linkage is articulatedly coupled to the wheel carrier, in particular bypassing the pivot bearing, via exactly one fifth support point having, in particular, exactly one connecting element, for example constructed as a rubber bearing or a ball joint. Furthermore, it is preferably provided that the fourth wheel linkage has exactly one sixth support point spaced apart from the fifth support point, by means of which the fourth wheel linkage is or can be articulatedly coupled to the chassis. In other words, for example, the fourth wheel linkage is articulatedly coupled to the chassis, in particular bypassing the wheel carrier and the pivot bearing, via exactly one support point, namely the sixth support point, having, in particular, exactly one connecting element, for example constructed as a rubber bearing or a ball joint. The third support point and / or the fourth support point and / or the fifth support point and / or the sixth support point can have, in particular, exactly one connecting element, for example constructed as a rubber bearing or a ball joint.

[0032] Alternatively or additionally, the fifth-wheel linkage is articulated to the wheel carrier via exactly one seventh bearing point, for example having exactly one connecting element, in particular constructed as a rubber bearing or ball joint, especially bypassing the pivot bearing. Preferably, the fifth-wheel linkage has exactly one eighth bearing point spaced apart from the seventh bearing point by means of which the fifth-wheel linkage is or can be articulated to the chassis, where the eighth bearing point, for example, has exactly one connecting element, in particular constructed as a rubber bearing or ball joint. In other words, preferably it is provided that the fifth-wheel linkage is or can be articulated to the chassis via exactly one bearing point, namely the eighth bearing point, for example having exactly one connecting element, in particular constructed as a rubber bearing or ball joint, especially bypassing the wheel carrier and the pivot bearing. In other words, preferably it is provided that the second-wheel linkage and / or the fourth-wheel linkage and / or the fifth-wheel linkage is constructed as a rod linkage, namely as a two-point linkage, which has exactly two coupling points, namely the respective bearing points mentioned, where the respective rod linkage is articulated to the wheel carrier via the coupling points, especially bypassing the pivot bearing, and is or can be articulated to the chassis, especially bypassing the pivot bearing and the wheel carrier. Thereby, a particularly precise guidance of the wheel can be achieved in a space-saving, weight-saving and cost-effective manner.

[0033] In a further particularly advantageous embodiment of the invention, it is provided that the first-wheel linkage has exactly one bearing point, for example having exactly one connecting element, in particular constructed as a rubber bearing or ball joint, by means of which the first-wheel linkage is or can be articulated to the chassis, especially bypassing the wheel carrier and the pivot bearing. Thereby, a particularly precise wheel guidance and thus a particularly high driving comfort can be achieved in a space-saving and cost-effective manner.

[0034] In a further particularly advantageous embodiment of the invention, it is provided that the first-wheel linkage is articulated to the wheel carrier via exactly one bearing point, especially bypassing the pivot bearing, which bearing point, for example, has exactly one connecting element, in particular constructed as a rubber bearing or ball joint. Thus, the first-wheel linkage is preferably constructed as a rod linkage, namely as a two-point linkage, so that a particularly precise and space-saving wheel guidance can be achieved.

[0035] Here, in order to achieve particularly precise wheel guidance, that is, to safely avoid unwanted relative movements and thus be able to exhibit particularly high driving comfort, it is preferably provided that the support point where the first wheel link is articulated to the wheel carrier, especially when bypassing the pivot bearing, has a second connecting element which is coupled to the wheel carrier or the first wheel link by means of a bearing bolt, for example configured as a threaded element or a bolt. The statements made above and below regarding the first connecting element can also be transferred to the second connecting element without any problems. 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, especially a ball joint. Here, when observed in the radial direction of the bearing bolt, the second connecting element has a bearing stiffness of at least 40 Nm / degree, especially at least 70 Nm / degree, more especially at least 100 Nm / degree. Especially when the bearing bolt is configured as a threaded element or a bolt, the threaded element rotates, for example, around a helical axis extending in the axial direction of the second connecting element or coinciding with the axial direction of the second connecting element, relative to the wheel carrier and / or relative to the first wheel link, in order to thereby screw the threaded element and thus connect the second connecting element to the wheel carrier or the wheel link. Here, the radial direction extends perpendicular to the helical axis, such that the bearing stiffness, also known as the universal joint stiffness, extends perpendicular to the helical axis, also known as the screwing direction. Thus, a particularly high stiffness of the second connecting element can be exhibited, such that especially even when the first wheel link is articulated to the wheel carrier only by a single support point having a second connecting element, unwanted relative movements can be avoided. Thereby, the structural space requirement can be kept within a particularly small range.

[0036] In order to be able to particularly effectively avoid unwanted relative movements and thus be able to achieve particularly high driving comfort, in another alternative design of the present invention, it is provided that the first wheel link is articulated to the wheel carrier via exactly two spaced-apart support points, each having, for example, exactly one connecting element, especially configured as a rubber bearing or a ball joint. Here, the first wheel link is, for example, configured as a link fork on the wheel carrier side, which, for example, has two fork teeth spaced apart from each other, especially in the axial direction of the connecting element. In particular, when observed in the axial direction of the connecting element, at least one partial region of the wheel link is arranged, for example, between the fork teeth. Here, for example, each of the connecting elements is arranged at one of the fork teeth.

[0037] Finally, in order to achieve particularly high driving comfort, it has proven particularly advantageous for the pivot bearing to be pivotally supported on the wheel carrier relative to the pivot axis by means of at least one bearing. Here, the pivot bearing has a recess, in particular configured as a through-hole and also referred to as a window, in which the bearing is at least partially arranged. Here, the wheel carrier engages into the recess such that, for example, within the recess the pivot bearing is pivotally supported on the wheel carrier relative to the pivot axis by means of the bearing. For example, the bearing is or includes a ball joint, or a ball joint is formed by the bearing, where, for example, the pivot bearing can be pivotally supported on the wheel carrier relative to the pivot axis by means of the ball joint. Furthermore, it is conceivable that the bearing mentioned above is a ball bearing. In other words, the bearing can be a rolling bearing, in particular a ball bearing. Furthermore, it is conceivable that the bearing at least partially arranged in the recess is configured as a rubber bearing.

[0038] A second aspect of the invention relates to a motor vehicle, also referred to as a vehicle or car and preferably configured as an automobile, having at least one or exactly one axle configured as a multi-link axle, which axle has at least two or exactly two wheel suspension systems according to the first aspect of the invention. The advantages and advantageous design options of the first aspect of the invention can be regarded as the advantages and advantageous design options of the second aspect of the invention and vice versa. It is conceivable that the corresponding connecting elements are configured as corresponding ball joints and / or sliding joints. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Further details of the invention result from the following description of preferred embodiments in conjunction with the drawings.

[0040] Here:

[0041] Figure 1 A schematic perspective view of a first embodiment of an axle of a motor vehicle configured as a multi-link axle is shown locally;

[0042] Figure 2 A schematic top view of the first embodiment of the axle is shown locally;

[0043] Figure 3 Another schematic perspective view of the axle according to the first embodiment is shown locally;

[0044] Figure 4 Another schematic perspective view of the axle according to the first embodiment is shown locally;

[0045] Figure 5 Another schematic perspective view of the axle according to the first embodiment is shown locally;

[0046] Figure 6 A schematic top view of a second embodiment of the axle is shown locally;

[0047] Figure 7 Schematic top view showing in part a third embodiment of an axle

[0048] Figure 8 Schematic and perspective top view showing in part an axle according to a third embodiment

[0049] Figure 9 Schematic perspective view showing in part an axle according to a third embodiment

[0050] Figure 10 Schematic perspective view showing in part a fourth embodiment of an axle; and

[0051] Figure 11 Another schematic perspective view showing in part an axle according to a fourth embodiment DETAILED DESCRIPTION

[0052] In the drawings, identical or functionally identical elements are provided with the same reference numerals.

[0053] Figure 1 A first embodiment of an axle 1 of a motor vehicle, also referred to as a vehicle or car and configured, for example, as a sedan and having a multi-link axle, also simply referred to as an axle, is shown in part in a schematic perspective view. This means that the motor vehicle has at least two or exactly two axles arranged successively and thus in sequence in the longitudinal direction of the motor vehicle, namely the axle 1 as the first axle and a second axle. For example, the axle 1 is arranged behind the second axle in the vehicle longitudinal direction, such that, for example, the second axle is the front axle of the motor vehicle and the first axle 1 is the rear axle of the motor vehicle. The respective axle has at least two or exactly two wheels, which are arranged on opposite sides of the motor vehicle in the vehicle transverse direction of the motor vehicle and are also simply referred to as wheels. The vehicle transverse direction is shown by a double arrow 2 in Figure 1 which. One of the wheels of the axle 1 is shown particularly schematically and in part in Figure 1 and is labeled 3. The foregoing statements regarding the wheel 3 can also be transferred without problem to the other wheel of the axle 1 not shown in the drawings and vice versa. The wheels of the motor vehicle are ground contact elements via which the motor vehicle is supported or can be supported on the ground in the vehicle vertical direction of the motor vehicle. The vehicle vertical direction is shown by a double arrow 4 and extends perpendicular to the vehicle transverse direction. The wheels of the axle 1 are rear wheels. In particular, the wheels of the axle 1 are driveable or driven wheels. For example, the motor vehicle has a drive device, in particular an electric drive device, by which the wheels of the axle 1 can be driven, in particular purely electrically.

[0054] The wheels of the second axle are the front wheels. Here, the vehicle has a front axle steering section, also known as the front-wheel steering section, which is also known as the first steering section. With the aid of the first steering section, the front wheels can be steered so that a lane change, a change in the driving direction, and a turn of the motor vehicle can thereby be effected. For example, the first steering section has a steering handle, in particular configured as a steering wheel, which can be actuated by a person (e.g., a female or male driver of the vehicle) and can thereby rotate, in particular, about the steering-wheel rotation axis relative to the vehicle body. By rotating the steering wheel relative to the vehicle body and about the steering-wheel rotation axis, the front wheels can pivot relative to the vehicle body and can thus be steered so that the aforementioned turn, change in driving direction, and lane change of the motor vehicle are thereby effected. Here, for example, the steering wheel is mechanically coupled to the front wheels.

[0055] The motor vehicle has the aforementioned vehicle body, which is configured, for example, as a self-supporting bodywork. The interior space of the motor vehicle, also known as the passenger compartment or passenger cabin, is formed or delimited by the self-supporting bodywork, wherein the steering handle is arranged in the interior space. During the driving of the motor vehicle, the aforementioned person can stay in the interior space. The axle 1 has a bridge support 5 configured as a rear axle support, which is configured separately from the vehicle body and is elastically supported, in particular, on the vehicle body. The bridge support 5 is to be understood here as a chassis configured separately from the vehicle body, to which the wheels 3 are articulated or can be attached so that the wheels 3 are articulated or can be attached to the vehicle body via the bridge support 5. If it is discussed below that the wheels 3 are articulated or can be attached to the bridge support 5, this is to be understood as meaning that the wheels 3 are (also) articulated or can be attached to the vehicle body, and more precisely via the mediation of the bridge support 5.

[0056] Axle 1, in particular for each wheel of axle 1, has a wheel suspension system 6. The wheel 3 is articulated to the bridge support 5 via this wheel suspension system and is thus attached to the vehicle body via the bridge support 5. In particular, the wheel suspension system 6 allows, for example, at least a first relative movement between the wheel 3 and the bridge support 5 or the vehicle body, which is at least substantially in the vertical direction of the vehicle (double arrow 4). Here, for example, the wheel suspension system 6 at least restricts or prevents a second relative movement between the wheel 3 and the bridge support 5 and thus the vehicle body. The first relative movement is the spring compression and extension movement of the wheel, and the spring compression and extension movement of the wheel is also collectively referred to as the wheel movement. At least with respect to the wheel movement, the wheel 3 is elastically and dampingly supported on the vehicle body by the spring and / or damping element 7. For this purpose, the spring and / or damping element 7 includes a shock absorber 8, also known as a damper, which is, for example, configured as a hydraulic shock absorber. The spring compression and extension movement (wheel movement) is damped by means of the shock absorber 8. The spring and / or damping element 7 also includes a spring 9, also known as a support spring, which can be configured as a mechanical spring. However, in the first embodiment, the spring 9 is configured as an air spring. In the corresponding wheel movement of the wheel 3 relative to the vehicle body, the spring 9 is, for example, tensioned, whereby the spring 9, for example, provides a spring force against the corresponding wheel movement. As can be seen from Figure 1 it, in the exemplary embodiment shown, the shock absorber 8 and the spring 9 are not arranged, for example, nested with each other, but the shock absorber 8 and the spring 9 are arranged externally with respect to each other, i.e., completely outside each other. Alternatively, the shock absorber 8 and the spring 9 can be arranged coaxially and in particular nested with each other.

[0057] The wheel suspension system 6 has a wheel carrier 10 and a pivot bearing 11, which is constructed separately from the wheel carrier 10 in particular, and the wheel 3 is rotatably supported on the pivot bearing about a wheel rotation axis 12 relative to the pivot bearing 11. For this purpose, a wheel hub 13 is provided, which is rotatably supported on the pivot bearing 11 about the wheel rotation axis 12 relative to the pivot bearing 11 via in particular at least one or exactly one rolling bearing. Here, the wheel 3 is non-rotatably connected to the wheel hub 13, in particular detachably without damage. The pivot bearing 11 is pivotably and thus steerably supported on the wheel carrier 10 about a pivot axis 14, which is also referred to as the steering axis and extends inclined or perpendicular to the wheel rotation axis 12, such that the pivot bearing 11 and the wheel 3 together can pivot and thus steer about the steering axis relative to the wheel carrier 10 and relative to the bridge carrier 5 and the vehicle body. Thereby, for example, the aforementioned turning, change of driving direction and lane change can be caused and / or supported. For example, the pivot bearing 11 is part of a second steering unit, which is also referred to as a rear axle steering unit, and which is constructed, for example, as a steer-by-wire system and is thus not mechanically connected to the steering handle. The second steering unit includes, for example, a motor (not shown in the figures) and is constructed in particular as an electric motor, by means of which the pivot bearing 11 and, with the aid of this pivot bearing, the wheel 3 can be pivoted about the pivot axis 14 relative to the wheel carrier 10 in order to steer the wheel 3 and thus the 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 wheel 3 together perform the wheel movement. However, if the pivot bearing 11 and the wheel 3 are steered, the wheel carrier 10 is not steered along with them.

[0058] The first embodiment is shown in Figures 1 to 5 as Figures 1 to 5As shown, there are exactly four wheel links articulated to the wheel carrier 10, namely the first wheel link 15a, the second wheel link 15b, the fourth wheel link 15c and the fifth wheel link 15d, especially in the case of bypassing the pivot bearing 11 and especially also bypassing the wheel bridge bracket 5 (chassis). The wheel carrier 10 is articulated to the bridge bracket 5 and thus to the vehicle body via four wheel links 15a-d, especially in the case of bypassing the pivot bearing 11. Furthermore, in the wheel suspension system 6, it is provided that the wheel suspension system 6 has exactly one third wheel link 15e, which is articulated to the pivot bearing 11 via especially exactly one first rubber bearing 20 in the case of bypassing the wheel carrier 10. The third wheel link is also called the tie rod. The first rubber bearing 20 is the first connecting element or is also referred to as the first connecting element. The first connecting element can alternatively be configured, for example, as a first ball joint. By means of the third wheel link 15e, especially by the translational movement of the third wheel link 15e relative to the wheel carrier 10 and relative to the bridge bracket 5, the pivot bearing 11 and the wheel 3 associated therewith can pivot relative to the wheel carrier 10 about the pivot axis 14. Thus, for example, the aforementioned motor is coupled to the pivot bearing 11, especially in an articulated manner, via the third wheel link 15e.

[0059] In the first embodiment, the second wheel link 15b, the fourth wheel link 15c and the fifth wheel link 15d are configured as rod links, i.e., as two-point links, which are also referred to as the first rod link or the first two-point link. As, for example, in Figure 4As can be seen from the example of the wheel link 15c, the corresponding first link has exactly one first support point 16, by means of which the corresponding first link is articulated to the wheel carrier 10, in particular when bypassing the pivot bearing 11. In addition, the corresponding first link has exactly one second support point 17, by means of which the corresponding first link is articulated or can be articulated to the bridge support 5 and thus to the vehicle body, in particular when bypassing the pivot bearing 11 and the wheel carrier 10. In the first embodiment, the corresponding first support point 16 comprises in particular exactly one corresponding first rubber bearing 18, via which the corresponding first link is articulated to the wheel carrier 10, in particular when bypassing the pivot bearing 11. Thus, in the first embodiment, it is provided that the corresponding first link is articulated to the wheel carrier 10 via exactly one corresponding rubber bearing, namely the corresponding rubber bearing 18, in particular when bypassing the pivot bearing 11. In the first embodiment, the corresponding first rubber bearing 18 is at least partially arranged in the corresponding first link. For example, the corresponding second support point 17 has exactly one second rubber bearing 19, via which the corresponding first link is articulated to the bridge support 5 and thus to the vehicle body. Thus, in the first embodiment, it is provided that the corresponding first link is articulated to the bridge support 5 via exactly one corresponding rubber bearing, namely the rubber bearing 19. The corresponding rubber bearing 19 can, for example, be at least partially arranged in the corresponding first link. In the first embodiment, the third wheel link 15e is articulated to the pivot bearing 11 via exactly one third rubber bearing, namely via the rubber bearing 20( Figure 1 ) in particular when bypassing the wheel carrier 10.

[0060] Here, for example, the wheel link 15e is also configured as a second link, i.e. as a second two-point link. The second link has exactly one third support point 21, by means of which the second link is articulated to the pivot bearing 11, in particular when bypassing the wheel carrier 10. Here, in particular, the support point 21 comprises the rubber bearing 20. In particular, the rubber bearing 20 is at least partially arranged in the wheel link 15e. In addition, for example, the third wheel link 15e has exactly one fourth support point 22( Figure 5)), the wheel link 15e is coupled or can be coupled, in particular hingedly, to the chassis, i.e. to the bridge support 5, via this fourth support point, such that the wheel link 15e is coupled, in particular hingedly, to the motor via the support point 22. Here, the support point 22 can have, in particular, exactly one fourth rubber bearing, for example the wheel link 15e is coupled to the vehicle body, in particular to the motor, via this fourth rubber bearing, and the motor is coupled to the vehicle body, for example. Thus, for example, the second link is coupled or can be coupled, in particular hingedly, to the vehicle body via exactly one rubber bearing, i.e. via the fourth rubber bearing, in particular with the motor as an intermediary and / or by bypassing the wheel carrier 10 and the pivot bearing 11.

[0061] From Figure 1 , Figure 2 , Figure 4 and Figure 5 it can be seen particularly clearly that the wheel link 15a is configured as a fork on the wheel carrier side. The wheel link 15a has exactly two fifth support points 23, 24 spaced apart from one another here, and the wheel link 15 is coupled, in particular by bypassing the pivot bearing 11, to the wheel carrier 10 via these fifth support points. Here, the respective support points 23, 24 each include exactly one respective fifth rubber bearing 25, 26, and the wheel link 15a is coupled, in particular by bypassing the pivot bearing 11, to the wheel carrier 10 via these fifth rubber bearings. Thus, in the first embodiment, the wheel link 15a has exactly two rubber bearings, i.e. rubber bearings 25 and 26, which are coupled, in particular by bypassing the pivot support 11, to the wheel carrier 10 in a hinged manner. Here, the rubber bearings 25 and 26 are spaced apart from one another, in particular in the axial direction of the respective rubber bearings 25, 26, and the axial direction of the respective rubber bearings is in Figure 2This is shown by the dash-dotted line 27. Since the wheel link 15a is configured in a forked manner on the wheel carrier side, the wheel link 15a has fork teeth 28 and 29, also simply referred to as teeth, which project from the base region 30 of the wheel link 15a and are spaced apart from each other in the axial direction of the respective rubber bearings 25, 26. Here, the support point 23 is provided on the fork tooth 28, and the support point 24 is provided on the fork tooth 29. Currently, the rubber bearing 25 is at least partially arranged on the fork tooth 28, and the rubber bearing 26 is at least partially arranged on the fork tooth 29, such that the rubber bearings 25 and 26 are each at least partially arranged on the wheel link 15a. The fork teeth 28 and 29 and the base region 30 delimit a receiving portion 31, in which a partial region 32 of the wheel carrier 10 is arranged. The wheel carrier 10 is coupled to the rubber bearings 25, 26, for example, by means of bearing bolts (the axial direction or longitudinal extension direction of which coincides with the axial direction of the respective rubber bearings 25, 26), such that the wheel carrier 10 is coupled to the rubber bearings 25, 26 via its partial region 32. Thereby, the wheel link 15a is coupled to the partial region 32 and to the wheel carrier 10 by exactly two rubber bearings 25, 26, especially in the case of bypassing the pivot bearing 11. For example, the bearing bolts are bolts, i.e., threaded elements, by means of which the wheel carrier 10 is coupled to the rubber bearings 25 and 26 by screwing, i.e., by turning. For this purpose, for example, the bearing bolts and / or another threaded element (which is, for example, screwed with the bearing bolts in order to thereby couple the bearing bolts to the rubber bearings 25 and 26) are rotated relative to the wheel link 15a and relative to the wheel carrier 10 about a helical axis that coincides with the axial direction of the respective rubber bearing 25, in order to thereby screw the bearing bolts, especially with the corresponding other threaded element, i.e., in order to thereby attach the bearing bolts to the respective rubber bearings 25, 26 and thus couple or connect them to the rubber bearings 25, 26. The helical axis is an axis that extends in one or along a screwing direction, along which, for example, the bearing bolts and / or another threaded element are moved, especially translationally, by means of the respective screwing in order to connect the bearing bolts to the respective rubber bearings 25, 26.

[0062] The wheel link 15a has exactly one sixth support point 33, by means of which the wheel link 15a is articulated or can be articulated to the bridge support 5 and thus to the vehicle body, especially in the case of bypassing the wheel carrier 10 and bypassing the pivot bearing 11. Here, for example, the support point 33 includes especially exactly one sixth rubber bearing 34, by means of which the wheel link 15a is articulated or can be articulated to the bridge support 5 and thus to the vehicle body. Therefore, it is currently provided that the wheel link 15a is articulated to the bridge support 5 by exactly one rubber bearing, namely the rubber bearing 34.

[0063] From Figure 1As can be seen, the pivot bearing 11 is pivotally coupled to the wheel carrier 10 relative to the pivot axis 14 about the pivot axis 14 by exactly two joints 35 and 36. Therefore, the joints 35 and 36 form or define the pivot axis 14. The corresponding joints 35, 36 can be or have in particular exactly one corresponding rubber bearing. In addition, the corresponding joints 35, 36 can be or include ball joints. In addition, the corresponding joints 35, 36 can be or include rolling bearings, in particular ball bearings or sliding bearings. Here, as can be seen particularly clearly from Figure 1 and Figure 3 the pivot bearing 11 has a recess 37, which is currently configured as a through-hole and is also referred to as a window. When viewed in the vehicle vertical direction, the lower joint 36 is at least partially, in particular at least mostly and thus more than at least half, received in this recess. Currently, for example, the recess 37 is penetrated by the joint 36. In particular, the second partial region 38 of the wheel carrier 10 is received in the recess 37, in particular such that the partial region 38 penetrates the recess 37. Here, for example, the partial region 38 is hingedly connected to the pivot bearing 11 by means of the joint 36 or the joint 36 includes the partial region 38 of the wheel carrier 10. Thereby, the joint 36 and thus the pivot bearing 11 can be advantageously close to the brake disc, which is currently configured as a friction brake and is not shown in the drawing and is, for example, non-rotatably connected to the wheel hub 13. By means of the friction brake, the wheel hub 13 and thus the wheel 3 can be braked, in particular with respect to rotation about the wheel rotation axis 12. In particular, it is conceivable that in a first embodiment, the joint 36 is configured as a pin joint, which can, for example, include the partial region 38 as a joint part.

[0064] As described above, the wheel 3 can be driven by means of the drive device of the motor vehicle. For this purpose, the wheel hub 13 can be driven by means of the drive device and thereby rotated relative to the pivot bearing 11 about the wheel rotation axis 12. For this purpose, as can be seen from Figure 4 a side shaft 39 is provided, which is in particular configured as a universal shaft, in particular configured as a constant velocity universal shaft, by means of which the wheel hub 13 can be driven by means of the drive device and thereby rotated relative to the pivot bearing 11 about the wheel rotation axis 12. Thereby, the wheel 3 can be driven.

[0065] Figure 6A second embodiment of the wheel suspension system 6 is shown schematically in a partial top view. The second embodiment differs from the first embodiment particularly in that, in the second embodiment, the first wheel link 15a is also configured as a rod link, i.e., as a two-point link. As in the first embodiment, the wheel link 15a has exactly one support point, namely support point 33, by means of which the wheel link 15a is or can be coupled articulately to the chassis, currently to the axle bracket 5, where preferably, as described above, the support point 33 has exactly one rubber bearing, namely rubber bearing 34, by means of which the wheel link 15a is or can be coupled articulately to the axle bracket 5 and thus to the chassis (vehicle body). Thus, in the second embodiment, the wheel link 15a is also coupled articulately to the axle bracket 5 by exactly one rubber bearing, namely rubber bearing 34. However, on the wheel carrier side, in the second embodiment with respect to the wheel link 15a, it is provided that the wheel link 15a has exactly one support point, namely support point 23, by means of which the wheel link 15a is coupled articulately to the wheel carrier 10, particularly bypassing the pivot bearing 11. Here, the support point 23 preferably has exactly one rubber bearing, namely rubber bearing 25, by means of which the wheel link 15a is coupled articulately to the wheel carrier 10, particularly bypassing the pivot bearing 11. Thus, in the second embodiment, the wheel link 15a is coupled articulately to the wheel carrier 10 by exactly one rubber bearing, namely rubber bearing 25, particularly bypassing the pivot bearing 11. However, here in order to be able to avoid excessive and undesired relative movement between the wheel 3 and the axle bracket 5, in addition to the wheel links 15a-e, in Figure 6 a particularly schematically shown swing bearing 40 is provided, which is coupled articulately to the wheel carrier 10 by exactly one first support point 41, particularly bypassing the pivot bearing 11, and is coupled articulately to the wheel link 15a by exactly one support point 42 spaced apart from the support point 41, particularly bypassing the pivot bearing 11, the wheel carrier 10, and the other wheel links 15b-e of the wheel suspension system 6, particularly all other wheel links. Here, in particular, it is conceivable that the respective support points 41, 42 have particularly exactly one respective rubber bearing, by means of which the swing bearing 40 is coupled articulately to the wheel carrier 10 or to the wheel link 15a. Thus, for example, the swing bearing 40 is coupled articulately to the wheel carrier 10 by exactly one rubber bearing, particularly bypassing the pivot bearing 11, and for example, the swing bearing 40 is coupled articulately to the wheel link 15a by exactly one rubber bearing.

[0066] Figures 7 to 9Shows a third embodiment of the wheel suspension system 6. The aforementioned brake disc for braking the brake hub 13 and thus the wheel 3 is labeled 43. The pivot bearing 11 to which the third wheel link 15e is hingedly coupled is not shown separately. In particular, as in the second embodiment, the first wheel link 15a is configured as a rod link, i.e., as a two-point link. Thus, in the third embodiment, the wheel link 15a has exactly one support point 23, and the wheel link 15a is hingedly coupled to the wheel carrier 10 via this support point, especially when bypassing the pivot bearing 11. Here, for example, the support point 23 has exactly one rubber bearing, and the wheel link 15a is hingedly coupled to the wheel carrier 10 via this rubber bearing, especially when bypassing the pivot bearing 11. Thus, in the third embodiment, the wheel link 15a is hingedly coupled to the wheel carrier 10 via exactly one rubber bearing and here when bypassing the pivot bearing 11. In addition, the wheel link 15a has exactly one support point 33 spaced apart from the support point 23, and the wheel link 15a is coupled or can be coupled to the bridge support 5 and thus to the chassis (vehicle body) via this support point. Here, for example, the support point 33 includes exactly one rubber bearing, and the wheel link 15a is hingedly coupled or can be coupled to the bridge support 5 and thus to the chassis via this rubber bearing, especially when bypassing the wheel carrier 10, the pivot bearing 11, and the remaining wheel links or all the remaining wheel links of the wheel suspension system 6. Thus, for example, in the third embodiment, the wheel link 15a is hingedly coupled to the bridge support 5 via exactly one rubber bearing, especially when bypassing the wheel carrier 10, the pivot bearing 11, and all the other wheel links of the wheel suspension system 6.

[0067] The second wheel link 15b is herein configured as a three-point rocker, which via exactly one first support point 44( Figure 8)In particular, it is articulated to the wheel carrier 10, especially in the case of bypassing the pivot bearing 11. In particular, the support point 44 includes exactly one rubber bearing, through which the three-point rocker is articulated to the wheel carrier 10, especially in the case of bypassing the pivot bearing 11. Thus, for example, the three-point rocker is articulated to the wheel carrier 10 through exactly one rubber bearing, especially in the case of bypassing the pivot bearing 11. In addition, the three-point rocker has exactly two support points 45 and 46 that are spaced apart from each other and from the support point 44. The three-point rocker is articulated or can be articulated to the bridge support 5 and thus to the chassis through these support points, especially in the case of bypassing the wheel carrier 10, the pivot bearing 11, and other wheel links of the wheel suspension system 6 or all other wheel links. Here, for example, the corresponding support points 45, 46 each include exactly one rubber bearing, through which the three-point rocker is articulated or can be articulated to the bridge support 5 and thus to the chassis (vehicle body). Thus, for example, the three-point rocker is articulated or can be articulated to the bridge support 5 through exactly two spaced-apart rubber bearings, especially in the case of bypassing the wheel carrier 10, the pivot bearing 11, and other wheel links of the wheel suspension system 6 or all other wheel links.

[0068] Here, in order to avoid undesirable relative movement between the wheel 3 and the chassis, as can be seen particularly clearly from Figure 9 a swing bearing 54, also known as the first swing bearing, is provided. It is articulated to the three-point rocker through exactly one support point 47 that is spaced apart from the support points 44, 45, and 46, especially in the case of bypassing the wheel carrier 10, the pivot bearing 11, and other wheel links of the wheel suspension system 6 or all other wheel links. In addition, the swing bearing 54 is articulated to the wheel carrier 10, especially in the case of bypassing the pivot bearing 11 and other wheel links of the wheel suspension system 6 or all other wheel links, through exactly one support point 55 that is spaced apart from the support points 44, 45, 46, and 47. For example, the corresponding support points 47, 55 each include exactly one corresponding rubber bearing, through which the swing bearing 54 is articulated to the three-point rocker or to the wheel carrier 10. Thus, for example, the swing bearing 54 is articulated to the three-point rocker through exactly one rubber bearing and to the wheel carrier 10 through exactly one rubber bearing. Especially when the wheel link 15a is configured as a rod link in the third embodiment (this is in Figures 7 to 9As shown (in [description of the figure where it's shown]), it can be beneficial to use a second swing bearing, i.e., the swing bearing 40 of the second embodiment for example, attached to the swing bearing 54 in order to avoid an undesired, excessive relative movement between the wheel 3 and the chassis. As in the second embodiment, in the third embodiment, the swing bearing 40 is also articulatedly coupled to the wheel carrier 10 by exactly one support point, support point 41 in particular, bypassing the pivot bearing 11 and bypassing other wheel links of the wheel suspension 6 or all other wheel links, and then as in the second embodiment, in the third embodiment the second swing bearing 40 is articulatedly coupled to the wheel link 15a by exactly one support point, i.e., support point 42 in particular, bypassing the pivot bearing 11, the wheel carrier 10 and other wheel links of the wheel suspension 6 or all other wheel links. In particular, when the wheel link 15a is configured in a fork shape on the wheel carrier side as in the first embodiment and is thus articulatedly coupled to the wheel carrier 10 by exactly two support points 23 and 24 in particular, bypassing the pivot bearing 11 and other wheel links of the wheel suspension 6 or all other wheel links, then it is possible to avoid using the second swing bearing attached to the swing bearing 54. Furthermore, it can be envisaged that, as Figures 7 to 9 shown, when for example the rubber bearing 25 of the support point 23 has a bearing stiffness, also referred to as stiffness for short, of at least 40 Newton meters per degree, in particular at least 70 Newton meters per degree and more particularly at least 100 Newton meters per degree in the radial direction of the rubber bearing 25 and thus perpendicular to the helical axis, the wheel link 15a is implemented as a rod link, i.e., as a two-point link, and in this case the use of the second swing bearing and the fork-shaped design of the wheel link 15a on the wheel carrier side is avoided.

[0069] Finally, Figure 10 and Figure 11Shows a fourth embodiment of the wheel suspension system 6. In the fourth embodiment, the second wheel link 15b is configured as a four-point rocker, which is articulatedly coupled to the wheel carrier 10 by exactly two spaced-apart support points 48 and 49, especially in the case of bypassing the pivot bearing 11 and the other wheel links or all other wheel links of the wheel suspension system 6. For example, the corresponding support points 48, 49 each have exactly one corresponding rubber bearing 50, 51, and the four-point rocker is articulatedly coupled to the wheel carrier 10 through this rubber bearing. Thus, currently, the four-point rocker is articulatedly coupled to the wheel carrier 10 through exactly two rubber bearings, namely rubber bearings 50 and 51, especially in the case of bypassing the pivot bearing 11 and the remaining wheel links or all the remaining wheel links of the wheel suspension system 6. In addition, the four-point rocker has exactly two spaced-apart support points 52 and 53 that are spaced apart from the support points 48 and 49, and the four-point rocker (wheel link 15b) is articulatedly coupled or can be coupled to the bridge support 5 and thus to the chassis (vehicle body) by means of these support points. Furthermore, it can be seen that the support points 48 and 49 are spaced apart from each other and from the support points 52 and 53. The corresponding support points 52, 53 each have exactly one corresponding rubber bearing, and the four-point rocker is articulatedly coupled or can be coupled to the bridge support 5 and thus to the chassis through this rubber bearing. Thus, currently, the four-point rocker is articulatedly coupled or can be coupled to the bridge support 5 and thus to the chassis via exactly two rubber bearings. By using the four-point rocker as the wheel link 15b, the first wheel link 15a can be configured as a two-point link, i.e., as a rod link, so that the fork-shaped design of the wheel link 15a on the wheel carrier side and the previously described large width of the rubber bearing 25 extending along the spiral axis and its high bearing stiffness can be avoided. In order to be able to avoid the fork-shaped design of the wheel link 15a and the additional swing bearing, for example, the rubber bearing 25 of the support point 23 has a large width or length extending along the spiral axis or along the axial direction of the rubber bearing 25. Thereby, for example, the aforementioned high bearing stiffness, also known as the universal joint stiffness, of the rubber bearing 25 can be achieved. This applies to all embodiments. For example, corresponding ball joints and / or sliding joints can be used instead of the corresponding rubber bearings.

[0070] List of reference numerals

[0071] 1 Axle

[0072] 2 Double arrow

[0073] 3 Wheel

[0074] 4 Double arrow

[0075] 5 Bridge support

[0076] 6 Wheel suspension system

[0077] 7 Spring and / or damping element

[0078] 8 Shock absorber

[0079] 9 Spring

[0080] 10 Wheel support

[0081] 11 Pivot bearing

[0082] 12 Wheel rotation axis

[0083] 13 Wheel hub

[0084] 14 Pivot axis

[0085] 15 a - e Wheel link

[0086] 16 Support point

[0087] 17 Support point

[0088] 18 Rubber bearing

[0089] 19 Rubber bearing

[0090] 20 Rubber bearing

[0091] 21 Support point

[0092] 22 Support point

[0093] 23 Support point

[0094] 24 Support point

[0095] 25 Rubber bearing

[0096] 26 Rubber bearing

[0097] 27 Dashed line

[0098] 28 Fork teeth

[0099] 29 Fork teeth

[0100] 30 Substrate area

[0101] 31 Accommodation part

[0102] 32 Partial area

[0103] 33 Support point

[0104] 34 Rubber bearing

[0105] 35 Joint

[0106] 36 Joint

[0107] 37 Recess

[0108] 38 Partial area

[0109] 39 Side shaft

[0110] 40 Swing bearing

[0111] 41 Support point

[0112] 42 Support point

[0113] 43 Brake disc

[0114] 44 Support point

[0115] 45 Support point

[0116] 46 Support point

[0117] 47 Support point

[0118] 48 Support point

[0119] 49 Support point

[0120] 50 Rubber bearing

[0121] 51 Rubber bearing

[0122] 52 Support point

[0123] 53 Support point

[0124] 54 Swing bearing

[0125] 55 Support point

Claims

1. Wheel suspension system (6) for a wheel (3) of a motor vehicle, having a wheel carrier (10) and a pivot bearing (11), on which the wheel (3) can be rotatably supported, wherein, For pivoting the pivot bearing (11) and the wheel (3), the pivot bearing (11) is pivotally supported on the wheel carrier (10) about a pivot axis (14) relative to the wheel carrier (10), characterized in that: there are provided - at least two wheel links (15a, b) that are articulated to the wheel carrier (10), namely a first wheel link (15a) and a second wheel link (15b), and the wheel carrier (10) can be articulated to the chassis of the motor vehicle via the wheel links; - a third wheel link (15e) that is articulated to the pivot bearing (11) via a connecting element (20), and the pivot bearing (11) can pivot about the pivot axis (14) relative to the wheel carrier (10) by means of the third wheel link to pivot the pivot bearing (11) and the wheel (3); and - a spring and / or damping element (7), and the wheel carrier (10) and the pivot bearing (11) can be elastically and / or dampingly supported on the vehicle body of the motor vehicle via the spring and / or damping element.

2. The wheel suspension system (6) according to claim 1, wherein, The third wheel link (15e) is articulated to the pivot bearing (11) via exactly one support point (21) including the connecting element (20).

3. The wheel suspension system (6) according to claim 1 or 2, characterized in that, The second wheel link (15b) is configured as a four-point rocker arm, and the four-point rocker arm: - is articulated to the wheel carrier (10) via exactly two first support points (48, 49) spaced apart from each other; and - has exactly two second support points (52, 53) spaced apart from each other, and the four-point rocker arm can be articulated to the chassis via the second support points.

4. The wheel suspension system (6) according to claim 1 or 2, characterized in that, The second wheel link (15b) is configured as a three-point rocker arm, and the three-point rocker arm: - is articulated to the wheel carrier (10) via exactly one first support point (44); and - has exactly two second support points (45, 56) that are spaced apart from the first support point (44) and from each other, and the three-point rocker arm can be articulated to the chassis via the second support points.

5. The wheel suspension system (6) according to claim 4, characterized in that, A swing bearing (54) is provided, and the swing bearing is articulated to the three-point rocker arm via a third support point (47) spaced apart from the first support point (44) and the second support points (45, 46) and is articulated to the wheel carrier (10) via a fourth support point (55) spaced apart from the first support point (44), the second support points (45, 46), and the third support point (47).

6. The wheel suspension system (10) according to claim 5, characterized in that, A second swing bearing (40) is provided, and the second swing bearing is articulated to the wheel carrier (10) via a fifth support point (41) spaced apart from the first support point (44), the second support points (45, 46), the third support point (47), and the fourth support point (55) and is articulated to the first wheel link (15a) via a sixth support point (42) spaced apart from the first support point (44), the second support points (45, 46), the third support point (47), the fourth support point (55), and the fifth support point (41).

7. The wheel suspension system (6) according to claim 4, characterized in that, A swing bearing is provided, which is articulatedly coupled to the wheel carrier (10) via a third support point spaced apart from a first support point (44) and second support points (45, 46), and is articulatedly coupled to a first wheel link (15a) via a fourth support point spaced apart from the first support point (44), the second support points (45, 46) and the third support point.

8. The wheel suspension system (6) according to claim 1 or 2, characterized in that, At least four or exactly four wheel links (15a-d), namely a first wheel link (15a), a second wheel link (15b), a fourth wheel link (15c) and a fifth wheel link (15d), are articulatedly coupled to the wheel carrier (10), and the wheel carrier (10) can be articulatedly attached to the chassis of the motor vehicle via the four wheel links.

9. The wheel suspension system (6) according to claim 8, characterized in that, A swing bearing (40) is provided, which is articulatedly coupled to the wheel carrier (10) via a first support point (41) and is articulatedly coupled to one of the four wheel links (15a-d) articulatedly coupled to the wheel carrier (10), in particular to the first wheel link (15a), via a second support point (42) spaced apart from the first support point (41).

10. The wheel suspension system (6) according to claim 8 or 9, characterized in that - the second wheel link (15b) is articulatedly coupled to the wheel carrier (10) via exactly one third support point (16) and has exactly one fourth support point (17) spaced apart from the third support point (16), and the second wheel link (15b) can be articulatedly coupled to the chassis by means of the fourth support point; and / or - the fourth wheel link (15c) is articulatedly coupled to the wheel carrier (10) via exactly one fifth support point (16) and has exactly one sixth support point (17) spaced apart from the fifth support point (16), and the fourth wheel link (15c) can be articulatedly coupled to the chassis by means of the sixth support point; and / or - the fifth wheel link (15d) is articulatedly coupled to the wheel carrier (10) via exactly one seventh support point (16) and has exactly one eighth support point (17) spaced apart from the seventh support point (16), and the fifth wheel link (15d) can be articulatedly coupled to the chassis by means of the eighth support point.

11. The wheel suspension system (6) according to one of the preceding claims, characterized in that, The first wheel link is articulatedly coupled to the wheel carrier (10) via exactly one support point (23).

12. The wheel suspension system (6) according to claim 11, characterized in that, The support point (23) that articulates the first wheel link (15a) to the wheel carrier (10) has a second connecting element (25), which is coupled to the wheel carrier (10) or the first wheel link (15a) by means of a bearing bolt and has a bearing stiffness of at least 40 Newton meters / degree when observed in the radial direction of the bearing bolt.

13. The wheel suspension system (6) according to one of claims 1 to 10, characterized in that, The first wheel link (15a) is articulatedly coupled to the wheel carrier (10) via exactly two support points (23, 24) spaced apart from each other.

14. The wheel suspension system (6) according to one of the preceding claims, characterized in that, The pivot bearing (11) is pivotally supported on the wheel carrier (10) about a pivot axis (14) relative to the wheel carrier (10) by means of at least one bearing (36), wherein the pivot bearing (11) has a recess (37) in which the bearing (36) is at least partially arranged, and wherein the wheel carrier (10) engages in the recess (37).

15. A motor vehicle having at least one or exactly one multi-link axle (1), said multi-link axle having at least two or exactly two wheel suspension systems (6) according to one of the preceding claims.

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